12/2023

Good day, Dear Friends, After a three-year break, we made a return to Telford, and it was a triumphant return at that! After all, Britain is the cradle of our business, and the Telford event is the biggest exhibition in our field and it would be a mistake to miss it. Our plan is to continue attending such events, beginning with Nuremberg in January/February.

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  INFO Eduard

  e-magazine FREE Vol 22 December 2023

  # 166

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  INFO Eduard

  # 166

  © Eduard - Model Accessories, 2023

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  e-magazine FREE Vol 22 December 2023

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  eduardeduard

  DECEMBER 2023

  CONTENTS

  EDITORIAL

  KITS

  BRASSIN

  PHOTO

  -

  ETCHED SETS

  HOW TO WORK WITH PHOTO

  -

  ETCHED

  SPACE

  BUILT

  ON APPROACH

  –

  January 2024

  TAIL END CHARLIE

  HISTORY

  BOXART STORY

  FM-1 ProfiPACK 1/48

  P-39N Airacobra ProfiPACK 1/48

  Bf 109E-4 Weekend 1/48

  Avia S-199 ERLA canopy Weekend 1/72

  X-1 Mach Buster ProfiPACK 1/48 re-release

  Bf 109G-4 ProfiPACK 1/48 re-release

  Albatros D.V Weekend 1/72 re-release

  Albatros 1/72

  F-4E 1/48

  X-1 Mach Buster 1/48

  KURFÜRST 1/48

  THE EASTERN AIRCRAFT FM-1 WILDCAT

  Medal for Heroism, Col. Jiří Pavel Kafka

  F/O Oldřich Doležal, DFC

  Záhada zbarvení izraelských S-199

  Air war over Ukraine

  -

  Drones and defense

  against them

  On the limit

  Sunday at the golf club

  Yoav Messers

  A Steak for Free

  The Bavarian Knight

  4

  8

  28

  34

  62

  78

  84

  88

  98

  108

  127

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

  Mírová 170, Obrnice 435 21

  support@eduard.com www.eduard.com

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  EDITORIAL

  Good day, Dear Friends,

  After a three-year break, we made a return to

  Telford, and it was a triumphant return at that!

  After all, Britain is the cradle of our business,

  and the Telford event is the biggest exhibition

  in our field and it would be a mistake to miss

  it. Our plan is to continue attending such events,

  beginning with Nuremberg in January/February.

  I firmly hope that this year we will meet more

  colleagues from other companies and more

  business people and journalists there than last

  year. I'll admit I'm a little nervous. Through the

  level of participation of companies at Nuremberg,

  how much the world is returning to normal can

  be gauged, and we would all be grateful for

  indications that it really is doing just that.

  In January, just prior to Nuremberg, we’ll be

  in Hradec Králové, attending their event there.

  In the spring, we will continue our exhibition

  activities in Prosek in Prague, we will probably

  also be in Italy in Verona and in Poland in

  Bydgoszcz. In April we will attend the traditional

  show in Mosonmagyarovár, followed by Zagreb

  in May, and I would like to go on a survey of

  Saumur. There will be another Iron Bunny

  contest in Bublava in June, which is a unique

  invitational event for selected participants, but

  our involvement in it is significant. Then, in

  the summer, we’re in Wisconsin for the IPMS

  USA Nationals. That will be followed by E-day,

  Eindhoven, Nitra and Telford. That’s it. I miss

  anything??

  At every one of this year's exhibitions,

  I was very pleased with the response that our

  magazine received from modelers. I take it as

  the result of our efforts to transform our monthly

  publication from a comprehensive advertising

  leaflet into an online modeling magazine

  that not only informs, but also entertains. For

  a year now, we have been preparing for the next

  step, which will be adding a paid supplement

  to the Info Eduard magazine. Don't be afraid of

  that idea. I promise, it won’t be a waste of your

  money, and not just because it will be a well

  thought out magazine. It will be a paid for item

  for several reasons. Our current magazine, as

  you know it, including historical and technical

  articles, will remain in its current form.

  An optional addition will be made available.

  The plan is that it will consist of an editorial,

  which I will probably still write myself, but

  I won't go into too much detail in it regarding our

  own items, and it will feature an interview with

  one of the personalities connected to our field

  and fields related to it, such as military or civil

  aviation. The main content will usually be three

  historical and technical articles, and several

  other sections, that are not specifically geared

  to our products. It will be news concerning

  model making; what new people have made

  or are preparing to make, especially in terms

  of kits, but there may also be information

  about new books, films, and we are preparing

  a section covering flight simulators, as well as

  news from aviation in general and museums,

  and of course, build articles. But these will by

  no means be limited to our kits. They will cover

  interesting and well-built models from various

  exhibitions, regardless of the manufacturer

  of the source kit or the accessories used in

  their completion. In order to put all of this

  together into a functioning entity, we had to find

  collaborators who demand payment for their

  work. We currently pay external contributors,

  but the majority of the articles are from us, the

  editorial board members. We write them in our

  spare time, apart from our regular work duties,

  and we don't get paid extra for it, and we believe

  that our efforts will be reflected in the sales of

  our products. It will be different in the optional

  addition, where the content of each issue will

  be a rather more expensive matter. Our own

  advertising content will also be very limited in

  the attachment, remaining more a part of the

  classic free Info Eduard magazine. All in all, the

  magazine supplement will be a costly affair to

  put together which we will not be able to afford

  to fully subsidize, so we will be selling it.

  So, how can I claim that paying for the

  supplement to our monthly magazine won’t be

  a waste of your money? At the moment I don't

  know exactly how much it will cost, but we will

  be in the range of $10US. For this, in addition to

  the attachment, you will also receive a discount

  coupon for purchases in the Eduard e-shop. The

  coupon will be a one-time purchase, but it will

  give you a total return on your investment in the

  magazine when you buy it, and you'll still have

  fun doing it. You and we should both profit from

  it. You will be able to try it out in March.

  Now you might be wondering what will

  happen to the printed magazine. The answer is

  that there will be no printed Info Eduard, at least

  for the foreseeable future. We have come to the

  conclusion that it is beyond our capabilities for

  the time being. I'm not saying it will never be, but

  not right now, while we are focused on finishing

  the above described attachment.

  New Items for December

  Quite a while back, I decided to slightly

  change the format of my editorial and limit the

  list of current news that I point out month after

  month. I can't shake the feeling that I'm doing

  unnecessary work, duplicating what everyone

  finds in the issue, and annoying a lot of people. I

  finally reached a decision. So I'll limit myself to

  the most important or significant items only. If

  you didn't like it, get in touch. I would love to hear

  INFO Eduard4

  December 2023

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  from you. The most important piece to come out

  of December is the 48th scale Profipack FM-1

  Wildcat. You might say it's just another Wildcat,

  but I find the kit very interesting and important

  for several reasons. One of the reasons is

  that the FM-1 is not quite a mainstream type.

  It's actually a bit of an outsider, at least in terms

  of public interest and knowledge. I dare say that

  many people don't even know of its existence.

  It is not an aircraft that has seen famous battles

  like its cousins, the F4F-3 and F4F-4 Wildcats,

  or the Corsair and Hellcat, not to mention the

  Mustang, Spitfire and Bf 109. It was a work

  horse that toiled, faced the task at hand head on,

  fought and then went on to become practically

  a footnote. It flew and fought on fronts that are

  largely overlooked, even underappreciated, and

  generated stories that are known only to a small

  group of historians. Nevertheless, these fronts

  were very important, absolutely essential for

  winning the war. It was the home front where the

  FM-1 had the role of trainer, training hundreds

  and possibly thousands of naval aviators, and

  then the Battle of the Atlantic where the FM-1s

  did the hard and dangerous work of protecting

  Atlantic convoys, in long and bloody battles

  with German submarines for supremacy of the

  Atlantic. Task forces, built from destroyers and

  escort carriers, from which mixed (composite)

  squadrons of FM-1s, and later FM-2s, Avengers

  and Wildcats operated, played an absolutely vital

  role in the Battle of the Atlantic. In 1944, FM-1s

  were still involved in the invasion of Normandy

  and southern France as British Wildcat Mk.Vs,

  and eventually, a good number of them survived

  to this day, despite not being able to compete

  with their younger and more powerful FM-2

  descendants in this regard.

  The FM-1 is not exactly a world-famous

  aircraft, but it is an important aircraft. And I like

  that, and I'm sure I'm not the only modeler who

  finds its perceived mediocrity appealing. The

  color schemes in the FM-1 kit are also attractive.

  There are six of them and their composition

  is incredibly varied for a WWII seaplane. Four

  selections are American, each with a different

  camouflage scheme. Among them is also the

  subject of the kit’s box art, an aircraft that

  took part in the second combat mission of VC-1

  from the deck of the escort carrier USS Block

  Island, during which the patrolling Avenger,

  accompanied by this Wildcat, located and

  attacked two German submarines. You will

  be able to learn that they were not just any

  submarines from my article that I am preparing

  for the January issue of the Info Eduard. And

  the USS Block Island was not just any aircraft

  carrier either; among other things, it was the

  only American aircraft carrier sunk during

  World War II in the Atlantic. And the submarine

  that sunk it was not an ordinary submarine.

  In short, the story of this ship is rich, you

  will see for yourself! Another of our featured

  machines, the September 1943 Wildcat from

  the aircraft carrier USS Nassau, with its red

  outlined insignia and yellow tactical markings,

  represents perhaps the most colorful mid-war

  subject that US naval aircraft have to offer.

  In addition to the American Wildcats, the scheme

  selection includes two Royal Navy Mk.V Martlets,

  one from the Normandy invasion, the other from

  the invasion of southern France. However, by

  then, Martlet Mk.Vs were already called Wildcat

  Mk.Vs, and if you're wondering why, refer to Tom

  Cleaver's FM-1 article in today's magazine.

  Among other December kits, there are some

  big resurgences. The last 850 48th scale

  Profipack Bf 110 G-4s, Catalog Number 8208, are

  going on sale. This is one of the new products for

  January, 2021, which went on sale in December,

  2020. It was on sale for four days when our

  infamous fire broke out, which destroyed all

  the moldings, which we had in stock at the

  time, something around a million sprues in all.

  Fortunately, it didn't destroy the boxed kits and

  kit packaging components, so 2200 boxed units

  were sold, leaving us with components for the

  850 kits we boxed last month that are going on

  sale right now, almost exactly three years after

  the fire. This is a great opportunity to get an

  attractive kit, take advantage of it! Those kits

  won't be available too long!

  Among the reissues, we have the 1:48th scale

  Bell X-1 in the Profipack line. This kit was created

  in the late 1990s, at the height of our short runs,

  back when we didn't make our own molds or

  press the plastic ourselves. Mr. Pavel Vandělík

  made the molds for us and also produced the

  plastic sprues. Cooperation with him, or more

  precisely, his family, moved us forward in leaps

  and bounds qualitatively. Our kits, even if they

  were still short run injected into epoxy molds,

  started to take on a world standard, and we

  began to believe in ourselves and dared to

  do venture on to bigger and more interesting

  projects than those First World War biplanes. We

  launched into the Tempest and Yak 3 and enjoyed

  the kind of morning glory that easily gets to one's

  head. At that time, we went to Chicago every fall

  for the RICHTA show, which was presented in

  the States as the American equivalent to the

  Nuremberg show. That was typical American

  confidence, and RICHTA was much smaller,

  but I loved driving there and always enjoyed

  it. And on one of these trips, I think in 1996, but

  maybe it was a year earlier, I met Chuck Yeager.

  If you want to envy me, you don't have to. I was

  young and stupid then and didn't enjoy it as

  much as I was supposed to. There were a lot

  of war pilots still alive at that time, and it felt

  like a normal meeting with an old pilot. Well, as

  I say, I was a young fool. Today I would enjoy it

  in a completely different way. But on that note,

  various people began planting the bug in my ear

  that we should do a Bell X-1 because the 50th

  anniversary of Chuck's record breaking flight

  was coming up and an anniversary model of the

  Bell X-1 would be an absolute and spectacular

  blockbuster. It made sense, especially in

  America. But the one who nurtured that idea

  in me the most was a Frenchman, the editor-

  in-chief of Replic magazine, Christian Ginisty.

  He was very suggestive, as the French are.

  By the way, he drove a Ferrari, he must have

  been doing well as editor-in-chief! In the end it

  seemed like a good idea and we made the Bell

  X-1. The master was created by Zdeněk Sekyrka

  and Jindra Balon, the molds by Pavel Vandělík,

  the picture on one box was painted by Standa

  Tarasovič, the other by Martin Novotný, who was

  just starting out at the time. We were already

  producing Profipack kits as well as the then still

  nameless regular line, which later evolved into

  the Weekend label. The kit had some flaws, not

  everything fit as it should. We were learning and

  only had a vague idea of just how far we still

  needed to go. And incidentally, the flaws in the

  kit are still there, but at this point, I think a little

  lenience might be in order. Today, they carry

  a certain historical significance!

  Although the kit was a nice little item, quite

  top-notch for the time and for what Czech

  conditions allowed, it all had one flaw. No one

  much cared. No one was cheered when it was

  released and no one lost any sleep over it. The

  fiftieth anniversary of the first supersonic flight

  just sorta came and went, and as we were still

  learning about marketing at the time, modelers

  INFO Eduard

  5

  December 2023

• Page 6

  weren’t purchasing our X-1 much. Not that it

  was an outright flop, but let's just say that our

  Bell X-1 fell short of expectations. Over time,

  however, the disappointment passed, we sold

  out the entire production run after a few years,

  and since we always had new ideas and thus

  things to do, I only have the fondest of memories

  about it. We then released it several more times,

  and in the end it always sold quite briskly. I like

  this kit; it has a story and I like stories!

  Coincidentally, we have one more reissue of

  an older kit in the December listing, the 72nd

  scale Albatros D.V. It may surprise you, but this

  is a developmentally younger kit by a generation,

  with galvanized molds. Galvanized molds - that's

  also an interesting story, but for another time.

  We have plans to re-release several of these

  oldies but goodies next year. We will be creating

  the EDUARD HEAVY RETRO line for this purpose.

  We will release several kits in it that have some

  significance for the history of kit manufacturing

  at Eduard. Of course, we believe that they will

  also be attractive to customers and that they

  will not be like the first edition of the Bell X-1.

  The first item in the Heavy Retro range will be

  a 1:48th scale Savoia-Marchetti SM.79 Sparviero

  in February, commemorating our collaboration

  with then MPM, now Special Hobby and Jules

  Bringuier, owner of Classic Airframes. Plastic

  from these old molds is not a piece of cake,

  it's really a bit of molding archaeology, but our

  colleagues at Special Hobby are up to the task.

  The next kit will be the 48th Ki-115 Tsurugi, which

  is our first project, created in 3D modeling and

  milled on CNC machines. We want to prepare

  the 72nd scale L-410 Turbolet for E-day and the

  48th Lysander for November, with which we will

  remember our cooperation with Gavia. If these

  kits are successful, we may continue with them

  from time to time and occasionally reminisce

  about a piece of kit manufacturing history.

  Let me make two comments about December’s

  new releases. The first is that almost all of the

  Brassin accessory items, for the first time ever,

  are almost exclusively for our own kits, with

  a nice collection of FM-1 Wildcat sets among

  them. Check them out!

  I would also like to mention the two decal sets.

  Both are F-35 decals for the Tamiya kit, one for

  the 1:48th scale kit, the other for 72nd. And, as

  you might expect, these are our decals, the

  ones still hated and rejected by some modelers,

  enthusiastically accepted by many others.

  Lately, the justification for rejecting our decals

  has been centered around the alleged need to

  remove the carrier from them when applied.

  It is surprising how many modelers mention this

  feature as a negative, even though we ourselves

  do not state or recommend such a thing.

  On the contrary, we actually present them as

  traditional decals, and the carrier does not need

  to be removed from them. Just treat them like

  any other decal, apply them to a glossy surface

  and paint them with clear varnish after drying.

  The carrier then becomes invisible on the surface.

  By the way, the fact that the varnish has irregular

  edges and has a relatively wide overlap around

  the color motif of the decal has a significant

  effect on the fact that after varnishing, the edge

  of the varnish on the surface of the model is

  practically unrecognizable. And it doesn't even

  need a thick coating of clear. So please, people:

  you don't actually need to remove the carrier

  after applying the decals, and the wider offset

  doesn't matter; it can't be seen on the finished

  model!

  Articles

  Today we have our regular update on air

  operations over Ukraine by Miro Barič and

  the second part of Working with PE by Jakub

  Nademlejnský. From history, we have today

  an incredibly relevant article on the history

  of the FM-1 WIldcat by Tom Cleaver and two

  articles dedicated to Czechoslovak airmen of

  the 311th Bomber Squadron RAF, honored on

  October 28 of this year by President Petr Pavel.

  Jan Zdiarský writes about Mr. Jiří P. Kafka, the

  last surviving member of 311th Squadron, and

  Pavel Vančata and Pavel Türk write about

  Mr. Oldřich Doležal. Yoav Efrati contributes an

  article about the coloring of Israeli S-199s. This

  was originally supposed to be a Box Art story

  for the December release of the S-199, but Yoav

  didn't fit the format, so his text is a standard

  article. Richard Plos wrote the Box Art story

  for both Bells, the Airacobra and the X-1, being

  released in December. Another two Box Art

  stories, for the Bf 109E-4 and the Albatros D.V,

  were written by the no less experienced Jan

  Bobek. I was supposed to add the last article,

  about the scene depicted on the box of the FM-1,

  but I, like Yoav, got it wrong and ended up with

  a rather extensive article about the escort

  aircraft carrier USS Block Island, in which, in

  addition to the Wildcats, Avengers, aircraft

  carriers and destroyers also involve

  a considerable number of German submarines.

  It will be my honor to present all this to you in

  the January issue of magazine.

  In Closing…

  So, I managed to not shorten the editorial too

  much this time either. So sorry. I won't shorten

  it next time either, because the next editorial

  will be about the our plans for 2024, and that

  certainly can't be anything short. Today I already

  wrote a little about said plans for next year, but

  it was only a small hint of what is to come next

  month.

  A few more organizational comments. Today

  begins our next Sweep event, with sixteen items

  going on sale, mostly older Weekends in original

  packaging and a few Profipacks, also in old

  boxes. They will be available while stocks last,

  which in some cases isn’t much.

  Also on sale are the December batch of new

  Bundles. They will be on sale until the January

  Bundles are launched. So you have about

  a month to buy these items.

  As every year in December, our sales

  department will be open until December 23rd.

  But please note, the last orders for which we

  guarantee dispatch this year, by December 23rd,

  will be for orders received no later than Monday,

  December 18th. At the same time, we will make

  an exception in the launch of January’s new

  releases, which will be available to order from

  December 15th. After the holidays, the sales

  department will reopen on Wednesday January

  3rd, 2024.

  Dear friends, thank you for the support you

  have shown us in this difficult year. I wish you

  a Merry Christmas, a lot of peace and good

  health, and a Happy New Year's.

  Happy Modeling!

  Vladimir Sulc

  INFO Eduard6

  December 2023

• Page 7

• THE EASTERN AIRCRAFT FM-1 WILDCAT

  The FM-1, originally known as the F4F-6, was Grumman’s response to the nearly-unanimous opinion among U.S. Navy wildcat pilots that the six-gun wing of the F4F-4, with an ammunition load for four guns redistributed among six to save weight, while significantly reducing the total time of fire by 20 seconds - an eternity in combat - was unacceptable. The F4F-6 saw the weapons reduced again to four, which was judged more than adequate for the fighter in combat.

  HISTORY

  THE EASTERN AIRCRAFT

  FM-1 WILDCAT

  FAA Wildcat Vs of 846 in June 1944, with their D

  -

  Day invasion stripe. 846 flew anti-submarine patrols from HMS Tracker off the western

  end of the invasion area. [IWM]

  The FM-1, originally known as the F4F-6, was

  Grumman’s response to the nearly-unanimous

  opinion among U.S. Navy wildcat pilots that the

  six-gun wing of the F4F-4, with an ammunition

  load for four guns redistributed among six to

  save weight, while significantly reducing the

  total time of fire by 20 seconds - an eternity

  in combat - was unacceptable. The F4F-6 saw

  the weapons reduced again to four, which was

  judged more than adequate for the fighter

  in combat.

  The decision had been made in February

  1942 that General Motors would convert its

  five idle automobile factories in Linden, New

  Jersey, for the production of aircraft, under

  the management of a new subsidiary, Eastern

  Aircraft. As Grumman expanded production to

  include the Avenger as well as the F4F Wildcat

  over the spring and summer of 1942 while

  pursuing development of the F6F Hellcat, it was

  obvious something had to give at Grumman’s

  production facility at Bethpage, Long Island.

  While GM management believed they would

  show the aircraft industry how to really

  mas produce airplanes, those experienced

  in aircraft production doubted a workforce

  used to the lower tolerance requirements for

  auto production could change and become

  committed to the high tolerances for accuracy

  demanded by the aviation industry

  .With the outstanding success of the Hellcat,

  which entered production in September 1942,

  the Navy ordered Grumman to develop other

  production sources for the Wildcats and

  Avengers, so the company could concentrate

  on all-out Hellcat production. This would be

  the new 4-gun F4F-6, which would now be

  known by the designation FM-1 for Eastern

  Aircraft.

  Eastern Aircraft was assigned production

  of the Wildcat; the company built a shed at

  Bethpage that summer, remembered as “the

  fastest-built, least-ostentatious office in

  General Motors’ history,” where employees

  could learn the ropes of producing Wildcats. In

  August 1942, Grumman provided the largely-

  rebuilt factory in Linden with parts to build

  two Wildcats on the new production line under

  supervision by Grumman employees. The

  next six contained only one-eighth of their

  parts from Grumman. These were accepted

  by the Navy after inspection in September.

  After that, Eastern was on their own. By the

  end of December, 21 FM-1s had been delivered

  since the first two. That number was matched

  in January 1943, with the total doubled in

  February and doubled again by April 1943.

  Grumman delivered its last Wildcats in June.

  The FM-1Wildcat in the Battle

  of the Atlantic

  Nearly all U.S. Navy FM-1s were used in the

  Atlantic, where they operated from CVEs in

  the Battle of the Atlantic against the German

  U-boats.

  The FM-1s operated in composite squadrons

  with TBM-1C Avengers. Standard operating

  procedure called for one or two Wildcats

  to strafe a surfaced U-boat to suppress

  or divert its anti-aircraft defenses as one

  of more Avengers bored in to attack with

  rockets or bombs. If the U-boat pulled the

  plug and dived, an Avenger could drop a “Fido”

  acoustic torpedo that homed on the propeller

  noise.

  The escort carriers USS Card (CVE-11), Core

  (CVE-13) and Santee (CVE-29) were the first to

  enter the Atlantic battle in the summer of 1943

  withe FM-1s replacing their previous F4F-4s.

  VC-9, which first served aboard USS Bogue

  (CVE-9) that spring and summer with F4F-4s

  went aboard Card for deployments in

  September through November. The squadron

  continued the success they had first achieved

  aboard Bogue, finishing 1943 with a score of

  eight U-boats confirmed sunk; a ninth was

  confirmed in 1944 when they operated aboard

  USS Solomons (CVE-67) to make the squadron

  Number One in sinkings during the war.

  Thomas McKelvey Cleaver

  INFO Eduard8

  December 2023

• Page 9

  VC-1, which operated from Card in 1943-44,

  and VC-13 which operated from Core, were tied

  in second place with scores of four U-boats

  sunk each.

  German U-boat commander Admiral Dönitz

  countered the appearance of the CVEs by

  re-equipping his submarines with strengthened

  AA batteries of two 20mm twin mounts and

  a 37mm single mount, ordering them to

  fight it out with the Wildcats and Avengers.

  The up-gunned U-boats could put up a terrific

  amount of flak, which was often enough to

  make aircraft withdraw out of range.

  The first U-boat to fight it out was U-758,

  which was caught on June 8 by VC-9 Wildcats

  and Avengers from Bogue. U-758 fought off

  two TBM’s and four FM-1s, forcing the aircraft

  to withdraw while the submarine got away.

  The next fight involved a patrol of an

  Avenger and a Wildcat from Core which caught

  the tanker U-487 on the surface on July

  13, 1943. The U-boat gunners shot down the

  Wildcat, killing the pilot. The Avenger called

  up reinforcements and circled out of range

  till they arrived. The two FM-1s attacked from

  different directions and cut down the gun

  crews by strafing; the Avenger delivered the

  coup de grace before other crewmen could

  man the guns and the “Milch Cow” disappeared

  into the ocean’s depths with its load of fuel oil.

  Between May and December 1943, the new

  hunter-killer groups based around a CVE and

  its air group claimed 27 U-boats sunk. The

  enemy was no longer the formidable threat

  they had been in the years before. By 1944,

  veteran U-boat skippers who survived their

  patrol to return to base reported that aerial

  activity in the mid-Atlantic was more than

  what they found in the Bay of Biscay. FM-1s

  began being replaced by the new FM-2 “Wilder

  Wildcat” in the composite squadrons in March

  1944.

  On June 4, 1944, the hunter-killer group

  based around USS Guadalcanal (CVE-60)

  became the first U.S. Navy unit to board

  and capture an enemy warship since the

  War of 1812, when her VC-8 Avengers and

  Wildcats attacked U-505 after USS Chatelain

  (DE-149) reported a sonar contact and drove

  the U-boat to the surface with a Hedgehog

  attack. U-505 was damaged in the attacks

  and the crew abandoned her. A boarding party

  from Chatelain took control of the submarine

  and prevented the scuttling charge from going

  off. The submarine was then towed to Norfolk

  Naval Station. Today, U-505 is on display at the

  Chicago Museum of Science and Industry.

  HISTORY

  USS Guadalcanal, commanded by Captain Daniel V. Gallery, captured U-505 after driving the U-boat

  to the surface on June 4, 1944. This was the first enemy warship captured by the U.S. Navy since

  the War of 1812. [USN Official]

  A boarding party from USS Chatelain (DE-149) boarded the U-boat after the crew abandoned ship and prevented

  scuttling charges from exploding. [USN Official]

  Once the U-boat was secured, she was towed to Norfolk

  Naval Station, Virginia. [USN Official]

  INFO Eduard

  9

  December 2023

• Page 10

  The Wildcat Mk.V in FAA Service

  The FM-1 began appearing in FAA Wildcat

  squadrons in the fall of 1943, serving under

  the designation Martlet Mk.V. The name was

  changed in January 1944 to Wildcat Mk.V when

  all US aircraft in FAA service adopted their US

  names.

  Wildcat Mk.V JV579, in service as “F-for

  Freddie” of 846 Squadron, FAA, named “That

  Old Thing”, is probably one of the better

  known Wildcats in FAA service, since a photo

  of it wearing distinctive D

  -

  Day identification

  stripes has been widely shown ever since the

  war.

  This Wildcat, then a Martlet Mk.V, was

  originally delivered to 1832 Squadron, based

  at RNAS Eglinton, aka “HMS Gannet”, located

  in Northern Ireland in November 1943. The

  Wildcats of 1832 Squadron were later

  transferred to 846 Squadron, a “composite”

  squadron of Wildcats and Avengers aboard

  HMS Tracker in the spring of 1944.

  Tracker began as CVE-6, the sixth Bogue-

  class CVE converted from a C-3 merchantman

  hull in 1942. She was transferred upon

  completion to the Royal Navy in November

  1942 and arrived in Belfast, Northern Ireland,

  in March 1943 after delivering aircraft from

  Norfolk Virginia to Casablanca, Morocco. Over

  the rest of 1943 and early 1944 she sailed as an

  anti-submarine convoy escort.

  On January 4, 1944 846 squadron embarked

  from RNAS Machrihanish. The new squadron

  was equipped with 12 Avenger Mk.II torpedo

  bombers and four Wildcat Mk.V fighters

  formerly of 'B' flight, 1832 Squadron. Among

  the Wildcats was JV579.

  During the work up period there were four

  flying accidents, two involving Avengers, and

  two Wildcats; the first was on January 7 when

  Lt. J. E. Scott RNVR, crashed on deck landing

  in Wildcat JV333. The second incident was

  fatal: on January 10 Avenger FN828 crashed

  into the sea after its starboard wing came off

  while making practice glide bombing attack

  on the ship, possibly due to exceeding the

  maximum speed limitations; pilot Sub-Lt G. A.

  Houghton RNVR, observer Sub-Lt E. B. Dixon

  RNVR, and gunner Leading Airman R. F. Gates,

  and a passenger Ordinary Seaman G. A. Smith

  were killed in the crash. On January 13 Lt G.

  W. McCabe RNVR in Wildcat JV348 landed with

  his arrester hook up and entered the barrier.

  An unidentified Avenger crashed on take-off

  on January 20; the aircraft veered into the port

  catwalk and its engine broke away from its

  mounts; the aircraft went overboard and pilot

  Sub-Lt S. J. Martin RNVR and two crew were

  safely picked up by the plane-guard destroyer.

  After working up with the new squadron,

  Tracker was assigned to on anti-submarine

  sweeps on the Gibraltar convoy route west

  of Cape Finisterre in February, working with

  HMS Biter as Air Group A.2 with one carrier

  assigned to anti-submarine and the other

  a fighter carrier supporting Ocean Escort

  Groups.

  Convoys ONS.29 and OS.68/KMS.42

  departed Liverpool on February 12; ONS.29

  for Halifax and OS.68/KMS.42 for Freetown/

  Gibraltar. Biter and Tracker initially supported

  ONS.29 while on passage to their rendezvous

  with the escort groups for the combined

  Freetown/Gibraltar convoy. The wind dropped

  on February 18 and the convoy was becalmed

  in the Bay of Biscay, famous for its atrocious

  weather conditions.

  On February 23, OS.68 with 29 vessels

  continued on to Freetown, KMS42G with 27

  ships arrived at Gibraltar on February 25. The

  escort group spent a week at Gibraltar. 846

  Squadron flew ashore to RN Air Section North

  Front, re-embarking on March 2 when Tracker

  sailed to meet the next convoy.

  Biter and Tracker supported Convoy SL150/

  MKS41 which formed at sea off Gibraltar on

  March 3 when Freetown-UK convoy SL.150

  rendezvoused with MKS41, Gibraltar-UK.

  Flying was again hampered by a lack of wind.

  SL150/MKS41 was attacked on March 10 by

  U-575 which sank the Flower Class Corvette

  HMS Asphodel. Four of Tracker’s Avengers

  searched for the U-boat but no trace was found.

  Biter and Tracker arrived in the Clyde on

  March 12th. After a one week leave, Tracker

  joined HMS Activity with 819 Squadron, with

  three Swordfish and seven Wildcats, to escort

  Convoy JW58, leaving Loch Wew to Murmansk

  On March 27, 1944. On March 30, two Wildcats

  from Activity intercepted and shot down

  a Ju-88. The next day three Fw 200 Condors

  were intercepted and shot down. 846's

  Sub-Lt R. H. Meed RNVR in JV490 and Sub-Lt G.

  C. Debney in JV485 of 819 Squadron shot down

  one Fw 200 while 846's Sub-Lt Swift in JV522

  shot down the second and the third was shot

  down by an 819 pilot.

  On April 1 a serious accident occurred

  aboard Tracker when an Avenger sighted and

  attacked a U-boat, but was unable to drop its

  depth charges. The pilot was able to drop three

  of the four while returning to the ship. Despite

  frantic signals to "go around again" from the

  batsman, the pilot flew straight into the round

  down, at full throttle. The aircraft ended up

  with its tail hanging over the stern, balanced

  with the port wing on the stern Bofors

  mounting. The Avenger caught fire; the crew

  got out but the pilot was badly burned and died

  being taken to sick bay. A serious fire burned

  on the aft of the flight deck. The fire grew and

  ammunition in the Avenger and the Bofors

  mount ready use locker popped and exploded.

  Fire crews and damage control parties put the

  fire out in 15 minutes. Later that day another

  pair of Wildcats from each squadron claimed

  HMS Tracker (D24), originally CVE-6, the sixth Bogue-class

  CVE converted from a C-3 merchantman hull was transferred

  upon completion to the Royal Navy in November 1942. During

  1943 and early 1944 she sailed as an anti-submarine convoy

  escort. [Crown Copyright official]

  HISTORY

  INFO Eduard10

  December 2023

• Page 11

  a BV 138 seaplane shot down in flames.

  846 Squadron lost two more Wildcats on

  April 2; one in a barrier crash, the other

  ditched when Sub-Lt T. D. Lucey, RNVR made

  a strafing attack on a surfaced U

  -

  Boat and came

  in too low, striking the conning tower. He was

  rescued after 1 hour, 55 minutes in the freezing

  waters.

  On April 3 an 819 Squadron Swordfish

  spotted another U

  -

  Boat. The Swordfish came

  under heavy AA fire and was joined by Avenger

  FN869, flown by Lt J. S. Toner, RNVR, Lt R. A.

  Woodward, RNVR, and Wildcat JV512 flown by

  Sub-Lt G.W. McCabe, RNVR of 846 Squadron.

  Combined depth charge attacks by the Avenger

  and rocket attacks by the Swordfish with

  strafing by the Wildcat resulted in the sinking

  of U-288 in the Barents Sea southeast of Bear

  Island.

  Convoy JW59 reached Vaenga Bay without

  loss on April 4. Activity and Tracker covered

  return convoy RA58 which sailed on April 7.

  The convoy arrived at Loch Wew on April 12 and

  Tracker was detached to Belfast, arriving on

  April 14 to enter Harland & Wolf's dockyard for

  repairs to her fire damage.

  Returning to duty on April 29, Tracker

  suffered storm damage in the Western

  Approaches and spent the first part of May in

  the Floating Dock at Greenock.

  On June 3, 1944, Tracker left Greenock

  carrying 12 Avengers and 8 Wildcats of 846

  Squadron; 'L' Flight of 1832 Squadron having

  been transferred on May 13. On June 5, all

  hands were employed painting the aircraft

  with the black and white recognition stripes

  for the invasion.

  Tracker joined CVEs HMS Pursuer and

  Emperor for operations in the western

  approaches as part of the cover forces for

  operation Neptune, operating in a position

  150 miles west of Lands' End carrying out

  anti-submarine patrols to intercept U-boats

  attempting to enter the English Channel.

  On the night of June 10, Tracker and the

  Canadian frigate HMCS Teme collided in the

  dark when Teme was chasing down a U-boat

  contact and swept clean across Tracker’s

  bow at 0200 hours. Tracker rammed Teme

  amidships and the two ships were entangled

  as the heavy swell pushed Tracker in a 'sawing'

  motion as if she was going to cut Teme in two.

  When eventually separated Teme had a gaping

  hole and was taken in tow by HMCS Outremont

  back to the UK.

  Tracker was able to maintain her station

  despite her stove-in bow; the next day she

  catapulted all 21 aircraft over 40 minutes;

  Tracker arrived in Belfast on June 12 where

  the damage inspection indicated the need for

  a refit.

  846 Squadron was decommissioned on June

  12, 1944, and Wildcat JV579 was transferred to

  a training unit.

  On April 3, 1944, Operation Tungsten - the

  first Fleet Air Arm attack on the German

  battleship Tirpitz - saw 40 FM-1 Wildcat Mk.Vs

  of 881 and 896 squadrons aboard the CVEs

  Pursuer and Searcher fly flak suppression for

  the strike missions.

  On August 15, 1944, the two squadrons - now

  equipped with new Wildcat Mk.VI fighters

  along with 882 Squadron flying Wildcat Mk.Vs

  - supported “the other D

  -

  Day” in Operation

  Dragoon, the invasion of Southern France.

  By November 1944, all FAA Wildcat

  squadrons were operating the “Wilder Wildcat”-

  the Wildcat Mk.VI - while the Wildcat Mk.Vs

  spent the rest of the war in training squadrons.

  846 Squadron, a composite escort carrier squadron of Wildcat Mk.V and Avenger

  Mk.II aircraft, was assigned anti-submarine defense of the Normandy Invasion. [IWM]

  Eastern Aircraft FM-1 Wildcat Mk.V

  of 846 Squadron. The Fleet Air Arm

  received Martlet Mk.V fighters (later

  known as Wildcat Mk.V) in October 1943.

  By November 1944, all FAA Wildcat

  squadrons were operating the “Wilder

  Wildcat”- the Wildcat Mk.VI - while the

  Wildcat Mk.Vs spent the rest of the war in

  training squadrons. [IWM]

  HISTORY

  INFO Eduard

  11

  December 2023

• Medal for Heroism, Col. Jiří Pavel Kafka

  One of the participants in the Czechoslovak resistance abroad between the years 1939-1945, who received high state honors from the President of the Czech Republic on 28 October 2023, was Col. Jiří Kafka, the last surviving Czech member of the No.311 (Czechoslovak) Squadron, RAF. Congratulations to Mr. Kafka!

  One of the participants in the Czechoslovak

  resistance abroad between the years

  1939-1945, who received high state honors

  from the President of the Czech Republic

  on 28 October 2023, was Col. Jiří Kafka,

  the last surviving Czech member of the

  No.311 (Czechoslovak) Squadron, RAF.

  Congratulations to Mr. Kafka!

  Mr. Kafka visited Eduard on January 17, 2018.

  The following photo gallery is a testament

  to the visit.

  Col. Kafka, who flew several hundred

  operational hours on anti-submarine

  patrols in Liberators of Coastal Command,

  RAF in the period 1943-45, arrived in

  England as early as 1939 as one of „Winton’s

  Children“.

  The visit, organized by Mr. Stanislav Černý,

  took place during the finalization of the

  ‘Riders of the Sky 1944‘ project (Liberator

  GR Mk.III and Mk.V, Coastal Command,

  RAF) - Limited Edition No. 2121. During

  a tour of the company‘s construction

  and production facilities, Mr. Kafka

  was understandably, interested in any

  references to ‘his’ Liberator.

  Col. Kafka was with his partner Dr. Machačová and Stanislav

  Černý welcomed by the director of Eduard, Vladimír Šulc.

  Lt. Kafka examining a sample of ‘Riders in the Sky 1944‘,

  which became a component of the Limited Edition kit No. 2121

  (March 2018).

  October 28, 2023

  The President of the Republic awarded the Medal for Heroism

  to Col. (Ret) Jiří Pavel Kafka for heroism in battle.

  Medal for Heroism (for heroism in battle)

  Jiří Pavel Kafka (May 2, 1924) - The last surviving Czech

  aviator who served with No.311 (Czechoslovak) Bombardment

  Squadron in the RAF during the Second World War. As a child,

  he and his siblings came to Britain as part of the transports

  organized by Nicolas Winton. In 1942 he joined the army.

  He first served in a Czechoslovak ground unit, underwent basic

  training and was then selected for the RAF. After the war he

  returned to Czechoslovakia, went to Britain again in 1947 and

  lived there with a break in the 1960s, when he stayed in Israel,

  until the fall of the communist regime in Czechoslovakia.

  He has been living in Prague since 1990.

  HISTORY

  INFO Eduard12

  December 2023

• Page 13

  Colonel Jiří Pavel KafKa

  was born on May 2, 1924 in Prague. The family was of Jewish

  origin, the father worked as a lawyer and at the same time was

  the chairman of the Jewish community in Prague, while his

  mother stayed took care of the home. Jiří Pavel Kafka attended

  both general school and academic studies. Thanks to his father‘s

  foresight, Jiří and his siblings managed to travel to England on the

  so-called Winton Transport (June 28, 1939) just before the outbreak

  of the Second World War. In England, Jiří Pavel Kafka and his

  brother were first placed in a camp for refugee children in Ipswich,

  from where both brothers went to elementary school and then to

  secondary school in Cheltenham. However, Jiří Pavel Kafka was

  not amused by this, and he left for an apprenticeship at Sigmund

  Pumps. In June 1942, he decided to join the army. He served in

  the Czechoslovak land army for approximately three months,

  underwent basic training and was then selected for the Royal Air

  Force (RAF). He was assigned as a gunner and radio operator

  with No.311 Squadron, in which he served from September 1942

  to September 1945. After the war, he returned to Czechoslovakia

  and was reunited with his mother, who survived the ghetto in Lodz

  and Auschwitz. In 1947 he went back to England. After his father‘s

  death, his mother also lived there. In 1960, he and his family moved

  to Israel, where they lived for eight years. Then they returned to

  England again and after 1990 have resided in Prague.

  Biography of Col. Kafka was processed within the framework

  of the Post Bellum project, Memory of the Nation of the CRO.

  You can support the Post Bellum project here.

  More information about Col. Jiří Kafka:

  Židovské listy | Paměť národa | Seniorum | Wintonfilm

  HISTORY

  INFO Eduard

  13

  December 2023

• Page 14

  HISTORY

  With Martin Nademlejnsky Mr. Kafka also

  went through some of the sources used for

  the preparation of the camouflage schemes

  and decals. He even recognized himself on

  one of the photographs in the ‘B-24 Liberator

  in RAF Coastal Command Service’ put out by

  JAPO.

  Karel Vorlicek presented our guests the

  camouflage schemes prepared for the

  kit. Even after more than seventy years,

  at the age of 94, Mr. Kafka was able to add

  a number of interesting bits of information

  about the Liberators.

  17/1/2018

  INFO Eduard14

  December 2023

• F/O Oldřich Doležal, DFC

  Oldřich Doležal was born on March 1, 1912, on the threshold of adulthood he studied for four years at a small Richter radio receiver manufacturing company in Ostrava before joining the Baťa shoe company in Zlín as a machinist in 1931. From there, he enlisted on October 1, 1934, in Telegraph Battalion 4 in Prešov, Slovakia. After training as a radio operator, he served in Košice and Spišská Nová Ves, before retiring to the reserve as a private. He returned to Baťa, but now as a ground radiotelegrapher at the Otrokovice airport.

  HISTORY

  F/O Oldřich Doležal, DFC

  Pavel Vančata

  Pavel Türk

  Oldřich Doležal was born on March 1, 1912,

  on the threshold of adulthood he studied for

  four years at a small Richter radio receiver

  manufacturing company in Ostrava before

  joining the Baťa shoe company in Zlín as

  a machinist in 1931. From there, he enlisted

  on October 1, 1934, in Telegraph Battalion 4

  in Prešov, Slovakia. After training as a radio

  operator, he served in Košice and Spišská

  Nová Ves, before retiring to the reserve as

  a private. He returned to Baťa, but now as

  a ground radiotelegrapher at the Otrokovice

  airport. After upgrading his qualifications, he

  began flying as an on-board radio operator and

  also underwent training as a sport pilot. On

  March 11, 1939, he took off with the company's

  Lockheed L-10A Electra on a business trip

  to Kraków, Poland, from where he continued

  to Belgrade, Yugoslavia, where he learned

  about the German occupation of his homeland.

  He therefore flew to the British Isles where

  he worked in the East Tilbury branch of the

  factory before joining the Army Reserve Corps

  at Cholmondeley Park in Great Britain on

  September 24, 1940.

  In March 1941, he was reassigned to

  the air force at his own request, and with

  regard to pre-war military training, he

  Oldřich Doležal (March 1, 1912 - November

  28, 1983) - Military pilot. A native of Ostrava,

  he trained as a radio operator and in 1941 he

  joined the RAF in Britain, where he completed

  pilot training. He was then assigned to the

  311th (Czechoslovak) Bombardment Squadron,

  where he took part in anti-submarine missions

  over the Bay of Biscay. His crew achieved one

  of the greatest successes of the Czechoslovak

  Republic in December 1943, when it sank the

  German ship Alsterufer, which was carrying

  strategically important tungsten supplies.

  In 1944, he took part in Operation Overlord,

  the invasion of Normandy, and then served

  in the Transport Air Force. After the war,

  he joined Czechoslovak Airlines. In 1950, he

  participated in the coordinated hijacking of

  three domestic airliners from Czechoslovakia.

  He was sentenced in absentia to 25 years in

  prison for this act. He died in 1983 in Britain.

  (Office of the President of the Czech Republic,

  Ministry of Defence, ČR)

  "The President of the Republic awarded the

  Medal for Heroism in memoriam to Col. Oldřich

  Doležal for heroism in battle."

  October 28, 2023

  Sgt. Oldřich Doležal while serving in the RAF. [J. Popelka]

  INFO Eduard

  15

  December 2023

• Page 16

  HISTORY

  began his aviation career in May 1941 as

  a ground radiotelegrapher with the No.312

  (Czechoslovak) Fighter Squadron at Jurby

  Base on the Isle of Man. He was not satisfied

  with his assignment and managed to convince

  his commander to reassign him to pilot training.

  He went through the elementary part of it

  from July 1941 in Watchfield and followed it up

  with further training at Brize Norton Airfield.

  He was certified as a pilot of multi-engine

  aircraft with the rank of Sergeant on Christmas

  Day, 1941. He underwent operational training at

  1429 COTF from April to September, 1942, as

  the second pilot of Sgt Václav Soukup's crew.

  He took off for the operational christening

  of the No.311 Squadron on October 24 as

  a member of F/Lt Bohuslav Eichler’s crew,

  and he was given command of his own crew

  in March 1943, when he held the rank of

  Flight Sergeant. From August 26, as a newly

  commissioned officer with the rank of Pilot

  Officer, he continued patrolling the Bay of

  Biscay on four-engine Liberators. German

  submarines avoided him for more than a year,

  but he made up for it on December 27, 1943.

  During his 52nd combat sortie, he claimed one

  of the greatest successes in the history of the

  unit - he sank the German blockade-breaker

  Alsterufer. This feat earned him the British

  Distinguished Flying Cross (DFC) in January,

  1944. He completed an operational tour of 69

  patrol flights lasting 662 hours on August 17,

  and already by September 5 he enlisted in

  a course for transport pilots at No.105 (T) OTU

  in Bramcote. From December 12, 1944 until the

  end of the war, he then took the post of captain

  of transport Liberators with No.246 Squadron.

  In his liberated homeland, he continued

  to serve with the Air Transport Group with

  the rank of Lieutenant before demobilizing

  at the end of March, 1946 and returning to

  the Baťa company. In March 1948, he joined

  ČSA (Czechoslovak Airlines) and on March

  25, 1950, he became one of the participants

  of a planned group flight. The crews of three

  transport Dakotas flying from Brno, Bratislava

  and Ostrava to Prague headed west and landed

  in Erding, Bavaria. He himself piloted the plane

  taking off from Bratislava, while his wife and

  six-month-old son flew from Ostrava in the

  plane flown by Captain Ladislav Světlík, a pilot

  with No.312 Squadron during the war. After

  returning to the UK, he found it very difficult to

  find employment. He worked as a clerk during

  the day and studied diligently in the evenings to

  obtain his commercial pilot's license in March

  1954. At first he drove tourists around Europe,

  from 1957 he conducted aerial surveys for oil

  companies in Libya for two years. Here he also

  took part in one of the first expeditions to the

  recently discovered wreck of the American

  Liberator ‘Lady Be Good’. It went missing during

  a raid on Naples in 1943 and was presumed lost

  over the Mediterranean. Instead, the wreck lay

  in the Libyan desert since her demise.

  After returning from overseas, he flew until

  the spring of 1965, when he had to stop for

  health reasons. He briefly ran a retail business,

  became a journalist for the anti-communist

  agency Free Czechoslovak Information

  Service for a few years, and finally returned to

  his original electrical engineering profession

  in the fall of 1969. The pilot, who survived

  thousands of hours of war and post-war flying

  without a single scratch, had an unfortunate

  fall in January 1970 and remained bedridden

  until his death on november 28, 1983 at the age

  of 71. In 1991, he was posthumously promoted

  to the rank of Air Force Colonel.

  Oldřich Doležal on his return to his homeland.

  [J. Popelka]

  A sketch of the unfolding of the attack on the "blockade breaker" Alsterufer mentioned in the SURFAT Report

  by Doležal's crew. [Author’s Archive]

  On December 27, 1943 at 4:07 p.m., Doležal's crew flying Liberator GR Mk.V BZ796 "H" attacked the German armed

  merchant ship Alsterufer at 46°30' north latitude and 18°50' west longitude. An MC500 bomb hit the ship directly

  behind the superstructure and exploded inside the vessel. The photograph shows the spreading fire caused by

  the bomb and thick smoke above the ship. [Author’s Archive]

  INFO Eduard16

  December 2023

• Page 17

  HISTORY

  Liberator GR Mk.V, BZ796, P/O Oldřich Doležal,

  No.311 Squadron, Beaulieu, December, 1943

  Liberator GR Mk.V BZ796 (ex-USAAF

  B-24D-5-CF s/n 42-63819), originally

  in service with No.53 Squadron (A.L.

  "J"), transferred to No.311 Squadron on

  September 27, 1943 where it made its

  first flight on October 3, 1943. Received

  aircraft code "H". The aircraft's offensive

  armament consisted again, as a rule, of

  six or seven anti-submarine DC250 Mk.XI

  depth charges in the bomb bay (in the case

  of an attack on shipping, then one GP250

  bomb and one MC500 bomb) and eight

  unguided rockets suspended four by four

  on external carriers, fixed on both sides of

  the aircraft’s nose.

  He flew a total of 13 operational flights

  with No.311 Squadron - the first on

  November 10, 1943 and the last on February

  4, 1944.

  On December 27, 1943, at 0945h, the

  German armed merchant ship Alsterufer

  (displacement 2,729 GRT) was sighted

  by Sunderland "T" of No.201 Squadron

  at 46°40'N, 19°30'W, carrying a cargo of

  strategic raw materials from the Japanese

  port of Kobe to Bordeaux. The Alsterufer

  had one 105 mm cannon, two 37 mm

  cannons, four 20 mm cannons and a cable

  barrage fired by rockets (P.A.C. = Parachute

  and Cable) for its defense.

  The Sunderland attack was not successful

  as the aircraft bombed through cloud cover.

  At 1135h a Sunderland coded "Q" of No.422

  Squadron attacked, but the bombers

  missed the target. This was followed by a

  Sunderland coded "U" attack from No.201

  Squadron which also bombed through the

  clouds, again without a visible hit. At 1607h

  Doležal's crew on Liberator "H" attacked

  the ship at 46°30'N and 18°50'W. The vessel

  was hit by five RP unguided rockets above

  the waterline, while the GP250 bomb

  missed the target, but the MC500 bomb hit

  the hull directly aft of the superstructure

  (behind the smokestack), exploding inside

  the ship and causing an extensive fire. The

  crew then began to abandon the ship. The

  burning Alsterufer was finally attacked

  between 1615h and 1630h by Liberator FL907

  "F" of No.86 Squadron with one MC500 bomb,

  but missed. At 1714h, Liberator FL943 "L"

  of No.86 Squadron attacked the already

  abandoned wreck at 46°42'N 18°44'W

  with two MC500 bombs. Both missed the

  target, but one landed only 9 meters from

  the side of the ship. At 1800h, a second

  MC500 was dropped by Liberator FL907 "F",

  but that also missed. At 1758h, additional

  Allied aircraft, four Halifaxes as well as

  FAA Tarpons, were sighted in the area by

  the crew of Liberator FL907 "F". At 1800h,

  Halifax "Q" of No.502 Squadron reported

  that the ship was sinking at a position of

  46°33'N, 18°55'W. Four hours after being

  abandoned by the crew, the Alsterufer sank.

  A total of 74 sailors from four lifeboats

  were picked up by ships of Escort Group 6

  in the afternoon of December 29, 1943, at

  a position of 46°06'N, 19°10'W.

  The significant success of the No.311

  Squadron was celebrated by extensive

  articles in the British press, and for

  their performance the aircraft captain

  P/O Oldřich Doležal and the navigator/

  bombardier F/O Zdeněk Hanuš were

  awarded the British Distinguished Flying

  Cross (DFC). All other crew members were

  awarded the Czechoslovak War Cross 1939.

  The aircraft (engine no. 4) was slightly

  damaged by fire from the ship (Cat A).

  On February 8, 1944 the Liberator was

  flown from Beaulieu to Prestwick to

  Scottish Aviation Ltd. On March 8, 1944,

  after the installation of the Leigh Light

  searchlight, it was assigned to No.1674 HCU.

  It was withdrawn from RAF service on June

  21, 1947.

  INFO Eduard

  17

  December 2023

• Israeli S-199 - The Color Mystery

  The most difficult aspect of making an accurate representation of the Avia S-199 in Israeli service is confirming the color of the airplane. Historians of the IAF relied on a document issued by the IAF in the early 1950's which listed the airplanes in IAF inventory and their colors by name, with no reference made to any color standard. The Avia S-199 was found on this list and was described as being painted gray.

  HISTORY

  Israeli S-199 - The Color Mystery

  Avia S-199 Daled-123.

  The most difficult aspect of making an

  accurate representation of the Avia S-199

  in Israeli service is confirming the color of

  the airplane. Historians of the IAF relied on

  a document issued by the IAF in the early 1950's

  which listed the airplanes in IAF inventory and

  their colors by name, with no reference made

  to any color standard. The Avia S-199 was

  found on this list and was described as being

  painted gray.

  Post World War II black and white

  photographs of the S-199 in Czechoslovakian

  service, show light and dark colored airframes

  next to each other, which have been interpreted

  to be differing shades of a locally manufactured

  color MNO 2036 Smalt - similar or the same

  as RLM 02 or RLM 02 with a bit RLM 83 Dark

  Green. In a mid-1994 visit to the Israel Air

  Force museum by President Ezer Weismann,

  a former "Messer" pilot, he insisted that the

  gray painted S-199 on display was painted the

  wrong color. On 02 January 1995, I met with

  President Weismann, who pointed to the RLM

  68 color chip in my Official Monogram Painting

  Guide to German aircraft 1935-1945, further

  stating that the color was more of a khaki

  A close-up of the 101 Squadron emblem on a Messer equipped with the Erla canopy.

  Yoav Efrati

  INFO Eduard18

  December 2023

• Page 19

  HISTORY

  color, "as seen on soldiers uniforms". In cross

  referencing RLM 68 published in Monogram

  Publications book on WWII Luftwaffe colors

  with FS 595, I learned that this color is

  nearly identical to F.S 34258 green, which is

  significantly more vivid than the "khaki green"

  color that he meant. I first published my

  findings about RLM 68 in the December 1995

  issue of IPMS/Israel, Kne-Mida magazine, this

  color finding was close yet wrong.

  A sample of the actual green color was found

  several months after my findings, when my

  fellow model builders and historians Ra'anan

  Weiss and Rami Skladman interviewed a former

  IAF Avia S-199 mechanic named Shabtai Katz.

  During their visit, he showed them a fuel cap

  that belonged to an IAF S-199 Avia. From this

  fuel cap the color of the Avia was found to have

  been painted "khaki green" similar to German

  post WWII standard RAL6013 Schilfgrün.

  In February of 2003 the correct RAL 6013

  green color was relayed to Joseph Goldman,

  who is in charge of restoration of the IAF

  museum exhibits, and he repainted Avia D.112

  in the correct green and restored the markings

  to represent Avia D.120 as it appeared during

  operation "Yoav". An interesting event

  happened when I revisited the IAF museum in

  April of the following year, the correctly green

  painted Avia had turned…GRAY! The lack of

  UV protective layer had turned the green into

  gray, the mystery had come full circle thus

  explaining why the 1950's vintage document

  was in error.

  The time between operations, with S-199 Daled-121 in the background.

  An Avia S-199 Daled-117 with its ground crew.

  Avia S-199 Daled-120 taxiing.

  Artwork upgraded national insignia on Daled-117.

  An Israeli S-199 undergoing maintenance.

  INFO Eduard

  19

  December 2023

• Page 20

  HISTORY

  The originally green overlay color changes to a grey tone on the restored exhibit after

  a few months in the sun (April 2004).

  Israeli Air Force Museum - Avia S-199 Daled-112 adorned with the markings of Daled-120 shortly after restoration (February 2003).

  On October 12, 2014 I finally had the

  opportunity to see the Avia S-199 fuel can with

  my own eyes. IAF museum curator Avi Moshe

  Segal presented me the key to his vault where

  the original Avia painted S-199 fuel cap was

  kept. With Tambor German RAL, United States

  FS 595B, British Standard BS 381C/1964 and

  Humbrol color catalogs at hand, I compared the

  color of the S-199 fuel cap in direct and indirect

  sun light. The fuel cap's khaki color was

  a direc t match to RA L 60 13, it was slightly darker

  than FS 595B-14257, and had no equivalent in

  BS 381C and Humbrol color. Fortunately for

  us model builders RAL6013 is available in the

  Revell enamel range of paints as SM362.

  INFO Eduard20

  December 2023

• Page 21

• Air war over Ukraine - Drones and defense against them

  In the period from October 1 to October 31, which we are observing in this part of the series, the importance of drones and defense against them has become evident in various aspects. Therefore, we will focus mainly on them this time. However, another significant weapon appeared in Ukraine during this time – ATACMS missiles with longer range.

  Miro Barič

  Photos: Ukrainian

  armed forces,

  social media and other

  public sources

  Air war over Ukraine

  Drones and defense against them

  The United Kingdom supplied the Terrahawk Paladin system to Ukraine.

  In the period from October 1 to October 31, which we are observing in this

  part of the series, the importance of drones and defense against them

  has become evident in various aspects. Therefore, we will focus mainly on

  them this time. However, another significant weapon appeared in Ukraine

  during this time – ATACMS missiles with longer range.

  Let's begin with sad news. On Thursday,

  October 5, Russia committed another of its war

  crimes. Shortly after noon, a ballistic missile

  from Iskander hit a café in the village of Hroza

  in the Kharkiv region. A farewell ceremony for

  a soldier from this village was taking place at

  that moment. 59 people, including a six-year-

  old boy, lost their lives, and seven others were

  injured.

  Hroza had around 500 inhabitants before the

  war. It was initially occupied by Russian forces

  but was liberated in September 2022 during

  the counteroffensive in the Kharkiv region.

  Just before the attack, there were 330 people

  living in the village. One Russian missile thus

  killed 10 percent of the pre-war population of

  the village. Every family in Hroza lost someone.

  The soldier whose funeral took place on

  October 5 had died earlier. His remains were

  transported to his hometown only now. His

  widow, son, and daughter-in-law also died in

  the Russian attack. A few days after the attack,

  the Ukrainian Security Service (SBU) stated

  that the Russian missile had been guided by two

  collaborators, brothers Vladimir and Dmitry

  Mamonov. They had lived in the village before

  and fled to Russian-occupied territory after

  its liberation. When they learned about the

  planned funeral on social media, they decided

  to attend, assuming that fellow soldiers of the

  deceased soldier might also be present.

  Moscow tried to justify the attack by

  spreading lies that many neo-Nazis were

  present at the funeral. However, the UN High

  Commissioner for Human Rights, through its

  own investigation, found that all victims of

  the attack – 36 women, 22 men, and one child

  – were civilians. It is uncertain whether Russia

  intentionally attacked civilians or simply failed

  to verify information from collaborators who

  provided the target coordinates. The UN called

  on Russia to acknowledge responsibility,

  identify and punish the perpetrators, and

  provide compensation to the victims' families.

  ATACMS in action

  On the other hand, Ukraine demonstrated

  a rocket attack that had a spectacular effect

  on military targets, unlike the Russian one.

  The U.S. and Ukraine did not announce the

  delivery of ATACMS missiles in advance; they

  used them immediately. The first ATACMS

  missile strike on Tuesday, October 17, targeted

  airports in Berdyansk in the Zaporizhia region

  and in Luhansk. It was a total surprise for

  the Russians, and they suffered significant

  damage.

  HISTORY

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  Drones have become ubiquitous in Ukraine.

  Intact M74 submunition from the M39 ATACMS missile.

  Ka-52 helicopter in a photo released by the Russian Ministry of Defense.

  Illustrative photo of the ATACMS missile launch

  from the M270 MLRS launcher

  At first glance, it may not seem so, but there

  are 35 shrapnel hits in total in this detailed

  photo of the Ka-52 helicopter.

  Fires resulting from ATACMS missile attack

  at the Berdiansk airport.

  The extent of the damage was hard to

  estimate because, in addition to completely

  destroyed and burnt helicopters, several were

  hit by dozens or even hundreds of fragments

  but did not catch fire. These machines

  appeared untouched at first glance in satellite

  images but were, in fact, irreparably damaged.

  Austrian analyst Tom Cooper, citing sources

  that examined all available images, stated

  that there were 13 Ka-52 helicopters, twelve

  Mi-8, two Mi-8, and two Mi-24/35 helicopters

  hit at the Berdyansk airport. In Luhansk, seven

  Mi-28, six Ka-52, and four Mi-8 helicopters

  were hit. In total, the Russian armed forces

  lost 46 helicopters.

  A few days after the attack, the Russians

  released a video showing that nothing had

  happened at the affected bases. The video

  captured an empty apron with small craters

  from ATACMS missile submunitions at regular

  intervals. However, fresh traces of heavy

  equipment were visible, indicating that the

  Russians had removed something from the

  area before filming – and in large quantities.

  Moreover, even before the video, immediately

  after the attack, a video shot by Russian

  soldiers on the edge of the affected base in

  Berdyansk appeared. It showed five or six fires

  – buildings and helicopters were burning.

  The remaining helicopters were withdrawn

  by the occupiers to the east, to the Taganrog

  base, which is on Russian territory. Ukraine,

  based on an agreement with its allies, cannot

  use Western weapons against it. For Russian

  helicopters, this means a longer flight to the

  front and less time for searching and tracking

  targets. According to recent reports, Russia

  has only about 25 Ka-52 helicopters in usable

  condition.

  950 pieces of submunition

  The Ukrainians have continued to

  successfully use ATACMS missiles. In the last

  days of October, they targeted the forward

  airfield in Tokmak in the Zaporizhia region

  and an S-400 air defense system battery in

  the Luhansk region. In the latter case, at least

  three launchers were destroyed.

  Interestingly, ATACMS missiles proved

  effective in a direct confrontation with the

  S-400 system, designed for ballistic missile

  defense. Calculating their trajectory is crucial

  in countering them, and ATACMS missiles

  complicate this process. After launch, they

  reach speeds of Mach 3 and initiate a series of

  maneuvers, altering not only their altitude but

  also their flight path. This makes it impossible

  to determine their trajectory. Immediate post-

  launch maneuvering also hinders identifying

  the launch location, providing protection for

  the launching platform against retaliatory fire.

  Ukraine has so far received the oldest

  version of these missiles, the M39. It has

  a shorter range compared to later versions

  (165 km versus 300 km), but it carries a larger

  payload—up to 950 pieces of M74 submunition.

  Each submunition is about the size of a baseball

  and weighs half a kilogram. The submunitions

  from a single missile cover an area of three

  hectares, where the shrapnel kills everything

  living and destroys unarmored vehicles,

  helicopters, and planes.

  HISTORY

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  December 2023

• Page 24

  ATACMS missiles have a caliber of 610 mm

  and are launched from M142 HIMARS or M270

  MLRS rocket launchers, which Ukraine has

  been using since last summer. However, until

  now, they only had missiles with a caliber

  of 227 mm and a range of about 80 km. One

  launcher can fire either six 227 mm missiles

  or one ATACMS missile. The wheeled M142

  HIMARS can launch one ATACMS missile, and

  the larger tracked M270 can launch two of

  these missiles due to its two launchers.

  Stalemate?

  On the ground, the situation has barely

  changed, although both sides are attempting

  offensives. Russia continued its pressure in

  the Kupiansk area in the north of the Kharkiv

  region and launched an extensive offensive

  operation near Avdiivka in the Donetsk

  region. After massive losses of equipment,

  they shifted to a tactic of constant infantry

  wave attacks. Despite significant casualties,

  they achieved minimal territorial gains in the

  observed period near Avdiivka.

  A similar situation unfolded near Bachmut.

  In the areas of Robotyne and Verbove in the

  Zaporizhia region, the Ukrainian advance to

  the south was halted. However, there was

  an expansion of the Ukrainian salient to the

  east and west. Ukrainians also established

  several small bridgeheads on the left bank

  of the Dnieper River in the Kherson region

  and continued to expand them. In this area,

  Ukrainians successfully deployed helicopters

  flying low over the river and launching salvos

  of unguided rockets at Russian positions.

  Ground battles were accompanied by an

  increasingly massive use of drones. Over

  the mentioned bridges on the left bank of

  the Dnieper, Ukrainians gained an advantage

  through the successful use of jammers that

  restrict Russian drones. In other sectors,

  Russians use drones to replace artillery and

  employ them in kamikaze attacks not only on

  equipment but also on trenches with Ukrainian

  defenders. Drones of various sizes operate over

  the battlefield, with larger reconnaissance

  drones at higher altitudes and modified small

  commercial drones moving in large numbers

  just above the ground.

  Machine guns and cannons

  against drones

  The fight against drones has become

  a significant priority. In addition to the

  mentioned jammers and other larger

  electronic warfare means, electronic rifles—

  essentially handheld jammers—are supplied

  from the West. Allies are also providing various

  weapons to Ukraine. For instance, Norway

  supplied remotely operated weapon stations,

  CORTEX Typhon, along with Dingo vehicles on

  which they are mounted. The number of units

  delivered was not disclosed, but the value of

  the Norwegian delivery was 65 million euros.

  The CORTEX Typhon system is equipped

  with a 12.7mm machine gun and operates in

  two modes. The first is automatic, where the

  system itself destroys all drones within its

  range. This avoids precious time loss, crucial

  especially during kamikaze drone attacks,

  where every second counts. However, this

  mode can only be used when there are no

  Another illustrative shot published by the Russian Ministry of Defense, this time featuring the Mi-8.

  Use of heavier reconnaissance drones in photos from the Ukrainian armed forces.

  HISTORY

  INFO Eduard24

  December 2023

• Page 25

  friendly drones operating in the vicinity. In the

  second mode, the operator decides to open

  fire after verifying the drone's identity. The

  effective range is 2 km.

  From Australia, 160 Slinger systems were

  sent to Ukraine, with 110 to be mounted on

  tracked armored vehicles M113 and 50 on

  wheeled Bushmaster vehicles, also supplied

  from Australia. Slinger uses a 30mm caliber

  cannon and has a magazine with 150 proximity-

  fused grenades. The goal, therefore, doesn't

  have to be a direct hit; the grenade explodes in

  a target‘s vicinity destroying it with fragments.

  In addition to a set of optical devices, Slinger

  also has a ballistic radar. The system's day

  and night cameras can capture a target at

  a distance of 12–13 km and precisely identify

  it at over 4 km. The ballistic radar can target

  a vehicle at a distance of 3.5 km, a soldier at

  2.2 km, and a large drone (such as DJI Matrice

  600) at 1.4 km. The smallest targets, like small

  quadcopters DJI Phantom, can be targeted at

  approximately one kilometer.

  In October, Britain also provided Ukraine

  with Terrahawk Paladin systems. In this case,

  it is a relatively heavy tool transported by

  a truck. The platform is equipped with a mast

  with a radar, laser rangefinder, and day and

  night cameras. On the opposite side there is

  a remotely controlled 30mm caliber cannon.

  What makes Terrahawk Paladin exceptional

  is the ability to supplement the cannon with

  APKWS rockets with a caliber of 70 mm with

  laser guidance. However, there are too few

  of these sophisticated systems to adequately

  cover the entire front line. Therefore, the most

  commonly used are still ordinary machine

  guns mounted on any available vehicles.

  Destroyed by drones as well as

  friendly fire

  Drones have contributed to further losses

  in the Ukrainian air force during the observed

  period. On Tuesday, October 10, one Su-25 was

  destroyed at Dolgintsevo Airport near the city

  of Kryvyi Rih by a Lancet 3 drone. There were

  also photographs of MiG-29 aircraft destroyed

  at Kulbakino Airport near Mykolaiv. According

  to some sources, these are new losses in

  October, but in reality, these are images of

  fighters destroyed in the previous month.

  Despite this, the repetition of the attack on

  Dolgintsevo is a striking negligence on the

  part of Ukraine, as the first attack occurred on

  September 19.

  In addition, Russian channels claimed on

  Monday, October 16, that Shkolny Airport near

  Odesa was hit by a missile, resulting in the

  destruction of six aircraft. Satellite imagery

  supposedly confirmed this. However, the

  imagery captured the aftermath of an attack

  in May 2022, showing two damaged training

  The turret of the Australian Slinger system.

  The most commonly used weapons against drones

  are still anti-aircraft machine guns.

  HISTORY

  INFO Eduard

  25

  December 2023

• Page 26

  L-39 Albatros aircraft and four MiG-21 fighters.

  Ukraine never used these aircraft. Three were

  MiG-21bis originally repaired for Yemen and

  Algeria but never delivered and had not flown

  for over ten years. The fourth was a two-seater

  MiG-21UM.

  From previous periods, there is also

  a shot-down Ukrainian Su-24, whose wreckage

  was found near Bachmut, and the Russians

  published its photos on Wednesday, October

  18. Most likely, it is the Su-24M with the

  fuselage number "white 69," lost in May 2022

  near Soledar. Its crew, Colonel Igor Khmara

  and Major Ilya Negar from the 7th Tactical

  Aviation Brigade, perished.The only Ukrainian

  aircraft whose downing was confirmed in the

  observed period is an Mi-24 helicopter from

  the 16th Independent Army Aviation Brigade.

  The helicopter crashed on Friday, November 20,

  near the village of Chasiv Yar in the Donetsk

  region. An Mi-8 helicopter was subsequently

  captured on a mission attempting to rescue the

  crew of the downed Mi-24. At least one of them,

  Colonel Serhiy Novosad, lost his life.

  During the observed period, the Ukrainian

  side reported the downing of several Russian

  Su-25 aircraft during the battle for Avdiivka.

  However, none of them has been confirmed

  so far. It is possible that the wreckage will

  be found and appear in footage later, as has

  happened many times during this war. What

  is confirmed, in addition to airports destroyed

  by ATACMS missiles, are two downings most

  likely caused by "friendly" fire.

  In the first case, a single-seat Su-type

  fighter was destroyed on Friday, October 6. The

  aircraft crashed near the village of Nikolske,

  near Mariupol in the Donetsk region. The pilot

  successfully ejected and parachuted to safety.

  In the second case, however, the entire three-

  member crew of a naval Mi-8MTV-5 helicopter

  perished. After being hit by its own air defense,

  Small commercial drones are the most widely used on the battlefield.

  The Gepard anti-aircraft tank with kill marks.

  HISTORY

  INFO Eduard26

  December 2023

• Page 27

  the helicopter crashed into the sea on Sunday,

  October 22. The aircraft belonged to the 98th

  Independent Mixed Aviation Regiment, and the

  crew members who lost their lives were Major

  Grigory Azanov and two other officers, Maxim

  Pasechnik and Alexei Kontievsky.

  Zaluzhny's ideas

  In conclusion, let's revisit the topic of

  drones through the reflections of Ukrainian

  Chief of General Staff Valeriy Zaluzhny, who

  wrote an extensive thesis for The Economist,

  dedicating considerable attention to drones.

  Zaluzhny states that the situation on the front

  is heading towards a stalemate, which is more

  favorable to Russia. He also outlines five ways

  to overcome this stalemate:

  Achieving Air Superiority

  Overcoming Minefields at Sufficient Depth

  Effective Counter-Battery Fire

  Creating and Preparing Adequate Reserves

  Effective Electronic Warfare

  Regarding the air force, Zaluzhny mentions

  that at the beginning of the war in February

  of the previous year, Ukraine had 120 tactical

  aircraft, of which only 40 were in satisfactory

  technical condition. There were 33 medium

  and short-range air defense battalions, of

  which only 18 had well-maintained equipment.

  However, with the help of allies, both the air

  force and air defense were strengthened.

  Fighter jets, attack aircraft, and helicopters

  were supplied, along with 16 different types

  of Western air defense systems, ranging

  from man-portable missiles to self-propelled

  anti-aircraft guns like the Gepard and Patriot

  systems.

  As a result, significant losses were inflicted

  upon the enemy. According to Zaluzhny, the

  Russian air force lost the equivalent of one

  air army, and in the case of helicopters,

  13 regiments (brigades) of the army aviation

  were lost. While the enemy is building new

  attack aviation units, unmanned aerial vehicles

  (UAVs) have taken on a significant portion of

  reconnaissance and airstrikes.

  To achieve air superiority, Zaluzhny

  proposes the simultaneous mass use of

  cheap flying decoys and attack drones. Lures,

  together with drones in one combat formation,

  would overwhelm the enemy's air defense,

  confuse the opponent regarding the actual

  number of combat assets during an attack, and

  force them to reveal their defense positions.

  For countering enemy drones, Zaluzhny

  suggests using drones with nets to eliminate

  the threat of kamikaze attacks on own units.

  Reconnaissance drones with infrared cameras

  at night should be blinded using strobe lights

  to prevent them from detecting the positions of

  Ukrainian troops and equipment. Mass use of

  electronic warfare means (portable jammers,

  anti-drone rifles) is essential on the contact

  line to protect own ground forces.

  Zaluzhny also addresses the threat of

  manned aircraft releasing glide bombs from

  a distance onto Ukrainian positions. The use

  of air defense radar simulators that illuminate

  the approaching aircraft would, ideally, scare

  the pilot into releasing their deadly payload

  from a greater distance, making it less

  accurate and effective.

  Among the five points necessary to overcome

  the stalemate, we have delved deeper into

  aviation, the main theme of this series. Besides

  these, Zaluzhny emphasizes the importance

  of rational logistics organization and the

  exploration of new and unconventional ways to

  break the parity with the enemy.

  This Ukrainian Su-24M was lost in May 2022 near Soledar; photos have only surfaced recently.

  Ukrainian MiG-29 destroyed at the Kulbakino airport. Ukrainian Mi-8 helicopter firing the unguided

  rockets at the Russian positions.

  HISTORY

  INFO Eduard

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  December 2023

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  BOXART STORY

  The Bell P-39 Airacobra was anything but

  a high-altitude fighter. Even the prototype, though

  powered by a turbocharged engine, did not excel at

  high altitudes in terms of top speed, and after the

  installation of the Allison V-1710-39 with a single-

  stage supercharger, the promising fighter was

  definitely doomed to be combat-used only at low

  and medium altitudes. All the more interesting is

  the story of F/O Kirby F. Smith, who managed to

  shoot down a Ju-88D-1 reconnaissance aircraft

  flying at an altitude of over 31,000 ft m.

  This occurred on August 6, 1943. The pair of

  F/O Smith and F/O Simmonds from the 346th

  Fighter Squadron, part of the 350th Fighter Group

  operating in northwest Africa, was conducting

  a test flight during which one of the pair simulated

  an enemy aircraft while the other tried to locate

  it using radio guidance. During this task, the

  pilots received a report of the presence of

  a German reconnaissance aircraft, so they quit

  their exercise and, after guidance by a ground

  station, began their climb to the target. The

  scout had already flown over the coast and

  headed out over the sea, while the two already

  notoriously “out of breath” Airacobras fought for

  literally every feet of altitude as they approached

  their operational ceiling. The pilots reached the

  target’s altitude some 100 miles from the coast.

  Smith wasted no time as the fuel ran out and the

  engine temperature reached concerning values.

  As soon as he came within range, he opened fire.

  The powerful recoil of the 37 mm cannon caused

  his aircraft to drop some hundred foots, but the

  stricken Ju 88 went into a slow descent and its

  crew’s parachutes appeared in the sky...

  That day the Luftwaffe lost two Ju 88

  reconnaissance aircraft in the Mediterranean.

  One was doing weather reconnaissance, the

  other a long-range photo reconnaissance. Both

  were Ju 88D-1s. K. F. Smith’s victim was most

  likely the one of Fw. Heinz Pracht from the 3rd

  (F)/33 (WNr. 143073, 8H+LL), as the other lost

  Ju 88D-1 belonged to Wekusta 26, a weather

  reconnaissance squadron based in Frosinone,

  more than 380 miles from the site of the shoot-

  down, and it seems unlikely that it would have

  operated that far away.

  Smith and Simmonds would have had an easier

  situation if they had gone on a test flight with

  the P-38s that all three squadrons of the 350th

  FG had received in order to fight the high-flying

  German reconnaissance aircraft. Each squadron

  received two of them in May 1943, and their pilots

  managed to shoot down 26 percent of all Luftwaffe

  reconnaissance aircraft over northwest Africa by

  early October.

  The story of the formation of the 350th FG is

  interesting in itself. It was created somewhat out

  of necessity due to the USAAF command’s efforts

  to use all available resources prior to the planned

  invasion of North Africa. And so, it was decided to

  employ American pilots in Europe, to supplement

  them with pilots from USA and equip them all with

  Airacobras, which were originally to be received

  by the French and had been awaiting their fate in

  crates in the UK for quite a time. From the USA,

  a forward echelon of 119 men from the 31st FG and

  52nd FG, the groups that flew the P-39, set out

  for Europe on September 20, 1942, from Harding

  Field. At the same time, American pilots operating

  in Europe were being assembled. However, these

  were not the pilots of the Eagle Squadrons that

  formed the 4th FG, known as the Debden Eagles,

  but men scattered in various RAF and RCAF

  squadrons. The activation of the 350th FG took

  place at Duxford on October 1 and included the

  345th (Devil Hawks), 346th (Checkerboards) and

  347th (Screaming Red Asses) Fighter Squadrons.

  By early January, 800 ground and flying

  personnel were ready for action and all moved

  to Africa during January and February 1943. The

  P-39 flight from England to Port Lyautey, French

  Morocco, was itself a dangerous task, as it was

  a seven-hour flight, conducted largely over enemy

  territory. Of the 75 pilots who took off for the

  flight between January 3 and February 28, only

  61 reached their destination. Ten were forced

  to land in Portugal due to headwinds, as was

  a pilot whose on-board electrical system failed

  in flight. One pilot was shot down over Biscay by

  a patrolling Ju 88 from a KG-40, another of those

  who did not make it to the destination had to

  make an emergency landing in Spain and another

  one lost his orientation over Ireland and crashed

  when trying to return to England.

  In Africa, pilots from all squadrons flew

  patrol and interception missions, provided cover

  for convoys and escort for bomber, transport

  or reconnaissance aircraft. Their duties also

  included close air support, so it could be said

  that they were the “Jack of all trades”. And, as the

  story depicted in the boxart by Adam Tooby, who

  prepared it for kit Cat. No. 8067, proves, they even

  managed the role of high-altitude fighters with

  their Airacobras.

  Illustration: Adam Tooby

  On the limit

  Text: Richard Plos

  #8067

  INFO Eduard28

  December 2023

• Page 29

  #84196

  BOXART STORY

  Sunday August 18, 1940 is known as The

  Hardest Day. One of the units that defended

  England was the No. 501 Squadron RAF, which

  flew more than 50 combat sorties during this

  day. At around 1pm, a formation of its twelve

  Hurricanes was sent to the Canterbury area

  and was due to climb to a flight level of 20,000ft.

  Five other squadrons were sent to same area

  to attack the some 350 German aircraft that

  were forming up over the Pas-de-Calais as

  it was clear that they would head for targets

  in England.

  One Gruppe of JG 3 and III./JG 26 “Schlageter”

  flew ahead of bombers on a free hunt. Although

  the Kommandeur of III./JG 26 was Major Adolf

  Galland, during this mission he was replaced

  by the Kapitän of his 9. Staffel Oblt. Gerhard

  Schöpfel. When his formation arrived over

  Canterbury, he spotted the Hurricanes of

  No. 501 Squadron gaining altitude in a very tight

  formation in a circular climb. Sensing a unique

  opportunity, Schöpfel ordered his unit not to

  attack and dived on the Hurricane formation

  alone with the sun at his back.

  His surprise two-minute attack was

  devastating. His first opponent was hit from

  behind at a distance of 100 meters, with parts

  falling off, smoke and flames billowing out.

  P/O Kenneth Lee's radio was knocked out and

  he didn't have time to warn the others. SThe

  second opponent was also hit from a distance

  of 100 metres, the Hurricane caught fire and

  the badly injured Polish pilot F/O Kozłowski

  bailed out. The rest of the British formation

  still did not notice anything. Schöpfel´s gunfire

  disintegrated the third victim in mid-air and Sgt.

  McKay surprisingly survived with injuries. Then,

  tragically, P/O Bland was killed at point blank

  range and his machine exploded. Schöpfel's

  canopy was completely covered with oil from

  Bland's machine and he had to disengage

  from the combat. This fight became not only

  a welcome subject for German propaganda,

  but also a significant milestone in Schöpfel's

  career. After a few days he became commander

  of III./JG 26 and in December 1941 was appointed

  Kommodore of JG 26. What were the stories of

  his victims?

  Kenneth Norman Thomson Lee was born

  in Birmingham on June 23, 1915 and began

  his training at RAFVR in 1937. He served with

  No. 111 and 43 Squadrons RAF before the start

  of the war, and was posted to No. 501 Squadron

  in September 1939 and saw combat with them

  in France. He was awarded the DFC in October

  1940 and served in Africa from late 1941. From

  September 1942 he flew Kittyhawks with

  No. 260 Squadron. However, during a raid on

  Crete on July 27, 1943, he was shot down and

  taken prisoner. He scored 7 victories in WW2.

  In January 1945, he survived a death march

  between POW camps. He died on January 15,

  2008.

  Franciszek Kozłowski was born on April 14,

  1917 in Wodzisław. At the beginning of the war he

  fought with the 122 Eskadra Myśliwska equipped

  with PZL P.11c fighters and he was credited with

  shared destruction of two bombers. At the end

  of 1939 he reached United Kingdom and in early

  August 1940 he was assigned to the No. 501

  Squadron. In February 1941 he was transferred

  to the Polish No. 316 Squadron and was killed in

  action over France on March 13, 1943.

  Donald Alistair Stewart McKay was born in

  Pontefract, Yorkshire in 1917. This bank clerk

  began his flying training with the RAFVR in 1937

  and went through the same units as Kenneth

  Lee in 1939 and 1940. He returned to combat in

  late 1940 and during subsequent service with

  No. 91, 234 and 274 Squadrons he gained further

  combat successes. He scored 14 victories in

  WW2 and received DFM. He was discharged

  from the RAF in 1947 and returned to the RAFVR.

  His wife died from the effects of a surgery on

  October 30, 1959, and McKay committed suicide

  two days later.

  John Wellburn Bland was born on May 9, 1910

  in Calne, Wiltshire, into the family of the vicar

  of St Matthews Church in Cotham Park, Bristol.

  He was assigned to the No. 501 Squadron before

  the war began, but transferred to the No. 601 Sq

  after the outbreak of the war and won his first

  two victories during the fighting over France.

  In July, he was reassigned back to No. 501 Sq

  and scored one more victory before his death.

  Kenneth Lee had bitter memories of this day.

  With a gunshot wound in his leg, he landed on

  a parachute near Whitstable and waited in his

  bloodied flight suit in the bar of the local golf

  club for an ambulance. Speaking at his address,

  a club member said: “The machine-gunning

  made me miss my putt. And who's that chap

  at the bar? Bad show, all that blood - I don't

  believe he's even a member”.

  Text: Jan Bobek

  Illustration: Marek Ryś

  Sunday at the golf club

  INFO Eduard

  29

  December 2023

• Page 30

  BOXART STORY #7472

  Seventy one years ago, on a dirt strip of

  a rural farming settlement called Hertzelia,

  Messerschmitts, Spitfires, and Mustangs

  took to the air to defend the new State of

  Israel. Israel's War of Independence was won

  in three phases, the second phase took place

  between 15th and 22nd October 1948, when

  operation "Ten Plagues" was set into motion

  to dislodge the Egyptian army entrenched

  30 minutes away from Tel Aviv, along the

  Ashdot Hebron road and the "Faluga pocket".

  Operation "Ten Plagues" was headed by

  the Southern Front commander Yigal Alon

  and was later renamed after Yitzhak Dubno,

  codenamed "Yoav" by his commanders in the

  Palmach. Dubno, a senior Palmach officer,

  was charged with planning and leading the

  defense of the kibbutzim Negba and Yad

  Mordechai, and was killed in an air raid on

  Kibbutz Negba shortly after Egyptian forces

  began their offensive on Israel's southern

  front.

  Preparation for Operation "Yoav" began

  in the summer of 1948 with all airworthy

  aircraft including light and heavy transport

  planes, bombers and fighters were fitted

  to deliver bombs brought from abroad and

  manufactured locally. Most missions during

  Operation "Yoav" were concentrated on

  bombing the Egyptian forward airbase of El

  Ahrish and the Egyptian army headquarters

  set up at the Iraq Al Sudan fortress

  overlooking the Faluga pocket along the

  Ashkelon Hebron road. The eight day long

  offensive was successfull in dislodging the

  Egyptian army from the road connecting

  Ashkelon to Jerusalem and pushed them

  further south, beyond the city of Beer Sheva.

  On October 16, 1948, IAF headquarters

  notifies all ground units that Israel's fighter

  planes belonging to Israel's only fighter

  squadron, the 101 squadron, have their

  spinners painted in red and the rudders

  decorated with red and white stripes in order

  to distinguish them from Egyptian Spitfires

  operating in the same area. To further

  differentiate the Israeli fighter planes from

  those of Egypt, especially Egyptian Spitfires,

  Star of David roundels were applied on the

  wings for the first time. The aircraft available

  to the 101 squadron at the start of Operation

  "Yoav" include Avia S-199 Daled-113, 114, 117,

  118, 120, 121, and 123; Spitfires Daled-130,

  131, 132, 133, and 134; and P-51D Mustangs

  Daled-190 and 191 in final stages of assembly.

  During Operation "Yoav", Avia S-199

  Daled-121 wearing red and white rudder

  stripes and red spinner was credited with

  hitting an enemy aircraft. On the first day of

  the offensive, on October 16th, Rudi Augarten

  claimed downing a Royal Egyptian Air Force

  Spitfire Mk.IXc, this kill was not confirmed

  by IAF intelligence and is only considered as

  a damage claim.

  With the end of "Operation Yoav" on October

  22, 1948, and winter weather softening the

  dirt runway in Hertzelia, the 101 squadron is

  moved on November 9, 1948, to the former

  RAF base at Castina, later to be known as

  Hatzor Air Base.

  On December 22, 1948, the IDF intiated

  another offensive that pushed the Egyptian

  Army beyond Israel's borders. This operation

  was to be called Operation "Horev" which

  lasted until January 7, 1948, and cullminated

  in a ceasefire that ended Israel's War of

  Independance and set the borders of the

  country as they are recognized today.

  The official IAF code name for the Avia

  S-199 was Python. IAF pilots who were

  WWII war veterans referred to the Avia

  S-199 as the Messerschmitt. This name was

  shortened to "Messer" as stated to me by

  President Ezer Weizman. "Messer" also had

  the dual meaning, amongst European Jews

  who spoke the Yiddish language, "messer"

  also means "knife" which is pronounced

  "Sakeen" in Hebrew.

  Depicted machine with fuselage code

  Daled-121 was delivered to Israel on July 20,

  1948, during Operation "Balak", flight No. 70.

  It made its first flight in Israel the day after

  delivery and the left side of its nose was

  subsequently decorated with the emblem

  of the 101 tayeset (squadron). The original

  small and black painted Daled-121 was

  obliterated and changed to a larger white

  one. On September 14, 1948, Bill Pomerantz

  flipped this aircraft on landing. The "Messer"

  was repaired and served until the end of the

  war, on December 22, 1948. In 1950 it was

  transferred to Tel Nof and scrapped.

  Illustration: Adam Tooby

  Yoav Messers

  Text: Yoav Efrati

  INFO Eduard30

  December 2023

• Page 31

  #8079

  BOXART STORY

  The left hand moves the lever forward to the

  full throttle while the right hand pushes the stick

  forward. The aircraft tilts its nose and the engine

  yells at full power. The airspeed indicator needle

  moves up the scale towards the top value rapidly.

  Just a bashing moment, the nose screams in

  a protest, and the reducer breaks off! The propeller

  immediately exceeds its maximum revolutions,

  the blades break off, and the cone follows.

  The aircraft, suddenly “tail heavy”, rises its crippled

  nose wildly upwards. The overwhelming overload

  knocks the pilot unconscious, and he only regains

  consciousness after a few seconds at 40,000 ft.

  The nose of the aircraft is deformed, one cover

  panel torn off. The forces during the transition

  from dive to climb bent the wings to an unusual

  dihedral, but the aircraft remains controllable, so

  the pilot puts it into a glide and turns towards the

  base. After a few dozen of minutes, the wheels

  of the crippled Spitfire Mk.XI touch down on the

  runway at Farnborough. It is April 27, 1944 and

  W/Cdr Anthony F. Martindale has just recorded the

  highest speed ever achieved by a piston aircraft.

  As the record shows, before the reducer broke

  down, the airspeed was over 700 mph, knocking

  the Mach 0.92!

  Cut, a three-and-a-half-year fast forward.

  This time, the pilot turns on the four chambers

  of the XLR-11-RM-3 rocket engine, one after

  the other, giving it a maximum thrust of 6,000

  lbf (26.5 kN). The orange Bell X-1, looking like

  a .50 bullet, slices the air with its thin wings like

  a butter knife. The speed increases steadily, the

  needle of the machmeter easily surpassing the

  heroic performance of W/Cdr Martindale and

  his poor Spitfire. Quite smoothly and without

  vibration, the gauge moves past Mach 1 and

  slowly continues on. On reaching Mach 1.06, the

  rocket engine falls silent after twenty seconds

  of work and the pilot takes the aircraft into

  a glide. It takes nearly 14 minutes to descend

  from 42,000 feet and the wheels touch down

  on the runway at Rogers Dry Lake. It’s October

  14, 1947, and Charles “Chuck” Yeager has just

  become the fastest man on the planet and the

  first to break the speed of sound. Ironically, he

  achieved this feat as an incapacitated pilot.

  But that was discovered only when it was all over...

  Prior to the record-breaking flight, which was

  scheduled for Tuesday, Chuck and his wife were

  supposed to take a weekend trip, but a pregnant

  Glennis wasn’t feeling well, so they stayed home.

  On Sunday, she was better, so they at least went

  to dinner at the Happy Bottom Riding Club, part of

  a large ranch built near the base by Florence Lowe

  “Pancho” Barnes, a pilot who had competed in air

  races in the prewar years with the famous Amelia

  Earhart and, among other things, had flown in

  Howard Hughes’ famous film Hell’s Angels (1930).

  She also announced at the beginning of the X-1

  program that the first pilot to break the speed of

  sound would get a free steak in her restaurant.

  That evening Chuck still had to pay for his

  dinner and then he and Glennis decided to go

  horseback riding. Someone slammed the ranch

  gate, which Yeager didn’t expect. His horse reared

  up and jumped sideways and the rider left his

  saddle involuntarily. Two broken ribs were the

  toll, but rather than confess to the flight surgeon,

  which would have taken himself out of flying

  for a while, he went to his friend veterinarian.

  And because he found he was unable to close the

  cockpit door with his right hand, flight engineer

  Jack Ridley cut off his broom handle so he could

  use it as an improvised lever. Once the door was

  closed and the necessary checks were made to

  release the X-1 from the mother B-29, nothing

  could stop Yeager!

  The whole situation was depicted in The Right

  Stuff (1983) movie, in which Chuck was played

  by Sam Shepard, while Ed Harris portrayed the

  second American astronaut, John Glenn, and

  Scott Glenn played the first American in space,

  Alan Shepard... Interesting names coincidence,

  isn’t it? Kim Stanley portrayed the flamboyant

  ranch owner, and five years after The Right Stuff,

  a movie was made about “Pancho” Barnes herself,

  starring Valerie Bertinelli.

  Stanislav Tarasovich’s painting, boxart of kit

  Cat. No. 8079, depicts aircraft number 46-063, the

  second prototype operated by the NACA (National

  Advisory Committee for Aeronautics). Chuck

  Yeager never flew it, but the entire X-1 program

  is forever associated with him and his record-

  breaking flight. And the film’s conversation

  between “Pancho” and Gordon Cooper’s wife

  is a testament to how dangerous the work of

  test pilots was, regardless of military or NACA

  affiliation:

  Trudy Cooper: “I just noticed that a fancy pilot

  like Slick over there doesn’t have his picture on

  your wall. What do you have to do to get your

  picture up there anyway? Pancho Barnes: "You

  have to die, sweetie …"

  Text: Richard Plos

  Illustration: Stanislav Tarasovič

  A Steak for Free

  INFO Eduard

  31

  December 2023

• Page 32

  BOXART STORY #7406

  It is no coincidence that Max Müller became

  the second most decorated German aviator of

  the Great War, after Manfred von Richthofen.

  The athletic and determined Müller had

  already joined the Bavarian armed forces in

  1907. He became the personal driver of the

  Bavarian Minister of War, Otto Freiherr Kreß

  von Kressenstein. By applying directly to his

  passenger, Müller obtained a transfer to the

  aviation training in December 1913. He became

  a very experienced and courageous aviator.

  Although he was a Bavarian, he felt at home

  in Boelcke´s Prussian Jasta 2. Even after

  being transferred in early 1916 to Jasta 28w

  ("w" indicates a Royal Württemberg unit) as

  a five victory ace, he felt well accepted.

  He liked a lot two of the commanders

  of Jasta 28w, Lt. Schäfer and Hptm. Hartmann.

  However, both were killed in action, Schäfer

  in early June and Hartmann in early September

  1917.

  While Hartmann was still alive, Max Müller

  was promoted to the rank of Leutnant on

  August 26, 1917. This was the first such

  promotion in the German armed forces. Müller,

  who by then held the highest possible NCO

  rank (Offiziersstellvertreter), was the victor

  over 26 opponents. After his promotion, he

  was immediately awarded both the “Blue Max”

  and the Bavarian Medal in Gold in the first half

  of September.

  At the beginning of September 1917, Müller

  had the fuselage of his machine painted red,

  as at that time he was leading the Jasta 28w

  in combat flights. Antonis Karydis' boxart

  shows Müller in a dogfight with a Sopwith

  Camel, which took place on 10 September at

  19:30 over Houthulst Forest. It was probably

  a machine from No. 70 Squadron RFC. During

  the following day he forced another aircraft of

  this type to land.

  Hartmann's successor on 10 September

  became Oblt. Jahns, on whose account

  was only one air victory. At that time Max

  Müller apparently began to doubt whether

  his superiors would ever be willing to put

  him in command of Jasta 28w. When Jahns

  was killed in action on 24 September, Müller

  apparently expected that his moment had

  come and he would become commander of

  the unit. To his disappointment, however,

  command was given to Prussian Lt. Emil Thuy,

  who accounted for about half the Bavarian

  Müller's tally. Moreover, the two officers did

  not get along very well. However, Müller, who

  was to be assigned to a Bavarian fighter unit,

  requested a transfer back to the Prussian

  Jasta 2, whose designation had since changed

  to Jasta Boelcke (Jasta B).

  Müller was greeted with enthusiasm by

  his old unit at the end of October 1917. Three

  quarters of a year earlier he had left it as

  a NCO and Boelcke's promising pupil with five

  kills to his credit. He returned as an officer

  with nearly thirty victories. He was at that

  time the second most successful living fighter

  pilot after Manfred von Richthofen.

  When the commander of Jasta B, Lt.

  Walter von Bülow-Bothkamp was killed on

  6 January, Müller was put in command. To

  his disappointment, he was not appointed as

  a Staffelführer. However, he was determined

  to earn the permanent post. The 8th of January,

  he imparted to the pupils at a flight school the

  experience of how to effectively attack two-

  seater observation aircraft. The very next day,

  he found himself in just such a situation when

  he attacked a crew of RE.8 of No. 21 Squadron

  RFC manned by Capt G. F. W. Zimmer and 2.Lt

  H. A. Somerwille. They were attacked by seven

  Albatros planes under Müller's command and

  Somerwille fired on all the machines. Müller

  broke away from the fight, his machine caught

  fire and he seemed to jump out of the machine

  in desperation without a parachute. SE.5s of

  No. 60 Squadron subsequently joined the fight.

  However, not even Müller´s comrades could

  agree on the exact course of Müller's tragic

  end. What is certain is that Müller was found

  with a bullet in his chest, which must have

  come from the defensive fire of RE.8. Ironically,

  Capt. Zimmer (soon to receive the DFC) was

  of German descent, as his father was an

  immigrant born in Heilbronn, Württemberg.

  Max Müller was the second most successful

  Bavarian fighter after Rudolf Berthold, and in

  March 1919 he was posthumously awarded the

  Bavarian Military Max-Joseph Order, Knight´s

  Cross, retroactive to November 1917. By this

  act he was knighted and his name was now

  given as Max Ritter von Müller. You can learn

  more about this exceptional aviator in the

  publications of Lance J. Bronnenkant, Greg

  VanWyngarden, Bruno Schmäling and Jörn

  Leckscheid.

  Illustration: Antonis Karydis

  The Bavarian Knight

  Text: Jan Bobek

  INFO Eduard32

  December 2023

• Page 33

  FOTOLEPTY

• Page 34

  #82204

  FM-1 Wildcat

  1/48

  The ProfiPACK edition kit of US WWII aircraft carrier-based

  fighter FM-1 Wildcat in 1/48 scale.Kit presents FM-1

  Wildcats from US Navy combat over the Pacific and the

  Atlantic, and also from the British FAA.

  plastic parts: Eduard

  marking options: 6

  decals: Eduard

  PE parts: yes, pre-painted

  painting mask: yes

  resin parts: no

  Product page

  KITS 12/2023

  INFO Eduard34

  December 2023

• Page 35

  VC-1, USS Block Island (CVE-21), Autumn 1943

  BuNo. 15334, VC-33, USS Coral Sea (CVE-57), November 1943

  The VC-1 composite squadron operated from USS

  Card (CVE-11) during its first deployment. The

  unit operating from escort carriers with Wildcats

  F4F-4 fighters and Avenger bombers in the

  summer of 1943 scored several successful

  attacks on German submarines. An aircraft with

  number 14 served with VC-1 on USS Block Island

  in the fall of 1943 during second combat tour

  of the unit. During this deployment the U-boat

  U-220 was sunk on October 28. The paint scheme

  for this aircraft was one of two standard ones

  created for single engine aircraft operating in the

  Atlantic area. It consisted of shades of Dark Gull

  Grey and Light Gull Grey on the upper surfaces

  and Insignia White on the lower ones. The national

  insignias had the original red trim overpainted.

  Photographs of this and other Wildcats from USS

  Block Island are often attributed to VC-55, but the

  affiliation with VC-1 is evidenced by the emblem

  located under the cockpit.

  The VC-33 composite squadron participated in

  Operation Galvanic in November 1943, where

  USS Coral Sea (CVE-57) operated alongside

  USS Corregidor (CVE-58) and USS Liscome

  Bay (CVE-56) during the attack on Makin Atoll.

  One of the FM-1s of VC-33 operating from USS

  Coral Sea was the one with number 33, which

  crashed during one of the landings on that ship

  in November. The Wildcat’s livery was done in

  the standard shades of Sea Blue, Intermediate

  Blue and Insignia White. On the fuselage, rudder,

  engine cowls and leading edge was black number

  33, while the original white S33 marking under

  the cabin was overpainted.

  KITS 12/2023

  INFO Eduard

  35

  December 2023

• Page 36

  VC-33, USS Nassau (CVE-16), September 1943

  BuNo. 46776, VC-13, USS Guadalcanal (CVE-60), spring 1944

  The VC-33 is shown in its pre-embarkation

  form on the USS Coral Sea (CVE-57). At the time,

  VC-33 was preparing on USS Nassau (CVE-16) for

  an early combat deployment as part of Operation

  Galvanic. The USS Nassau did not intervene in

  Operation Galvanic, but in December 1943, Army

  P-39 Airacobras from the 72nd FS launched

  from her deck to reach their combat area.

  The Airacobras then fought from the airfield

  at Makin Atoll, which was also captured thanks

  to air support from the Wildcats of the USS Coral

  Sea. The livery of the Wildcats from the time

  they were training on USS Nassau was done

  in the standard shades of Dark Gull Grey and Blue

  Grey. The distinctive A2 code on the fuselage and

  wings marked the aircraft used for training and

  was removed after the transfer to the USS Coral

  Sea. The hand-painted S29 marking on the back

  of the fuselage was the aircraft designation on

  the VC-33. This makeshift inscription was on the

  starboard side only.

  Wildcat number 4 has been mistakenly assigned

  to VC-58 by the vast majority of sources. This

  unit, however, operated in the spring 1944 from

  the USS Guadalcanal and was operating Wildcats

  FM-2. In January and February 1944, the VC-13

  Squadron, known by the emblem with a drawing

  of a cat painted on the sides of the fuselages of

  its aircraft, operated from the ship. Unfortunately,

  the application of the unit’s emblem is not

  documented for Wildcats FM-1 of VC-13, although

  USS Guadalcanal records from February 1944 do

  mention the unit’s emblem. With the FM-1 version

  Wildcats, this was the third operational tour for

  VC-13 in early 1944. During the previous two in

  the spring and summer of 1943, the squadron

  operated from USS Core (CVE-13) and scored

  several successful hits against German U-boats.

  In the spring of 1944, after rearming with the new

  FM-2, the unit underwent another combat tour

  in the Atlantic. The last combat deployment was

  in 1945 in the Pacific from USS Anzio (CVE-57).

  Wildcat’s paint scheme was done in the standard

  shades of Dark Gull Grey and Insignia White.

  KITS 12/2023

  INFO Eduard36

  December 2023

• Page 37

  No. 846 Naval Air Squadron, HMS Tracker, June 1944

  JV377, No. 882 Naval Air Squadron, HMS Searcher, August 1944

  This color scheme shows a Martlet Mk.V with

  code letter B belonging to No. 846 Naval Air

  Squadron operating from the deck of HMS Tracker.

  The serial number was painted over with

  invasion stripes and thus remains unknown.

  On the starboard side of the fuselage behind the

  engine cowling there was the white inscription,

  probably “Lim Lady”. The camouflage pattern

  of the Mk.V Martlets was applied in shades

  of Temperate Sea Scheme, so that the upper

  surfaces were painted with Extra Dark Sea Grey

  and Dark Slate Grey shades, while the lower

  surfaces were painted Sky. Black and white

  invasion stripes were on the fuselage and wing.

  The HMS Searcher ship operated mainly around

  the UK coast from 1943. In late December 1943

  she escorted convoys and ships in the Atlantic

  and arrived in Norfolk in early January 1944.

  She took part in the attacks on the German

  battleship Tirpitz as part of the Home Fleet Strike

  Force in Operation Tungsten, during which her

  role was to provide fighter cover. Martlet Mk.V

  serial number JV377 was one of the aircraft of

  No. 882 Squadron supporting Operation Dragoon,

  the Allied invasion of southern France in August

  1944. The camouflage pattern of the Martlet Mk.V

  was applied in Temperate Sea Scheme, i.e., with

  the upper surfaces in Extra Dark Sea Grey and

  Dark Slate Grey, the lower surface in Sky.

  KITS 12/2023

  INFO Eduard

  37

  December 2023

• Page 38

  1/48

  built by Robert Szwarc

  #82204

  MARKING C

  FM-1 Wildcat

  KITS 12/2023

  INFO Eduard38

  December 2023

• Page 39

  The VC-33 is shown in its pre-embarkation

  form on the USS Coral Sea (CVE-57). At the

  time, VC-33 was preparing on USS Nassau

  (CVE-16) for an early combat deployment as

  part of Operation Galvanic. The USS Nassau

  did not intervene in Operation Galvanic, but in

  December 1943, Army P-39 Airacobras from

  the 72nd FS launched from her deck to reach

  their combat area. The Airacobras then fought

  from the airfield at Makin Atoll, which was

  also captured thanks to air support from the

  Wildcats of the USS Coral Sea. The livery of

  the Wildcats from the time they were training

  on USS Nassau was done in the standard

  shades of Dark Gull Grey and Blue Grey. The

  distinctive A2 code on the fuselage and wings

  marked the aircraft used for training and was

  removed after the transfer to the USS Coral

  Sea. The hand-painted S29 marking on the back

  of the fuselage was the aircraft designation on

  the VC-33. This makeshift inscription was

  on the starboard side only.

  VC-33, USS Nassau (CVE-16), September 1943

  KITS 12/2023

  INFO Eduard

  39

  December 2023

• Page 40

  Recommended:

  for FM-1 Wildcat 1/48

  644241 FM-1 LööK (Brassin)

  648943 FM-1 undercarriage legs BRONZE (Brassin)

  648944 FM-1 wheels (Brassin)

  648945 FM-1 folding wings PRINT (Brassin)

  648946 FM-1 exhaust PRINT (Brassin)

  648947 FM-1 engine PRINT (Brassin)

  648948 FM-1 wheel bay PRINT (Brassin)

  648949 FM-1 seat PRINT (Brassin)

  648950 FM-1 gun barrels PRINT (Brassin)

  3DL48149 FM-1 SPACE (3D Decal Set)

  OVERTREES

  #82204X

  FM-1 Wildcat

  1/48

  Product page

  OVERLEPT

  #82204-LEPT

  FM-1 Wildcat

  PE

  -

  Set 1/48

  Product page

  #648943

  #648948

  #648945

  #648949

  KITS 12/2023

  INFO Eduard40

  December 2023

• Page 41

  1/48

  P-39N Airacobra

  The ProfiPACK edition kit of US WWII fighter aircraft P-39N Airacobra

  in 1/48 scale. Kit offers P-39 from service with the American, Italian

  and Soviet air forces.

  plastic parts: Eduard

  marking options: 6

  decals: Eduard

  PE parts: yes, pre-painted

  painting mask: yes

  resin parts: no

  #8067

  Product page

  KITS 12/2023

  INFO Eduard

  41

  December 2023

• Page 42

  P-39N-1, 42-9385, Lt. Kirby F. Smith, 346th FS, 350th FG, Reghaia, Algeria, September 1943

  P-39N-5, 42-18810, 40th FS, 35th FG, Nazdab, New Guinea, fall 1943

  On August 6, the Luftwaffe lost two Ju 88

  reconnaissance aircraft in the Mediterranean.

  One was conducting weather reconnaissance,

  the other long-range reconnaissance. Both

  were Ju 88D-1s and the victim of K. F. Smith

  and his Airacobra was most likely the aircraft of

  Fw. Heinz Pracht of 3. (F)/33 (WNr. 143073, 8H+LL).

  The other lost Ju 88D-1 belonged to Wekusta

  26 (weather reconnaissance squadron), based

  at Frosinone, more than 600 km from the site

  of the shoot-down, which occurred about 160

  km north of Cherchell on the African coast. The

  German reconnaissance aircraft were operating

  at an altitude of about 30,000 feet and so each

  squadron of 350th FG received pair of P-38s to

  intercept these high-flying enemies. On that

  August 6, however, Smith had to climb to the

  high-flying target with a breathless Airacobra as

  well as his wingman, F/O Harold M. Simmonds.

  Shots from the 37mm cannon nearly stopped the

  Airacobra in mid-air as it fluttered at the limit

  of maximum range. The fire, however, sent the

  enemy to the ground, or, better to say, to the water.

  A swastika-style kill sign subsequently appeared

  on the right side of Smith’s aircraft under the

  cockpit.

  USAAF and RAAF single-engine fighter aircraft

  operating in New Guinea from the second half of

  1943 onward carried white tail surfaces, usually

  in combination with white painted wing leading

  edges. Both intended as identification markings

  of their own aircraft. The 40th FS had been flying

  Airacobras since the summer of 1942, when the

  squadron was tasked with the defense of Port

  Moresby harbour. From December 1943, these

  were gradually replaced by P-47 Thuderbolts.

  During their spell with Airacobras, the pilots of

  the 40th FS recorded a total of 51 enemy aircraft

  destroyed, which was the highest score achieved

  by a squadron armed with P-39/P-400 aircraft.

  Unlike the sister 41st FS, paintings on the doors

  of the 40th FS were rare. The door with painting

  of miss Julie was also retrofitted on the No. 51

  aircraft. Thus, the same aircraft is documented

  both with and without this painting. The painted

  door was originally attached to the Airacobra

  serial number 42-18802 from the 41st FS, which

  was an aircraft purchased from a fund-raising

  campaign organized by the students of Union –

  Endicott High School (N.Y.).

  KITS 12/2023

  INFO Eduard42

  December 2023

• Page 43

  P-39N, 42-8747, Guard Capt. Grigoryi Andreevich Rechkalov, 16 GIAP,

  the Soviet Union, August 1944

  The Airacobra flown by the second most

  successful Soviet and Allied fighter (61 kills)

  had serial number 42-8747. Aircraft from this

  delivery were taken over by the 16 GIAP (Guard

  Fighter Air Regiment) in mid-May 1943 and

  shortly after was Rechkalov awarded the first

  Gold Star of the Hero of the Soviet Union. The

  aircraft had the standard Olive Drab/Neutral

  Gray livery at the time, with white stars in the

  US markings painted red, supplemented with

  red stars on the upper right and lower left wing

  halves. However, there is no overall photo of

  the aircraft in this form. Only photographs from

  a later period are known. The aircraft already

  bore the symbols of at least 48 kills. In the

  photographs taken on August 19, 1944, it is seen

  as wearing number 42547 on the tail. According

  to Alexander Klubov’s memoirs, the rear fuselage

  of Rechkalov’s aircraft was deformed during

  aerial combat and was repaired with the use

  of the rear fuselage of another aircraft, namely

  44-2529, which was a P-39Q. In doing so, the

  original rudder was used, resulting in a different

  number on each side of the tail. In some of the

  photos, the color of the rear part of the fuselage

  appears to be different from the rest, leading

  one to believe that it was partially repainted

  with Soviet AMT-4 color after the repair.

  But the original blue disc of the US insignia is

  quite clear which hangs some question marks

  over this, including whether the rear fuselage

  reinforcement (offered as etched parts PE 19, 20,

  23, 24) was actually fitted at that time. Based on

  the distinct remnant of the US emblem, it appears

  it was not, other sources say that Rechkalov’s

  Airacobra was fitted with the reinforcing

  structure. The depicted form is therefore only one

  of the possible reconstructions of the appearance

  of this aircraft.

  P-39N-5, 42-18815, Lt. Walter A. Hymovitch, 41st FS, 35th FG, New Guinea, Nadzab, fall 1943

  On November 26, the last combat of Airacbras

  of the 35th FG with Japanese aircraft occurred.

  Pilots of the 40th and 41st FS scored seven kills

  certain and six more probable without losses.

  During a morning patrol over Finschhafen,

  a formation of four Boomerangs covered by

  three Airacobras from the 41st FS clashed with

  a group of more than twenty Ki-43 Oscar fighters

  escorted by Ki-48 Lily bombers. In defending

  the Boomerangs, the 41st FS pilots shot down

  four Oscars, with a fifth kill only recorded

  as probable. One of the kills was credited to

  Lt. Walter A. Hymovitch. A typical feature of the

  41st FS Airacobras was the painting applied to the

  left cockpit door. Lt. Hymovitch had a gunslinger

  figure named Whiskey Pete painted on it.

  The drawing appeared on the film footage,

  but it does not show the entire drawing.

  Our interpretation is therefore a reconstruction,

  especially of the lower part of the figure.

  It is clear, on the other hand, that the aircraft

  did not have white leading edges of the wings,

  as was usual for Allied aircraft in this theater of

  operations.

  KITS 12/2023

  INFO Eduard

  43

  December 2023

• Page 44

  P-39N-1, 42-18354, Maj. Charles F. Hoover, 345th FS, 350 FG,

  Ghisonaccia, Corsica, December 1943

  P-39N-1, 42-18378, 10° Gruppo, 4° Stormo, ACI, Lecce-Galatina, Italy, 1944

  Late in the summer of 1943, the aircraft of Capt.

  Charles E. Hoover, commander of the 345th

  FS/350th FG, was an Airacobra called “The

  Shark” after the shark’s mouth painted on the

  nose. The markings were unusual for the 350th

  FG, not only because of the mouth, but also

  because of the absence of yellow stripes on

  the wings and aft fuselage. As presented, the

  aircraft had its armament reduced to a pair

  of machine guns in the wings. The Olive Drab

  color of the camouflage of the upper surfaces

  sported clearly visible an extensive repairs,

  giving the surface the appearance of two-tone

  camouflage. During the repairs, most of the

  stenciling disappeared under the new paint.

  The markings of the aircraft changed during

  service and two different forms are documented.

  The one shown here corresponds to the period

  in which the “Shark” operated from Ghisonaccia

  base in Corsica in early 1944. Below the

  Devilhawks emblem, two swastikas symbolizing

  kills were marked on the port side. It is not

  entirely clear whether these are Hoover’s,

  as he shot down one Bf 109 in February 1943

  and was involved in the probable destruction of

  Do 217 on October 21, 1943. But the two kill marks

  might also represent two victories achieved by

  the aircraft. One swastika would thus represent

  the aforementioned Do 217, the other the Me

  410, which according to his memoirs was shot

  down by Lt. Ogilvie. However, this kill was not

  officially confirmed, as the encounter occurred

  over enemy territory and was unwitnessed.

  The Aviazione Cobelligerante Italiana (ACI) was

  the air force of the Southern Italian monarchist

  government of Pietro Badoglio, formed in

  October 1943 after the armistice concluded

  between Italy and the Allies at Cassibile.

  The ACI then used aircraft supplied by the USA

  and Great Britain in addition to Italian types. At

  the time of handover to ACI, this Airacobra had

  been operated approximately a year and a half

  by the 345th FS/350th FG USAAF in Africa and

  the Mediterranean. These worn out Airacobras

  were mainly used by the Italians to train pilots

  on the new equipment. The aircraft with the

  Jig-Jig insignia on the nose was photographed

  with other decommissioned P-39s from the

  350th FG at an Italian airfield and was probably

  one of the first to receive Italian cockades, as

  the other aircraft in the picture are still in

  USAAF markings. The Italian cockades were

  applied directly to the original American

  markings at four positions, and two were added

  to the upper right and bottom left wing halves.

  At the same time, the yellow stripes marking

  the aircraft operating within the 12th AF USAAF

  were retained. The aircraft has not undergone

  any other changes and can therefore be built

  in its spring 1943 form, when it was still part

  of the 345th Fighter Squadron, thanks to the

  alternative US markings offered in the decal.

  KITS 12/2023

  INFO Eduard44

  December 2023

• Page 45

  49238 P-39Q/N (PE

  -

  Set)

  648202 P-39 wheels early (Brassin)

  648203 P-39 wheels late (Brassin)

  3DL48150 P-39N SPACE (3D Decal Set)

  D48068 P-39 stencils (Decal Set)

  EX702 P-39/ P-400 TFace (Mask)

  Recommended:

  for P-39N Airacobra 1/48

  OVERTREES

  #8067X

  P-39

  1/48

  Product page

  OVERLEPT

  #8067-LEPT

  P-39N Airacobra

  PE

  -

  Set 1/48

  Product page

  #648202

  #648203

  #EX702

  #3DL48150

  KITS 12/2023

  INFO Eduard

  45

  December 2023

• Page 46

  Bf 109E-4

  The Weekend edition kit of German WWII fighter aircraft

  Bf 109E-4 in 1/48 scale.

  plastic parts: Eduard

  marking options: 4

  decals: Eduard

  PE parts: no

  painting mask: no

  resin parts: no

  #84196

  1/48

  Product page

  KITS 12/2023

  INFO Eduard46

  December 2023

• Page 47

  Oblt. Gerhard Schöpfel, III. /JG 26, Caffiers, France, August 1940

  WNr. 1433, Hptm. Hans von Hahn, CO of I./JG 3, Grandvillers, France, September 1940

  WNr. 5375, Hptm. Wilhelm Meyerweissflog, Stab/JG 53,

  Etaples, France, September 1940

  Gerhard Schöpfel was born on December 19 in Erfurt.

  In 1936 he joined the Luftwaffe and in September

  1939 was appointed commander of III./JG 26. His first

  aerial victory came on May 19, 1940, during the the

  Battle of France and he subsequently added more

  in the Battle of Britain. His best day came on August

  18, 1940, when he was credited with shooting down

  four Hurricanes Mk.I. The Bf 109E-4 of Oblt. Gerhard

  Schöpfel sported the standard camouflage of the

  period, consisting of the RLM 71/02/65 colors. In the

  Battle of Britain, the camouflage was supplemented

  with yellow identifiers: the yellow wing tips,

  elevators and yellow triangle on top of the rudder.

  A yellow pennant on the aerial column indicated

  the group commander. From January 1943, Schöpfel

  held various staff positions with the Luftwaffe. In

  May 1945, he fell into Soviet captivity, from which he

  returned in December 1949. He died on 17 May 2003.

  Hans von Hahn was born on August 7, 1914,

  in Frankfurt am Main. He joined the Luftwaffe in 1935

  after serving with the Kriegsmarine. On September

  18, 1939, he was appointed commander of 8./JG 53

  and achieved his first kill on December 22, 1939.

  On August 27, 1940, he took over command of

  I./JG 3 from Hptm. Günther Lützow. He also took over

  his command aircraft WNr. 1433, camouflaged with

  RLM 71/02/65 colors, which were supplemented

  with RLM 70 sprayed rings and irregular patches

  of RLM 71 and RLM 02 colors on the fuselage

  sides. The nose of the aircraft bore the emblem

  of I./JG 3 – the mythical Tatzelwurm worm painted

  in green. Under the windshield on port side there

  was the pilot’s personal emblem – a cock in a circle.

  The kill marks were painted on the rudder in the

  form of black stripes with cockades. Also three

  balloon symbols were added. By the end of World

  War II, von Hahn had shot down 31 enemy aircraft.

  He survived the war and died on November 5, 1957.

  Wilhelm Meyerweissflog was born in 1889 and

  served as air observer during the Great War. Later

  he lived in Switzerland and often travelled to the

  USA as a businessman. As a member of JG 53

  “Pik As” he served as administrative officer at the

  squadron headquarters. It was his aircraft that

  is pictured in the famous photograph as being

  refueled at the former British base at La Villiaze

  on Guernsey, the occupied Channel Islands. Hptm.

  Meyerweissflog fell into captivity on September 5,

  1940, after taking off on his own decision, trailing

  formation of JG 53. His Messerschmitt was hit in the

  fuel tank by Spitfire, probably flown by F/Lt. Hughes

  of No. 234 Sqn over England and he had to belly-

  land. The aircraft originally carried a camouflage

  scheme consisting of RLM 70 and 71 colors, which

  were repainted to RLM 71 and 02 livery, including

  the fuselage side surfaces. However, remnants of

  the RLM 70 remained visible on the nose, around

  the cockpit and in front of the tail surfaces. The

  red band around the nose appeared on the aircraft

  of the Stab/JG 53 after the order to replace with

  it the unit’s emblem, the Ace of Spades. It was

  the Göring’s decision how to punish the unit after

  learning the wife of the commander of JG 53, Maj.

  Hans-Jürgen von Cramon-Taubadel, had Jewish

  ancestry. The white wingtips and rudder were the

  standard recognizing features of Luftwaffe aircraft

  on the Western Front.

  KITS 12/2023

  INFO Eduard

  47

  December 2023

• Page 48

  WNr. 2060, Lt. Hans Guse, 2.(J)/LG 2, USSR (today´s Republic of Moldova), July 1941

  Like JG 77, also Lehrgeschwader 2 was

  withdrawn from the combat after the Greek

  campaign to rest and re-equip. The unit did so

  in Belgrade. The relocation to the Romanian

  territory followed in the middle of July when the

  LG 2 unit equipped with Messerschmitts Bf 109E

  (some in the fighter-bomber configuration) was

  on alert to be deployed against the Soviet Union.

  Its operation Barbarossa participation started

  early morning of June 22. The “Black 10” aircraft,

  which retained its camouflage from Greece

  and Crete campaigns and was equipped with

  a tropical filter, was shot down by Soviet I-16s

  on July 10, 1941. The pilot is still listed as missing

  in action. The aircraft marking was complemented

  by I.(J)/LG 2 marking under the windshield and

  2. (J)/LG 2 behind the fuselage cross.

  FE1403 Bf 109E-4 Weekend (PE

  -

  Set)

  644024 Bf 109E LööK (Brassin)

  648058 Bf 109E wheels (Brassin)

  648472 Bf 109E cockpit & radio compartment (Brassin)

  648474 Bf 109E engine (Brassin)

  3DL48049 Bf 109E-4 SPACE (3D Decal Set)

  EX400 Bf 109E-4/E-7 Weekend (Mask)

  EX995 Bf 109E-4 TFace (Mask)

  Recommended:

  for Bf 109E-4 1/48

  #648472

  #648474

  KITS 12/2023

  INFO Eduard48

  December 2023

• Page 49

  1/72

  Avia S-199 ERLA canopy

  The Weekend edition kit of Czechoslovak single engine

  fighter Avia S-199 with ERLA canopy in 1/72 scale.

  This type of aircraft was used by the Czechoslovak

  and Israeli air forces.

  plastic parts: Eduard

  marking options: 4

  decals: Eduard

  PE parts: no

  painting mask: no

  resin parts: no

  #7472

  Product page

  KITS 12/2023

  INFO Eduard

  49

  December 2023

• Page 50

  D-121, 101 Squadron (tayeset), Chel Ha Avir, Qastina, Israel, September 1948

  D-115, 101 Squadron (tayeset), Chel Ha Avir, Herzliya field base, Israel, July 1948

  This machine with fuselage code dalet 121 was

  delivered to Israel on July 20, 1948, during

  Operation Balak, flight No. 70. It made its first

  flight in Israel the day after delivery and the left

  side of its nose was subsequently decorated

  with the emblem of the 101 tayeset (squadron).

  In preparation for Operation Ten Plagues

  (October 15 to 22, 1948), later renamed “Yoav”,

  the aircraft were fitted with red paint on the

  propeller cones and red and white striping on

  the rudder in order to distinguish them from the

  Egyptian Spitfires as the Israeli Air Force also

  used Spitfires. This marking was applied to all

  Israeli aircraft, including the S-199s of 101 tayeset.

  To further differentiate Israeli aircraft the insignia

  with the Star of David was applied on the upper

  surfaces of the wing for the first time. They were

  originally not applied so as to keep the aircraft

  parked on the ground as invisible from the air

  as possible. The original small and black-painted

  dalet 121 was obliterated and changed to larger

  white one. On September 14, 1948, Bill Pomerantz

  flipped this aircraft on landing. The “Messer” was

  repaired and served until the end of the war,

  on December 22, 1948. In 1950 it was transferred

  to Tel Nof and scrapped.

  This aircraft with fuselage code dalet 115 was

  delivered to Israel on July 13, 1948, during

  Operation Balak, flight No. 60. It was fitted with

  the original oil radiator under the nose and did

  not sport the additional small bulge on the big

  gun breech bulges, allowing installation of MG 131

  machine guns. It made its first flight in Israel on

  July 20, 1948, and, like most 101 tayeset aircraft,

  bore its emblem on the left side of the nose.

  The dalet 115 designation was of an earlier type

  in this form, i.e., black, and smaller in size.

  The aircraft did not have Israeli markings on

  the upper wing surfaces and did not live to see

  their application as Alexander Jacobs crashed

  it heavily on landing on September 8, 1948.

  The aircraft was heavily damaged and written

  off. “Sandy” Jacobs was one of the experienced

  Israeli pilots, and he was one of those who

  retrained on the S-199 in České Budějovice,

  Czechoslovakia.

  KITS 12/2023

  INFO Eduard50

  December 2023

• Page 51

  S-199.99, 1st Squadron, Air Regiment 8, 3 Air Division, Brno-Černovice,

  Czechoslovakia, 1950/51

  S-199.310, 3rd Squadron, Air Regiment 7, 3 Air Division,

  Brno-Černovice, Czechoslovakia, spring 1949

  This aircraft was test-flown on May 31, 1948,

  by factory pilot Antonín Kraus. Two months

  later it was assigned to the 1st squadron of Air

  Regiment 8. At the end of September 1949, it was

  transferred to Air Regiment 3, then crashed on

  October 28 at Medlánky airfield with pilot por.

  (Lt) Vlastimil Fabiánek in the cockpit. After

  repair in Kunovice factory it was assigned to

  the previous aviation regiment again and was

  damaged on March 16, 1951, by rt. (F/Sgt) Zdeněk

  Ostrčil. From summer 1952 the aircraft was

  assigned to the 18 Air Regiment based at Plzeň-

  Skvrňany airfield and from January 1953 it served

  with the 51 Air Regiment there. The aircraft was

  painted in the original lighter greyish green color

  and was one of the S-199s armed with cannons

  in underwing pods boosting the firepower of the

  two fuselage machine guns.

  The aircraft from Aero production (an example

  without wing armament) was assigned to Air

  Regiment 7 in Brno-Černovice in August 1948. It

  became an aircraft of the staff flight but was

  later assigned to the 3rd Squadron. The aircraft

  had a greyish green painting, while its propeller

  cone was painted white. On May 30, 1949, it was

  damaged in emergency landing near Boskovice

  with rt. (F/Sgt) Karel Kessler behind the controls.

  In the autumn of 1950, during overhaul in Kunovice

  factory, the original hinged canopy of the “Erla”

  type was replaced with a sliding bubble one.

  As such, already with the 5 Air School Regiment and

  with UL-51 fuselage code, it was damaged during

  take-off from Zvolen airport on August 26, 1952.

  672284 S-199 exhaust stacks PRINT (Brassin)

  672285 S-199 wheels PRINT (Brassin)

  672288 S-199 cockpit Erla canopy PRINT (Brassin)

  672293 S-199 4xETC 50 rack w/bombs (Brassin)

  672294 S-199 engine PRINT (Brassin)

  3DL72008 S-199 SPACE (3D Decal Set)

  D72038 S-199 Czechoslovak national insignia (Decal Set)

  D72039 S-199 Israeli national insignia (Decal Set)

  D72040 S-199 Czechoslovak stencils (Decal Set)

  D72041 S-199 Israeli stencils (Decal Set)

  SS815 S-199 Erla canopy Weekend (Mask)

  CX656 S-199 Erla canopy Weekend (Mask)

  Recommended: for

  Avia S-199 ERLA canopy 1/72

  #672294

  KITS 12/2023

  INFO Eduard

  51

  December 2023

• Page 52

  #8079

  X-1 Mach Buster

  1/48

  The ProfiPACK edition kit of famous rocket engine-powered

  aircraft Bell X-1 in 1/48 scale.

  plastic parts: Eduard

  marking options: 4

  decals: Eduard

  PE parts: yes, pre-painted

  painting mask: yes

  resin parts: yes, wheels

  Product page

  Re-release

  KITS 12/2023

  INFO Eduard52

  December 2023

• Page 53

  46-062, Charles Yeager, Muroc Dry Lake Base, October 1947

  46-063, Chalmers Goodlin, Muroc Dry Lake Base, April 1946

  46-063, Robert Champine, Edwards AFB, June 1949

  Charles “Chuck” Elwood Yeager became the first

  man in history to break the sound barrier in this

  aircraft on October 14, 1947. It was piquant that

  two days prior the record flight, Yeager broke two

  ribs in a horse-riding accident and was unable

  to move his right arm due to the pain. Bell’s

  rocket-powered experimental aircraft was

  painted bright orange throughout and already

  sported new style of the national insignia. The

  Glamorous Glennis inscription in front of the

  entrance door related to Chuck’s wife. Yeager was

  an American World War II fighter ace with 13 kills,

  and his Mustangs bore the same name. He was

  shot down over France and, with the help of the

  French Resistance, made it across the occupied

  territories to Gibraltar. From there he returned

  to the unit. After the war, he make use of the rule

  allowing the downed pilots to choose a base for

  their further service. Because of family reasons

  Yeager chose Wright Field, the research and

  development center of the U.S. Air Force. There

  he was picked by the chief of the flight test team,

  Colonel Albert Boyd, and assigned to his group of

  experimental aircraft pilots.

  After several test glide flights, the second

  example of the X-1 rocket plane made its first

  powered flight on April 11, 1946, with Chalmers

  “Slick” Goodlin in the cockpit. The aircraft was

  painted the same bright orange as the first

  example but sported the original war period

  insignia on the wings and fuselage and had

  the inscription BELL Aircraft painted in front of

  the cockpit and under the tail surfaces.

  Both prototypes of the X-1 plane continued to be

  used for supersonic flight tests, and the second

  example received a white paint job after 1948, in

  which it flew until October 1951. On June 16, 1949,

  Robert Champine made a test flight to perform

  wing pressure distribution tests, stability

  checks, and rolls at Mach 0.91. Nine pilots flew

  a total of 74 powered or unpowered glide flights

  with 46-063 until it was retired in October 1951.

  The aircraft was then converted to the X-1E

  version.

  KITS 12/2023

  INFO Eduard

  53

  December 2023

• Page 54

  46-062, Jack Ridley, Edwards AFB, May 1950

  Both experimental Bell X-1s made all but one

  of their flights being dropped from the airborne

  carrier, which was a specially modified B-29.

  The only exception was a conventional take-off

  from the runway made by Charles Yeager with

  this aircraft on January 5, 1949. At that time, the

  aircraft still bore the all-orange livery, which

  was subsequently modified by partial white

  painting. On May 8, 1950, Jack Ridley carried

  out vibration and load tests on the wing and tail

  surfaces. Just four days later, 46-062 conducted

  its last flight with Chuck Yeager behind controls.

  This flight was made for filming purposes only.

  The aircraft was then retired after 82 test flights.

  Ten pilots changed in the cockpit. Today it is on

  display at the National Air and Space Museum in

  Washington, D.C., in its original full-orange form.

  OVERTREES

  #8079X

  X-1 Mach Buster

  1/48

  Product page

  OVERLEPT

  #8079-LEPT

  X-1 Mach Buster

  PE

  -

  Set 1/48

  Product page

  48908 X-1 upgrade set (PE

  -

  Set)

  3DL48151 X-1 SPACE (3D Decal Set)

  Recommended: for

  X-1 Mach Buster 1/48

  #3DL48151

  KITS 12/2023

  INFO Eduard54

  December 2023

• Page 55

  1/48

  Bf 109G-4

  The ProfiPACK edition kit of German WWII fighter

  plane Bf 109G-4 in 1/48 scale.

  plastic parts: Eduard

  marking options: 5

  decals: Eduard

  PE parts: yes, pre-painted

  painting mask: yes

  resin parts: no

  #82117

  Product page

  Re-release

  KITS 12/2023

  INFO Eduard

  55

  December 2023

• Page 56

  Bf 109G-4/R6, WNr. 14997, Lt. Erich Hartmann, 7./JG 52,

  Taman, the Soviet Union, May 1943

  Bf 109G-4/R6, WNr. 14946, Maj. Wolfgang Ewald,

  Stab III./JG 3, Kertch, the Soviet Union, April 1943

  Lt Erich Hartmann, the most successful fighter

  ace in history, began to ply his trade with 7. Staffel

  JG 52, to which he was assigned on October 10,

  1942. He first flew the Bf 109G-2, but by the first

  half of March 1943, Bf 109G-4s were arriving.

  From the beginning of May 1943, after gaining

  his 11th and 12th kill, he was made Rottenführer

  (leader of a two-ship flight) and his score began

  to quickly rise to reach 352 by the end of the war.

  For his success, he was awarded the Knight’s

  Cross with Oak Leaves, Swords and Diamonds.

  Hartmann’s “White 2” was camouflaged in the

  standard Luftwaffe scheme consisting of RLM

  74/75/76. The factory codes on the fuselage sides

  and the bottom of the wings were not completely

  obliterated, but only partially oversprayed with

  a white wave (III. Gruppe marking). The white

  number 2 and a yellow band together with the

  yellow bottom wing tips were all common to

  Luftwaffe aircraft operating on the Eastern Front.

  The nose of the aircraft carried the marking of

  its previous user, I./JG 52. Flying this aircraft,

  Uffz. H. Meissler was forced to belly-land behind

  enemy lines due to engine failure on May 28, 1943

  and was taken prisoner.

  Wolfgang Ewald was born on March 26, 1911,

  in Hamburg and joined the ranks of the Luftwaffe

  in 1935. Shortly after completing fighter training

  he was attached to 2./J 88, with which he served

  in Spain until August 1937. Shortly after his return

  in May 1939, he was named CO of 2./JG 52, which

  he led through the invasion of Poland and the

  Blitzkrieg against the Netherlands, Belgium and

  France. At the end of August, during the Battle

  of Britain, he was given command of the entire

  I. Gruppe JG 52. After serving with Jagdfliegerführer

  2, he was assigned to III./JG 3 on May 20, 1942 and

  subsequently led it from July 23. Not even a full

  year after, on July 14, 1943, Major Ewald was hit

  by ground fire. He had to bail out and was taken

  prisoner, spending 76 months in captivity (until

  December 1949). After his return to Germany,

  Ewald was involved in the formation of the new

  Luftwaffe, from which he retired in 1960. He died

  on February 24, 1995. During his Second World

  War combat career, he shot down 77 enemy

  aircraft, and claimed also one victory in Spain.

  He received the Knight’s Cross on December 9, 1942.

  The aircraft that Major Ewald flew in April 1943 over

  the Kerch Peninsula was camouflaged according

  to the Luftwaffe fighter standard, consisting of

  RLM 74/75/76. The yellow bottom wing tips and

  fuselage band denote Eastern Front service, and

  on the nose is the JG 3 unit marking. Lt. Adolf

  von Gordon was shot down in this aircraft during

  combat with Il-2s on April 20, 1943.

  KITS 12/2023

  INFO Eduard56

  December 2023

• Page 57

  Bf 109G-4/trop, WNr. 15013 Lt. Ulrich Seiffert,

  8./JG 53, Tindja, Tunisia, April 1943

  Bf 109G-4/R6, WNr. 19566, ten. Giuseppe Gianelli,

  365

  a

  Squadriglia, 150

  o

  Gruppo Autonomo,

  Sciacca, Sicily, July 1943

  The III./JG 53 took part in the defensive battles

  of the German Afrika Korps in the face of

  increasingly offensive pressure emanating from

  the Allied advance through today’s Tunisia at the

  end of spring 1943. This unit was based in Sicily,

  but a temporary home for the 8 Staffel was made

  at the Tunisian base at Tindja from April 1 to April

  20. This tropicalized Bf 109G-4 was flown by

  Lt. Seiffert during this time period. The aircraft

  was sprayed in a desert camouflage consisting

  of RLM 79 which covered the upper and side

  surfaces, while RLM 78 was the bottom side

  color. The white bottom wing tips and the white

  fuselage band ahead of the tail surfaces were

  identifying marks for aircraft on the southern

  front. The upper surfaces would later receive

  a squiggle pattern of RLM 80.

  Italian Macchi C.202 fighters flown by the

  Regia Aeronautica from the beginning of the

  war were due to be replaced by their more

  capable descendants, the Macchi C.205s, Fiat

  G.55s and Reggiane Re.2005s. Due to slow

  production initiation of the later types and the

  need for fighters to combat Allied air power,

  Germany was asked to supply its southern ally

  with the Messerschmitts Bf 109G, mostly the

  G-6 version. The Italians received ten Bf 109G-

  4s, and all, along with G-2 and G-6 aircraft,

  were assigned to the 150

  o

  Gruppo Autonomo.

  This unit was made up of the 363

  a

  , 364

  a

  a 365

  a

  squadriglia and to counter the Allied air threat,

  they were based at Sicily. The Bf 109G-4 used

  by Italian units came from Luftwaffe stocks and

  so were camouflaged in RLM 74/75/76 shades.

  The German national insignia were oversprayed

  with the Italian color Grigio Azzurro Chiaro

  1, and, as in the case of aircraft 365-1, with the

  addition of small squiggles of Verde Oliva Scuro 2.

  The usual white identifiers used on the southern

  front at the wingtips bottom and the fuselage

  band were added to be consistent with Luftwaffe

  aircraft.

  KITS 12/2023

  INFO Eduard

  57

  December 2023

• Page 58

  Bf 109G-4, Lt. Av. Petre Protopopescu, Escadrila 57, Grupul 7 Vânătoare, Kirovograd (Kropyvnytskyi/ Ukraine now),

  the Soviet Union, June 1943

  Alongside the German armed forces, combat

  against the Soviet Union was also carried out

  by Finland, Italy, Hungary, Romania, Slovakia

  and Spain Axis allies. Romanian ground units

  operated alongside the German ones on the

  southern front supported by their own air units.

  In March 1943, the Romanian unit Grupul 7

  began to accept the Messerschmitts Bf 109G

  but was subsequently moved to combat areas

  in the Ukraine. The aircraft flown by Lt. Av Petre

  Protopopescu carried a camouflage scheme

  composed of German RLM 74/75/76. The German

  national insignia was oversprayed with the

  same colours, and the markings were replaced

  by Romanian ones, i.e., the St. Michael Cross.

  The rudder carried the Romanian national colors.

  Both sides of the front of the aircraft carried the

  inscription “Don Pedro”, the pilot’s nickname.

  OVERTREES

  #82117X

  Bf 109G-4

  1/48

  Product page

  OVERLEPT

  #82117-LEPT

  Bf 109G-4

  PE

  -

  Set 1/48

  Recommended:

  for Bf 109G-4 1/48

  FE910 Bf 109G seatbelts STEEL (PE

  -

  Set)

  648247 Bf 109G exhaust stacks (Brassin)

  648265 Bf 109G external fuel tanks (Brassin)

  648309 Bf 109G undercarriage legs BRONZE (Brassin)

  648720 Bf 109G-4 wheels (Brassin)

  648935 Bf 109G-4 cockpit PRINT (Brassin)

  EX558 Bf 109G-4 (Mask)

  EX582 Bf 109G classic canopy TFace (Mask)

  #648935

  #648309

  #648720

  Product page

  KITS 12/2023

  INFO Eduard58

  December 2023

• Page 59

  1/72

  Albatros D.V

  The Weekend edition kit of German WWI fighter

  plane Albatros D.V in 1/72 scale.

  plastic parts: Eduard

  marking options: 4

  decals: Eduard

  PE parts: no

  painting mask: no

  resin parts: no

  #7406

  Product page

  Reedice

  KITS 12/2023

  INFO Eduard

  59

  December 2023

• Page 60

  Albatros D.V 1154/17, Lt. Max Ritter von Müller, Jasta 28, Varsenare, Belgium, September 1917

  Albatros D.V, 2030/17, Lt. Alfred Lenz, Jasta 22, Ercheu, France, April 1918

  Max Müller was the German ace with 36 victories.

  He finished his pilot course on April 4, 1914 and

  at the outbreak of the war, he joined Bavarian

  FFA1. Following his one-seaters course he joined

  KEK Nord in May 1916 and after a short spell with

  Jasta 1 he got tempted by the offer of Oswald

  Boelcke to join the Jasta 2. Müller achieved his

  first victory on October 10 and added four more

  before the end of the year. On January 20, 1917 he

  was transferred again, now to the new Jasta 28,

  where he became the most successful pilot of the

  unit. By the end of the 1917 his score had risen to

  36 victories and Müller decided to return to his

  “old” Jasta 2. But after the death of Walter von

  Büllow, the CO of Jasta 28, Müller was appointed

  deputy leader of the unit. He took off for his first

  Staffelführer combat flight on January 9, 1918 and

  it turned out to be also his last flight. The fuel

  tank of his Albatros was hit during combat with

  R.E.8, the aircraft caught fire and went down in

  flames. With no parachute and inevitable dreadful

  death Müller opted to bail out from the cockpit

  to his inevitable end. His Albatros D.V sported

  personal marking of the stylised black comet; the

  fuselage got the red painting to reflect the new

  Staffelführer status. The horizontal stabiliser

  was in yellow with black longitudinal stripe – the

  unit´s colour markings.

  Alfred Lenz scored six victories during the Great

  War and although not the most successful ace, he

  was highly regarded long-time leader of Jasta 22.

  Prior to the war he served in Infantry Regiment

  r. 95, being commissioned in the Reserve. He had

  re-joined his unit at the outbreak of the war but

  requested pilot training. After the completion, he

  joined FA61 at the end of June 1914 and scored his

  first victory in 1915. He went to FFA23 and Fokker

  Kommando Vaux under Berthold´s leadership in

  January 1916. The unit later became Jasta 4 and

  Lenz had stayed there from September to October

  16, 1916. His next move was to the Jasta 14 later,

  but he did not achieve any success. Nevertheless,

  he was appointed commander of Jasta 22 on

  July 1, 1917 and stayed there till the end of the

  war. He flew Albatros DIIIs in 1917, Pfalz DIIIs and

  Albatros D.Vs in 1918. After the war he served

  as an aerial gunner with Abteilung 431 in 1919.

  This Lenz´s Albatros D.V is a bit of mystery, as

  the blue colour of the fuselage is only probable.

  Some sources also mention green colour, but

  Lenz was a Bavarian, so the cobalt blue would be

  logical choose for him. Apart of the band of the

  diamond shaped objects behind the cockpit, there

  is an interesting painting at the rear of a person

  sitting on the big bird and looking through the

  lens at something what looks like D.H.2 airplane.

  KITS 12/2023

  INFO Eduard60

  December 2023

• Page 61

  Albatros D.V 4629/17, Lt. Hans-Joachim von Hippel, Jasta 5, Boistrancourt, France, February 1918

  Albatros D.V 2299/17, Lt. Xaver Dannhuber, Jasta 26, Abeele, Belgium, 1917

  Hans von Hippel served with Jasta 5 from

  December 22, 1917 until August 15, 1918, when

  he was transferred to Jasta 71. He claimed four

  victories, but only two were confirmed. One of

  these non-confirmed ones were reported by

  von Hippel on the Russian front when flying with

  FA 37. During WWII Hippel flew Ju 52s with the

  Luftwaffe. He died in 1975. Hippel flew Richard

  Flashar´s Albatros D.V with red dragon painted

  on the fuselage (2065/17) for some time, as he

  damaged this Albatros D.V during the take-off

  attempt from the grassland. Von Hippel tried to

  rescue his crash-landing comrade Lt. Schlömer,

  but the take-off was interrupted by the engine

  malfunction. Later he flew another Albatros

  D.V with his personal marking of black, white

  outlined zigzag arrow on both sides of the

  fuselage. Apart of this aircraft with the green/

  mauve camouflage of the upper surfaces, the

  later one had the Flugzeugstoff covered wings

  (Lozenge). The fuselage of both was painted with

  the Pfalz silvery „Schutzfarbe“, which was of good

  supply to the Jagdstaffeln using the Pfalz D.IIIs

  scouts as well.

  Although this Albatros D.V is usually assigned

  to Bruno Loerzer, it is very probable, it was in

  fact the mount of Xavier Dannhuber, the winner

  in 11 aerial combats. Apart of other indications,

  he was photographed himself standing by the

  plane or sitting in the cockpit. Dannhuber first

  saw action with Kagohl 6 (Kampfgeschwader der

  Obsten Heeresleitung - Combat squadron of the

  Supreme Commander), later was transferred

  to Schutzstalfel 25, before he was assigned to

  Jasta 26 on July 1, 1917. Dannhuber got wounded

  upper arm in an air fight on October 18 and after

  his return on November 7, he moved to Jasta

  79b as he was appointed the CO of the unit.

  He was injured in a crash when test-flying

  a Pfalz Dllla at the Thugny airfield on February 11,

  1918. After several months of medical treatment

  and convalescence Dannhuber had returned to

  his unit and reassumed command on October

  9. Five days later he achieved his 11th and last

  victory, shooting down Sopwith Dolphin near

  Bohain. His Albatros was painted in black and

  white bands scheme typical for Jasta 26 aircraft.

  It also sported the six-pointed star on both sides

  of the fuselage and five-colour Flugzeugstoff on

  the wings.

  SS741 Albatros D.V Weekend (PE

  -

  Set)

  CX600 Albatros D.V Weekend (Mask)

  RECOMMENDED: for Albatros D.V 1/72

  KITS 12/2023

  INFO Eduard

  61

  December 2023

• Page 62

  BRASSIN

  LööK set - Brassin pre-painted dashboards

  and STEEL seatbelts for F-16D in 1/48 scale.

  Easy to assemble, replaces plastic parts.

  Recommended kit: Kinetic

  Set contains:

  - resin: 6 parts

  - decals: no

  - photo-etched details:

  yes, pre-painted

  - painting mask: no

  LööK set - Brassin pre-painted dashboards

  and STEEL seatbelts for Fw 190A-7 in 1/48 scale.

  Easy to assemble, replaces plastic parts.

  Recommended kit: Eduard

  Set contains:

  - resin: 2 parts

  - decals: no

  - photo-etched details:

  yes, pre-painted

  - painting mask: no

  644230

  F-16D Block 50 LööK

  1/48 Kinetic

  644240

  Fw 190A-7 LööK

  1/48 Eduard

  Product page

  Product page

  INFO Eduard62

  December 2023

• Page 63

  644241

  FM-1 LööK

  1/48 Eduard

  LööK set - Brassin pre-painted dashboards

  and STEEL seatbelts for FM-1 in 1/48 scale.

  Easy to assemble, replaces plastic parts.

  Recommended kit: Eduard

  Set contains:

  - resin: 1 part

  - 3D print: 1 part

  - decals: no

  - photo-etched details: yes, pre-painted

  - painting mask: no

  BRASSIN

  Collection of 3 sets for MC.202 in 1/32 scale.

  Recommended kit: Italeri

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

  - TFace painting mask

  - undercarriage wheels

  634045

  MC.202 LööKplus

  1/32 Italeri

  Product page

  Product page

  INFO Eduard

  63

  December 2023

• Page 64

  BRASSIN

  Collection of 3 sets for MIG-17F in 1/48 scale.

  Recommended kit: AMMO

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

  - TFace painting mask

  - undercarriage wheels

  Collection of 3 sets for F-16D Block 30 in 1/48 scale.

  Recommended kit: Kinetic

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

  - TFace painting mask

  - ejection seats

  644236

  MiG-17F LööKplus

  1/48 AMMO

  644237

  F-16D Block 30 LööKplus

  1/48 Kinetic

  Product page

  Product page

  INFO Eduard64

  December 2023

• Page 65

  BRASSIN

  Brassin set - gun bays for Hurricane Mk.II in 1/48 scale.

  The set consists of gun bays for both wings.

  Made by direct 3D printing.

  Recommended kit: Arma Hobby

  Set contains:

  - 3D print: 22 parts

  - decals: no

  - photo-etched details: yes

  - painting mask: no

  Brassin set - external fuel tanks (3 types) with

  racks for Bf 109K in 1/48 scale. Easy to assemble,

  replaces plastic parts. Recommended kit: Eduard

  Set contains:

  - resin: 3 parts

  - 3D print: 3 parts

  - decals: yes

  - photo-etched details: no

  - painting mask: no

  648906

  Bf 109K external fuel tanks

  1/48 Eduard

  Product page

  Product page

  648938

  Hurricane Mk.II gun bays PRINT

  1/48 Arma Hobby

  INFO Eduard

  65

  December 2023

• Page 66

  648940

  Fw 190A-7 cockpit PRINT

  1/48 Eduard

  648941

  Fw 190A-7 engine & fuselage guns

  1/48 Eduard

  BRASSIN

  Brassin set - cockpit for Fw 190A-7

  in 1/48 scale. Made by direct 3D printing.

  Recommended kit: Eduard

  Set contains:

  - 3D print: 19 parts

  - decals: yes

  - photo-etched details:

  yes, pre-painted

  - painting mask: no

  Brassin set - the engine and fuselage

  guns instalation for Fw 190A-7 in 1/48 scale.

  Recommended kit: Eduard

  Set contains:

  - resin: 31 parts

  - decals: no

  - photo-etched details: yes

  - painting mask: no

  Product page

  Product page

  INFO Eduard66

  December 2023

• Page 67

  BRASSIN

  Brassin set - the undercarriage legs for FM-1

  in 1/48 scale. The legs are made of bronze.

  Recommended kit: Eduard

  Set contains:

  - 3D print: 4 parts

  - bronze: 2 parts

  - decals: no

  - photo-etched details: no

  - painting mask: no

  648943

  FM-1 undercarriage legs BRONZE

  1/48 Eduard

  Brassin set - the undercarriage legs for Fw 190A-7

  in 1/48 scale. The legs are made of bronze.

  Recommended kit: Eduard

  Set contains:

  - resin: 2 parts

  - bronze: 2 parts

  - decals: no

  - photo-etched details: no

  - painting mask: no

  648942

  Fw 190A-7 undercarriage legs BRONZE

  1/48 Eduard

  Product page

  Product page

  INFO Eduard

  67

  December 2023

• Page 68

  BRASSIN

  Brassin set - the undercarriage wheels for FM-1

  in 1/48 scale. The set consists of the main wheels and

  a tail wheel. Easy to assemble, replaces plastic parts.

  Recommended kit: Eduard

  Set contains:

  - resin: 5 parts

  - 3D print: 2 parts

  - decals: no

  - photo-etched details: yes

  - painting mask: yes

  Brassin set - folding wings for FM-1 in 1/48 scale.

  Made by direct 3D printing. Recommended kit: Eduard

  Set contains:

  - 3D print: 10 parts

  - spare plastic wings: 1 set

  - decals: no

  - photo-etched details: yes

  - painting mask: no

  648945

  FM-1 folding wings PRINT

  1/48 Eduard

  648944

  FM-1 wheels

  1/48 Eduard

  Product page

  Product page

  INFO Eduard68

  December 2023

• Page 69

  BRASSIN

  Brassin set - engine for FM-1 in 1/48 scale.

  Made by direct 3D printing.

  Recommended kit: Eduard

  Set contains:

  - 3D print: 35 parts

  - decals: no

  - photo-etched details: yes

  - painting mask: no

  648947

  FM-1 engine PRINT

  1/48 Eduard

  Brassin set - exhaust pipes for FM-1 in 1/48 scale.

  Easy to assemble, replaces plastic parts.

  Made by direct 3D printing. Recommended kit: Eduard

  Set contains:

  - 3D print: 2 parts

  - decals: no

  - photo-etched details: no

  - painting mask: no

  648946

  FM-1 exhaust PRINT

  1/48 Eduard

  Product page

  Product page

  INFO Eduard

  69

  December 2023

• Page 70

  BRASSIN

  Brassin set - wheel bay for FM-1 in 1/48 scale.

  Made by direct 3D printing.

  Recommended kit: Eduard

  Set contains:

  - 3D print: 10 parts

  - decals: no

  - photo-etched details: no

  - painting mask: no

  Brassin set - pilot seat for FM-1 in 1/48 scale.

  Easy to assemble, replaces plastic parts.

  Made by direct 3D printing.

  Recommended kit: Eduard

  Set contains:

  - 3D print: 1 part

  - decals: no

  - photo-etched details: yes, pre-painted

  - painting mask: no

  648949

  FM-1 seat PRINT

  1/48 Eduard

  648948

  FM-1 wheel bay PRINT

  1/48 Eduard

  Product page

  Product page

  INFO Eduard70

  December 2023

• Page 71

  BRASSIN

  Brassin set - the undercarriage wheels for Bf 109G-2

  & G-4 in 1/72 scale. The set consists of the main

  wheels and a tail wheel. Easy to assemble, replaces

  plastic parts. Recommended kit: Eduard

  Set contains:

  - resin: 3 parts,

  - decals: no

  - photo-etched details: no

  - painting mask: yes

  672341

  Bf 109G-2/G-4 wheels for bulged wings PRINT

  1/72 Eduard

  Brassin set - gun barrels for FM-1 in 1/48 scale.

  Easy to assemble, replaces plastic parts.

  Made by direct 3D printing.

  Recommended kit: Eduard

  Set contains:

  - 3D print: 4 parts

  - decals: no

  - photo-etched details: no

  - painting mask: no

  648950

  FM-1 gun barrels PRINT

  1/48 Eduard

  Product page

  Product page

  INFO Eduard

  71

  December 2023

• Page 72

  BRASSIN

  Brassin set - cockpit for Bf 109G-2 in 1/72 scale.

  Made by direct 3D printing.

  Recommended kit: Eduard

  Set contains:

  - 3D print: 9 parts

  - decals: yes

  - photo-etched details: yes, pre-painted

  - painting mask: no

  Brassin set - cockpit for Bf 109G-4 in 1/72 scale.

  Made by direct 3D printing.

  Recommended kit: Eduard

  Set contains:

  - 3D print: 9 parts

  - decals: yes

  - photo-etched details: yes, pre-painted

  - painting mask: no

  672343

  Bf 109G-4 cockpit PRINT

  1/72 Eduard

  672342

  Bf 109G-2 cockpit PRINT

  1/72 Eduard

  Product page

  Product page

  Product page

  INFO Eduard72

  December 2023

• Page 73

  BRASSIN

  Brassin set - radio compartment for Bf 109G

  in 1/72 scale. Made by direct 3D printing.

  Recommended kit: Eduard

  Set contains:

  - 3D print: 5 parts

  - decals: no

  - photo-etched details: yes

  - painting mask: no

  672344

  Bf 109G radio compartment PRINT

  1/72 Eduard

  Product page

  Brassin set - wheel bays for F6F in 1/72 scale.

  Made by direct 3D printing.

  Recommended kit: Eduard

  Set contains:

  - 3D print: 4 parts

  - decals: no

  - photo-etched details: no

  - painting mask: no

  672345

  F6F wheel bays PRINT

  1/72 Eduard

  Product page

  Product page

  INFO Eduard

  73

  December 2023

• Page 74

  www.eduard.com/bfc

  BRASSIN

  Brassin set - propeller for Bf 109G in 1/72 scale.

  The spinner could be removed. Easy to assemble,

  replaces plastic parts. Made by direct 3D printing.

  Recommended kit: Eduard

  Set contains:

  - 3D print: 2 parts

  - resin: 4 parts

  - decals: no

  - photo-etched details: no

  - painting mask: no

  672346

  Bf 109G propeller PRINT

  1/72 Eduard

  Product page

• Page 75

  www.eduard.com/bfc

  BUNNY BUNNY FIGHTERFIGHTER

  CLUB

  Eduard's special membership club for all modeling enthusiasts!

  15% Permanent Club discount at Eduard Store – you will receive permanent 15% discount on all Eduard

  products and also discount on various other non-Eduard products. Fixed, permanent, forever!

  Unique valuable Club kits and accessories – you will gain access to unique and nowhere else to be sold

  products, specially made for BFC members.

  Even better prices at Eduard events stand – do you know that Eduard usually has huge discounts on

  their products at fairs and events all over the world? BFC members will have even higher discount at

  these events.

  Club T-shirt – you will receive fancy BFC T-shirt with unique design and special barcode

  (used for event discounts). This exclusive T-shirt will be only available

  to the members of BFC.

  Free entry fee on E-day – you will not have to pay a penny to visit Eduard's E-day.

  That means lot of fun at E-day for two days and entry kit, absolutely free!

  * E-day - INTERNATIONAL SCALE KIT EXHIBITION - IPMS Czech Republic Championship

  BOX CONTENT:

  Plastic parts, Marking options 6, Decal Set, PE parts, Maska, Brassin

  parts (two different types of wheels, landing flaps, dust filter with

  eyelid, intake ring and RP-3 60lb rockets), 3D decals for main and si

  -

  dewalk instrument and control panels with photo-etched details and

  seat belts.

  BOX CONTENT:

  Plastic parts, Marking options 4, Decal Set, PE parts, Maska, Brassin

  parts (undercarriage wheels, cockpit, exhaust nozzle, FOD).

  How to become a member of BFC?How to become a member of BFC?

  Simply by purchasing the Activation product. You will be given 15% discount on (almost) every Eduard

  product in your shopping cart. To apply this discount, the Activation product has to be in your shopping

  cart. Activation product is excluded from this calculation.

  Activation products:Activation products:

  Tempest Mk. V + T-shirt 1/48MiG-21MF + T-shirt 1/72

• Page 76

  BRASSIN

  Collection of 4 sets for FM-2 in 1/48 scale.

  Recommended kit: Eduard

  - cockpit

  - exhausts

  - undercarriage legs BRONZE

  - undercarriage wheels

  All sets included in this BIG SIN are available separately,

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

  SIN648115

  FM-2 w/ armoured headrest ESSENTIAL

  1/48 Eduard

  Product page

  INFO Eduard76

  December 2023

• Page 77

  BRASSIN

  Collection of 3 sets for F6F-3 and F6F-5 in 1/48 scale.

  Recommended kit: Eduard

  - undercarriage bays

  - undercarriage wheels

  - undercarriage legs BRONZE

  All sets included in this BIG SIN are available separately,

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

  SIN648117

  F6F undercarriage

  1/48 Eduard

  Product page

  INFO Eduard

  77

  December 2023

• Page 78

  PHOTO

  -

  ETCHED

  DECEMBER 2023

  WC-52

  1/35 Zvezda

  36511

  INFO Eduard78

  December 2023

• Page 79

  BMP-3

  1/35 Zvezda

  PHOTO

  -

  ETCHED

  36512

  INFO Eduard

  79

  December 2023

• Page 80

  PHOTO

  -

  ETCHED

  USS Nimitz CVN-68 part 6

  1/350 Trumpeter

  53300

  INFO Eduard80

  December 2023

• Page 81

  PHOTO

  -

  ETCHED

  USS Nimitz CVN-68 part 6

  1/350 Trumpeter

  53300

  INFO Eduard

  81

  December 2023

• Page 82

  PHOTO

  -

  ETCHED

  Seafire F.XVII exterior

  1/48 Airfix

  481127

  INFO Eduard82

  December 2023

• Page 83

  PHOTO

  -

  ETCHED

  Seafire F.XVII

  Seafire F.XVII

  seatbelts

  STEEL

  Seafire F.XVII

  1/48 Airfix

  FE1400

  FE1399

  INFO Eduard

  83

  December 2023

• How to do With Photo-etched Accessories, Part II. - Gluing Parts and Painting

  In this segment of the article series, I aim to streamline the modeling process for working with photo-etched parts, introducing advanced techniques and lesser-known chemicals that significantly expedite the process. Toward the end of this section, I will share valuable tips on painting photo-etch.

  PHOTO

  -

  ETCHED

  How to do With Photo-etched Accessories,

  Part II. - Gluing Parts and Painting

  In this segment of the article

  series, I aim to streamline

  the modeling process for

  working with photo-etched

  parts, introducing advanced

  techniques and lesser-known

  chemicals that significantly

  expedite the process. Toward

  the end of this section, I will

  share valuable tips on painting

  photo-etch.

  Jakub Nademlejnský

  When anticipating the

  painting of specific

  photo-etched parts,

  it's advisable to

  pre-paint them with

  isopropyl alcohol before

  cutting them from the

  planchette. This process

  effectively degreases

  the parts, removing any

  oily residue that might

  interfere with the paint

  application, preventing

  smudges. Unprepped

  photo-etch is susceptible

  to paint peeling.

  INFO Eduard84

  December 2023

• Page 85

  PHOTO

  -

  ETCHED

  The completed, degreased parts, cut with precision using etch scissors

  (my preference being Italeri ones), and expertly bent with straight tweezers.

  To ensure a successful bond, I dispense several drops of thin superglue from

  various manufacturers onto coated paper. Experimenting with different brands

  and consistencies of glue is recommended.Some people work better with extra-

  thin glues, but they are demanding on speed of application. With gel adhesives,

  on the other hand, you have plenty of application time, however, the cleanliness

  of the adhesive is challenging, you probably can't do without using a debonder

  afterwards.

  When attaching metal photo-etched parts to plastic, it's advisable to coat the

  plastic component, at least at the gluing point, with isopropyl alcohol too.

  The area is then perfectly prepared for the application of the photo-etch

  and we do not have to worry about the joint not being strong enough.

  For the gluing process, carefully dip small parts into a drop of superglue, which remains

  viable on the coated paper for an extended period, facilitating a more comfortable

  application.

  Using tweezers to secure the piece in place allows ample time for accurate positioning,

  preventing the surrounding area from being inadvertently coated with glue.

  The glued side of the piece is dipped into a drop of thin superglue, and pointed tweezers are employed to secure it in place. The slow-drying nature of the glue provides

  sufficient time for precise placement.

  INFO Eduard

  85

  December 2023

• Page 86

  With the piece firmly glued, the surrounding area

  remains clean, free from excess glue.

  Once the piece can be maneuvered, use pointed tweezers for handling.The 36506 set includes a colored part from the SPACE product range. The application

  procedure for this product line is detailed in Info 03/2021 on pages 53-54. A brief

  summary: wet the part with base paper in water and detergent over a sponge.

  Employing the applicator described in Part I, apply a few drops to the desired gluing area. Unlike metallic photo-etched parts, I recommend placing SPACE parts directly

  onto the pre-applied glue rather than dipping them.

  The SPACE part is glued in place.

  PHOTO

  -

  ETCHED

  INFO Eduard86

  December 2023

• Page 87

  Apply 2-3 coats of Surfacer before

  proceeding to spray the part

  with surface colors. This method

  enhances the durability of the paint

  on the photo-etched part, allowing

  it to withstand less careful handling.

  Tweezers with rubber bands on the

  tips are recommended to prevent

  paint scratches

  Before painting, it's advisable to recoat the already glued and bent part with

  Mr. Metal Primer-R.

  Apply Mr. Metal Primer R with a regular brush, ensuring a thin film, and allow it to dry

  for 15 minutes.

  Apply Mr. Metal Primer R with a regular brush, ensuring a thin film, and allow it to dry

  for 15 minutes.

  Before the initial paint coat,

  apply Mr. Resin Primer

  Surfacer either with spray or

  airbrush variant.

  (to be continued)

  PHOTO

  -

  ETCHED

  INFO Eduard

  87

  December 2023

• Page 88

  easy

  application

  3DL32021 AH-1G early SPACE 1/35 ICM

  3DL48147

  Seafire F.XVII SPACE 1/48 Airfix

  Product page

  Product page

  INFO Eduard88

  December 2023

• Page 89

  easy

  application

  SPACE

  3DL48148 Mi-17 SPACE 1/48 Trumpeter

  3DL48149

  FM-1 SPACE 1/48 Eduard

  SPACE

  Product page

  Product page

  INFO Eduard

  89

  December 2023

• Page 90

  SPACE

  3DL48150 P-39N SPACE 1/48 Eduard

  3DL48151

  X-1 SPACE 1/48 Eduard

  Product page

  Product page

  INFO Eduard90

  December 2023

• Page 91

  Product page

  Product page

  DECAL SET

  D48114

  F-35A stencil

  1/48 Tamiya

  D72046

  F-35A stencil

  1/72 Tamiya

  INFO Eduard

  91

  December 2023

• Page 92

  BIG ED

  All sets included in this BIG ED are available separately,

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

  BIG49388 Yak-9T 1/48 Zvezda

  BIG49389

  F-4G 1/48 Meng

  491376 Yak-9T 1/48

  FE1377 Yak-9T seatbelts STEEL 1/48

  EX974 Yak-9T 1/48

  481121 F-4G reinforcement straps & formation lights 1/48

  49103 Remove Before Flight STEEL

  491378 F-4G 1/48

  FE1379 F-4G seatbelts STEEL 1/48

  EX972 F-4G 1/48

  Product page

  Product page

  INFO Eduard92

  December 2023

• Page 93

  All sets included in this BIG ED are available separately,

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

  BIG ED

  BIG72176 PBY-5A 1/72 Hobby 2000/Academy

  BIG5369

  USS Nimitz CVN-68 PART I 1/350 Trumpeter

  72731 PBY-5A exterior 1/72

  73806 PBY-5A 1/72

  CX115 PBY-5 Catalina 1/72

  53295 USS Nimitz CVN-68 part 1 1/350

  53296 USS Nimitz CVN-68 part 2 1/350

  53297 USS Nimitz CVN-68 part 3 1/350

  Product page

  Product page

  INFO Eduard

  93

  December 2023

• Page 94

  MASKS

  IT FITS!

  JX320 AH-1G

  1/35 ICM

  JX321 AH-1G TFace

  1/35 ICM

  EX991 Seafire F.XVII

  1/48 Airfix

  EX992 Seafire F.XVII TFace

  1/48 Airfix

  EX993 Mi-17

  1/48 Trumpeter

  EX994 Mi-17 TFace

  1/48 Trumpeter

  EX995 Bf 109E-4 TFace

  1/48 Eduard

  EX996 F6F-3 US national insignia

  1/48 Eduard

  CX656 S-199 Erla canopy Weekend

  1/72 Eduard

  JX320 AH-1G

  JX320 AH-1G

  JX320 AH-1G TFace JX320 AH-1G TFace

  JX320 AH-1G TFaceJX320 AH-1G TFace

  EX992 Seafire F.XVII TFace

  EX992 Seafire F.XVII TFace

  EX991 Seafire F.XVII

  EX991 Seafire F.XVII

  EX992 Seafire F.XVII TFace

  EX992 Seafire F.XVII TFace

  INFO Eduard94

  December 2023

• Page 95

  EX994 Mi-17 TFace

  EX994 Mi-17 TFace

  EX994 Mi-17 TFace

  EX994 Mi-17 TFace

  MASKS

  EX993 Mi-17

  EX993 Mi-17

  EX995 Bf 109E-4 TFace

  EX995 Bf 109E-4 TFace EX995 Bf 109E-4 TFace

  EX995 Bf 109E-4 TFace

  INFO Eduard

  95

  December 2023

• Page 96

  RELEASES

  DECEMBER 2023

  KITS

  PE

  -

  SETS

  ZOOMS

  MASKS

  DECAL SETS

  82204 FM-1 Wildcat 1/48 ProfiPACK

  8067 P-39N Airacobra 1/48 ProfiPACK

  84196 Bf 109E-4 1/48 Weekend

  7472 Avia S-199 ERLA canopy 1/72 Weekend

  8079 X-1 Mach Buster Re-release 1/48 ProfiPACK

  82117 Bf 109G-4 Re-release 1/48 ProfiPACK

  7406 Albatros D.V Re-release 1/72 Weekend

  53300 USS Nimitz CVN-68 part 6 1/350 Trumpeter

  53301 USS Nimitz CVN-68 part 7 1/350 Trumpeter

  36511 WC-52 1/35 Zvezda

  36512 BMP-3 1/35 Zvezda

  321015 AH-1G early 1/35 ICM

  481125 FM-1 landing flaps 1/48 Eduard

  481126 Mi-17 cargo seats 1/48 Trumpeter

  481127 Seafire F.XVII exterior 1/48 Airfix

  491399 Seafire F.XVII 1/48 Airfix

  491401 Mi-17 1/48 Trumpeter

  491402 Mi-17 cargo seatbelts STEEL 1/48 Trumpeter

  491404 Sea King HAS.1 cargo interior 1/48 Airfix

  491405 Sea King HAS.5 cargo interior 1/48 Airfix

  491406 Sea King HU.5 cargo interior 1/48 Airfix

  33361 AH-1G early 1/35 ICM

  33362 AH-1G early seatbelts STEEL 1/35 ICM

  FE1399 Seafire F.XVII 1/48 Airfix

  FE1400 Seafire F.XVII seatbelts STEEL 1/48 Airfix

  FE1401 Mi-17 1/48 Trumpeter

  FE1402 Mi-17 seatbelts STEEL 1/48 Trumpeter

  FE1403 Bf 109E-4 Weekend 1/48 Eduard

  SS815 S-199 Erla canopy Weekend 1/72 Eduard

  JX320 AH-1G 1/35 ICM

  JX321 AH-1G TFace 1/35 ICM

  EX991 Seafire F.XVII 1/48 Airfix

  EX992 Seafire F.XVII TFace 1/48 Airfix

  EX993 Mi-17 1/48 Trumpeter

  EX994 Mi-17 TFace 1/48 Trumpeter

  EX995 Bf 109E-4 TFace 1/48 Eduard

  EX996 F6F-3 US national insignia 1/48 Eduard

  CX656 S-199 Erla canopy Weekend 1/72 Eduard

  D48114 F-35A stencils 1/48 Tamiya

  D72046 F-35A stencils 1/72 Tamiya

  INFO Eduard96

  December 2023

• Page 97

  BIG-EDBIG-ED

  RELEASES

  BRASSIN

  LöökPLUS

  BIG SIN

  SPACE

  644230 F-16D Block 50 LööK 1/48 Kinetic

  644240 Fw 190A-7 LööK 1/48 Eduard

  644241 FM-1 LööK 1/48 Eduard

  648906 Bf 109K external fuel tanks 1/48 Eduard

  648938 Hurricane Mk.II gun bays PRINT 1/48 Arma Hobby

  648940 Fw 190A-7 cockpit PRINT 1/48 Eduard

  648941 Fw 190A-7 engine & fuselage guns 1/48 Eduard

  648942 Fw 190A-7 undercarriage legs BRONZE 1/48 Eduard

  648943 FM-1 undercarriage legs BRONZE 1/48 Eduard

  648944 FM-1 wheels 1/48 Eduard

  648945 FM-1 folding wings PRINT 1/48 Eduard

  648946 FM-1 exhaust PRINT 1/48 Eduard

  648947 FM-1 engine PRINT 1/48 Eduard

  648948 FM-1 wheel bay PRINT 1/48 Eduard

  648949 FM-1 seat PRINT 1/48 Eduard

  648950 FM-1 gun barrels PRINT 1/48 Eduard

  672341 Bf 109G-2/G-4

  wheels for bulged wings PRINT 1/72 Eduard

  672342 Bf 109G-2 cockpit PRINT 1/72 Eduard

  672343 Bf 109G-4 cockpit PRINT 1/72 Eduard

  672344 Bf 109G radio compartment PRINT 1/72 Eduard

  672345 F6F wheel bays PRINT 1/72 Eduard

  672346 Bf 109G propeller PRINT 1/72 Eduard

  634045 MC.202 LööKplus 1/32 Italeri

  644236 MiG-17F LööKplus 1/48 AMMO

  644237 F-16D Block 30 LööKplus 1/48 Kinetic

  SIN648115 FM-2 w/ armoured headrest ESSENTIAL 1/48 Eduard

  SIN648117 F6F undercarriage 1/48 Eduard

  3DL32021 AH-1G early SPACE 1/35 ICM

  3DL48147 Seafire F.XVII SPACE 1/48 Airfix

  3DL48148 Mi-17 SPACE 1/48 Trumpeter

  3DL48149 FM-1 SPACE 1/48 Eduard

  3DL48150 P-39N SPACE 1/48 Eduard

  3DL48151 X-1 SPACE 1/48 Eduard

  DECEMBER 2023

  BIG ED

  BIG49388 Yak-9T 1/48 Zvezda

  BIG49389 F-4G 1/48 Meng

  BIG72176 PBY-5A 1/72

  Hobby 2000/Academy

  BIG5369 USS Nimitz CVN-68 PART I 1/350 Trumpeter

  INFO Eduard

  97

  December 2023

• Page 98

  BUILT

  Aero L-39C/CM/ZA/ZO

  1/72

  built by Karel Pádár

  #2109

  MARKING J

  INFO Eduard98

  December 2023

• Page 99

  BUILT

  L-39ZO, s/n 831135, Lt. Laszló Goron, 59th Szentgyörgyi Dezsö Airbase,

  Kecskemet, Hungary, August 2007

  To be continued in

  the next issue with

  a photo gallery about

  the build of the model

  with comments by

  Karel Pádár.

  On the request of foreign clients, the L-39C

  was developed into the L-39ZO between 1973

  and 1976. Among other modifications, the

  ZO version was given four wing pylons with

  a strengthened structure and landing gear.

  In 1994 Hungary received 24 aircraft from

  Germany for the symbolic price of one DM. The

  last of these aircraft retired in the fall of 2009.

  Aircraft coded 135 was camouflaged on the

  upper and side surfaces in shades of brown

  and green while the undersides were in light

  blue. In 2007, under the guidance of Crew Chief

  MSgt. Lajos Molnar, the aircraft acquired an

  attractive sharkmouth design and the vertical tail

  surfaces received the Hungarian national colors.

  The airfield from which this aircraft flew was

  named after Dezső Szentgyörgyi, the most

  successful Second World War Hungarian pilot

  with twenty-nine confirmed kills.

  INFO Eduard

  99

  December 2023

• Page 100

  BUILT

  F-4E

  HASEGAWA

  1/48

  built by Jan Novotný

  Accessories used:

  648009 F-4C/D/E/F/G seat (Brassin)

  648012 F-4C/D/E/F/G wheels (Brassin)

  648023 F-4 exhaust nozzles late (Brassin)

  648148 AGM-12C Bullpup B (Brassin)

  BIG4809 F-4E (PE

  -

  Set)

  INFO Eduard100

  December 2023

• Page 101

  BUILT

  INFO Eduard

  101

  December 2023

• Page 102

  BUILT

  X-1 Mach Buster

  1/48

  built by Josef Choreň

  #8079

  MARKING A

  INFO Eduard102

  December 2023

• Page 103

  BUILT

  46-062, Charles Yeager, Muroc Dry Lake Base, October 1947

  Charles “Chuck” Elwood Yeager became the

  first man in history to break the sound barrier in

  this aircraft on October 14, 1947. It was piquant

  that two days prior the record flight, Yeager

  broke two ribs in a horse-riding accident and

  was unable to move his right arm due to the

  pain. Bell’s rocket-powered experimental

  aircraft was painted bright orange throughout

  and already sported new style of the national

  insignia. The Glamorous Glennis inscription in

  front of the entrance door related to Chuck’s

  wife. Yeager was an American World War II

  fighter ace with 13 kills, and his Mustangs bore

  the same name. He was shot down over France

  and, with the help of the French Resistance,

  made it across the occupied territories to

  Gibraltar. From there he returned to the unit.

  After the war, he make use of the rule allowing

  the downed pilots to choose a base for their

  further service. Because of family reasons

  Yeager chose Wright Field, the research and

  development center of the U.S. Air Force. There

  he was picked by the chief of the flight test

  team, Colonel Albert Boyd, and assigned to his

  group of experimental aircraft pilots.

  Product page

  INFO Eduard

  103

  December 2023

• Page 104

  BUILT

  1/48

  built by Robert Szwarc

  #11177

  MARKING F

  Product page

  INFO Eduard104

  December 2023

• Page 105

  Maj. Wilhelm Batz, CO of II./JG 52, Zeltweg, Austria, May 1945

  This aircraft (probably 334xxx series) was

  the personal mount of the CO of II./JG 52, Maj.

  Wilhelm Batz. In February 1943 he was assigned

  to the Stab II./JG 52 on the Eastern Front and

  achieved his first victory on March 11. In May

  he was appointed CO of 5./JG 52. By March

  1944 he had already achieved his 100th victory

  and in April he was appointed CO of III./JG 52.

  In early February 1945 he became commander of

  II./JG 52 in Hungary. He scored his last victory

  (237th) on April 16, 1945. Five days later he

  received the Swords to the Knight’s Cross

  with Oak Leaves. Batz and his unit flew from

  Zeltweg, Austria, to Bad Aibling, Bavaria, on May

  8, 1945, to surrender, escorted by a formation

  of Thunderbolts in the final part of the route.

  After the war he joined the Bundesluftwaffe and

  successively commanded Flugzeugführerschule

  S and Lufttransportgeschwader 63. Yellow

  markings were introduced by Luftflotte 4 in

  March 1945. The fuselage and vertical tail were

  painted with RLM 81 (dark brown variant) and

  RLM 82. The lower part of the fuselage was left

  unpainted, the joints were filled. Fuselage sides

  were sprayed with RLM 76, which is also used on

  the oil cooler cowling. The wing was camouflaged

  with RLM 74, 75 and 76.

  BUILT

  INFO Eduard

  105

  December 2023

• Page 106

  BUILT

  1/48

  built by Paolo Portuesi

  #11177

  MARKING I

  Product page

  Accessories used:

  648902 Bf 109K-4 engine (Brassin)

  648903 Bf 109K-4 propeller PRINT (Brassin)

  648914 Bf 109K-4 wheels (Brassin)

  stránka produktu

  INFO Eduard106

  December 2023

• Page 107

  BUILT

  WNr. 333878, S. Ten Umberto Gallori, 3

  a

  Squadriglia, I

  o

  Gruppo Caccia,

  Lonate Pozzolo, Italy, March 1945

  This aircraft, produced in February 1945, was one

  of six Bf 109K-4s received by the Aeronautica

  Nazionale Repubblicana in Northern Italy. During

  February it was assigned to 3

  a

  Squadriglia

  “Arciere”, which was part of I

  o

  Gruppo Caccia

  “Asso di Bastoni” under the command of Maggiore

  Adriano Visconti (10 victories). The aircraft, WNr.

  333878 “3-14”, was damaged in aerial combat on

  April 10, 1945. In the early morning hours, three

  Bf 109s from Io Gr. C. were sent against four P-47s

  from the 65th FS, 57th FG, which were conducting

  a weather reconnaissance in the Milan-Lago di

  Como area. In the aerial combat a Bf 109G-14/AS

  “1-7“, piloted by M.llo Veronesi, and a Bf 109K-4

  “3-14”, piloted by S. Ten Gallori, were damaged.

  One P-47 was reported damaged by M.llo Forlani.

  The American pilots did not claim any victories.

  In late April, the Io Gr. C. moved to Malpensa and

  on April 29, after receiving security guarantees,

  laid down its arms and surrendered. Visconti and

  his aide, however, were shot dead by Russian

  bodyguards of resistance commander Aldo

  Aniasi. Fuselage and vertical tail was probably

  painted in RLM 81 (dark brown variant) and RLM

  82 with yellow-grey version of RLM 76. Wing

  was painted with colors RLM 74, 75 and 76, the

  RLM 74 was darker version with tinge of green.

  INFO Eduard

  107

  December 2023

• Page 108

  ON APPROACH

  JANUARY 2024

  644244

  TBF-1C LööK

  1/48 Academy

  644245

  P 39N LööK

  1/48 Eduard

  644246

  P-47D-25 LööK

  1/48 MINIART

  BIG49390 Hurricane Mk.IIc 1/48 Arma Hobby

  BIG49391 Hunter FGA.9 1/48 Airfix

  BIG49392 Hunter FR.10 1/48 Airfix

  BIG49393 Hunter GA.11 1/48 Airfix

  BIG49394 Vampire FB.5 1/48 Airfix

  BIG49395 Vampire FB.9 1/48 Airfix

  BIG72177 B-29 1/72 Hobby 2000/Academy

  644244 TBF-1C LööK 1/48 Academy

  644245 P-39N LööK 1/48 Eduard

  644246 P-47D-25 LööK 1/48 MINIART

  648873 Bf 109E rudder pedals early 1/48

  648874 Bf 109E rudder pedals late 1/48

  648939 Bf 109K-4 gun barrels PRINT 1/48 Eduard

  648951 FM-1 cockpit PRINT 1/48 Eduard

  648952 FM-1 gun bays PRINT 1/48 Eduard

  648953 Bf 109G-6/AS cockpit PRINT 1/48 Eduard

  648954 Bf 109K-4 wheel bays PRINT 1/48 Eduard

  648955 F-16A MLU cockpit PRINT 1/48 Kinetic

  648956 FM-2 wheel bay PRINT 1/48 Eduard

  648957 P-39 seat PRINT 1/48 Eduard

  648958 P-39 exhaust stacks fishtail PRINT 1/48 Eduard

  648959 P-39 exhaust stacks rounded PRINT 1/48 Eduard

  648960 FM-2 engine PRINT 1/48 Eduard

  648961 Bf 109K-4 radio compartment PRINT 1/48 Eduard

  648962 P-47D wheels cross tread 1/48 MINIART

  672337 MiG-29 airbrakes PRINT 1/72 Great Wall Hobby

  672347 Bf 109G-5/G-6 cockpit PRINT 1/72 Eduard

  672348 Bf 109G-5/G-6 wheels PRINT 1/72 Eduard

  672349 WGr.21 for Bf 109G PRINT 1/72 Eduard

  644238 F-16D Block 40 LööKplus 1/48 Kinetic

  644242 FM-1 LööKplus 1/48 Eduard

  SIN648118 Bf 109K-4 ESSENTIAL 1/48 Eduard

  SIN67222 F-35A 1/72 Tamiya

  BIG ED (January)

  BRASSIN (January)

  LöökPlus (January)

  BIGSIN (January)

  LööK set - Brassin pre-painted dashboards

  and STEEL seatbelts for TBF-1C in 1/48 scale.

  Easy to assemble, replaces plastic parts.

  Recommended kit: Academy

  Set contains:

  - resin: 5 parts

  - 3D print: 1 part

  - decals: no

  - photo-etched details:

  yes, pre-painted

  - painting mask: no

  LööK set - Brassin pre-painted dashboard

  and STEEL seatbelts for P-39N in 1/48 scale.

  Easy to assemble, replaces plastic parts.

  Recommended kit: Eduard

  Set contains:

  - resin: 2 parts

  - decals: no

  - photo-etched details:

  yes, pre-painted

  - painting mask: no

  LööK set - Brassin pre-painted dashboard

  and STEEL seatbelts for P-47D-25 in 1/48 scale.

  Easy to assemble, replaces plastic parts.

  Recommended kit: Miniart

  Set contains:

  - resin: 2 parts

  - decals: no

  - photo-etched details:

  yes, pre-painted

  - painting mask: no

  PRELIMINARY IMAGES

  PRELIMINARY IMAGES

  PRELIMINARY IMAGES

  INFO Eduard108

  December 2023

• Page 109

  648873

  Bf 109E rudder pedals early

  1/48

  ON APPROACH

  Brassin set - rudder pedals for Bf 109E

  in 1/48 scale. The set consists of 2 pairs of the

  pedals. Easy to assemble, replaces plastic parts.

  Set contains:

  - 3D print: 4 parts

  - decals: no

  - photo-etched details: no

  - painting mask: no

  648874

  Bf 109E rudder pedals late

  1/48

  648939

  Bf 109K-4 gun barrels PRINT

  1/48 Eduard

  Brassin set - rudder pedals for Bf 109E

  in 1/48 scale. The set consists of 2 pairs

  of the pedals. Easy to assemble, replaces

  plastic parts.

  Set contains:

  - 3D print: 4 parts

  - decals: no

  - photo-etched details: no

  - painting mask: no

  Brassin set - gun barrels for Bf 109K-4

  in 1/48 scale.Easy to assemble, replaces

  plastic parts. Made by direct 3D printing.

  Recommended kit: Eduard

  Set contains:

  - 3D print: 2 parts

  - decals: no

  - photo-etched details: no

  - painting mask: no

  INFO Eduard

  109

  December 2023

• Page 110

  ON APPROACH

  JANUARY 2024

  648951

  FM-1 cockpit PRINT

  1/48 Eduard

  648952

  FM-1 gun bays PRINT

  1/48 Eduard

  648953

  Bf 109G-6/AS cockpit PRINT

  1/48 Eduard

  Brassin set - cockpit for FM-1 in 1/48 scale.

  Made by direct 3D printing.

  Recommended kit: Eduard

  Set contains:

  - 3D print: 13 parts

  - decals: yes

  - photo-etched details: yes, pre-painted

  - painting mask: no

  Brassin set - gun bays for FM-1 in 1/48 scale.

  The set consists of gun bays for both wings.

  Made by direct 3D printing.

  Recommended kit: Eduard

  Set contains:

  - 3D print: 16 parts

  - decals: no

  - photo-etched details: yes

  - painting mask: no

  Brassin set - cockpit for Bf 109G-6/AS

  in 1/48 scale. Made by direct 3D printing.

  Recommended kit: Eduard

  Set contains:

  - 3D print: 18 parts

  - resin: 1 part

  - decals: yes

  - photo-etched details: yes, pre-painted

  - painting mask: no

  INFO Eduard110

  December 2023

• Page 111

  ON APPROACHJANUARY 2024

  648954

  Bf 109K-4 wheel bays PRINT

  1/48 Eduard

  648955

  F-16A MLU cockpit PRINT

  1/48 Kinetic

  648956

  FM-2 wheel bay PRINT

  1/48 Eduard

  Brassin set - wheels bays for Bf 109K-4

  in 1/48 scale. Made by direct 3D printing.

  Recommended kit: Eduard

  Set contains:

  - 3D print: 4 parts

  - decals: no

  - photo-etched details: no

  - painting mask: no

  Brassin set - cockpit for F-16A MLU in 1/48 scale.

  Made by direct 3D printing.

  Recommended kit: Kinetic

  Set contains:

  - 3D print: 15 parts

  - decals: yes

  - photo-etched details: yes, pre-painted

  - painting mask: no

  Brassin set - wheels bay for FM-2 in 1/48 scale.

  Made by direct 3D printing.

  Recommended kit: Eduard

  Set contains:

  - 3D print: 14 parts

  - decals: no

  - photo-etched details: no

  - painting mask: no

  INFO Eduard

  111

  December 2023

• Page 112

  ON APPROACH

  648957

  P-39 seat PRINT

  1/48 Eduard

  648958

  P-39 exhaust stacks fishtail PRINT

  1/48 Eduard

  648959

  P-39 exhaust stacks rounded PRINT

  1/48 Eduard

  Brassin set - pilot seat for P-39 in 1/48 scale.

  Easy to assemble, replaces plastic parts.

  Made by direct 3D printing. Recommended kit: Eduard

  Set contains:

  - 3D print: 1 part

  - decals: no

  - photo-etched details: yes, pre-painted

  - painting mask: no

  Brassin set - exhaust stacks for P-39 in 1/48 scale.

  Easy to assemble, replaces plastic parts.

  Made by direct 3D printing.

  Recommended kit: Eduard

  Set contains:

  - 3D print: 2 parts

  - decals: no

  - photo-etched details: no

  - painting mask: no

  Brassin set - exhaust stacks for P-39 in 1/48 scale.

  Easy to assemble, replaces plastic parts.

  Made by direct 3D printing. Recommended kit: Eduard

  Set contains:

  - 3D print: 2 parts

  - decals: no

  - photo-etched details: no

  - painting mask: no

  JANUARY 2024

  INFO Eduard112

  December 2023

• Page 113

  648961

  Bf 109K-4 radio compartment PRINT

  1/48 Eduard

  648960

  FM-2 engine PRINT

  1/48 Eduard

  Brassin set - radio compartment for Bf 109K-4

  in 1/48 scale. Made by direct 3D printing.

  Recommended kit: Eduard

  Set contains:

  - 3D print: 7 parts

  - decals: no

  - photo-etched details: yes

  - painting mask: no

  ON APPROACH

  Brassin set - engine for FM-2 in 1/48 scale.

  Made by direct 3D printing.

  Recommended kit: Eduard

  Set contains:

  - 3D print: 17 parts

  - decals: no

  - photo-etched details: yes

  - painting mask: no

  648962

  P-47D wheels cross tread

  1/48 Eduard

  Brassin set - the undercarriage wheels for P-47D

  in 1/48 scale. The set consists of the main wheels and

  a tail wheel. Easy to assemble, replaces plastic parts.

  Recommended kit: Miniart

  Set contains:

  - resin: 3 parts

  - 3D print: 4 parts

  - decals: no

  - photo-etched details: yes

  - painting mask: yes

  JANUARY 2024

  INFO Eduard

  113

  December 2023

• Page 114

  ON APPROACH

  672337

  MiG-29 airbrakes PRINT

  1/72 Great Wall Hobby

  672347

  Bf 109G-5/G-6 cockpit PRINT

  1/72 Eduard

  672348

  Bf 109G-5/G-6 wheels PRINT

  1/72 Eduard

  Brassin set - aibrakes for MiG-29 in 1/72 scale.

  Made by direct 3D printing.

  Recommended kit: Great Wall Hobby

  Set contains:

  - 3D print: 3 parts

  - decals: no

  - photo-etched details: no

  - painting mask: no

  Brassin set - cockpit for Bf 109G-5 or Bf 109G-6

  in 1/72 scale. Made by direct 3D printing.

  Recommended kit: Eduard

  Set contains:

  - 3D print: 14 parts

  - decals: yes

  - photo-etched details:

  yes, pre-painted

  - painting mask: no

  Brassin set - the undercarriage wheels for Bf 109G-5

  or Bf 109G-6 in 1/72 scale. The set consists of the main

  wheels and a tail wheel. Easy to assemble, replaces plastic

  parts. Made by direct 3D printing. Recommended kit: Eduard

  Set contains:

  - 3D print: 3 parts

  - decals: no

  - photo-etched details: no

  - painting mask: yes

  JANUARY 2024

  INFO Eduard114

  December 2023

• Page 115

  ON APPROACH

  672349

  WGr.21 for Bf 109G PRINT

  1/72Eduard

  Brassin set - WGr.21 rocket launchers for Bf 109G

  in 1/72 scale. Made by direct 3D printing.

  Recommended kit: Eduard

  Set contains:

  - 3D print: 4 parts

  - decals: no

  - photo-etched details: yes

  - painting mask: no

  JANUARY 2024

  INFO Eduard

  115

  December 2023

• Page 116

  ON APPROACH

  644238

  F-16D Block 40 LööKplus

  1/48 Kinetic

  Collection of 3 sets for F-16D Block 40 in 1/48 scale.

  Recommended kit: Kinetic

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

  - TFace painting mask

  - ejection seats

  JANUARY 2024

  INFO Eduard116

  December 2023

• Page 117

  ON APPROACH

  Collection of 4 sets for FM-1 40 in 1/48 scale.

  Recommended kit: Eduard

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

  - TFace painting mask

  - pilot seat

  - undercarriage wheels

  644242

  FM-1 LööKplus

  1/48 Eduard

  JANUARY 2024

  INFO Eduard

  117

  December 2023

• Page 118

  SIN648118

  Bf 109K-4 ESSENTIAL

  1/48 Eduard

  Collection of 3 sets for Bf 109K-4 in 1/48 scale.

  Recommended kit: Eduard

  - cockpit

  - exhausts

  - undercarriage wheels

  All sets included in this BIG SIN are available separately,

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

  ON APPROACH

  JANUARY 2024

  INFO Eduard118

  December 2023

• Page 119

  SIN67222

  F-35A

  1/72 Tamiya

  Collection of 4 sets for F-35A in 1/72 scale.

  Recommended kit: Tamiya

  - cockpit

  - undercarriage wheels

  - exhaust nozzle

  - Remove Before Flight tags STEEL

  All sets included in this BIG SIN are available separately,

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

  BRASSIN 02/2022BRASSIN 02/2022

  ON APPROACHJANUARY 2024

  INFO Eduard

  119

  December 2023

• Page 120

  PE

  -

  SETS

  53302 USS Iowa BB-61 part 1 1/350 Hobby Boss

  53303 USS Iowa BB-61 part 2 1/350 Hobby Boss

  36513 Ferret Scout Car Mk.2 1/35 Airfix

  36514 T-72M 1/35 Trumpeter

  32489 F-35 external pylons 1/32 Trumpeter

  321016 F-35B 1/32 Trumpeter

  481128 Hurricane Mk.IIc landing flaps 1/48 Hobby Boss

  491407 P-47D-25 1/48 MINIART

  491409 Fulmar Mk.I 1/48 Trumpeter

  491411 Hurricane Mk.IIc 1/48 Hobby Boss

  73816 MiG-29 9-19 SMT 1/72 Great Wall Hobby

  ZOOMS

  33363 F-35B 1/32 Trumpeter

  33364 F-35B seatbelts STEEL 1/32 Trumpeter

  FE1407 P-47D-25 1/48 MINIART

  FE1408 P-47D-25 seatbelts STEEL 1/48 MINIART

  FE1409 Fulmar Mk.I 1/48 Trumpeter

  FE1410 Fulmar Mk.I seatbelts STEEL 1/48 Trumpeter

  FE1411 Hurricane Mk.IIc 1/48 Hobby Boss

  FE1412 Hurricane Mk.IIc seatbelts STEEL 1/48 Hobby Boss

  FE1413 Bf 109K-4 Weekend 1/48 Eduard

  MASKS

  JX322 F-35B 1/32 Trumpeter

  JX323 F-35B TFace 1/32 Trumpeter

  EX997 P-47D-25 1/48 MINIART

  EX998 P-47D-25 TFace 1/48 MINIART

  EX999 Fulmar Mk.I TFace 1/48 Trumpeter

  EX1000 Hurricane Mk.IIc TFace 1/48 Hobby Boss

  EX1001 FM-1 TFace 1/48 Eduard

  EX1002 Bf 109K-4 1/48 Eduard

  EX1003 F6F-3 US national insignia w/ red outline 1/48 Eduard

  CX657 MiG-29 9-19 SMT 1/72 Great Wall Hobby

  SPACE

  3DL32022 F-35B SPACE 1/32 Trumpeter

  3DL48152 Fulmar Mk.I SPACE 1/48 Trumpeter

  3DL48153 Hurricane Mk.IIc SPACE 1/48 Hobby Boss

  3DL48154 P-47D-25 SPACE 1/48 MINIART

  3DL48155 F-16C Block 25 SPACE 1/48 Tamiya

  3DL72025 MiG-29 9-19 SMT SPACE 1/72 Great Wall Hobby

  3DL72026 MiG-15bis SPACE 1/72 Eduard

  DECAL SETS

  D32022 F-35A stencils 1/32 Italeri

  ON APPROACH

  JANUARY 2024

  INFO Eduard120

  December 2023

• Page 121

  ON APPROACH

  GUSTAV pt.1 #2144 1/72

  Bf 109G-5, WNr. 27119, Uffz. Gerhard Kroll,

  Ofw. Friedrich Ungar, Fw. Emil Hecker 9./JG 54,

  Ludwigsluft, Germany, February 1944

  Bf 109G-5, WNr. 26082, Flg. Victor Widmaier,

  7./JG 11, Oldenburg, Germany, October 1943

  Bf 109G-5, WNr. 110047, Ofw. Hanns-Werner Gross,

  1./JG 300, Bonn-Hangelar, Germany, March 1944

  Bf 109G-5/U2, WNr. 27112, Maj. Walther Dahl,

  CO of III./JG 3, Bad Wörishofen, Germany,

  December 1943

  JANUARY 2024

  INFO Eduard

  121

  December 2023

• Page 122

  ON APPROACH

  Bf 109G-6, WNr. 20499, Lt. Erich Hartmann,

  CO of 9./JG 52, New Zaporozhye, the Soviet Union,

  October 1943

  Bf 109G-6, WNr. 20272, Oblt. Heinrich Klöpper,

  CO of 7./JG 1, Rheine, Germany, November 1943

  Bf 109G-6 Trop, WNr. 27169, Fw. Heinrich Bartels,

  11./JG 27, Kalamaki, Greece, November 1943

  Bf 109G-6, WNr. 18107, Uffz. Georg Amon,

  7./JG 53, Torazzo, Sicily, June 1943

  Bf 109G-6, WNr. 163627, ylikersantti Leo Ahokas,

  3/HLeLv 24, Lappeenranta, Finland, June 1944

  Bf 109G-6, WNr. 161742, Rtk. Rudolf Božik,

  Combined Flight, Slovak National Uprising,

  Tri Duby airflield, Slovakia, September 1944

  Bf 109G-6, WNr.18502 or 18503, Hptm. Horst Carganico,

  CO of II./JG 5, Pskov-South, the Soviet Union,

  early 1944

  Bf 109G-6 Trop, Oblt. Alfred Grislawski,

  CO of 1./JG 50, Wiesbaden-Erbenheim,

  Germany, September 1943

  Bf 109G-6, WNr. 19456, Oberst Hannes Trautloft,

  Stab General der Jagdflieger, the Soviet Union,

  August 1943

  Bf 109G-6, WNr. 163162, 2

  a

  Squadriglia,

  2

  o

  Gruppo Caccia, Verona-Villafranca, Italy,

  October 1944

  JANUARY 2024

  INFO Eduard122

  December 2023

• Page 123

  ON APPROACH

  Bf 109K-4 #84197 1/48

  WNr. 332529, Stab JG 52, Deutsch Brod,

  Protectorate of Bohemia and Moravia,

  May 1945

  WNr. 330255, Stab III./JG 27, Wunstorf,

  Germany, May 1945

  WNr. 330204, Hptm. Franz Mentzel,

  9./JG 77, Neuruppin, Germany,

  November 1944

  WNr. 330209, 3

  a

  Squadriglia, I

  o

  Gruppo Caccia,

  Lonate Pozzolo, Italy, March 1945

  JANUARY 2024

  INFO Eduard

  123

  December 2023

• Page 124

  www.eduard.com

  Albatros D.III

  AAllbbaattrrooss DD..IIIIII

  1/48

  Albatros D.III

  Scale Plastic Model Kit

  Eduard - Model Accessories

  Mírová 170

  435 21 Obrnice

  Czech Republic

  1/48

  PLASTIKOVÁ STAVEBNICE

  PRO POKROČILÉ MODELÁŘE

  plastové díly pro stavbu jednoho modelu

  obtisky pro 6 markingů

  fotoleptané díly a vyřezávané masky

  VYROBENO V ČESKÉ REPUBLICE

  Sběratelská položka pro dospělé modeláře

  SCALE PLASTIC MODEL KIT

  FOR ADVANCED MODELLERS

  plastic parts for one scale model

  decals for 6 marking options

  photo etched parts & die cut masks

  MADE IN CZECH REPUBLIC

  Collectible item for adult collectors only

  © Eduard-Model Accessories 2024

  29,95

  Albatros Albatros D.IIID.III

  8114

  item

  AAllbbaattrrooss DD..IIIIII

  Scale Plastic Model Kit

  www.eduard.com

  1/48

  1/48

  scale

  scale

  scale

  item

  8114

  8114

  item

  8114

  item

  1 48

  Oblt. Rudolf Berthold,

  Jasta 18, Harelbeke,

  Belgium, September 1917

  Lt. Lothar & Rtm. Manfred Freiherr

  von Richthofen, Jasta 11, La Brayelle, France, 1917

  Oblt. Hermann Göring,

  CO of Jasta 27,

  Ghistelles, Belgium,

  May 1917

  Lt. Emil Schäfer, CO Jasta 28,

  Wasquehal, France, May 1917

  Lt. Edward Lübbert,

  Jasta 11, La Brayelle,

  France, March 1917

  Lt. Franz Ray, Jasta 28,

  Varsenare, Belgium, autumn 1917

  Albatros D.III

  1/48

  ON APPROACH

  #8114

  Oblt. Rudolf Berthold, Jasta 18,

  Harelbeke, Belgium, September 1917

  D.2006/16, Lt. Lothar & Rtm. Manfred Freiherr

  von Richthofen, Jasta 11, La Brayelle, France,

  March–May 1917

  D.2049/16, Oblt. Hermann Göring,

  CO of Jasta 27, Ghistelles, Belgium,

  May 1917

  Lt. Emil Schäfer, CO Jasta 28,

  Wasquehal, France, May 1917

  D.1996/16, Lt. Hans-Georg Edward

  Lübbert, Jasta 11, La Brayelle, France,

  March 1917

  Lt. Franz Ray, Jasta 28, Varsenare,

  Belgium, autumn 1917

  JANUARY 2024

  INFO Eduard124

  December 2023

• Page 125

  c/n 613234, kpt. Oldřich Paldus, 15th Fighter Regiment,

  Czechoslovak Air Force, Cottbus Airfield,

  German Democratic Republic, August 30, 1957

  c/n 1315376, ex 64th IAK,

  Soviet Union, Mid 1950s

  Maj. Mikhail Ivanovich Mikhin,

  518th IAP, North Korea, May 1953

  No. 20 Squadron, Egypt.,

  Late 1950s / Early 1960s

  c/n 0320138, 1st Squadron,

  101st Reconnaissance Regiment,

  Szolnok, Hungary, 1972

  Re-release

  ON APPROACH

  MiG-15bis

  #7059

  1/72

  JANUARY 2024

  INFO Eduard

  125

  December 2023

• Page 126

  P-51D-5 Mustang

  1/48

  #84172Re-release

  ON APPROACH

  44-13761, Capt. Jack M. Ilfrey, 79th FS, 20th FG,

  8th AF, USAAF Station 367 Kings Cliffe,

  Northamptonshire, Great Britain, autumn 1944

  44-13317, Capt. Donald R. Emerson, 336th FS,

  4th FG, 8th AF, USAAF Station 356 Debden, Essex,

  Great Britain, September 1944

  44-13316, Leonard K. Carson, 362nd FS, 357th FG,

  8th AF, USAAF Station 373 Leiston, Suffolk,

  Great Britain, June 1944

  44-13597, Lt. William E. Fowler, 487th FS, 352nd FG,

  8th AF, USAAF Station 141 Bodney, Norfolk, Great Britain,

  September 1944

  JANUARY 2024

  INFO Eduard126

  December 2023

• Page 127

  BUSINESS LIKE DURING EARTHQUAKES

  Text: Jan Bobek

  In last November's issue of INFO Eduard

  magazine, when I wrote about the bad mood

  and how Russian aggression against Ukraine,

  inflation, energy prices rise and other factors were

  destabilizing our industry , I ended on a positive note,

  mentioning planned innovations in 3D printing, as in

  the production of moulds for kits and changes in our

  marketing, especially in relation to our magazine.

  We are gradually implementing everything,

  but circumstances have not improved much. The

  Russian army is still in Ukraine and Putin, in the

  style of the medieval Mongol Golden Horde, doesn't

  care how many of his own and other people he

  kills. Yet our Ukrainian colleagues, competitors and

  business partners are holding on bravely, as is their

  entire country. Regarding our western neighbours

  in Germany, their economy is in recession for the

  first time in many years. This country is the largest

  investor in the Czech Republic and has a major

  influence on our own economy. What happens

  in Germany always has a delayed effect on us.

  In the first half of this year, I watched with some

  astonishment the statements made by some Czech

  journalists, politicians and senior civil servants that

  the crisis was over. I was sure that it was not over.

  In the meantime, the authors of those articles have

  fallen silent under the weight of statistical data.

  And the trouble continues, and I fear it will continue

  for at least a year or two.

  For us, the situation on the world market is

  still as uncertain as it was a year ago. It is worse

  than during the crisis that began in 2007 and 2008.

  There was a drop in our sales then, but this quickly

  stabilised and remained more or less unchanged.

  Now we are facing a crisis that is caused not by one

  factor, but by several at the same time. The drop in

  sales is being felt in different parts of the world and

  in different countries at different times. As soon as

  the market stabilises in one country, it will falter

  in another. It is similar to an earthquake causing

  aftershocks in unexpected places.

  Customers of our e-shop sometimes complain

  about the high price of shipping. During this year,

  we have managed to expand our portfolio of

  international carriers and, at least within most

  European Union countries, we offer shipping at

  a reasonable price level. But for shipping outside

  the EU, we have not yet found a more cost-effective

  solution from carriers operating in the Czech

  Republic. However we are not giving up and we are

  looking for a solution.

  The situation is not easy even concerning the

  cooperation with our distributors. It is not only their

  caution in the first orders of new products, due to

  the fluctuations in consumer demand on the world

  market. We also have problems with the transport

  of goods, with the price of transport, but also with

  the condition in which the shipment arrives at

  its destination. This year, among other things, it

  happened to us that a carrier lost a whole pallet

  of boxes with our kits and accessories, to this day

  they still don't know where the pallet is and how

  they lost it. One of our North American colleagues

  told me that this only happens in Europe, especially

  Eastern Europe. I assured him that the problem

  really didn't happen there. This somewhat disturbed

  his intercultural stereotypes. Some foreign

  distributors ask us to find small reliable companies

  that will load the goods into their truck and won't

  take their eyes off of them until they hand them over

  at their destination. One of them even told me: “find

  a man with a van!”.

  Here I would like to appeal to you, our customers,

  especially the foreign ones. Keep an eye on your

  local shops and distributors, and if you can, pre-

  order our kits and accessories from them. You'll

  help make this whole situation better.

  In these conditions it is not easy to start working

  with a new partner overseas. For example in

  Brazil, when we got the chance, we approached the

  negotiations with as much openness as possible

  about the European logistics market condition.

  So the first deliveries of our items to the Brazilian

  company HEY HOBBY will come directly from the

  Czech Republic, and the transport prices in the

  Czech Republic and surrounding area will decide

  how it will go. Anyway, I wish our new business

  partner every success. You will be able to meet

  Carlos Theodoro at the 34th GPPSD National Scale

  Modeling Convention, which will take place in São

  Paulo during 9th and 10th December 2023. He will

  be visiting the show on Sunday.

  The way out of the current difficult situation

  is not only new business partners, but also

  innovation. We have

  already increased

  the capacity of our

  designers, who are

  preparing new kits. At

  the same time, we are

  preparing changes in

  our tool shop and with

  external partners

  who will help us

  with the production

  expansion. The year

  2024 will bring a few

  surprises, fans of

  1/72 scale can look

  forward to it, but other

  scales will not come short either. As Vladimír Šulc

  mentions in his editorial, the planned paid-for

  supplement of INFO magazine will also be a benefit

  for our customers. The overall concept of loyalty

  benefits and the Bunny Fighter Club is currently

  under consideration, so hopefully there will as well

  be some nice changes in this regard in 2024.

  Finally, I would like to mention one topic that

  concerns INFO magazine. Both for its standard issue,

  but especially for its coming paid-for supplement,

  we will have new authors from the Czech Republic

  and abroad. We are already publishing articles

  by some well-known authors and we appreciate

  it very much. It is our priority that an article is

  based on the best available sources and we don't

  mind if its content differs from the knowledge we

  have used before in some of our kits. For example,

  Ed DeKiep's article on the markings of the Zeros of

  Tainan Kōkūtai, published in INFO Eduard magazine

  10/2022, illustrates why the tail stripe on Sakai's

  Zero V-128 should be done in red rather than the

  white we recommended in our previously released

  kit. In other cases, we had information sources

  on the subject that were unknown to the author,

  we provided them to him, and it was his decision

  how he used them. In short, we take history very

  seriously, both in the preparation of articles as in

  the preparation of kits.

  Not only are we approaching authors in the

  area of aviation history, but we will also have new

  authors in the areas of land vehicles and warships.

  However, we will be very grateful if we hear from

  former and current aviators, members of the

  ground or shipboard staff, etc. In this regard, please

  contact my colleague Jan Zdiarský, who is the

  editor-in-chief of INFO Eduard magazine.

  INFO Eduard

  127

  December 2023

• Editorial

  
  

  Good day, Dear Friends,

  After a three-year break, we made a return to Telford, and it was a triumphant return at that! After all, Britain is the cradle of our business, and the Telford event is the biggest exhibition in our field and it would be a mistake to miss it. Our plan is to continue attending such events, beginning with Nuremberg in January/February. I firmly hope that this year we will meet more colleagues from other companies and more business people and journalists there than last year. I'll admit I'm a little nervous. Through the level of participation of companies at Nuremberg, how much the world is returning to normal can be gauged, and we would all be grateful for indications that it really is doing just that.

   In January, just prior to Nuremberg, we’ll be in Hradec Králové, attending their event there. In the spring, we will continue our exhibition activities in Prosek in Prague, we will probably also be in Italy in Verona and in Poland in Bydgoszcz. In April we will attend the traditional show in Mosonmagyarovár, followed by Zagreb in May, and I would like to go on a survey of Saumur. There will be another Iron Bunny contest in Bublava in June, which is a unique invitational event for selected participants, but our involvement in it is significant. Then, in the summer, we’re in Wisconsin for the IPMS USA Nationals. That will be followed by E-day, Eindhoven, Nitra and Telford. That’s it. I miss anything??

   At every one of this year's exhibitions, I was very pleased with the response that our magazine received from modelers. I take it as the result of our efforts to transform our monthly publication from a comprehensive advertising leaflet into an online modeling magazine that not only informs, but also entertains. For a year now, we have been preparing for the next step, which will be adding a paid supplement to the Info Eduard magazine. Don't be afraid of that idea. I promise, it won’t be a waste of your money, and not just because it will be a well thought out magazine. It will be a paid for item for several reasons. Our current magazine, as you know it, including historical and technical articles, will remain in its current form. An optional addition will be made available. The plan is that it will consist of an editorial, which I will probably still write myself, but I won't go into too much detail in it regarding our own items, and it will feature an interview with one of the personalities connected to our field and fields related to it, such as military or civil aviation. The main content will usually be three historical and technical articles, and several other sections, that are not specifically geared to our products. It will be news concerning model making; what new people have made or are preparing to make, especially in terms of kits, but there may also be information about new books, films, and we are preparing a section covering flight simulators, as well as news from aviation in general and museums, and of course, build articles. But these will by no means be limited to our kits. They will cover interesting and well-built models from various exhibitions, regardless of the manufacturer of the source kit or the accessories used in their completion. In order to put all of this together into a functioning entity, we had to find collaborators who demand payment for their work. We currently pay external contributors, but the majority of the articles are from us, the editorial board members. We write them in our spare time, apart from our regular work duties, and we don't get paid extra for it, and we believe that our efforts will be reflected in the sales of our products. It will be different in the optional addition, where the content of each issue will be a rather more expensive matter. Our own advertising content will also be very limited in the attachment, remaining more a part of the classic free Info Eduard magazine. All in all, the magazine supplement will be a costly affair to put together which we will not be able to afford to fully subsidize, so we will be selling it.

   So, how can I claim that paying for the supplement to our monthly magazine won’t be a waste of your money? At the moment I don't know exactly how much it will cost, but we will be in the range of $10US. For this, in addition to the attachment, you will also receive a discount coupon for purchases in the Eduard e-shop. The coupon will be a one-time purchase, but it will give you a total return on your investment in the magazine when you buy it, and you'll still have fun doing it. You and we should both profit from it. You will be able to try it out in March.

   Now you might be wondering what will happen to the printed magazine. The answer is that there will be no printed Info Eduard, at least for the foreseeable future. We have come to the conclusion that it is beyond our capabilities for the time being. I'm not saying it will never be, but not right now, while we are focused on finishing the above described attachment.

   

  New Items for December

   Quite a while back, I decided to slightly change the format of my editorial and limit the list of current news that I point out month after month. I can't shake the feeling that I'm doing unnecessary work, duplicating what everyone finds in the issue, and annoying a lot of people. I finally reached a decision. So I'll limit myself to the most important or significant items only. If you didn't like it, get in touch. I would love to hear from you.

   The most important piece to come out of December is the 48th scale Profipack FM-1 Wildcat. You might say it's just another Wildcat, but I find the kit very interesting and important for several reasons. One of the reasons is that the FM-1 is not quite a mainstream type. It's actually a bit of an outsider, at least in terms of public interest and knowledge. I dare say that many people don't even know of its existence. It is not an aircraft that has seen famous battles like its cousins, the F4F-3 and F4F-4 Wildcats, or the Corsair and Hellcat, not to mention the Mustang, Spitfire and Bf 109. It was a work horse that toiled, faced the task at hand head on, fought and then went on to become practically a footnote. It flew and fought on fronts that are largely overlooked, even underappreciated, and generated stories that are known only to a small group of historians. Nevertheless, these fronts were very important, absolutely essential for winning the war. It was the home front where the FM-1 had the role of trainer, training hundreds and possibly thousands of naval aviators, and then the Battle of the Atlantic where the FM-1s did the hard and dangerous work of protecting Atlantic convoys, in long and bloody battles with German submarines for supremacy of the Atlantic. Task forces, built from destroyers and escort carriers, from which mixed (composite) squadrons of FM-1s, and later FM-2s, Avengers and Wildcats operated, played an absolutely vital role in the Battle of the Atlantic. In 1944, FM-1s were still involved in the invasion of Normandy and southern France as British Wildcat Mk.Vs, and eventually, a good number of them survived to this day, despite not being able to compete with their younger and more powerful FM-2 descendants in this regard.

   The FM-1 is not exactly a world-famous aircraft, but it is an important aircraft. And I like that, and I'm sure I'm not the only modeler who finds its perceived mediocrity appealing. The color schemes in the FM-1 kit are also attractive. There are six of them and their composition is incredibly varied for a WWII seaplane. Four selections are American, each with a different camouflage scheme. Among them is also the subject of the kit’s box art, an aircraft that took part in the second combat mission of VC-1 from the deck of the escort carrier USS Block Island, during which the patrolling Avenger, accompanied by this Wildcat, located and attacked two German submarines. You will be able to learn that they were not just any submarines from my article that I am preparing for the January issue of the Info Eduard. And the USS Block Island was not just any aircraft carrier either; among other things, it was the only American aircraft carrier sunk during World War II in the Atlantic. And the submarine that sunk it was not an ordinary submarine. In short, the story of this ship is rich, you will see for yourself! Another of our featured machines, the September 1943 Wildcat from the aircraft carrier USS Nassau, with its red outlined insignia and yellow tactical markings, represents perhaps the most colorful mid-war subject that US naval aircraft have to offer. In addition to the American Wildcats, the scheme selection includes two Royal Navy Mk.V Martlets, one from the Normandy invasion, the other from the invasion of southern France. However, by then, Martlet Mk.Vs were already called Wildcat Mk.Vs, and if you're wondering why, refer to Tom Cleaver's FM-1 article in today's magazine.

   Among other December kits, there are some big resurgences. The last 850 48th scale Profipack Bf 110 G-4s, Catalog Number 8208, are going on sale. This is one of the new products for January, 2021, which went on sale in December, 2020. It was on sale for four days when our infamous fire broke out, which destroyed all the moldings, which we had in stock at the time, something around a million sprues in all. Fortunately, it didn't destroy the boxed kits and kit packaging components, so 2200 boxed units were sold, leaving us with components for the 850 kits we boxed last month that are going on sale right now, almost exactly three years after the fire. This is a great opportunity to get an attractive kit, take advantage of it! Those kits won't be available too long!

   Among the reissues, we have the 1:48th scale Bell X-1 in the Profipack line. This kit was created in the late 1990s, at the height of our short runs, back when we didn't make our own molds or press the plastic ourselves. Mr. Pavel Vandělík made the molds for us and also produced the plastic sprues. Cooperation with him, or more precisely, his family, moved us forward in leaps and bounds qualitatively. Our kits, even if they were still short run injected into epoxy molds, started to take on a world standard, and we began to believe in ourselves and dared to do venture on to bigger and more interesting projects than those First World War biplanes. We launched into the Tempest and Yak 3 and enjoyed the kind of morning glory that easily gets to one's head. At that time, we went to Chicago every fall for the RICHTA show, which was presented in the States as the American equivalent to the Nuremberg show. That was typical American confidence, and RICHTA was much smaller, but I loved driving there and always enjoyed it. And on one of these trips, I think in 1996, but maybe it was a year earlier, I met Chuck Yeager. If you want to envy me, you don't have to. I was young and stupid then and didn't enjoy it as much as I was supposed to. There were a lot of war pilots still alive at that time, and it felt like a normal meeting with an old pilot. Well, as I say, I was a young fool. Today I would enjoy it in a completely different way. But on that note, various people began planting the bug in my ear that we should do a Bell X-1 because the 50th anniversary of Chuck's record breaking flight was coming up and an anniversary model of the Bell X-1 would be an absolute and spectacular blockbuster. It made sense, especially in America. But the one who nurtured that idea in me the most was a Frenchman, the editor-in-chief of Replic magazine, Christian Ginisty. He was very suggestive, as the French are. By the way, he drove a Ferrari, he must have been doing well as editor-in-chief! In the end it seemed like a good idea and we made the Bell X-1. The master was created by Zdeněk Sekyrka and Jindra Balon, the molds by Pavel Vandělík, the picture on one box was painted by Standa Tarasovič, the other by Martin Novotný, who was just starting out at the time. We were already producing Profipack kits as well as the then still nameless regular line, which later evolved into the Weekend label. The kit had some flaws, not everything fit as it should. We were learning and only had a vague idea of just how far we still needed to go. And incidentally, the flaws in the kit are still there, but at this point, I think a little lenience might be in order. Today, they carry a certain historical significance!

   Although the kit was a nice little item, quite top-notch for the time and for what Czech conditions allowed, it all had one flaw. No one much cared. No one was cheered when it was released and no one lost any sleep over it. The fiftieth anniversary of the first supersonic flight just sorta came and went, and as we were still learning about marketing at the time, modelers weren’t purchasing our X-1 much. Not that it was an outright flop, but let's just say that our Bell X-1 fell short of expectations. Over time, however, the disappointment passed, we sold out the entire production run after a few years, and since we always had new ideas and thus things to do, I only have the fondest of memories about it. We then released it several more times, and in the end it always sold quite briskly. I like this kit; it has a story and I like stories!

   Coincidentally, we have one more reissue of an older kit in the December listing, the 72nd scale Albatros D.V. It may surprise you, but this is a developmentally younger kit by a generation, with galvanized molds. Galvanized molds - that's also an interesting story, but for another time.

   We have plans to re-release several of these oldies but goodies next year. We will be creating the EDUARD HEAVY RETRO line for this purpose. We will release several kits in it that have some significance for the history of kit manufacturing at Eduard. Of course, we believe that they will also be attractive to customers and that they will not be like the first edition of the Bell X-1. The first item in the Heavy Retro range will be a 1:48th scale Savoia-Marchetti SM.79 Sparviero in February, commemorating our collaboration with then MPM, now Special Hobby and Jules Bringuier, owner of Classic Airframes. Plastic from these old molds is not a piece of cake, it's really a bit of molding archaeology, but our colleagues at Special Hobby are up to the task. The next kit will be the 48th Ki-115 Tsurugi, which is our first project, created in 3D modeling and milled on CNC machines. We want to prepare the 72nd scale L-410 Turbolet for E-day and the 48th Lysander for November, with which we will remember our cooperation with Gavia. If these kits are successful, we may continue with them from time to time and occasionally reminisce about a piece of kit manufacturing history.

   Let me make two comments about December’s new releases. The first is that almost all of the  Brassin accessory items, for the first time ever, are almost exclusively for our own kits, with a nice collection of FM-1 Wildcat sets among them. Check them out!

   I would also like to mention the two decal sets. Both are F-35 decals for the Tamiya kit, one for the 1:48th scale kit, the other for 72nd. And, as you might expect, these are our decals, the ones still hated and rejected by some modelers, enthusiastically accepted by many others. Lately, the justification for rejecting our decals has been centered around the alleged need to remove the carrier from them when applied. It is surprising how many modelers mention this feature as a negative, even though we ourselves do not state or recommend such a thing. On the contrary, we actually present them as traditional decals, and the carrier does not need to be removed from them. Just treat them like any other decal, apply them to a glossy surface and paint them with clear varnish after drying. The carrier then becomes invisible on the surface. By the way, the fact that the varnish has irregular edges and has a relatively wide overlap around the color motif of the decal has a significant effect on the fact that after varnishing, the edge of the varnish on the surface of the model is practically unrecognizable. And it doesn't even need a thick coating of clear. So please, people: you don't actually need to remove the carrier after applying the decals, and the wider offset doesn't matter; it can't be seen on the finished model!

   

  Articles

   Today we have our regular update on air operations over Ukraine by Miro Barič and the second part of Working with PE by Jakub Nademlejnský. From history, we have today an incredibly relevant article on the history of the FM-1 WIldcat by Tom Cleaver and two articles dedicated to Czechoslovak airmen of the 311th Bomber Squadron RAF, honored on October 28 of this year by President Petr Pavel. Jan Zdiarský writes about Mr. Jiří P. Kafka, the last surviving member of 311th Squadron, and Pavel Vančata and Pavel Türk write about Mr. Oldřich Doležal. Yoav Efrati contributes an article about the coloring of Israeli S-199s. This was originally supposed to be a Box Art story for the December release of the S-199, but Yoav didn't fit the format, so his text is a standard article. Richard Plos wrote the Box Art story for both Bells, the Airacobra and the X-1, being released in December. Another two Box Art stories, for the Bf 109E-4 and the Albatros D.V, were written by the no less experienced Jan Bobek. I was supposed to add the last article, about the scene depicted on the box of the FM-1, but I, like Yoav, got it wrong and ended up with a rather extensive article about the escort aircraft carrier USS Block Island, in which, in addition to the Wildcats, Avengers, aircraft carriers and destroyers also involve a considerable number of German submarines. It will be my honor to present all this to you in the January issue of magazine.

   

  In Closing…

   So, I managed to not shorten the editorial too much this time either. So sorry. I won't shorten it next time either, because the next editorial will be about the our plans for 2024, and that certainly can't be anything short. Today I already wrote a little about said plans for next year, but it was only a small hint of what is to come next month.

   A few more organizational comments. Today begins our next Sweep event, with sixteen items going on sale, mostly older Weekends in original packaging and a few Profipacks, also in old boxes. They will be available while stocks last, which in some cases isn’t much.

  Also on sale are the December batch of new Bundles. They will be on sale until the January Bundles are launched. So you have about a month to buy these items.

   As every year in December, our sales department will be open until December 23rd. But please note, the last orders for which we guarantee dispatch this year, by December 23rd, will be for orders received no later than Monday, December 18th. At the same time, we will make an exception in the launch of  January’s new releases, which will be available to order from December 15th. After the holidays, the sales department will reopen on Wednesday January 3rd, 2024.

   Dear friends, thank you for the support you have shown us in this difficult year. I wish you a Merry Christmas, a lot of peace and good health, and a Happy New Year's.

   

  Happy Modeling!

  Vladimir Sulc

• On the limit

  
  

  Text: Richard Plos

  Illustration: Adam Tooby

  Cat. No. 8067

  
  

  The Bell P-39 Airacobra was anything but a high-altitude fighter. Even the prototype, though powered by a turbocharged engine, did not excel at high altitudes in terms of top speed, and after the installation of the Allison V-1710-39 with a single-stage supercharger, the promising fighter was definitely doomed to be combat-used only at low and medium altitudes. All the more interesting is the story of F/O Kirby F. Smith, who managed to shoot down a Ju-88D-1 reconnaissance aircraft flying at an altitude of over 31,000 ft m.

  This occurred on August 6, 1943. The pair of F/O Smith and F/O Simmonds from the 346th Fighter Squadron, part of the 350th Fighter Group operating in northwest Africa, was conducting a test flight during which one of the pair simulated an enemy aircraft while the other tried to locate it using radio guidance. During this task, the pilots received a report of the presence of a German reconnaissance aircraft, so they quit their exercise and, after guidance by a ground station, began their climb to the target. The scout had already flown over the coast and headed out over the sea, while the two already notoriously “out of breath” Airacobras fought for literally every feet of altitude as they approached their operational ceiling. The pilots reached the target’s altitude some 100 miles from the coast. Smith wasted no time as the fuel ran out and the engine temperature reached concerning values. As soon as he came within range, he opened fire. The powerful recoil of the 37 mm cannon caused his aircraft to drop some hundred foots, but the stricken Ju 88 went into a slow descent and its crew’s parachutes appeared in the sky...

  That day the Luftwaffe lost two Ju 88 reconnaissance aircraft in the Mediterranean. One was doing weather reconnaissance, the other a long-range photo reconnaissance. Both were Ju 88D-1s. K. F. Smith’s victim was most likely the one of Fw. Heinz Pracht from the 3rd (F)/33 (WNr. 143073, 8H+LL), as the other lost Ju 88D-1 belonged to Wekusta 26, a weather reconnaissance squadron based in Frosinone, more than 380 miles from the site of the shoot-down, and it seems unlikely that it would have operated that far away.

  Smith and Simmonds would have had an easier situation if they had gone on a test flight with the P-38s that all three squadrons of the 350th FG had received in order to fight the high-flying German reconnaissance aircraft. Each squadron received two of them in May 1943, and their pilots managed to shoot down 26 percent of all Luftwaffe reconnaissance aircraft over northwest Africa by early October.

  The story of the formation of the 350th FG is interesting in itself. It was created somewhat out of necessity due to the USAAF command’s efforts to use all available resources prior to the planned invasion of North Africa. And so, it was decided to employ American pilots in Europe, to supplement them with pilots from USA and equip them all with Airacobras, which were originally to be received by the French and had been awaiting their fate in crates in the UK for quite a time. From the USA, a forward echelon of 119 men from the 31st FG and 52nd FG, the groups that flew the P-39, set out for Europe on September 20, 1942, from Harding Field. At the same time, American pilots operating in Europe were being assembled. However, these were not the pilots of the Eagle Squadrons that formed the 4th FG, known as the Debden Eagles, but men scattered in various RAF and RCAF squadrons. The activation of the 350th FG took place at Duxford on October 1 and included the 345th (Devil Hawks), 346th (Checkerboards) and 347th (Screaming Red Asses) Fighter Squadrons.

  By early January, 800 ground and flying personnel were ready for action and all moved to Africa during January and February 1943. The P-39 flight from England to Port Lyautey, French Morocco, was itself a dangerous task, as it was a seven-hour flight, conducted largely over enemy territory. Of the 75 pilots who took off for the flight between January 3 and February 28, only 61 reached their destination. Ten were forced to land in Portugal due to headwinds, as was a pilot whose on-board electrical system failed in flight. One pilot was shot down over Biscay by a patrolling Ju 88 from a KG-40, another of those who did not make it to the destination had to make an emergency landing in Spain and another one lost his orientation over Ireland and crashed when trying to return to England.

  In Africa, pilots from all squadrons flew patrol and interception missions, provided cover for convoys and escort for bomber, transport or reconnaissance aircraft. Their duties also included close air support, so it could be said that they were the “Jack of all trades”. And, as the story depicted in the boxart by Adam Tooby, who prepared it for kit Cat. No. 8067, proves, they even managed the role of high-altitude fighters with their Airacobras.

• Sunday at the golf club

  
  

  Text: Jan Bobek

  Illustration: Marek Ryś

  Cat. No. 84196

  
  

  Sunday August 18, 1940 is known as The Hardest Day. One of the units that defended England was the No. 501 Squadron RAF, which flew more than 50 combat sorties during this day. At around 1pm, a formation of its twelve Hurricanes was sent to the Canterbury area and was due to climb to a flight level of 20,000ft. Five other squadrons were sent to same area to attack the some 350 German aircraft that were forming up over the Pas-de-Calais as it was clear that they would head for targets in England.

  One Gruppe of JG 3 and III./JG 26 “Schlageter” flew ahead of bombers on a free hunt. Although the Kommandeur of III./JG 26 was Major Adolf Galland, during this mission he was replaced by the Kapitän of his 9. Staffel Oblt. Gerhard Schöpfel. When his formation arrived over Canterbury, he spotted the Hurricanes of No. 501 Squadron gaining altitude in a very tight formation in a circular climb. Sensing a unique opportunity, Schöpfel ordered his unit not to attack and dived on the Hurricane formation alone with the sun at his back.

  His surprise two-minute attack was devastating. His first opponent was hit from behind at a distance of 100 meters, with parts falling off, smoke and flames billowing out. P/O Kenneth Lee's radio was knocked out and he didn't have time to warn the others. The second opponent was also hit  from a distance of 100 metres, the Hurricane caught fire and the badly injured Polish pilot F/O Kozłowski bailed out. The rest of the British formation still did not notice anything. Schöpfel´s gunfire disintegrated the third victim in mid-air and Sgt. McKay surprisingly survived with injuries. Then, tragically, P/O Bland was killed at point blank range and his machine exploded. Schöpfel's canopy was completely covered with oil from Bland's machine and he had to disengage from the combat. This fight became not only a welcome subject for German propaganda, but also a significant milestone in Schöpfel's career. After a few days he became commander of III./JG 26 and in December 1941 was appointed Kommodore of JG 26. What were the stories of his victims?

  Kenneth Norman Thomson Lee was born in Birmingham on June 23, 1915 and began his training at RAFVR in 1937. He served with No. 111 and 43 Squadrons RAF before the start of the war, and was posted to No. 501 Squadron in September 1939 and saw combat with them in France. He was awarded the DFC in October 1940 and served in Africa from late 1941. From September 1942 he flew Kittyhawks with No. 260 Squadron. However, during a raid on Crete on July 27, 1943, he was shot down and  taken prisoner. He scored 7 victories in WW2. In January 1945, he survived a death march between POW camps. He died on January 15, 2008.

  Franciszek Kozłowski was born on April 14, 1917 in Wodzisław. At the beginning of the war he fought with the 122 Eskadra Myśliwska equipped with PZL P.11c fighters and he was credited with shared destruction of two bombers. At the end of 1939 he reached United Kingdom and in early August 1940 he was assigned to the No. 501 Squadron. In February 1941 he was transferred to the Polish No. 316 Squadron and was killed in action over France on March 13, 1943.

  Donald Alistair Stewart McKay was born in Pontefract, Yorkshire in 1917. This bank clerk began his flying training with the RAFVR in 1937 and went through the same units as Kenneth Lee in 1939 and 1940. He returned to combat in late 1940 and during subsequent service with No. 91, 234 and 274 Squadrons he gained further combat successes. He scored 14 victories in WW2 and received DFM. He was discharged from the RAF in 1947 and returned to the RAFVR. His wife died from the effects of a surgery on October 30, 1959, and McKay committed suicide two days later.

  John Wellburn Bland was born on May 9, 1910 in Calne, Wiltshire, into the family of the vicar of St Matthews Church in Cotham Park, Bristol. He was assigned to the No. 501 Squadron before the war began, but transferred to the No. 601 Sq after the outbreak of the war and won his first two victories during the fighting over France. In July, he was reassigned back to No. 501 Sq and scored one more victory before his death.

  Kenneth Lee had bitter memories of this day. With a gunshot wound in his leg, he landed on a parachute near Whitstable and waited in his bloodied flight suit in the bar of the local golf club for an ambulance. Speaking at his address, a club member said: “The machine-gunning made me miss my putt. And who's that chap at the bar? Bad show, all that blood - I don't believe he's even a member”.

• Yoav Messers

  
  

  Text: Yoav Efrati

  Illustration: Adam Tooby

  Cat. No. 7472

  
  

  Seventy one years ago, on a dirt strip of a rural farming settlement called Hertzelia, Messerschmitts, Spitfires, and Mustangs took to the air to defend the new State of Israel. Israel's War of Independence was won in three phases, the second phase took place between 15th and 22nd October 1948, when operation "Ten Plagues" was set into motion to dislodge the Egyptian army entrenched 30 minutes away from Tel Aviv, along the Ashdot Hebron road and the "Faluga pocket".

  Operation "Ten Plagues" was headed by the Southern Front commander Yigal Alon and was later renamed after Yitzhak Dubno, codenamed "Yoav" by his commanders in the Palmach. Dubno, a senior Palmach officer, was charged with planning and leading the defense of the kibbutzim Negba and Yad Mordechai, and was killed in an air raid on Kibbutz Negba shortly after Egyptian forces began their offensive on Israel's southern front.

  Preparation for Operation "Yoav" began in the summer of 1948 with all airworthy aircraft including light and heavy transport planes, bombers and fighters were fitted to deliver bombs brought from abroad and manufactured locally. Most missions during Operation "Yoav" were concentrated on bombing the Egyptian forward airbase of El Ahrish and the Egyptian army headquarters set up at the Iraq Al Sudan fortress overlooking the Faluga pocket along the Ashkelon Hebron road. The eight day long offensive was successfull in dislodging the Egyptian army from the road connecting Ashkelon to Jerusalem and pushed them further south, beyond the city of Beer Sheva.

  On  October 16, 1948, IAF headquarters notifies all ground units that Israel's fighter planes belonging to Israel's only fighter squadron, the 101 squadron, have their spinners painted in red and the rudders decorated with red and white stripes in order to distinguish them from Egyptian Spitfires operating in the same area. To further differentiate the Israeli fighter planes from those of Egypt, especially Egyptian Spitfires, Star of David roundels were applied on the wings for the first time. The aircraft available to the 101 squadron at the start of Operation "Yoav" include Avia S-199  Daled-113, 114, 117, 118, 120, 121, and 123; Spitfires Daled-130, 131, 132, 133, and 134; and P-51D Mustangs  Daled-190 and 191 in final stages of assembly.

  During Operation "Yoav", Avia S-199  Daled-121 wearing red and white rudder stripes and red spinner was credited with hitting an enemy aircraft. On the first day of the offensive, on October 16th, Rudi Augarten claimed downing a Royal Egyptian Air Force Spitfire Mk.IXc, this kill was not confirmed by IAF intelligence and is only considered as a damage claim.

  With the end of "Operation Yoav" on October 22, 1948, and winter weather softening the dirt runway in Hertzelia, the 101 squadron is moved on  November 9, 1948, to the former RAF base at Castina, later to be known as Hatzor Air Base.

  On  December 22, 1948, the IDF intiated another offensive that pushed the Egyptian Army beyond Israel's borders. This operation was to be called Operation "Horev" which lasted until January 7, 1948, and cullminated in a ceasefire that ended Israel's War of Independance and set the borders of the country as they are recognized today.

  The official IAF code name for the Avia S-199 was Python. IAF pilots who were WWII war veterans referred to the Avia S-199 as the Messerschmitt. This name was shortened to "Messer" as stated to me by President Ezer Weizman. "Messer" also had the dual meaning, amongst European Jews who spoke the Yiddish language, "messer" also means "knife" which is pronounced "Sakeen" in Hebrew.

  Depicted machine with fuselage code Daled-121 was delivered to Israel on July 20, 1948, during Operation "Balak", flight No. 70. It made its first flight in Israel the day after delivery and the left side of its nose was subsequently decorated with the emblem of the 101 tayeset (squadron). The original small and black painted Daled-121 was obliterated and changed to a larger white one. On September 14, 1948, Bill Pomerantz flipped this aircraft on landing. The "Messer" was repaired and served until the end of the war, on December 22, 1948. In 1950 it was transferred to Tel Nof and scrapped.

• A Steak for Free

  
  

  Text: Richard Plos

  Illustration: Stanislav Tarasovič

  Cat. No. 8079

  
  

  The left hand moves the lever forward to the full throttle while the right hand pushes the stick forward. The aircraft tilts its nose and the engine yells at full power. The airspeed indicator needle moves up the scale towards the top value rapidly. Just a bashing moment, the nose screams in a protest, and the reducer breaks off! The propeller immediately exceeds its maximum revolutions, the blades break off, and the cone follows. The aircraft, suddenly “tail heavy”, rises its crippled nose wildly upwards. The overwhelming overload knocks the pilot unconscious, and he only regains consciousness after a few seconds at 40,000 ft. The nose of the aircraft is deformed, one cover panel torn off. The forces during the transition from dive to climb bent the wings to an unusual dihedral, but the aircraft remains controllable, so the pilot puts it into a glide and turns towards the base. After a few dozen of minutes, the wheels of the crippled Spitfire Mk.XI touch down on the runway at Farnborough. It is April 27, 1944 and W/Cdr Anthony F. Martindale has just recorded the highest speed ever achieved by a piston aircraft. As the record shows, before the reducer broke down, the airspeed was over 700 mph, knocking the Mach 0.92!

  Cut, a three-and-a-half-year fast forward. This time, the pilot turns on the four chambers of the XLR-11-RM-3 rocket engine, one after the other, giving it a maximum thrust of 6,000 lbf (26.5 kN). The orange Bell X-1, looking like a .50 bullet, slices the air with its thin wings like a butter knife. The speed increases steadily, the needle of the machmeter easily surpassing the heroic performance of W/Cdr Martindale and his poor Spitfire. Quite smoothly and without vibration, the gauge moves past Mach 1 and slowly continues on. On reaching Mach 1.06, the rocket engine falls silent after twenty seconds of work and the pilot takes the aircraft into a glide. It takes nearly 14 minutes to descend from 42,000 feet and the wheels touch down on the runway at Rogers Dry Lake. It’s October 14, 1947, and Charles “Chuck” Yeager has just become the fastest man on the planet and the first to break the speed of sound. Ironically, he achieved this feat as an incapacitated pilot. But that was discovered only when it was all over...

  Prior to the record-breaking flight, which was scheduled for Tuesday, Chuck and his wife were supposed to take a weekend trip, but a pregnant Glennis wasn’t feeling well, so they stayed home. On Sunday, she was better, so they at least went to dinner at the Happy Bottom Riding Club, part of a large ranch built near the base by Florence Lowe “Pancho” Barnes, a pilot who had competed in air races in the prewar years with the famous Amelia Earhart and, among other things, had flown in Howard Hughes’ famous film Hell’s Angels (1930). She also announced at the beginning of the X-1 program that the first pilot to break the speed of sound would get a free steak in her restaurant.

  That evening Chuck still had to pay for his dinner and then he and Glennis decided to go horseback riding. Someone slammed the ranch gate, which Yeager didn’t expect. His horse reared up and jumped sideways and the rider left his saddle involuntarily. Two broken ribs were the toll, but rather than confess to the flight surgeon, which would have taken himself out of flying for a while, he went to his friend veterinarian. And because he found he was unable to close the cockpit door with his right hand, flight engineer Jack Ridley cut off his broom handle so he could use it as an improvised lever. Once the door was closed and the necessary checks were made to release the X-1 from the mother B-29, nothing could stop Yeager!

  The whole situation was depicted in The Right Stuff (1983) movie, in which Chuck was played by Sam Shepard, while Ed Harris portrayed the second American astronaut, John Glenn, and Scott Glenn played the first American in space, Alan Shepard... Interesting names coincidence, isn’t it? Kim Stanley portrayed the flamboyant ranch owner, and five years after The Right Stuff, a movie was made about “Pancho” Barnes herself, starring Valerie Bertinelli.

  Stanislav Tarasovich’s painting, boxart of kit Cat. No. 8079, depicts aircraft number 46-063, the second prototype operated by the NACA (National Advisory Committee for Aeronautics). Chuck Yeager never flew it, but the entire X-1 program is forever associated with him and his record-breaking flight. And the film’s conversation between “Pancho” and Gordon Cooper’s wife is a testament to how dangerous the work of test pilots was, regardless of military or NACA affiliation:

  Trudy Cooper: “I just noticed that a fancy pilot like Slick over there doesn’t have his picture on your wall. What do you have to do to get your picture up there anyway?

  Pancho Barnes: "You have to die, sweetie …"

• The Bavarian Knight

  
  

  Text: Jan Bobek

  Illustration: Antonis Karydis

  Cat. No. 7406

  
  

  It is no coincidence that Max Müller became the second most decorated German aviator of the Great War, after Manfred von Richthofen. The athletic and determined Müller had already joined the Bavarian armed forces in 1907. He became the personal driver of the Bavarian Minister of War, Otto Freiherr Kreß von Kressenstein. By applying directly to his passenger, Müller obtained a transfer to the aviation training in December 1913. He became a very experienced and courageous aviator. Although he was a Bavarian, he felt at home in Boelcke´s Prussian Jasta 2. Even after being transferred in early 1916 to Jasta 28w ("w" indicates a Royal Württemberg unit) as a five victory ace, he felt well accepted. He liked a lot two of the commanders of Jasta 28w, Lt. Schäfer and Hptm. Hartmann. However, both were killed in action, Schäfer in early June and Hartmann in early September 1917.

  While Hartmann was still alive, Max Müller was promoted to the rank of Leutnant on August 26, 1917. This was the first such promotion in the German armed forces. Müller, who by then held the highest possible NCO rank (Offiziersstellvertreter), was the victor over 26 opponents. After his promotion, he was immediately awarded both the “Blue Max” and the Bavarian Medal in Gold in the first half of September.

  At the beginning of September 1917, Müller had the fuselage of his machine painted red, as at that time he was leading the Jasta 28w in combat flights. Antonis Karydis' boxart shows Müller in a dogfight with a Sopwith Camel, which took place on 10 September at 19:30 over Houthulst Forest. It was probably a machine from No. 70 Squadron RFC. During the following day he forced another aircraft of this type to land.

  Hartmann's successor on 10 September became Oblt. Jahns, on whose account was only one air victory. At that time Max Müller apparently began to doubt whether his superiors would ever be willing to put him in command of Jasta 28w. When Jahns was killed in action on 24 September, Müller apparently expected that his moment had come and he would become commander of the unit. To his disappointment, however, command was given to Prussian Lt. Emil Thuy, who accounted for about half the  Bavarian Müller's tally. Moreover, the two officers did not get along very well. However, Müller, who was to be assigned to a Bavarian fighter unit, requested a transfer back to the Prussian Jasta 2, whose designation had since changed to Jasta Boelcke (Jasta B).

  Müller was greeted with enthusiasm by his old unit at the end of October 1917. Three quarters of a year earlier he had left it as a NCO and Boelcke's promising pupil with five kills to his credit. He returned as an officer with nearly thirty victories. He was at that time the second most successful living fighter pilot after Manfred von Richthofen.

  When the commander of Jasta B, Lt. Walter von Bülow-Bothkamp was killed on 6 January, Müller was put in command. To his disappointment, he was not appointed as a Staffelführer. However, he was determined to earn the permanent post. The 8th of January, he imparted to the pupils at a flight school the experience of how to effectively attack two-seater observation aircraft. The very next day, he found himself in just such a situation when he attacked a crew of RE.8 of No. 21 Squadron RFC manned by Capt G. F. W. Zimmer and 2.Lt H. A. Somerwille. They were attacked by seven Albatros planes under Müller's command and Somerwille fired on all the machines. Müller broke away from the fight, his machine caught fire and he seemed to jump out of the machine in desperation without a parachute. SE.5s of No. 60 Squadron subsequently joined the fight. However, not even Müller´s  comrades could agree on the exact course of Müller's tragic end. What is certain is that Müller was found with a bullet in his chest, which must have come from the defensive fire of RE.8. Ironically, Capt. Zimmer (soon to receive the DFC) was of German descent, as his father was an immigrant born in Heilbronn, Württemberg.

  Max Müller was the second most successful Bavarian fighter after Rudolf Berthold, and in March 1919 he was posthumously awarded the Bavarian Military Max-Joseph Order, Knight´s Cross, retroactive to November 1917. By this act he was knighted and his name was now given as Max Ritter von Müller. You can learn more about this exceptional aviator in the publications of Lance J. Bronnenkant, Greg VanWyngarden, Bruno Schmäling and Jörn Leckscheid.

• Markings for FM-1 Wildcat 1/48

  VC-1, USS Block Island (CVE-21), Autumn 1943

  The VC-1 composite squadron operated from USS Card (CVE-11) during its first deployment. The unit operating from escort carriers with Wildcats F4F-4 fighters and Avenger bombers in the summer of 1943 scored several successful attacks on German submarines. An aircraft with number 14 served with VC-1 on USS Block Island in the fall of 1943 during second combat tour of the unit. During this deployment the U-boat U-220 was sunk on October 28. The paint scheme for this aircraft was one of two standard ones created for single engine aircraft operating in the Atlantic area. It consisted of shades of Dark Gull Grey and Light Gull Grey on the upper surfaces and Insignia White on the lower ones. The national insignias had the original red trim overpainted. Photographs of this and other Wildcats from USS Block Island are often attributed to VC-55, but the affiliation with VC-1 is evidenced by the emblem located under the cockpit.

   

  BuNo. 15334, VC-33, USS Coral Sea (CVE-57), November 1943

  The VC-33 composite squadron participated in Operation Galvanic in November 1943, where USS Coral Sea (CVE-57) operated alongside USS Corregidor (CVE-58) and USS Liscome Bay (CVE-56) during the attack on Makin Atoll. One of the FM-1s of VC-33 operating from USS Coral Sea was the one with number 33, which crashed during one of the landings on that ship in November. The Wildcat’s livery was done in the standard shades of Sea Blue, Intermediate Blue and Insignia White. On the fuselage, rudder, engine cowls and leading edge was black number 33, while the original white S33 marking under the cabin was overpainted.

   

  VC-33, USS Nassau (CVE-16), September 1943

  The VC-33 is shown in its pre-embarkation form on the USS Coral Sea (CVE-57). At the time, VC-33 was preparing on USS Nassau (CVE-16) for an early combat deployment as part of Operation Galvanic. The USS Nassau did not intervene in Operation Galvanic, but in December 1943, Army P-39 Airacobras from the 72nd FS launched from her deck to reach their combat area. The Airacobras then fought from the airfield at Makin Atoll, which was also captured thanks to air support from the Wildcats of the USS Coral Sea. The livery of the Wildcats from the time they were training on USS Nassau was done in the standard shades of Dark Gull Grey and Blue Grey. The distinctive A2 code on the fuselage and wings marked the aircraft used for training and was removed after the transfer to the USS Coral Sea. The hand-painted S29 marking on the back of the fuselage was the aircraft designation on the VC-33. This makeshift inscription was on the starboard side only.

   

  BuNo. 46776, VC-13, USS Guadalcanal (CVE-60), spring 1944

  Wildcat number 4 has been mistakenly assigned to VC-58 by the vast majority of sources. This unit, however, operated in the spring 1944 from the USS Guadalcanal and was operating Wildcats FM-2. In January and February 1944, the VC-13 Squadron, known by the emblem with a drawing of a cat painted on the sides of the fuselages of its aircraft, operated from the ship. Unfortunately, the application of the unit’s emblem is not documented for Wildcats FM-1 of VC-13, although USS Guadalcanal records from February 1944 do mention the unit’s emblem. With the FM-1 version Wildcats, this was the third operational tour for VC-13 in early 1944. During the previous two in the spring and summer of 1943, the squadron operated from USS Core (CVE-13) and scored several successful hits against German U-boats. In the spring of 1944, after rearming with the new FM-2, the unit underwent another combat tour in the Atlantic. The last combat deployment was in 1945 in the Pacific from USS Anzio (CVE-57). Wildcat’s paint scheme was done in the standard shades of Dark Gull Grey and Insignia White.

  
  

  No. 846 Naval Air Squadron, HMS Tracker, June 1944

  This color scheme shows a Martlet Mk.V with code letter B belonging to No. 846 Naval Air Squadron operating from the deck of HMS Tracker. The serial number was painted over with invasion stripes and thus remains unknown. On the starboard side of the fuselage behind the engine cowling there was the white inscription, probably “Lim Lady”. The camouflage pattern of the Mk.V Martlets was applied in shades of Temperate Sea Scheme, so that the upper surfaces were painted with Extra Dark Sea Grey and Dark Slate Grey shades, while the lower surfaces were painted Sky. Black and white invasion stripes were on the fuselage and wing.

   

  JV377, No. 882 Naval Air Squadron, HMS Searcher, August 1944

  The HMS Searcher ship operated mainly around the UK coast from 1943. In late December 1943 she escorted convoys and ships in the Atlantic and arrived in Norfolk in early January 1944. She took part in the attacks on the German battleship Tirpitz as part of the Home Fleet Strike Force in Operation Tungsten, during which her role was to provide fighter cover. Martlet Mk.V serial number JV377 was one of the aircraft of No. 882 Squadron supporting Operation Dragoon, the Allied invasion of southern France in August 1944. The camouflage pattern of the Martlet Mk.V was applied in Temperate Sea Scheme, i.e., with the upper surfaces in Extra Dark Sea Grey and Dark Slate Grey, the lower surface in Sky.

• Markings for P-39N Airacobra 1/48

  P-39N-1, 42-9385, Lt. Kirby F. Smith, 346th FS, 350th FG, Reghaia, Algeria, September 1943

  On August 6, the Luftwaffe lost two Ju 88 reconnaissance aircraft in the Mediterranean. One was conducting weather reconnaissance, the other long-range reconnaissance. Both were Ju 88D-1s and the victim of K. F. Smith and his Airacobra was most likely the aircraft of Fw. Heinz Pracht of 3. (F)/33 (WNr. 143073, 8H+LL). The other lost Ju 88D-1 belonged to Wekusta 26 (weather reconnaissance squadron), based at Frosinone, more than 600 km from the site of the shoot-down, which occurred about 160 km north of Cherchell on the African coast. The German reconnaissance aircraft were operating at an altitude of about 30,000 feet and so each squadron of 350th FG received pair of P-38s to intercept these high-flying enemies. On that August 6, however, Smith had to climb to the high-flying target with a breathless Airacobra as well as his wingman, F/O Harold M. Simmonds. Shots from the 37mm cannon nearly stopped the Airacobra in mid-air as it fluttered at the limit of maximum range. The fire, however, sent the enemy to the ground, or, better to say, to the water. A swastika-style kill sign subsequently appeared on the right side of Smith’s aircraft under the cockpit.

   

  P-39N-5, 42-18810, 40th FS, 35th FG, Nazdab, New Guinea, fall 1943

  USAAF and RAAF single-engine fighter aircraft operating in New Guinea from the second half of 1943 onward carried white tail surfaces, usually in combination with white painted wing leading edges. Both intended as identification markings of their own aircraft. The 40th FS had been flying Airacobras since the summer of 1942, when the squadron was tasked with the defense of Port Moresby harbour. From December 1943, these were gradually replaced by P-47 Thuderbolts. During their spell with Airacobras, the pilots of the 40th FS recorded a total of 51 enemy aircraft destroyed, which was the highest score achieved by a squadron armed with P-39/P-400 aircraft. Unlike the sister 41st FS, paintings on the doors of the 40th FS were rare. The door with painting of miss Julie was also retrofitted on the No. 51 aircraft. Thus, the same aircraft is documented both with and without this painting. The painted door was originally attached to the Airacobra serial number 42-18802 from the 41st FS, which was an aircraft purchased from a fund-raising campaign organized by the students of Union – Endicott High School (N.Y.).

   

  P-39N-5, 42-18815, Lt. Walter A. Hymovitch, 41st FS, 35th FG, New Guinea, Nadzab, fall 1943

  On November 26, the last combat of Airacbras of the 35th FG with Japanese aircraft occurred. Pilots of the 40th and 41st FS scored seven kills certain and six more probable without losses. During a morning patrol over Finschhafen, a formation of four Boomerangs covered by three Airacobras from the 41st FS clashed with a group of more than twenty Ki-43 Oscar fighters escorted by Ki-48 Lily bombers. In defending the Boomerangs, the 41st FS pilots shot down four Oscars, with a fifth kill only recorded as probable. One of the kills was credited to Lt. Walter A. Hymovitch. A typical feature of the 41st FS Airacobras was the painting applied to the left cockpit door. Lt. Hymovitch had a gunslinger figure named Whiskey Pete painted on it. The drawing appeared on the film footage, but it does not show the entire drawing. Our interpretation is therefore a reconstruction, especially of the lower part of the figure. It is clear, on the other hand, that the aircraft did not have white leading edges of the wings, as was usual for Allied aircraft in this theater of operations.

   

  P-39N, 42-8747, Guard Capt. Grigoryi Andreevich Rechkalov, 16 GIAP, the Soviet Union, August 1944

  The Airacobra flown by the second most successful Soviet and Allied fighter (61 kills) had serial number 42-8747. Aircraft from this delivery were taken over by the 16 GIAP (Guard Fighter Air Regiment) in mid-May 1943 and shortly after was Rechkalov awarded the first Gold Star of the Hero of the Soviet Union. The aircraft had the standard Olive Drab/Neutral Gray livery at the time, with white stars in the US markings painted red, supplemented with red stars on the upper right and lower left wing halves. However, there is no overall photo of the aircraft in this form. Only photographs from a later period are known. The aircraft already bore the symbols of at least 48 kills. In the photographs taken on August 19, 1944, it is seen as wearing number 42547 on the tail. According to Alexander Klubov’s memoirs, the rear fuselage of Rechkalov’s aircraft was deformed during aerial combat and was repaired with the use of the rear fuselage of another aircraft, namely 44-2529, which was a P-39Q. In doing so, the original rudder was used, resulting in a different number on each side of the tail. In some of the photos, the color of the rear part of the fuselage appears to be different from the rest, leading one to believe that it was partially repainted with Soviet AMT-4 color after the repair. But the original blue disc of the US insignia is quite clear which hangs some question marks over this, including whether the rear fuselage reinforcement (offered as etched parts PE 19, 20, 23, 24) was actually fitted at that time. Based on the distinct remnant of the US emblem, it appears it was not, other sources say that Rechkalov’s Airacobra was fitted with the reinforcing structure. The depicted form is therefore only one of the possible reconstructions of the appearance of this aircraft.

   

  P-39N-1, 42-18354, Maj. Charles F. Hoover, 345th FS, 350 FG, Ghisonaccia, Corsica, December 1943

  Late in the summer of 1943, the aircraft of Capt. Charles E. Hoover, commander of the 345th FS/350th FG, was an Airacobra called “The Shark” after the shark’s mouth painted on the nose. The markings were unusual for the 350th FG, not only because of the mouth, but also because of the absence of yellow stripes on the wings and aft fuselage. As presented, the aircraft had its armament reduced to a pair of machine guns in the wings. The Olive Drab color of the camouflage of the upper surfaces sported clearly visible an extensive repairs, giving the surface the appearance of two-tone camouflage. During the repairs, most of the stenciling disappeared under the new paint. The markings of the aircraft changed during service and two different forms are documented. The one shown here corresponds to the period in which the “Shark” operated from Ghisonaccia base in Corsica in early 1944. Below the Devilhawks emblem, two swastikas symbolizing kills were marked on the port side. It is not entirely clear whether these are Hoover’s, as he shot down one Bf 109 in February 1943 and was involved in the probable destruction of Do 217 on October 21, 1943. But the two kill marks might also represent two victories achieved by the aircraft. One swastika would thus represent the aforementioned Do 217, the other the Me 410, which according to his memoirs was shot down by Lt. Ogilvie. However, this kill was not officially confirmed, as the encounter occurred over enemy territory and was unwitnessed.

   

  P-39N-1, 42-18378, 10° Gruppo, 4° Stormo, ACI, Lecce-Galatina, Italy, 1944

  The Aviazione Cobelligerante Italiana (ACI) was the air force of the Southern Italian monarchist government of Pietro Badoglio, formed in October 1943 after the armistice concluded between Italy and the Allies at Cassibile. The ACI then used aircraft supplied by the USA and Great Britain in addition to Italian types. At the time of handover to ACI, this Airacobra had been operated approximately a year and a half by the 345th FS/350th FG USAAF in Africa and the Mediterranean. These worn out Airacobras were mainly used by the Italians to train pilots on the new equipment. The aircraft with the Jig-Jig insignia on the nose was photographed with other decommissioned P-39s from the 350th FG at an Italian airfield and was probably one of the first to receive Italian cockades, as the other aircraft in the picture are still in USAAF markings. The Italian cockades were applied directly to the original American markings at four positions, and two were added to the upper right and bottom left wing halves. At the same time, the yellow stripes marking the aircraft operating within the 12th AF USAAF were retained. The aircraft has not undergone any other changes and can therefore be built in its spring 1943 form, when it was still part of the 345th Fighter Squadron, thanks to the alternative US markings offered in the decal.

• Markings for Bf 109E-4 1/48

  Oblt. Gerhard Schöpfel, III. /JG 26, Caffiers, France, August 1940

  Gerhard Schöpfel was born on December 19 in Erfurt. In 1936 he joined the Luftwaffe and in September 1939 was appointed commander of III./JG 26. His first aerial victory came on May 19, 1940, during the the Battle of France and he subsequently added more in the Battle of Britain. His best day came on August 18, 1940, when he was credited with shooting down four Hurricanes Mk.I. The Bf 109E-4 of Oblt. Gerhard Schöpfel sported the standard camouflage of the period, consisting of the RLM 71/02/65 colors. In the Battle of Britain, the camouflage was supplemented with yellow identifiers: the yellow wing tips, elevators and yellow triangle on top of the rudder. A yellow pennant on the aerial column indicated the group commander. From January 1943, Schöpfel held various staff positions with the Luftwaffe. In May 1945, he fell into Soviet captivity, from which he returned in December 1949. He died on 17 May 2003.

   

  WNr. 1433, Hptm. Hans von Hahn, CO of I./JG 3, Grandvillers, France, September 1940

  Hans von Hahn was born on August 7, 1914, in Frankfurt am Main. He joined the Luftwaffe in 1935 after serving with the Kriegsmarine. On September 18, 1939, he was appointed commander of 8./JG 53 and achieved his first kill on December 22, 1939. On August 27, 1940, he took over command of I./JG 3 from Hptm. Günther Lützow. He also took over his command aircraft WNr. 1433, camouflaged with RLM 71/02/65 colors, which were supplemented with RLM 70 sprayed rings and irregular patches of RLM 71 and RLM 02 colors on the fuselage sides. The nose of the aircraft bore the emblem of I./JG 3 – the mythical Tatzelwurm worm painted in green. Under the windshield on port side there was the pilot’s personal emblem – a cock in a circle. The kill marks were painted on the rudder in the form of black stripes with cockades. Also three balloon symbols were added. By the end of World War II, von Hahn had shot down 31 enemy aircraft. He survived the war and died on November 5, 1957.

   

  WNr. 5375, Hptm. Wilhelm Meyerweissflog, Stab/JG 53, Etaples, France, September 1940

  Wilhelm Meyerweissflog was born in 1889 and served as air observer during the Great War. Later he lived in Switzerland and often travelled to the USA as a businessman. As a member of JG 53 “Pik As” he served as administrative officer at the squadron headquarters. It was his aircraft that is pictured in the famous photograph as being refueled at the former British base at La Villiaze on Guernsey, the occupied Channel Islands. Hptm. Meyerweissflog fell into captivity on September 5, 1940, after taking off on his own decision, trailing formation of JG 53. His Messerschmitt was hit in the fuel tank by Spitfire, probably flown by F/Lt. Hughes of No. 234 Sqn over England and he had to belly-land. The aircraft originally carried a camouflage scheme consisting of RLM 70 and 71 colors, which were repainted to RLM 71 and 02 livery, including the fuselage side surfaces. However, remnants of the RLM 70 remained visible on the nose, around the cockpit and in front of the tail surfaces. The red band around the nose appeared on the aircraft of the Stab/JG 53 after the order to replace with it the unit’s emblem, the Ace of Spades. It was the Göring’s decision how to punish the unit after learning the wife of the commander of JG 53, Maj. Hans-Jürgen von Cramon-Taubadel, had Jewish ancestry. The white wingtips and rudder were the standard recognizing features of Luftwaffe aircraft on the Western Front.

   

  WNr. 2060, Lt. Hans Guse, 2.(J)/LG 2, USSR (today´s Republic of Moldova), July 1941

  Like JG 77, also Lehrgeschwader 2 was withdrawn from the combat after the Greek campaign to rest and re-equip. The unit did so in Belgrade. The relocation to the Romanian territory followed in the middle of July when the LG 2 unit equipped with Messerschmitts Bf 109E (some in the fighter-bomber configuration) was on alert to be deployed against the Soviet Union. Its operation Barbarossa participation started early morning of June 22. The “Black 10” aircraft, which retained its camouflage from Greece and Crete campaigns and was equipped with a tropical filter, was shot down by Soviet I-16s on July 10, 1941. The pilot is still listed as missing in action. The aircraft marking was complemented by I.(J)/LG 2 marking under the windshield and 2. (J)/LG 2 behind the fuselage cross.

• Markings for Avia S-199 ERLA canopy 1/72

  D-121, 101 Squadron (tayeset), Chel Ha Avir, Qastina, Israel, September 1948

  This machine with fuselage code dalet 121 was delivered to Israel on July 20, 1948, during Operation Balak, flight No. 70. It made its first flight in Israel the day after delivery and the left side of its nose was subsequently decorated with the emblem of the 101 tayeset (squadron). In preparation for Operation Ten Plagues (October 15 to 22, 1948), later renamed “Yoav”, the aircraft were fitted with red paint on the propeller cones and red and white striping on the rudder in order to distinguish them from the Egyptian Spitfires as the Israeli Air Force also used Spitfires. This marking was applied to all Israeli aircraft, including the S-199s of 101 tayeset. To further differentiate Israeli aircraft the insignia with the Star of David was applied on the upper surfaces of the wing for the first time. They were originally not applied so as to keep the aircraft parked on the ground as invisible from the air as possible. The original small and black-painted dalet 121 was obliterated and changed to larger white one. On September 14, 1948, Bill Pomerantz flipped this aircraft on landing. The “Messer” was repaired and served until the end of the war, on December 22, 1948. In 1950 it was transferred to Tel Nof and scrapped.

   

  D-115, 101 Squadron (tayeset), Chel Ha Avir, Herzliya field base, Israel, July 1948

  This aircraft with fuselage code dalet 115 was delivered to Israel on July 13, 1948, during Operation Balak, flight No. 60. It was fitted with the original oil radiator under the nose and did not sport the additional small bulge on the big gun breech bulges, allowing installation of MG 131 machine guns. It made its first flight in Israel on July 20, 1948, and, like most 101 tayeset aircraft, bore its emblem on the left side of the nose. The dalet 115 designation was of an earlier type in this form, i.e., black, and smaller in size. The aircraft did not have Israeli markings on the upper wing surfaces and did not live to see their application as Alexander Jacobs crashed it heavily on landing on September 8, 1948. The aircraft was heavily damaged and written off. “Sandy” Jacobs was one of the experienced Israeli pilots, and he was one of those who retrained on the S-199 in České Budějovice, Czechoslovakia.

   

  S-199.99, 1st Squadron, Air Regiment 8, 3 Air Division, Brno-Černovice, Czechoslovakia, 1950/51

  This aircraft was test-flown on May 31, 1948, by factory pilot Antonín Kraus. Two months later it was assigned to the 1st squadron of Air Regiment 8. At the end of September 1949, it was transferred to Air Regiment 3, then crashed on October 28 at Medlánky airfield with pilot por. (Lt) Vlastimil Fabiánek in the cockpit. After repair in Kunovice factory it was assigned to the previous aviation regiment again and was damaged on March 16, 1951, by rt. (F/Sgt) Zdeněk Ostrčil. From summer 1952 the aircraft was assigned to the 18 Air Regiment based at Plzeň-Skvrňany airfield and from January 1953 it served with the 51 Air Regiment there. The aircraft was painted in the original lighter greyish green color and was one of the S-199s armed with cannons in underwing pods boosting the firepower of the two fuselage machine guns.

   

  S-199.310, 3rd Squadron, Air Regiment 7, 3 Air Division, Brno-Černovice, Czechoslovakia, spring 1949

  The aircraft from Aero production (an example without wing armament) was assigned to Air Regiment 7 in Brno-Černovice in August 1948. It became an aircraft of the staff flight but was later assigned to the 3rd Squadron. The aircraft had a greyish green painting, while its propeller cone was painted white. On May 30, 1949, it was damaged in emergency landing near Boskovice with rt. (F/Sgt) Karel Kessler behind the controls. In the autumn of 1950, during overhaul in Kunovice factory, the original hinged canopy of the “Erla” type was replaced with a sliding bubble one. As such, already with the 5 Air School Regiment and with UL-51 fuselage code, it was damaged during take-off from Zvolen airport on August 26, 1952.

• Markings for X-1 Mach Buster 1/48

  46-062, Charles Yeager, Muroc Dry Lake Base, October 1947

  Charles “Chuck” Elwood Yeager became the first man in history to break the sound barrier in this aircraft on October 14, 1947. It was piquant that two days prior the record flight, Yeager broke two ribs in a horse-riding accident and was unable to move his right arm due to the pain. Bell’s rocket-powered experimental aircraft was painted bright orange throughout and already sported new style of the national insignia. The Glamorous Glennis inscription in front of the entrance door related to Chuck’s wife. Yeager was an American World War II fighter ace with 13 kills, and his Mustangs bore the same name. He was shot down over France and, with the help of the French Resistance, made it across the occupied territories to Gibraltar. From there he returned to the unit. After the war, he make use of the rule allowing the downed pilots to choose a base for their further service. Because of family reasons Yeager chose Wright Field, the research and development center of the U.S. Air Force. There he was picked by the chief of the flight test team, Colonel Albert Boyd, and assigned to his group of experimental aircraft pilots.

   

  46-063, Chalmers Goodlin, Muroc Dry Lake Base, April 1946

  After several test glide flights, the second example of the X-1 rocket plane made its first powered flight on April 11, 1946, with Chalmers “Slick” Goodlin in the cockpit. The aircraft was painted the same bright orange as the first example but sported the original war period insignia on the wings and fuselage and had the inscription BELL Aircraft painted in front of the cockpit and under the tail surfaces.

   

  46-063, Robert Champine, Edwards AFB, June 1949

  Both prototypes of the X-1 plane continued to be used for supersonic flight tests, and the second example received a white paint job after 1948, in which it flew until October 1951. On June 16, 1949, Robert Champine made a test flight to perform wing pressure distribution tests, stability checks, and rolls at Mach 0.91. Nine pilots flew a total of 74 powered or unpowered glide flights with 46-063 until it was retired in October 1951. The aircraft was then converted to the X-1E version.

   

  46-062, Jack Ridley, Edwards AFB, May 1950

  Both experimental Bell X-1s made all but one of their flights being dropped from the airborne carrier, which was a specially modified B-29. The only exception was a conventional take-off from the runway made by Charles Yeager with this aircraft on January 5, 1949. At that time, the aircraft still bore the all-orange livery, which was subsequently modified by partial white painting. On May 8, 1950, Jack Ridley carried out vibration and load tests on the wing and tail surfaces. Just four days later, 46-062 conducted its last flight with Chuck Yeager behind controls. This flight was made for filming purposes only. The aircraft was then retired after 82 test flights. Ten pilots changed in the cockpit. Today it is on display at the National Air and Space Museum in Washington, D.C., in its original full-orange form.

• Markings for Bf 109G-4 1/48

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

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

   

  Bf 109G-4/R6, WNr. 14946, Maj. Wolfgang Ewald, Stab III./JG 3, Kertch, the Soviet Union, April 1943

  Wolfgang Ewald was born on March 26, 1911, in Hamburg and joined the ranks of the Luftwaffe in 1935. Shortly after completing fighter training he was attached to 2./J 88, with which he served in Spain until August 1937. Shortly after his return in May 1939, he was named CO of 2./JG 52, which he led through the invasion of Poland and the Blitzkrieg against the Netherlands, Belgium and France. At the end of August, during the Battle of Britain, he was given command of the entire I. Gruppe JG 52. After serving with Jagdfliegerführer 2, he was assigned to III./JG 3 on May 20, 1942 and subsequently led it from July 23. Not even a full year after, on July 14, 1943, Major Ewald was hit by ground fire. He had to bail out and was taken prisoner, spending 76 months in captivity (until December 1949). After his return to Germany, Ewald was involved in the formation of the new Luftwaffe, from which he retired in 1960. He died on February 24, 1995. During his Second World War combat career, he shot down 77 enemy aircraft, and claimed also one victory in Spain. He received the Knight’s Cross on December 9, 1942. The aircraft that Major Ewald flew in April 1943 over the Kerch Peninsula was camouflaged according to the Luftwaffe fighter standard, consisting of RLM 74/75/76. The yellow bottom wing tips and fuselage band denote Eastern Front service, and on the nose is the JG 3 unit marking. Lt. Adolf von Gordon was shot down in this aircraft during combat with Il-2s on April 20, 1943.

   

  Bf 109G-4/trop, WNr. 15013 Lt. Ulrich Seiffert, 8./JG 53, Tindja, Tunisia, April 1943

  The III./JG 53 took part in the defensive battles of the German Afrika Korps in the face of increasingly offensive pressure emanating from the Allied advance through today’s Tunisia at the end of spring 1943. This unit was based in Sicily, but a temporary home for the 8 Staffel was made at the Tunisian base at Tindja from April 1 to April 20. This tropicalized Bf 109G-4 was flown by Lt. Seiffert during this time period. The aircraft was sprayed in a desert camouflage consisting of RLM 79 which covered the upper and side surfaces, while RLM 78 was the bottom side color. The white bottom wing tips and the white fuselage band ahead of the tail surfaces were identifying marks for aircraft on the southern front. The upper surfaces would later receive a squiggle pattern of RLM 80.

   

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

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

   

  Bf 109G-4, Lt. Av. Petre Protopopescu, Escadrila 57, Grupul 7 Vânătoare, Kirovograd (Kropyvnytskyi/ Ukraine now), the Soviet Union, June 1943

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

• Markings for Albatros D.V 1/72

  Albatros D.V 1154/17, Lt. Max Ritter von Müller, Jasta 28, Varsenare, Belgium, September 1917

  Max Müller was the German ace with 36 victories. He finished his pilot course on April 4, 1914 and at the outbreak of the war, he joined Bavarian FFA1. Following his one-seaters course he joined KEK Nord in May 1916 and after a short spell with Jasta 1 he got tempted by the offer of Oswald Boelcke to join the Jasta 2. Müller achieved his first victory on October 10 and added four more before the end of the year. On January 20, 1917 he was transferred again, now to the new Jasta 28, where he became the most successful pilot of the unit. By the end of the 1917 his score had risen to 36 victories and Müller decided to return to his “old” Jasta 2. But after the death of Walter von Büllow, the CO of Jasta 28, Müller was appointed deputy leader of the unit. He took off for his first Staffelführer combat flight on January 9, 1918 and it turned out to be also his last flight. The fuel tank of his Albatros was hit during combat with R.E.8, the aircraft caught fire and went down in flames. With no parachute and inevitable dreadful death Müller opted to bail out from the cockpit to his inevitable end. His Albatros D.V sported personal marking of the stylised black comet; the fuselage got the red painting to reflect the new Staffelführer status. The horizontal stabiliser was in yellow with black longitudinal stripe – the unit´s colour markings.

   

  Albatros D.V, 2030/17, Lt. Alfred Lenz, Jasta 22, Ercheu, France, April 1918

  Alfred Lenz scored six victories during the Great War and although not the most successful ace, he was highly regarded long-time leader of Jasta 22. Prior to the war he served in Infantry Regiment r. 95, being commissioned in the Reserve. He had re-joined his unit at the outbreak of the war but requested pilot training. After the completion, he joined FA61 at the end of June 1914 and scored his first victory in 1915. He went to FFA23 and Fokker Kommando Vaux under Berthold´s leadership in January 1916. The unit later became Jasta 4 and Lenz had stayed there from September to October 16, 1916. His next move was to the Jasta 14 later, but he did not achieve any success. Nevertheless, he was appointed commander of Jasta 22 on July 1, 1917 and stayed there till the end of the war. He flew Albatros DIIIs in 1917, Pfalz DIIIs and Albatros D.Vs in 1918. After the war he served as an aerial gunner with Abteilung 431 in 1919. This Lenz´s Albatros D.V is a bit of mystery, as the blue colour of the fuselage is only probable. Some sources also mention green colour, but Lenz was a Bavarian, so the cobalt blue would be logical choose for him. Apart of the band of the diamond shaped objects behind the cockpit, there is an interesting painting at the rear of a person sitting on the big bird and looking through the lens at something what looks like D.H.2 airplane.  

   

  Albatros D.V 4629/17, Lt. Hans-Joachim von Hippel, Jasta 5, Boistrancourt, France, February 1918

  Hans von Hippel served with Jasta 5 from December 22, 1917 until August 15, 1918, when he was transferred to Jasta 71. He claimed four victories, but only two were confirmed. One of these non-confirmed ones were reported by von Hippel on the Russian front when flying with FA 37. During WWII Hippel flew Ju 52s with the Luftwaffe. He died in 1975. Hippel flew Richard Flashar´s Albatros D.V with red dragon painted on the fuselage (2065/17) for some time, as he damaged this Albatros D.V during the take-off attempt from the grassland. Von Hippel tried to rescue his crash-landing comrade Lt. Schlömer, but the take-off was interrupted by the engine malfunction. Later he flew another Albatros D.V with his personal marking of black, white outlined zigzag arrow on both sides of the fuselage. Apart of this aircraft with the green/mauve camouflage of the upper surfaces, the later one had the Flugzeugstoff covered wings (Lozenge). The fuselage of both was painted with the Pfalz silvery „Schutzfarbe“, which was of good supply to the Jagdstaffeln using the Pfalz D.IIIs scouts as well.

   

  Albatros D.V 2299/17, Lt. Xaver Dannhuber, Jasta 26, Abeele, Belgium, 1917

  Although this Albatros D.V is usually assigned to Bruno Loerzer, it is very probable, it was in fact the mount of Xavier Dannhuber, the winner in 11 aerial combats. Apart of other indications, he was photographed himself standing by the plane or sitting in the cockpit. Dannhuber first saw action with Kagohl 6 (Kampfgeschwader der Obsten Heeresleitung - Combat squadron of the Supreme Commander), later was transferred to Schutzstalfel 25, before he was assigned to Jasta 26 on July 1, 1917. Dannhuber got wounded upper arm in an air fight on October 18 and after his return on November 7, he moved to Jasta 79b as he was appointed the CO of the unit. He was injured in a crash when test-flying a Pfalz Dllla at the Thugny airfield on February 11, 1918. After several months of medical treatment and convalescence Dannhuber had returned to his unit and reassumed command on October 9. Five days later he achieved his 11th and last victory, shooting down Sopwith Dolphin near Bohain. His Albatros was painted in black and white bands scheme typical for Jasta 26 aircraft. It also sported the six-pointed star on both sides of the fuselage and five-colour Flugzeugstoff on the wings. 

• Tail End Charlie

  Business like during earthquakes

  
  

  Text: Jan Bobek

  
  

  In last November's issue of INFO Eduard magazine, when I wrote about the bad mood and how Russian aggression against Ukraine, inflation, energy prices rise and other factors were destabilizing our industry , I ended on a positive note, mentioning planned innovations in 3D printing, as in the production of moulds for kits and changes in our marketing, especially in relation to our magazine.

  We are gradually implementing everything, but circumstances have not improved much. The Russian army is still in Ukraine and Putin, in the style of the medieval Mongol Golden Horde, doesn't care how many of his own and other people he kills. Yet our Ukrainian colleagues, competitors and business partners are holding on bravely, as is their entire country. Regarding our western neighbours in Germany, their economy is in recession for the first time in many years. This country is the largest investor in the Czech Republic and has a major influence on our own economy. What happens in Germany always has a delayed effect on us. In the first half of this year, I watched with some astonishment the statements made by some Czech journalists, politicians and senior civil servants that the crisis was over. I was sure that it was not over. In the meantime, the authors of those articles have fallen silent under the weight of statistical data. And the trouble continues, and I fear it will continue for at least a year or two.

  For us, the situation on the world market is still as uncertain as it was a year ago. It is worse than during the crisis that began in 2007 and 2008. There was a drop in our sales then, but this quickly stabilised and remained more or less unchanged. Now we are facing a crisis that is caused not by one factor, but by several at the same time. The drop in sales is being felt in different parts of the world and in different countries at different times. As soon as the market stabilises in one country, it will falter in another. It is similar to an earthquake  causing aftershocks in unexpected places.

  Customers of our e-shop sometimes complain about the high price of shipping. During this year, we have managed to expand our portfolio of international carriers and, at least within most European Union countries, we offer shipping at a reasonable price level. But  for shipping outside the EU, we have not yet found a more cost-effective solution from carriers operating in the Czech Republic. However we are not giving up and we are looking for a solution.

  The situation is not easy even concerning the cooperation with our distributors. It is not only their caution in the first orders of new products, due to the fluctuations in consumer demand on the world market. We also have problems with the transport of goods, with the price of transport, but also with the condition in which the shipment arrives at its destination. This year, among other things, it happened to us that a carrier lost a whole pallet of boxes with our kits and accessories, to this day they still don't know where the pallet is and how they lost it. One of our North American colleagues told me that this  only happens in Europe, especially Eastern Europe. I assured him that the problem really didn't happen there. This somewhat disturbed his intercultural stereotypes. Some foreign distributors ask us to find small reliable companies that will load the goods into their truck and won't take their eyes off of them until they hand them over at their destination.  One of them even told me: “find a man with a van!”.

  Here I would like to appeal to you, our customers, especially the foreign ones. Keep an eye on your local shops and distributors, and if you can, pre-order our kits and accessories from them. You'll help make this whole situation better.

  In these conditions it is not easy to start working with a new partner overseas. For example in Brazil, when we got the chance, we approached the negotiations with as much openness as possible about the European logistics market condition. So the first deliveries of our items to the Brazilian company HEY HOBBY will come directly from the Czech Republic, and the transport prices in the Czech Republic and  surrounding area will decide how it will go. Anyway, I wish our new business partner every success. You will be able to meet Carlos Theodoro at the 34th GPPSD National Scale Modeling Convention, which will take place in São Paulo during 9th and 10th December 2023. He will be visiting the show on Sunday.

  The way out of the current difficult situation is not only new business partners, but also innovation. We have already increased the capacity of our designers, who are preparing new kits. At the same time, we are preparing changes in our tool shop and with external partners who will help us with the production expansion. The year 2024 will bring a few surprises, fans of 1/72 scale can look forward to it, but other scales will not come short either.

  As Vladimír Šulc mentions in his editorial, the planned paid-for supplement of INFO magazine will also be a benefit for our customers. The overall concept of loyalty benefits and the Bunny Fighter Club is currently under consideration, so hopefully there will as well be some nice changes in this regard in 2024.

  Finally, I would like to mention one topic that concerns INFO magazine. Both for its standard issue, but especially for its coming paid-for supplement, we will have new authors from the Czech Republic and abroad. We are already publishing articles by some well-known authors and we appreciate it very much. It is our priority that an article is based on the best available sources and we don't mind  if its content differs from the knowledge we have used before in some of our kits. For example, Ed DeKiep's article on the markings of the Zeros of Tainan Kōkūtai, published in INFO Eduard magazine 10/2022, illustrates why the tail stripe on  Sakai's Zero V-128 should be done in red rather than the white we recommended in our previously released kit. In other cases, we had information sources on the subject that were unknown to the author, we provided them to him, and it was his decision how he used them. In short, we take history very seriously, both in the preparation of articles as in the preparation of kits.

  Not only are we approaching authors in the area of aviation history, but we will also have new authors in the areas of land vehicles and warships. However, we will be very grateful if we hear from former and current aviators, members of the ground or shipboard staff, etc. In this regard, please contact my colleague Jan Zdiarský, who is the editor-in-chief of INFO Eduard magazine.

  
  

• THE EASTERN AIRCRAFT FM-1 WILDCAT

  FAA Wildcat Vs of 846 in June 1944, with their D-Day invasion stripe. 846 flew anti-submarine patrols from HMS Tracker off the western end of the invasion area. [IWM] 

  
  

  Text:  Thomas McKelvey Cleaver

   

  The FM-1, originally known as the F4F-6, was Grumman’s response to the nearly-unanimous opinion among U.S. Navy wildcat pilots that the six-gun wing of the F4F-4, with an ammunition load for four guns redistributed among six to save weight, while significantly reducing the total time of fire by 20 seconds - an eternity in combat - was unacceptable. The F4F-6 saw the weapons reduced again to four, which was judged more than adequate for the fighter in combat.

   

  The decision had been made in February 1942 that General Motors would convert its five idle automobile factories in Linden, New Jersey, for the production of aircraft, under the management of a new subsidiary, Eastern Aircraft. As Grumman expanded production to include the Avenger as well as the F4F Wildcat over the spring and summer of 1942 while pursuing development of the F6F Hellcat, it was obvious something had to give at Grumman’s production facility at Bethpage, Long Island.

  While GM management believed they would show the aircraft industry how to really mas produce airplanes, those experienced in aircraft production doubted a workforce used to the lower tolerance requirements for auto production could change and become committed to the high tolerances for accuracy demanded by the aviation industry.

  With the outstanding success of the Hellcat, which entered production in September 1942, the Navy ordered Grumman to develop other production sources for the Wildcats and Avengers, so the company could concentrate on all-out Hellcat production. This would be the new 4-gun F4F-6, which would now be known by the designation FM-1 for Eastern Aircraft.

  Eastern Aircraft was assigned production of the Wildcat; the company built a shed at Bethpage that summer, remembered as “the fastest-built, least-ostentatious office in General Motors’ history,” where employees could learn the ropes of producing Wildcats. In August 1942, Grumman provided the largely-rebuilt factory in Linden with parts to build two Wildcats on the new production line under supervision by Grumman employees. The next six contained only one-eighth of their parts from Grumman. These were accepted by the Navy after inspection in September. After that, Eastern was on their own. By the end of December, 21 FM-1s had been delivered since the first two. That number was matched in January 1943, with the total doubled in February and doubled again by April 1943. Grumman delivered its last Wildcats in June.

   USS Guadalcanal, commanded by Captain Daniel V. Gallery, captured U-505 after driving the U-boat to the surface on June 4, 1944. This was the first enemy warship captured by the U.S. Navy since the War of 1812. [USN Official]

  A boarding party from USS Chatelain (DE-149) boarded the U-boat after the crew abandoned ship and prevented scuttling charges from exploding. [USN Official]

  Once the U-boat was secured, she was towed to Norfolk Naval Station, Virginia. [USN Official]

  
  

  The FM-1Wildcat in the Battle of the Atlantic

  Nearly all U.S. Navy FM-1s were used in the Atlantic, where they operated from CVEs in the Battle of the Atlantic against the German U-boats.

  The FM-1s operated in composite squadrons with TBM-1C Avengers. Standard operating procedure called for one or two Wildcats to strafe a surfaced U-boat to suppress or divert its anti-aircraft defenses as one of more Avengers bored in to attack with rockets or bombs. If the U-boat pulled the plug and dived, an Avenger could drop a “Fido” acoustic torpedo that homed on the propeller noise.

  The escort carriers USS Card (CVE-11), Core (CVE-13) and Santee (CVE-29) were the first to enter the Atlantic battle in the summer of 1943 withe FM-1s replacing their previous F4F-4s.

  VC-9, which first served aboard USS Bogue (CVE-9) that spring and summer with F4F-4s went aboard Card for deployments in September through November. The squadron continued the success they had first achieved aboard Bogue, finishing 1943 with a score of eight U-boats confirmed sunk; a ninth was confirmed in 1944 when they operated aboard USS Solomons (CVE-67) to make the squadron Number One in sinkings during the war. VC-1, which operated from Card in 1943-44, and VC-13 which operated from Core, were tied in second place with scores of four U-boats sunk each.

  German U-boat commander Admiral Dönitz countered the appearance of the CVEs by re-equipping his submarines with strengthened AA batteries of two 20mm twin mounts and a 37mm single mount, ordering them to fight it out with the Wildcats and Avengers. The up-gunned U-boats could put up a terrific amount of flak, which was often enough to make aircraft withdraw out of range.

  The first U-boat to fight it out was U-758, which was caught on June 8 by VC-9 Wildcats and Avengers from Bogue. U-758 fought off two TBM’s and four FM-1s, forcing the aircraft to withdraw while the submarine got away.

  The next fight involved a patrol of an Avenger and a Wildcat from Core which caught the tanker U-487 on the surface on July 13, 1943. The U-boat gunners shot down the Wildcat, killing the pilot. The Avenger called up reinforcements and circled out of range till they arrived. The two FM-1s attacked from different directions and cut down the gun crews by strafing; the Avenger delivered the coup de grace before other crewmen could man the guns and the “Milch Cow” disappeared into the ocean’s depths with its load of fuel oil.

  Between May and December 1943, the new hunter-killer groups based around a CVE and its air group claimed 27 U-boats sunk. The enemy was no longer the formidable threat they had been in the years before. By 1944, veteran U-boat skippers who survived their patrol to return to base reported that aerial activity in the mid-Atlantic was more than what they found in the Bay of Biscay. FM-1s began being replaced by the new FM-2 “Wilder Wildcat” in the composite squadrons in March 1944.

  On June 4, 1944, the hunter-killer group based around USS Guadalcanal (CVE-60) became the first U.S. Navy unit to board and capture an enemy warship since the War of 1812, when her VC-8 Avengers and Wildcats attacked U-505 after USS Chatelain (DE-149) reported a sonar contact and drove the U-boat to the surface with a Hedgehog attack. U-505 was damaged in the attacks and the crew abandoned her. A boarding party from Chatelain took control of the submarine and prevented the scuttling charge from going off. The submarine was then towed to Norfolk Naval Station. Today, U-505 is on display at the Chicago Museum of Science and Industry.

   

  The Wildcat Mk.V in FAA Service

  The FM-1 began appearing in FAA Wildcat squadrons in the fall of 1943, serving under the designation Martlet Mk.V. The name was changed in January 1944 to Wildcat Mk.V when all US aircraft in FAA service adopted their US names.

  Wildcat Mk.V JV579, in service as “F-for Freddie” of 846 Squadron, FAA, named “That Old Thing”, is probably one of the better known Wildcats in FAA service, since a photo of it wearing distinctive D-Day identification stripes has been widely shown ever since the war.

  This Wildcat, then a Martlet Mk.V, was originally delivered to 1832 Squadron, based at RNAS Eglinton, aka “HMS Gannet”, located in Northern Ireland in November 1943. The Wildcats of 1832 Squadron were later transferred to 846 Squadron, a “composite” squadron of Wildcats and Avengers aboard HMS Tracker in the spring of 1944.

  Tracker began as CVE-6, the sixth Bogue-class CVE converted from a C-3 merchantman hull in 1942. She was transferred upon completion to the Royal Navy in November 1942 and arrived in Belfast, Northern Ireland, in March 1943 after delivering aircraft from Norfolk Virginia to Casablanca, Morocco. Over the rest of 1943 and early 1944 she sailed as an anti-submarine convoy escort.

  On January 4, 1944 846 squadron embarked from RNAS Machrihanish. The new squadron was equipped with 12 Avenger Mk.II torpedo bombers and four Wildcat Mk.V fighters formerly of 'B' flight, 1832 Squadron. Among the Wildcats was JV579.

  HMS Tracker (D24), originally CVE-6, the sixth Bogue-class CVE converted from a C-3 merchantman hull was transferred upon completion to the Royal Navy in November 1942. During 1943 and early 1944 she sailed as an anti-submarine convoy escort. [Crown Copyright official]

  
  

  During the work up period there were four flying accidents, two involving Avengers, and two Wildcats; the first was on January 7 when Lt. J. E. Scott RNVR, crashed on deck landing in Wildcat JV333. The second incident was fatal: on January 10 Avenger FN828 crashed into the sea after its starboard wing came off while  making practice glide bombing attack on the ship, possibly due to exceeding the maximum speed limitations; pilot Sub-Lt G. A. Houghton RNVR, observer Sub-Lt E. B. Dixon RNVR, and gunner Leading Airman R. F. Gates, and a passenger Ordinary Seaman G. A. Smith were killed in the crash. On January 13 Lt G. W. McCabe RNVR in Wildcat JV348 landed with his arrester hook up and entered the barrier. An unidentified Avenger crashed on take-off on January 20; the aircraft veered into the port catwalk and its engine broke away from its mounts; the aircraft went overboard and pilot Sub-Lt S. J. Martin RNVR and two crew were safely picked up by the plane-guard destroyer.

  After working up with the new squadron, Tracker was assigned to on anti-submarine sweeps on the Gibraltar convoy route west of Cape Finisterre in February, working with HMS Biter as Air Group A.2 with one carrier assigned to anti-submarine and the other a fighter carrier supporting Ocean Escort Groups.

  Convoys ONS.29 and OS.68/KMS.42 departed Liverpool on February 12; ONS.29 for Halifax and OS.68/KMS.42 for Freetown/Gibraltar. Biter and Tracker initially supported ONS.29 while on passage to their rendezvous with the escort groups for the combined Freetown/Gibraltar convoy. The wind dropped on February 18 and the convoy was becalmed in the Bay of Biscay, famous for its atrocious weather conditions.

  On February 23, OS.68 with 29 vessels continued on to Freetown, KMS42G with 27 ships arrived at Gibraltar on February 25. The escort group spent a week at Gibraltar. 846 Squadron flew ashore to RN Air Section North Front, re-embarking on March 2 when Tracker sailed to meet the next convoy.

  Biter and Tracker supported Convoy SL150/MKS41 which formed at sea off Gibraltar on March 3 when Freetown-UK convoy SL.150 rendezvoused with MKS41, Gibraltar-UK. Flying was again hampered by a lack of wind. SL150/MKS41 was attacked on March 10 by U-575 which sank the Flower Class Corvette HMS Asphodel. Four of Tracker’s Avengers searched for the U-boat but no trace was found.

  Biter and Tracker arrived in the Clyde on March 12th. After a one week leave, Tracker joined HMS Activity with 819 Squadron, with three Swordfish and seven Wildcats, to escort Convoy JW58, leaving Loch Wew to Murmansk On March 27, 1944. On March 30, two Wildcats from Activity intercepted and shot down a Ju-88. The next day three Fw 200 Condors were intercepted and shot down. 846's Sub-Lt R. H. Meed RNVR in JV490 and Sub-Lt G. C. Debney in JV485 of 819 Squadron shot down one Fw 200 while 846's Sub-Lt Swift in JV522 shot down the second and the third was shot down by an 819 pilot.

   846 Squadron, a composite escort carrier squadron of Wildcat Mk.V and Avenger Mk.II aircraft, was assigned anti-submarine defense of the Normandy Invasion. [IWM]

  
  

  On April 1 a serious accident occurred aboard Tracker when an Avenger sighted and attacked a U-boat, but was unable to drop its depth charges. The pilot was able to drop three of the four while returning to the ship. Despite frantic signals to "go around again" from the batsman, the pilot flew straight into the round down, at full throttle. The aircraft ended up with its tail hanging over the stern, balanced with the port wing on the stern Bofors mounting. The Avenger caught fire; the crew got out but the pilot was badly burned and died being taken to sick bay. A serious fire burned on the aft of the flight deck. The fire grew and ammunition in the Avenger and the Bofors mount ready use locker popped and exploded. Fire crews and damage control parties put the fire out in 15 minutes. Later that day another pair of Wildcats from each squadron claimed a BV 138 seaplane shot down in flames.

  846 Squadron lost two more Wildcats on April 2; one in a barrier crash, the other ditched when Sub-Lt T. D. Lucey, RNVR made a strafing attack on a surfaced U-Boat and came in too low, striking the conning tower. He was rescued after 1 hour, 55 minutes in the freezing waters.

  On April 3 an 819 Squadron Swordfish spotted another U-Boat. The Swordfish came under heavy AA fire and was joined by Avenger FN869, flown by Lt J. S. Toner, RNVR, Lt R. A. Woodward, RNVR, and Wildcat JV512 flown by Sub-Lt G.W. McCabe, RNVR of 846 Squadron. Combined depth charge attacks by the Avenger and rocket attacks by the Swordfish with strafing by the Wildcat resulted in the sinking of U-288 in the Barents Sea southeast of Bear Island.

  Convoy JW59 reached Vaenga Bay without loss on April 4. Activity and Tracker covered return convoy RA58 which sailed on April 7. The convoy arrived at Loch Wew on April 12 and Tracker was detached to Belfast, arriving on April 14 to enter Harland & Wolf's dockyard for repairs to her fire damage.

  Returning to duty on April 29, Tracker suffered storm damage in the Western Approaches and spent the first part of May in the Floating Dock at Greenock.

  On June 3, 1944, Tracker left Greenock carrying 12 Avengers and 8 Wildcats of 846 Squadron; 'L' Flight of 1832 Squadron having been transferred on May 13. On June 5, all hands were employed painting the aircraft with the black and white recognition stripes for the invasion.

  Tracker joined CVEs HMS Pursuer and  Emperor for operations in the western approaches as part of the cover forces for operation Neptune, operating in a position 150 miles west of Lands' End carrying out anti-submarine patrols to intercept U-boats attempting to enter the English Channel.

  On the night of June 10, Tracker and the Canadian frigate HMCS Teme collided in the dark when Teme was chasing down a U-boat contact and swept clean across Tracker’s bow at 0200 hours. Tracker rammed Teme amidships and the two ships were entangled as the heavy swell pushed Tracker in a 'sawing' motion as if she was going to cut Teme in two. When eventually separated Teme had a gaping hole and was taken in tow by HMCS Outremont back to the UK.

  Tracker was able to maintain her station despite her stove-in bow; the next day she catapulted all 21 aircraft over 40 minutes; Tracker arrived in Belfast on June 12 where the damage inspection indicated the need for a refit.

  846 Squadron was decommissioned on June 12, 1944, and Wildcat JV579 was transferred to a training unit.

  On April 3, 1944, Operation Tungsten - the first Fleet Air Arm attack on the German battleship Tirpitz - saw 40 FM-1 Wildcat Mk.Vs of 881 and 896 squadrons aboard the CVEs Pursuer and Searcher fly flak suppression for the strike missions.  

  On August 15, 1944, the two squadrons - now equipped with new Wildcat Mk.VI fighters along with 882 Squadron flying Wildcat Mk.Vs -  supported “the other D-Day” in Operation Dragoon, the invasion of Southern France.

  By November 1944, all FAA Wildcat squadrons were operating the “Wilder Wildcat”-  the Wildcat Mk.VI - while the Wildcat Mk.Vs spent the rest of the war in training squadrons.

  Eastern Aircraft FM-1 Wildcat Mk.V of 846 Squadron. The Fleet Air Arm received Martlet Mk.V fighters (later known as Wildcat Mk.V) in October 1943. By November 1944, all FAA Wildcat squadrons were operating the “Wilder Wildcat”-  the Wildcat Mk.VI - while the Wildcat Mk.Vs spent the rest of the war in training squadrons. [IWM]

  
  

• Medal for Heroism, Col. Jiří Pavel Kafka

  Col. Kafka was with his partner Dr. Machačová and Stanislav Černý welcomed by the director of Eduard, Vladimír Šulc.

  
  

  One of the participants in the Czechoslovak resistance abroad between the years 1939-1945, who received high state honors from the President of the Czech Republic on 28 October 2023, was Col. Jiří Kafka, the last surviving Czech member of the No.311 (Czechoslovak) Squadron, RAF. Congratulations to Mr. Kafka!

   Mr. Kafka visited Eduard on January 17, 2018. The following photo gallery is a testament to the visit.

  Col. Kafka, who flew several hundred operational hours on anti-submarine patrols in Liberators of Coastal Command, RAF in the period 1943-45, arrived in England as early as 1939 as one of "Winton’s Children".

  The visit, organized by Mr. Stanislav Černý, took place during the finalization of the ‘Riders of the Sky 1944‘ project (Liberator GR Mk.III and Mk.V, Coastal Command, RAF) - Limited Edition No. 2121. During a tour of the company's construction and production facilities, Mr. Kafka was understandably, interested in any references to ‘his’ Liberator.

  Lt. Kafka examining a sample of ‘Riders in the Sky 1944', which became a component of the Limited Edition kit No. 2121 (March 2018).

  With Martin Nademlejnsky Mr. Kafka also went through some of the sources used for the preparation of the camouflage schemes and decals. He even recognized himself on one of the photographs in the ‘B-24 Liberator in RAF Coastal Command Service’ put out by JAPO.

  Karel Vorlicek presented our guests the camouflage schemes prepared for the kit. Even after more than seventy years, at the age of 94, Mr. Kafka was able to add a number of interesting bits of information about the Liberators.

  
  

  28. října 2023 

  The President of the Republic awarded the Medal for Heroism to Col. (Ret) Jiří Pavel Kafka for heroism in battle. 

   Jiří Pavel Kafka (May 2, 1924) - The last surviving Czech aviator who served with No.311 (Czechoslovak) Bombardment Squadron in the RAF during the Second World War. As a child, he and his siblings came to Britain as part of the transports organized by Nicolas Winton. In 1942 he joined the army. He first served in a Czechoslovak ground unit, underwent basic training and was then selected for the RAF. After the war he returned to Czechoslovakia, went to Britain again in 1947 and lived there with a break in the 1960s, when he stayed in Israel, until the fall of the communist regime in Czechoslovakia. He has been living in Prague since 1990.

  Medal for Heroism (for heroism in battle)

  
  

  Colonel Jiří Pavel Kafka was born on May 2, 1924 in Prague. The family was of Jewish origin, the father worked as a lawyer and at the same time was the chairman of the Jewish community in Prague, while his mother stayed took care of the home. Jiří Pavel Kafka attended both general school and academic studies. Thanks to his father's foresight, Jiří and his siblings managed to travel to England on the so-called Winton Transport (June 28, 1939) just before the outbreak of the Second World War. In England, Jiří Pavel Kafka and his brother were first placed in a camp for refugee children in Ipswich, from where both brothers went to elementary school and then to secondary school in Cheltenham. However, Jiří Pavel Kafka was not amused by this, and he left for an apprenticeship at Sigmund Pumps. In June 1942, he decided to join the army. He served in the Czechoslovak land army for approximately three months, underwent basic training and was then selected for the Royal Air Force (RAF). He was assigned as a gunner and radio operator with No.311 Squadron, in which he served from September 1942 to September 1945. After the war, he returned to Czechoslovakia and was reunited with his mother, who survived the ghetto in Lodz and Auschwitz. In 1947 he went back to England. After his father's death, his mother also lived there. In 1960, he and his family moved to Israel, where they lived for eight years. Then they returned to England again and after 1990 have resided in Prague. Biography of Col. Kafka was processed within the framework of the Post Bellum project, Memory of the Nation of the CRO. 

  https://www.pametnaroda.cz/cs
  

  More information about Col. Jiří Kafka:

  zidovskelisty.info

  www.pametnaroda.cz/cs/kafka-jiri-pavel
  

  www.seniorum.cz/nase-vzpominky
  

  www.wintonfilm.com
  

  
  

  
  

• F/O Oldřich Doležal, DFC

  
  

  Text: Pavel Vančata a Pavel Türk
  

  
  

  Oldřich Doležal was born on March 1, 1912, on the threshold of adulthood he studied for four years at a small Richter radio receiver manufacturing company in Ostrava before joining the Baťa shoe company in Zlín as a machinist in 1931. From there, he enlisted on October 1, 1934, in Telegraph Battalion 4 in Prešov, Slovakia. After training as a radio operator, he served in Košice and Spišská Nová Ves, before retiring to the reserve as a private. He returned to Baťa, but now as a ground radiotelegrapher at the Otrokovice airport. After upgrading his qualifications, he began flying as an on-board radio operator and also underwent training as a sport pilot. On March 11, 1939, he took off with the company's Lockheed L-10A Electra on a business trip to Kraków, Poland, from where he continued to Belgrade, Yugoslavia, where he learned about the German occupation of his homeland. He therefore flew to the British Isles where he worked in the East Tilbury branch of the factory before joining the Army Reserve Corps at Cholmondeley Park in Great Britain on September 24, 1940.

  Sgt. Oldřich Doležal while serving in the RAF. [J. Popelka]

  
  

  In March 1941, he was reassigned to the air force at his own request, and with regard to pre-war military training, he began his aviation career in May 1941 as a ground radiotelegrapher with the No.312 (Czechoslovak) Fighter Squadron at Jurby Base on the Isle of Man. He was not satisfied with his assignment and managed to convince his commander to reassign him to pilot training. He went through the elementary part of it from July 1941 in Watchfield and followed it up with further training at Brize Norton Airfield. He was certified as a pilot of multi-engine aircraft with the rank of Sergeant on Christmas Day, 1941. He underwent operational training at 1429 COTF from April to September, 1942, as the second pilot of Sgt Václav Soukup's crew. He took off for the operational christening of the No.311 Squadron on October 24 as a member of F/Lt Bohuslav Eichler’s crew, and he was given command of his own crew in March 1943, when he held the rank of Flight Sergeant. From August 26, as a newly commissioned officer with the rank of Pilot Officer, he continued patrolling the Bay of Biscay on four-engine Liberators. German submarines avoided him for more than a year, but he made up for it on December 27, 1943. During his 52nd combat sortie, he claimed one of the greatest successes in the history of the unit - he sank the German blockade-breaker Alsterufer. This feat earned him the British Distinguished Flying Cross (DFC) in January, 1944. He completed an operational tour of 69 patrol flights lasting 662 hours on August 17, and already by September 5 he enlisted in a course for transport pilots at No.105 (T) OTU in Bramcote. From December 12, 1944 until the end of the war, he then took the post of captain of transport Liberators with No.246 Squadron.

  Oldřich Doležal on his return to his homeland. [J. Popelka]

  
  

  In his liberated homeland, he continued to serve with the Air Transport Group with the rank of Lieutenant before demobilizing at the end of March, 1946 and returning to the Baťa company. In March 1948, he joined ČSA (Czechoslovak Airlines) and on March 25, 1950, he became one of the participants of a planned group flight. The crews of three transport Dakotas flying from Brno, Bratislava and Ostrava to Prague headed west and landed in Erding, Bavaria. He himself piloted the plane taking off from Bratislava, while his wife and six-month-old son flew from Ostrava in the plane flown by Captain Ladislav Světlík, a pilot with No.312 Squadron during the war. After returning to the UK, he found it very difficult to find employment. He worked as a clerk during the day and studied diligently in the evenings to obtain his commercial pilot's license in March 1954. At first he drove tourists around Europe, from 1957 he conducted aerial surveys for oil companies in Libya for two years. Here he also took part in one of the first expeditions to the recently discovered wreck of the American Liberator ‘Lady Be Good’. It went missing during a raid on Naples in 1943 and was presumed lost over the Mediterranean. Instead, the wreck lay in the Libyan desert since her demise.

  On December 27, 1943 at 4:07 p.m., Doležal's crew flying Liberator GR Mk.V BZ796 "H" attacked the German armed merchant ship Alsterufer at 46°30' north latitude and 18°50' west longitude. An MC500 bomb hit the ship directly behind the superstructure and exploded inside the vessel. The photograph shows the spreading fire caused by the bomb and thick smoke above the ship. [Author’s Archive]

  A sketch of the unfolding of the attack on the "blockade breaker" Alsterufer mentioned in the SURFAT Report by Doležal's crew. [Author’s Archive]

  
  

  After returning from overseas, he flew until the spring of 1965, when he had to stop for health reasons. He briefly ran a retail business, became a journalist for the anti-communist agency Free Czechoslovak Information Service for a few years, and finally returned to his original electrical engineering profession in the fall of 1969. The pilot, who survived thousands of hours of war and post-war flying without a single scratch, had an unfortunate fall in January 1970 and remained bedridden until his death on november 28, 1983 at the age of 71. In 1991, he was posthumously promoted to the rank of Air Force Colonel.

  (From the book ‘Riders In the Sky 1944‘, Pavel Türk, Pavel Vančata, Eduard, 2018)

  
  

  
  

  October 28, 2023 

  
  

   "The President of the Republic awarded the Medal for Heroism in memoriam to Col. Oldřich Doležal for heroism in battle." 

  
  

   Oldřich Doležal (March 1, 1912 - November 28, 1983) - Military pilot. A native of Ostrava, he trained as a radio operator and in 1941 he joined the RAF in Britain, where he completed pilot training. He was then assigned to the 311th (Czechoslovak) Bombardment Squadron, where he took part in anti-submarine missions over the Bay of Biscay. His crew achieved one of the greatest successes of the Czechoslovak Republic in December 1943, when it sank the German ship Alsterufer, which was carrying strategically important tungsten supplies. In 1944, he took part in Operation Overlord, the invasion of Normandy, and then served in the Transport Air Force. After the war, he joined Czechoslovak Airlines. In 1950, he participated in the coordinated hijacking of three domestic airliners from Czechoslovakia. He was sentenced in absentia to 25 years in prison for this act. He died in 1983 in Britain.

   (Office of the President of the Czech Republic, Ministry of Defence, ČR)

  
  

  
  

  Liberator GR Mk.V BZ796 (ex-USAAF B-24D-5-CF s/n 42-63819), originally in service with No.53 Squadron (A.L. "J"), transferred to No.311 Squadron on September 27, 1943 where it made its first flight on October 3, 1943. Received aircraft code "H". The aircraft's offensive armament consisted again, as a rule, of six or seven anti-submarine DC250 Mk.XI  depth charges in the bomb bay (in the case of an attack on shipping, then one GP250 bomb and one MC500 bomb) and eight unguided rockets suspended four by four on external carriers, fixed on both sides of the aircraft’s nose. He flew a total of 13 operational flights with No.311 Squadron - the first on November 10, 1943 and the last on February 4, 1944. On December 27, 1943, at 0945h, the German armed merchant ship Alsterufer (displacement 2,729 GRT) was sighted by Sunderland "T" of No.201 Squadron at 46°40'N, 19°30'W, carrying a cargo of strategic raw materials from the Japanese port of Kobe to Bordeaux. The Alsterufer had one 105 mm cannon, two 37 mm cannons, four 20 mm cannons and a cable barrage fired by rockets (P.A.C. = Parachute and Cable) for its defense. The Sunderland attack was not successful as the aircraft bombed through cloud cover. At 1135h a Sunderland coded "Q" of No.422 Squadron attacked, but the bombers missed the target. This was followed by a Sunderland coded "U" attack from No.201 Squadron which also bombed through the clouds, again without a visible hit. At 1607h Doležal's crew on Liberator "H" attacked the ship at 46°30'N and 18°50'W. The vessel was hit by five RP unguided rockets above the waterline, while the GP250 bomb missed the target, but the MC500 bomb hit the hull directly aft of the superstructure (behind the smokestack), exploding inside the ship and causing an extensive fire. The crew then began to abandon the ship. The burning Alsterufer was finally attacked between 1615h and 1630h by Liberator FL907 "F" of No.86 Squadron with one MC500 bomb, but missed. At 1714h, Liberator FL943 "L" of No.86 Squadron attacked the already abandoned wreck at 46°42'N 18°44'W with two MC500 bombs. Both missed the target, but one landed only 9 meters from the side of the ship. At 1800h, a second MC500 was dropped by Liberator FL907 "F", but that also missed. At 1758h, additional Allied aircraft, four Halifaxes as well as FAA Tarpons, were sighted in the area by the crew of Liberator FL907 "F". At 1800h, Halifax "Q" of No.502 Squadron reported that the ship was sinking at a position of 46°33'N, 18°55'W. Four hours after being abandoned by the crew, the Alsterufer sank. A total of 74 sailors from four lifeboats were picked up by ships of Escort Group 6 in the afternoon of December 29, 1943, at a position of 46°06'N, 19°10'W. The significant success of the No.311 Squadron was celebrated by extensive articles in the British press, and for their performance the aircraft captain P/O Oldřich Doležal and the navigator/bombardier F/O Zdeněk Hanuš were awarded the British Distinguished Flying Cross (DFC). All other crew members were awarded the Czechoslovak War Cross 1939. The aircraft (engine no. 4) was slightly damaged by fire from the ship (Cat A). On February 8, 1944 the Liberator was flown from Beaulieu to Prestwick to Scottish Aviation Ltd. On March 8, 1944, after the installation of the Leigh Light searchlight, it was assigned to No.1674 HCU. It was withdrawn from RAF service on June 21, 1947.

  Liberator GR Mk.V, BZ796, P/O Oldřich Doležal, No.311 Squadron, Beaulieu, December, 1943

• Israeli S-199 - The Color Mystery

  Avia S-199 Daled-123.

  
  

  Text: Yoav Efrati

  
  

  The most difficult aspect of making an accurate representation of the Avia S-199 in Israeli service is confirming the color of the airplane. Historians of the IAF relied on a document issued by the IAF in the early 1950's which listed the airplanes in IAF inventory and their colors by name, with no reference made to any color standard. The Avia S-199 was found on this list and was described as being painted gray.

  A close-up of the 101 Squadron emblem on a Messer equipped with the Erla canopy.

  
  

  Post World War II black and white photographs of the S-199 in Czechoslovakian service, show light and dark colored airframes next to each other, which have been interpreted to be differing shades of a locally manufactured color MNO 2036 Smalt  - similar or the same as RLM 02 or RLM 02 with a bit RLM 83 Dark Green. In a mid-1994 visit to the Israel Air Force museum by  President Ezer Weismann, a former "Messer" pilot, he insisted that the gray painted S-199 on display was painted the wrong color. On 02 January 1995, I met with President Weismann, who pointed to the RLM 68 color chip in my Official Monogram Painting Guide to German aircraft 1935-1945, further stating that the color was more of a khaki color, "as seen on soldiers uniforms". In cross referencing RLM 68 published in Monogram Publications book on WWII Luftwaffe colors with FS 595, I learned that this color is nearly identical to F.S 34258 green, which is significantly more vivid than the "khaki green" color that he meant. I first published my findings about RLM 68 in the December 1995 issue of IPMS/Israel, Kne-Mida magazine, this color finding was close yet wrong.

  An Avia S-199 Daled-117 with its ground crew.

  Artwork upgraded national insignia on Daled-117.

  
  

  A sample of the actual green color was found several months after my findings, when my fellow model builders and historians Ra'anan Weiss and Rami Skladman interviewed a former IAF Avia S-199 mechanic named Shabtai Katz. During their visit, he showed them a fuel cap that belonged to an IAF S-199 Avia. From this fuel cap the color of the Avia was found to have been painted "khaki green" similar to German post WWII standard RAL6013 Schilfgrün.

  Avia S-199 Daled-120 taxiing.

  
  

  In February of 2003 the correct RAL 6013 green color was relayed to Joseph Goldman, who is in charge of restoration of the IAF museum exhibits, and he repainted Avia D.112 in the correct green and restored the markings to represent Avia D.120 as it appeared during operation "Yoav". An interesting event happened when I revisited the IAF museum in April of the following year, the correctly green painted Avia had turned…GRAY! The lack of UV protective layer had turned the green into gray, the mystery had come full circle thus explaining why the 1950's vintage document was in error.

  The time between operations, with S-199 Daled-121 in the background.

  An Israeli S-199 undergoing maintenance.

  
  

  On October 12, 2014 I finally had the opportunity to see the Avia S-199 fuel can with my own eyes. IAF museum curator Avi Moshe Segal presented me the key to his vault where the original Avia painted S-199 fuel cap was kept. With Tambor German RAL, United States FS 595B, British Standard BS 381C/1964 and Humbrol color catalogs at hand, I compared the color of the S-199 fuel cap in direct and indirect sun light. The fuel cap's khaki color was a direct match to RAL6013, it was slightly darker than FS 595B-14257, and had no equivalent in BS 381C and Humbrol color. Fortunately for us model builders RAL6013 is available in the Revell enamel range of paints as SM362.

  Israeli Air Force Museum - Avia S-199 Daled-112 adorned with the markings of Daled-120 shortly after restoration (February 2003).

  The originally green overlay color changes to a grey tone on the restored exhibit after a few months in the sun (April 2004).

• Air war over Ukraine

  The United Kingdom supplied the Terrahawk Paladin system to Ukraine.

  
  

  Drones and defense against them

  
  

  Text: Miro Barič

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

  
  

  In the period from October 1 to October 31, which we are observing in this part of the series, the importance of drones and defense against them has become evident in various aspects. Therefore, we will focus mainly on them this time. However, another significant weapon appeared in Ukraine during this time – ATACMS missiles with longer range.

   

  Let's begin with sad news. On Thursday, October 5, Russia committed another of its war crimes. Shortly after noon, a ballistic missile from Iskander hit a café in the village of Hroza in the Kharkiv region. A farewell ceremony for a soldier from this village was taking place at that moment. 59 people, including a six-year-old boy, lost their lives, and seven others were injured.

   Hroza had around 500 inhabitants before the war. It was initially occupied by Russian forces but was liberated in September 2022 during the counteroffensive in the Kharkiv region. Just before the attack, there were 330 people living in the village. One Russian missile thus killed 10 percent of the pre-war population of the village. Every family in Hroza lost someone.

   The soldier whose funeral took place on October 5 had died earlier. His remains were transported to his hometown only now. His widow, son, and daughter-in-law also died in the Russian attack. A few days after the attack, the Ukrainian Security Service (SBU) stated that the Russian missile had been guided by two collaborators, brothers Vladimir and Dmitry Mamonov. They had lived in the village before and fled to Russian-occupied territory after its liberation. When they learned about the planned funeral on social media, they decided to attend, assuming that fellow soldiers of the deceased soldier might also be present.

   Moscow tried to justify the attack by spreading lies that many neo-Nazis were present at the funeral. However, the UN High Commissioner for Human Rights, through its own investigation, found that all victims of the attack – 36 women, 22 men, and one child – were civilians. It is uncertain whether Russia intentionally attacked civilians or simply failed to verify information from collaborators who provided the target coordinates. The UN called on Russia to acknowledge responsibility, identify and punish the perpetrators, and provide compensation to the victims' families.

   

  ATACMS in action

   On the other hand, Ukraine demonstrated a rocket attack that had a spectacular effect on military targets, unlike the Russian one. The U.S. and Ukraine did not announce the delivery of ATACMS missiles in advance; they used them immediately. The first ATACMS missile strike on Tuesday, October 17, targeted airports in Berdyansk in the Zaporizhia region and in Luhansk. It was a total surprise for the Russians, and they suffered significant damage.

   The extent of the damage was hard to estimate because, in addition to completely destroyed and burnt helicopters, several were hit by dozens or even hundreds of fragments but did not catch fire. These machines appeared untouched at first glance in satellite images but were, in fact, irreparably damaged. Austrian analyst Tom Cooper, citing sources that examined all available images, stated that there were 13 Ka-52 helicopters, twelve Mi-8, two Mi-8, and two Mi-24/35 helicopters hit at the Berdyansk airport. In Luhansk, seven Mi-28, six Ka-52, and four Mi-8 helicopters were hit. In total, the Russian armed forces lost 46 helicopters.

   A few days after the attack, the Russians released a video showing that nothing had happened at the affected bases. The video captured an empty apron with small craters from ATACMS missile submunitions at regular intervals. However, fresh traces of heavy equipment were visible, indicating that the Russians had removed something from the area before filming – and in large quantities. Moreover, even before the video, immediately after the attack, a video shot by Russian soldiers on the edge of the affected base in Berdyansk appeared. It showed five or six fires – buildings and helicopters were burning.

   The remaining helicopters were withdrawn by the occupiers to the east, to the Taganrog base, which is on Russian territory. Ukraine, based on an agreement with its allies, cannot use Western weapons against it. For Russian helicopters, this means a longer flight to the front and less time for searching and tracking targets. According to recent reports, Russia has only about 25 Ka-52 helicopters in usable condition.

   Drones have become ubiquitous in Ukraine.

  Illustrative photo of the ATACMS missile launch from the M270 MLRS launcher.

  Fires resulting from ATACMS missile attack at the Berdiansk airport.

  Intact M74 submunition from the M39 ATACMS missile.

  At first glance, it may not seem so, but there are 35 shrapnel hits in total in this detailed photo of the Ka-52 helicopter.

  Ka-52 helicopter in a photo released by the Russian Ministry of Defense.

  Another illustrative shot published by the Russian Ministry of Defense, this time featuring the Mi-8.

  
  

  950 pieces of submunition

   The Ukrainians have continued to successfully use ATACMS missiles. In the last days of October, they targeted the forward airfield in Tokmak in the Zaporizhia region and an S-400 air defense system battery in the Luhansk region. In the latter case, at least three launchers were destroyed.

   Interestingly, ATACMS missiles proved effective in a direct confrontation with the S-400 system, designed for ballistic missile defense. Calculating their trajectory is crucial in countering them, and ATACMS missiles complicate this process. After launch, they reach speeds of Mach 3 and initiate a series of maneuvers, altering not only their altitude but also their flight path. This makes it impossible to determine their trajectory. Immediate post-launch maneuvering also hinders identifying the launch location, providing protection for the launching platform against retaliatory fire.

  Ukraine has so far received the oldest version of these missiles, the M39. It has a shorter range compared to later versions (165 km versus 300 km), but it carries a larger payload—up to 950 pieces of M74 submunition. Each submunition is about the size of a baseball and weighs half a kilogram. The submunitions from a single missile cover an area of three hectares, where the shrapnel kills everything living and destroys unarmored vehicles, helicopters, and planes.

   ATACMS missiles have a caliber of 610 mm and are launched from M142 HIMARS or M270 MLRS rocket launchers, which Ukraine has been using since last summer. However, until now, they only had missiles with a caliber of 227 mm and a range of about 80 km. One launcher can fire either six 227 mm missiles or one ATACMS missile. The wheeled M142 HIMARS can launch one ATACMS missile, and the larger tracked M270 can launch two of these missiles due to its two launchers.

   

  Stalemate?

   On the ground, the situation has barely changed, although both sides are attempting offensives. Russia continued its pressure in the Kupiansk area in the north of the Kharkiv region and launched an extensive offensive operation near Avdiivka in the Donetsk region. After massive losses of equipment, they shifted to a tactic of constant infantry wave attacks. Despite significant casualties, they achieved minimal territorial gains in the observed period near Avdiivka.

   A similar situation unfolded near Bachmut. In the areas of Robotyne and Verbove in the Zaporizhia region, the Ukrainian advance to the south was halted. However, there was an expansion of the Ukrainian salient to the east and west. Ukrainians also established several small bridgeheads on the left bank of the Dnieper River in the Kherson region and continued to expand them. In this area, Ukrainians successfully deployed helicopters flying low over the river and launching salvos of unguided rockets at Russian positions.

   Ground battles were accompanied by an increasingly massive use of drones. Over the mentioned bridges on the left bank of the Dnieper, Ukrainians gained an advantage through the successful use of jammers that restrict Russian drones. In other sectors, Russians use drones to replace artillery and employ them in kamikaze attacks not only on equipment but also on trenches with Ukrainian defenders. Drones of various sizes operate over the battlefield, with larger reconnaissance drones at higher altitudes and modified small commercial drones moving in large numbers just above the ground.

   Use of heavier reconnaissance drones in photos from the Ukrainian armed forces.

  
  

  Machine guns and cannons against drones

   The fight against drones has become a significant priority. In addition to the mentioned jammers and other larger electronic warfare means, electronic rifles—essentially handheld jammers—are supplied from the West. Allies are also providing various weapons to Ukraine. For instance, Norway supplied remotely operated weapon stations, CORTEX Typhon, along with Dingo vehicles on which they are mounted. The number of units delivered was not disclosed, but the value of the Norwegian delivery was 65 million euros.

   The CORTEX Typhon system is equipped with a 12.7mm machine gun and operates in two modes. The first is automatic, where the system itself destroys all drones within its range. This avoids precious time loss, crucial especially during kamikaze drone attacks, where every second counts. However, this mode can only be used when there are no friendly drones operating in the vicinity. In the second mode, the operator decides to open fire after verifying the drone's identity. The effective range is 2 km.

   From Australia, 160 Slinger systems were sent to Ukraine, with 110 to be mounted on tracked armored vehicles M113 and 50 on wheeled Bushmaster vehicles, also supplied from Australia. Slinger uses a 30mm caliber cannon and has a magazine with 150 proximity-fused grenades. The goal, therefore, doesn't have to be a direct hit; the grenade explodes in a target‘s vicinity destroying it with fragments.

   In addition to a set of optical devices, Slinger also has a ballistic radar. The system's day and night cameras can capture a target at a distance of 12–13 km and precisely identify it at over 4 km. The ballistic radar can target a vehicle at a distance of 3.5 km, a soldier at 2.2 km, and a large drone (such as DJI Matrice 600) at 1.4 km. The smallest targets, like small quadcopters DJI Phantom, can be targeted at approximately one kilometer.

   In October, Britain also provided Ukraine with Terrahawk Paladin systems. In this case, it is a relatively heavy tool transported by a truck. The platform is equipped with a mast with a radar, laser rangefinder, and day and night cameras. On the opposite side there is a remotely controlled 30mm caliber cannon. What makes Terrahawk Paladin exceptional is the ability to supplement the cannon with APKWS rockets with a caliber of 70 mm with laser guidance. However, there are too few of these sophisticated systems to adequately cover the entire front line. Therefore, the most commonly used are still ordinary machine guns mounted on any available vehicles.

  The turret of the Australian Slinger system.

  The most commonly used weapons against drones are still anti-aircraft machine guns.

   

  Destroyed by drones as well as friendly fire

   Drones have contributed to further losses in the Ukrainian air force during the observed period. On Tuesday, October 10, one Su-25 was destroyed at Dolgintsevo Airport near the city of Kryvyi Rih by a Lancet 3 drone. There were also photographs of MiG-29 aircraft destroyed at Kulbakino Airport near Mykolaiv. According to some sources, these are new losses in October, but in reality, these are images of fighters destroyed in the previous month. Despite this, the repetition of the attack on Dolgintsevo is a striking negligence on the part of Ukraine, as the first attack occurred on September 19.

   In addition, Russian channels claimed on Monday, October 16, that Shkolny Airport near Odesa was hit by a missile, resulting in the destruction of six aircraft. Satellite imagery supposedly confirmed this. However, the imagery captured the aftermath of an attack in May 2022, showing two damaged training L-39 Albatros aircraft and four MiG-21 fighters. Ukraine never used these aircraft. Three were MiG-21bis originally repaired for Yemen and Algeria but never delivered and had not flown for over ten years. The fourth was a two-seater MiG-21UM.

  Small commercial drones are the most widely used on the battlefield.

  
  

   From previous periods, there is also a shot-down Ukrainian Su-24, whose wreckage was found near Bachmut, and the Russians published its photos on Wednesday, October 18. Most likely, it is the Su-24M with the fuselage number "white 69," lost in May 2022 near Soledar. Its crew, Colonel Igor Khmara and Major Ilya Negar from the 7th Tactical Aviation Brigade, perished.

   The only Ukrainian aircraft whose downing was confirmed in the observed period is an Mi-24 helicopter from the 16th Independent Army Aviation Brigade. The helicopter crashed on Friday, November 20, near the village of Chasiv Yar in the Donetsk region. An Mi-8 helicopter was subsequently captured on a mission attempting to rescue the crew of the downed Mi-24. At least one of them, Colonel Serhiy Novosad, lost his life.

   During the observed period, the Ukrainian side reported the downing of several Russian Su-25 aircraft during the battle for Avdiivka. However, none of them has been confirmed so far. It is possible that the wreckage will be found and appear in footage later, as has happened many times during this war. What is confirmed, in addition to airports destroyed by ATACMS missiles, are two downings most likely caused by "friendly" fire.

   In the first case, a single-seat Su-type fighter was destroyed on Friday, October 6. The aircraft crashed near the village of Nikolske, near Mariupol in the Donetsk region. The pilot successfully ejected and parachuted to safety. In the second case, however, the entire three-member crew of a naval Mi-8MTV-5 helicopter perished. After being hit by its own air defense, the helicopter crashed into the sea on Sunday, October 22. The aircraft belonged to the 98th Independent Mixed Aviation Regiment, and the crew members who lost their lives were Major Grigory Azanov and two other officers, Maxim Pasechnik and Alexei Kontievsky.

  The Gepard anti-aircraft tank with kill marks.

  
  

  Zaluzhny's ideas

   In conclusion, let's revisit the topic of drones through the reflections of Ukrainian Chief of General Staff Valeriy Zaluzhny, who wrote an extensive thesis for The Economist, dedicating considerable attention to drones. Zaluzhny states that the situation on the front is heading towards a stalemate, which is more favorable to Russia. He also outlines five ways to overcome this stalemate:

   Achieving Air Superiority

  Overcoming Minefields at Sufficient Depth

  Effective Counter-Battery Fire

  Creating and Preparing Adequate Reserves

  Effective Electronic Warfare

  
  

  Regarding the air force, Zaluzhny mentions that at the beginning of the war in February of the previous year, Ukraine had 120 tactical aircraft, of which only 40 were in satisfactory technical condition. There were 33 medium and short-range air defense battalions, of which only 18 had well-maintained equipment. However, with the help of allies, both the air force and air defense were strengthened. Fighter jets, attack aircraft, and helicopters were supplied, along with 16 different types of Western air defense systems, ranging from man-portable missiles to self-propelled anti-aircraft guns like the Gepard and Patriot systems.

   As a result, significant losses were inflicted upon the enemy. According to Zaluzhny, the Russian air force lost the equivalent of one air army, and in the case of helicopters, 13 regiments (brigades) of the army aviation were lost. While the enemy is building new attack aviation units, unmanned aerial vehicles (UAVs) have taken on a significant portion of reconnaissance and airstrikes.

   To achieve air superiority, Zaluzhny proposes the simultaneous mass use of cheap flying decoys and attack drones. Lures, together with drones in one combat formation, would overwhelm the enemy's air defense, confuse the opponent regarding the actual number of combat assets during an attack, and force them to reveal their defense positions.

   For countering enemy drones, Zaluzhny suggests using drones with nets to eliminate the threat of kamikaze attacks on own units. Reconnaissance drones with infrared cameras at night should be blinded using strobe lights to prevent them from detecting the positions of Ukrainian troops and equipment. Mass use of electronic warfare means (portable jammers, anti-drone rifles) is essential on the contact line to protect own ground forces.

   Zaluzhny also addresses the threat of manned aircraft releasing glide bombs from a distance onto Ukrainian positions. The use of air defense radar simulators that illuminate the approaching aircraft would, ideally, scare the pilot into releasing their deadly payload from a greater distance, making it less accurate and effective.

   Among the five points necessary to overcome the stalemate, we have delved deeper into aviation, the main theme of this series. Besides these, Zaluzhny emphasizes the importance of rational logistics organization and the exploration of new and unconventional ways to break the parity with the enemy.

  Ukrainian MiG-29 destroyed at the Kulbakino airport.

  This Ukrainian Su-24M was lost in May 2022 near Soledar; photos have only surfaced recently.

  Ukrainian Mi-8 helicopter firing the unguided rockets at the Russian positions.