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{"cz":"Info EDUARD"}
{"cz":"Měsíčník o historii a plastikovém modelářství.","en":"Monthly magazine about history and scale plastic modeling."}
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 Eduarde-magazine FREE Vol 22 December 2023# 166Page 2
INFO Eduard# 166© Eduard - Model Accessories, 2023FREE FOR DOWNLOAD, FREE FOR DISTRIBUTION!This material may only be used for personal use. No part of the textor graphic presentations can be used in another publication in any other mediaform or otherwise distributed without the prior writtenpermission of Eduard - Model Accessories and authors involved.Editorial and Graphics - Marketing department, Eduard - Model Accessories, Ltd.e-magazine FREE Vol 22 December 2023Page 3
eduardeduardDECEMBER 2023CONTENTSEDITORIALKITSBRASSINPHOTO-ETCHED SETSHOW TO WORK WITH PHOTO-ETCHEDSPACEBUILTON APPROACH–January 2024TAIL END CHARLIEHISTORYBOXART STORYFM-1 ProfiPACK 1/48P-39N Airacobra ProfiPACK 1/48Bf 109E-4 Weekend 1/48Avia S-199 ERLA canopy Weekend 1/72X-1 Mach Buster ProfiPACK 1/48 re-releaseBf 109G-4 ProfiPACK 1/48 re-releaseAlbatros D.V Weekend 1/72 re-releaseAlbatros 1/72F-4E 1/48X-1 Mach Buster 1/48KURFÜRST 1/48THE EASTERN AIRCRAFT FM-1 WILDCATMedal for Heroism, Col. Jiří Pavel KafkaF/O Oldřich Doležal, DFCZáhada zbarvení izraelských S-199Air war over Ukraine-Drones and defenseagainst themOn the limitSunday at the golf clubYoav MessersA Steak for FreeThe Bavarian Knight4828346278848898108127Published by Eduard-Model Accessories, spol. s.r.o.Mírová 170, Obrnice 435 21support@eduard.com www.eduard.comPage 4
EDITORIALGood day, Dear Friends,After a three-year break, we made a return toTelford, and it was a triumphant return at that!After all, Britain is the cradle of our business,and the Telford event is the biggest exhibitionin our field and it would be a mistake to missit. Our plan is to continue attending such events,beginning with Nuremberg in January/February.I firmly hope that this year we will meet morecolleagues from other companies and morebusiness people and journalists there than lastyear. I'll admit I'm a little nervous. Through thelevel of participation of companies at Nuremberg,how much the world is returning to normal canbe gauged, and we would all be grateful forindications that it really is doing just that.In January, just prior to Nuremberg, we’ll bein Hradec Králové, attending their event there.In the spring, we will continue our exhibitionactivities in Prosek in Prague, we will probablyalso be in Italy in Verona and in Poland inBydgoszcz. In April we will attend the traditionalshow in Mosonmagyarovár, followed by Zagrebin May, and I would like to go on a survey ofSaumur. There will be another Iron Bunnycontest in Bublava in June, which is a uniqueinvitational event for selected participants, butour involvement in it is significant. Then, inthe summer, we’re in Wisconsin for the IPMSUSA Nationals. That will be followed by E-day,Eindhoven, Nitra and Telford. That’s it. I missanything??At every one of this year's exhibitions,I was very pleased with the response that ourmagazine received from modelers. I take it asthe result of our efforts to transform our monthlypublication from a comprehensive advertisingleaflet into an online modeling magazinethat not only informs, but also entertains. Fora year now, we have been preparing for the nextstep, which will be adding a paid supplementto the Info Eduard magazine. Don't be afraid ofthat idea. I promise, it won’t be a waste of yourmoney, and not just because it will be a wellthought out magazine. It will be a paid for itemfor several reasons. Our current magazine, asyou know it, including historical and technicalarticles, 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, butI won't go into too much detail in it regarding ourown items, and it will feature an interview withone of the personalities connected to our fieldand fields related to it, such as military or civilaviation. The main content will usually be threehistorical and technical articles, and severalother sections, that are not specifically gearedto our products. It will be news concerningmodel making; what new people have madeor are preparing to make, especially in termsof kits, but there may also be informationabout new books, films, and we are preparinga section covering flight simulators, as well asnews from aviation in general and museums,and of course, build articles. But these will byno means be limited to our kits. They will coverinteresting and well-built models from variousexhibitions, regardless of the manufacturerof the source kit or the accessories used intheir completion. In order to put all of thistogether into a functioning entity, we had to findcollaborators who demand payment for theirwork. We currently pay external contributors,but the majority of the articles are from us, theeditorial board members. We write them in ourspare time, apart from our regular work duties,and we don't get paid extra for it, and we believethat our efforts will be reflected in the sales ofour products. It will be different in the optionaladdition, where the content of each issue willbe a rather more expensive matter. Our ownadvertising content will also be very limited inthe attachment, remaining more a part of theclassic free Info Eduard magazine. All in all, themagazine supplement will be a costly affair toput together which we will not be able to affordto fully subsidize, so we will be selling it.So, how can I claim that paying for thesupplement to our monthly magazine won’t bea waste of your money? At the moment I don'tknow exactly how much it will cost, but we willbe in the range of $10US. For this, in addition tothe attachment, you will also receive a discountcoupon for purchases in the Eduard e-shop. Thecoupon will be a one-time purchase, but it willgive you a total return on your investment in themagazine when you buy it, and you'll still havefun doing it. You and we should both profit fromit. You will be able to try it out in March.Now you might be wondering what willhappen to the printed magazine. The answer isthat there will be no printed Info Eduard, at leastfor the foreseeable future. We have come to theconclusion that it is beyond our capabilities forthe time being. I'm not saying it will never be, butnot right now, while we are focused on finishingthe above described attachment.New Items for DecemberQuite a while back, I decided to slightlychange the format of my editorial and limit thelist of current news that I point out month aftermonth. I can't shake the feeling that I'm doingunnecessary work, duplicating what everyonefinds in the issue, and annoying a lot of people. Ifinally reached a decision. So I'll limit myself tothe most important or significant items only. Ifyou didn't like it, get in touch. I would love to hearINFO Eduard4December 2023Page 5
from you. The most important piece to come outof December is the 48th scale Profipack FM-1Wildcat. You might say it's just another Wildcat,but I find the kit very interesting and importantfor several reasons. One of the reasons isthat the FM-1 is not quite a mainstream type.It's actually a bit of an outsider, at least in termsof public interest and knowledge. I dare say thatmany people don't even know of its existence.It is not an aircraft that has seen famous battleslike its cousins, the F4F-3 and F4F-4 Wildcats,or the Corsair and Hellcat, not to mention theMustang, Spitfire and Bf 109. It was a workhorse that toiled, faced the task at hand head on,fought and then went on to become practicallya footnote. It flew and fought on fronts that arelargely overlooked, even underappreciated, andgenerated stories that are known only to a smallgroup of historians. Nevertheless, these frontswere very important, absolutely essential forwinning the war. It was the home front where theFM-1 had the role of trainer, training hundredsand possibly thousands of naval aviators, andthen the Battle of the Atlantic where the FM-1sdid the hard and dangerous work of protectingAtlantic convoys, in long and bloody battleswith German submarines for supremacy of theAtlantic. Task forces, built from destroyers andescort carriers, from which mixed (composite)squadrons of FM-1s, and later FM-2s, Avengersand Wildcats operated, played an absolutely vitalrole in the Battle of the Atlantic. In 1944, FM-1swere still involved in the invasion of Normandyand southern France as British Wildcat Mk.Vs,and eventually, a good number of them survivedto this day, despite not being able to competewith their younger and more powerful FM-2descendants in this regard.The FM-1 is not exactly a world-famousaircraft, but it is an important aircraft. And I likethat, and I'm sure I'm not the only modeler whofinds its perceived mediocrity appealing. Thecolor schemes in the FM-1 kit are also attractive.There are six of them and their compositionis incredibly varied for a WWII seaplane. Fourselections are American, each with a differentcamouflage scheme. Among them is also thesubject of the kit’s box art, an aircraft thattook part in the second combat mission of VC-1from the deck of the escort carrier USS BlockIsland, during which the patrolling Avenger,accompanied by this Wildcat, located andattacked two German submarines. You willbe able to learn that they were not just anysubmarines from my article that I am preparingfor the January issue of the Info Eduard. Andthe USS Block Island was not just any aircraftcarrier either; among other things, it was theonly American aircraft carrier sunk duringWorld War II in the Atlantic. And the submarinethat sunk it was not an ordinary submarine.In short, the story of this ship is rich, youwill see for yourself! Another of our featuredmachines, the September 1943 Wildcat fromthe aircraft carrier USS Nassau, with its redoutlined insignia and yellow tactical markings,represents perhaps the most colorful mid-warsubject that US naval aircraft have to offer.In addition to the American Wildcats, the schemeselection includes two Royal Navy Mk.V Martlets,one from the Normandy invasion, the other fromthe invasion of southern France. However, bythen, Martlet Mk.Vs were already called WildcatMk.Vs, and if you're wondering why, refer to TomCleaver's FM-1 article in today's magazine.Among other December kits, there are somebig resurgences. The last 850 48th scaleProfipack Bf 110 G-4s, Catalog Number 8208, aregoing on sale. This is one of the new products forJanuary, 2021, which went on sale in December,2020. It was on sale for four days when ourinfamous fire broke out, which destroyed allthe moldings, which we had in stock at thetime, something around a million sprues in all.Fortunately, it didn't destroy the boxed kits andkit packaging components, so 2200 boxed unitswere sold, leaving us with components for the850 kits we boxed last month that are going onsale right now, almost exactly three years afterthe fire. This is a great opportunity to get anattractive kit, take advantage of it! Those kitswon't be available too long!Among the reissues, we have the 1:48th scaleBell X-1 in the Profipack line. This kit was createdin the late 1990s, at the height of our short runs,back when we didn't make our own molds orpress the plastic ourselves. Mr. Pavel Vandělíkmade the molds for us and also produced theplastic sprues. Cooperation with him, or moreprecisely, his family, moved us forward in leapsand bounds qualitatively. Our kits, even if theywere still short run injected into epoxy molds,started to take on a world standard, and webegan to believe in ourselves and dared todo venture on to bigger and more interestingprojects than those First World War biplanes. Welaunched into the Tempest and Yak 3 and enjoyedthe kind of morning glory that easily gets to one'shead. At that time, we went to Chicago every fallfor the RICHTA show, which was presented inthe States as the American equivalent to theNuremberg show. That was typical Americanconfidence, and RICHTA was much smaller,but I loved driving there and always enjoyedit. And on one of these trips, I think in 1996, butmaybe it was a year earlier, I met Chuck Yeager.If you want to envy me, you don't have to. I wasyoung and stupid then and didn't enjoy it asmuch as I was supposed to. There were a lotof war pilots still alive at that time, and it feltlike a normal meeting with an old pilot. Well, asI say, I was a young fool. Today I would enjoy itin a completely different way. But on that note,various people began planting the bug in my earthat we should do a Bell X-1 because the 50thanniversary of Chuck's record breaking flightwas coming up and an anniversary model of theBell X-1 would be an absolute and spectacularblockbuster. It made sense, especially inAmerica. But the one who nurtured that ideain 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 havebeen doing well as editor-in-chief! In the end itseemed like a good idea and we made the BellX-1. The master was created by Zdeněk Sekyrkaand Jindra Balon, the molds by Pavel Vandělík,the picture on one box was painted by StandaTarasovič, the other by Martin Novotný, who wasjust starting out at the time. We were alreadyproducing Profipack kits as well as the then stillnameless regular line, which later evolved intothe Weekend label. The kit had some flaws, noteverything fit as it should. We were learning andonly had a vague idea of just how far we stillneeded to go. And incidentally, the flaws in thekit are still there, but at this point, I think a littlelenience might be in order. Today, they carrya certain historical significance!Although the kit was a nice little item, quitetop-notch for the time and for what Czechconditions allowed, it all had one flaw. No onemuch cared. No one was cheered when it wasreleased and no one lost any sleep over it. Thefiftieth anniversary of the first supersonic flightjust sorta came and went, and as we were stilllearning about marketing at the time, modelersINFO Eduard5December 2023Page 6
weren’t purchasing our X-1 much. Not that itwas an outright flop, but let's just say that ourBell X-1 fell short of expectations. Over time,however, the disappointment passed, we soldout the entire production run after a few years,and since we always had new ideas and thusthings to do, I only have the fondest of memoriesabout it. We then released it several more times,and in the end it always sold quite briskly. I likethis kit; it has a story and I like stories!Coincidentally, we have one more reissue ofan older kit in the December listing, the 72ndscale Albatros D.V. It may surprise you, but thisis a developmentally younger kit by a generation,with galvanized molds. Galvanized molds - that'salso an interesting story, but for another time.We have plans to re-release several of theseoldies but goodies next year. We will be creatingthe EDUARD HEAVY RETRO line for this purpose.We will release several kits in it that have somesignificance for the history of kit manufacturingat Eduard. Of course, we believe that they willalso be attractive to customers and that theywill not be like the first edition of the Bell X-1.The first item in the Heavy Retro range will bea 1:48th scale Savoia-Marchetti SM.79 Sparvieroin February, commemorating our collaborationwith then MPM, now Special Hobby and JulesBringuier, owner of Classic Airframes. Plasticfrom these old molds is not a piece of cake,it's really a bit of molding archaeology, but ourcolleagues at Special Hobby are up to the task.The next kit will be the 48th Ki-115 Tsurugi, whichis our first project, created in 3D modeling andmilled on CNC machines. We want to preparethe 72nd scale L-410 Turbolet for E-day and the48th Lysander for November, with which we willremember our cooperation with Gavia. If thesekits are successful, we may continue with themfrom time to time and occasionally reminisceabout a piece of kit manufacturing history.Let me make two comments about December’snew releases. The first is that almost all of theBrassin accessory items, for the first time ever,are almost exclusively for our own kits, witha nice collection of FM-1 Wildcat sets amongthem. Check them out!I would also like to mention the two decal sets.Both are F-35 decals for the Tamiya kit, one forthe 1:48th scale kit, the other for 72nd. And, asyou might expect, these are our decals, theones still hated and rejected by some modelers,enthusiastically accepted by many others.Lately, the justification for rejecting our decalshas been centered around the alleged need toremove the carrier from them when applied.It is surprising how many modelers mention thisfeature as a negative, even though we ourselvesdo not state or recommend such a thing.On the contrary, we actually present them astraditional decals, and the carrier does not needto be removed from them. Just treat them likeany other decal, apply them to a glossy surfaceand paint them with clear varnish after drying.The carrier then becomes invisible on the surface.By the way, the fact that the varnish has irregularedges and has a relatively wide overlap aroundthe color motif of the decal has a significanteffect on the fact that after varnishing, the edgeof the varnish on the surface of the model ispractically unrecognizable. And it doesn't evenneed a thick coating of clear. So please, people:you don't actually need to remove the carrierafter applying the decals, and the wider offsetdoesn't matter; it can't be seen on the finishedmodel!ArticlesToday we have our regular update on airoperations over Ukraine by Miro Barič andthe second part of Working with PE by JakubNademlejnský. From history, we have todayan incredibly relevant article on the historyof the FM-1 WIldcat by Tom Cleaver and twoarticles dedicated to Czechoslovak airmen ofthe 311th Bomber Squadron RAF, honored onOctober 28 of this year by President Petr Pavel.Jan Zdiarský writes about Mr. Jiří P. Kafka, thelast surviving member of 311th Squadron, andPavel Vančata and Pavel Türk write aboutMr. Oldřich Doležal. Yoav Efrati contributes anarticle about the coloring of Israeli S-199s. Thiswas originally supposed to be a Box Art storyfor the December release of the S-199, but Yoavdidn't fit the format, so his text is a standardarticle. Richard Plos wrote the Box Art storyfor both Bells, the Airacobra and the X-1, beingreleased in December. Another two Box Artstories, for the Bf 109E-4 and the Albatros D.V,were written by the no less experienced JanBobek. 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 witha rather extensive article about the escortaircraft carrier USS Block Island, in which, inaddition to the Wildcats, Avengers, aircraftcarriers and destroyers also involvea considerable number of German submarines.It will be my honor to present all this to you inthe January issue of magazine.In Closing…So, I managed to not shorten the editorial toomuch this time either. So sorry. I won't shortenit next time either, because the next editorialwill be about the our plans for 2024, and thatcertainly can't be anything short. Today I alreadywrote a little about said plans for next year, butit was only a small hint of what is to come nextmonth.A few more organizational comments. Todaybegins our next Sweep event, with sixteen itemsgoing on sale, mostly older Weekends in originalpackaging and a few Profipacks, also in oldboxes. They will be available while stocks last,which in some cases isn’t much.Also on sale are the December batch of newBundles. They will be on sale until the JanuaryBundles are launched. So you have abouta month to buy these items.As every year in December, our salesdepartment will be open until December 23rd.But please note, the last orders for which weguarantee dispatch this year, by December 23rd,will be for orders received no later than Monday,December 18th. At the same time, we will makean exception in the launch of January’s newreleases, which will be available to order fromDecember 15th. After the holidays, the salesdepartment will reopen on Wednesday January3rd, 2024.Dear friends, thank you for the support youhave shown us in this difficult year. I wish youa Merry Christmas, a lot of peace and goodhealth, and a Happy New Year's.Happy Modeling!Vladimir SulcINFO Eduard6December 2023Page 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.
HISTORYTHE EASTERN AIRCRAFTFM-1 WILDCATFAA Wildcat Vs of 846 in June 1944, with their D-Day invasion stripe. 846 flew anti-submarine patrols from HMS Tracker off the westernend of the invasion area. [IWM]The FM-1, originally known as the F4F-6, wasGrumman’s response to the nearly-unanimousopinion among U.S. Navy wildcat pilots that thesix-gun wing of the F4F-4, with an ammunitionload for four guns redistributed among six tosave weight, while significantly reducing thetotal time of fire by 20 seconds - an eternityin combat - was unacceptable. The F4F-6 sawthe weapons reduced again to four, which wasjudged more than adequate for the fighterin combat.The decision had been made in February1942 that General Motors would convert itsfive idle automobile factories in Linden, NewJersey, for the production of aircraft, underthe management of a new subsidiary, EasternAircraft. As Grumman expanded production toinclude the Avenger as well as the F4F Wildcatover the spring and summer of 1942 whilepursuing development of the F6F Hellcat, it wasobvious something had to give at Grumman’sproduction facility at Bethpage, Long Island.While GM management believed they wouldshow the aircraft industry how to reallymas produce airplanes, those experiencedin aircraft production doubted a workforceused to the lower tolerance requirements forauto production could change and becomecommitted to the high tolerances for accuracydemanded by the aviation industry.With the outstanding success of the Hellcat,which entered production in September 1942,the Navy ordered Grumman to develop otherproduction sources for the Wildcats andAvengers, so the company could concentrateon all-out Hellcat production. This would bethe new 4-gun F4F-6, which would now beknown by the designation FM-1 for EasternAircraft.Eastern Aircraft was assigned productionof the Wildcat; the company built a shed atBethpage that summer, remembered as “thefastest-built, least-ostentatious office inGeneral Motors’ history,” where employeescould learn the ropes of producing Wildcats. InAugust 1942, Grumman provided the largely-rebuilt factory in Linden with parts to buildtwo Wildcats on the new production line undersupervision by Grumman employees. Thenext six contained only one-eighth of theirparts from Grumman. These were acceptedby the Navy after inspection in September.After that, Eastern was on their own. By theend of December, 21 FM-1s had been deliveredsince the first two. That number was matchedin January 1943, with the total doubled inFebruary and doubled again by April 1943.Grumman delivered its last Wildcats in June.The FM-1Wildcat in the Battleof the AtlanticNearly all U.S. Navy FM-1s were used in theAtlantic, where they operated from CVEs inthe Battle of the Atlantic against the GermanU-boats.The FM-1s operated in composite squadronswith TBM-1C Avengers. Standard operatingprocedure called for one or two Wildcatsto strafe a surfaced U-boat to suppressor divert its anti-aircraft defenses as oneof more Avengers bored in to attack withrockets or bombs. If the U-boat pulled theplug and dived, an Avenger could drop a “Fido”acoustic torpedo that homed on the propellernoise.The escort carriers USS Card (CVE-11), Core(CVE-13) and Santee (CVE-29) were the first toenter the Atlantic battle in the summer of 1943withe FM-1s replacing their previous F4F-4s.VC-9, which first served aboard USS Bogue(CVE-9) that spring and summer with F4F-4swent aboard Card for deployments inSeptember through November. The squadroncontinued the success they had first achievedaboard Bogue, finishing 1943 with a score ofeight U-boats confirmed sunk; a ninth wasconfirmed in 1944 when they operated aboardUSS Solomons (CVE-67) to make the squadronNumber One in sinkings during the war.Thomas McKelvey CleaverINFO Eduard8December 2023Page 9
VC-1, which operated from Card in 1943-44,and VC-13 which operated from Core, were tiedin second place with scores of four U-boatssunk each.German U-boat commander Admiral Dönitzcountered the appearance of the CVEs byre-equipping his submarines with strengthenedAA batteries of two 20mm twin mounts anda 37mm single mount, ordering them tofight it out with the Wildcats and Avengers.The up-gunned U-boats could put up a terrificamount of flak, which was often enough tomake 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 Wildcatsand Avengers from Bogue. U-758 fought offtwo TBM’s and four FM-1s, forcing the aircraftto withdraw while the submarine got away.The next fight involved a patrol of anAvenger and a Wildcat from Core which caughtthe tanker U-487 on the surface on July13, 1943. The U-boat gunners shot down theWildcat, killing the pilot. The Avenger calledup reinforcements and circled out of rangetill they arrived. The two FM-1s attacked fromdifferent directions and cut down the guncrews by strafing; the Avenger delivered thecoup de grace before other crewmen couldman the guns and the “Milch Cow” disappearedinto the ocean’s depths with its load of fuel oil.Between May and December 1943, the newhunter-killer groups based around a CVE andits air group claimed 27 U-boats sunk. Theenemy was no longer the formidable threatthey had been in the years before. By 1944,veteran U-boat skippers who survived theirpatrol to return to base reported that aerialactivity in the mid-Atlantic was more thanwhat they found in the Bay of Biscay. FM-1sbegan being replaced by the new FM-2 “WilderWildcat” in the composite squadrons in March1944.On June 4, 1944, the hunter-killer groupbased around USS Guadalcanal (CVE-60)became the first U.S. Navy unit to boardand capture an enemy warship since theWar of 1812, when her VC-8 Avengers andWildcats attacked U-505 after USS Chatelain(DE-149) reported a sonar contact and drovethe U-boat to the surface with a Hedgehogattack. U-505 was damaged in the attacksand the crew abandoned her. A boarding partyfrom Chatelain took control of the submarineand prevented the scuttling charge from goingoff. The submarine was then towed to NorfolkNaval Station. Today, U-505 is on display at theChicago Museum of Science and Industry.HISTORYUSS Guadalcanal, commanded by Captain Daniel V. Gallery, captured U-505 after driving the U-boatto the surface on June 4, 1944. This was the first enemy warship captured by the U.S. Navy sincethe War of 1812. [USN Official]A boarding party from USS Chatelain (DE-149) boarded the U-boat after the crew abandoned ship and preventedscuttling charges from exploding. [USN Official]Once the U-boat was secured, she was towed to NorfolkNaval Station, Virginia. [USN Official]INFO Eduard9December 2023Page 10
The Wildcat Mk.V in FAA ServiceThe FM-1 began appearing in FAA Wildcatsquadrons in the fall of 1943, serving underthe designation Martlet Mk.V. The name waschanged in January 1944 to Wildcat Mk.V whenall US aircraft in FAA service adopted their USnames.Wildcat Mk.V JV579, in service as “F-forFreddie” of 846 Squadron, FAA, named “ThatOld Thing”, is probably one of the betterknown Wildcats in FAA service, since a photoof it wearing distinctive D-Day identificationstripes has been widely shown ever since thewar.This Wildcat, then a Martlet Mk.V, wasoriginally delivered to 1832 Squadron, basedat RNAS Eglinton, aka “HMS Gannet”, locatedin Northern Ireland in November 1943. TheWildcats of 1832 Squadron were latertransferred to 846 Squadron, a “composite”squadron of Wildcats and Avengers aboardHMS Tracker in the spring of 1944.Tracker began as CVE-6, the sixth Bogue-class CVE converted from a C-3 merchantmanhull in 1942. She was transferred uponcompletion to the Royal Navy in November1942 and arrived in Belfast, Northern Ireland,in March 1943 after delivering aircraft fromNorfolk Virginia to Casablanca, Morocco. Overthe rest of 1943 and early 1944 she sailed as ananti-submarine convoy escort.On January 4, 1944 846 squadron embarkedfrom RNAS Machrihanish. The new squadronwas equipped with 12 Avenger Mk.II torpedobombers and four Wildcat Mk.V fightersformerly of 'B' flight, 1832 Squadron. Amongthe Wildcats was JV579.During the work up period there were fourflying accidents, two involving Avengers, andtwo Wildcats; the first was on January 7 whenLt. J. E. Scott RNVR, crashed on deck landingin Wildcat JV333. The second incident wasfatal: on January 10 Avenger FN828 crashedinto the sea after its starboard wing came offwhile making practice glide bombing attackon the ship, possibly due to exceeding themaximum speed limitations; pilot Sub-Lt G. A.Houghton RNVR, observer Sub-Lt E. B. DixonRNVR, and gunner Leading Airman R. F. Gates,and a passenger Ordinary Seaman G. A. Smithwere killed in the crash. On January 13 Lt G.W. McCabe RNVR in Wildcat JV348 landed withhis arrester hook up and entered the barrier.An unidentified Avenger crashed on take-offon January 20; the aircraft veered into the portcatwalk and its engine broke away from itsmounts; the aircraft went overboard and pilotSub-Lt S. J. Martin RNVR and two crew weresafely picked up by the plane-guard destroyer.After working up with the new squadron,Tracker was assigned to on anti-submarinesweeps on the Gibraltar convoy route westof Cape Finisterre in February, working withHMS Biter as Air Group A.2 with one carrierassigned to anti-submarine and the othera fighter carrier supporting Ocean EscortGroups.Convoys ONS.29 and OS.68/KMS.42departed Liverpool on February 12; ONS.29for Halifax and OS.68/KMS.42 for Freetown/Gibraltar. Biter and Tracker initially supportedONS.29 while on passage to their rendezvouswith the escort groups for the combinedFreetown/Gibraltar convoy. The wind droppedon February 18 and the convoy was becalmedin the Bay of Biscay, famous for its atrociousweather conditions.On February 23, OS.68 with 29 vesselscontinued on to Freetown, KMS42G with 27ships arrived at Gibraltar on February 25. Theescort group spent a week at Gibraltar. 846Squadron flew ashore to RN Air Section NorthFront, re-embarking on March 2 when Trackersailed to meet the next convoy.Biter and Tracker supported Convoy SL150/MKS41 which formed at sea off Gibraltar onMarch 3 when Freetown-UK convoy SL.150rendezvoused with MKS41, Gibraltar-UK.Flying was again hampered by a lack of wind.SL150/MKS41 was attacked on March 10 byU-575 which sank the Flower Class CorvetteHMS Asphodel. Four of Tracker’s Avengerssearched for the U-boat but no trace was found.Biter and Tracker arrived in the Clyde onMarch 12th. After a one week leave, Trackerjoined HMS Activity with 819 Squadron, withthree Swordfish and seven Wildcats, to escortConvoy JW58, leaving Loch Wew to MurmanskOn March 27, 1944. On March 30, two Wildcatsfrom Activity intercepted and shot downa Ju-88. The next day three Fw 200 Condorswere intercepted and shot down. 846'sSub-Lt R. H. Meed RNVR in JV490 and Sub-Lt G.C. Debney in JV485 of 819 Squadron shot downone Fw 200 while 846's Sub-Lt Swift in JV522shot down the second and the third was shotdown by an 819 pilot.On April 1 a serious accident occurredaboard Tracker when an Avenger sighted andattacked a U-boat, but was unable to drop itsdepth charges. The pilot was able to drop threeof the four while returning to the ship. Despitefrantic signals to "go around again" from thebatsman, the pilot flew straight into the rounddown, at full throttle. The aircraft ended upwith its tail hanging over the stern, balancedwith the port wing on the stern Boforsmounting. The Avenger caught fire; the crewgot out but the pilot was badly burned and diedbeing taken to sick bay. A serious fire burnedon the aft of the flight deck. The fire grew andammunition in the Avenger and the Boforsmount ready use locker popped and exploded.Fire crews and damage control parties put thefire out in 15 minutes. Later that day anotherpair of Wildcats from each squadron claimedHMS Tracker (D24), originally CVE-6, the sixth Bogue-classCVE converted from a C-3 merchantman hull was transferredupon completion to the Royal Navy in November 1942. During1943 and early 1944 she sailed as an anti-submarine convoyescort. [Crown Copyright official]HISTORYINFO Eduard10December 2023Page 11
a BV 138 seaplane shot down in flames.846 Squadron lost two more Wildcats onApril 2; one in a barrier crash, the otherditched when Sub-Lt T. D. Lucey, RNVR madea strafing attack on a surfaced U-Boat and camein too low, striking the conning tower. He wasrescued after 1 hour, 55 minutes in the freezingwaters.On April 3 an 819 Squadron Swordfishspotted another U-Boat. The Swordfish cameunder heavy AA fire and was joined by AvengerFN869, flown by Lt J. S. Toner, RNVR, Lt R. A.Woodward, RNVR, and Wildcat JV512 flown bySub-Lt G.W. McCabe, RNVR of 846 Squadron.Combined depth charge attacks by the Avengerand rocket attacks by the Swordfish withstrafing by the Wildcat resulted in the sinkingof U-288 in the Barents Sea southeast of BearIsland.Convoy JW59 reached Vaenga Bay withoutloss on April 4. Activity and Tracker coveredreturn convoy RA58 which sailed on April 7.The convoy arrived at Loch Wew on April 12 andTracker was detached to Belfast, arriving onApril 14 to enter Harland & Wolf's dockyard forrepairs to her fire damage.Returning to duty on April 29, Trackersuffered storm damage in the WesternApproaches and spent the first part of May inthe Floating Dock at Greenock.On June 3, 1944, Tracker left Greenockcarrying 12 Avengers and 8 Wildcats of 846Squadron; 'L' Flight of 1832 Squadron havingbeen transferred on May 13. On June 5, allhands were employed painting the aircraftwith the black and white recognition stripesfor the invasion.Tracker joined CVEs HMS Pursuer andEmperor for operations in the westernapproaches as part of the cover forces foroperation Neptune, operating in a position150 miles west of Lands' End carrying outanti-submarine patrols to intercept U-boatsattempting to enter the English Channel.On the night of June 10, Tracker and theCanadian frigate HMCS Teme collided in thedark when Teme was chasing down a U-boatcontact and swept clean across Tracker’sbow at 0200 hours. Tracker rammed Temeamidships and the two ships were entangledas 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 gapinghole and was taken in tow by HMCS Outremontback to the UK.Tracker was able to maintain her stationdespite her stove-in bow; the next day shecatapulted all 21 aircraft over 40 minutes;Tracker arrived in Belfast on June 12 wherethe damage inspection indicated the need fora refit.846 Squadron was decommissioned on June12, 1944, and Wildcat JV579 was transferred toa training unit.On April 3, 1944, Operation Tungsten - thefirst Fleet Air Arm attack on the Germanbattleship Tirpitz - saw 40 FM-1 Wildcat Mk.Vsof 881 and 896 squadrons aboard the CVEsPursuer and Searcher fly flak suppression forthe strike missions.On August 15, 1944, the two squadrons - nowequipped with new Wildcat Mk.VI fightersalong with 882 Squadron flying Wildcat Mk.Vs- supported “the other D-Day” in OperationDragoon, the invasion of Southern France.By November 1944, all FAA Wildcatsquadrons were operating the “Wilder Wildcat”-the Wildcat Mk.VI - while the Wildcat Mk.Vsspent the rest of the war in training squadrons.846 Squadron, a composite escort carrier squadron of Wildcat Mk.V and AvengerMk.II aircraft, was assigned anti-submarine defense of the Normandy Invasion. [IWM]Eastern Aircraft FM-1 Wildcat Mk.Vof 846 Squadron. The Fleet Air Armreceived Martlet Mk.V fighters (laterknown as Wildcat Mk.V) in October 1943.By November 1944, all FAA Wildcatsquadrons were operating the “WilderWildcat”- the Wildcat Mk.VI - while theWildcat Mk.Vs spent the rest of the war intraining squadrons. [IWM]HISTORYINFO Eduard11December 2023Medal 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 Czechoslovakresistance abroad between the years1939-1945, who received high state honorsfrom the President of the Czech Republicon 28 October 2023, was Col. Jiří Kafka,the last surviving Czech member of theNo.311 (Czechoslovak) Squadron, RAF.Congratulations to Mr. Kafka!Mr. Kafka visited Eduard on January 17, 2018.The following photo gallery is a testamentto the visit.Col. Kafka, who flew several hundredoperational hours on anti-submarinepatrols in Liberators of Coastal Command,RAF in the period 1943-45, arrived inEngland as early as 1939 as one of „Winton’sChildren“.The visit, organized by Mr. Stanislav Černý,took place during the finalization of the‘Riders of the Sky 1944‘ project (LiberatorGR Mk.III and Mk.V, Coastal Command,RAF) - Limited Edition No. 2121. Duringa tour of the company‘s constructionand production facilities, Mr. Kafkawas understandably, interested in anyreferences to ‘his’ Liberator.Col. Kafka was with his partner Dr. Machačová and StanislavČerný 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, 2023The President of the Republic awarded the Medal for Heroismto 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 Czechaviator who served with No.311 (Czechoslovak) BombardmentSquadron in the RAF during the Second World War. As a child,he and his siblings came to Britain as part of the transportsorganized by Nicolas Winton. In 1942 he joined the army.He first served in a Czechoslovak ground unit, underwent basictraining and was then selected for the RAF. After the war hereturned to Czechoslovakia, went to Britain again in 1947 andlived 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.HISTORYINFO Eduard12December 2023Page 13
Colonel Jiří Pavel KafKawas born on May 2, 1924 in Prague. The family was of Jewishorigin, the father worked as a lawyer and at the same time wasthe chairman of the Jewish community in Prague, while hismother stayed took care of the home. Jiří Pavel Kafka attendedboth general school and academic studies. Thanks to his father‘sforesight, Jiří and his siblings managed to travel to England on theso-called Winton Transport (June 28, 1939) just before the outbreakof the Second World War. In England, Jiří Pavel Kafka and hisbrother were first placed in a camp for refugee children in Ipswich,from where both brothers went to elementary school and then tosecondary school in Cheltenham. However, Jiří Pavel Kafka wasnot amused by this, and he left for an apprenticeship at SigmundPumps. In June 1942, he decided to join the army. He served inthe Czechoslovak land army for approximately three months,underwent basic training and was then selected for the Royal AirForce (RAF). He was assigned as a gunner and radio operatorwith No.311 Squadron, in which he served from September 1942to September 1945. After the war, he returned to Czechoslovakiaand was reunited with his mother, who survived the ghetto in Lodzand Auschwitz. In 1947 he went back to England. After his father‘sdeath, his mother also lived there. In 1960, he and his family movedto Israel, where they lived for eight years. Then they returned toEngland again and after 1990 have resided in Prague.Biography of Col. Kafka was processed within the frameworkof 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 | WintonfilmHISTORYINFO Eduard13December 2023Page 14
HISTORYWith Martin Nademlejnsky Mr. Kafka alsowent through some of the sources used forthe preparation of the camouflage schemesand decals. He even recognized himself onone of the photographs in the ‘B-24 Liberatorin RAF Coastal Command Service’ put out byJAPO.Karel Vorlicek presented our guests thecamouflage schemes prepared for thekit. Even after more than seventy years,at the age of 94, Mr. Kafka was able to adda number of interesting bits of informationabout the Liberators.17/1/2018INFO Eduard14December 2023F/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.
HISTORYF/O Oldřich Doležal, DFCPavel VančataPavel TürkOldřich Doležal was born on March 1, 1912,on the threshold of adulthood he studied forfour years at a small Richter radio receivermanufacturing company in Ostrava beforejoining the Baťa shoe company in Zlín asa machinist in 1931. From there, he enlistedon October 1, 1934, in Telegraph Battalion 4in Prešov, Slovakia. After training as a radiooperator, he served in Košice and SpišskáNová Ves, before retiring to the reserve asa private. He returned to Baťa, but now asa ground radiotelegrapher at the Otrokoviceairport. After upgrading his qualifications, hebegan flying as an on-board radio operator andalso underwent training as a sport pilot. OnMarch 11, 1939, he took off with the company'sLockheed L-10A Electra on a business tripto Kraków, Poland, from where he continuedto Belgrade, Yugoslavia, where he learnedabout the German occupation of his homeland.He therefore flew to the British Isles wherehe worked in the East Tilbury branch of thefactory before joining the Army Reserve Corpsat Cholmondeley Park in Great Britain onSeptember 24, 1940.In March 1941, he was reassigned tothe air force at his own request, and withregard to pre-war military training, heOldřich Doležal (March 1, 1912 - November28, 1983) - Military pilot. A native of Ostrava,he trained as a radio operator and in 1941 hejoined the RAF in Britain, where he completedpilot training. He was then assigned to the311th (Czechoslovak) Bombardment Squadron,where he took part in anti-submarine missionsover the Bay of Biscay. His crew achieved oneof the greatest successes of the CzechoslovakRepublic in December 1943, when it sank theGerman ship Alsterufer, which was carryingstrategically important tungsten supplies.In 1944, he took part in Operation Overlord,the invasion of Normandy, and then servedin the Transport Air Force. After the war,he joined Czechoslovak Airlines. In 1950, heparticipated in the coordinated hijacking ofthree domestic airliners from Czechoslovakia.He was sentenced in absentia to 25 years inprison 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 theMedal for Heroism in memoriam to Col. OldřichDoležal for heroism in battle."October 28, 2023Sgt. Oldřich Doležal while serving in the RAF. [J. Popelka]INFO Eduard15December 2023Page 16
HISTORYbegan his aviation career in May 1941 asa ground radiotelegrapher with the No.312(Czechoslovak) Fighter Squadron at JurbyBase on the Isle of Man. He was not satisfiedwith his assignment and managed to convincehis commander to reassign him to pilot training.He went through the elementary part of itfrom July 1941 in Watchfield and followed it upwith further training at Brize Norton Airfield.He was certified as a pilot of multi-engineaircraft with the rank of Sergeant on ChristmasDay, 1941. He underwent operational training at1429 COTF from April to September, 1942, asthe second pilot of Sgt Václav Soukup's crew.He took off for the operational christeningof the No.311 Squadron on October 24 asa member of F/Lt Bohuslav Eichler’s crew,and he was given command of his own crewin March 1943, when he held the rank ofFlight Sergeant. From August 26, as a newlycommissioned officer with the rank of PilotOfficer, he continued patrolling the Bay ofBiscay on four-engine Liberators. Germansubmarines avoided him for more than a year,but he made up for it on December 27, 1943.During his 52nd combat sortie, he claimed oneof the greatest successes in the history of theunit - he sank the German blockade-breakerAlsterufer. This feat earned him the BritishDistinguished Flying Cross (DFC) in January,1944. He completed an operational tour of 69patrol flights lasting 662 hours on August 17,and already by September 5 he enlisted ina course for transport pilots at No.105 (T) OTUin Bramcote. From December 12, 1944 until theend of the war, he then took the post of captainof transport Liberators with No.246 Squadron.In his liberated homeland, he continuedto serve with the Air Transport Group withthe rank of Lieutenant before demobilizingat the end of March, 1946 and returning tothe Baťa company. In March 1948, he joinedČSA (Czechoslovak Airlines) and on March25, 1950, he became one of the participantsof a planned group flight. The crews of threetransport Dakotas flying from Brno, Bratislavaand Ostrava to Prague headed west and landedin Erding, Bavaria. He himself piloted the planetaking off from Bratislava, while his wife andsix-month-old son flew from Ostrava in theplane flown by Captain Ladislav Světlík, a pilotwith No.312 Squadron during the war. Afterreturning to the UK, he found it very difficult tofind employment. He worked as a clerk duringthe day and studied diligently in the evenings toobtain his commercial pilot's license in March1954. At first he drove tourists around Europe,from 1957 he conducted aerial surveys for oilcompanies in Libya for two years. Here he alsotook part in one of the first expeditions to therecently discovered wreck of the AmericanLiberator ‘Lady Be Good’. It went missing duringa raid on Naples in 1943 and was presumed lostover the Mediterranean. Instead, the wreck layin the Libyan desert since her demise.After returning from overseas, he flew untilthe spring of 1965, when he had to stop forhealth reasons. He briefly ran a retail business,became a journalist for the anti-communistagency Free Czechoslovak InformationService for a few years, and finally returned tohis original electrical engineering professionin the fall of 1969. The pilot, who survivedthousands of hours of war and post-war flyingwithout a single scratch, had an unfortunatefall in January 1970 and remained bedriddenuntil his death on november 28, 1983 at the ageof 71. In 1991, he was posthumously promotedto 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 Reportby 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 armedmerchant ship Alsterufer at 46°30' north latitude and 18°50' west longitude. An MC500 bomb hit the ship directlybehind the superstructure and exploded inside the vessel. The photograph shows the spreading fire caused bythe bomb and thick smoke above the ship. [Author’s Archive]INFO Eduard16December 2023Page 17
HISTORYLiberator GR Mk.V, BZ796, P/O Oldřich Doležal,No.311 Squadron, Beaulieu, December, 1943Liberator GR Mk.V BZ796 (ex-USAAFB-24D-5-CF s/n 42-63819), originallyin service with No.53 Squadron (A.L."J"), transferred to No.311 Squadron onSeptember 27, 1943 where it made itsfirst flight on October 3, 1943. Receivedaircraft code "H". The aircraft's offensivearmament consisted again, as a rule, ofsix or seven anti-submarine DC250 Mk.XIdepth charges in the bomb bay (in the caseof an attack on shipping, then one GP250bomb and one MC500 bomb) and eightunguided rockets suspended four by fouron external carriers, fixed on both sides ofthe aircraft’s nose.He flew a total of 13 operational flightswith No.311 Squadron - the first onNovember 10, 1943 and the last on February4, 1944.On December 27, 1943, at 0945h, theGerman armed merchant ship Alsterufer(displacement 2,729 GRT) was sightedby Sunderland "T" of No.201 Squadronat 46°40'N, 19°30'W, carrying a cargo ofstrategic raw materials from the Japaneseport of Kobe to Bordeaux. The Alsteruferhad one 105 mm cannon, two 37 mmcannons, four 20 mm cannons and a cablebarrage fired by rockets (P.A.C. = Parachuteand Cable) for its defense.The Sunderland attack was not successfulas the aircraft bombed through cloud cover.At 1135h a Sunderland coded "Q" of No.422Squadron attacked, but the bombersmissed the target. This was followed by aSunderland coded "U" attack from No.201Squadron which also bombed through theclouds, again without a visible hit. At 1607hDoležal's crew on Liberator "H" attackedthe ship at 46°30'N and 18°50'W. The vesselwas hit by five RP unguided rockets abovethe waterline, while the GP250 bombmissed the target, but the MC500 bomb hitthe hull directly aft of the superstructure(behind the smokestack), exploding insidethe ship and causing an extensive fire. Thecrew then began to abandon the ship. Theburning Alsterufer was finally attackedbetween 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 alreadyabandoned wreck at 46°42'N 18°44'Wwith two MC500 bombs. Both missed thetarget, but one landed only 9 meters fromthe side of the ship. At 1800h, a secondMC500 was dropped by Liberator FL907 "F",but that also missed. At 1758h, additionalAllied aircraft, four Halifaxes as well asFAA Tarpons, were sighted in the area bythe crew of Liberator FL907 "F". At 1800h,Halifax "Q" of No.502 Squadron reportedthat the ship was sinking at a position of46°33'N, 18°55'W. Four hours after beingabandoned by the crew, the Alsterufer sank.A total of 74 sailors from four lifeboatswere picked up by ships of Escort Group 6in the afternoon of December 29, 1943, ata position of 46°06'N, 19°10'W.The significant success of the No.311Squadron was celebrated by extensivearticles in the British press, and fortheir performance the aircraft captainP/O Oldřich Doležal and the navigator/bombardier F/O Zdeněk Hanuš wereawarded the British Distinguished FlyingCross (DFC). All other crew members wereawarded the Czechoslovak War Cross 1939.The aircraft (engine no. 4) was slightlydamaged by fire from the ship (Cat A).On February 8, 1944 the Liberator wasflown from Beaulieu to Prestwick toScottish Aviation Ltd. On March 8, 1944,after the installation of the Leigh Lightsearchlight, it was assigned to No.1674 HCU.It was withdrawn from RAF service on June21, 1947.INFO Eduard17December 2023Israeli 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.
HISTORYIsraeli S-199 - The Color MysteryAvia S-199 Daled-123.The most difficult aspect of making anaccurate representation of the Avia S-199in Israeli service is confirming the color ofthe airplane. Historians of the IAF relied ona document issued by the IAF in the early 1950'swhich listed the airplanes in IAF inventory andtheir colors by name, with no reference madeto any color standard. The Avia S-199 wasfound on this list and was described as beingpainted gray.Post World War II black and whitephotographs of the S-199 in Czechoslovakianservice, show light and dark colored airframesnext to each other, which have been interpretedto be differing shades of a locally manufacturedcolor MNO 2036 Smalt - similar or the sameas RLM 02 or RLM 02 with a bit RLM 83 DarkGreen. In a mid-1994 visit to the Israel AirForce museum by President Ezer Weismann,a former "Messer" pilot, he insisted that thegray painted S-199 on display was painted thewrong color. On 02 January 1995, I met withPresident Weismann, who pointed to the RLM68 color chip in my Official Monogram PaintingGuide to German aircraft 1935-1945, furtherstating that the color was more of a khakiA close-up of the 101 Squadron emblem on a Messer equipped with the Erla canopy.Yoav EfratiINFO Eduard18December 2023Page 19
HISTORYcolor, "as seen on soldiers uniforms". In crossreferencing RLM 68 published in MonogramPublications book on WWII Luftwaffe colorswith FS 595, I learned that this color isnearly identical to F.S 34258 green, which issignificantly more vivid than the "khaki green"color that he meant. I first published myfindings about RLM 68 in the December 1995issue of IPMS/Israel, Kne-Mida magazine, thiscolor finding was close yet wrong.A sample of the actual green color was foundseveral months after my findings, when myfellow model builders and historians Ra'ananWeiss and Rami Skladman interviewed a formerIAF Avia S-199 mechanic named Shabtai Katz.During their visit, he showed them a fuel capthat belonged to an IAF S-199 Avia. From thisfuel cap the color of the Avia was found to havebeen painted "khaki green" similar to Germanpost WWII standard RAL6013 Schilfgrün.In February of 2003 the correct RAL 6013green color was relayed to Joseph Goldman,who is in charge of restoration of the IAFmuseum exhibits, and he repainted Avia D.112in the correct green and restored the markingsto represent Avia D.120 as it appeared duringoperation "Yoav". An interesting eventhappened when I revisited the IAF museum inApril of the following year, the correctly greenpainted Avia had turned…GRAY! The lack ofUV protective layer had turned the green intogray, the mystery had come full circle thusexplaining why the 1950's vintage documentwas 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 Eduard19December 2023Page 20
HISTORYThe originally green overlay color changes to a grey tone on the restored exhibit aftera 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 theopportunity to see the Avia S-199 fuel can withmy own eyes. IAF museum curator Avi MosheSegal presented me the key to his vault wherethe original Avia painted S-199 fuel cap waskept. With Tambor German RAL, United StatesFS 595B, British Standard BS 381C/1964 andHumbrol color catalogs at hand, I compared thecolor of the S-199 fuel cap in direct and indirectsun light. The fuel cap's khaki color wasa direc t match to RA L 60 13, it was slightly darkerthan FS 595B-14257, and had no equivalent inBS 381C and Humbrol color. Fortunately forus model builders RAL6013 is available in theRevell enamel range of paints as SM362.INFO Eduard20December 2023Page 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 BaričPhotos: Ukrainianarmed forces,social media and otherpublic sourcesAir war over UkraineDrones and defense against themThe United Kingdom supplied the Terrahawk Paladin system to Ukraine.In the period from October 1 to October 31, which we are observing in thispart of the series, the importance of drones and defense against themhas become evident in various aspects. Therefore, we will focus mainly onthem this time. However, another significant weapon appeared in Ukraineduring this time – ATACMS missiles with longer range.Let's begin with sad news. On Thursday,October 5, Russia committed another of its warcrimes. Shortly after noon, a ballistic missilefrom Iskander hit a café in the village of Hrozain the Kharkiv region. A farewell ceremony fora soldier from this village was taking place atthat moment. 59 people, including a six-year-old boy, lost their lives, and seven others wereinjured.Hroza had around 500 inhabitants before thewar. It was initially occupied by Russian forcesbut was liberated in September 2022 duringthe counteroffensive in the Kharkiv region.Just before the attack, there were 330 peopleliving in the village. One Russian missile thuskilled 10 percent of the pre-war population ofthe village. Every family in Hroza lost someone.The soldier whose funeral took place onOctober 5 had died earlier. His remains weretransported to his hometown only now. Hiswidow, son, and daughter-in-law also died inthe Russian attack. A few days after the attack,the Ukrainian Security Service (SBU) statedthat the Russian missile had been guided by twocollaborators, brothers Vladimir and DmitryMamonov. They had lived in the village beforeand fled to Russian-occupied territory afterits liberation. When they learned about theplanned funeral on social media, they decidedto attend, assuming that fellow soldiers of thedeceased soldier might also be present.Moscow tried to justify the attack byspreading lies that many neo-Nazis werepresent at the funeral. However, the UN HighCommissioner for Human Rights, through itsown investigation, found that all victims ofthe attack – 36 women, 22 men, and one child– were civilians. It is uncertain whether Russiaintentionally attacked civilians or simply failedto verify information from collaborators whoprovided the target coordinates. The UN calledon Russia to acknowledge responsibility,identify and punish the perpetrators, andprovide compensation to the victims' families.ATACMS in actionOn the other hand, Ukraine demonstrateda rocket attack that had a spectacular effecton military targets, unlike the Russian one.The U.S. and Ukraine did not announce thedelivery of ATACMS missiles in advance; theyused them immediately. The first ATACMSmissile strike on Tuesday, October 17, targetedairports in Berdyansk in the Zaporizhia regionand in Luhansk. It was a total surprise forthe Russians, and they suffered significantdamage.HISTORYINFO Eduard22December 2023Page 23
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 launchfrom the M270 MLRS launcherAt first glance, it may not seem so, but thereare 35 shrapnel hits in total in this detailedphoto of the Ka-52 helicopter.Fires resulting from ATACMS missile attackat the Berdiansk airport.The extent of the damage was hard toestimate because, in addition to completelydestroyed and burnt helicopters, several werehit by dozens or even hundreds of fragmentsbut did not catch fire. These machinesappeared untouched at first glance in satelliteimages but were, in fact, irreparably damaged.Austrian analyst Tom Cooper, citing sourcesthat examined all available images, statedthat there were 13 Ka-52 helicopters, twelveMi-8, two Mi-8, and two Mi-24/35 helicoptershit at the Berdyansk airport. In Luhansk, sevenMi-28, six Ka-52, and four Mi-8 helicopterswere hit. In total, the Russian armed forceslost 46 helicopters.A few days after the attack, the Russiansreleased a video showing that nothing hadhappened at the affected bases. The videocaptured an empty apron with small cratersfrom ATACMS missile submunitions at regularintervals. However, fresh traces of heavyequipment were visible, indicating that theRussians had removed something from thearea before filming – and in large quantities.Moreover, even before the video, immediatelyafter the attack, a video shot by Russiansoldiers on the edge of the affected base inBerdyansk appeared. It showed five or six fires– buildings and helicopters were burning.The remaining helicopters were withdrawnby the occupiers to the east, to the Taganrogbase, which is on Russian territory. Ukraine,based on an agreement with its allies, cannotuse Western weapons against it. For Russianhelicopters, this means a longer flight to thefront and less time for searching and trackingtargets. According to recent reports, Russiahas only about 25 Ka-52 helicopters in usablecondition.950 pieces of submunitionThe Ukrainians have continued tosuccessfully use ATACMS missiles. In the lastdays of October, they targeted the forwardairfield in Tokmak in the Zaporizhia regionand an S-400 air defense system battery inthe Luhansk region. In the latter case, at leastthree launchers were destroyed.Interestingly, ATACMS missiles provedeffective in a direct confrontation with theS-400 system, designed for ballistic missiledefense. Calculating their trajectory is crucialin countering them, and ATACMS missilescomplicate this process. After launch, theyreach speeds of Mach 3 and initiate a series ofmaneuvers, altering not only their altitude butalso their flight path. This makes it impossibleto determine their trajectory. Immediate post-launch maneuvering also hinders identifyingthe launch location, providing protection forthe launching platform against retaliatory fire.Ukraine has so far received the oldestversion of these missiles, the M39. It hasa shorter range compared to later versions(165 km versus 300 km), but it carries a largerpayload—up to 950 pieces of M74 submunition.Each submunition is about the size of a baseballand weighs half a kilogram. The submunitionsfrom a single missile cover an area of threehectares, where the shrapnel kills everythingliving and destroys unarmored vehicles,helicopters, and planes.HISTORYINFO Eduard23December 2023Page 24
ATACMS missiles have a caliber of 610 mmand are launched from M142 HIMARS or M270MLRS rocket launchers, which Ukraine hasbeen using since last summer. However, untilnow, they only had missiles with a caliberof 227 mm and a range of about 80 km. Onelauncher can fire either six 227 mm missilesor one ATACMS missile. The wheeled M142HIMARS can launch one ATACMS missile, andthe larger tracked M270 can launch two ofthese missiles due to its two launchers.Stalemate?On the ground, the situation has barelychanged, although both sides are attemptingoffensives. Russia continued its pressure inthe Kupiansk area in the north of the Kharkivregion and launched an extensive offensiveoperation near Avdiivka in the Donetskregion. After massive losses of equipment,they shifted to a tactic of constant infantrywave attacks. Despite significant casualties,they achieved minimal territorial gains in theobserved period near Avdiivka.A similar situation unfolded near Bachmut.In the areas of Robotyne and Verbove in theZaporizhia region, the Ukrainian advance tothe south was halted. However, there wasan expansion of the Ukrainian salient to theeast and west. Ukrainians also establishedseveral small bridgeheads on the left bankof the Dnieper River in the Kherson regionand continued to expand them. In this area,Ukrainians successfully deployed helicoptersflying low over the river and launching salvosof unguided rockets at Russian positions.Ground battles were accompanied by anincreasingly massive use of drones. Overthe mentioned bridges on the left bank ofthe Dnieper, Ukrainians gained an advantagethrough the successful use of jammers thatrestrict Russian drones. In other sectors,Russians use drones to replace artillery andemploy them in kamikaze attacks not only onequipment but also on trenches with Ukrainiandefenders. Drones of various sizes operate overthe battlefield, with larger reconnaissancedrones at higher altitudes and modified smallcommercial drones moving in large numbersjust above the ground.Machine guns and cannonsagainst dronesThe fight against drones has becomea significant priority. In addition to thementioned jammers and other largerelectronic warfare means, electronic rifles—essentially handheld jammers—are suppliedfrom the West. Allies are also providing variousweapons to Ukraine. For instance, Norwaysupplied remotely operated weapon stations,CORTEX Typhon, along with Dingo vehicles onwhich they are mounted. The number of unitsdelivered was not disclosed, but the value ofthe Norwegian delivery was 65 million euros.The CORTEX Typhon system is equippedwith a 12.7mm machine gun and operates intwo modes. The first is automatic, where thesystem itself destroys all drones within itsrange. This avoids precious time loss, crucialespecially during kamikaze drone attacks,where every second counts. However, thismode can only be used when there are noAnother 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.HISTORYINFO Eduard24December 2023Page 25
friendly drones operating in the vicinity. In thesecond mode, the operator decides to openfire after verifying the drone's identity. Theeffective range is 2 km.From Australia, 160 Slinger systems weresent to Ukraine, with 110 to be mounted ontracked armored vehicles M113 and 50 onwheeled Bushmaster vehicles, also suppliedfrom Australia. Slinger uses a 30mm calibercannon and has a magazine with 150 proximity-fused grenades. The goal, therefore, doesn'thave to be a direct hit; the grenade explodes ina target‘s vicinity destroying it with fragments.In addition to a set of optical devices, Slingeralso has a ballistic radar. The system's dayand night cameras can capture a target ata distance of 12–13 km and precisely identifyit at over 4 km. The ballistic radar can targeta vehicle at a distance of 3.5 km, a soldier at2.2 km, and a large drone (such as DJI Matrice600) at 1.4 km. The smallest targets, like smallquadcopters DJI Phantom, can be targeted atapproximately one kilometer.In October, Britain also provided Ukrainewith Terrahawk Paladin systems. In this case,it is a relatively heavy tool transported bya truck. The platform is equipped with a mastwith a radar, laser rangefinder, and day andnight cameras. On the opposite side there isa remotely controlled 30mm caliber cannon.What makes Terrahawk Paladin exceptionalis the ability to supplement the cannon withAPKWS rockets with a caliber of 70 mm withlaser guidance. However, there are too fewof these sophisticated systems to adequatelycover the entire front line. Therefore, the mostcommonly used are still ordinary machineguns mounted on any available vehicles.Destroyed by drones as well asfriendly fireDrones have contributed to further lossesin the Ukrainian air force during the observedperiod. On Tuesday, October 10, one Su-25 wasdestroyed at Dolgintsevo Airport near the cityof Kryvyi Rih by a Lancet 3 drone. There werealso photographs of MiG-29 aircraft destroyedat Kulbakino Airport near Mykolaiv. Accordingto some sources, these are new losses inOctober, but in reality, these are images offighters destroyed in the previous month.Despite this, the repetition of the attack onDolgintsevo is a striking negligence on thepart of Ukraine, as the first attack occurred onSeptember 19.In addition, Russian channels claimed onMonday, October 16, that Shkolny Airport nearOdesa was hit by a missile, resulting in thedestruction of six aircraft. Satellite imagerysupposedly confirmed this. However, theimagery captured the aftermath of an attackin May 2022, showing two damaged trainingThe turret of the Australian Slinger system.The most commonly used weapons against dronesare still anti-aircraft machine guns.HISTORYINFO Eduard25December 2023Page 26
L-39 Albatros aircraft and four MiG-21 fighters.Ukraine never used these aircraft. Three wereMiG-21bis originally repaired for Yemen andAlgeria but never delivered and had not flownfor over ten years. The fourth was a two-seaterMiG-21UM.From previous periods, there is alsoa shot-down Ukrainian Su-24, whose wreckagewas found near Bachmut, and the Russianspublished its photos on Wednesday, October18. Most likely, it is the Su-24M with thefuselage number "white 69," lost in May 2022near Soledar. Its crew, Colonel Igor Khmaraand Major Ilya Negar from the 7th TacticalAviation Brigade, perished.The only Ukrainianaircraft whose downing was confirmed in theobserved period is an Mi-24 helicopter fromthe 16th Independent Army Aviation Brigade.The helicopter crashed on Friday, November 20,near the village of Chasiv Yar in the Donetskregion. An Mi-8 helicopter was subsequentlycaptured on a mission attempting to rescue thecrew of the downed Mi-24. At least one of them,Colonel Serhiy Novosad, lost his life.During the observed period, the Ukrainianside reported the downing of several RussianSu-25 aircraft during the battle for Avdiivka.However, none of them has been confirmedso far. It is possible that the wreckage willbe found and appear in footage later, as hashappened many times during this war. Whatis confirmed, in addition to airports destroyedby ATACMS missiles, are two downings mostlikely caused by "friendly" fire.In the first case, a single-seat Su-typefighter was destroyed on Friday, October 6. Theaircraft crashed near the village of Nikolske,near Mariupol in the Donetsk region. The pilotsuccessfully ejected and parachuted to safety.In the second case, however, the entire three-member crew of a naval Mi-8MTV-5 helicopterperished. 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.HISTORYINFO Eduard26December 2023Page 27
the helicopter crashed into the sea on Sunday,October 22. The aircraft belonged to the 98thIndependent Mixed Aviation Regiment, and thecrew members who lost their lives were MajorGrigory Azanov and two other officers, MaximPasechnik and Alexei Kontievsky.Zaluzhny's ideasIn conclusion, let's revisit the topic ofdrones through the reflections of UkrainianChief of General Staff Valeriy Zaluzhny, whowrote an extensive thesis for The Economist,dedicating considerable attention to drones.Zaluzhny states that the situation on the frontis heading towards a stalemate, which is morefavorable to Russia. He also outlines five waysto overcome this stalemate:Achieving Air SuperiorityOvercoming Minefields at Sufficient DepthEffective Counter-Battery FireCreating and Preparing Adequate ReservesEffective Electronic WarfareRegarding the air force, Zaluzhny mentionsthat at the beginning of the war in Februaryof the previous year, Ukraine had 120 tacticalaircraft, of which only 40 were in satisfactorytechnical condition. There were 33 mediumand short-range air defense battalions, ofwhich only 18 had well-maintained equipment.However, with the help of allies, both the airforce and air defense were strengthened.Fighter jets, attack aircraft, and helicopterswere supplied, along with 16 different typesof Western air defense systems, rangingfrom man-portable missiles to self-propelledanti-aircraft guns like the Gepard and Patriotsystems.As a result, significant losses were inflictedupon the enemy. According to Zaluzhny, theRussian air force lost the equivalent of oneair army, and in the case of helicopters,13 regiments (brigades) of the army aviationwere lost. While the enemy is building newattack aviation units, unmanned aerial vehicles(UAVs) have taken on a significant portion ofreconnaissance and airstrikes.To achieve air superiority, Zaluzhnyproposes the simultaneous mass use ofcheap 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 actualnumber of combat assets during an attack, andforce them to reveal their defense positions.For countering enemy drones, Zaluzhnysuggests using drones with nets to eliminatethe threat of kamikaze attacks on own units.Reconnaissance drones with infrared camerasat night should be blinded using strobe lightsto prevent them from detecting the positions ofUkrainian troops and equipment. Mass use ofelectronic warfare means (portable jammers,anti-drone rifles) is essential on the contactline to protect own ground forces.Zaluzhny also addresses the threat ofmanned aircraft releasing glide bombs froma distance onto Ukrainian positions. The useof air defense radar simulators that illuminatethe approaching aircraft would, ideally, scarethe pilot into releasing their deadly payloadfrom a greater distance, making it lessaccurate and effective.Among the five points necessary to overcomethe stalemate, we have delved deeper intoaviation, the main theme of this series. Besidesthese, Zaluzhny emphasizes the importanceof rational logistics organization and theexploration of new and unconventional ways tobreak 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 unguidedrockets at the Russian positions.HISTORYINFO Eduard27December 2023Page 28
BOXART STORYThe Bell P-39 Airacobra was anything buta high-altitude fighter. Even the prototype, thoughpowered by a turbocharged engine, did not excel athigh altitudes in terms of top speed, and after theinstallation of the Allison V-1710-39 with a single-stage supercharger, the promising fighter wasdefinitely doomed to be combat-used only at lowand medium altitudes. All the more interesting isthe story of F/O Kirby F. Smith, who managed toshoot down a Ju-88D-1 reconnaissance aircraftflying at an altitude of over 31,000 ft m.This occurred on August 6, 1943. The pair ofF/O Smith and F/O Simmonds from the 346thFighter Squadron, part of the 350th Fighter Groupoperating in northwest Africa, was conductinga test flight during which one of the pair simulatedan enemy aircraft while the other tried to locateit using radio guidance. During this task, thepilots received a report of the presence ofa German reconnaissance aircraft, so they quittheir exercise and, after guidance by a groundstation, began their climb to the target. Thescout had already flown over the coast andheaded out over the sea, while the two alreadynotoriously “out of breath” Airacobras fought forliterally every feet of altitude as they approachedtheir operational ceiling. The pilots reached thetarget’s altitude some 100 miles from the coast.Smith wasted no time as the fuel ran out and theengine temperature reached concerning values.As soon as he came within range, he opened fire.The powerful recoil of the 37 mm cannon causedhis aircraft to drop some hundred foots, but thestricken Ju 88 went into a slow descent and itscrew’s parachutes appeared in the sky...That day the Luftwaffe lost two Ju 88reconnaissance aircraft in the Mediterranean.One was doing weather reconnaissance, theother a long-range photo reconnaissance. Bothwere Ju 88D-1s. K. F. Smith’s victim was mostlikely the one of Fw. Heinz Pracht from the 3rd(F)/33 (WNr. 143073, 8H+LL), as the other lostJu 88D-1 belonged to Wekusta 26, a weatherreconnaissance squadron based in Frosinone,more than 380 miles from the site of the shoot-down, and it seems unlikely that it would haveoperated that far away.Smith and Simmonds would have had an easiersituation if they had gone on a test flight withthe P-38s that all three squadrons of the 350thFG had received in order to fight the high-flyingGerman reconnaissance aircraft. Each squadronreceived two of them in May 1943, and their pilotsmanaged to shoot down 26 percent of all Luftwaffereconnaissance aircraft over northwest Africa byearly October.The story of the formation of the 350th FG isinteresting in itself. It was created somewhat outof necessity due to the USAAF command’s effortsto use all available resources prior to the plannedinvasion of North Africa. And so, it was decided toemploy American pilots in Europe, to supplementthem with pilots from USA and equip them all withAiracobras, which were originally to be receivedby the French and had been awaiting their fate incrates in the UK for quite a time. From the USA,a forward echelon of 119 men from the 31st FG and52nd FG, the groups that flew the P-39, set outfor Europe on September 20, 1942, from HardingField. At the same time, American pilots operatingin Europe were being assembled. However, thesewere not the pilots of the Eagle Squadrons thatformed the 4th FG, known as the Debden Eagles,but men scattered in various RAF and RCAFsquadrons. The activation of the 350th FG tookplace at Duxford on October 1 and included the345th (Devil Hawks), 346th (Checkerboards) and347th (Screaming Red Asses) Fighter Squadrons.By early January, 800 ground and flyingpersonnel were ready for action and all movedto Africa during January and February 1943. TheP-39 flight from England to Port Lyautey, FrenchMorocco, was itself a dangerous task, as it wasa seven-hour flight, conducted largely over enemyterritory. Of the 75 pilots who took off for theflight between January 3 and February 28, only61 reached their destination. Ten were forcedto land in Portugal due to headwinds, as wasa pilot whose on-board electrical system failedin flight. One pilot was shot down over Biscay bya patrolling Ju 88 from a KG-40, another of thosewho did not make it to the destination had tomake an emergency landing in Spain and anotherone lost his orientation over Ireland and crashedwhen trying to return to England.In Africa, pilots from all squadrons flewpatrol and interception missions, provided coverfor convoys and escort for bomber, transportor reconnaissance aircraft. Their duties alsoincluded close air support, so it could be saidthat they were the “Jack of all trades”. And, as thestory depicted in the boxart by Adam Tooby, whoprepared it for kit Cat. No. 8067, proves, they evenmanaged the role of high-altitude fighters withtheir Airacobras.Illustration: Adam ToobyOn the limitText: Richard Plos#8067INFO Eduard28December 2023Page 29
#84196BOXART STORYSunday August 18, 1940 is known as TheHardest Day. One of the units that defendedEngland was the No. 501 Squadron RAF, whichflew more than 50 combat sorties during thisday. At around 1pm, a formation of its twelveHurricanes was sent to the Canterbury areaand was due to climb to a flight level of 20,000ft.Five other squadrons were sent to same areato attack the some 350 German aircraft thatwere forming up over the Pas-de-Calais asit was clear that they would head for targetsin England.One Gruppe of JG 3 and III./JG 26 “Schlageter”flew ahead of bombers on a free hunt. Althoughthe Kommandeur of III./JG 26 was Major AdolfGalland, during this mission he was replacedby the Kapitän of his 9. Staffel Oblt. GerhardSchöpfel. When his formation arrived overCanterbury, he spotted the Hurricanes ofNo. 501 Squadron gaining altitude in a very tightformation in a circular climb. Sensing a uniqueopportunity, Schöpfel ordered his unit not toattack and dived on the Hurricane formationalone with the sun at his back.His surprise two-minute attack wasdevastating. His first opponent was hit frombehind at a distance of 100 meters, with partsfalling off, smoke and flames billowing out.P/O Kenneth Lee's radio was knocked out andhe didn't have time to warn the others. SThesecond opponent was also hit from a distanceof 100 metres, the Hurricane caught fire andthe badly injured Polish pilot F/O Kozłowskibailed out. The rest of the British formationstill did not notice anything. Schöpfel´s gunfiredisintegrated the third victim in mid-air and Sgt.McKay surprisingly survived with injuries. Then,tragically, P/O Bland was killed at point blankrange and his machine exploded. Schöpfel'scanopy was completely covered with oil fromBland's machine and he had to disengagefrom the combat. This fight became not onlya welcome subject for German propaganda,but also a significant milestone in Schöpfel'scareer. After a few days he became commanderof III./JG 26 and in December 1941 was appointedKommodore of JG 26. What were the stories ofhis victims?Kenneth Norman Thomson Lee was bornin Birmingham on June 23, 1915 and beganhis training at RAFVR in 1937. He served withNo. 111 and 43 Squadrons RAF before the startof the war, and was posted to No. 501 Squadronin September 1939 and saw combat with themin France. He was awarded the DFC in October1940 and served in Africa from late 1941. FromSeptember 1942 he flew Kittyhawks withNo. 260 Squadron. However, during a raid onCrete on July 27, 1943, he was shot down andtaken prisoner. He scored 7 victories in WW2.In January 1945, he survived a death marchbetween POW camps. He died on January 15,2008.Franciszek Kozłowski was born on April 14,1917 in Wodzisław. At the beginning of the war hefought with the 122 Eskadra Myśliwska equippedwith PZL P.11c fighters and he was credited withshared destruction of two bombers. At the endof 1939 he reached United Kingdom and in earlyAugust 1940 he was assigned to the No. 501Squadron. In February 1941 he was transferredto the Polish No. 316 Squadron and was killed inaction over France on March 13, 1943.Donald Alistair Stewart McKay was born inPontefract, Yorkshire in 1917. This bank clerkbegan his flying training with the RAFVR in 1937and went through the same units as KennethLee in 1939 and 1940. He returned to combat inlate 1940 and during subsequent service withNo. 91, 234 and 274 Squadrons he gained furthercombat successes. He scored 14 victories inWW2 and received DFM. He was dischargedfrom the RAF in 1947 and returned to the RAFVR.His wife died from the effects of a surgery onOctober 30, 1959, and McKay committed suicidetwo days later.John Wellburn Bland was born on May 9, 1910in Calne, Wiltshire, into the family of the vicarof St Matthews Church in Cotham Park, Bristol.He was assigned to the No. 501 Squadron beforethe war began, but transferred to the No. 601 Sqafter the outbreak of the war and won his firsttwo victories during the fighting over France.In July, he was reassigned back to No. 501 Sqand scored one more victory before his death.Kenneth Lee had bitter memories of this day.With a gunshot wound in his leg, he landed ona parachute near Whitstable and waited in hisbloodied flight suit in the bar of the local golfclub for an ambulance. Speaking at his address,a club member said: “The machine-gunningmade me miss my putt. And who's that chapat the bar? Bad show, all that blood - I don'tbelieve he's even a member”.Text: Jan BobekIllustration: Marek RyśSunday at the golf clubINFO Eduard29December 2023Page 30
BOXART STORY #7472Seventy one years ago, on a dirt strip ofa rural farming settlement called Hertzelia,Messerschmitts, Spitfires, and Mustangstook to the air to defend the new State ofIsrael. Israel's War of Independence was wonin three phases, the second phase took placebetween 15th and 22nd October 1948, whenoperation "Ten Plagues" was set into motionto dislodge the Egyptian army entrenched30 minutes away from Tel Aviv, along theAshdot Hebron road and the "Faluga pocket".Operation "Ten Plagues" was headed bythe Southern Front commander Yigal Alonand was later renamed after Yitzhak Dubno,codenamed "Yoav" by his commanders in thePalmach. Dubno, a senior Palmach officer,was charged with planning and leading thedefense of the kibbutzim Negba and YadMordechai, and was killed in an air raid onKibbutz Negba shortly after Egyptian forcesbegan their offensive on Israel's southernfront.Preparation for Operation "Yoav" beganin the summer of 1948 with all airworthyaircraft including light and heavy transportplanes, bombers and fighters were fittedto deliver bombs brought from abroad andmanufactured locally. Most missions duringOperation "Yoav" were concentrated onbombing the Egyptian forward airbase of ElAhrish and the Egyptian army headquartersset up at the Iraq Al Sudan fortressoverlooking the Faluga pocket along theAshkelon Hebron road. The eight day longoffensive was successfull in dislodging theEgyptian army from the road connectingAshkelon to Jerusalem and pushed themfurther south, beyond the city of Beer Sheva.On October 16, 1948, IAF headquartersnotifies all ground units that Israel's fighterplanes belonging to Israel's only fightersquadron, the 101 squadron, have theirspinners painted in red and the ruddersdecorated with red and white stripes in orderto distinguish them from Egyptian Spitfiresoperating in the same area. To furtherdifferentiate the Israeli fighter planes fromthose of Egypt, especially Egyptian Spitfires,Star of David roundels were applied on thewings for the first time. The aircraft availableto 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 MustangsDaled-190 and 191 in final stages of assembly.During Operation "Yoav", Avia S-199Daled-121 wearing red and white rudderstripes and red spinner was credited withhitting an enemy aircraft. On the first day ofthe offensive, on October 16th, Rudi Augartenclaimed downing a Royal Egyptian Air ForceSpitfire Mk.IXc, this kill was not confirmedby IAF intelligence and is only considered asa damage claim.With the end of "Operation Yoav" on October22, 1948, and winter weather softening thedirt runway in Hertzelia, the 101 squadron ismoved on November 9, 1948, to the formerRAF base at Castina, later to be known asHatzor Air Base.On December 22, 1948, the IDF intiatedanother offensive that pushed the EgyptianArmy beyond Israel's borders. This operationwas to be called Operation "Horev" whichlasted until January 7, 1948, and cullminatedin a ceasefire that ended Israel's War ofIndependance and set the borders of thecountry as they are recognized today.The official IAF code name for the AviaS-199 was Python. IAF pilots who wereWWII war veterans referred to the AviaS-199 as the Messerschmitt. This name wasshortened to "Messer" as stated to me byPresident Ezer Weizman. "Messer" also hadthe dual meaning, amongst European Jewswho spoke the Yiddish language, "messer"also means "knife" which is pronounced"Sakeen" in Hebrew.Depicted machine with fuselage codeDaled-121 was delivered to Israel on July 20,1948, during Operation "Balak", flight No. 70.It made its first flight in Israel the day afterdelivery and the left side of its nose wassubsequently decorated with the emblemof the 101 tayeset (squadron). The originalsmall and black painted Daled-121 wasobliterated and changed to a larger whiteone. On September 14, 1948, Bill Pomerantzflipped this aircraft on landing. The "Messer"was repaired and served until the end of thewar, on December 22, 1948. In 1950 it wastransferred to Tel Nof and scrapped.Illustration: Adam ToobyYoav MessersText: Yoav EfratiINFO Eduard30December 2023Page 31
#8079BOXART STORYThe left hand moves the lever forward to thefull throttle while the right hand pushes the stickforward. The aircraft tilts its nose and the engineyells at full power. The airspeed indicator needlemoves up the scale towards the top value rapidly.Just a bashing moment, the nose screams ina protest, and the reducer breaks off! The propellerimmediately exceeds its maximum revolutions,the blades break off, and the cone follows.The aircraft, suddenly “tail heavy”, rises its cripplednose wildly upwards. The overwhelming overloadknocks the pilot unconscious, and he only regainsconsciousness after a few seconds at 40,000 ft.The nose of the aircraft is deformed, one coverpanel torn off. The forces during the transitionfrom dive to climb bent the wings to an unusualdihedral, but the aircraft remains controllable, sothe pilot puts it into a glide and turns towards thebase. After a few dozen of minutes, the wheelsof the crippled Spitfire Mk.XI touch down on therunway at Farnborough. It is April 27, 1944 andW/Cdr Anthony F. Martindale has just recorded thehighest speed ever achieved by a piston aircraft.As the record shows, before the reducer brokedown, the airspeed was over 700 mph, knockingthe Mach 0.92!Cut, a three-and-a-half-year fast forward.This time, the pilot turns on the four chambersof the XLR-11-RM-3 rocket engine, one afterthe other, giving it a maximum thrust of 6,000lbf (26.5 kN). The orange Bell X-1, looking likea .50 bullet, slices the air with its thin wings likea butter knife. The speed increases steadily, theneedle of the machmeter easily surpassing theheroic performance of W/Cdr Martindale andhis poor Spitfire. Quite smoothly and withoutvibration, the gauge moves past Mach 1 andslowly continues on. On reaching Mach 1.06, therocket engine falls silent after twenty secondsof work and the pilot takes the aircraft intoa glide. It takes nearly 14 minutes to descendfrom 42,000 feet and the wheels touch downon the runway at Rogers Dry Lake. It’s October14, 1947, and Charles “Chuck” Yeager has justbecome the fastest man on the planet and thefirst to break the speed of sound. Ironically, heachieved this feat as an incapacitated pilot.But that was discovered only when it was all over...Prior to the record-breaking flight, which wasscheduled for Tuesday, Chuck and his wife weresupposed to take a weekend trip, but a pregnantGlennis wasn’t feeling well, so they stayed home.On Sunday, she was better, so they at least wentto dinner at the Happy Bottom Riding Club, part ofa large ranch built near the base by Florence Lowe“Pancho” Barnes, a pilot who had competed in airraces in the prewar years with the famous AmeliaEarhart and, among other things, had flown inHoward Hughes’ famous film Hell’s Angels (1930).She also announced at the beginning of the X-1program that the first pilot to break the speed ofsound would get a free steak in her restaurant.That evening Chuck still had to pay for hisdinner and then he and Glennis decided to gohorseback riding. Someone slammed the ranchgate, which Yeager didn’t expect. His horse rearedup and jumped sideways and the rider left hissaddle involuntarily. Two broken ribs were thetoll, but rather than confess to the flight surgeon,which would have taken himself out of flyingfor a while, he went to his friend veterinarian.And because he found he was unable to close thecockpit door with his right hand, flight engineerJack Ridley cut off his broom handle so he coulduse it as an improvised lever. Once the door wasclosed and the necessary checks were made torelease the X-1 from the mother B-29, nothingcould stop Yeager!The whole situation was depicted in The RightStuff (1983) movie, in which Chuck was playedby Sam Shepard, while Ed Harris portrayed thesecond American astronaut, John Glenn, andScott Glenn played the first American in space,Alan Shepard... Interesting names coincidence,isn’t it? Kim Stanley portrayed the flamboyantranch 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 kitCat. No. 8079, depicts aircraft number 46-063, thesecond prototype operated by the NACA (NationalAdvisory Committee for Aeronautics). ChuckYeager never flew it, but the entire X-1 programis forever associated with him and his record-breaking flight. And the film’s conversationbetween “Pancho” and Gordon Cooper’s wifeis a testament to how dangerous the work oftest pilots was, regardless of military or NACAaffiliation:Trudy Cooper: “I just noticed that a fancy pilotlike Slick over there doesn’t have his picture onyour wall. What do you have to do to get yourpicture up there anyway? Pancho Barnes: "Youhave to die, sweetie …"Text: Richard PlosIllustration: Stanislav TarasovičA Steak for FreeINFO Eduard31December 2023Page 32
BOXART STORY #7406It is no coincidence that Max Müller becamethe second most decorated German aviator ofthe Great War, after Manfred von Richthofen.The athletic and determined Müller hadalready joined the Bavarian armed forces in1907. He became the personal driver of theBavarian Minister of War, Otto Freiherr Kreßvon Kressenstein. By applying directly to hispassenger, Müller obtained a transfer to theaviation training in December 1913. He becamea very experienced and courageous aviator.Although he was a Bavarian, he felt at homein Boelcke´s Prussian Jasta 2. Even afterbeing transferred in early 1916 to Jasta 28w("w" indicates a Royal Württemberg unit) asa five victory ace, he felt well accepted.He liked a lot two of the commandersof Jasta 28w, Lt. Schäfer and Hptm. Hartmann.However, both were killed in action, Schäferin early June and Hartmann in early September1917.While Hartmann was still alive, Max Müllerwas promoted to the rank of Leutnant onAugust 26, 1917. This was the first suchpromotion in the German armed forces. Müller,who by then held the highest possible NCOrank (Offiziersstellvertreter), was the victorover 26 opponents. After his promotion, hewas immediately awarded both the “Blue Max”and the Bavarian Medal in Gold in the first halfof September.At the beginning of September 1917, Müllerhad the fuselage of his machine painted red,as at that time he was leading the Jasta 28win combat flights. Antonis Karydis' boxartshows Müller in a dogfight with a SopwithCamel, which took place on 10 September at19:30 over Houthulst Forest. It was probablya machine from No. 70 Squadron RFC. Duringthe following day he forced another aircraft ofthis type to land.Hartmann's successor on 10 Septemberbecame Oblt. Jahns, on whose accountwas only one air victory. At that time MaxMüller apparently began to doubt whetherhis superiors would ever be willing to puthim in command of Jasta 28w. When Jahnswas killed in action on 24 September, Müllerapparently expected that his moment hadcome and he would become commander ofthe unit. To his disappointment, however,command was given to Prussian Lt. Emil Thuy,who accounted for about half the BavarianMüller's tally. Moreover, the two officers didnot get along very well. However, Müller, whowas to be assigned to a Bavarian fighter unit,requested a transfer back to the PrussianJasta 2, whose designation had since changedto Jasta Boelcke (Jasta B).Müller was greeted with enthusiasm byhis old unit at the end of October 1917. Threequarters of a year earlier he had left it asa NCO and Boelcke's promising pupil with fivekills to his credit. He returned as an officerwith nearly thirty victories. He was at thattime the second most successful living fighterpilot after Manfred von Richthofen.When the commander of Jasta B, Lt.Walter von Bülow-Bothkamp was killed on6 January, Müller was put in command. Tohis disappointment, he was not appointed asa Staffelführer. However, he was determinedto earn the permanent post. The 8th of January,he imparted to the pupils at a flight school theexperience of how to effectively attack two-seater observation aircraft. The very next day,he found himself in just such a situation whenhe attacked a crew of RE.8 of No. 21 SquadronRFC manned by Capt G. F. W. Zimmer and 2.LtH. A. Somerwille. They were attacked by sevenAlbatros planes under Müller's command andSomerwille fired on all the machines. Müllerbroke away from the fight, his machine caughtfire and he seemed to jump out of the machinein desperation without a parachute. SE.5s ofNo. 60 Squadron subsequently joined the fight.However, not even Müller´s comrades couldagree on the exact course of Müller's tragicend. What is certain is that Müller was foundwith a bullet in his chest, which must havecome from the defensive fire of RE.8. Ironically,Capt. Zimmer (soon to receive the DFC) wasof German descent, as his father was animmigrant born in Heilbronn, Württemberg.Max Müller was the second most successfulBavarian fighter after Rudolf Berthold, and inMarch 1919 he was posthumously awarded theBavarian Military Max-Joseph Order, Knight´sCross, retroactive to November 1917. By thisact he was knighted and his name was nowgiven as Max Ritter von Müller. You can learnmore about this exceptional aviator in thepublications of Lance J. Bronnenkant, GregVanWyngarden, Bruno Schmäling and JörnLeckscheid.Illustration: Antonis KarydisThe Bavarian KnightText: Jan BobekINFO Eduard32December 2023Page 33
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#82204FM-1 Wildcat1/48The ProfiPACK edition kit of US WWII aircraft carrier-basedfighter FM-1 Wildcat in 1/48 scale.Kit presents FM-1Wildcats from US Navy combat over the Pacific and theAtlantic, and also from the British FAA.plastic parts: Eduardmarking options: 6decals: EduardPE parts: yes, pre-paintedpainting mask: yesresin parts: noProduct pageKITS 12/2023INFO Eduard34December 2023Page 35
VC-1, USS Block Island (CVE-21), Autumn 1943BuNo. 15334, VC-33, USS Coral Sea (CVE-57), November 1943The VC-1 composite squadron operated from USSCard (CVE-11) during its first deployment. Theunit operating from escort carriers with WildcatsF4F-4 fighters and Avenger bombers in thesummer of 1943 scored several successfulattacks on German submarines. An aircraft withnumber 14 served with VC-1 on USS Block Islandin the fall of 1943 during second combat tourof the unit. During this deployment the U-boatU-220 was sunk on October 28. The paint schemefor this aircraft was one of two standard onescreated for single engine aircraft operating in theAtlantic area. It consisted of shades of Dark GullGrey and Light Gull Grey on the upper surfacesand Insignia White on the lower ones. The nationalinsignias had the original red trim overpainted.Photographs of this and other Wildcats from USSBlock Island are often attributed to VC-55, but theaffiliation with VC-1 is evidenced by the emblemlocated under the cockpit.The VC-33 composite squadron participated inOperation Galvanic in November 1943, whereUSS Coral Sea (CVE-57) operated alongsideUSS Corregidor (CVE-58) and USS LiscomeBay (CVE-56) during the attack on Makin Atoll.One of the FM-1s of VC-33 operating from USSCoral Sea was the one with number 33, whichcrashed during one of the landings on that shipin November. The Wildcat’s livery was done inthe standard shades of Sea Blue, IntermediateBlue and Insignia White. On the fuselage, rudder,engine cowls and leading edge was black number33, while the original white S33 marking underthe cabin was overpainted.KITS 12/2023INFO Eduard35December 2023Page 36
VC-33, USS Nassau (CVE-16), September 1943BuNo. 46776, VC-13, USS Guadalcanal (CVE-60), spring 1944The VC-33 is shown in its pre-embarkationform on the USS Coral Sea (CVE-57). At the time,VC-33 was preparing on USS Nassau (CVE-16) foran early combat deployment as part of OperationGalvanic. The USS Nassau did not intervene inOperation Galvanic, but in December 1943, ArmyP-39 Airacobras from the 72nd FS launchedfrom her deck to reach their combat area.The Airacobras then fought from the airfieldat Makin Atoll, which was also captured thanksto air support from the Wildcats of the USS CoralSea. The livery of the Wildcats from the timethey were training on USS Nassau was donein the standard shades of Dark Gull Grey and BlueGrey. The distinctive A2 code on the fuselage andwings marked the aircraft used for training andwas removed after the transfer to the USS CoralSea. The hand-painted S29 marking on the backof the fuselage was the aircraft designation onthe VC-33. This makeshift inscription was on thestarboard side only.Wildcat number 4 has been mistakenly assignedto VC-58 by the vast majority of sources. Thisunit, however, operated in the spring 1944 fromthe USS Guadalcanal and was operating WildcatsFM-2. In January and February 1944, the VC-13Squadron, known by the emblem with a drawingof a cat painted on the sides of the fuselages ofits aircraft, operated from the ship. Unfortunately,the application of the unit’s emblem is notdocumented for Wildcats FM-1 of VC-13, althoughUSS Guadalcanal records from February 1944 domention the unit’s emblem. With the FM-1 versionWildcats, this was the third operational tour forVC-13 in early 1944. During the previous two inthe spring and summer of 1943, the squadronoperated from USS Core (CVE-13) and scoredseveral successful hits against German U-boats.In the spring of 1944, after rearming with the newFM-2, the unit underwent another combat tourin the Atlantic. The last combat deployment wasin 1945 in the Pacific from USS Anzio (CVE-57).Wildcat’s paint scheme was done in the standardshades of Dark Gull Grey and Insignia White.KITS 12/2023INFO Eduard36December 2023Page 37
No. 846 Naval Air Squadron, HMS Tracker, June 1944JV377, No. 882 Naval Air Squadron, HMS Searcher, August 1944This color scheme shows a Martlet Mk.V withcode letter B belonging to No. 846 Naval AirSquadron operating from the deck of HMS Tracker.The serial number was painted over withinvasion stripes and thus remains unknown.On the starboard side of the fuselage behind theengine cowling there was the white inscription,probably “Lim Lady”. The camouflage patternof the Mk.V Martlets was applied in shadesof Temperate Sea Scheme, so that the uppersurfaces were painted with Extra Dark Sea Greyand Dark Slate Grey shades, while the lowersurfaces were painted Sky. Black and whiteinvasion stripes were on the fuselage and wing.The HMS Searcher ship operated mainly aroundthe UK coast from 1943. In late December 1943she escorted convoys and ships in the Atlanticand arrived in Norfolk in early January 1944.She took part in the attacks on the Germanbattleship Tirpitz as part of the Home Fleet StrikeForce in Operation Tungsten, during which herrole was to provide fighter cover. Martlet Mk.Vserial number JV377 was one of the aircraft ofNo. 882 Squadron supporting Operation Dragoon,the Allied invasion of southern France in August1944. The camouflage pattern of the Martlet Mk.Vwas applied in Temperate Sea Scheme, i.e., withthe upper surfaces in Extra Dark Sea Grey andDark Slate Grey, the lower surface in Sky.KITS 12/2023INFO Eduard37December 2023Page 38
1/48built by Robert Szwarc#82204MARKING CFM-1 WildcatKITS 12/2023INFO Eduard38December 2023Page 39
The VC-33 is shown in its pre-embarkationform on the USS Coral Sea (CVE-57). At thetime, VC-33 was preparing on USS Nassau(CVE-16) for an early combat deployment aspart of Operation Galvanic. The USS Nassaudid not intervene in Operation Galvanic, but inDecember 1943, Army P-39 Airacobras fromthe 72nd FS launched from her deck to reachtheir combat area. The Airacobras then foughtfrom the airfield at Makin Atoll, which wasalso captured thanks to air support from theWildcats of the USS Coral Sea. The livery ofthe Wildcats from the time they were trainingon USS Nassau was done in the standardshades of Dark Gull Grey and Blue Grey. Thedistinctive A2 code on the fuselage and wingsmarked the aircraft used for training and wasremoved after the transfer to the USS CoralSea. The hand-painted S29 marking on the backof the fuselage was the aircraft designation onthe VC-33. This makeshift inscription wason the starboard side only.VC-33, USS Nassau (CVE-16), September 1943KITS 12/2023INFO Eduard39December 2023Page 40
Recommended:for FM-1 Wildcat 1/48644241 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#82204XFM-1 Wildcat1/48Product pageOVERLEPT#82204-LEPTFM-1 WildcatPE-Set 1/48Product page#648943#648948#648945#648949KITS 12/2023INFO Eduard40December 2023Page 41
1/48P-39N AiracobraThe ProfiPACK edition kit of US WWII fighter aircraft P-39N Airacobrain 1/48 scale. Kit offers P-39 from service with the American, Italianand Soviet air forces.plastic parts: Eduardmarking options: 6decals: EduardPE parts: yes, pre-paintedpainting mask: yesresin parts: no#8067Product pageKITS 12/2023INFO Eduard41December 2023Page 42
P-39N-1, 42-9385, Lt. Kirby F. Smith, 346th FS, 350th FG, Reghaia, Algeria, September 1943P-39N-5, 42-18810, 40th FS, 35th FG, Nazdab, New Guinea, fall 1943On August 6, the Luftwaffe lost two Ju 88reconnaissance aircraft in the Mediterranean.One was conducting weather reconnaissance,the other long-range reconnaissance. Bothwere Ju 88D-1s and the victim of K. F. Smithand his Airacobra was most likely the aircraft ofFw. Heinz Pracht of 3. (F)/33 (WNr. 143073, 8H+LL).The other lost Ju 88D-1 belonged to Wekusta26 (weather reconnaissance squadron), basedat Frosinone, more than 600 km from the siteof the shoot-down, which occurred about 160km north of Cherchell on the African coast. TheGerman reconnaissance aircraft were operatingat an altitude of about 30,000 feet and so eachsquadron of 350th FG received pair of P-38s tointercept these high-flying enemies. On thatAugust 6, however, Smith had to climb to thehigh-flying target with a breathless Airacobra aswell as his wingman, F/O Harold M. Simmonds.Shots from the 37mm cannon nearly stopped theAiracobra in mid-air as it fluttered at the limitof maximum range. The fire, however, sent theenemy to the ground, or, better to say, to the water.A swastika-style kill sign subsequently appearedon the right side of Smith’s aircraft under thecockpit.USAAF and RAAF single-engine fighter aircraftoperating in New Guinea from the second half of1943 onward carried white tail surfaces, usuallyin combination with white painted wing leadingedges. Both intended as identification markingsof their own aircraft. The 40th FS had been flyingAiracobras since the summer of 1942, when thesquadron was tasked with the defense of PortMoresby harbour. From December 1943, thesewere gradually replaced by P-47 Thuderbolts.During their spell with Airacobras, the pilots ofthe 40th FS recorded a total of 51 enemy aircraftdestroyed, which was the highest score achievedby a squadron armed with P-39/P-400 aircraft.Unlike the sister 41st FS, paintings on the doorsof the 40th FS were rare. The door with paintingof miss Julie was also retrofitted on the No. 51aircraft. Thus, the same aircraft is documentedboth with and without this painting. The painteddoor was originally attached to the Airacobraserial number 42-18802 from the 41st FS, whichwas an aircraft purchased from a fund-raisingcampaign organized by the students of Union –Endicott High School (N.Y.).KITS 12/2023INFO Eduard42December 2023Page 43
P-39N, 42-8747, Guard Capt. Grigoryi Andreevich Rechkalov, 16 GIAP,the Soviet Union, August 1944The Airacobra flown by the second mostsuccessful Soviet and Allied fighter (61 kills)had serial number 42-8747. Aircraft from thisdelivery were taken over by the 16 GIAP (GuardFighter Air Regiment) in mid-May 1943 andshortly after was Rechkalov awarded the firstGold Star of the Hero of the Soviet Union. Theaircraft had the standard Olive Drab/NeutralGray livery at the time, with white stars in theUS markings painted red, supplemented withred stars on the upper right and lower left winghalves. However, there is no overall photo ofthe aircraft in this form. Only photographs froma later period are known. The aircraft alreadybore the symbols of at least 48 kills. In thephotographs taken on August 19, 1944, it is seenas wearing number 42547 on the tail. Accordingto Alexander Klubov’s memoirs, the rear fuselageof Rechkalov’s aircraft was deformed duringaerial combat and was repaired with the useof the rear fuselage of another aircraft, namely44-2529, which was a P-39Q. In doing so, theoriginal rudder was used, resulting in a differentnumber on each side of the tail. In some of thephotos, the color of the rear part of the fuselageappears to be different from the rest, leadingone to believe that it was partially repaintedwith Soviet AMT-4 color after the repair.But the original blue disc of the US insignia isquite clear which hangs some question marksover this, including whether the rear fuselagereinforcement (offered as etched parts PE 19, 20,23, 24) was actually fitted at that time. Based onthe distinct remnant of the US emblem, it appearsit was not, other sources say that Rechkalov’sAiracobra was fitted with the reinforcingstructure. The depicted form is therefore only oneof the possible reconstructions of the appearanceof this aircraft.P-39N-5, 42-18815, Lt. Walter A. Hymovitch, 41st FS, 35th FG, New Guinea, Nadzab, fall 1943On November 26, the last combat of Airacbrasof the 35th FG with Japanese aircraft occurred.Pilots of the 40th and 41st FS scored seven killscertain and six more probable without losses.During a morning patrol over Finschhafen,a formation of four Boomerangs covered bythree Airacobras from the 41st FS clashed witha group of more than twenty Ki-43 Oscar fightersescorted by Ki-48 Lily bombers. In defendingthe Boomerangs, the 41st FS pilots shot downfour Oscars, with a fifth kill only recordedas probable. One of the kills was credited toLt. Walter A. Hymovitch. A typical feature of the41st FS Airacobras was the painting applied to theleft cockpit door. Lt. Hymovitch had a gunslingerfigure 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 aircraftdid not have white leading edges of the wings,as was usual for Allied aircraft in this theater ofoperations.KITS 12/2023INFO Eduard43December 2023Page 44
P-39N-1, 42-18354, Maj. Charles F. Hoover, 345th FS, 350 FG,Ghisonaccia, Corsica, December 1943P-39N-1, 42-18378, 10° Gruppo, 4° Stormo, ACI, Lecce-Galatina, Italy, 1944Late in the summer of 1943, the aircraft of Capt.Charles E. Hoover, commander of the 345thFS/350th FG, was an Airacobra called “TheShark” after the shark’s mouth painted on thenose. The markings were unusual for the 350thFG, not only because of the mouth, but alsobecause of the absence of yellow stripes onthe wings and aft fuselage. As presented, theaircraft had its armament reduced to a pairof machine guns in the wings. The Olive Drabcolor of the camouflage of the upper surfacessported clearly visible an extensive repairs,giving the surface the appearance of two-tonecamouflage. During the repairs, most of thestenciling disappeared under the new paint.The markings of the aircraft changed duringservice and two different forms are documented.The one shown here corresponds to the periodin which the “Shark” operated from Ghisonacciabase in Corsica in early 1944. Below theDevilhawks emblem, two swastikas symbolizingkills were marked on the port side. It is notentirely clear whether these are Hoover’s,as he shot down one Bf 109 in February 1943and was involved in the probable destruction ofDo 217 on October 21, 1943. But the two kill marksmight also represent two victories achieved bythe aircraft. One swastika would thus representthe aforementioned Do 217, the other the Me410, which according to his memoirs was shotdown by Lt. Ogilvie. However, this kill was notofficially confirmed, as the encounter occurredover enemy territory and was unwitnessed.The Aviazione Cobelligerante Italiana (ACI) wasthe air force of the Southern Italian monarchistgovernment of Pietro Badoglio, formed inOctober 1943 after the armistice concludedbetween Italy and the Allies at Cassibile.The ACI then used aircraft supplied by the USAand Great Britain in addition to Italian types. Atthe time of handover to ACI, this Airacobra hadbeen operated approximately a year and a halfby the 345th FS/350th FG USAAF in Africa andthe Mediterranean. These worn out Airacobraswere mainly used by the Italians to train pilotson the new equipment. The aircraft with theJig-Jig insignia on the nose was photographedwith other decommissioned P-39s from the350th FG at an Italian airfield and was probablyone of the first to receive Italian cockades, asthe other aircraft in the picture are still inUSAAF markings. The Italian cockades wereapplied directly to the original Americanmarkings at four positions, and two were addedto the upper right and bottom left wing halves.At the same time, the yellow stripes markingthe aircraft operating within the 12th AF USAAFwere retained. The aircraft has not undergoneany other changes and can therefore be builtin its spring 1943 form, when it was still partof the 345th Fighter Squadron, thanks to thealternative US markings offered in the decal.KITS 12/2023INFO Eduard44December 2023Page 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 1/48OVERTREES#8067XP-391/48Product pageOVERLEPT#8067-LEPTP-39N AiracobraPE-Set 1/48Product page#648202#648203#EX702#3DL48150KITS 12/2023INFO Eduard45December 2023Page 46
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Oblt. Gerhard Schöpfel, III. /JG 26, Caffiers, France, August 1940WNr. 1433, Hptm. Hans von Hahn, CO of I./JG 3, Grandvillers, France, September 1940WNr. 5375, Hptm. Wilhelm Meyerweissflog, Stab/JG 53,Etaples, France, September 1940Gerhard Schöpfel was born on December 19 in Erfurt.In 1936 he joined the Luftwaffe and in September1939 was appointed commander of III./JG 26. His firstaerial victory came on May 19, 1940, during the theBattle of France and he subsequently added morein the Battle of Britain. His best day came on August18, 1940, when he was credited with shooting downfour Hurricanes Mk.I. The Bf 109E-4 of Oblt. GerhardSchöpfel sported the standard camouflage of theperiod, consisting of the RLM 71/02/65 colors. In theBattle of Britain, the camouflage was supplementedwith yellow identifiers: the yellow wing tips,elevators and yellow triangle on top of the rudder.A yellow pennant on the aerial column indicatedthe group commander. From January 1943, Schöpfelheld various staff positions with the Luftwaffe. InMay 1945, he fell into Soviet captivity, from which hereturned 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 1935after serving with the Kriegsmarine. On September18, 1939, he was appointed commander of 8./JG 53and achieved his first kill on December 22, 1939.On August 27, 1940, he took over command ofI./JG 3 from Hptm. Günther Lützow. He also took overhis command aircraft WNr. 1433, camouflaged withRLM 71/02/65 colors, which were supplementedwith RLM 70 sprayed rings and irregular patchesof RLM 71 and RLM 02 colors on the fuselagesides. The nose of the aircraft bore the emblemof I./JG 3 – the mythical Tatzelwurm worm paintedin green. Under the windshield on port side therewas the pilot’s personal emblem – a cock in a circle.The kill marks were painted on the rudder in theform of black stripes with cockades. Also threeballoon symbols were added. By the end of WorldWar 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 andserved as air observer during the Great War. Laterhe lived in Switzerland and often travelled to theUSA as a businessman. As a member of JG 53“Pik As” he served as administrative officer at thesquadron headquarters. It was his aircraft thatis pictured in the famous photograph as beingrefueled at the former British base at La Villiazeon Guernsey, the occupied Channel Islands. Hptm.Meyerweissflog fell into captivity on September 5,1940, after taking off on his own decision, trailingformation of JG 53. His Messerschmitt was hit in thefuel tank by Spitfire, probably flown by F/Lt. Hughesof No. 234 Sqn over England and he had to belly-land. The aircraft originally carried a camouflagescheme consisting of RLM 70 and 71 colors, whichwere repainted to RLM 71 and 02 livery, includingthe fuselage side surfaces. However, remnants ofthe RLM 70 remained visible on the nose, aroundthe cockpit and in front of the tail surfaces. Thered band around the nose appeared on the aircraftof the Stab/JG 53 after the order to replace withit the unit’s emblem, the Ace of Spades. It wasthe Göring’s decision how to punish the unit afterlearning the wife of the commander of JG 53, Maj.Hans-Jürgen von Cramon-Taubadel, had Jewishancestry. The white wingtips and rudder were thestandard recognizing features of Luftwaffe aircrafton the Western Front.KITS 12/2023INFO Eduard47December 2023Page 48
WNr. 2060, Lt. Hans Guse, 2.(J)/LG 2, USSR (today´s Republic of Moldova), July 1941Like JG 77, also Lehrgeschwader 2 waswithdrawn from the combat after the Greekcampaign to rest and re-equip. The unit did soin Belgrade. The relocation to the Romanianterritory followed in the middle of July when theLG 2 unit equipped with Messerschmitts Bf 109E(some in the fighter-bomber configuration) wason alert to be deployed against the Soviet Union.Its operation Barbarossa participation startedearly morning of June 22. The “Black 10” aircraft,which retained its camouflage from Greeceand Crete campaigns and was equipped witha tropical filter, was shot down by Soviet I-16son July 10, 1941. The pilot is still listed as missingin action. The aircraft marking was complementedby I.(J)/LG 2 marking under the windshield and2. (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#648474KITS 12/2023INFO Eduard48December 2023Page 49
1/72Avia S-199 ERLA canopyThe Weekend edition kit of Czechoslovak single enginefighter Avia S-199 with ERLA canopy in 1/72 scale.This type of aircraft was used by the Czechoslovakand Israeli air forces.plastic parts: Eduardmarking options: 4decals: EduardPE parts: nopainting mask: noresin parts: no#7472Product pageKITS 12/2023INFO Eduard49December 2023Page 50
D-121, 101 Squadron (tayeset), Chel Ha Avir, Qastina, Israel, September 1948D-115, 101 Squadron (tayeset), Chel Ha Avir, Herzliya field base, Israel, July 1948This machine with fuselage code dalet 121 wasdelivered to Israel on July 20, 1948, duringOperation Balak, flight No. 70. It made its firstflight in Israel the day after delivery and the leftside of its nose was subsequently decoratedwith 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 thepropeller cones and red and white striping onthe rudder in order to distinguish them from theEgyptian Spitfires as the Israeli Air Force alsoused Spitfires. This marking was applied to allIsraeli aircraft, including the S-199s of 101 tayeset.To further differentiate Israeli aircraft the insigniawith the Star of David was applied on the uppersurfaces of the wing for the first time. They wereoriginally not applied so as to keep the aircraftparked on the ground as invisible from the airas possible. The original small and black-painteddalet 121 was obliterated and changed to largerwhite one. On September 14, 1948, Bill Pomerantzflipped this aircraft on landing. The “Messer” wasrepaired and served until the end of the war,on December 22, 1948. In 1950 it was transferredto Tel Nof and scrapped.This aircraft with fuselage code dalet 115 wasdelivered to Israel on July 13, 1948, duringOperation Balak, flight No. 60. It was fitted withthe original oil radiator under the nose and didnot sport the additional small bulge on the biggun breech bulges, allowing installation of MG 131machine guns. It made its first flight in Israel onJuly 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 typein this form, i.e., black, and smaller in size.The aircraft did not have Israeli markings onthe upper wing surfaces and did not live to seetheir application as Alexander Jacobs crashedit heavily on landing on September 8, 1948.The aircraft was heavily damaged and writtenoff. “Sandy” Jacobs was one of the experiencedIsraeli pilots, and he was one of those whoretrained on the S-199 in České Budějovice,Czechoslovakia.KITS 12/2023INFO Eduard50December 2023Page 51
S-199.99, 1st Squadron, Air Regiment 8, 3 Air Division, Brno-Černovice,Czechoslovakia, 1950/51S-199.310, 3rd Squadron, Air Regiment 7, 3 Air Division,Brno-Černovice, Czechoslovakia, spring 1949This aircraft was test-flown on May 31, 1948,by factory pilot Antonín Kraus. Two monthslater it was assigned to the 1st squadron of AirRegiment 8. At the end of September 1949, it wastransferred to Air Regiment 3, then crashed onOctober 28 at Medlánky airfield with pilot por.(Lt) Vlastimil Fabiánek in the cockpit. Afterrepair in Kunovice factory it was assigned tothe previous aviation regiment again and wasdamaged on March 16, 1951, by rt. (F/Sgt) ZdeněkOstrčil. From summer 1952 the aircraft wasassigned to the 18 Air Regiment based at Plzeň-Skvrňany airfield and from January 1953 it servedwith the 51 Air Regiment there. The aircraft waspainted in the original lighter greyish green colorand was one of the S-199s armed with cannonsin underwing pods boosting the firepower of thetwo fuselage machine guns.The aircraft from Aero production (an examplewithout wing armament) was assigned to AirRegiment 7 in Brno-Černovice in August 1948. Itbecame an aircraft of the staff flight but waslater assigned to the 3rd Squadron. The aircrafthad a greyish green painting, while its propellercone was painted white. On May 30, 1949, it wasdamaged in emergency landing near Boskovicewith rt. (F/Sgt) Karel Kessler behind the controls.In the autumn of 1950, during overhaul in Kunovicefactory, the original hinged canopy of the “Erla”type was replaced with a sliding bubble one.As such, already with the 5 Air School Regiment andwith UL-51 fuselage code, it was damaged duringtake-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: forAvia S-199 ERLA canopy 1/72#672294KITS 12/2023INFO Eduard51December 2023Page 52
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46-062, Charles Yeager, Muroc Dry Lake Base, October 194746-063, Chalmers Goodlin, Muroc Dry Lake Base, April 194646-063, Robert Champine, Edwards AFB, June 1949Charles “Chuck” Elwood Yeager became the firstman in history to break the sound barrier in thisaircraft on October 14, 1947. It was piquant thattwo days prior the record flight, Yeager broke tworibs in a horse-riding accident and was unableto move his right arm due to the pain. Bell’srocket-powered experimental aircraft waspainted bright orange throughout and alreadysported new style of the national insignia. TheGlamorous Glennis inscription in front of theentrance door related to Chuck’s wife. Yeager wasan American World War II fighter ace with 13 kills,and his Mustangs bore the same name. He wasshot down over France and, with the help of theFrench Resistance, made it across the occupiedterritories to Gibraltar. From there he returnedto the unit. After the war, he make use of the ruleallowing the downed pilots to choose a base fortheir further service. Because of family reasonsYeager chose Wright Field, the research anddevelopment center of the U.S. Air Force. Therehe was picked by the chief of the flight test team,Colonel Albert Boyd, and assigned to his group ofexperimental aircraft pilots.After several test glide flights, the secondexample of the X-1 rocket plane made its firstpowered flight on April 11, 1946, with Chalmers“Slick” Goodlin in the cockpit. The aircraft waspainted the same bright orange as the firstexample but sported the original war periodinsignia on the wings and fuselage and hadthe inscription BELL Aircraft painted in front ofthe cockpit and under the tail surfaces.Both prototypes of the X-1 plane continued to beused for supersonic flight tests, and the secondexample received a white paint job after 1948, inwhich it flew until October 1951. On June 16, 1949,Robert Champine made a test flight to performwing pressure distribution tests, stabilitychecks, and rolls at Mach 0.91. Nine pilots flewa total of 74 powered or unpowered glide flightswith 46-063 until it was retired in October 1951.The aircraft was then converted to the X-1Eversion.KITS 12/2023INFO Eduard53December 2023Page 54
46-062, Jack Ridley, Edwards AFB, May 1950Both experimental Bell X-1s made all but oneof their flights being dropped from the airbornecarrier, which was a specially modified B-29.The only exception was a conventional take-offfrom the runway made by Charles Yeager withthis aircraft on January 5, 1949. At that time, theaircraft still bore the all-orange livery, whichwas subsequently modified by partial whitepainting. On May 8, 1950, Jack Ridley carriedout vibration and load tests on the wing and tailsurfaces. Just four days later, 46-062 conductedits 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 ondisplay at the National Air and Space Museum inWashington, D.C., in its original full-orange form.OVERTREES#8079XX-1 Mach Buster1/48Product pageOVERLEPT#8079-LEPTX-1 Mach BusterPE-Set 1/48Product page48908 X-1 upgrade set (PE-Set)3DL48151 X-1 SPACE (3D Decal Set)Recommended: forX-1 Mach Buster 1/48#3DL48151KITS 12/2023INFO Eduard54December 2023Page 55
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Bf 109G-4/R6, WNr. 14997, Lt. Erich Hartmann, 7./JG 52,Taman, the Soviet Union, May 1943Bf 109G-4/R6, WNr. 14946, Maj. Wolfgang Ewald,Stab III./JG 3, Kertch, the Soviet Union, April 1943Lt Erich Hartmann, the most successful fighterace in history, began to ply his trade with 7. StaffelJG 52, to which he was assigned on October 10,1942. He first flew the Bf 109G-2, but by the firsthalf of March 1943, Bf 109G-4s were arriving.From the beginning of May 1943, after gaininghis 11th and 12th kill, he was made Rottenführer(leader of a two-ship flight) and his score beganto quickly rise to reach 352 by the end of the war.For his success, he was awarded the Knight’sCross with Oak Leaves, Swords and Diamonds.Hartmann’s “White 2” was camouflaged in thestandard Luftwaffe scheme consisting of RLM74/75/76. The factory codes on the fuselage sidesand the bottom of the wings were not completelyobliterated, but only partially oversprayed witha white wave (III. Gruppe marking). The whitenumber 2 and a yellow band together with theyellow bottom wing tips were all common toLuftwaffe aircraft operating on the Eastern Front.The nose of the aircraft carried the marking ofits previous user, I./JG 52. Flying this aircraft,Uffz. H. Meissler was forced to belly-land behindenemy lines due to engine failure on May 28, 1943and was taken prisoner.Wolfgang Ewald was born on March 26, 1911,in Hamburg and joined the ranks of the Luftwaffein 1935. Shortly after completing fighter traininghe was attached to 2./J 88, with which he servedin Spain until August 1937. Shortly after his returnin May 1939, he was named CO of 2./JG 52, whichhe led through the invasion of Poland and theBlitzkrieg against the Netherlands, Belgium andFrance. At the end of August, during the Battleof Britain, he was given command of the entireI. Gruppe JG 52. After serving with Jagdfliegerführer2, he was assigned to III./JG 3 on May 20, 1942 andsubsequently led it from July 23. Not even a fullyear after, on July 14, 1943, Major Ewald was hitby ground fire. He had to bail out and was takenprisoner, spending 76 months in captivity (untilDecember 1949). After his return to Germany,Ewald was involved in the formation of the newLuftwaffe, from which he retired in 1960. He diedon February 24, 1995. During his Second WorldWar combat career, he shot down 77 enemyaircraft, 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 overthe Kerch Peninsula was camouflaged accordingto the Luftwaffe fighter standard, consisting ofRLM 74/75/76. The yellow bottom wing tips andfuselage band denote Eastern Front service, andon the nose is the JG 3 unit marking. Lt. Adolfvon Gordon was shot down in this aircraft duringcombat with Il-2s on April 20, 1943.KITS 12/2023INFO Eduard56December 2023Page 57
Bf 109G-4/trop, WNr. 15013 Lt. Ulrich Seiffert,8./JG 53, Tindja, Tunisia, April 1943Bf 109G-4/R6, WNr. 19566, ten. Giuseppe Gianelli,365aSquadriglia, 150oGruppo Autonomo,Sciacca, Sicily, July 1943The III./JG 53 took part in the defensive battlesof the German Afrika Korps in the face ofincreasingly offensive pressure emanating fromthe Allied advance through today’s Tunisia at theend of spring 1943. This unit was based in Sicily,but a temporary home for the 8 Staffel was madeat the Tunisian base at Tindja from April 1 to April20. This tropicalized Bf 109G-4 was flown byLt. Seiffert during this time period. The aircraftwas sprayed in a desert camouflage consistingof RLM 79 which covered the upper and sidesurfaces, while RLM 78 was the bottom sidecolor. The white bottom wing tips and the whitefuselage band ahead of the tail surfaces wereidentifying marks for aircraft on the southernfront. The upper surfaces would later receivea squiggle pattern of RLM 80.Italian Macchi C.202 fighters flown by theRegia Aeronautica from the beginning of thewar were due to be replaced by their morecapable descendants, the Macchi C.205s, FiatG.55s and Reggiane Re.2005s. Due to slowproduction initiation of the later types and theneed for fighters to combat Allied air power,Germany was asked to supply its southern allywith the Messerschmitts Bf 109G, mostly theG-6 version. The Italians received ten Bf 109G-4s, and all, along with G-2 and G-6 aircraft,were assigned to the 150oGruppo Autonomo.This unit was made up of the 363a, 364aa 365asquadriglia and to counter the Allied air threat,they were based at Sicily. The Bf 109G-4 usedby Italian units came from Luftwaffe stocks andso were camouflaged in RLM 74/75/76 shades.The German national insignia were oversprayedwith the Italian color Grigio Azzurro Chiaro1, and, as in the case of aircraft 365-1, with theaddition of small squiggles of Verde Oliva Scuro 2.The usual white identifiers used on the southernfront at the wingtips bottom and the fuselageband were added to be consistent with Luftwaffeaircraft.KITS 12/2023INFO Eduard57December 2023Page 58
Bf 109G-4, Lt. Av. Petre Protopopescu, Escadrila 57, Grupul 7 Vânătoare, Kirovograd (Kropyvnytskyi/ Ukraine now),the Soviet Union, June 1943Alongside the German armed forces, combatagainst the Soviet Union was also carried outby Finland, Italy, Hungary, Romania, Slovakiaand Spain Axis allies. Romanian ground unitsoperated alongside the German ones on thesouthern front supported by their own air units.In March 1943, the Romanian unit Grupul 7began to accept the Messerschmitts Bf 109Gbut was subsequently moved to combat areasin the Ukraine. The aircraft flown by Lt. Av PetreProtopopescu carried a camouflage schemecomposed of German RLM 74/75/76. The Germannational insignia was oversprayed with thesame colours, and the markings were replacedby Romanian ones, i.e., the St. Michael Cross.The rudder carried the Romanian national colors.Both sides of the front of the aircraft carried theinscription “Don Pedro”, the pilot’s nickname.OVERTREES#82117XBf 109G-41/48Product pageOVERLEPT#82117-LEPTBf 109G-4PE-Set 1/48Recommended:for Bf 109G-4 1/48FE910 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#648720Product pageKITS 12/2023INFO Eduard58December 2023Page 59
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Albatros D.V 1154/17, Lt. Max Ritter von Müller, Jasta 28, Varsenare, Belgium, September 1917Albatros D.V, 2030/17, Lt. Alfred Lenz, Jasta 22, Ercheu, France, April 1918Max Müller was the German ace with 36 victories.He finished his pilot course on April 4, 1914 andat the outbreak of the war, he joined BavarianFFA1. Following his one-seaters course he joinedKEK Nord in May 1916 and after a short spell withJasta 1 he got tempted by the offer of OswaldBoelcke to join the Jasta 2. Müller achieved hisfirst victory on October 10 and added four morebefore the end of the year. On January 20, 1917 hewas transferred again, now to the new Jasta 28,where he became the most successful pilot of theunit. By the end of the 1917 his score had risen to36 victories and Müller decided to return to his“old” Jasta 2. But after the death of Walter vonBüllow, the CO of Jasta 28, Müller was appointeddeputy leader of the unit. He took off for his firstStaffelführer combat flight on January 9, 1918 andit turned out to be also his last flight. The fueltank of his Albatros was hit during combat withR.E.8, the aircraft caught fire and went down inflames. With no parachute and inevitable dreadfuldeath Müller opted to bail out from the cockpitto his inevitable end. His Albatros D.V sportedpersonal marking of the stylised black comet; thefuselage got the red painting to reflect the newStaffelführer status. The horizontal stabiliserwas in yellow with black longitudinal stripe – theunit´s colour markings.Alfred Lenz scored six victories during the GreatWar and although not the most successful ace, hewas highly regarded long-time leader of Jasta 22.Prior to the war he served in Infantry Regimentr. 95, being commissioned in the Reserve. He hadre-joined his unit at the outbreak of the war butrequested pilot training. After the completion, hejoined FA61 at the end of June 1914 and scored hisfirst victory in 1915. He went to FFA23 and FokkerKommando Vaux under Berthold´s leadership inJanuary 1916. The unit later became Jasta 4 andLenz had stayed there from September to October16, 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 onJuly 1, 1917 and stayed there till the end of thewar. He flew Albatros DIIIs in 1917, Pfalz DIIIs andAlbatros D.Vs in 1918. After the war he servedas an aerial gunner with Abteilung 431 in 1919.This Lenz´s Albatros D.V is a bit of mystery, asthe blue colour of the fuselage is only probable.Some sources also mention green colour, butLenz was a Bavarian, so the cobalt blue would belogical choose for him. Apart of the band of thediamond shaped objects behind the cockpit, thereis an interesting painting at the rear of a personsitting on the big bird and looking through thelens at something what looks like D.H.2 airplane.KITS 12/2023INFO Eduard60December 2023Page 61
Albatros D.V 4629/17, Lt. Hans-Joachim von Hippel, Jasta 5, Boistrancourt, France, February 1918Albatros D.V 2299/17, Lt. Xaver Dannhuber, Jasta 26, Abeele, Belgium, 1917Hans von Hippel served with Jasta 5 fromDecember 22, 1917 until August 15, 1918, whenhe was transferred to Jasta 71. He claimed fourvictories, but only two were confirmed. One ofthese non-confirmed ones were reported byvon Hippel on the Russian front when flying withFA 37. During WWII Hippel flew Ju 52s with theLuftwaffe. He died in 1975. Hippel flew RichardFlashar´s Albatros D.V with red dragon paintedon the fuselage (2065/17) for some time, as hedamaged this Albatros D.V during the take-offattempt from the grassland. Von Hippel tried torescue his crash-landing comrade Lt. Schlömer,but the take-off was interrupted by the enginemalfunction. Later he flew another AlbatrosD.V with his personal marking of black, whiteoutlined zigzag arrow on both sides of thefuselage. Apart of this aircraft with the green/mauve camouflage of the upper surfaces, thelater one had the Flugzeugstoff covered wings(Lozenge). The fuselage of both was painted withthe Pfalz silvery „Schutzfarbe“, which was of goodsupply to the Jagdstaffeln using the Pfalz D.IIIsscouts as well.Although this Albatros D.V is usually assignedto Bruno Loerzer, it is very probable, it was infact the mount of Xavier Dannhuber, the winnerin 11 aerial combats. Apart of other indications,he was photographed himself standing by theplane or sitting in the cockpit. Dannhuber firstsaw action with Kagohl 6 (Kampfgeschwader derObsten Heeresleitung - Combat squadron of theSupreme Commander), later was transferredto Schutzstalfel 25, before he was assigned toJasta 26 on July 1, 1917. Dannhuber got woundedupper arm in an air fight on October 18 and afterhis return on November 7, he moved to Jasta79b as he was appointed the CO of the unit.He was injured in a crash when test-flyinga Pfalz Dllla at the Thugny airfield on February 11,1918. After several months of medical treatmentand convalescence Dannhuber had returned tohis unit and reassumed command on October9. Five days later he achieved his 11th and lastvictory, shooting down Sopwith Dolphin nearBohain. His Albatros was painted in black andwhite bands scheme typical for Jasta 26 aircraft.It also sported the six-pointed star on both sidesof the fuselage and five-colour Flugzeugstoff onthe wings.SS741 Albatros D.V Weekend (PE-Set)CX600 Albatros D.V Weekend (Mask)RECOMMENDED: for Albatros D.V 1/72KITS 12/2023INFO Eduard61December 2023Page 62
BRASSINLööK set - Brassin pre-painted dashboardsand STEEL seatbelts for F-16D in 1/48 scale.Easy to assemble, replaces plastic parts.Recommended kit: KineticSet contains:- resin: 6 parts- decals: no- photo-etched details:yes, pre-painted- painting mask: noLööK set - Brassin pre-painted dashboardsand STEEL seatbelts for Fw 190A-7 in 1/48 scale.Easy to assemble, replaces plastic parts.Recommended kit: EduardSet contains:- resin: 2 parts- decals: no- photo-etched details:yes, pre-painted- painting mask: no644230F-16D Block 50 LööK1/48 Kinetic644240Fw 190A-7 LööK1/48 EduardProduct pageProduct pageINFO Eduard62December 2023Page 63
644241FM-1 LööK1/48 EduardLööK set - Brassin pre-painted dashboardsand STEEL seatbelts for FM-1 in 1/48 scale.Easy to assemble, replaces plastic parts.Recommended kit: EduardSet contains:- resin: 1 part- 3D print: 1 part- decals: no- photo-etched details: yes, pre-painted- painting mask: noBRASSINCollection of 3 sets for MC.202 in 1/32 scale.Recommended kit: Italeri- LööK set (pre-painted Brassin dashboard & Steelbelts)- TFace painting mask- undercarriage wheels634045MC.202 LööKplus1/32 ItaleriProduct pageProduct pageINFO Eduard63December 2023Page 64
BRASSINCollection of 3 sets for MIG-17F in 1/48 scale.Recommended kit: AMMO- LööK set (pre-painted Brassin dashboard & Steelbelts)- TFace painting mask- undercarriage wheelsCollection 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 seats644236MiG-17F LööKplus1/48 AMMO644237F-16D Block 30 LööKplus1/48 KineticProduct pageProduct pageINFO Eduard64December 2023Page 65
BRASSINBrassin set - gun bays for Hurricane Mk.II in 1/48 scale.The set consists of gun bays for both wings.Made by direct 3D printing.Recommended kit: Arma HobbySet contains:- 3D print: 22 parts- decals: no- photo-etched details: yes- painting mask: noBrassin set - external fuel tanks (3 types) withracks for Bf 109K in 1/48 scale. Easy to assemble,replaces plastic parts. Recommended kit: EduardSet contains:- resin: 3 parts- 3D print: 3 parts- decals: yes- photo-etched details: no- painting mask: no648906Bf 109K external fuel tanks1/48 EduardProduct pageProduct page648938Hurricane Mk.II gun bays PRINT1/48 Arma HobbyINFO Eduard65December 2023Page 66
648940Fw 190A-7 cockpit PRINT1/48 Eduard648941Fw 190A-7 engine & fuselage guns1/48 EduardBRASSINBrassin set - cockpit for Fw 190A-7in 1/48 scale. Made by direct 3D printing.Recommended kit: EduardSet contains:- 3D print: 19 parts- decals: yes- photo-etched details:yes, pre-painted- painting mask: noBrassin set - the engine and fuselageguns instalation for Fw 190A-7 in 1/48 scale.Recommended kit: EduardSet contains:- resin: 31 parts- decals: no- photo-etched details: yes- painting mask: noProduct pageProduct pageINFO Eduard66December 2023Page 67
BRASSINBrassin set - the undercarriage legs for FM-1in 1/48 scale. The legs are made of bronze.Recommended kit: EduardSet contains:- 3D print: 4 parts- bronze: 2 parts- decals: no- photo-etched details: no- painting mask: no648943FM-1 undercarriage legs BRONZE1/48 EduardBrassin set - the undercarriage legs for Fw 190A-7in 1/48 scale. The legs are made of bronze.Recommended kit: EduardSet contains:- resin: 2 parts- bronze: 2 parts- decals: no- photo-etched details: no- painting mask: no648942Fw 190A-7 undercarriage legs BRONZE1/48 EduardProduct pageProduct pageINFO Eduard67December 2023Page 68
BRASSINBrassin set - the undercarriage wheels for FM-1in 1/48 scale. The set consists of the main wheels anda tail wheel. Easy to assemble, replaces plastic parts.Recommended kit: EduardSet contains:- resin: 5 parts- 3D print: 2 parts- decals: no- photo-etched details: yes- painting mask: yesBrassin set - folding wings for FM-1 in 1/48 scale.Made by direct 3D printing. Recommended kit: EduardSet contains:- 3D print: 10 parts- spare plastic wings: 1 set- decals: no- photo-etched details: yes- painting mask: no648945FM-1 folding wings PRINT1/48 Eduard648944FM-1 wheels1/48 EduardProduct pageProduct pageINFO Eduard68December 2023Page 69
BRASSINBrassin set - engine for FM-1 in 1/48 scale.Made by direct 3D printing.Recommended kit: EduardSet contains:- 3D print: 35 parts- decals: no- photo-etched details: yes- painting mask: no648947FM-1 engine PRINT1/48 EduardBrassin set - exhaust pipes for FM-1 in 1/48 scale.Easy to assemble, replaces plastic parts.Made by direct 3D printing. Recommended kit: EduardSet contains:- 3D print: 2 parts- decals: no- photo-etched details: no- painting mask: no648946FM-1 exhaust PRINT1/48 EduardProduct pageProduct pageINFO Eduard69December 2023Page 70
BRASSINBrassin set - wheel bay for FM-1 in 1/48 scale.Made by direct 3D printing.Recommended kit: EduardSet contains:- 3D print: 10 parts- decals: no- photo-etched details: no- painting mask: noBrassin set - pilot seat for FM-1 in 1/48 scale.Easy to assemble, replaces plastic parts.Made by direct 3D printing.Recommended kit: EduardSet contains:- 3D print: 1 part- decals: no- photo-etched details: yes, pre-painted- painting mask: no648949FM-1 seat PRINT1/48 Eduard648948FM-1 wheel bay PRINT1/48 EduardProduct pageProduct pageINFO Eduard70December 2023Page 71
BRASSINBrassin set - the undercarriage wheels for Bf 109G-2& G-4 in 1/72 scale. The set consists of the mainwheels and a tail wheel. Easy to assemble, replacesplastic parts. Recommended kit: EduardSet contains:- resin: 3 parts,- decals: no- photo-etched details: no- painting mask: yes672341Bf 109G-2/G-4 wheels for bulged wings PRINT1/72 EduardBrassin set - gun barrels for FM-1 in 1/48 scale.Easy to assemble, replaces plastic parts.Made by direct 3D printing.Recommended kit: EduardSet contains:- 3D print: 4 parts- decals: no- photo-etched details: no- painting mask: no648950FM-1 gun barrels PRINT1/48 EduardProduct pageProduct pageINFO Eduard71December 2023Page 72
BRASSINBrassin set - cockpit for Bf 109G-2 in 1/72 scale.Made by direct 3D printing.Recommended kit: EduardSet contains:- 3D print: 9 parts- decals: yes- photo-etched details: yes, pre-painted- painting mask: noBrassin set - cockpit for Bf 109G-4 in 1/72 scale.Made by direct 3D printing.Recommended kit: EduardSet contains:- 3D print: 9 parts- decals: yes- photo-etched details: yes, pre-painted- painting mask: no672343Bf 109G-4 cockpit PRINT1/72 Eduard672342Bf 109G-2 cockpit PRINT1/72 EduardProduct pageProduct pageProduct pageINFO Eduard72December 2023Page 73
BRASSINBrassin set - radio compartment for Bf 109Gin 1/72 scale. Made by direct 3D printing.Recommended kit: EduardSet contains:- 3D print: 5 parts- decals: no- photo-etched details: yes- painting mask: no672344Bf 109G radio compartment PRINT1/72 EduardProduct pageBrassin set - wheel bays for F6F in 1/72 scale.Made by direct 3D printing.Recommended kit: EduardSet contains:- 3D print: 4 parts- decals: no- photo-etched details: no- painting mask: no672345F6F wheel bays PRINT1/72 EduardProduct pageProduct pageINFO Eduard73December 2023Page 74
www.eduard.com/bfcBRASSINBrassin set - propeller for Bf 109G in 1/72 scale.The spinner could be removed. Easy to assemble,replaces plastic parts. Made by direct 3D printing.Recommended kit: EduardSet contains:- 3D print: 2 parts- resin: 4 parts- decals: no- photo-etched details: no- painting mask: no672346Bf 109G propeller PRINT1/72 EduardProduct pagePage 75
www.eduard.com/bfcBUNNY BUNNY FIGHTERFIGHTERCLUBEduard's special membership club for all modeling enthusiasts!15% Permanent Club discount at Eduard Store – you will receive permanent 15% discount on all Eduardproducts and also discount on various other non-Eduard products. Fixed, permanent, forever!Unique valuable Club kits and accessories – you will gain access to unique and nowhere else to be soldproducts, specially made for BFC members.Even better prices at Eduard events stand – do you know that Eduard usually has huge discounts ontheir products at fairs and events all over the world? BFC members will have even higher discount atthese events.Club T-shirt – you will receive fancy BFC T-shirt with unique design and special barcode(used for event discounts). This exclusive T-shirt will be only availableto the members of BFC.Free entry fee on E-day – you will not have to pay a penny to visit Eduard's E-day.That means lot of fun at E-day for two days and entry kit, absolutely free!* E-day - INTERNATIONAL SCALE KIT EXHIBITION - IPMS Czech Republic ChampionshipBOX CONTENT:Plastic parts, Marking options 6, Decal Set, PE parts, Maska, Brassinparts (two different types of wheels, landing flaps, dust filter witheyelid, intake ring and RP-3 60lb rockets), 3D decals for main and si-dewalk instrument and control panels with photo-etched details andseat belts.BOX CONTENT:Plastic parts, Marking options 4, Decal Set, PE parts, Maska, Brassinparts (undercarriage wheels, cockpit, exhaust nozzle, FOD).How to become a member of BFC?How to become a member of BFC?Simply by purchasing the Activation product. You will be given 15% discount on (almost) every Eduardproduct in your shopping cart. To apply this discount, the Activation product has to be in your shoppingcart. Activation product is excluded from this calculation.Activation products:Activation products:Tempest Mk. V + T-shirt 1/48MiG-21MF + T-shirt 1/72Page 76
BRASSINCollection of 4 sets for FM-2 in 1/48 scale.Recommended kit: Eduard- cockpit- exhausts- undercarriage legs BRONZE- undercarriage wheelsAll sets included in this BIG SIN are available separately,but with every BIG SIN set you save up to 30%.SIN648115FM-2 w/ armoured headrest ESSENTIAL1/48 EduardProduct pageINFO Eduard76December 2023Page 77
BRASSINCollection of 3 sets for F6F-3 and F6F-5 in 1/48 scale.Recommended kit: Eduard- undercarriage bays- undercarriage wheels- undercarriage legs BRONZEAll sets included in this BIG SIN are available separately,but with every BIG SIN set you save up to 30 %.SIN648117F6F undercarriage1/48 EduardProduct pageINFO Eduard77December 2023Page 78
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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-ETCHEDHow to do With Photo-etched Accessories,Part II. - Gluing Parts and PaintingIn this segment of the articleseries, I aim to streamlinethe modeling process forworking with photo-etchedparts, introducing advancedtechniques and lesser-knownchemicals that significantlyexpedite the process. Towardthe end of this section, I willshare valuable tips on paintingphoto-etch.Jakub NademlejnskýWhen anticipating thepainting of specificphoto-etched parts,it's advisable topre-paint them withisopropyl alcohol beforecutting them from theplanchette. This processeffectively degreasesthe parts, removing anyoily residue that mightinterfere with the paintapplication, preventingsmudges. Unpreppedphoto-etch is susceptibleto paint peeling.INFO Eduard84December 2023Page 85
PHOTO-ETCHEDThe 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 fromvarious manufacturers onto coated paper. Experimenting with different brandsand 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 cleanlinessof the adhesive is challenging, you probably can't do without using a debonderafterwards.When attaching metal photo-etched parts to plastic, it's advisable to coat theplastic component, at least at the gluing point, with isopropyl alcohol too.The area is then perfectly prepared for the application of the photo-etchand 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 remainsviable on the coated paper for an extended period, facilitating a more comfortableapplication.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 providessufficient time for precise placement.INFO Eduard85December 2023Page 86
With the piece firmly glued, the surrounding arearemains 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 applicationprocedure for this product line is detailed in Info 03/2021 on pages 53-54. A briefsummary: 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 directlyonto the pre-applied glue rather than dipping them.The SPACE part is glued in place.PHOTO-ETCHEDINFO Eduard86December 2023Page 87
Apply 2-3 coats of Surfacer beforeproceeding to spray the partwith surface colors. This methodenhances the durability of the painton the photo-etched part, allowingit to withstand less careful handling.Tweezers with rubber bands on thetips are recommended to preventpaint scratchesBefore painting, it's advisable to recoat the already glued and bent part withMr. Metal Primer-R.Apply Mr. Metal Primer R with a regular brush, ensuring a thin film, and allow it to dryfor 15 minutes.Apply Mr. Metal Primer R with a regular brush, ensuring a thin film, and allow it to dryfor 15 minutes.Before the initial paint coat,apply Mr. Resin PrimerSurfacer either with spray orairbrush variant.(to be continued)PHOTO-ETCHEDINFO Eduard87December 2023Page 88
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BIG EDAll sets included in this BIG ED are available separately,but with every BIG ED set you save up to 30%.BIG49388 Yak-9T 1/48 ZvezdaBIG49389F-4G 1/48 Meng491376 Yak-9T 1/48FE1377 Yak-9T seatbelts STEEL 1/48EX974 Yak-9T 1/48481121 F-4G reinforcement straps & formation lights 1/4849103 Remove Before Flight STEEL491378 F-4G 1/48FE1379 F-4G seatbelts STEEL 1/48EX972 F-4G 1/48Product pageProduct pageINFO Eduard92December 2023Page 93
All sets included in this BIG ED are available separately,but with every BIG ED set you save up to 30%.BIG EDBIG72176 PBY-5A 1/72 Hobby 2000/AcademyBIG5369USS Nimitz CVN-68 PART I 1/350 Trumpeter72731 PBY-5A exterior 1/7273806 PBY-5A 1/72CX115 PBY-5 Catalina 1/7253295 USS Nimitz CVN-68 part 1 1/35053296 USS Nimitz CVN-68 part 2 1/35053297 USS Nimitz CVN-68 part 3 1/350Product pageProduct pageINFO Eduard93December 2023Page 94
MASKSIT FITS!JX320 AH-1G1/35 ICMJX321 AH-1G TFace1/35 ICMEX991 Seafire F.XVII1/48 AirfixEX992 Seafire F.XVII TFace1/48 AirfixEX993 Mi-171/48 TrumpeterEX994 Mi-17 TFace1/48 TrumpeterEX995 Bf 109E-4 TFace1/48 EduardEX996 F6F-3 US national insignia1/48 EduardCX656 S-199 Erla canopy Weekend1/72 EduardJX320 AH-1GJX320 AH-1GJX320 AH-1G TFace JX320 AH-1G TFaceJX320 AH-1G TFaceJX320 AH-1G TFaceEX992 Seafire F.XVII TFaceEX992 Seafire F.XVII TFaceEX991 Seafire F.XVIIEX991 Seafire F.XVIIEX992 Seafire F.XVII TFaceEX992 Seafire F.XVII TFaceINFO Eduard94December 2023Page 95
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RELEASESDECEMBER 2023KITSPE-SETSZOOMSMASKSDECAL SETS82204 FM-1 Wildcat 1/48 ProfiPACK8067 P-39N Airacobra 1/48 ProfiPACK84196 Bf 109E-4 1/48 Weekend7472 Avia S-199 ERLA canopy 1/72 Weekend8079 X-1 Mach Buster Re-release 1/48 ProfiPACK82117 Bf 109G-4 Re-release 1/48 ProfiPACK7406 Albatros D.V Re-release 1/72 Weekend53300 USS Nimitz CVN-68 part 6 1/350 Trumpeter53301 USS Nimitz CVN-68 part 7 1/350 Trumpeter36511 WC-52 1/35 Zvezda36512 BMP-3 1/35 Zvezda321015 AH-1G early 1/35 ICM481125 FM-1 landing flaps 1/48 Eduard481126 Mi-17 cargo seats 1/48 Trumpeter481127 Seafire F.XVII exterior 1/48 Airfix491399 Seafire F.XVII 1/48 Airfix491401 Mi-17 1/48 Trumpeter491402 Mi-17 cargo seatbelts STEEL 1/48 Trumpeter491404 Sea King HAS.1 cargo interior 1/48 Airfix491405 Sea King HAS.5 cargo interior 1/48 Airfix491406 Sea King HU.5 cargo interior 1/48 Airfix33361 AH-1G early 1/35 ICM33362 AH-1G early seatbelts STEEL 1/35 ICMFE1399 Seafire F.XVII 1/48 AirfixFE1400 Seafire F.XVII seatbelts STEEL 1/48 AirfixFE1401 Mi-17 1/48 TrumpeterFE1402 Mi-17 seatbelts STEEL 1/48 TrumpeterFE1403 Bf 109E-4 Weekend 1/48 EduardSS815 S-199 Erla canopy Weekend 1/72 EduardJX320 AH-1G 1/35 ICMJX321 AH-1G TFace 1/35 ICMEX991 Seafire F.XVII 1/48 AirfixEX992 Seafire F.XVII TFace 1/48 AirfixEX993 Mi-17 1/48 TrumpeterEX994 Mi-17 TFace 1/48 TrumpeterEX995 Bf 109E-4 TFace 1/48 EduardEX996 F6F-3 US national insignia 1/48 EduardCX656 S-199 Erla canopy Weekend 1/72 EduardD48114 F-35A stencils 1/48 TamiyaD72046 F-35A stencils 1/72 TamiyaINFO Eduard96December 2023Page 97
BIG-EDBIG-EDRELEASESBRASSINLöökPLUSBIG SINSPACE644230 F-16D Block 50 LööK 1/48 Kinetic644240 Fw 190A-7 LööK 1/48 Eduard644241 FM-1 LööK 1/48 Eduard648906 Bf 109K external fuel tanks 1/48 Eduard648938 Hurricane Mk.II gun bays PRINT 1/48 Arma Hobby648940 Fw 190A-7 cockpit PRINT 1/48 Eduard648941 Fw 190A-7 engine & fuselage guns 1/48 Eduard648942 Fw 190A-7 undercarriage legs BRONZE 1/48 Eduard648943 FM-1 undercarriage legs BRONZE 1/48 Eduard648944 FM-1 wheels 1/48 Eduard648945 FM-1 folding wings PRINT 1/48 Eduard648946 FM-1 exhaust PRINT 1/48 Eduard648947 FM-1 engine PRINT 1/48 Eduard648948 FM-1 wheel bay PRINT 1/48 Eduard648949 FM-1 seat PRINT 1/48 Eduard648950 FM-1 gun barrels PRINT 1/48 Eduard672341 Bf 109G-2/G-4wheels for bulged wings PRINT 1/72 Eduard672342 Bf 109G-2 cockpit PRINT 1/72 Eduard672343 Bf 109G-4 cockpit PRINT 1/72 Eduard672344 Bf 109G radio compartment PRINT 1/72 Eduard672345 F6F wheel bays PRINT 1/72 Eduard672346 Bf 109G propeller PRINT 1/72 Eduard634045 MC.202 LööKplus 1/32 Italeri644236 MiG-17F LööKplus 1/48 AMMO644237 F-16D Block 30 LööKplus 1/48 KineticSIN648115 FM-2 w/ armoured headrest ESSENTIAL 1/48 EduardSIN648117 F6F undercarriage 1/48 Eduard3DL32021 AH-1G early SPACE 1/35 ICM3DL48147 Seafire F.XVII SPACE 1/48 Airfix3DL48148 Mi-17 SPACE 1/48 Trumpeter3DL48149 FM-1 SPACE 1/48 Eduard3DL48150 P-39N SPACE 1/48 Eduard3DL48151 X-1 SPACE 1/48 EduardDECEMBER 2023BIG EDBIG49388 Yak-9T 1/48 ZvezdaBIG49389 F-4G 1/48 MengBIG72176 PBY-5A 1/72Hobby 2000/AcademyBIG5369 USS Nimitz CVN-68 PART I 1/350 TrumpeterINFO Eduard97December 2023Page 98
BUILTAero L-39C/CM/ZA/ZO1/72built by Karel Pádár#2109MARKING JINFO Eduard98December 2023Page 99
BUILTL-39ZO, s/n 831135, Lt. Laszló Goron, 59th Szentgyörgyi Dezsö Airbase,Kecskemet, Hungary, August 2007To be continued inthe next issue witha photo gallery aboutthe build of the modelwith comments byKarel Pádár.On the request of foreign clients, the L-39Cwas developed into the L-39ZO between 1973and 1976. Among other modifications, theZO version was given four wing pylons witha strengthened structure and landing gear.In 1994 Hungary received 24 aircraft fromGermany for the symbolic price of one DM. Thelast of these aircraft retired in the fall of 2009.Aircraft coded 135 was camouflaged on theupper and side surfaces in shades of brownand green while the undersides were in lightblue. In 2007, under the guidance of Crew ChiefMSgt. Lajos Molnar, the aircraft acquired anattractive sharkmouth design and the vertical tailsurfaces received the Hungarian national colors.The airfield from which this aircraft flew wasnamed after Dezső Szentgyörgyi, the mostsuccessful Second World War Hungarian pilotwith twenty-nine confirmed kills.INFO Eduard99December 2023Page 100
BUILTF-4EHASEGAWA1/48built by Jan NovotnýAccessories 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 Eduard100December 2023Page 101
BUILTINFO Eduard101December 2023Page 102
BUILTX-1 Mach Buster1/48built by Josef Choreň#8079MARKING AINFO Eduard102December 2023Page 103
BUILT46-062, Charles Yeager, Muroc Dry Lake Base, October 1947Charles “Chuck” Elwood Yeager became thefirst man in history to break the sound barrier inthis aircraft on October 14, 1947. It was piquantthat two days prior the record flight, Yeagerbroke two ribs in a horse-riding accident andwas unable to move his right arm due to thepain. Bell’s rocket-powered experimentalaircraft was painted bright orange throughoutand already sported new style of the nationalinsignia. The Glamorous Glennis inscription infront of the entrance door related to Chuck’swife. Yeager was an American World War IIfighter ace with 13 kills, and his Mustangs borethe same name. He was shot down over Franceand, with the help of the French Resistance,made it across the occupied territories toGibraltar. From there he returned to the unit.After the war, he make use of the rule allowingthe downed pilots to choose a base for theirfurther service. Because of family reasonsYeager chose Wright Field, the research anddevelopment center of the U.S. Air Force. Therehe was picked by the chief of the flight testteam, Colonel Albert Boyd, and assigned to hisgroup of experimental aircraft pilots.Product pageINFO Eduard103December 2023Page 104
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Maj. Wilhelm Batz, CO of II./JG 52, Zeltweg, Austria, May 1945This aircraft (probably 334xxx series) wasthe personal mount of the CO of II./JG 52, Maj.Wilhelm Batz. In February 1943 he was assignedto the Stab II./JG 52 on the Eastern Front andachieved his first victory on March 11. In Mayhe was appointed CO of 5./JG 52. By March1944 he had already achieved his 100th victoryand in April he was appointed CO of III./JG 52.In early February 1945 he became commander ofII./JG 52 in Hungary. He scored his last victory(237th) on April 16, 1945. Five days later hereceived the Swords to the Knight’s Crosswith Oak Leaves. Batz and his unit flew fromZeltweg, Austria, to Bad Aibling, Bavaria, on May8, 1945, to surrender, escorted by a formationof Thunderbolts in the final part of the route.After the war he joined the Bundesluftwaffe andsuccessively commanded FlugzeugführerschuleS and Lufttransportgeschwader 63. Yellowmarkings were introduced by Luftflotte 4 inMarch 1945. The fuselage and vertical tail werepainted with RLM 81 (dark brown variant) andRLM 82. The lower part of the fuselage was leftunpainted, the joints were filled. Fuselage sideswere sprayed with RLM 76, which is also used onthe oil cooler cowling. The wing was camouflagedwith RLM 74, 75 and 76.BUILTINFO Eduard105December 2023Page 106
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BUILTWNr. 333878, S. Ten Umberto Gallori, 3aSquadriglia, IoGruppo Caccia,Lonate Pozzolo, Italy, March 1945This aircraft, produced in February 1945, was oneof six Bf 109K-4s received by the AeronauticaNazionale Repubblicana in Northern Italy. DuringFebruary it was assigned to 3aSquadriglia“Arciere”, which was part of IoGruppo Caccia“Asso di Bastoni” under the command of MaggioreAdriano Visconti (10 victories). The aircraft, WNr.333878 “3-14”, was damaged in aerial combat onApril 10, 1945. In the early morning hours, threeBf 109s from Io Gr. C. were sent against four P-47sfrom the 65th FS, 57th FG, which were conductinga weather reconnaissance in the Milan-Lago diComo 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 andon April 29, after receiving security guarantees,laid down its arms and surrendered. Visconti andhis aide, however, were shot dead by Russianbodyguards of resistance commander AldoAniasi. Fuselage and vertical tail was probablypainted in RLM 81 (dark brown variant) and RLM82 with yellow-grey version of RLM 76. Wingwas painted with colors RLM 74, 75 and 76, theRLM 74 was darker version with tinge of green.INFO Eduard107December 2023Page 108
ON APPROACHJANUARY 2024644244TBF-1C LööK1/48 Academy644245P 39N LööK1/48 Eduard644246P-47D-25 LööK1/48 MINIARTBIG49390 Hurricane Mk.IIc 1/48 Arma HobbyBIG49391 Hunter FGA.9 1/48 AirfixBIG49392 Hunter FR.10 1/48 AirfixBIG49393 Hunter GA.11 1/48 AirfixBIG49394 Vampire FB.5 1/48 AirfixBIG49395 Vampire FB.9 1/48 AirfixBIG72177 B-29 1/72 Hobby 2000/Academy644244 TBF-1C LööK 1/48 Academy644245 P-39N LööK 1/48 Eduard644246 P-47D-25 LööK 1/48 MINIART648873 Bf 109E rudder pedals early 1/48648874 Bf 109E rudder pedals late 1/48648939 Bf 109K-4 gun barrels PRINT 1/48 Eduard648951 FM-1 cockpit PRINT 1/48 Eduard648952 FM-1 gun bays PRINT 1/48 Eduard648953 Bf 109G-6/AS cockpit PRINT 1/48 Eduard648954 Bf 109K-4 wheel bays PRINT 1/48 Eduard648955 F-16A MLU cockpit PRINT 1/48 Kinetic648956 FM-2 wheel bay PRINT 1/48 Eduard648957 P-39 seat PRINT 1/48 Eduard648958 P-39 exhaust stacks fishtail PRINT 1/48 Eduard648959 P-39 exhaust stacks rounded PRINT 1/48 Eduard648960 FM-2 engine PRINT 1/48 Eduard648961 Bf 109K-4 radio compartment PRINT 1/48 Eduard648962 P-47D wheels cross tread 1/48 MINIART672337 MiG-29 airbrakes PRINT 1/72 Great Wall Hobby672347 Bf 109G-5/G-6 cockpit PRINT 1/72 Eduard672348 Bf 109G-5/G-6 wheels PRINT 1/72 Eduard672349 WGr.21 for Bf 109G PRINT 1/72 Eduard644238 F-16D Block 40 LööKplus 1/48 Kinetic644242 FM-1 LööKplus 1/48 EduardSIN648118 Bf 109K-4 ESSENTIAL 1/48 EduardSIN67222 F-35A 1/72 TamiyaBIG ED (January)BRASSIN (January)LöökPlus (January)BIGSIN (January)LööK set - Brassin pre-painted dashboardsand STEEL seatbelts for TBF-1C in 1/48 scale.Easy to assemble, replaces plastic parts.Recommended kit: AcademySet contains:- resin: 5 parts- 3D print: 1 part- decals: no- photo-etched details:yes, pre-painted- painting mask: noLööK set - Brassin pre-painted dashboardand STEEL seatbelts for P-39N in 1/48 scale.Easy to assemble, replaces plastic parts.Recommended kit: EduardSet contains:- resin: 2 parts- decals: no- photo-etched details:yes, pre-painted- painting mask: noLööK set - Brassin pre-painted dashboardand STEEL seatbelts for P-47D-25 in 1/48 scale.Easy to assemble, replaces plastic parts.Recommended kit: MiniartSet contains:- resin: 2 parts- decals: no- photo-etched details:yes, pre-painted- painting mask: noPRELIMINARY IMAGESPRELIMINARY IMAGESPRELIMINARY IMAGESINFO Eduard108December 2023Page 109
648873Bf 109E rudder pedals early1/48ON APPROACHBrassin set - rudder pedals for Bf 109Ein 1/48 scale. The set consists of 2 pairs of thepedals. Easy to assemble, replaces plastic parts.Set contains:- 3D print: 4 parts- decals: no- photo-etched details: no- painting mask: no648874Bf 109E rudder pedals late1/48648939Bf 109K-4 gun barrels PRINT1/48 EduardBrassin set - rudder pedals for Bf 109Ein 1/48 scale. The set consists of 2 pairsof the pedals. Easy to assemble, replacesplastic parts.Set contains:- 3D print: 4 parts- decals: no- photo-etched details: no- painting mask: noBrassin set - gun barrels for Bf 109K-4in 1/48 scale.Easy to assemble, replacesplastic parts. Made by direct 3D printing.Recommended kit: EduardSet contains:- 3D print: 2 parts- decals: no- photo-etched details: no- painting mask: noINFO Eduard109December 2023Page 110
ON APPROACHJANUARY 2024648951FM-1 cockpit PRINT1/48 Eduard648952FM-1 gun bays PRINT1/48 Eduard648953Bf 109G-6/AS cockpit PRINT1/48 EduardBrassin set - cockpit for FM-1 in 1/48 scale.Made by direct 3D printing.Recommended kit: EduardSet contains:- 3D print: 13 parts- decals: yes- photo-etched details: yes, pre-painted- painting mask: noBrassin 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: EduardSet contains:- 3D print: 16 parts- decals: no- photo-etched details: yes- painting mask: noBrassin set - cockpit for Bf 109G-6/ASin 1/48 scale. Made by direct 3D printing.Recommended kit: EduardSet contains:- 3D print: 18 parts- resin: 1 part- decals: yes- photo-etched details: yes, pre-painted- painting mask: noINFO Eduard110December 2023Page 111
ON APPROACHJANUARY 2024648954Bf 109K-4 wheel bays PRINT1/48 Eduard648955F-16A MLU cockpit PRINT1/48 Kinetic648956FM-2 wheel bay PRINT1/48 EduardBrassin set - wheels bays for Bf 109K-4in 1/48 scale. Made by direct 3D printing.Recommended kit: EduardSet contains:- 3D print: 4 parts- decals: no- photo-etched details: no- painting mask: noBrassin set - cockpit for F-16A MLU in 1/48 scale.Made by direct 3D printing.Recommended kit: KineticSet contains:- 3D print: 15 parts- decals: yes- photo-etched details: yes, pre-painted- painting mask: noBrassin set - wheels bay for FM-2 in 1/48 scale.Made by direct 3D printing.Recommended kit: EduardSet contains:- 3D print: 14 parts- decals: no- photo-etched details: no- painting mask: noINFO Eduard111December 2023Page 112
ON APPROACH648957P-39 seat PRINT1/48 Eduard648958P-39 exhaust stacks fishtail PRINT1/48 Eduard648959P-39 exhaust stacks rounded PRINT1/48 EduardBrassin set - pilot seat for P-39 in 1/48 scale.Easy to assemble, replaces plastic parts.Made by direct 3D printing. Recommended kit: EduardSet contains:- 3D print: 1 part- decals: no- photo-etched details: yes, pre-painted- painting mask: noBrassin set - exhaust stacks for P-39 in 1/48 scale.Easy to assemble, replaces plastic parts.Made by direct 3D printing.Recommended kit: EduardSet contains:- 3D print: 2 parts- decals: no- photo-etched details: no- painting mask: noBrassin set - exhaust stacks for P-39 in 1/48 scale.Easy to assemble, replaces plastic parts.Made by direct 3D printing. Recommended kit: EduardSet contains:- 3D print: 2 parts- decals: no- photo-etched details: no- painting mask: noJANUARY 2024INFO Eduard112December 2023Page 113
648961Bf 109K-4 radio compartment PRINT1/48 Eduard648960FM-2 engine PRINT1/48 EduardBrassin set - radio compartment for Bf 109K-4in 1/48 scale. Made by direct 3D printing.Recommended kit: EduardSet contains:- 3D print: 7 parts- decals: no- photo-etched details: yes- painting mask: noON APPROACHBrassin set - engine for FM-2 in 1/48 scale.Made by direct 3D printing.Recommended kit: EduardSet contains:- 3D print: 17 parts- decals: no- photo-etched details: yes- painting mask: no648962P-47D wheels cross tread1/48 EduardBrassin set - the undercarriage wheels for P-47Din 1/48 scale. The set consists of the main wheels anda tail wheel. Easy to assemble, replaces plastic parts.Recommended kit: MiniartSet contains:- resin: 3 parts- 3D print: 4 parts- decals: no- photo-etched details: yes- painting mask: yesJANUARY 2024INFO Eduard113December 2023Page 114
ON APPROACH672337MiG-29 airbrakes PRINT1/72 Great Wall Hobby672347Bf 109G-5/G-6 cockpit PRINT1/72 Eduard672348Bf 109G-5/G-6 wheels PRINT1/72 EduardBrassin set - aibrakes for MiG-29 in 1/72 scale.Made by direct 3D printing.Recommended kit: Great Wall HobbySet contains:- 3D print: 3 parts- decals: no- photo-etched details: no- painting mask: noBrassin set - cockpit for Bf 109G-5 or Bf 109G-6in 1/72 scale. Made by direct 3D printing.Recommended kit: EduardSet contains:- 3D print: 14 parts- decals: yes- photo-etched details:yes, pre-painted- painting mask: noBrassin set - the undercarriage wheels for Bf 109G-5or Bf 109G-6 in 1/72 scale. The set consists of the mainwheels and a tail wheel. Easy to assemble, replaces plasticparts. Made by direct 3D printing. Recommended kit: EduardSet contains:- 3D print: 3 parts- decals: no- photo-etched details: no- painting mask: yesJANUARY 2024INFO Eduard114December 2023Page 115
ON APPROACH672349WGr.21 for Bf 109G PRINT1/72EduardBrassin set - WGr.21 rocket launchers for Bf 109Gin 1/72 scale. Made by direct 3D printing.Recommended kit: EduardSet contains:- 3D print: 4 parts- decals: no- photo-etched details: yes- painting mask: noJANUARY 2024INFO Eduard115December 2023Page 116
ON APPROACH644238F-16D Block 40 LööKplus1/48 KineticCollection 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 seatsJANUARY 2024INFO Eduard116December 2023Page 117
ON APPROACHCollection 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 wheels644242FM-1 LööKplus1/48 EduardJANUARY 2024INFO Eduard117December 2023Page 118
SIN648118Bf 109K-4 ESSENTIAL1/48 EduardCollection of 3 sets for Bf 109K-4 in 1/48 scale.Recommended kit: Eduard- cockpit- exhausts- undercarriage wheelsAll sets included in this BIG SIN are available separately,but with every BIG SIN set you save up to 30%.ON APPROACHJANUARY 2024INFO Eduard118December 2023Page 119
SIN67222F-35A1/72 TamiyaCollection of 4 sets for F-35A in 1/72 scale.Recommended kit: Tamiya- cockpit- undercarriage wheels- exhaust nozzle- Remove Before Flight tags STEELAll sets included in this BIG SIN are available separately,but with every BIG SIN set you save up to 30 %.BRASSIN 02/2022BRASSIN 02/2022ON APPROACHJANUARY 2024INFO Eduard119December 2023Page 120
PE-SETS53302 USS Iowa BB-61 part 1 1/350 Hobby Boss53303 USS Iowa BB-61 part 2 1/350 Hobby Boss36513 Ferret Scout Car Mk.2 1/35 Airfix36514 T-72M 1/35 Trumpeter32489 F-35 external pylons 1/32 Trumpeter321016 F-35B 1/32 Trumpeter481128 Hurricane Mk.IIc landing flaps 1/48 Hobby Boss491407 P-47D-25 1/48 MINIART491409 Fulmar Mk.I 1/48 Trumpeter491411 Hurricane Mk.IIc 1/48 Hobby Boss73816 MiG-29 9-19 SMT 1/72 Great Wall HobbyZOOMS33363 F-35B 1/32 Trumpeter33364 F-35B seatbelts STEEL 1/32 TrumpeterFE1407 P-47D-25 1/48 MINIARTFE1408 P-47D-25 seatbelts STEEL 1/48 MINIARTFE1409 Fulmar Mk.I 1/48 TrumpeterFE1410 Fulmar Mk.I seatbelts STEEL 1/48 TrumpeterFE1411 Hurricane Mk.IIc 1/48 Hobby BossFE1412 Hurricane Mk.IIc seatbelts STEEL 1/48 Hobby BossFE1413 Bf 109K-4 Weekend 1/48 EduardMASKSJX322 F-35B 1/32 TrumpeterJX323 F-35B TFace 1/32 TrumpeterEX997 P-47D-25 1/48 MINIARTEX998 P-47D-25 TFace 1/48 MINIARTEX999 Fulmar Mk.I TFace 1/48 TrumpeterEX1000 Hurricane Mk.IIc TFace 1/48 Hobby BossEX1001 FM-1 TFace 1/48 EduardEX1002 Bf 109K-4 1/48 EduardEX1003 F6F-3 US national insignia w/ red outline 1/48 EduardCX657 MiG-29 9-19 SMT 1/72 Great Wall HobbySPACE3DL32022 F-35B SPACE 1/32 Trumpeter3DL48152 Fulmar Mk.I SPACE 1/48 Trumpeter3DL48153 Hurricane Mk.IIc SPACE 1/48 Hobby Boss3DL48154 P-47D-25 SPACE 1/48 MINIART3DL48155 F-16C Block 25 SPACE 1/48 Tamiya3DL72025 MiG-29 9-19 SMT SPACE 1/72 Great Wall Hobby3DL72026 MiG-15bis SPACE 1/72 EduardDECAL SETSD32022 F-35A stencils 1/32 ItaleriON APPROACHJANUARY 2024INFO Eduard120December 2023Page 121
ON APPROACHGUSTAV pt.1 #2144 1/72Bf 109G-5, WNr. 27119, Uffz. Gerhard Kroll,Ofw. Friedrich Ungar, Fw. Emil Hecker 9./JG 54,Ludwigsluft, Germany, February 1944Bf 109G-5, WNr. 26082, Flg. Victor Widmaier,7./JG 11, Oldenburg, Germany, October 1943Bf 109G-5, WNr. 110047, Ofw. Hanns-Werner Gross,1./JG 300, Bonn-Hangelar, Germany, March 1944Bf 109G-5/U2, WNr. 27112, Maj. Walther Dahl,CO of III./JG 3, Bad Wörishofen, Germany,December 1943JANUARY 2024INFO Eduard121December 2023Page 122
ON APPROACHBf 109G-6, WNr. 20499, Lt. Erich Hartmann,CO of 9./JG 52, New Zaporozhye, the Soviet Union,October 1943Bf 109G-6, WNr. 20272, Oblt. Heinrich Klöpper,CO of 7./JG 1, Rheine, Germany, November 1943Bf 109G-6 Trop, WNr. 27169, Fw. Heinrich Bartels,11./JG 27, Kalamaki, Greece, November 1943Bf 109G-6, WNr. 18107, Uffz. Georg Amon,7./JG 53, Torazzo, Sicily, June 1943Bf 109G-6, WNr. 163627, ylikersantti Leo Ahokas,3/HLeLv 24, Lappeenranta, Finland, June 1944Bf 109G-6, WNr. 161742, Rtk. Rudolf Božik,Combined Flight, Slovak National Uprising,Tri Duby airflield, Slovakia, September 1944Bf 109G-6, WNr.18502 or 18503, Hptm. Horst Carganico,CO of II./JG 5, Pskov-South, the Soviet Union,early 1944Bf 109G-6 Trop, Oblt. Alfred Grislawski,CO of 1./JG 50, Wiesbaden-Erbenheim,Germany, September 1943Bf 109G-6, WNr. 19456, Oberst Hannes Trautloft,Stab General der Jagdflieger, the Soviet Union,August 1943Bf 109G-6, WNr. 163162, 2aSquadriglia,2oGruppo Caccia, Verona-Villafranca, Italy,October 1944JANUARY 2024INFO Eduard122December 2023Page 123
ON APPROACHBf 109K-4 #84197 1/48WNr. 332529, Stab JG 52, Deutsch Brod,Protectorate of Bohemia and Moravia,May 1945WNr. 330255, Stab III./JG 27, Wunstorf,Germany, May 1945WNr. 330204, Hptm. Franz Mentzel,9./JG 77, Neuruppin, Germany,November 1944WNr. 330209, 3aSquadriglia, IoGruppo Caccia,Lonate Pozzolo, Italy, March 1945JANUARY 2024INFO Eduard123December 2023Page 124
www.eduard.comAlbatros D.IIIAAllbbaattrrooss DD..IIIIII1/48Albatros D.IIIScale Plastic Model KitEduard - Model AccessoriesMírová 170435 21 ObrniceCzech Republic1/48PLASTIKOVÁ STAVEBNICEPRO POKROČILÉ MODELÁŘEplastové díly pro stavbu jednoho modeluobtisky pro 6 markingůfotoleptané díly a vyřezávané maskyVYROBENO V ČESKÉ REPUBLICESběratelská položka pro dospělé modelářeSCALE PLASTIC MODEL KITFOR ADVANCED MODELLERSplastic parts for one scale modeldecals for 6 marking optionsphoto etched parts & die cut masksMADE IN CZECH REPUBLICCollectible item for adult collectors only© Eduard-Model Accessories 202429,95Albatros Albatros D.IIID.III8114itemAAllbbaattrrooss DD..IIIIIIScale Plastic Model Kitwww.eduard.com1/481/48scalescalescaleitem81148114item8114item1 48Oblt. Rudolf Berthold,Jasta 18, Harelbeke,Belgium, September 1917Lt. Lothar & Rtm. Manfred Freiherrvon Richthofen, Jasta 11, La Brayelle, France, 1917Oblt. Hermann Göring,CO of Jasta 27,Ghistelles, Belgium,May 1917Lt. Emil Schäfer, CO Jasta 28,Wasquehal, France, May 1917Lt. Edward Lübbert,Jasta 11, La Brayelle,France, March 1917Lt. Franz Ray, Jasta 28,Varsenare, Belgium, autumn 1917Albatros D.III1/48ON APPROACH#8114Oblt. Rudolf Berthold, Jasta 18,Harelbeke, Belgium, September 1917D.2006/16, Lt. Lothar & Rtm. Manfred Freiherrvon Richthofen, Jasta 11, La Brayelle, France,March–May 1917D.2049/16, Oblt. Hermann Göring,CO of Jasta 27, Ghistelles, Belgium,May 1917Lt. Emil Schäfer, CO Jasta 28,Wasquehal, France, May 1917D.1996/16, Lt. Hans-Georg EdwardLübbert, Jasta 11, La Brayelle, France,March 1917Lt. Franz Ray, Jasta 28, Varsenare,Belgium, autumn 1917JANUARY 2024INFO Eduard124December 2023Page 125
c/n 613234, kpt. Oldřich Paldus, 15th Fighter Regiment,Czechoslovak Air Force, Cottbus Airfield,German Democratic Republic, August 30, 1957c/n 1315376, ex 64th IAK,Soviet Union, Mid 1950sMaj. Mikhail Ivanovich Mikhin,518th IAP, North Korea, May 1953No. 20 Squadron, Egypt.,Late 1950s / Early 1960sc/n 0320138, 1st Squadron,101st Reconnaissance Regiment,Szolnok, Hungary, 1972Re-releaseON APPROACHMiG-15bis#70591/72JANUARY 2024INFO Eduard125December 2023Page 126
P-51D-5 Mustang1/48#84172Re-releaseON APPROACH44-13761, Capt. Jack M. Ilfrey, 79th FS, 20th FG,8th AF, USAAF Station 367 Kings Cliffe,Northamptonshire, Great Britain, autumn 194444-13317, Capt. Donald R. Emerson, 336th FS,4th FG, 8th AF, USAAF Station 356 Debden, Essex,Great Britain, September 194444-13316, Leonard K. Carson, 362nd FS, 357th FG,8th AF, USAAF Station 373 Leiston, Suffolk,Great Britain, June 194444-13597, Lt. William E. Fowler, 487th FS, 352nd FG,8th AF, USAAF Station 141 Bodney, Norfolk, Great Britain,September 1944JANUARY 2024INFO Eduard126December 2023Page 127
BUSINESS LIKE DURING EARTHQUAKESText: Jan BobekIn last November's issue of INFO Eduardmagazine, when I wrote about the bad moodand how Russian aggression against Ukraine,inflation, energy prices rise and other factors weredestabilizing our industry , I ended on a positive note,mentioning planned innovations in 3D printing, as inthe production of moulds for kits and changes in ourmarketing, especially in relation to our magazine.We are gradually implementing everything,but circumstances have not improved much. TheRussian army is still in Ukraine and Putin, in thestyle of the medieval Mongol Golden Horde, doesn'tcare how many of his own and other people hekills. Yet our Ukrainian colleagues, competitors andbusiness partners are holding on bravely, as is theirentire country. Regarding our western neighboursin Germany, their economy is in recession for thefirst time in many years. This country is the largestinvestor in the Czech Republic and has a majorinfluence on our own economy. What happensin Germany always has a delayed effect on us.In the first half of this year, I watched with someastonishment the statements made by some Czechjournalists, politicians and senior civil servants thatthe crisis was over. I was sure that it was not over.In the meantime, the authors of those articles havefallen silent under the weight of statistical data.And the trouble continues, and I fear it will continuefor at least a year or two.For us, the situation on the world market isstill as uncertain as it was a year ago. It is worsethan during the crisis that began in 2007 and 2008.There was a drop in our sales then, but this quicklystabilised and remained more or less unchanged.Now we are facing a crisis that is caused not by onefactor, but by several at the same time. The drop insales is being felt in different parts of the world andin different countries at different times. As soon asthe market stabilises in one country, it will falterin another. It is similar to an earthquake causingaftershocks in unexpected places.Customers of our e-shop sometimes complainabout the high price of shipping. During this year,we have managed to expand our portfolio ofinternational carriers and, at least within mostEuropean Union countries, we offer shipping ata reasonable price level. But for shipping outsidethe EU, we have not yet found a more cost-effectivesolution from carriers operating in the CzechRepublic. However we are not giving up and we arelooking for a solution.The situation is not easy even concerning thecooperation with our distributors. It is not only theircaution in the first orders of new products, due tothe fluctuations in consumer demand on the worldmarket. We also have problems with the transportof goods, with the price of transport, but also withthe condition in which the shipment arrives atits destination. This year, among other things, ithappened to us that a carrier lost a whole palletof boxes with our kits and accessories, to this daythey still don't know where the pallet is and howthey lost it. One of our North American colleaguestold me that this only happens in Europe, especiallyEastern Europe. I assured him that the problemreally didn't happen there. This somewhat disturbedhis intercultural stereotypes. Some foreigndistributors ask us to find small reliable companiesthat will load the goods into their truck and won'ttake their eyes off of them until they hand them overat their destination. One of them even told me: “finda man with a van!”.Here I would like to appeal to you, our customers,especially the foreign ones. Keep an eye on yourlocal shops and distributors, and if you can, pre-order our kits and accessories from them. You'llhelp make this whole situation better.In these conditions it is not easy to start workingwith a new partner overseas. For example inBrazil, when we got the chance, we approached thenegotiations with as much openness as possibleabout the European logistics market condition.So the first deliveries of our items to the Braziliancompany HEY HOBBY will come directly from theCzech Republic, and the transport prices in theCzech Republic and surrounding area will decidehow it will go. Anyway, I wish our new businesspartner every success. You will be able to meetCarlos Theodoro at the 34th GPPSD National ScaleModeling Convention, which will take place in SãoPaulo during 9th and 10th December 2023. He willbe visiting the show on Sunday.The way out of the current difficult situationis not only new business partners, but alsoinnovation. We havealready increasedthe capacity of ourdesigners, who arepreparing new kits. Atthe same time, we arepreparing changes inour tool shop and withexternal partnerswho will help uswith the productionexpansion. The year2024 will bring a fewsurprises, fans of1/72 scale can lookforward to it, but otherscales will not come short either. As Vladimír Šulcmentions in his editorial, the planned paid-forsupplement of INFO magazine will also be a benefitfor our customers. The overall concept of loyaltybenefits and the Bunny Fighter Club is currentlyunder consideration, so hopefully there will as wellbe some nice changes in this regard in 2024.Finally, I would like to mention one topic thatconcerns INFO magazine. Both for its standard issue,but especially for its coming paid-for supplement,we will have new authors from the Czech Republicand abroad. We are already publishing articlesby some well-known authors and we appreciateit very much. It is our priority that an article isbased on the best available sources and we don'tmind if its content differs from the knowledge wehave used before in some of our kits. For example,Ed DeKiep's article on the markings of the Zeros ofTainan Kōkūtai, published in INFO Eduard magazine10/2022, illustrates why the tail stripe on Sakai'sZero V-128 should be done in red rather than thewhite we recommended in our previously releasedkit. In other cases, we had information sourceson the subject that were unknown to the author,we provided them to him, and it was his decisionhow he used them. In short, we take history veryseriously, both in the preparation of articles as inthe preparation of kits.Not only are we approaching authors in thearea of aviation history, but we will also have newauthors in the areas of land vehicles and warships.However, we will be very grateful if we hear fromformer and current aviators, members of theground or shipboard staff, etc. In this regard, pleasecontact my colleague Jan Zdiarský, who is theeditor-in-chief of INFO Eduard magazine.INFO Eduard127December 2023Editorial
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.
More information about Col. Jiří Kafka:
www.pametnaroda.cz/cs/kafka-jiri-pavel
www.seniorum.cz/nase-vzpominky
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.
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Úvodník
Flying Knights in Australia
Flying Knights v Austrálii
GALERIE DB 605 D / Messerschmitt Bf 109 G-10
Bf 109 G-10/U4 WNr. 611943 s motorem DB 605 D, který se v současné době nachází ve sbírce Planes of Fame Air Museum v Arizoně. Stroj nese charakteristické prvky výrobní série závodu WNF. Letoun byl ukořistěn v květnu 1945 po skupinovém přeletu a kapitulaci II./JG 52 z Rakouska do Neubibergu v Bavorsku. Tento Bf 109 patrně původně nesl označení „žlutá 13“ a díky jeho výrobnímu číslu je doloženo, že patřil maďarské jednotce 101. vadászezred.
Válka na Ukrajině
A je tu ďalší rok. V tomto pokračovaní seriálu sa pozrieme na udalosti, ktoré sa odohrali od 1. 1. 2025 do 31. 1. 2025. Vo vzduchu sa žiadne zásadné veci neodohrali, no na politickej scéne sa schyľovalo k zemetraseniu.
Aerial War in Ukraine
Souboj nad Rennes
Když se v ranních hodinách 6. června Spojenci vylodili v Normandii, Luftwaffe byla na tuto situaci připravena. Měla plán, jak posílit šest stíhacích Gruppe, jež ve Francii operovaly v rámci Luftflotte 3. Přípravy k obraně proběhly pod krycím názvem Dr. Gustav West (Drohende Gefahr West – Hrozba přicházející ze západu) a tak měly být do večera 6. června přesunuty z Německa do Francie dvě Nahaufklärergruppe, pět Kampfgruppe, dvě Schlachtgruppe a jeden Geschwaderstab, osm Nachtjagdgruppe a dva Geschwaderstaby a konečně dvě Jagdstaffel a devatenáct Jagdgruppe s pěti Geschwaderstaby. Z výše uvedených devatenácti bylo osm Jagdgruppe převedeno do podřízenosti II. Fliegerkorpsu jako Jabo Gruppe (Jagdbomber – stíhací bombardovací) a zbylé stíhací útvary podléhaly II. Jagdkorpsu. V Luftflotte Reich nadále operovaly mimo druhořadých jednotek jen čtyři Jagdgruppe a útvary "Wilde Sau".
Ze Středomoří do Německa
Když v dubnu 1943 došlo ke změně na pozici Kommodora Jagdgeschwader 27, žádná část této letecké jednotky se již nenacházela v Africe. Její I. Gruppe, u níž se proslavil stíhací letec Hans-Joachim Marseille, byla v listopadu 1942 stažena do Německa a od ledna 1943 byla bojově nasazena ve Francii. Štáb JG 27 a její II./JG 27 v dubnu 1943 operovala ze Sicílie, zatímco III. a IV. Gruppe měla základny v okupovaném Řecku nebo na jeho ostrovech. Břímě vrcholících leteckých bojů v Tunisku nesly JG 53 a JG 77 a II./JG 51. Všechny výše uvedené jednotky byly vyzbrojeny Messerschmitty Bf 109, převážně verze G-6.
TEC - Nefňukat a tisknout!
TEC - Don't whimper and print!
Editorial
Dear Friends, I just returned from Nuremberg. I left there in a rather gloomy mood, knowing that it was most likely my last time. I have always defended the Nuremberg Fair as a useful and beneficial event. But alas, its significance to our industry has steadily declined over the years, while the costs associated with participation in it have continuously done the opposite. Still, it has always brought us some benefit, despite of the expense involved.
P-40E Warhawk
The Curtiss P-40 line of fighter aircraft stood out among American fighter types for having remained in front-line operations from the summer of 1941, before the U.S. entered World War II, through the end of the conflict four years later. Only Grumman’s versatile F4F Wildcat naval fighter could match that record.
The MW 50 System as an Alternative to the GM-1
This technical discussion supplements the article describing the GM-1 system in the Messerschmitt Bf 109 in the November, 2024 newsletter. Even before World War II, Dr. Otto Lutz (1906-1974) came up with the idea of injecting nitrous oxide into an engine to increase performance. He later published (as late as 1942) a scientific paper on the subject "Über Leistungssteigerung von Flugmotoren durch Zugabe von Sauerstoffträgern", or roughly translated, ‘On increasing the performance of aircraft engines through the addition of oxygen compounds’.
Aerial War in Ukraine - A Russian missile shot down a civilian aircraft. Again...
The battles over Ukraine often involve friendly fire incidents. Russian air defense has already destroyed numerous Russian aircraft and helicopters. Similar incidents have occurred on the Ukrainian side. Several civilian aircraft have also been hit in Russia, though without fatal consequences—until now.
HIGHLIGHTS P-40E 1/48
Here we go! The new P-40 is ON and in the past weeks it has already filled the kit shelves of many modelers. If you didn't manage to buy it in our pre-order promotion and therefore don't own it yet, I recommend you to browse the following pages, where I show different features the kit offers. And if you later decide to own the kit, it will be available for purchase from our worldwide distributors. And for those of you who already own this new kit, please read this article as well. You will discover things in your kit that you may not have noticed before.
Ace in a Single Dogfight
During World War II, legendary Spitfire fighter planes were flown by pilots of many nationalities. Many of them fought and achieved victories, some became flying aces during the war, a few even earned this status in a single day. However, only one pilot flying a Spitfire managed to shoot down five aircraft in a single dogfight. That pilot was Canadian F/Lt Richard Joseph "Dick" Audet.
Esem během jediného souboje
S legendárními stíhacími letouny Spitfire v průběhu 2. světové války bojovali a vítězili letci mnoha národností. Řada z nich se během válečných let stala leteckými esy, někteří z nich tohoto statusu docílilo během jednoho dne. Avšak na letounech Spitfire jen jeden pilot dokázal sestřelit pět letadel během jednoho souboje. Byl jím kanadský pilot F/Lt Richard Joseph „Dick“ Audet.
03/2025
INFO Eduard je modelářsko-historický měsíčník, který od roku 2010 v českém a anglickém jazyce publikuje společnost Eduard Model Accessories. Magazín je dostupný zdarma na platformě Triobo a je možné jej stáhnout také v PDF verzi. Společnost Eduard je výrobcem plastikových modelů a doplňků s více než 30letou tradicí. Během svého působení v oboru plastikového modelářství se společnost Eduard zařadila mezi jeho světové lídry. Další podrobnosti o společnosti a jejím sortimentu najdete na www.eduard.com. Zde se můžete mimo jiné zdarma přihlásit k odebírání magazínu INFO a produktových informací: https://www.eduard.com/cs/info-eduard/
03/2025
INFO Eduard is a monthly scale model-historical magazine published in Czech and English by Eduard Model Accessories since 2010. The magazine is available for free on the Triobo platform and can be downloaded in PDF format. Eduard is a manufacturer of plastic models and accessories with over 30 years of tradition. Throughout its history in the plastic modeling industry, Eduard has become one of the world's leaders. Further details about the company and its product range can be found at www.eduard.com. You can subscribe to the INFO magazine and receive product information for free at: https://www.eduard.com/cs/info-eduard/
02/2025
INFO Eduard je modelářsko-historický měsíčník, který od roku 2010 v českém a anglickém jazyce publikuje společnost Eduard Model Accessories. Magazín je dostupný zdarma na platformě Triobo a je možné jej stáhnout také v PDF verzi. Společnost Eduard je výrobcem plastikových modelů a doplňků s více než 30letou tradicí. Během svého působení v oboru plastikového modelářství se společnost Eduard zařadila mezi jeho světové lídry. Další podrobnosti o společnosti a jejím sortimentu najdete na www.eduard.com. Zde se můžete mimo jiné zdarma přihlásit k odebírání magazínu INFO a produktových informací: https://www.eduard.com/cs/info-eduard/
02/2025
INFO Eduard is a monthly scale model-historical magazine published in Czech and English by Eduard Model Accessories since 2010. The magazine is available for free on the Triobo platform and can be downloaded in PDF format. Eduard is a manufacturer of plastic models and accessories with over 30 years of tradition. Throughout its history in the plastic modeling industry, Eduard has become one of the world's leaders. Further details about the company and its product range can be found at www.eduard.com. You can subscribe to the INFO magazine and receive product information for free at: https://www.eduard.com/cs/info-eduard/
01/2025
INFO Eduard je modelářsko-historický měsíčník, který od roku 2010 v českém a anglickém jazyce publikuje společnost Eduard Model Accessories. Magazín je dostupný zdarma na platformě Triobo a je možné jej stáhnout také v PDF verzi. Společnost Eduard je výrobcem plastikových modelů a doplňků s více než 30letou tradicí. Během svého působení v oboru plastikového modelářství se společnost Eduard zařadila mezi jeho světové lídry. Další podrobnosti o společnosti a jejím sortimentu najdete na www.eduard.com. Zde se můžete mimo jiné zdarma přihlásit k odebírání magazínu INFO a produktových informací: https://www.eduard.com/cs/info-eduard/
01/2025
INFO Eduard is a monthly scale model-historical magazine published in Czech and English by Eduard Model Accessories since 2010. The magazine is available for free on the Triobo platform and can be downloaded in PDF format. Eduard is a manufacturer of plastic models and accessories with over 30 years of tradition. Throughout its history in the plastic modeling industry, Eduard has become one of the world's leaders. Further details about the company and its product range can be found at www.eduard.com. You can subscribe to the INFO magazine and receive product information for free at: https://www.eduard.com/cs/info-eduard/
12/2024
INFO Eduard je modelářsko-historický měsíčník, který od roku 2010 v českém a anglickém jazyce publikuje společnost Eduard Model Accessories. Magazín je dostupný zdarma na platformě Triobo a je možné jej stáhnout také v PDF verzi. Společnost Eduard je výrobcem plastikových modelů a doplňků s více než 30letou tradicí. Během svého působení v oboru plastikového modelářství se společnost Eduard zařadila mezi jeho světové lídry. Další podrobnosti o společnosti a jejím sortimentu najdete na www.eduard.com. Zde se můžete mimo jiné zdarma přihlásit k odebírání magazínu INFO a produktových informací: https://www.eduard.com/cs/info-eduard/
12/2024
INFO Eduard is a monthly scale model-historical magazine published in Czech and English by Eduard Model Accessories since 2010. The magazine is available for free on the Triobo platform and can be downloaded in PDF format. Eduard is a manufacturer of plastic models and accessories with over 30 years of tradition. Throughout its history in the plastic modeling industry, Eduard has become one of the world's leaders. Further details about the company and its product range can be found at www.eduard.com. You can subscribe to the INFO magazine and receive product information for free at: https://www.eduard.com/cs/info-eduard/
11/2024
INFO Eduard je modelářsko-historický měsíčník, který od roku 2010 v českém a anglickém jazyce publikuje společnost Eduard Model Accessories. Magazín je dostupný zdarma na platformě Triobo a je možné jej stáhnout také v PDF verzi. Společnost Eduard je výrobcem plastikových modelů a doplňků s více než 30letou tradicí. Během svého působení v oboru plastikového modelářství se společnost Eduard zařadila mezi jeho světové lídry. Další podrobnosti o společnosti a jejím sortimentu najdete na www.eduard.com. Zde se můžete mimo jiné zdarma přihlásit k odebírání magazínu INFO a produktových informací: https://www.eduard.com/cs/info-eduard/
11/2024
INFO Eduard is a monthly scale model-historical magazine published in Czech and English by Eduard Model Accessories since 2010. The magazine is available for free on the Triobo platform and can be downloaded in PDF format. Eduard is a manufacturer of plastic models and accessories with over 30 years of tradition. Throughout its history in the plastic modeling industry, Eduard has become one of the world's leaders. Further details about the company and its product range can be found at www.eduard.com. You can subscribe to the INFO magazine and receive product information for free at: https://www.eduard.com/cs/info-eduard/
10/2024
10/2024
10/2024
INFO Eduard je modelářsko-historický měsíčník, který od roku 2010 v českém a anglickém jazyce publikuje společnost Eduard Model Accessories. Magazín je dostupný zdarma na platformě Triobo a je možné jej stáhnout také v PDF verzi. Společnost Eduard je výrobcem plastikových modelů a doplňků s více než 30letou tradicí. Během svého působení v oboru plastikového modelářství se společnost Eduard zařadila mezi jeho světové lídry. Další podrobnosti o společnosti a jejím sortimentu najdete na www.eduard.com. Zde se můžete mimo jiné zdarma přihlásit k odebírání magazínu INFO a produktových informací: https://www.eduard.com/cs/info-eduard/
10/2024
INFO Eduard is a monthly scale model-historical magazine published in Czech and English by Eduard Model Accessories since 2010. The magazine is available for free on the Triobo platform and can be downloaded in PDF format. Eduard is a manufacturer of plastic models and accessories with over 30 years of tradition. Throughout its history in the plastic modeling industry, Eduard has become one of the world's leaders. Further details about the company and its product range can be found at www.eduard.com. You can subscribe to the INFO magazine and receive product information for free at: https://www.eduard.com/cs/info-eduard/
09_Special E-Day/2024
Vážení přátelé, modeláři, hosté a návštěvníci E-daye, V dnešním krátkém mimořádném vydání Infa vás seznámíme s plánovaným programem letošního E-daye, který se koná v sobotu 28. září 2024 v hale muzea na Tankodromu Milovice. Výstava je jednodenní, ale jako obvykle bude výstavní hala otevřena, nejen pro vystavující modeláře, již v pátek od 17:00. Na pátek máme připravený malý program pro všechny časné příchozí. Tento podvečerní program má dva body. Prvním bude představení novinek Eduardu na rok 2025, které se bude opakovat i v sobotu. Druhým bodem bude beseda s Jiřím Šilhánkem, zakladatelem a majitelem firmy Special Hobby. Jiří je velká osobnost našeho oboru, který své podnikání rozjížděl dávno před všemi ostatními českými firmami, hluboko v osmdesátých letech. Jeho historky z dějin plastikového modelářství jsou neuvěřitelné a všem doporučuji si je poslechnout. Věřte mi, že to stojí za páteční cestu do Milovic!
09/2024
INFO Eduard je modelářsko-historický měsíčník, který od roku 2010 v českém a anglickém jazyce publikuje společnost Eduard Model Accessories. Magazín je dostupný zdarma na platformě Triobo a je možné jej stáhnout také v PDF verzi. Společnost Eduard je výrobcem plastikových modelů a doplňků s více než 30letou tradicí. Během svého působení v oboru plastikového modelářství se společnost Eduard zařadila mezi jeho světové lídry. Další podrobnosti o společnosti a jejím sortimentu najdete na www.eduard.com. Zde se můžete mimo jiné zdarma přihlásit k odebírání magazínu INFO a produktových informací: https://www.eduard.com/cs/info-eduard/
09/2024
INFO Eduard is a monthly scale model-historical magazine published in Czech and English by Eduard Model Accessories since 2010. The magazine is available for free on the Triobo platform and can be downloaded in PDF format. Eduard is a manufacturer of plastic models and accessories with over 30 years of tradition. Throughout its history in the plastic modeling industry, Eduard has become one of the world's leaders. Further details about the company and its product range can be found at www.eduard.com. You can subscribe to the INFO magazine and receive product information for free at: https://www.eduard.com/cs/info-eduard/
08/2024
INFO Eduard je modelářsko-historický měsíčník, který od roku 2010 v českém a anglickém jazyce publikuje společnost Eduard Model Accessories. Magazín je dostupný zdarma na platformě Triobo a je možné jej stáhnout také v PDF verzi. Společnost Eduard je výrobcem plastikových modelů a doplňků s více než 30letou tradicí. Během svého působení v oboru plastikového modelářství se společnost Eduard zařadila mezi jeho světové lídry. Další podrobnosti o společnosti a jejím sortimentu najdete na www.eduard.com. Zde se můžete mimo jiné zdarma přihlásit k odebírání magazínu INFO a produktových informací: https://www.eduard.com/cs/info-eduard/
08/2024
INFO Eduard is a monthly scale model-historical magazine published in Czech and English by Eduard Model Accessories since 2010. The magazine is available for free on the Triobo platform and can be downloaded in PDF format. Eduard is a manufacturer of plastic models and accessories with over 30 years of tradition. Throughout its history in the plastic modeling industry, Eduard has become one of the world's leaders. Further details about the company and its product range can be found at www.eduard.com. You can subscribe to the INFO magazine and receive product information for free at: https://www.eduard.com/cs/info-eduard/
07/2024
INFO Eduard je modelářsko-historický měsíčník, který od roku 2010 v českém a anglickém jazyce publikuje společnost Eduard Model Accessories. Magazín je dostupný zdarma na platformě Triobo a je možné jej stáhnout také v PDF verzi. Společnost Eduard je výrobcem plastikových modelů a doplňků s více než 30letou tradicí. Během svého působení v oboru plastikového modelářství se společnost Eduard zařadila mezi jeho světové lídry. Další podrobnosti o společnosti a jejím sortimentu najdete na www.eduard.com. Zde se můžete mimo jiné zdarma přihlásit k odebírání magazínu INFO a produktových informací: https://www.eduard.com/cs/info-eduard/
07/2024
INFO Eduard is a monthly scale model-historical magazine published in Czech and English by Eduard Model Accessories since 2010. The magazine is available for free on the Triobo platform and can be downloaded in PDF format. Eduard is a manufacturer of plastic models and accessories with over 30 years of tradition. Throughout its history in the plastic modeling industry, Eduard has become one of the world's leaders. Further details about the company and its product range can be found at www.eduard.com. You can subscribe to the INFO magazine and receive product information for free at: https://www.eduard.com/cs/info-eduard/
06/2024 - Special
Vážení přátelé, dnešní mimořádné číslo Infa je věnováno mimořádné stavebnici, The Bloody Hundredth 1943/ B-17F 1:48. Tato stavebnice vydávaná v řadě LIMITED patří mezi položky, jejichž základem jsou výlisky nakoupené u spolupracujících firem. V tomto případě jde o výlisky firmy Hong Kong Models, HKM. Tentokrát jde ovšem spolupráce mezi našimi firmami dál, než je v podobných případech dodávek výlisků zvykem. Speciálně k této stavebnici jsme zkonstruovali konverzní rámeček s čirými díly, obsahující další verze přídí B-17F, než které obsahuje původní sestava dílů stavebnice HKM. Tento rámeček jsme zkonstruovali v Eduardu, pochopitelně s využitím konstrukce HKM, na kterou nové díly navazují. Forma na něj byla vyrobena firmou HKM v jejich čínské nástrojárně, výlisky byly vyrobeny tamtéž.
06/2024 Special EN
Dear Friends, Today's special issue of the newsletter is dedicated to an extraordinary kit, ‘The Bloody Hundredth 1943 / B-17F’ in 1:48th scale. This kit, released in the LIMITED edition line, falls under the group of items based on moldings purchased from partner companies. In this case, the plastic is supplied by Hong Kong Models, HKM. This time, however, the cooperation between our companies goes further than is customary in similar endeavors. Specifically for this kit, we have designed an additional set of clear parts that cover variations used on the B-17F nose that were not a part of the original HKM release. We designed the new parts to fit the HKM kit specifically. The mold for it was cut at HKM in their Chinese tool shop, and the parts are produced by them.
06/2024
INFO Eduard je modelářsko-historický měsíčník, který od roku 2010 v českém a anglickém jazyce publikuje společnost Eduard Model Accessories. Magazín je dostupný zdarma na platformě Triobo a je možné jej stáhnout také v PDF verzi. Společnost Eduard je výrobcem plastikových modelů a doplňků s více než 30letou tradicí. Během svého působení v oboru plastikového modelářství se společnost Eduard zařadila mezi jeho světové lídry. Další podrobnosti o společnosti a jejím sortimentu najdete na www.eduard.com. Zde se můžete mimo jiné zdarma přihlásit k odebírání magazínu INFO a produktových informací: https://www.eduard.com/cs/info-eduard/
06/2024
INFO Eduard is a monthly scale model-historical magazine published in Czech and English by Eduard Model Accessories since 2010. The magazine is available for free on the Triobo platform and can be downloaded in PDF format. Eduard is a manufacturer of plastic models and accessories with over 30 years of tradition. Throughout its history in the plastic modeling industry, Eduard has become one of the world's leaders. Further details about the company and its product range can be found at www.eduard.com. You can subscribe to the INFO magazine and receive product information for free at: https://www.eduard.com/cs/info-eduard/
05/2024
INFO Eduard je modelářsko-historický měsíčník, který od roku 2010 v českém a anglickém jazyce publikuje společnost Eduard Model Accessories. Magazín je dostupný zdarma na platformě Triobo a je možné jej stáhnout také v PDF verzi. Společnost Eduard je výrobcem plastikových modelů a doplňků s více než 30letou tradicí. Během svého působení v oboru plastikového modelářství se společnost Eduard zařadila mezi jeho světové lídry. Další podrobnosti o společnosti a jejím sortimentu najdete na www.eduard.com. Zde se můžete mimo jiné zdarma přihlásit k odebírání magazínu INFO a produktových informací: https://www.eduard.com/cs/info-eduard/
05/2024
INFO Eduard is a monthly scale model-historical magazine published in Czech and English by Eduard Model Accessories since 2010. The magazine is available for free on the Triobo platform and can be downloaded in PDF format. Eduard is a manufacturer of plastic models and accessories with over 30 years of tradition. Throughout its history in the plastic modeling industry, Eduard has become one of the world's leaders. Further details about the company and its product range can be found at www.eduard.com. You can subscribe to the INFO magazine and receive product information for free at: https://www.eduard.com/cs/info-eduard/
04/2024
Dobrý večer, vážení přátelé! Máme za sebou hektický březen. Chápu, že vám to asi tak nepřijde, ale ona každá hospoda vypadá jinak z jídelny a jinak z kuchyně. Aby byl pohled z jídelny, tedy od vás zákazníků, pozitivní, nezbývá personálu v kuchyni, tedy nám, aby se pořádně oháněl.
04/2024
Good evening, dear Friends, We've had a hectic March. I understand that it might not seem that way to you, but every bar looks different from the dining room than it does from the kitchen. In order for the view from the dining room, in other words, from you, the customers, to be positive, the staff in the kitchen (us), has little choice but to be very busy. So, hectic is good.
03/2024
Určitě nejsem sám, komu se pravidelně stává, že se jeho předpoklady a představy o průběhu nějaké události nenaplní a výsledek je zcela opačný, než jaká byla očekávání s onou událostí spojená. Mě se to naposledy stalo před měsícem v Norimberku. Co jsem od veletrhu čekal, si jistě pamatujete z minulého úvodníku. Z mé skeptické předpovědi nevyšlo prakticky nic. Ne že by se už veletrh vrátil tam, kde byl za starých časů před covidovými lockdowny, ale byl výrazně živější, zajímavější a ve svém výsledku zábavnější a užitečnější, než bych si troufl očekávat. Troufnu si dokonce tipnout, že podobný názor má víc vystavovatelů. Mimo jiné se opakovala situace z loňska, že rozhovory a setkání byla daleko vřelejší, přátelštější a otevřenější, než kdykoli v minulosti. Možná je to jen můj pocit, ale přijde mi, že jsme se navzájem zase rádi viděli, v mnoha případech i po několika letech. V takových případech si uvědomíte, jak vám ti lidé, které jste vídal tak nějak samozřejmě a nepřišlo vám na tom nic zvláštního, přirostli k srdci a jak vám chyběli. Pak se tak hovory víc otevřou, a to je fajn.
03/2024
I know I’m not alone, when a concept and its associated assumptions turn out exactly opposite to what the expected outcome was. The last time it happened to me was a month ago in Nuremberg.
Jak na plasty II
Mnoho méně zkušených modelářů má velkou fobii z řezání do plastů nebo z většího ztenčování plastových dílů pro zástavbu doplňkových sad. V tomto díle bych chtěl čtenářům představit, že tyto pokročilejší modelářské činnosti nejsou nic těžkého a s využitím vhodných nástrojů a pomůcek se dá snadno dobrat k potřebným úpravám. Prakticky všechny větší brassinové sady po modeláři vyžadují, aby podobné úpravy při jejich zástavbách provedl. Pokud se někteří modeláři obávají doplňkové sady kupovat právě kvůli zmíněným úpravám, chtěl bych jim ukázat, že to s trochou praxe zvládnou i oni. V článku demonstruji přípravu křídla P-51B/C 1/48 pro zástavbu brassinové sady zbraňových šachet. Představím dvě metody – za pomocí pouze základních modelářských nástrojů a poté s pomocí jemné vrtačky a frézky od firmy Proxxon.
How work with Plastic II
Many less experienced modelers often feel apprehensive about cutting into plastic or thinning parts to accommodate additional detailing or conversion sets. In this section, I want to reassure readers that these more advanced modeling techniques are not difficult and that, with the right tools, achieving the necessary modifications is quite manageable. Most larger Brassin sets require modelers to make similar adjustments to their builds. For those hesitant to purchase aftermarket sets due to this process, I aim to show that, with a bit of practice, anyone can master it. In this article, I will demonstrate how to prepare a 1/48 P-51B/C wing for the Brassin gun bay set. I will present two methods: one using only basic modeling tools, and the other employing a motorized Proxxon tool.
Jak na plasty
V tomto článku o pracovních postupech bych se chtěl věnovat těm nejzákladnějším modelářským postupům a technikám a demonstrovat nářadí, které mi pomáhá při rutinních činnostech, které by měl každý modelář zvládat. K této demonstraci jsem si vybral nový model P-51B/C 1/48, který má spoustu vychytávek pro jednoduché lepení modelu, například spodní vtoky u dílů, což především začátečníkům velmi usnadní práci. Pro zkušené modeláře se bude na první pohled nejspíš jednat o zbytečnou spotřebu digitálního papíru, ovšem přečtení doporučuji i jim. Opakování je totiž matka moudrosti!
How to Work with Plastic?
In this workflow article, I will cover the most basic modeling procedures and techniques, presenting the tools that help with usual activities every modeler should master. For this demonstration, I've chosen the new P-51B/C 1/48 scale kit, which includes several features for easy assembly, such as the parts being connected to the sprues from the bottom, making it especially beginner-friendly.
Step by Step P-51B 1/48
Stavební postup k P-51B 1/48.
Step by Step P-51B 1/48
Step by Step for P-51B 1/48.
Jak na 3D tisky
Poslední roky se v modelářství stále více rozmáhá využití 3D tisku, a to převážně pro výrobu doplňků. I v Eduardu jsme se před několika lety rozhodli pustit do této technologie, která z velké části vytlačila klasickou výrobu Brassinů, tedy metodu odlévání. Dnes přímým tiskem vyrábíme již okolo 80 % produkce Brassinů.
How to Work with 3D Prints in Modeling
In recent years, 3D printing has gained widespread popularity in the modeling industry, particularly for accessory production. A few years ago Eduard, too, embraced this technology, gradually replacing traditional casting methods with direct printing, constituting approximately 80% of our Brassin production.
Jak na obtisky Eduard
How to apply Eduard decals
Jak na Space ?
Exploring Space
Nové masky od Eduard
New masks by Eduard
Práce s Eddie the Riveter
Work with Eddie the Riveter
Práce s fotolepty část I
How to Work with PE-Set part I
Práce s fotolepty část II
How to Work with PE-Set part II
Jak sestavit tištěné klapy
How to build printed landing flaps
Step by Step Kurfürst
Step by Step Kurfürst
Step by Step motor F4F-4
Step by Step engine F4F-4
02/2024
Dobrý den, vážení přátelé! Dnešní úvodník píši zase po roce v Norimberku. Letošní Spielenwarenmesse začal v úterý, dnes jsme přesně v polovině, veletrh končí v sobotu. Pořadatelé se s německou houževnatostí drží pěti dnů trvání akce, čímž jdou většině účastníků pěkně na nervy. Je to sice lepší než šest dnů, které na nás zkoušeli dříve, ale stále je to nejméně o den víc, než tu chceme a potřebujeme být. Z hlediska účasti firem je veletrh letos určitě lepší než loni, ale pokud jde o návštěvníky, obchodníky a žurnalisty, tak je situace víceméně stále bídná. Panuje tu klid. Klid je někdy fajn, ale na veletrhu je klid asi tak to poslední, co na něm chce vystavovatel zažít. Možná se to zítra a pozítří změní a veletrh ožije, ale žádné indicie k tomu nemáme. Tak začínáme uvažovat o odboji. Jak to dopadlo vám napíšu v příštím úvodníku.
02/2024
Good day, Dear Friends After a year, I am writing today's editorial once again from Nuremberg. This year's Spielenwarenmesse started on Tuesday, and today, we are exactly at the halfway point, as the fair ends on Saturday. With German tenacity, the organizers are sticking with the five-day duration of the event, which gets on the nerves of most participants.
01/2024
Vítejte v novém roce, vážení přátelé, vítejte u tříkrálového Infa! Lednové novinky jsou již bezmála tři týdny v prodeji, předpokládám tedy, že jste s nimi již zevrubně seznámeni a mnozí je již máte doma. Přesto musím zmínit, že z mého pohledu začínáme letošní rok pěkně zostra. Při prvním pohledu na čtvrtkového Albatrosa D.III to tak možná nevypadá, ale i on byl svého času vrcholovým predátorem válečného nebe a stavebnice přináší vrcholný mix příběhů a osudů jeho pilotů i jejich soupeřů tak, jak je u nás dobrým zvykem. Měli jsme také více než dobrý důvod si toto téma oživit, jak se za chvíli dočtete.
01/2024
Welcome to the New Year! January’s new releases have been on sale for almost three weeks now, so I assume that you are already thoroughly familiar with them and many of you already have them in your posession. Nevertheless, I have to mention that, from my point of view, we are starting this year off with a bit of a bang. A first glance at the 48th scale Albatros D.III may not indicate this, but it too was once the top predator in a sky dominated by war clouds, and this kit offers a superb mix of stories and fates of its pilots and their opponents, as is our custom to uncover over the course of a kit’s development. We also had more than good reason to revive this topic, as you are about to find out.
12/2023
Dobrý den, vážení přátelé! Po tříleté přestávce jsme se letos opět vypravili do Telfordu, a je dobře, že jsme se odhodlali tam jet. Přeci jen je Británie kolébkou našeho byznysu, výstava v Telfordu je největší výstavou v našem oboru a chybět na ní by byla chyba. V příštím roce budeme na výstavy vyrážet dál. Na přelomu ledna a února začneme tradičně v Norimberku. Pevně doufám, že tam letos potkáme víc kolegů z jiných firem i víc obchodníků a novinářů než loni. Přiznám se, že jsem trochu napjatý. Podle účasti firem v Norimberku můžeme posuzovat nakolik se svět vrací do normálu a všichni bychom byli určitě rádi za zjištění, že tomu tak je a svět se do normálu opravdu vrací.
12/2023
Good day, Dear Friends, After a three-year break, we made a return to Telford, and it was a triumphant return at that! After all, Britain is the cradle of our business, and the Telford event is the biggest exhibition in our field and it would be a mistake to miss it. Our plan is to continue attending such events, beginning with Nuremberg in January/February.
11/2023
Dobrý den, vážení přátelé! S listopadovými novinkami jsme na tom stejně jako s říjnovými, také už jsou druhý týden v prodeji, a tak už je přinejmenším velká část čtenářů Infa zná, pokud už je rovnou nemá doma. Někteří už je dokonce lepí, a ano, jsou i tací, kteří už je mají dokonce postavené. To ovšem není v případě Bf 109 G-2 nebo G-4, obsahu té nej nej nej dvaasedmdesátinové novinky, nic složitého.
11/2023
Good Day, Dear Friends We find ourselves in the same situation with November’s new releases as we did with the October ones, in that they also have been available for purchase a couple of weeks ahead of the newsletter announcement, meaning that they will already be known to a large percentage of readers and perhaps even in their possession.
10/2023
Dobrý den, vážení přátelé, vítám vás u zvláštního vydání Infa, věnovaného 21. ročníku E-Daye, konanému 23. září letošního roku na Tankodromu Milovice. Po necelém měsíci ji vy, kdo jste v Milovicích byli, máte ještě v živé paměti, ale věříme, že si ji díky dnešnímu Speciálu Infa znovu rádi připomenete. A ti, kdo tam s námi nebyli, se mohou inspirovat k návštěvě E-Daye příští rok. Bude se konat opět v Milovicích 28. září 2024.
10/2023
Good day, Dear Friends Welcome to our special edition of the newsletter dedicated to the 21st installment of E-Day, held on September 23rd of this year at the Milovice Tankodrom museum. After less than a month, those of you who were in Milovice still remember it vividly, but I believe that thanks to today's newsletter special, you won’t mind being reminded. And those who were not there with us can be inspired to visit E-day next year. It will be held again in Milovice on September 28, 2024.
10/2023
Jak se vám líbilo na E-dayi? Nebojte se, nehodlám dnes důkladně popisovat tamní dění, tomu se bude věnovat Speciál Infa, připravovaný na druhý týden v říjnu. V dnešním čísle ovšem najdete alespoň základní fotogalerii. Letošní druhý ročník E-Daye v Milovicích potvrdil potenciál areálu Tankodromu pro akci tohoto typu. Můžeme tedy ladit a vymýšlet další body programu, hodící se do našeho konceptu modelářské výstavy.
10/2023
How did you like E-Day? Don’t worry, I’m not going to take up precious real estate thoroughly describing the event today, since that will be covered in a Special Edition of our newsletter, slated to come out the second week of October. However, in today’s issue you will find a basic photo gallery of what was there. This year, the second to be held in Milovice, confirmed the potential of the Tankodrom for an event of this type. With that, we can continue to evolve and develop the program to satisfy the concept that goes hand in hand with the venue.
09/2023
Informace o výstavě E-Day 2023 a soutěži Czech Model Masters – program, instrukce pro dopravu, seznam prodejců a mnoho dalšího
09/2023
Vážení přátelé, Jsme zpět z Texasu, v pilné práci na dalších projektech. Jak jsem zmiňoval v minulém úvodníku, jedním z účelů naší cesty, kromě obvyklé reprezentace na dnes již opět pravidelné IPMS USA National Convention, byl i průzkum a dokumentace zachovalých exemplářů P-40 Warhawk.
09/2023
Dear Friends, We’re back from Texas, hard at work on upcoming projects. As I mentioned in the last editorial, one of the purposes of our trip, in addition to our usual participation at the IPMS USA National convention, was to have a good, close up look at several P-40 examples.
08/2023
Vážení přátelé, vítám vás u srpnového Infa a zdravím z texaského Corpus Christi, kudy s kolegy projíždíme na cestě do San Marcos na tradiční letní IPMS USA Nats. Budeme v Texasu dva týdny, po Nats se přesuneme na sever do Dallasu, kde je naším hlavním plánem studium tří exemplářů P-40 Warhawk. Chceme si ověřit nějaké detaily a průběhy křivek a případně si nějaké pasáže naskenovat.
08/2023
Dear Friends Welcome to the August edition of our newsletter and greetings from Corpus Christi, Texas, where my colleagues and I are passing through on our way to San Marcos for the traditional summer IPMS USA Nats. We will be in Texas for two weeks, after the Nats we will move north to Dallas where our main goal is to study three P-40 Warhawks.
07/2023
Dobrý den, vážení přátelé! Ještě před koncem první poloviny letošního roku jsme stihli přestěhovat do nového areálu v Sedleci balení modelů. To nám významně zjednodušilo logistiku, protože dosud jsme výlisky vozili z Obrnic do Mostu, kde jsme stavebnice zabalili a odvezli je do skladu obchodního oddělení v Sedleci. Ta místa od sebe nejsou daleko, je to v řádu jednotek kilometrů, ale i tak jsme se dost najezdili. Teď dělí balení modelů a sklad obchodního oddělení jedna stěna a dvoje dveře, sklad výlisků je přes dvůr.
07/2023
Hello, dear friends! Even before the end of the first half of this year, we managed to move our model packaging operation to our new facility in Sedlec. This significantly simplifies our logistics, because until now, we would typically move the plastic pressings from Obrnice to Most, where they would be packed into kits, and then transported them to our warehouse and sales department in Sedlec.
06/2023
Dobrý den, vážení přátelé, mezi 84 novinkami připravenými pro červen vyčnívá dvaasedmdesátinová limitka s názvem Wunderschöne neue Maschinen. Těmi báječnými novými stroji jsou Messerschmitty Bf 109 F, které při svém zavedení do výzbroje německé Luftwaffe na začátku roku 1941 přinesly nárůst výkonů a kvality německého stíhacího letectva.
06/2023
Good day, Dear Friends Among the 84 new items being released for June, the 72nd Limited Edition kit dubbed “Wunderschöne neue Maschinen” stands out. This “Wonderful New Machines” kit centres around the Messerschmitt Bf 109F, which, when introduced into the arsenal of the Luftwaffe at the beginning of 1941, brought an increase in the performance and quality of German fighters committed to aerial combat.
05/2023
Dobrý den, vážení přátelé! Na začátku května se soutěžní sezóna pěkně rozjíždí. Máme za sebou tradiční Mošoň, v sobotu se koná Kit show v Kopřivnici, a tak je čas říci si také něco o letošním E-dayi. E-day 2023 se koná v sobotu 23. září na Tankodromu v Milovicích. Pojedeme podle stejného schématu jako vloni, tedy se začátkem pro vystavující modeláře v pátek odpoledne, a to včetně podvečerního programu.
05/2023
Good Day, Dear Friends We are at the beginning of May, and so the competition season is revving up nicely. We have just had the traditional Moson event and the Kit Show takes place in Kopřivnice on Saturday, so it´s a good time to talk about this year´s E-day. E-day 2023 takes place on Saturday, September 23 at the Tankodrom in Milovice and we will be following the same scheme as last year, meaning that exhibiting modelers begin on Friday afternoon and will include the early evening program.
04/2023
Dobrý večer, vážení přátelé! Máme přestěhované obchodní oddělení. K včerejšímu dni jsme tak definitivně ukončili naši činnost v areálu Rico, kde obchodní oddělení a také oddělení kompletace stavebnic sídlilo od června roku 2019. A kde také v prosinci 2020 vyhořel sklad výlisků pro stavebnice. Přiznám se, že jsem po požáru doufal v rychlejší přestěhování do nějakých nových prostor. Hned na jaře a v létě 2020 jsme začali připravovat stavbu nové haly, ale turbulentní situace na stavebním trhu v roce 2021 nám tento záměr zhatila. Na podzim 2021 jsme začali jednat o koupi staršího areálu v Sedleci, sousední vesnici vzdálené asi pět kilometrů od Obrnic.
04/2023
Good evening, Dear Friends We have completed our retail department move. As of yesterday, we have vacated the facility in Most that since June, 2019, has served as our main retail headquarters as well as the facility that served as final kit packaging. It’s also the facility in which we lost a lot of the plastic for our kits when a fire broke out in December 2020. I admit to having hoped for an earlier move to a new facility after that fire. Immediately in the spring and summer of 2020, we prepared for a new-build facility, but that was ultimately quelled by the turbulent supply issues in the construction industry.
03/2023
Dobrý den, dámy a pánové! Máme zavřeno. Dnes představované březnové novinky si sice můžete prohlédnout a prostudovat jak na následujících stránkách, tak na našem e-shopu, ale nekoupíte je tam. Chápu, zní to šíleně. Nejde ale o žádný rafinovaný marketingový tah, prostě se stěhujeme. Přesně řečeno, stěhujeme obchodní oddělení. To je také důvod, proč v následujících sedmi dnech nebude možné objednávat na e-shopu. Jak jste ale jistě zaznamenali, bylo na druhou stranu možné tyto novinky nakoupit již od minulého pátku, rovněž tak jsou již k dispozici u našich obchodních partnerů.
03/2023
Good day, Ladies and Gentlemen, We’re closed. Although you are certainly able to view and study our March release listing within these pages or at our e-shop, any purchases will have to be postponed. I understand that this sounds a little nuts, but it is not the result of some underhanded marketing ploy. It is a function of the fact that we are moving our entire retail department. It is also the reason why no sales will be going through our e-shop for the next seven days. As you will have probably already noted, the new items were available for early purchase from last Friday, and they will be available from our retail partners as well.
02/2023
Vážení přátelé, vítejte u únorového Infa! Dnes začíná Norimberský veletrh hraček (Nuremberg Toy Fair). Po dvouleté přestávce se vracíme do Norimberku a, nebudete tomu věřit, vůbec netušíme, co nás tam čeká.
02/2023
Dear Friends, Welcome to the February Newsletter! The Nuremberg Toy Fair started yesterday. After a two year hiatus, we are coming back to Nuremberg, and as hard as it may be to believe, we have no idea of what to expect
01/2023
Vážení přátelé, milí modeláři, vítejte u prvního Infa roku 2023. V lednovém čísle vás tradičně seznamuji s projekty připravenými na aktuální rok. Ani letos tomu nebude jinak, takže se do toho seznamování pustíme rovnou bez zbytečných řečí kolem. Začneme lednem, jehož novinky jsou v prodeji na našem e-shopu již od minulého týdne.
01/2023
Dear Friends and Fellow Modellers, Welcome to the first newsletter of 2023. The January issue traditionally introduces our planned projects for the year. This year will be no different, so we’ll waste no time and get right down to the nitty gritty. We’ll start off with January, new releases for which are already available from our e-shop and have been since last week.
12/2022
Easy reading
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Easy reading
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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
Content
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THE EASTERN AIRCRAFT FM-1 WILDCAT
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Medal for Heroism, Col. Jiří Pavel Kafka
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F/O Oldřich Doležal, DFC
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Israeli S-199 - The Color Mystery
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Air war over Ukraine - Drones and defense against them
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How to do With Photo-etched Accessories, Part II. - Gluing Parts and Painting
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