Info Eduard 2021 09 en

INFO
ISSUE 139
Vol 20, September 2021

INFOEDUARD
ISSUE 139
© Eduard - Model Accessories, 2021
FREE FOR DOWNLOAD, FREE FOR DISTRIBUTION!

This material may only be used for personal use. No part of the text
or graphic presentations can be used in another publication in any other media form
or otherwise distributed without the prior written
permission of Eduard - Model Accessories and authors involved.
Editorial and Graphics - Marketing department, Eduard - Model Accessories, Ltd.

SEPTEMBER 2021
CONTENTS
EDITORIAL 4
HISTORY
A BRIEF BIOGRAPHY OF CAPTAIN W. E. JOHNS
8
THE ACE OF SPADES
LAST FLIGHT ANGLE OF MERCY
A BUMPY START
KITS
P-51K ProfiPACK 1/48
26
ANGEL OF MERCY Limited edition 1/72
Camel & Co. Limited edition 1/48
MiG-21MF Weekend edition 1/48
Fw 190D-11/13 ProfiPACK 1/48
Spitfire Mk.VIII ProfiPACK 1/48
BRASSIN 58
PHOTO-ETCHED SETS 72
BIGED 80
RELEASE
September 2021
83
BUILT 84
Camel and Co. 1/48
Eagle's Call 1/48
Tempest Mk.II early version 1/48
Spitfire Story: Tally Ho! 1/48
ON APPROACH
October 2021
96
TAIL END CHARLIE 113
Published by Eduard-Model Accessories, spol. s.r.o.

Mírová 170, Obrnice 435 21
support@eduard.com www.eduard.com eduard
EDITORIAL
Dear Friends and Fellow Modellers,
I have to begin today’s newsletter with some
bad news. This year’s E-day is again cancelled.
I suspect that the reasons for it will not be ne-
eding any detailed explanations, and that they
are clear to everyone. Uncertain predictions
regarding the development of the pandemic
and the restrictions that are in place, covered,
by the way, in a nine page document written
in a language used and understood mainly by
lawyers, has led to our decision. I feel rea-
lly bad about this, and as you all know, I was
optimistic that things would improve by now.
I believe that the situation has, in fact, impro- Our Mi-24D Limited Edition kit in 1:48th scale belts, but these should come as no surprise.
ved, and I understand the trepidations and care comes from the Zvezda Mi-24V. The Mi-24D Part of the package will be made up of the Ja-
exercised by the people responsible. This leads will be possible through the use of included roslav Spacek publication that was included in
to our own trepidations and caution, and if we conversion parts. This will be from our popu- the Hind kit in 72nd scale, released five years
were to uphold and enforce the required re- lar Brassin line, this time, though, not in the ago. The current version of the publication only
strictions, holding the event would not give us form of resin castings, but for the mostpart, as has its roots in that one from five years ago,
any pleasure and satisfaction, as it should, but actual 3D prints. I will write more on those in and has significant differences, among which
rather frustration and stress, the exact things the following texts, so I won’t dive head-first are that it deals strictly with the Mi-24D in
we don’t want. into describing them here, though I will say Czechoslovak and Czech Air Force service. We
that the advantages of 3D printed parts over will focus on the Mi-24V and Mi-35 variants in
Alternate Program: Aviation Day in Plzen cast resin items include easier application and a year or so, and the plan is to release similar
At the same time, though, we don’t want to just geometrical stability, not to mention higher fi- kits around the same time to be highlights for
give up on the whole thing, either. So, we came delity of detail. The conversion will be covered E-day 2022. And I am not ready to speculate
to an agreement with our friends in Plzen at by three parts that will recreate the D version on the go or no-go for E-day 2022 at this point.
Classic Trainers to put on a second air show at Raduga-F guidance pod under the nose, chaff/ This kit will have its premiere at Plzen, and will
the field of Plzen-Line. It will take place on Oc- flare dispensers under the tail and the exhaus- be available for purchase there, and an actu-
tober 2nd, and will again be a pleasant, subdu- ts (although I am not certain that these things al Czech Army Air Force Mi-24 will make an
ed affair for invited guests. The invited will be behind the engines are called ‘exhausts’, but appearance, too. It won’t be a ‘D’ version, but
those that pre-order tickets, but, as opposed for now, no better term comes to mind). The- I doubt that anyone will seriously mind.
to last year, the number of attendees will not re will also be some smaller, version specifics Another participant in the event should be
be limited. A condition will be in place, and that included in the cockpit, such as the collimator a Hurricane. This had become a fixture in many
is that either vaccination certification must be gunsight, although exactly what qualifies it as performances, but that doesn’t matter either.
presented, or documentation of having had co- a collimator item I am not certain of either, and We have invited the Hurricane to come to Plzen
vid-19, or a negative antigen or PCR test. The pylons with Falanga (AT-2 Swatter) missiles. because another of our new releases is Octo-
program itself will be more interesting this The missiles will be cast resin in the kit, and the ber’s Limited Edition boxing of the Arma Hobby
year than last, and will be connected to our reason for this is production quantity require- Hurricane Mk.I in 1:72nd scale, dubbed Hurris-
new releases. This will be so varied that it’s ments, and set of Swatters will be released as tory. This release is consistent with the vision
difficult to know where to start, but I will start a separate Brassin set too. The kit will include of our new Limited Edition kits, meaning it is
with helicopters. some photoetching, such as the rails for the a Dual Combo issue with some twelve marking
missiles, and the instrument panel and seat- options. The Arma kit has received some very
high praise and I expect that this issue will be
no different. As a theme, it is the polar oppo-
site to July’s Adlergriff, which centred around
the 1:72nd scale Bf 109E of various types, first
and foremost used in the Battle of Britain. The
Hurricanes are mainly from the same battle
with a greater number covering later periods,
with four even of the tropicalized version from
North Africa.
Then, there should be a lot of Trener (‘Trainer’)
aircraft in Plzen, as well. The reason for that
is that they will be invited, and the reason why
they will be invited is that Plzen will see the
release of our new 1:48th scale kit. This will,
again, be a Limited Edition issue kit covering
the Z-226 Trener in various versions. Speci-
fically, they will include the Z-226B, Z-226T,
Z-226M and the Z-226MS. Technically, the Tre-
ner is slated to be a new item for November,
but was originally intended as such for Octo-
4 eduard INFO Eduard - September 2021

ber to coincide with E-day. Our mistake was
that we were not able to finish the model in
time to make it a part of October’s list of new
kits, which were slated to go out on the 15th of
September. But due to the work of my collea-
gues, who did everything they could to remedy
the situation, the model can be premiered on
October 2nd in Plzen. Or at least, that is how
things are panning out, but the kit is still not
quite ready and time is running down. If the kit
is still not ready for normal release, we will at
least have the plastic sprues, boxes, and decals
to show off. But, if we have all these individual
components ready, chances are that the kit will
be set to go out the door. But, in any case, if the
Trener kits are not in Plzen, the real thing will
be, and that in itself will be worthwhile.
All of the above are clearly being planned on
the basis of these three kits. The rest of the
October new releases will be saved for Octo-
ber’s newsletter. Details of the air show can
be found elsewhere throughout this newsle-
tter, on the pages of the Eduard e-shop Current ‘rights activists’ would likely class from researches that have looked into Biggles
at www.eduard.cz , on Facebook, Twitter and them as sexist and vulgar applying current aircraft, and J4613 is based on an illustration by
so on. standards and agendas to wartime conditions Howard Leight in the short story ‘Caught Na-
as they like to do. See them for yourselves, and pping’. That story is not really about Biggles, so
September Limited Edition Releases if you want this kit, don’t delay. This kit will not our connection between the pilot and machine
There will also be the September releases be in stock for very long. The decal sheet is, of is likely off. But admit it… our hobby is really
to be had at Plzen. One of these is seriously course, quite substantial, and is consistent with something when we can find a mistake in the
threatened with being hopelessly sold out by the subjects it covers. The decals are ours, and development of fictional markings on an air-
the time the event comes around, so we are are of the ‘peeling’ variety, something that after craft flown by a hero in a novel. I find this whole
planning on holding back a carton or two to three years after their introduction has become thing quite intriguing, and I hope you will, too.
have some remnants of stock at our table in a standard norm, but we still get a lot of questi- This is why we chose this non-traditional path,
Plzen. This is the Limited Edition kit ‘Angel of ons as to whether or not the decals included in and inserted Biggles’ aircraft among serious,
Mercy’ aka the B-25J Mitchell in 1:72nd. At the recent releases includes these types. So, yes, historically accurate and documented Camels.
moment as I write this, at the end of August, they are. And that includes stencil data sheets, After all, who is the most famous Camel pilot?
the situation is not quite so dramatic, but they too. You can also read the article that focuses There are many candidates, and we all know of
can be extrapolated to that end. We’ve already on the Mitchell named ‘Angel of Mercy’ and her a few. We have Captain Arthur Brown, conque-
got some drama behind us, and the plastic has crew in this issue of the newsletter. ror of the Red Baron, William Barker, Raymond
arrived from Japan with a major delay. You may Despite the fact that this kit is, without a doubt, Collishaw, Donald R. MacLaren, Henry Woollett,
recall that we have had to postpone the release a beautiful release, it’s not our ace up the sle- and many others. None of you is likely to re-
of the kit. The plastic didn’t even arrive in time eve for the month. This honor falls on the new cite the entire list of Camel aces, but there is
for August release, and when they should have Camel, being first released as a Limited Edition one name that is almost certain to be common
been in the process of being packed, they were kit named ‘Camel & Co.’. Originally, the kit was to all of them, and that is the name of Captain
still sitting in customs in Hamburg. It’s just one being developed under the name of ‘Biggles & James Bigglesworth. Him and his creator,
example of the state of international shipping Co.’, but during development, it was discovered W.E. Johns, together with Pierre Clostermann,
these days, which can be described as depre- that the publishers of W.E. Johns’ ‘Ace of Spa- Ernst Udet, Antione Saint-Exupery and even
ssing. It’s a mess that has not been witnessed des’ had registered the name ‘Biggles’, and so Frantisek Fajtl are our childhood heroes. They
in a long time, if ever, actually. The information this was our way of circumnavigating potential were important in leading us down the road to
that can be had, and its accuracy, seems to be conflicts. There is no registered trademark for the magic of plastic modelling. So, who cares
a massive, twenty or thirty year step bac- our industry or our group of products per se, but that Biggles is no more than a hero in a story?
kwards. The important thing now is to under- using the name as is didn’t give us a warm or He is our hero, and we want his Camel to help
stand what Angel of Mercy is. It is the B-25J fuzzy feeling. Biggles is, nevertheless, the cen- make our modelling world more complete. And
with the glass nose that was used by units in tral theme of this edition. The first two marking for those of you that want to depict his blue and
1944-1945 in the Mediterranean and Far East options are based on the work of W.E. Johns. yellow Camel, leave the serial number off the
theatres of operation. There are ten marking They are actually fictitious, but we are not the rudder and you have it.
options, five from Europe and five from Asia, ones that made them up. The development of The details concerning the colouring of Biggles’
and they are very striking options to boot. the appearance of aircraft serialed J1936 come Camels will be explained further on our Face-
book page and maybe will even find its way into
future issues of our newsletter. But not in this
one, because there is already an article and
a short story dedicated to him. That is the afo-
rementioned ‘Ace of Spades’. The other is the
biography of W.E. Johns by Roger Harris. But,
that will not be the end of the Biggles saga for
us. Starting with the October newsletter, we
will be presenting the genesis of books about
Biggles Even that is unlikely to be the end of it
on this theme within the pages of our newsle-
tter. I am often asked why a new Camel? The
reason is that the original galvanized forms
INFO Eduard - September 2021 eduard 5

were in rough shape. Extracting plastic sprues
from them was becoming an embarrassment.
These old forms were made at a time when
there were changes being implemented in
the composition of materials used in the ma-
nufacture of plating dies, which had an adver-
se effect on copper shells that were, in turn,
reflected in the surface of the forms. The end
result was a short lifespan of the forms. To top
it off, even the kit design was not that great.
That also found itself in the midst of the change
from handmade forms to CAD generated items,
and we had no experience in CAD designs and
were in search of the correct procedures. That
resulted in some rough and incomplete details
and a more difficult kit to build, and was a far
cry from what we can do today. And because Air Force that featured noseart. The art was- are at the same price as they were previously.
we simply want a Camel in our catalog, if for no n’t carried for very long and the bird only flew This applies to newer kits, mostly. It’s harder
other reason, it belongs among the best known with it likely just once. It also didn’t fly with any with older kits, and is not restricted to just kits,
types in history, we had no choice but to do it weapons while so adorned, and the roof of the but to accessory items as well, especially with
again, and do it better. depicted castle was not shingled at the time. photoetching. There, the expenses rise even
But these inaccuracies are survivable by the more dramatically, because the cost of metals
Other New Releases modeler. Even the best Robin Hood movies are is out of control, to the point of being disgus-
Besides two Limited Edition kits, we have ano- not exactly according to history. In the form of ting.
ther Mustang, this time a P-51K in the Profi- re-editions of sold out kits, returns to the cata-
PACK line. The ‘K’ is a ProfiPACK classic, It has log will be made by the Spitfire Mk.VIII and the 3D Prints
a list of marking options that are chosen in the Fw 190D-11/D-13. Be forewarned that this Fw We have already talked of 3D prints included in
normal way, with emphasis on colour and pilot 190 won’t be a new release in the Dual Combo Brassin sets. We have been preparing their high
histories, as you will be able to tell as you go format, but will only include one model. This volume production and subsequent inclusion in
through the profiles from the kit below. I can has already managed to be covered in discu- sets for about a year now. The process will now
already hear the choruses of ‘oh God, another ssion forums, but this one, as well as the other gradually gain steam. I should mention that 3D
Mustang! Can’t you make something else for Doras, is getting on in age, and the original re- prints have been a part of Brassin production
a change?!?’, but we have had a lot of requests leases came about when different standards from the line’s inception some twelve years
for this version, and the ‘something else’ has ruled. Today, it’s largely about the plastic. Until ago. This line has basically never utilized hand-
already been covered by the above paragra- recently, the cost of the plastic was a relatively made masters, and were designed in CAD and
phs. If you are interested in new impulses and low expense within the context of all included the vast majority of them have been 3D prin-
new, up to now unproduced, items, listen up! components that make up a kit. It made econo- ted. Only in the beginning, we did experiment
The next four months will see the premiere mic sense to include the second complete kit to with CNC milling, and these mostly focused on
of two brand new kits. Along with the Camel make up a Dual Combo, because overall, each the production of weapon sets. Back then, and
in three versions, we have molds ready for of the two kits came to a considerably lower until recently, the quality of the prints was not
three new models, so from now to the end of price than a single kit. In the first half of this good enough to be considered for production.
the year, we are in for some ride that will not year, this has not been the case. The cost of the They were also relatively expensive, so all we
end with the coming of December. In fact, the- plastic has skyrocketed due to the cost of raw printed were masters that were manually cle-
re is no issue with any excess of monotony in materials, and also to the fact that we have had aned up and copied for production molds. Tho-
our activities. September alone sees six new to outsource some of our sprue production, se that ever attended a Novemberfest know
kits, and if you think this is on the boring side, and all of these things push the cost of produc- the process, because they would have seen it
then I am throwing in the towel. To round out tion in the wrong direction. Original cost calcu- firsthand. In the last few years, 3D printing has
the new items, I will make reference to three lations no longer apply, sometimes wildly so, made massive leaps forward. That, combined
more. In the Weekend line, we will be releasing and then we have to adjust somewhere. This with a decline in the price of the material that
the MiG-21MF in 1:48th scale. The boxart de- can be in the contents of the kit, or the price of is used for printing, has made 3D print produc-
picts the now famous plane coded 1113, one of it, and sometimes both. In some cases, we can tion a realistic path to go down. Many smaller
the first two MiGs to serve in the Czechoslovak maintain the set retail prices, and re-editions companies and individuals have been selling
such products for quite a while now. And you
may also be familiar with our own testing of the
waters with the 3D printed spray systems for
the 1:72nd scale Cmelak or the camera frames
for the 48th scale F-6D Mustang. In September,
we also have another two small sets to add,
the seat and the pumps for the Camel. The seat
in particular is very well done, and looks very
‘braided’. Prints will be gaining momentum in
October, and there will be three new, more se-
rious sets, all designed for the Camel: bomb
racks with bombs, and Bentley BR.1 and Cler-
get 9B engines.
I think that these sets illustrate the progress
of this technology very nicely. For example,
the Bentley engine is in three pieces, two resin
and one photoetched. The main body is a print,
which includes the pistons and pushrods. The
second printed part covers the fuel tubing to

the piston heads while the PE piece represents a completed assembly into the model. I expect plastic, and even wood and other building ma-
the plug wires. I am hopeful that this will be the tolerences of fit to be as tight as they are terials, was unforeseen even a year ago.
viewed as optimized use of available techno- with our kits, and this will set these apart from Samples of newly prepared production will be
logies and that the discussions about these cast resin…another league altogether. We fine- up for inspection on September 11th at Hotel
will be positive. My own impression is that this -tuned this technology over the summer and Olympik at the national championships of the
engine is a small miracle, and I am curious to bought two new printers. One is being dedica- CzR. This will begin at 3:00pm, and will go on
see what will be said by a traditionally critical ted to 3D production prints and the other for through as long as interest lasts. Much of the
component of the modelling community. Look and Space sets. above described things will be there, and more.
I don’t think there is any real need to try and By November, the majority of our production For example, there will be a set rivets for the
convince anyone of the mentioned advantages will be printed. By next year, the goal is to have Mi-24, printed in the same manner as our Spa-
of 3D prints. In some sets, these will be obvi- the majority of new items done with this tech- ce sets. They are applied like decals and are
ous, and it should lead to their use by mode- nology, quickly replacing the cast resin. This very ‘rivetting’!
lers who, for one reason or another, may have will concern first and foremost missiles, as I would like to also point out that we esta-
avoided such detail sets in the past. These may well as engines and cockpits. So far, wheels blished an Instagram account. The address is
have included difficulty of use and geometrical will still be cast, because it actually looks as EduardCompany. So if you prefer Instagram to
instability, both of which are being addressed though 3D prints as production pieces offer no Facebook, you are more than welcome to come
with this technology. Production will differ advantages over cast resin. And since we have by for a visit.
from traditional methods. Besides a dramatic touched on expenses and resources, it looks
decrease in the number of parts, what gluing like we can largely maintain price points where Happy Modelling!
will need to be done will be accommodated they are. Maybe we can even decrease them a Vladimir Sulc
by the geometrical stability over long periods, bit. Time will tell if all this is sustainable. What
weather it is an assembly of printed parts or is happening currently with costs of metal and

HISTORY
A BRIEF
BIOGRAPHY
OF CAPTAIN
W. E. JOHNS
ROGER HARRIS
Photo: RAF Museum
Captain James Bigglesworth has made an indelible in training and on home defence duties until
September 1915 when they received embarkati-
mark on aviation history, however fictional charac- on orders for duty overseas.
ter he may be. Anyway, it should not be forgotten The Great War years
that many of his stories are based on real events Travelling in the SS Olympic to Gallipoli, Johns'
regiment went to fight alongside the ANZAC
that his creator either experienced himself or heard (Australian and New Zealand Army Corps)
from fellow aviators. Who was the man who influen- against the Turks and the Germans. Disease
was the biggest problem for Johns' regiment,
ced millions of boys so much that they later beca- but he served under fire in the trenches until
the regiment was withdrawn in December 1915.
me aviators too? Johns was to recount a number of tales of in-
stant death from these times. Sent initially to
William Earl Johns (his name is often incorrect- after, his father died of tuberculosis at the age Alexandria, the regiment next went to form part
ly spelt with an “e” on the end of Earl) was born of 47. Johns soon spotted a "pretty girl" called of the defences to the Suez Canal. On March 18,
on Sunday February 5, 1893 at Mole Wood Road, Maude Hunt who was the daughter of the Re- 1916, Maude gave birth to Johns' son who was
Bengeo in Hertfordshire. His father, Richard verend John Hunt, a vicar at Little Dunham. christened William Earl Carmichael Johns but
Eastman Johns was a tailor, and his mother It is worth saying that Maude was eleven years was known as “Jack” to distinguish him from
Elizabeth Johns (nee Earl) was the daughter older than him. his father. Johns trained as a machine gunner
of a master butcher. Johns had a younger bro- On October 4, 1913, Johns joined the Territorial and was transferred on 1st September 1916 to
ther, Russell Ernest Johns, who was born on Army as a Private in the King's Own Royal Re- a new force (only founded in October 1915), the
October 24, 1895. giment (Norfolk Yeomanry). This was a cavalry Machine Gun Corps. He was also promoted to
regiment, so he had his own horse. In August Lance Corporal. After brief leave in England,
Army calls 1914 the Great War began and Johns' regiment Johns was then sent to Salonika in Greece.
Johns' early ambition was to be a soldier. was mobilised. He later wrote that he "gallo- Here he served in the trenches and fought in
In January 1905, he went to Hertford Gram- ped down the drive to what, in my youthful folly, a number of battles. In April 1917 he took part
mar School (now the Richard Hale School, I supposed was going to be death or glory. I had in the spring offensive. Johns came down with
Hertford) where the headmaster was Major yet to learn that in war there is plenty of death malaria and whilst in hospital in Salonika, he
Kinman. Some of his experiences here went but little glory; that in war only death is real; that put in for a transfer to the Royal Flying Cor-
into the book BIGGLES GOES TO SCHOOL. Not glory is simply gilt and tinsel to wrap around ps. On September 26, 1917, Johns was granted
a particularly able scholar, Johns was a crack the other so that it looks less like what it really a temporary commission as Second Lieutenant
shot with a rifle. In the summer of 1907, he was is". Like many other couples, faced with an un- and posted back to England to learn to fly at No.
apprenticed to a county municipal surveyor for certain future, Bill Johns and Maude Hunt got 1 School of Aeronautics at Reading. He was tau-
four years and in 1912 was appointed as a sa- married on Tuesday October 6, 1914. His brother, ght by Captain Ashton. He learnt in "an old Rum-
nitary inspector in Swaffham in Norfolk. Soon Russell was his best man. Johns' regiment was pity"; a Maurice Farman Shorthorn, and many

HISTORY
of his experiences were to go into the book gle engines. They were nicknamed "flaming Georg Weiner: Johns' Slayer
BIGGLES LEARNS TO FLY. Johns had an aptitu- coffins" because the petrol tank was between The German airman who shot down Johns' crew
de for flying and soon went solo but stalled and the pilot and his rear observer and so a good on September 16, 1918, was Georg Weiner, and at
crashed on his first flight. On January 20, 1918, target for enemy aircraft. It has to be said that the time he was commander of Jasta 3. Johns
he was posted to No. 25 Flying Training School life expectancy was low for many First World was at controls of a D.H.4 bomber (F5712) of No.
at Thetford, close to where his wife and son War pilots. At one stage, average life expectan- 55 Squadron of Independent Force in a raid on
lived. A Home Establishment posting sounds cy was just 11 days. Mannheim. The flak first hit their tank and then
very cushy but in fact Flying School was dan- Johns arrived in late July 1918 (although due to seven D.VII Fokkers attacked. The British crew
gerous. People crashed and died on a weekly various paperwork problems he wasn't offi- landed at Ettendorf near Saverne. Both pilots
basis and sometimes there were fatalities on cially posted to the squadron until August 21, were wounded in the fight, but the gunner, 2nd
a daily basis. There are many astonishing ta- 1918). Johns only had to last until November 11, Lt. A. E. Amey died.
les of death and disaster from this time, which 1918, and the war would be over, but such was Weiner was born in Dresden on August 22, 1895
make fascinating reading. Johns himself had the nature of his job, that like many others, he and joined the infantry in August 1914. In June
1915 he was promoted to the rank of Leutnant
a number of spectacular crashes and forced didn't make it. He flew on numerous bombing
and after finishing his pilot training he was as-
landings from failed engines. He once wrote off raids on an almost daily basis and had a num-
signed to Kasta 38 in September 1916 as part
three planes in three days due to engine failu- ber of close shaves with enemy aircraft. It was
of Kagohl 7. In November 1916 he was assigned
re and the planes he destroyed must number on Monday September 16, 1918, that Johns "fai-
to the new Jasta 20 and achieved one victory
in double figures. Had he been a German pilot led to return". The night before had been spent
with it. After an injury in June 1917, associated
he would have been an ace! It has to be said in Nancy but for various reasons he got lost
with a long period of treatment, he served with
that this was not uncommon, and many planes on the return journey and stopped at a mag- the Air Service Inspectorate and in other sup-
were destroyed by various accidents. In April nificent French house at 03.00 a.m. to ask for plementary roles. In August 1917 Weiner went
1918, Johns was posted to Marske-on-Sea in directions. Here he met a beautiful French girl into combat again, this time with Kampfein-
Yorkshire. The CO here was a Major Champion, and was able to spend some time with her. She sitzerstaffel 3. In September 1918, he became
who was nicknamed 'Gimlet', a nickname Johns was to become the inspiration for the love of commander of Jasta 3, and his last task was to
was to later borrow for one of his future cha- Biggles' life, Marie Janis in THE CAMELS ARE demobilize the legendary Jasta 5 after the end
racters. On 20th July 1918, Johns received no- COMING book. On Monday September 16, 1918, of the war. In total, he achieved nine victories.
tification that he was being posted to the front whilst flying in formation on a bombing raid to Among the airmen he shot down during his
in France. Mannheim, Johns, together with his observer career was American volunteer Sgt. Thomas
and rear gunner, 2nd Lt. A. E. Amey, were hit Hitchcock, Jr. serving at Spa 87. Weiner shot
Biggles goes to war by German anti-aircraft fire and their fuel tank him down on March 6, 1918. Although the Amer-
It is a common misconception that William holed. Forced to drop out of formation they ican was captured, he managed to escape to
Earl Johns was a fighter pilot with the Royal were then easy prey for a dozen or so German Switzerland in August. In the interwar period,
Flying Corps. In fact, on April 1, 1918, the Royal fighters and shot to pieces. Amey was killed he became a polo player, leading the U.S. na-
Flying Corps had merged with the Royal Na- and Johns hit in the thigh and had his goggles tional team and still holds the record handicap
val Air Service to become the Royal Air Force smashed by bullets. Eventually his engine was of 10. During World War II, he was involved in
and Johns was actually a bomber pilot. Johns hit and stopped, spraying petrol vapour every- the development of the P-51 fighter, particu-
effectively posted himself to No. 55 (Day) Bom- where. The flames held off and Johns crashed larly with regard to the use of Rolls-Royce
bing Squadron stationed at Azelot, near Nancy in a German field and passed out. Coming Merlin engines manufactured under license by
in France. Here they shared an airfield with round, he was able to get out of the plane but Packard. He was killed in an air crash on April
No. 99 Squadron and No. 104 Squadron. No. couldn't get Amey's body out. He was captured 18, 1944, in the UK. Based on his fate, author
55 Squadron was equipped with De Havilland by the Germans and given a rough time, due to F. Scott Fitzgerald created the character of Tom
DH.4 aircraft. These two-seater aircraft were the recent bombing of a Sunday school and the Buchanan in his novel The Great Gatsby (1925)
heavy bombers with 275 hp Rolls-Royce Ea- death of a number of local children. The pilots and Tommy Barban in Tender Is the Night (1934).
Georg Weiner served continuously in the armed
forces during the interwar period and from
March 1937 to January 1938 commanded the
fighter unit I./JG 137, which he took over from
Bruno Loerzer (44 victories, PlM, KC). While
serving in various administrative positions in
the Luftwaffe command, he attained the rank
of Generalmajor. In February 1945, he went into
civilian life for health reasons, but was taken
prisoner by the Soviets in October 1945. He was
not released until September 1949. He died in
Göttingen on January 24, 1957.
who shot him down came to see him and he

was treated by them with great camaraderie.
The pilot who claimed to have eventually got
him wore the Blue Max and in later years,
Johns became convinced he had been shot
Photo: zdroj Wikiwand
down by Ernst Udet, but this cannot be correct,

as Udet was not there at that time. Johns was
sentenced to be shot by a firing squad, but
this was never carried out and he was sent to
a Strasbourg gaol. After an initial escape
attempt here, he was sent to another camp at
The Airco D.H.4 was a medium bomber, an aircraft that W. E. Johns flew at the front. Because of the fuel tank placed
between the pilot and observer, these machines were nicknamed the flaming coffins.

HISTORY
Landshut, 30 miles east of Munich. From here Leigh family next door. He fell in love with Do- Flying Officer Johns. In 1931, Johns edited two
he escaped, towards the end of October 1918, ris May Leigh (born September 6, 1900) and ex- books, THE MODERN BOY'S BOOK OF AIRCRAFT
and was at liberty for four or five days befo- plained his situation to her. When Johns was po- and WINGS: A BOOK OF FLYING ADVENTURES.
re being recaptured whilst stealing apples. He sted to Newcastle, Doris went with him, calling John Hamilton Ltd, a publisher that specialized
was then transferred to a 'bad boys' camp at herself Doris Johns and they were inseparable in aviation books, published the latter. Johns
Ingolstadt, and it was whilst Johns was there until the day he died. Johns continued to pay for then illustrated THE PICTORIAL FLYING COURSE
that the war ended on November 11, 1918. He his wife and son's upkeep as well as for nurses with text by Harry Schofield. A few months later
returned to his family on Christmas Day 1918, to look after Maude. Johns wrote FIGHTING PLANES AND ACES.
much to their astonishment as he had been John Hamilton Ltd decided to launch a new avi-
listed as missing and they had presumed that Illustrator and Author ation magazine and they asked Johns to edit it.
he had been killed, until the moment he walked In 1927, Johns' commission in the RAF was co- POPULAR FLYING, aimed at an adult market,
through the door. ming to an end and he had started making a li- was first published on March 16, 1932 (cover da-
ving by selling his artwork to various magazines ted April 1932). Wanting to write authentic sto-
Back to civilian life such as the Illustrated London News. He speci- ries about flying in the Great War, Johns decided
After the war, Johns didn't want to return to life alized in aviation art and moved to Lingfield in to create a fictional airman for the first issue
as a sanitary inspector, as he preferred to stay Surrey to a cottage with a studio. Doris's family and James Bigglesworth, known as 'Biggles',
in the Royal Air Force. However, the Armed For- moved nearby and her brother Howard Leigh, was born.
ces were being drastically reduced to peaceti- then 18, joined Johns to learn to be an artist as Biggles first appeared in Popular Flying Volume
me levels. Initially Johns was posted as a flying well. Howard Leigh was to become a famous 1, No. 1, April 1932 credited as being written by
instructor to Cranwell but by April 11, 1919, he aviation artist and illustrated many of the ear- 'William Earle'. In August 1932, John Hamilton
was transferred to the 'Unemployed List' which ly Biggles books. Johns began selling aviation published a collection of Biggles stories as THE
meant no pay. His marriage to his wife Maude, illustrations to THE MODERN BOY magazine, pu- CAMELS ARE COMING. This was the first Bi-
was breaking down. She had developed acute blished by Amalgamated Press from February ggles book and Biggles was to become a British
arthritis and Jack was a sickly child. Johns took 11, 1928 and soon after started writing aviation Institution.
up painting, a childhood hobby, until on Novem- articles. These were initially credited to 'Our Avi-
ber 23, 1920 he was reinstated on the RAF Active ation Expert' but by 1930, were being credited to
List for a three-year commission and promo-
ted to the new RAF rank of full Lieutenant. He
was sent to join the Inspectorate of Recruiting
in London's Covent Garden and the family mo-
ved to Lancaster Gate. It was here that Johns
recruited 'John Hume Ross' into the RAF. Hume
was in fact ‘Lawrence of Arabia’. Johns actu-
ally rejected Lawrence because he didn't like
his attitude, but he was forced to take him by
higher authority. Between 1921 and 1924, Johns
claims that he spent time serving in Iraq and
India, but his RAF records do not show that he
served outside the UK. Friends from that time
have said that Johns did not serve in Iraq and
India, and he was simply 'gilding the lily'. Spea-
king of which, this may be the appropriate time
to mention that Johns' title 'Captain' was self-
-imposed. If asked, he would say it was his old
RFC rank, but Johns was a 'Flying Officer' which
was the equivalent of Lieutenant. It appears
that Johns gave himself a promotion purely be-
cause children would more easily understand
what a Captain was, rather than a 'Flying Offi-
cer'. It is not known whether Johns really did
serve in India and Iraq, or whether he merely
picked up stories from other officers who had
served there. His books, a number of which are
set in those countries, certainly have the ring of
authenticity about them, as if they were written
by someone who was familiar with those coun-
tries. Johns also produced artwork from those
places, which may indicate his claims are true,
but the real truth is something of a mystery. In
1922 Johns wrote his first novel "MOSSYFACE".
It was published by the Weekly Telegraph Novel
under the pseudonym William Earle (note Johns
adding the "e"). In 1923 his RAF commission was
extended another four years and Johns was in
Birmingham working on RAF recruitment. By
this time, his wife and son had moved back to
live with her father, the Reverend Hunt, the ma-
rriage having completely broken down. Johns
wanted a divorce, but the Reverend would have
none of it and Maude wouldn't go against her fa-
ther's wishes. Whilst living in a hotel in Hackney
Road, Edgbaston, Johns got friendly with the Period advert for the first Biggles stories in The Modern Boy Magazine.

HISTORY
THE ACE OF SPADES
Illustration: Drawing Pavel Rampír

William Earl Johns
RICHARD PLOS
I “And let me tell you something,” declared Wilks, setting his glass
Captain Bigglesworth of 266 Squadron R.F.C., known to his friends as down. “The worst S.E. in this Squadron could make rings round the best
“Biggles”; homeward bound from a solitary patrol, glanced casually at Camel you’ve got — ’cos why? Because we’ve got speed and height on
the watch on his instrument board. “Twelve-fifteen,” he mused. “Just you.”
time to look in and have a word with Wilks before lunch.” He altered Biggles’s eyes glittered. “Well, speed and height aren’t everything,” he
his course a trifle, and a few minutes later set his Sopwith Camel down said shortly. “My kite will turn twice before you’re halfway round the first
neatly on the aerodrome of No. 287 Squadron, where his friend, Cap- turn. You think that over.”
tain Wilkinson – more often referred to simply as “Wilks” – commanded “You’d have to prove that.”
a Flight of S.E.5s. “I’ll do that.”
“Is Wilks about?” he called to a group of pilots who were lounging “How?”
about the entrance to a hangar, in which the dim outlines of some squa- “Camera guns.”
re-nosed S.E.5s could just be seen. “When?”
“Hullo, Biggles! Yes, I think he’s down in the Mess,” was the reply. “Any time you like. Now seems to be the best time; there’s no need to
“Good enough; I’ll stroll down.” wait, as far as I can see.”
“Do you want your tanks filling?” “How would you arrange it?” inquired Wilks curiously.
“No, thanks, laddie; I’ve plenty to see me home.” “It doesn’t need any arranging. We take off with six films each and
Biggles tossed his cap and goggles into his cockpit and walked quickly rendezvous over the aerodrome at ten thousand. No surprise tactics
towards the Mess, where he found Wilks, with two or three members of allowed. The show starts as soon as both pilots see each other and ends
his Flight, indulging in apre-luncheon aperitif. as soon as the first man has got his six pictures. Then we’ll develop both
“Ah – speak of the devil,” declared Wilks. films and tot up points for hits in the usual way.”
“Do you often talk about yourself?” inquired Biggles. “I’ll take that on!” cried Wilks, starting up. “I’ll show you whether
“Bah! When are your crowd going to knock a few Huns down?” grinned a perishing, oil-swilling Camel can hold a candle to an S.E.”
Wilks. “Get ready, then. Your jaw will seize up one day, talking too much.”
“Just as soon as the Boche opposite to us have fixed up what few There was a general babble of voices and a move towards the door as
fellows we’ve left alive with some new machines. Why?” everyone hurried out on to the aerodrome to watch the match.
“We’ve got seven this week, so far.” “Get one of your fitters to fix me up a gun,” Biggles told Wilks.
“Oh, that’s it, is it?” observed Biggles. “Well, you lot so seldom get “I’ll see to it.”
a Hun that I suppose there is an excuse for you to get a bit chirpy. But you
start riding too high on the cock-horse and you’ll stall and bruise your-
selves. What about providing me with a little refreshment, somebody?” II
“The fact is, our new S.E.5s are a bit better than your Camels,” ex-
plained Wilks apologetically, as he ordered Biggles’s drink. Ten minutes later the stage was set, and both pilots were ready to climb
“You think so, eh? Well, let me tell you something. I’d back a Bentley- into their machines.
-engined Camel against a long-nosed S.E., as a Hun-getter, any day.” “Rendezvous over the aerodrome, you said?” queried Wilks.

HISTORY
“That’s right; take off how you like. I’ll approach from the north, and you him. He did not notice that a narrow ditch ran diagonally across the field,
come in from the south. It doesn’t matter about the sun, as the shooting and it would have made no difference if he had. Fortunately, the Camel had
doesn’t start until we see each other.” nearly run to a stop when he reached it, so it suffered no serious damage.
“Good enough.” It lurched sickeningly, stopped dead, and cocked its tail up into the air. The
“Wait a minute, though!” cried Biggles, suddenly remembering some- prop disintegrated into flying splinters, mixed with clods of earth.
thing. Biggles was jerked forward and struck his nose on the padded ends of his
“Have you got any ammunition in your Vickers?” guns with a force that made him “see stars”. He swore, tersely but effecti-
“No, they’re just being overhauled.” vely, undid his safety belt, and looked up just in time to see the Hun waving
“Hold you hard a minute, then,” retorted Biggles. “I’ve got a full belt in him an ironic farewell. He watched it disappear into the distance, followed
mine, and they weigh something. I’ll have them taken out and then we’ll be by a long trail of archie bursts, and then climbed out on to the ground to
square.” survey the damage. As he did so he noticed for the first time that a road
It was the work of a moment for a fitter to remove the belt of ammunition, bounded the field, over the hedge of which a number of Tommies were
and both machines then took off amid the joyful applause of the assem- grinning at him. He heard a car pull up with a grinding of brakes, but he
bled aerodrome staff, officers, and ack-emmas. paid no attention to it until a sharp commanding voice brought him round
Biggles headed away to the north, climbing as steeply as possible in order with a jerk. No fewer than three red-tabbed officers were corning towards
to reach the arranged altitude without loss of time. At eight thousand feet him; the first, an elderly, hard-faced man, wore the badges of a General.
he swung round in a wide circle and headed back towards the aerodrome, “My God! Here’s a General come to sympathise with me. I couldn’t bear
knowing that he would be able to make the other two thousand feet by the it,” muttered Biggles to himself, and he was framing a suitable reply when
time he reached it. He peered ahead through his centre section for the S.E., the General spoke. The voice was not sympathetic; in fact, there was so-
although he was still a long way away from the aerodrome, but Wilks had mething in the tone of voice that made him wince and may have resulted
gone as far to the south as he had to the north, and they were still invisible in his subsequent attitude.
to each other. “How long have you been in France?” began the General, coldly.
Biggles, was, of course, backing the manoeuvrability of the Camel against “About eleven months, sir,” replied Biggles.
the slight pull in speed and ceiling held by the other. He hoped to beat “That seems to have been quite long enough.”
Wilks on the turn, for the Camel’s famous right-hand turn, caused by the Biggles stared, hardly able to believe his ears. Then, suddenly understan-
terrific torque of the rotary engine, was a very real advantage in a combat. ding the implication behind the General’s words, he froze, and clenched
That was really all he had in his favour, but it was chiefly upon that quality his teeth.
that he had developed his own technique in air-fighting, and he hoped to “I witnessed the whole affair – I should hardly call it a combat – from
catch Wilks unprepared for the manoeuvre. start to finish,” went on the General contemptuously.
Again, he peered ahead for his opponent, and pressed gently on the rud- “Not once did you make the slightest attempt to return the German’s
der-bar to swing his nose clear from the head-on position. The movement fire. In fact, to put the matter still more clearly, you ran away. Am I right?”
may have saved his life. There came the shrill clatter of a machine-gun “Quite right, sir,” answered Biggles frostily.
at point-blank range; at the same moment a stream of tracer poured be- “I thought so. That orange and black Fokker has been causing a lot of
tween his wings. trouble over our side of the lines lately, and you had an admirable oppor-
The shock was almost stunning in its intensity, so utterly unprepared was tunity to shoot him down, such an opportunity that may not occur again.
he for anything of the sort, and his actions for at least two seconds were It is a pity you did not take advantage of it, but it would seem that he was
purely automatic and instinctive. He kicked out his left foot hard and dra- the better man.”
gged the joystick back into his right thigh. The Camel bucked like a wild “It would seem so, sir.”
horse, and before it came out, he had recovered his composure and was “It would be futile to deny it,” went on the General, icily. “What is your
looking for his aggressor. He had done quite a lot of thinking in the brief name?”
interval of the half-roll. His first impression was that Wilks had attacked “Bigglesworth, sir.”
him, thinking he had been seen, and by some accident ammunition had “Squadron?”
been left in his guns. But he dismissed the thought at once and knew that “Two-six-six, sir.”
he had fallen victim to a prowling Hun, operating for once in a while over “At Maranique, I believe.”
the British side of the lines. That, he reasoned, could only mean that the “That is so, sir.”
Hun – if Hun it was – was an old hand at the game; a novice would hardly “Very well. Report back to your unit at once.”
dare to take such a risk. “Very good, sir.”
If it was so, then he was by no means out of the wood, for, unarmed, he The General turned on his heel, closely followed by his two aides. Biggles
could only make for the ground, an operation that would require a few mi- watched them go, sullen angers mouldering in his eyes. “Never been in
nutes of time, a period of which the Hun, finding his fire was not returned, the air in your lives, any of you, I’ll bet. You’d jump like cats if you heard
would certainly take full advantage. a gun go off. Then, without asking why, you come and call me a coward,”
Then he saw him, an orange-and-black Fokker D.VII, with a large Ace of he mused. “The fact is, I suppose that Hun has been shooting up your snug
Spades painted on the side of its fuselage. Biggles brought the Camel little headquarters, and you don’t like it. You wouldn’t. Well, I hope he blows
round in a lightning turn that put him on the tail of the black-crossed ma- your dug-out as high as the Eiffel Tower, and I hope you’re inside it when
chine for a few seconds. Automatically he sighted his guns and swore bi- he does,” he soliloquized, as he made his way slowly down the road in
tterly when his pressure on the Bowden lever produced no result. At that search of a telephone, to ask for transport to fetch him, and the wrecked
moment he thought he could have got his man, but there was no time for Camel, home.
idle speculation. The Hun had reversed the position by a clever move, and
a tattered skylight warned Biggles that he had better follow the old adage
of running away if he wished to fight again another day. III
He spun, counted six turns, and came out. Instantly the chatter of guns
sounded so close that he winced. He held the Camel in a dizzy turn for Major Mullen’s opening remark when, an hour later, he reported at the
a minute, with the Hun racing behind him trying to bring his guns to bear, Squadron Office, was an inopportune one, particularly with Biggles in his
and then he spun again. All the time, at the back of his mind, was a fierce present mood. Far from pouring oil on troubled waters, it added fuel to
condemnation of his utter and inexcusable folly in flying without ammuni- a conflagration.
tion, and an equally fierce conviction that if he did succeed in reaching the “You’ve let me down badly, Bigglesworth,” he began.
ground alive, he would never again be guilty of such madness. He spun Biggles drew a deep breath, and stiffened. This sort of talk from the Ge-
for so long that he became giddy and pulled out sluggishly. But the Hun neral had merely irritated him, but that his own C.O. should doubt him put
was still with him, and he heard his bullets ripping through the spruce and him in a cold fury.
canvas of his fuselage. “You let a Hun run you into the ground without firing a shot at him.” The
For the first time in his life, he nearly panicked. He twisted and turned like Major did not ask a question; he made a statement, and Biggles, who was
a minnow with a pike on its tail, losing height on every possible occasion, about to explain the true facts of the case, shut up like an oyster. He made
and finally side-slipped steeply into a field that appeared invitingly under no reply.

HISTORY
“You’ve broken your machine, I hear,” went on the C.O. dly, and refusing an invitation to stay to lunch, returned to his Camel.
“I have, sir.” He swept into the air in a climbing turn, so steep that if his engine had
“Brigadier-General Sir Hales-Morier, of Air Headquarters, has just conked the story of his war exploits would have ended there and then;
been on the phone to me. I will spare your feelings by not repeating what he knew it perfectly well and derived a bitter sort of satisfaction from
he said, but I gather he proposes to post you to Home Establishment; in the knowledge. But his engine continued to give full revs, and on a wide-
the meantime, he wants a report tonight from me on the matter. It is to -open throttle he climbed in ever-increasing circles. He knew precisely
reach him by six-thirty, so will you please make out your own report and where he was, for as one landmark disappeared from view, he picked
let me have it by five o’clock.” out another, although this procedure was purely automatic and deman-
“I will, sir.” ded no conscious thought. Yet where he was going, he did not know; he
“That’s all.” was simply flying for the sake of flying. In his present frame of mind,
Biggles did not go to the Mess. Instead, seething with anger, he made he had no desire to talk to anyone, least of all his own Squadron. So, he
his way moodily to the sheds. He stood on the deserted tarmac for a few continued to climb, thinking about the affair of the morning.
minutes and then sent anack-emma down to the Mess with a message It was a burst of white archie about two hundred yards ahead that brou-
to Algy Lacey, of his own Flight, informing him that he was borrowing ght him out of his reverie. It was only a single burst, and as it was British
his machine and would be back some time. Then he took off and hedge- archie it could only mean one thing – a signal. Mentally thanking the
-hopped – finding some satisfaction in the risks he took – to 287 Squad- gunners for what should have been quite unnecessary, he scanned the
ron, and told Wilks, whom he found at lunch, just what had occurred. sky around quickly for the hostile machine that he knew must be in the
Wilks, who was about to pull Biggles’s leg in connection with his failure vicinity and was just in time to see a vague shadow disappear into the
to turn up at the appointed place, swore luridly. eye of the sun. It had gone too quickly for him to recognise the type, but
“What are you going to do about it?” he asked. as he could see no other machines in the sky, he assumed it was an
“Do? Nothing — not a blessed thing.” enemy.
“You might have told your Old Man about only having celluloid in your Now a newcomer to the game would have turned at once, and thus made
guns.” it clear to the stalker – if stalker it was – that he had been observed; but
“I’m making no excuses to anybody; people can think what they like. Biggles did nothing of the sort. He did certain things quickly, but he held
Brass-hats should either ask why or look at a fellow’s record before straight on his course. The first thing he did was to pullup the handle of
they jump down his throat, and mine isn’t too bad, although I say it my- his C.C. gear and fire two or three shots to satisfy himself that the guns
self.” were working; then he twisted round in his seat as far as his thick fly-
“They’ll think you’ve lost your nerve and send you home,” observed ing-kit and the cramped space would permit and squinted through his
Wilks, soberly. extended fingers in the direction of the sun. The glare was blinding, but
“Let ‘em. I’d as soon be busted by a ham-fisted pupil at an F.T.S. as have by just keeping the ball of the thumb over the blazing disc and opening
my inside perforated by explosive bullets. We’ll be able to finish that little his fingers only wide enough to get a blurred view through the bristles
duel some time when you come home on leave.” of his gauntlet, he was able to search the danger zone. He picked out
“Don’t talk rot. You go and tell Mullen that you hadn’t any ammunition, a straight-winged machine, in silhouette, end on, and knew that the ene-
or I will.” my pilot was just launching his attack.
“You mind your own blooming business, Wilks,” Biggles told him col- Not by a single movement of joystick or rudder did he reveal that he had
spotted the attacker; he watched its approach coolly. Only when the Hun,
who now appeared as a thick black spot, was about three hundred yards
away, did he push his joystick forward for more speed; then, when he
judged that the other was about to fire, he made a lightning Immelmann
turn. He knew that at that moment the enemy pilot would be squinting
through his sights, and the disappearance of the Camel from his limited
field of view would not unduly alarm him.
In this he was correct. The Boche, thinking he had a “sitter”, wasted three
precious seconds looking for him in his sights, and it was the sharp
stutter of Biggles’s guns that warned him of his peril, and sent him half
rolling wildly.
Now it is a curious fact that, although Biggles had been thinking about
his orange-and-black acquaintance of the morning when the archie
gunners had fired their well-timed shot, all thought of him went out of
his head when he realised that he was being stalked; so it was with
something of a mild shock, swiftly followed by savage exultation, that
he saw the well-remembered colours through his sights as he took the
Hun broadside on and grabbed his Bowden lever.
The pilot of the black-crossed machine came out of his life-saving ma-
noeuvre, looking around with a speed born of long experience. He saw
the Camel anywhere but where he expected to find it, and in the last pla-
ce he hoped to find it – on his tail. But he was, as Biggles had assumed,
no novice at the game, and did not allow the British machine to retain the
coveted position long enough to do him any harm. Biggles did actually
get in a quick burst just as the other machine darted out of his sights, but
it was ineffective, and the duel began in earnest, both pilots aware that it
could only end in the downfall of one of them.
They were evenly matched, although Biggles, smarting from his repri-
mand of the morning – for which, rightly or wrongly, he blamed the pilot
Illustration: Drawing Petr Hrčka
of the orange machine – fought with a ferocity that would not have been
possible in a normal cold-blooded battle. He hit the other machine se-
veral times, but without causing it any apparent damage, and he took
several shots through his own empennage in return.
The fight had opened over the British side of the lines, the Hun evidently
repeating his tactics of the morning; but a fairly strong wind was carry-
ing both machines towards the pock-marked, barren strip of no-ma-
n’s-land. Naturally, this was not to Biggles’ liking, for unless the Hun
made a bad mistake, which was hardly to be expected, he would soon be

HISTORY
fighting with enemy territory below. So, gambling on the Hun repeating matter, for he had looked up a large number of combat reports – not all
the tactics he had followed during the encounter of the morning, he deli- his own – and pinned them to the document. Further, he had evidently
berately spun. As he hoped, the other machine followed him. Twisting his been in communication with Major Paynter, for a lengthy report from his
head round, he could see the Hun spinning down behind him. He counted old C.O. was also attached. Biggles did not read it all through but laid it
six turns, came out, and instantly spun the other way. This time, however, on the C.O.’s desk.
he allowed the machine to make only one turn. He pulled it out into “Thank you, sir,” he said quietly, “but I’m afraid I don’t deserve such
a loop, half rolled on to even keel on top of the loop, and to his intense praise.”
satisfaction saw the Hun go spinning past him. The short spin had caught “That is for me to decide,” replied the C.O. Then, with a quick change
him off his guard, and as he came out, Biggles thrust home his attack. He of tone, he added, “What on earth possessed you to behave like that this
deliberately held his fire until it was impossible to miss, and then fired morning, and before such an audience, too?” A slow smile spread over
one of the longest bursts he had ever fired in his life. Biggles’s face.
The Hun jerked upwards, fell off on to his wing, and spun. Biggles was “Well, the fact of the matter is, sir,” he said sheepishly, “I was in the
taking no chances. He followed it down without taking his eyes off him air without any ammunition. It sounds silly, I know, but I had arranged
for an instant in case it was a ruse. But it was no ruse. The orange Fo- to fight a camera-gun duel with Wilks – that is, Wilkinson, of 287, who
kker went nose first into the ground with its engine full on, and Biggles claimed that his S.E. was better than my Camel.”
stiffened in his seat as he watched that fearful crash. He circled for “Then why, in the name of heaven, didn’t you tell that interfering old
a minute or two, looking for a suitable place to land; it was not his usual fool – no, I don’t mean that – why didn’t you tell the General so?”
practice to look at unpleasant sights too closely, but on this occasion an Biggles shrugged his shoulders. “I find it hard to argue with people who
idea had struck him, and he had a definite object in view. form their own opinions before they know the facts.”
He saw people hurrying towards the crash from all points of the com- “Like that, was it?”
pass, he put the Camel down in an adjacent field and joined the hurrying “Just like that, sir!”
crowd. “I see. Well, let me have your report.”
His great fear was that the wreck would be removed piecemeal by sou- “I’m afraid it’s rather a bulky one, sir,” replied Biggles, struggling with
venir-hunters before he could reach it, but he found an officer on the something under his tunic. The C.O. stared in wide-eyed amazement.
spot when he got there, and the machine lay exactly as it had fallen. “What in the name of goodness have you got there?” he gasped.
Biggles slowly unfolded a large sheet of orange fabric on which was
painted a Maltese Cross and beside it an Ace of Spades. He laid it on
IV the C.O.’s desk. “That, sir, is the hide of the hound who made me bust my
Camel this morning. I chanced to meet him again this afternoon, and on
It was five o’clock when he reported to the Squadron Office. Major Mullen that occasion, I had lead in my guns. I think H.Q. will recognise that Ace
looked up from his desk as he entered. “Ah, you’ve brought your report,” of Spades, and perhaps it will speak plainer than words. I’m not much of
he said. a hand with a pen, anyway.”
“Er — yes, sir.”
“Good. First of all, though, you had better read what I have said. Here
is the minute; I shall attach your report to it.” First published in the book "THE COCKPIT" (August 1934) and later in
Biggles took the buff sheet and felt his face go red with shame as he the book "THE RAID" (April 1935). Taken from the book "BIGGLES OF THE
read a eulogy of his conduct and exploits since he had joined the Squad- SPECIAL AIR POLICE" (September 1953), where the Fokker D.VII type
ron. The C.O., he knew, must have gone to considerable trouble in the was changed to Fokker D.VIII.
The blue and yellow Camel with this serial number was based on an
illustration for Johns' short story CAUGHT NAPPING, which does not
feature Biggles. In addition, it was slightly altered (blue instead of yellow
struts) as part of our fictional modifications. If You wish to have a "proper"
fictional Biggles Camel from the blue and yellow period of Johns' work,
simply omit the serial number on the vertical fin and give all the struts a
yellow color. That's it!

HISTORY
Last Flight
Photo: 57th Bomb Wing Asociation
RICHARD PLOS
Aircraft of the 310th BG on their way to the target.
When on April 29, 1945, two dozen of Mitchells ssions. It was obvious that there would be some
losses, and everybody hoped he would not be one
from USAAF 310th Bombardment Group got airbor- to fall victim. There were several „green“ crews
ne from their Italian base in Fano to attack the in the formation who were experiencing a very
harsh baptism of fire. The shells were exploding
railway bridge in Rovereto, no one expected that, on all sides and the explosions were rocking the
airplanes in all directions. Before they released
baring one single aircraft, all remaining ships would their bombs, they heard the excited voice of one
receive one hole or more “compliments” of the of the gunners:
"Plane going down, nine o'clock."
German anti-aircraft fire. One of those was a ship "It's McGilvray," was the reply.
christened Angel of Mercy. It was her 47th as well "Watch out for chutes," came the answer back
from someone.
as her very last mission. After a short time: "Four, four of 'em, all open,"
replied the crewman.
The railway bridge in Rovereto was (and still is) The sky full of shrapnel (McGilvray and other crew members returned to
barely five meters wide but regardless it was an At 9:40 local time Remington released the brakes the unit just the next day after Germany surren-
important German army transportation line and of the formation’s leading ship, and his Mitchell dered – on May 9 – and according to the unit’s dia-
as such drew increased attention of the Ameri- started the take-off roll on the runway in Fano. ry records they were in “good condition”; editor´s
can bomber units. After repeated raids it was in All other 23 aircraft took off in the quick sequen- note).
fact destroyed but the Germans managed to re- ce and only two circles around the base were
pair the damaged section by means of temporary needed to make full formation. The skies were
bridging which, to keep it secret, was used during clear and visibility unlimited. Only in the vicinity
Photo: 57th Bomb Wing Asociation
the night only. At the same time, they surrounded of Florence did the crews notice one tenth cloud
the bridge with the strong anti-aircraft artillery cover. Past the ancient town, in the direction of
defense. Every „trip” into the area represented a the target, the skies were clear again. The escort
considerable risk experienced by both 428th and fighters were patrolling above, below and on the
380th BS when they took part in the raid on Ap- sides of the formation, but the German fighters
ril 19. First squadron dispatched 18 aircraft on the did not show up so shortly before the target the
mission and the second unit added six to the full Mustangs and Thunderbolts withdrew to moni-
strength. Each Mitchell carried two 1000lb bombs tor the situation and prepare for the return flight.
(bomb load of total weight of 906 kg). The formati- Before the first ships reached the target the first
on was led by Col. Remington, 310th BG comman- anti-aircraft shells started to explode in the sky.
William S. McMillan in the cockpit of Angel of Mercy. Under the cockpit
der. In case the German fighters appeared, the It was clear to everyone that this time it would be there is the name of Airplane Commander 1st Lt. Thaddeus C. Michal
fighter cover was provided by P-47s and P-51s. no „Milk Run” as they had nicknamed the easy mi- visible. The two pilots shared this machine during March 1945.

HISTORY
After this excited communication a calm order to

drop the bombs was heard on the air and the le-
ading ship started to turn away from the target.
Flak fire intensified and it seemed impossible for
anyone to fly through its barrage. Lt. W. H. Naff’s
aircraft from 380th BS was hit very hard and lost
one engine. Another aircraft left the formation
to escort him. Naff managed to bring the heavily
damaged ship back behind the Allied lines whe-
Photo: Cpl. Robert A. Cooper via fold3.com

re the whole crew bailed out. It was not over yet.
Another seriously damaged aircraft was 1st Lt.
William S. McMillan’s ship. His “Angel of Mercy”
was hit by several shrapnel shells which da-
maged the hydraulic system. The copilot was 1st
Lt. Walter D. McLean, the other crew members on
board were bombardier 2nd Lt. William W. Gra-
ham, radio-operator and gunner S/Sgt. Donald
E. Wilson and gunners T/Sgt Kenneth G. Mueller
and S/Sgt Arthur S. Hatfield. Both men at controls
managed to maintain Angel of Mercy on the cour-
se so that Graham was able to drop the bombs on
the target. The loss of the hydraulic system also Angel of Mercy just before belly landing at Fano Air Base.
meant that the landing gear could not be lowered
for the landing. Angel of Mercy’s incomplete story Lt. S. A. Willis „borrowed“ her once. Michal said
That was however a secondary problem in the The aircraft serial No. 43-35982 came from the goodbye to „his“ Mitchell on March 19 flying the
given moment, first they had to make it with a da- production block B-25J-10-NA. We don’t have raid against Vo Sinistro (approximately 15 kilo-
maged aircraft over the mountains, and to friendly the information about the exact manufacturing meters south of Rovereto). Due to the navigati-
territory. They succeeded in doing both and their date neither when it was delivered to 428th BS, onal error the formation bombed the railway in
comrades at Fano base, where the group had we know however that it flew its first mission on Chizzolo (approximately 8 kilometers north from
moved barely two weeks before from Corsica, January 8, 1945. It was the raid on Crespellano as- the original target). It was Michal’s seventieth,
would observe an unusual landing. The Mitchell sembly area, and the aircraft was flown by Capt. and last mission. In the beginning of April, he was
approaching the runway had only the nose leg ex- C. W. Sprague (with 2nd Lt. R. D. Stead as copilot). headed back home to USA.
tended. The unusual belly landing was successful In this aircraft Sprague flew in total six missions,
though, and except for the rear gunner Hatfield, afterwards several pilots alternated at its cont- Pilots and their airplanes
who was already wounded over the target, every- rols from the beginning of February. As the well- The custom to display pilots‘ names on the aircraft
body else escaped unscathed. -known photographs show, on the port side of needs to be explained. The name shown did not
For his leadership under the heavy fire the for- the fuselage of Angel of Mercy, under the cockpit mean that the ship was assigned exclusively to
mation leader, Col. Peter H. Remington, was besides T/Sgt E. O. Robinson‘s name as a Crew this pilot. In fact, pilots rotated flying the particular
decorated with Silver Star, several other pilots Chief (he survived the war and died on August 9, ship and quite often the pilot-in-command and his
were awarded as well. McMillan was decorated 1987) there was also 1st Lt. Thaddeus C. Michal’s copilot were not paired permanently, not to men-
with DFC for his conduct and the citation to the name as an Airplane Commander. He was a very tion the rest of the crew. For example, McMillan
decoration award stated: "[…] Upon the commen- experienced pilot who served with the unit from flew with McLean for the first time on April 17 i.e.,
cement of the bomb run, shell fragments from August 1944 until the end of March 1945. For his two days before the Rovereto raid which was their
intense anti-aircraft fire heavily damaged his air- service he was awarded Air Medal and, in addi- second mission together. After the emergency
plane. Displaying great courage […] maintained his tion to it, nine Oak Leaf Clusters. On March 25 he landing with Angel of Mercy they flew together in
crippled aircraft on course, thereby enabling his was decorated with the DFC for a mission flown
bombardier to release his bombs […] Then piloting on February 6, 1945, when his ship was heavily
the shattered bomber over difficult mountainous damaged by anti-aircraft fire during the raid on
terrain to his base, […] effected a perfect landing San Ambrogio marshalling yards. Regardless,
without injury to his crew." Michal pressed on the attack and his bombardier
McMillan managed to save his fellow crew mem- dropped the bombs on the target with „devasta-
bers however he could not save the ship. The Flak ting effect “. The ship Michal flew on this mission
damage as well as the “kiss” with the ground upon was not 43-35982, i.e. Angel of Mercy however,
landing were extensive and she was written off. but 43-35957 (this aircraft was lost on March 10,
1945 during the raid on Oro and the crew of 1st Lt.
G. A. Rorer was killed). Next day Michal flew 43-
35982 for the first time and with several excepti-

ons he flew it into combat from then on, mostly
with 1st Lt. F. S. King as a copilot. Together they
flew eight missions in February.
It’s possible that Angel of Mercy was assigned to
Michal as of February 7. If the unnamed ship be-
came Angel of Mercy while he was flying her, or
if she had been christened so by Sprague or her
Crew Chief cannot be ascertained from the his-
toric documents known to the author. At any rate
Angel of Mercy flew 13 missions in February (out
Photo:: fold3.com
of the total 32 missions flown by the whole squad-

ron) out of which nine times piloted by Thaddeus
The crew of Angel of Mercy shortly after an emergency
landing. From left to right: S/Sgt Donald E. Wilson, 2nd C. Michal. A month later „Angel“ flew additional
Lt. William W. Graham, 1st. Lt. William S. McMillan, T/Sgt 17 missions out of which nine times piloted again
Kenneth G. Graham, T/Sgt. Mueller and 1st Lt. Walter D.
McLean. Missing from the picture is wounded rear gunner by Michal who shared the airplane with McLe-
S/Sgt. Arthur S. Hatfield. an. He flew the ship on seven missions and 2nd Walter D. McLean at the time of his studies.

HISTORY
April twice, first on April 20, which was an uneventful flight and the
following day when Flak shattered their tail surfaces, and they had
their hands full to nurse their ship back to the base. It was McMillan’s
68th mission and the Squadron Flight Surgeon concluded he needed
a rest. McMillan however continued flying combat missions and till
the end of April flew four more. His copilot was 2nd Lt. C. G. Cook for
all of these.
The pilot whose name was carried on the port side of the fuselage
under the cockpit was in fact responsible for the conduct of the Crew
Chief and his team. He also maintained the logbook, checked the
accuracy of the combat missions’ records, number of hours flown,
repairs and other important data. He flew that particular airplane
generally more often than the other pilots but not exclusively.
According to the veterans it did happen that the crew in the nose
barely knew crew members on the other side of the bomb bay. The
pilots and bombardier were officers, the gunners were sergeants,
a fact that also played a certain role as well in the number of men
in one bombardment squadron. For example, in the end of March
1945 the 428th BG was comprised of 106 officers and 351 enlisted
men. Opinions were heard that the crew members were „mixed” on
purpose not allowing them to form too strong personal bonds which
could be a psychological trauma in case of death of any of them.
For McLean, thanks to his medical leave, the war was de facto over.
The 428th BG did not fly any more missions at the start of May and
then the war was over...
McLean took advantage of his leisure time and visited Pisa and Flo-
rence, sunbathed on the beach, rode a bike in the vicinity of Fano…
He must have thought of returning home, to 838 Collier Drive in San
Leandro, to his wife Margaret Ann whom he married on April 19, 1944
(i.e., exactly a year before the Rovereto raid flying Angel of Mercy).
As he wrote in his letters home, he wanted to return to the university
and continue with his studies.
The tragedy at night

After Germany surrendered the leadership strived not to let the
Photo: Oakland Tribune 1944
personnel „go wild“ so they planned training flights, sports activities

and educational courses. Each of 310th BG squadrons also received
several A-26s and pilots conducted the familiarization flights with
them. Part of the flight personnel started to prepare for the return
home.
The whole procedure of the return in their own planes was named
„Green Project “. The route was plotted via Tunisia-Marrakesh-Da-
kar-Roberts Field (Liberia)-island of Asension-Natal (Brasil)-Be-
Local press report on Walter's marriage to Margaret Ann.
Inspecting the damage to Angel of Mercy. She was written off a few days later.

HISTORY
lem (Brasil)-Borenquin (Costa Rica) and finally

Morrison Field in Palm Beach Florida or Hunter
Army Airfield in Savannah, Georgia. The first
crews were to set out on the long journey home
between June 3 and 6 and selected pilots were
busy practicing instrument and night flying.
On June 9 Walter McLean and William McMillan
were reunited in the same cockpit to perform
such a training flight. After the movie in the ai-
rport movie theater ended, they got on board of
43-36226. This aircraft was brand new when Mc-
Millan flew it on his twelfth mission and in the le-
tter home, he complained that Germans had put
ninety holes into his shiny, new airplane! There
was no such a threat now, the night training fli-
ght was to proceed without problems. But it was
not to be the case. Shortly after the take-off, due
to unknown causes, the aircraft burst into flames
and crashed into the sea barely 1,000 ft (300 m)
Photo:: fold3.com
from the end of the runway. Both pilots perished.

McMillan ‘s body was recovered during the same
night, McLean’s body on the following day. In 2007
Walter’s brother, James McLean recalled:
“When the telegram arrived, I opened the door
Confirmation of the interment of Walter D. McLean's remains at Golden Gate Cemetery.
and saw the Western Union messenger standing
there. My family was devastated of course; but it
was even more poignant because the war was
over, and he was expected back almost any day.
My mother never quite recovered from the shock.
The body was returned a couple of years later and
was buried at the Golden Gate National Cemetery.
I think of him often – I'm 76 now, he died when he
was only 22."
The last airplane with 310th BG personnel landed
at Savannah airport on June 19. But the pilots who
two months earlier nursed badly shattered Angel
of Mercy back to the home base were not among
them…
The author would like to thank Daniel Setzer of

the 37th Bomb Wing Association for invaluable
help with documents and additional information.
Sources:
428th Bomb Squadron Chronicle and Combat Reports
57th Bomb Wing Association Bulletin (Winter 2007,
Summer 2010)
57thbombwing.com
Oakland Tribune, 1944
Over the Med - 340th Bombardment Group (Medium)
B-25J-10-NC, 43-35982, 428th BS, 310th BG, 12th AF,

Ghisonaccia, Corsica, France, April 1945

HISTORY
A BUMPY START
EARLY 31ST FIGHTER GROUP OPERATIONS OVER TUNISIA Andrew Arthy
Spitfire Mk. VB ES306 HL-D, 308th FS 31st FG, Thelepte, March 1943
By early February 1943, the American pilots of the 31st but also suffered several losses in duels with
experienced German foes.
Fighter Group (31st FG) were itching for some action. The 31st FG was then earmarked for Opera-
They had briefly tasted combat over the Channel Front tion TORCH, the Anglo-American invasion of
in the late-summer of 1942, and then in a skirmish Vichy French-held North-West Africa. The pi-
lots and ground personnel sailed to Gibraltar,
with Vichy French aircraft over Algeria on 8 November and the pilots flew their desert-camouflaged
1942. However, it was only in the opening weeks of Fe- Spitfire Mk. Vs from there to Tafaraoui near
bruary 1943 that the Spitfire-equipped fighter unit rea- Oran on 8 November 1942, the opening day
of the invasion. Dewoitine D.520s attacked
lly found itself in the frontline, as it transferred to the them on landing and killed a 31st FG pilot,
American forward base at Thelepte in western Tunisia, and three American Spitfire pilots claimed
victories in return. Strafing missions were
just 75 kilometres from the nearest German troops.
also flown against Vichy French troops and
vehicles. After that initial excitement, the 31st
Although the 31st FG operations during the member of the ground personnel remarking FG would not engage in aerial combat again
Battle of Kasserine Pass are well-known, its after the war: “It was a mighty beautiful air- for three long months. Instead, Lt. Col. Fred
Tunisian combat debut between 8 and 13 Fe- plane!” A pilot wrote: “It did everything well”, M. Dean’s unit operated from various bases
bruary 1943 saw the inexperienced but eager while 307th FS ace J.D. Collinsworth noted: in Algeria and Morocco, flying convoy patrols,
American pilots and their supporting ground “a [Spitfire Mk.] Five was about as manoeu- courier missions, and routine escort sorties
personnel settle into life at a frontline base, vrable and a flyable an aircraft as you could for transport aircraft far behind the frontline.
and begin to fly some missions, battling not ever hope to get your hands on”. However, it It was important but tedious work, and the
only the enemy, but also the desert conditions had some obvious weak points. The single- American pilots grew restless as their wait
and atrocious winter weather. Not everything -stage supercharger meant that its horsepo- for action continued.
went according to plan, as the following story wer decreased with altitude. This issue was One of the squadron commanders was sur-
will reveal. most noticeable above 12,000 feet, and would prised at the situation:
be rectified in the Spitfire Mk. IX. The topica- “For some unstated reason we were kept at
Early History and North African lization modifications made to the 31st FG in La Senia and not sent up to the forward ai-
‘Holiday’ North Africa created some additional perfor- rfields. Most of [our flying] consisted of pat-
The unit was activated as the 31st Pursuit mance issues. rols over Allied shipping in the Mediterranean
Group on 1 February 1940, and it was initially which … was very boring.”
equipped with the Curtiss P-39. In May 1942, Conversion and training in England occupied On 4 February, one pilot wrote simply in his
the Group’s 307th, 308th and 309th Fighter several weeks, during which time there were diary: “Same dull routine.” The men had signed
Squadrons were transferred to the east coast many accidents, including 21 aircraft lost or up for combat, been trained as fighter pilots,
of the United States in preparation for a move badly damaged in just sixteen days! The 31st and wanted to go where the action was, and it
overseas, and they sailed across the Atlantic FG went into action in August after being ad- was very frustrating to be based so far from
to Great Britain in June. Once there, the now judged operationally ready, and its first real the land fighting. Commander of the 307th
re-designated 31st FG became the beneficiary challenge came during the failed Allied lan- FS/31st FG, George J. LaBreche, later wrote:
of ‘reverse Lend-Lease’, and took on strength ding at Dieppe on 19 August 1942, when the “we were chaffing at the bit to get back into
Spitfire Mk. Vs. The unit loved the aircraft, one American unit claimed its first aerial victories, combat”.

HISTORY
Přesun do Thelepte
In early February 1943, the 31st FG received
an order from the American XII Air Support
Command to transfer to the front. The move
was needed because the Curtiss P-40-equi-
pped 33rd FG had suffered tremendous lo-
sses and had to be relieved of its duties. Prior
to the transfer, 31st FG pilots were sent back
to Gibraltar to collect new Spitfire Mk. Vs. The
long-awaited action was about to become
reality, and this caused a great deal of exci-
tement for the men in the unit, and no doubt
some anxiety as well. Pilot Merritt C. Wolfe of
the 308th FS/31st FG wrote on 5 February:
“Word came that we are to go to the front in
the morning. Exactly where we don’t know,
but it is where there’ll be plenty of the long-
-awaited action. [The] 309th is going too. … At
a meeting this afternoon we learned we were
going to Thelepte in Tunisia, practically in Je-
rry’s backyard. Everyone is pretty eager, we’- At Thelepte the 31st FG pilots and ground personnel had to live underground, so the first task after arrival was digging.
ve sat around so damn long that people are
champing at the bit.”
Due to the long distances involved and the
poor transport routes and means availa-
ble, the transfer of all 31st FG pilots, aircraft,
ground personnel, vehicles and equipment
was not a smooth process. Instead, the unit
arrived at Thelepte in dribs and drabs starting
on 6 February, with the ground echelon trave-
lling part of the way in Douglas C-47 trans-
ports, and part of the way in trucks and je-
eps through some spectacular, mountainous
countryside. Several elements of the Group
were bombed and strafed during the journey The primitive living conditions experienced by the 31st FG at Thelepte – dugouts in a hill.
by German Focke-Wulf 190 fighter-bombers
of III./Schnellkampfgeschwader 10, an obvi- a stark contrast. Mechanic Thomas Stieglitz ted lasting impressions on the 31st FG men,
ous sign that they were approaching the front. later wrote: “the area our Squadron occupied and one member of the ground personnel re-
Most of the pilots flew in to Thelepte No. 1 on was big enough for the whole squadron of flected many years later: “Thelepte was such
6 February, and the Group prepared itself for planes to take off side-by-side, you never saw a miserable place. I don’t think anything lives
operations the next day. such a big flat plateau in your life.” It is located there except sand fleas and scorpions”!
After their time based in southern England, on a plateau high above sea level, and it was The previous occupants were in a hurry to
and then near cities in Algeria and Morocco, a very wide-open space with two airfields, leave, and 31st FG personnel were a little
the village of Thelepte and it surrounds was Thelepte No. 1 and No. 2. The location crea- shocked at the state of the men from the 33rd
FG. Frank A. Hill of the 308th FS/31st FG re-
marked on how “staring-off-into-space” they
seemed to be, and another 31st FG pilot con-
fided in his diary: “Talked to one of the 33rd
pilots whom we’re relieving. He looked like
hell and says it’s rough. They’ve been pretty
well shot up and are ready to leave.” The 33rd
FG had certainly been on the receiving end of
some harsh treatment, not only in aerial com-
bat with the German aces of II./Jagdgeschwa-
der 2 and II./Jagdgeschwader 51, but on the
ground, because Thelepte had been regular-
ly targeted by German bomber and fighter-
-bomber raids in the previous month. There
was no radar, so the Luftwaffe sneak attacks
came out of nowhere. 31st FG personnel were
very concerned that they would be targeted by
similar raids, and one aircraft mechanic later
recalled:
“… we had to get our planes serviced and rea-
Charles C. ‘Chuck’ Kenworthy of the 309th FS/31st FG was an exceptional pilot, who had breezed through his flying training.
dy to fly while it was still dark. None of us
He had also been responsible for shooting down one of the Vichy French fighters over Algeria on 8 November 1942. wanted to be in the cockpit doing a pre-flight

HISTORY
Fred M. Dean led the 31st FG from December 1942 to July 1943, Portrait of Capt. James A. Isbell, Jr., of the 309th A charcoal portrait of Charles C. ‘Chuck’ Kenworthy
and is seen here after the war. He rose to the rank FS/31st FG. He flew five missions between 8 and of the 309th FS/31st FG, done in the autumn of 1942.
of Lieutenant General. 11 February 1943.
run up and plane check out during the time the Across the mountains from Thelepte was the Sitting in his dugout that evening, a relieved
field was being strafed.” German air base at Kairouan, where the com- 31st FG pilot wrote in his diary about the ab-
Living conditions were quite primitive compa- bat veterans of II./JG 2 were based, including sence of enemy ‘sneak raiders’ so far: “Jerry
red to what the unit was used to, as one pilot aces Kurt Bühligen (53 victories at this time), still hasn’t paid us a visit.” To counter the ex-
wrote: “We took over [the 33rd FG] troop hou- Erich Rudorffer (54 victories) and Kurt Gol- pected raids, the three squadrons took turns
sing area, which consisted of some dugouts tzsch (eighteen victories). Those Luftwaffe to provide airfield defence. At any one time,
with shelter halves for roofing for the officers, fighter pilots with their FW 190s were deadly four pilots would be airborne, four would be
while the enlisted men lived under their pup opponents for the inexperienced Americans. at cockpit readiness, and four would be at ten
tents.” The men soon adapted to underground Aside from the Luftwaffe fighters, also ope- minutes’ readiness.
living in their housing area some distance from rating over central Tunisia were some Ger- The American Spitfires really got into the
the airfield. A radioman with the Group HQ re- man long-range reconnaissance units, which swing of things on 9 February, with six missi-
called his very basic living arrangements: dispatched daily sorties with their Junkers ons flown to escort P-39s on reconnaissan-
“It was really a small cut out on the side 88s. The 31st FG pilots believed that the FW ce and strafing, the first taking off at 07:30,
of a hill, with a roof on it. It was better than 190 had the advantage over the Spitfire Mk. V and the last landing at 17:50. These missions
a pup tent. We found some straw and stuffed in many respects, as J.D. Collinsworth stated: ranged from Faid in the north to Sened in
a mattress cover full. This beat sleeping on the “The Spitfire Mk. V could only out-turn an FW the south, but anti-aircraft fire was the main
ground, but the straw had camel fleas.” 190. Other than that, [the FW 190] could fly fas- enemy again: two Spitfires were damaged on
The men would have to quickly adjust to this ter, dive faster, climb higher.” the first mission, while a P-39 was lost on the
new situation, because despite the hardships, third mission and several Spitfires were hit.
their Spitfire Mk. Vs would soon be sent out on Into Action: 8 February 1943 There was also a non-combat loss, when Lt.
operations. After settling in at Thelepte, finally, the day Carl J. Woodrich of the 308th FS/31st FG “was
During its early days at Thelepte, the 31st had come – the 31st FG was slated to return slightly burned and shaken up when gas fu-
FG would operate alongside various USAAF to action. However, it was to be a quiet return. mes collected in his ship’s fuselage detonated
units based at Thelepte and Youks-les-Bains 24 patrol sorties were flown in the Thelepte while he was starting.” He would be in hospi-
(about 75 kilometres north-west of Thelepte, area, but the main excitement to occur during tal for a while.
in eastern Algeria). This included the Douglas those was when a lone Bf 109 was spotted in The Luftwaffe sent a Sicily-based reconnai-
A-20 bombers of the 47th BG, French P-40s of the morning. However, it was “lost heading ssance Ju 88 over central Tunisia in the mor-
Groupe de Chasse II/5, and the Bell P-39s of east on the deck.” 22 Spitfires of the 308th and ning, and the crew reported 40 single-engine
the 154th OS/68th OG, the 346th FS/350th FG, 309th FS/31st FG were sent out to escort the aircraft at Thelepte – if it had been a secret
and the 81st FG. The XII Air Support Command 47th BG to Faid towards midday, and they met before, the presence of the 31st FG at Thelepte
was still developing its tactics at this stage, heavy and accurate anti-aircraft fire, although was now known to the Germans. The 308th
and learned lessons every day about how best all 31st FG aircraft and pilots returned to base FS/31st FG was on airfield defence duties at
to conduct combat operations in support of unscathed. The A-20 escort mission was re- the time, but failed to intercept, as squadron
American and Allied ground forces. peated in the afternoon in clear skies, with the member Merrett C. Wolfe related: “although
The land fighting had see-sawed in the cen- CO of the 31st FG himself leading 24 Spitfire we had ships in the air, they didn’t see him and
tral Tunisian mountains in January and early Mk. VBs and VCs to the Faid Pass. Bombs were he got away. At that moment our ground radio
February 1943, as the Americans and their seen to fall accurately on vehicles and troops, was out and we couldn’t contact the patrols.”
French allies battled with the Germans and and again, no Axis fighters were encountered.
Italians. When the 31st FG got to the front, both American ground forces were grateful for the
armies were building up forces for a future air support, which they reported to be very
offensive. successful.

HISTORY
After the excitement of the previous day, 11

February 1943 was much quieter. The strong
wind had been ever-present since the 31st FG
arrived at Thelepte, but on the eleventh it was
particularly bad. Two missions were flown in
the morning, and then the Group ‘battened
down the hatches’, trying to avoid the strong
winds and biting cold. Unit records noted:
“Wind so strong that aircraft not tied down
blew across field”!
A morning P-39 escort mission by the 309th
FS/31st FG on 12 February was disrupted by
another desert problem: sand. Major LaBre-
che wrote that Thelepte: “was subject to dust
storms, known as Siroccos, which closed the
airport and created maintenance difficulties.”
The sand got into everything, including living
quarters and aircraft. The mission report for
this day noted that some of the Spitfires and
Major George J. Labreche led the 307th FS/31st FG with distinction in Tunisia.
P-39s were “having mechanical difficulty, pro-
First Real Scrap: 10 February 1943 gallons of petrol”. They alerted the unit about bably because of high winds and sand on the
After several fleeting encounters with German what had happened. Merritt C. Wolfe recalled: night of 11/12 February”, and one 31st FG Spitfi-
reconnaissance aircraft on previous days, the “We had thought they were down in enemy re pilot crash-landed on returning to base due
31st FG really came to grips with the enemy territory and were overjoyed to hear that all to those two factors. The unit did not fly again
on 10 February, but unfortunately, it did not were safe.” Capt. ‘Doc’ Crawford, with 2/Lt. during the day, and Merritt C. Wolfe noted in
distinguish itself. An early mission to Sened Overend as a guide, set out overland with fuel, his diary: “Wind made flying almost impossi-
was a precursor of what was to come, when aircraft parts and medical supplies to rescue ble.” Lt. Col. Dean later wrote about the pro-
Capt. Louis M. Zimlich, Jr. and Lt. Vincent E. the pilots, some of whom endured a freezing blems caused by sand at Thelepte:
Baker of the 307th FS/31st FG became hope- night in their aircraft, while the two injured “Guns frequently clogged by sand. We now put
lessly lost during a P-39 escort mission in low men were tended to by friendly Arabs. Eight canvas bags over tail end of cannon. Toilet pa-
overcast soon after midday, and had to land aircraft were eventually flown home after re- per and cellophane paper over muzzles and
at Youks-les-Bains. They had stayed behind to pairs and refuelling, and two were used for on machine-guns, we now use canvas over
protect the rearmost P-39s as they pulled out salvage. front and fire through it. This helps but does
of their strafing runs, but the ungrateful 81st The outcome was unsurprising given the men not solve problem. It just helps to keep guns
FG pilots then opened their throttles and left were not used to aerial combat. J.D. Collin- from being ruined permanently! Guns get dai-
their escorts far behind! The two Spitfire pi- sworth remembered being shocked at what ly inspection.”
lots returned to Thelepte in coming days. a dogfight actually involved: “I was surprised Fortunately, the weather situation improved
The first combat with German fighters would at how quickly it started and ended”. To wor- a little on 13 February, although no operations
come on the next P-39 escort mission, begi- sen the situation, the Thelepte homing station were possible in the morning, as mechanics
nning at 13:00. Twelve Spitfires of the 308th had a very bad reputation, as Major LaBreche checked all the Group’s Spitfires for damage
FS/31st FG took off, led by Major Delwin B. wrote: “I hoped I would never need them in an from the wind and sand. Lt. Col. Dean led off
Avery, to accompany four P-39s of the 92nd emergency.” the first of two P-39 escort missions at 14:25,
FS/81st FG. The objective for the mission was
to reconnoitre the Kairouan area, and given
the expert German fighter pilots based there,
it was really asking for trouble. FW 190s were
seen on four different occasions during the
mission, after the P-39 pilots had witnessed
them scrambling from Kairouan. The Ger-
mans seemed reluctant to attack, but even-
tually jumped the Americans from out of the
clouds and 2,000 feet above. A brief combat
ensued, during which Major Avery was the
only American to open fire.
The shock of being jumped badly disorienta-
ted the Spitfire pilots, and they used the The-
lepte homing service for vectors. However,
the directions provided were faulty and they
ended up a long way to the south-west of The-
lepte. Running low on fuel, ten aircraft tried
to put down on a road, with varying results.
Major Avery and Lt. Corrigan overturned their
aircraft and received injuries, and Lt. Mosby
and Lt. M.P. Smith belly-landed. The rest lan-
ded wheels down. Lt. Taylor and 2/Lt. Ove-
rend were the only ones able to make it back ‘Walt’ Overend initially served with the Royal Air Force, before joining the 308th FS/31st FG. He was one of two pilots
to Thelepte, at 15:00 and “with only a couple to make it back to Thelepte after the afternoon mission of 10 February 1943.

HISTORY
Spitfire Mk.Vb Trop, ER200 (probably), Lt. Col. Fred M. Dean,

CO of 31st FG, Korba, Tunisia, May 1943
Spitfire Mk.Vc Trop, Lt. George G. Loving, 309th FS,

31st FG, 12th AF, Pommigliano, Italy, December 1943

HISTORY
but it was uneventful. Two hours later, the

308th FS/31st FG flew an operation to Mak-
nassy, led by temporary squadron CO Capt.
Hill, but they lost the P-39s early on, so flew
reconnaissance themselves before returning
to base.
Conclusion
The pilots and ground personnel of the 31st FG
were certainly in the thick of the action now,
and were about to be embroiled in the famous
Battle of Kasserine Pass, which began on 14
February 1943, when the Germans launched
a very successful counterattack at Sidi Bou Zid,
only 80 kilometres from Thelepte. That would
provide more than enough of the combat so ea-
gerly sought by the 31st FG pilots. During their
first week flying operations from Thelepte, the
Group learned a lot about flying, operating, and
maintaining the Spitfire Mk. V. They were still a
long way from being seasoned veterans, but
Capt. James A. Isbell, Jr., of the 309th FS/31st FG. He flew five missions between 8 and 11 February 1943.
the lessons of that week stood them in good
steed for the immense challenges to come in Acknowledgments Air Force, later N.A.A.F., 1942-1943
the remainder of the Tunisian campaign, and Gerhard Ausborn, J.D. Collinsworth family, Bill NARA RG 18 Box 2270, 31st Fighter Group, 1942-1943
Dickerson, Hugh D. Dow, James A. Isbell, Jr. USAFHO Reel B0110, 31st Fighter Group, 1942-1943
the Second World War.
USAFHO Reel B0166A, 81st Fighter Group, 1942-1943
family, Morten Jessen, Charles C. Kenworthy
Isbell, James A. Logbook
family, George J. LaBreche family, Rolland G. Rudorffer, Erich Flugbuch
Lamensdorf, Walter J. Overend family, Russell Collinsworth, J.D. Interview with Dogfighter, 17 Febru-
Richardson, Jean-Louis Roba, Bernard J. Ro- ary 2001
che family, Derwood K. Smith family, Thomas Collinsworth, J.D. Interview with Flying Heritage, 12
Stieglitz family, Adam Thompson, Rémi Traca- September 2002
nelli, Joe Vincent, Merritt C. Wolfe and family Dow, Hugh D. Letters and Emails
Hill, Frank A. Interview with Museum of Flight, unda-
ted
Sources: Richardson, Russell Interview
Primary Sources Wolfe, Merritt C. Diary
BA-MA RL 2-II/296, Eingehende Meldungen.- Fein-
Ausborn, Gerhard Letter
daufklärung: Meldungen Luftflottenkommando 2.-
Dickerson, Bill Letters
Mittelmeer und Afrika, Februar 1943
Richardson, Russell Emails
BA-MA RL 7-2/118, Führer der Luftstreitkräfte Tunis
Wolfe, Merritt C. Letters and Emails
und unterstellte Einheiten.- Gefechtsberichte und
Tagesabschlußmeldungen: Bd. 4, Februar 1943
Secondary Sources
BA-MA RL 10/361b Teil 2, III. Gruppe.- Erfolgsberichte
Chandler, Jr., Clifford H. History of USAAF Spitfire
(Auftrag, Ergebnis, Besatzung) (Einsatz Afrika, Itali-
Lt. Derwood K. Smith of the 308th FS/31st FG was one Operations in the Mediterranean (31st and 52nd Fi-
of the fortunate pilots to land wheels down in the desert en), November 1942-September 1943
ghter Groups), Air Command and Air Staff College,
on the afternoon of 10 February 1943. NA AIR 23/6609, Air Intelligence Reports: H.Q. U.S. 12th
Maxwell Air Force Base, undated.
Craven, Wesley Frank & Cate, James Lea (eds) Army
Air Forces in World War II, Volume II: Europe: TORCH
to POINTBLANK, August 1942 to December 1943, Uni-
versity of Chicago Press, Chicago, 1949.
Howe, George F. United States Army in World War
II, Mediterranean Theater of Operations, Northwest
Africa: Seizing the Initiative In the West, Office of the
Chief of Military History, Washington, 1957.
Kucera, Dennis C. In a Now Forgotten Sky – The 31st
Fighter Group in World War II, Flying Machines Press,
Stratford, 1997.
LaBreche, George J. Memoirs, self-published, unda-
ted.
Lamensdorf, Rolland G. History of the 31st Fighter
Group, self-published, 1985.
Olynyk, Frank J. Victory List No. 6: USAAF (Mediterra-
nean Theater) Credits for the Destruction of Enemy
Aircraft in Air-to-Air Combat of World War 2, self-pu-
blished, Aurora, 1987.
Prien, Jochen, Stemmer, Gerhard, Rodeike, Peter &
Bock, Winfried Die Jagdfliegerverbände der Deut-
schen Luftwaffe 1934 bis 1945, Teil 11/I, Struve Druck,
Eutin, 2006.
Stieglitz, Thomas Barefoot in Boots: The World War II
Experiences of Staff Sergeant Thomas Stieglitz, self-
-published, 2009.
USAF Historical Study No. 114, The Twelfth Air Force in
the North African Winter Campaign, 11 November 1942
Spitfire Mk. VB EP969, 309th FS 31st FG. to the Reorganization of 13 February 1943.

KITS 09/2021
Product page
1/48 Cat. No. 82105

Eduard plastic parts
Photo-etched set
Paiting mask
6 marking options

KITS 09/2021
P-51K-5, 44-11622, Maj. Leonard Carson, 362nd FS, 357th FG, 8th AF, Leiston, United Kingdom, Autumn 1944
The second most successfull fighter group of the USAAF 8th AF and the most successful group equipped with P-51D and K
Mustangs was 357th FG. During the conflict the unit destroyed 609 German aircraft in the air and 109 on the ground losing 128 of
its own. 35 fighter aces served with 357th FG, Major Leonard Kyle Carson being the most accomplished one credited with 18.5
kills. Since January 1944 he served with 362nd FS and as of April 8, 1945 he became its commander. Secret of 357th FG success
was its tactical training center nicknamed „Clobber College“ (possibly referring to tedious and detail oriented shoe repairing job)
where the seasoned veterans passed their combat experience on the novice pilots. 362nd FS received its first P-51D only couple
of days before the invasion to Normandy. „Kit“ Carson named all his aircraft „Nooky Booky“. In this case it was the airplane nr. 4.
In the fall 1944 his aircraft sported eighteen kill markings in the form of the black swastikas in the red circle painted on the port
side of the fuselage. The fuselage rear part still carried the traces of the invasion stripes. The nose was decorated with red and
yellow checkerboard, spinner was in the same colors. Both were recognition markings of the 357th FG aircraft.
P-51K-5, 44-11661, Lt.Col. Jack J. Oberhansly, 334th FS, 4th FG, 8th AF, Debden, United Kingdom, February 1945
Jack Junior Oberhansly was born on January 21, 1919 in the little town of Payson in Utah. He received his „wings“ on December
21, 1941 and after further training he was posted to 48th PS. In May 1942 he was ordered to 82nd FS wich was under the 78th FG
command and with this unit, in November 1942 he was deployed to the Great Britain. In April the unit converted from P-38 to
Thunderbolts with which it escorted 8th AF bombers on their missions over the occupied Europe. On August 7, 1943 Jack Ober-
hansly assumed the command of the 82nd FS and held this post until May 1944. From August 28 till December 3, 1944 he served
as deputy commander of the whole 78th FG. On December 4, 1944 he was posted to 4th FG where he served as a deputy com-
mander until February 26, 1945. After the end of hostilities he continued his career in the Air Force. From 1946 till August 1948
he commanded the 191st FS of the Utah ANG. During the WWII he was credited with six kills, all while flying with 78th FG. Jack J.
Oberhansly passed away on September 6, 1982 in San Clemente, California. Oberhansly’s aircraft sported the nose painted in red
which was the 4th FG recognition marking, the red tails identified 334th FS airplanes.
P-51K-5, 44-11631, Lt. Huie Lamb, 82nd FS, 78th FG, 8th AF, Duxford, United Kingdom, March 1945
Native of Abilene, Texas, Huie Lamb, flew with 82nd FS since August 1944, first on Thunderbols and then, after the unit’s re-equi-
ppment in December 1944, on the Mustangs. Huie Lamb’s first combat mission on P-51 on December 29, 1944 ended up with the
involuntary „swimm“ in the Channel’s waves as a result of the radiator malfunction. He was rescued by the British Walrus whose
crew had been alerted by Lamb’s wingman John C. Childs. At the end of the war Lamb’s score stood at 2.5 enemy aircraft shot
down and three more destroyed on the ground. One of his aerial kills was Me 262 jet shot down on October 15, 1944. On March 19,
1945 he was credited with ½ kill of the Arado Ar 234 jet. Mustangs flown by Huie Lamb were named Etta Jeanne after his youn-
ger sister. The nose of his Etta Jeanne II (previous one ended up in the ocean) was decorated with 78th FG recognition markings
consisting of black and white checkerboard. P-51K Mustangs manufactured in Dallas, Texas left the production line equipped
with Aeroproducts propellers but Etta Jeanne II is demonstrably equipped with Hamilton Standard propeller.

KITS 09/2021
P-51K-1, 44-11471, Lt. Carl H. Colleps, 118th FRS, 23rd FG, 14th AF, Cheng Kung, China 1945
118th TRS history dates back to August 31, 1917 when the 118th Aero Squadron commenced its operations in France. In 1923 the unit was rede-
signated as 118th Observation Squadron operating within the Connecticut National Guards. After the Japanese attack on Pearl Harbor it was
assigned a mission of anti-submarine patrols at the Atlantic coast. In August 1942 the unit was withdrawn from this assignment and ordered
to prepare for the overseas deployment. In October 1943, already established as the 118th Tactical Reconnaissance Squadron it was attached
to the 23rd Fighter Group flying within 14th AF in the CBI theatre of operations (China-Burma-India). Flying P-40s its mission was initially
to defend the airports in India out of which B-29s operated. In May 1944 another transfer followed, this time to China. There the unit flew the
fighter and fighter-bomber sorties, the reconnaissance missions were rather rare. The unit performed these type of missions until the end of
hostilities. After the return to the USA the unit was again integrated into the Connecticut Air National Guards. It is still active currently flying
C-130H Hercules under the designation of 118th Airlift Squadron.
118th TRS Mustangs recognition marking were black, yellow trimmed lightnings on the fuselage sides and smaller ones on the wingtips. The
aircraft named Little Joe, carrying 192 numeral on the tail sports 5 Japanese flags painted under the windshield indicating five enemy aircraft
destroyed on the ground as flown by Lt. Colleps.
P-51K-10, 44-12539, Lt. Everett Kelly, 6th FS, 1st Air Commando Group, 10th AF, Asansol, India, summer 1945
Everett Kelly took part in the air combat over Burma on October 14, 1944 within 1st Air Commando Group part of which was the
6th Fighter Group flying P-47D Thunderbolts. During his return from his first mission, the attack at the Mingaladon airport, he
shot down a Japanese Ki-43. He failed to score afterwards. His unit was primarily focused on attacking the ground targets. 6th
FS commenced its conversion to P-51D/K in the second half of May 1945 at Kalaikunda airport where it gave up their beloved but
war-weary Thunderbolts. The unit did not see combat until the end of WWII and after its return to the USA on November 3, 1945 it
was disbanded.
Same as the 51st FS custom already fighting in CBI, 6th FS decorated its aicraft with the checkerboard on the tail surfaces.
Kelly’s Mustang carried the inscription „Sigh!‘ on the nose port side and „Irene“ adorned the starboard side.
P-51K-10, 44-12073, Lt.Col. William M. Banks, CO of 348th FG, 5th AF, Ie Shima, July 1945
William McGowan Banks was born on September 1, 1915 in Raleigh, West Virginia. He enlisted in the Army Air Corps on March 15, 1941. After
finishing the training he was posted to 62nd PS flying P-40s. In June he was attached to 90th FS, 80th FG. In October 1942 he was dispatched
to New Guinea to join the 348th FG equipped with P-47s. In November 1942 he was given command of the 342nd FS. He also led this unit from
November 1943 until May 1944. During the fighting in the area between October 1943 and February 1944 he shot down six Japanese aircraft.
In December while attached to the 348th FG he participated in the liberation of Philippines where he scored three more kills flying P-47. On
February 1945 the unit converted to Mustangs D and K. On June 8, 1945 he assumed the command of 348th FG. At that time the unit sortied out
of the Ie Shima island for the raids on Japan. During a sweep flown on August 9, 1945 into the Fukuoka prefecture area Banks, leading the flight
of four aircraft, eye witnessed the explosion of the atomic bomb dropped on the city of Nagasaki. With his flight he even circled the mushroom
cloud billowed after the explosion. After the WWII Lt.Col. Banks continued his career in the USAAF. He retired in June 1963. He departed for
aviatior’s heaven on May 6, 1983 in San Antonio, Texas.

KITS 09/2021
Recommended for P-51K

FE1214 P-51K seatbelts STEEL (PE-Set)
648485 P-51D exhaust stacks (Brassin)
648486 P-51D exhaust stacks w/ fairing (Brassin)
648494 P-51D wheels diamond tread (Brassin)
648495 P-51D undercarriage legs BRONZE (Brassin)
648503 P-51D wheels oval tread (Brassin) Cat. No. 3DL48036 Cat. No. 3DL48037
648504 P-51D wheels cross tread (Brassin)
648505 P-51D wheels block tread (Brassin)
648511 P-51D wheels diamond tread 2 (Brassin) Cat. No. 648555
648512 P-51D wheels rhomboid treat (Brassin)
648513 P-51D wheels pointed cross tread (Brassin)
648514 P-51D wheels grooved (Brassin)
648517 P-51D gun bays (Brassin)
648555 P-51D engine (Brassin)
648570 P-51D gun sights (Brassin)
648571 P-51D 75gal drop tanks (Brassin)
648572 P-51D 108gal drop tanks (Brassin)
3DL48036 P-51K-5 SPACE (3D Decal set)
3DL48037 P-51K-10 SPACE (3D Decal set)
D48033 P-51D national insignia (Decal set)
D48034 P-51D stencils (Decal set)
Cat. No. 648570
Cat. No. 648495
OVERTREES 1/48
P-51D
Cat. No. 82102X Cat. No. 82105-LEPT1
Product page
Product page

KITS 09/2021
1/48 Cat. No. 11151

Photo-etched set
Paiting mask
10 marking options
Product page

KITS 09/2021

KITS 09/2021

KITS 09/2021
J4613, Capt. James Bigglesworth, No. 266 Sqn RFC, March 1917
The author of the Biggles books, W. E. Johns, illustrated his first books himself and, like illustrator Howard Leigh, sometimes depicted British
aircraft from the Great War (and not only in the Biggles stories) with blue fuselage and yellow wings. The reason for this may have been that
they both were finding the colors of British aircraft too dull, and so were seeking inspiration in the color scheme of the US Army Air Force
of the time. In the Biggles books, this paint scheme of the Camel has appeared in several modifications, and we have selected the one that
accompanied the book “Biggles of the Camel Squadron”, published in 1935 by John Hamilton, Ltd, with, if nothing else, illustrations by Howard
Leigh. As with virtually all representations of fictional Camels of a fictional pilot, the serial number is also fictional. There was no J series in
the case of the Sopwith Camel production.
J1936, Capt. James Bigglesworth, No. 266 Sqn RAF, summer 1918
This is a form of the "late" Biggles Camel as described in the short stories "The Fledglings" and "Biggles on the Spot". In both cases we read
about letters drawn on the Camel's nose, similar to the practice seen on SE.5a fighters or DH.4s of the No. 55 Squadron IAF. Another clue is
that the German pilots identified Biggles' Camel by its blue engine cowling and declared him as a most prominent enemy. The entire squadron
painted the nose of their machines blue subsequently. In the latter story, there is also mention of the Bentley engine in Biggles' Camel. The
serial number is again fictitious, the individual markings and the squadron markings are white, but the individual lettering on the nose is blue.
The color of the upper surfaces is, let´s say, PC10.
B3889, Capt. Clive F. Collett, B Flight, No. 70 Sqn RFC, Poperinge, France, August 1917
Clive Franklyn Collett was a New Zealand fighter ace with 11 victories. He joined the RFC in the first year of the war, while he underwent pilot training at a private
flying school. In January 1915 he obtained his Royal Aero Club license No. 1057 and joined No. 11 Squadron RFC in May 1915. Two months later he was transferred
to No. 8 Sqn, then to No. 32 Sqn and in March 1916 to No. 18 Sqn, where he began combat operations with Vickers FB.5. After an injury he returned to Great
Britain. On July 24, 1917, he joined No. 70 Sqn, which was the first Squadron to be equipped with Camels. Three days later he achieved his first victory by shooting
down an Albatros D.V. He added six kills during August and four more in September. After recuperation from the wound (gunshot of the arm) Collett was posted
to No. 73 Sqn. There, on December 23 he took off for a test flight with a captured Albatros, crashed into the sea and was killed. His Camel from the successful
period with No. 70 Sqn bore the standard livery with probably PC12 paint on the upper surfaces. The metal and wooden parts of the front fuselage were probably
painted in the 'Battle Grey' color. The machine was built by the Sopwith factory and powered by a Clerget engine.

KITS 09/2021
B7190, Capt. Walter G. R. Hinchliffe, C Flight, No. 10(N) Sqn RNAS, Téteghem, France, March 1918
"Hinch", as Walter Hinchliffe was called, scored six kills during World War I, all when at controls of a Camel. He shot down his second and third victims on the
one of serial number B7190. Hinchliffe served with the artillery at the start of the Great War, only joining the ranks of the RNAS (Royal Navy Air Service) in 1916.
He completed his pilot training and served as an instructor at the RNAS base at Cranwell afterwards. There he clocked an incredible 1,250 flight hours in thirteen
months. It was not until January 1918 that he joined No. 10 Sqn RNAS. He scored his first kill on February 3 when he shot down an Albatros D.V., his last one
occured on May 19. On June 3 he suffered serious head and facial injuries after a crash and lost his left eye. After the War he flew as an airline pilot. In 1928 he
attempted to fly across the Atlantic. He took off from Cranwell Airport on March 13 with co-pilot Elsie Mackay. They have not been seen since... "Hinch's" Camel
bore a striking livery with blue and white stripes on the nose and a blue fuselage spine. There was a drawing of a devil on the wheel discs, the German word
DONNERWETTER behind the cockpit, possibly on both sides, and a symbol, which was, according to the only known photo of this part of the aircraft, probably
stylized combination of the letters W and H on the ridge of the aft fuselage. Upper and sides were probably in PC10 color. Camel B7190 was built by the
Clayton & Shuttleworth company and was powered by a Bentley B.R.1 engine.
B3893, Capt. Arthur R. Brown, No. 9(N) Sqn RNAS, Leffrinckoucke, France, September 1917
Canadian Arthur R. Brown became one of the most famous fighters of the Entente Powers, although he achieved "only" ten kills. The reason
is his victory over Manfred von Richthofen. Brown achieved three kills flying this Camel during September and October 1917 (3rd to 5th kills).
Brown became an RNAS pilot on November 24, 1915, but on May 2, 1916, he suffered a back injury in a crash and spent three months recovering.
Further health issues prevented him from combat until April 1917, when he was assigned to No. 9(N) Sqn RNAF and changed No. 11 and No. 4
subsequently. When back at No. 11 Sqn, he achieved his first kill on July 17. In September he returned to No. 9 Sqn. By the end of October, he
scored five times and, after rest, returned to the unit in February 1918, adding three more victories before spotting a red “Dreidecker” attacking
Camel of Lt. May on April 21. He shot the enemy down. As it turned out his victim was the famous "Red Baron". Brown later served as an
instructor. On July 15 he fainted during flight, crashed, and suffered serious head injuries. It took five years for him to make a full recovery.
Brown died of a heart attack on March 9, 1944. His Camel B3893 was a Sopwith production and had the face of comedian George Robey from
the musical "Zig Zag!" drawn on the horizontal stabilizer. Upper and side surfaces were probably in PC12.
N6377, Capt. Harold F. Beamish, No. 3(N) Sqn RNAS, Furnes, Belgium, September 1917
New Zealander H. F. Beamish, nicknamed "Kiwi", scored eleven kills in World War I, five of them in cooperation. He joined the RNAS in June 1916 and served with
No. 3 Sqn and No. 203 Sqn RAF (when the unit was renamed after a reorganization on April 1) from January 9, 1917, until August 17, 1918. He scored his first kill
on April 23, 1917 (Albatros D.III) flying a Sopwith Pup and scored four more ones with this Camel. In the autumn of 1918, he went home on leave to New Zealand
and there too the end of the War found him. After the War he farmed, living to the age of 90 years. He died on October 26, 1986. This Camel N6377 was a Sopwith
production, powered by a Bentley engine. It bore a drawing of a green tree on its white back, the main color was probably PC12. The aircraft was later shot down
on March 6, 1918, but its pilot, S/Cdr R. S. Dallas, was unhurt and the aircraft was also repaired. It was finally lost on April 22, 1918, when 2/Lt W. H. Easty was
shot down with it and killed.

KITS 09/2021
Capt. Henry R. Clay Jr, 41st Aero Squadron USAAS, Colombey-les-Belles, France, October 1918
Henry Robinson Clay was an American ace with eight victories, and a member of the first contingent of American pilots sent to gain experien-
ce in RFC service. He was assigned to No. 43 Sqn and claimed his first victory in its ranks, but it remained unconfirmed. He was then transfe-
rred to the 148th Aero Squadron and in the period from August 16 to September 27, 1918, achieved all of his eight victories, this time confirmed.
On six occasions his victim was a dangerous opponent, a Fokker D.VII. At the very end of the war, Clay was appointed commander of the 41st
Aero Squadron, where he flew this Camel of unknown serial number. The unit's emblem was a camel passing through a letter V. Upper and
side surfaces were PC10. Before he could lead his unit into combat for the first time, the war was over. But Clay never returned home to the
United States. He died in Coblenz, Germany, on February 17, 1919, during the third wave of the Spanish flu.
C6713, Capt. DÚrban Victor Armstrong, No. 151 Sqn RAF, Crécy-Estrées, France, April 1918
Captain Armstrong got his unusual first name after his hometown, Durban, South Africa. He joined the RFC ranks in 1915 and a year later was assigned to No. 60
Sqn. In its ranks he achieved his first victory on November 9, 1916. He was then sent back to the UK and served with units assigned to the home defence. Firstly
during 1917 in the ranks of No. 44(HD) Sqn, then he became a flight commander with No. 78(HD) Sqn. Shortly afterwards he returned to the front to No. 151 Sqn,
which became the first RAF night fighter unit in France. In its ranks he scored four kills, three of them at night (the first one occurred at 20:35 on June 29, so still
in daylight conditions). Armstrong became a renowned acrobat, and liked to perform his Camel at low altitudes, which later proved fatal to him. Just two days
after the end of the war, on November 13, 1918, he performed low-altitude aerobatics near Bouvincourt, crashed and died. His red Camel C6713 sported the name
Doris and flew in this form before being sent to the front and adapted for night missions by overpainting white fields in the wing cockades and deletion of the
fuselage cockades. Also, the lights were added. The C6713 was produced by British Caudron company and powered by a LeRhone 9J engine.
C1555, Capt. Francis L. Luxmoore, No. 78(HD) Sqn RFC, Hornchurch, Great Britain, January 1918
A pilot with three kills to his credit, Francis L. Luxmoore was an aviation enthusiast and wanted to join the RFC as soon as possible after its
formation. He did succeed in 1916, and from August that year served in the ranks of No. 46 Sqn. He had to wait until June 4, 1917 for his first
victory, when, after separating from the rest of the patrol, he was attacked by a trio of Albatroses and shot down one of them in the ensuing
battle. After being sent back to the Great Britain, he served with No. 78(HD) Sqn, flying this Camel equipped with lights for night flying. He then
returned to the front with No. 54 Sqn after a rest. In its ranks he shot down another Albatros on February 18, 1918 and scored a third kill on
March 13, 1918. Five days later he took part in a dogfight involving more than ninety aircraft, his Camel was damaged in the fight, Luxmoore had
to make an emergency landing and was taken POW. After the war, he remained in the RAF ranks until 1928 and stayed in touch with aviation in-
dustry. His Camel from the period of service with No. 78(HD) Sqn sported a coat of azure blue paint on the canvas fuselage parts and on upper
wing surfaces. Luxmoore did not achieve any kills with it. It was a Hooper production Camel and was powered by a LeRhone.

KITS 09/2021
F1471, 185th Aero Sqn USAS, Colombey-les-Belles, France, March 1919

The 185th Aero Squadron of USAAC was established on November 11, 1917, at Kelly Field, Texas, by transferring some personnel from the 24th
Aero Squadron. The entire unit then embarked aboard the RMS Adriatic in late January 1918 and arrived in Liverpool on February 16. After the
personnel undergo training, they moved to France on August 12 to the American Rest Camp No. 2 at Le Havre. From there they proceeded to
St. Maxient Replacement Barracks for ground training and then to Colombey-les-Belles for further aerial training. However, due to the need
to resupply other units, seventeen pilots with completed training were transferred elsewhere. The 185th Aero Squadron itself did not receive
its Camels until September 12 after moving to Rembercourt airfield. At the same time, it was the first U.S. unit designated for night fighter duty.
However, the pilots were not trained for such a task, nor did the equipment of the airfield and aircraft were sufficient for it. This Camel was
delivered to the unit two days after the Armistice and remained in the unit's inventory even after it moved back to Colombey-les-Belles and
changed their Camels for Spads XIII in February 1919. This Camel received a coat of white paint on the fuselage during this period. Upper sides
of wings remained in PC10. The squadron emblem, a black bat in an orange circle, was painted on the aircraft after the war. The F1471 Camel
was manufactured by Boulton & Paul and was powered by a Gnome engine.
OVERTREES
Sopwith F.1 Camel
1/48 Cat. No. 11151-LEPT1
Product page
Cat. No. 82171X
Product page

KITS 09/2021
Recommended for Sopwith Camel

FE1215 Sopwith Camel seatbelts STEEL (PE-Set)
644116 Sopwith Camel LööK (Brassin)
648657 Sopwith Camel wheels type 1 (Brassin)
Cat. No. 644116
648658 Sopwith Camel wheels type 2 (Brassin)
648659 Sopwith Camel seat (Brassin)
648660 Sopwith Camel Vickers Mk.I gun (Brassin)
648674 Sopwith Camel Rotherham air pumps (Brassin)
3DL48038 Sopwith Camel SPACE (3D Decal set)
648662 Sopwith Camel 20lb bomb carrier (Brassin) release 10/2021
648676 Sopwith Camel Clerget engine (Brassin) release 10/2021
648677 Sopwith Camel Bentley engine (Brassin) release 10/2021
Cat. No. 648660
Cat. No. 648659
Cat. No. 648676
Cat. No. 648674
Cat. No. 648662

KITS 09/2021
1/72 Cat. No. 2140

Hasegawa plastic parts Paiting mask Brassin: wheels
Photo-etched set 10 marking options
Product page

KITS 09/2021

KITS 09/2021
B-25J-10-NC, 43-35982, 428th BS, 310th BG, 12th AF, Ghisonaccia, Corsica, France, April 1945
The 310th Bombardment Group was activated in March 1942 and designated as a medium bomber Group consisting of four squadrons. De-
livered in June 1944, the 43-35982 ship nicknamed “Angel of Mercy” was flying with the 428th bomb squadron. She was one of 15 aircraft of
the unit to fly the mission to the Rovereto on April 19, 1945. She was hit by shell fragments from AA fire and badly damaged prior to the bomb
dropping. Pilot-in-command, 1/Lt. W. S. McMillan managed to keep the ship on course with help of his co-pilot W. D. McLean, enabling the
bombardier to drop the bombs on the target, the railroad bridge. The hits knocked out the hydraulic system and main gear, rear gunner A. S.
Hatfield was wounded. The crew decided not to risk the overseas flight to the home base at Corsica and opted for another base of the 310th BG
at Fano, Italy, where they managed to land the ship with only nose landing gear open. The “Angel of Mercy” ship was left in natural metal finish,
so it had the horizontal band on the vertical tail surfaces separated by black bands. The colors for 310th BG as well as for the 428th BS were
yellow. The propeller spinner and the front of the engine covers were of the same color. The nose art of the nurse with a bomb under her arm
was not accompanied by mission symbols on this aircraft.
B-25J-1-NC, 43-27716, 445th BS, 321st BG 12th AF, Solenzara, Corsica, France, April 1945
Constituted as 321st Bombardment Group (Medium) on June 19, 1942 and activated on June 26, the crews of the unit prepared for overseas duty
with B-25s. The 43-27716 ship got rather amusing nickname “Shit house mouse” and had the missions marked by black mice. On the engine
cowl there was an inscription “Quaketown” (the town in Pennsylvania). The pilot of the ship and the Airplane Commander was 1/Lt. R. S. Elmer
from December 1, 1944, to March 29, 1945. On the March 30 Elmer overhanded her to 1/Lt. R. G. Rice, who brought “Shit house mouse” to the end
of the war. Until its 73rd mission the aircraft had only the Roman numeral I on the tail, after then Latin number 7 was added on the vertical fin
on December 14, 1944. The ship sported Olive Drab color over the upper and side surfaces, as was a common practice. Other surfaces were left
in natural metal finish. The outhouse was of brown color.

KITS 09/2021
B-25J-10-NC, 43-28152, 501st BS, 345th BG, 5th AF, Luzon, Philippines, February 1944
The 345th Bomb Group was first activated at Columbia Army AB in November 1942 and was christened the “Air Apaches” in July 1944. It was
the first Air Force Combat Group to be sent to the Pacific in WWII. The group consisted of four squadrons, as usual with the medium bomber
groups, one of them, the 501st squadron, had the nickname “Black Panthers”. The 43-28152 was assigned to the unit on October 22, 1944, and
shortly afterwards nicknamed “Apache Princess” and assigned to pilot Roman Ohnemus. The ship was lost on May 27, 1945, when piloted by
2/Lt Ted. U. Hart on the mission against Ensui airfield and rail yard on Formosa. Due to a navigational error and bad weather the squadron
missed the target and attacked sugar refinery and a brick plant at Mizukami and Meiji instead. The “Apache Princess” was hit by AA fire during
attack and her left engine caught fire. After releasing the bombs, Hart feathered the damaged engine, but the fire spread to the bomb bay and
the aircraft crash landed into the rice field. SSgt. Robert E. Bever was fatally wounded, the rest of the crew survived and became POW. There
is no photo evidence of the port side of the ship, it is believed the beautiful and large nose art was only on the starboard side (although the
warbird with both sides painting of heavily modified theme exists). The original painting was a masterpiece of work of gifted Sgt. George M.
Blackwell. The aircraft sported the older variant of the Group´s badge, the head of the Indian. It is possible it might be already replaced by later
simplified badge at the time it reached its sour end.
B-25J-1-NC, 43-27708, 488th BS, 340th BG, 12th AF, Corsica, France, 1945
The 340th Bomb Group was the “home” of Joseph Heller´s famous Catch 22 novel as the author flew with the unit during the wartime
as a bombardier. The group was activated on August 20, 1942 and arrived in the Mediterranean theater in March 1943. Assigned to the 9th AF
and later to the 12th AF. On March 30, 1945, the 43-27708 ship named “Battliń Betty” was flying the mission to bomb the Ora Rail Diversion
Bridge in northern Italy. Overflying the Brenner Pass just some 400 ft over the hills, the ship was hit by flak. The shells damaged right engine
and bomb bay doors and knocked out the electrical release system. Unable to drop the bombs and with one engine stopped the pilots just
managed to maneuver the ship to the Venice area, where all the crew of 1/Lt Emett W. Hughes bailed out and became POW. After captured by
Italians they were handed over to Germans and forced to march 225 miles (!) to the Stalag Luft 7A in Moosburg, Germany. The “Battliń Betty”
and nice nose art of the woman with the javelin on the starboard side of the fuselage. Originally in natural metal finish the upper and side sur-
faces were overpainted in Olive Drab. The areas of the vertical fins with unit code and serial number were also left in bare metal, at least for
some time. Joseph Heller flew several missions with this ship.

KITS 09/2021
B-25J-1-NC, 43-3890, 82nd BS, 12th BG, 10th AF, Fenny, India, December 1945
Constituted as 12th Bombardment Group (Light) on November 20, 1940, the unit was activated on January 15, 1941. The crews trained with
B-18, B-23 and PT-17 aircraft and patrolled the west coast after the Japanese attack on Pearl Harbour. The group was redesignated as
Medium in December 1941 and started flying the B-25s early in 1942. After spell with 9th AF in Mediterranean theater the group, nicknamed
“Earthquakers”, moved to India in February 1944 and was assigned to 10th AF. The 43-3890 was nicknamed “Milk Run” with paintings of five
small, adorable bulldogs. Bulldog was a squadron´s mascot, the term “Milk Run” was used for easy, low-risk missions and several other
aircraft were named similarly. The painting was a job of Capt. Norman L. Harms, one of the second pilots of the unit. The “Milk Run” ship was
painted in standard camouflage of Olive Drab upper and side surfaces with Neutral Gray from bottom.
B-25J-10-NC, 43-36020, 501st BS, 345th BG, 5th AF, Tacloban, Philippines, April 1945
One of the paintings of Sgt. George M. Blackwell, who decorated several other aircraft of 345th Bomb Group, was the “Reina del Pacifico”
(Queen of the Pacific), the B-25J-10-NC of serial number 43-36020. The large nose art was one of the most stunning paintings on the B-25s.
Blackwell started this painting at the end of November, finishing it at the beginning of December 1944. The ship was shot down during the
mission over Saigon on April 28, 1945, when 2/Lt. M. R. Esty and 2/Lt M. E. Miller were in the pilot seats. All five crewmembers were killed in
the subsequent crash. The ship had the paint scheme of the Olive Drab on upper and side surfaces with Neutral Gray undersides and sported
the earlier variant of the Indian emblem on the vertical fins. It is not known whether or not the newer, simplified version of the Air Apaches
emblem was painted on the vertical fins prior to the crash of the Reina del Pacifico.

KITS 09/2021
B-25J-1-NC, 43-27559, 380th BS, 310th BG, 12th AF, Peretola, Italy, April 1945
The 43-27559 Mitchell nicknamed “She´s Engaged” was veteran of more than 100 missions. The ship was left in bare metal and sported pain-
ting of beautiful sitting lady in summer dress painted according to one of paints of famous pre-war artist Alberto Vargas (as were many other
nose arts). The original Vargas´s painting was later published in the Esquire calendar of January 1946. The ship was assigned to Sgt. Elton T.
Larsen as a crew chief and to Lt. John W. Allen as a pilot. The identification band on the vertical fins consisted of the upper yellow one (310th
BG colour) and lower blue one (color of the 380th BS). As with other bare metal ships in 310th BG, the bands were separated by black lines.
The engine nacelles had Olive Drab upper insides; the same color was painted in front of the windshield (anti-glare panel). The Olive Drab was
also used as a background for the bomb marks.
B-25J-11, 43-36001, 75th BS, 42nd BG, 13th AF, Philippines, 1945
The 42nd Bombardment Group (Medium) was activated on January 15, 1941, from the 7th BG (Heavy) at Fort Douglas, Utah. It was later nickna-
med “Crusaders”. The 43-36001 ship was niocknamed “Nasty Nancy” and got painting of beautiful and scanty suited girl riding a torpedo.
On April 10, 1945, the “Nasty Nancy” was assigned rather specific job. During the mission No. 48 of 42nd BG she was to fly a route over the
city of Saigon in broad daylight at the height of 10,000 ft as a decoy for Japanese fighters. The plan was to lure the enemy into a trap as there
were P-38s waiting for them above and ready to attack after the code sentence “Little friends, come down and play" was sent over the radio
by the crew of Lt. Joseph Wright. Apart of the kills by P-38s, four Japanese fighters were shot down by gunners of the “Nasty Nancy”. The rear
gunner, Sgt. William Outlaw even used his .45 caliber pistol to shoot at the enemy fighters after his machine guns jammed. The ship had its
nose art painted on the starboard side of the front fuselage, the color scheme was usual in Olive Drab and Neutral Gray with yellow wingtips
and top of the vertical stabilizer and rudder. The groups´s badge was also painted on the vertical fins.

KITS 09/2021
B-25J-5, 43-27952, 823rd BS, 38th BG, 5th AF, Morotai, Indonesia, November 1944
The 38th Bombardment Group (Medium) was constituted on November 20, 1940, and activated on January 15, 1941, at Langley Army Air Base,
Virginia. The initial personnel were transferred from the 22nd Bombardment Group. The 38th BG consisted of four squadrons, but two of them
were assigned to the 42nd BG after the Battle of Midway. The 823rd Bomb Squadron was constituted and assigned to the 38th BG in New Gui-
nea on April 20, 1943, as well as the 822nd BS, the two bringing the 38th BG to the full strength of four squadrons again. The 823rd BS adopted
the name „Terrible Tigers“ and started to decorate their aircraft correspondingly. It was also the case of the No. 952 ship, which was one of few
with glass cockpit left, as many B-25Js of the 38th BG were either original strafers with solid nose or modified with the glass nose painted
over. The “952” was assigned to Lt. John W. Lupardus as a pilot. The tiger´s head was partly painted over the glass part of the nose of the ship,
the camo colors were standard Olive Drab and Neutral Gray. The lower part of the fin was either green or blue. The blue was assigned to the
squadron, but the green was also used on some aircraft as it did not intervene with markings of other squadrons (the 405th BS used also
green color, but on the upper part of the fins
B-25J-1-NC, 43-27540, 487th BS, 340th BG, 12th AF, Alesani, Corsica, France, March 1945
One of the most famous squadrons within the 37th Bombardment Wing at the end of the war were the Dogfaces, the 478th BS. It was decided
one of the squadrons of the 37th Bomb Wing should honor the bravery and misery of the soldiers on the ground, and it was decided by the
personnel to do it by means of paintings of the characters of the famous cartoons of Bill Mauldin. Mauldin himself sketched twelve characters
based on his often-featured infantrymen Willie and Joe. The 43-27540 ship was nicknamed “Watch Copier” according to the painting of the
soldier checking his watches. Other known ships decorated in the honor of the infantrymen were for example “Uncle Willie”, “Supper Unit Ra-
tion K” or “G. I. Joe”. These impressive paintings were made by Sgt. Greg Moore and Sgt. Durley Bratton with assist of sergeant Gavette during
January of 1945. The ship with code 7E was flown by several pilots most frequently by Lieutenants C. Cook and B. O. Lyons. The “Watch Copier”
ship was painted in Olive Drab/Neutral Gray finish, supplemented with blue spinner and front of the engine nacelles. At the end of the war, she
had 142 missions flown.

KITS 09/2021
Recommended for B-25J

72424 B-25J exterior (PE-Set)
72425 B-25J bomb bay (PE-Set)
73007 Ammunition Belts US Cal.0.50 (PE-Set) Cat. No. 672092
672038 US 250lb bombs (Brassin)
672092 M-2 Browning guns (Brassin)
Cat. No. 73007
Cat. No. 672038 Cat. No. 672244
OVERTREES
B-25J glass nose
1/72 Cat. No. 2140-LEPT1
Product page
Cat. No. 2140X
Product page

KITS 09/2021
1/48 Cat. No. 84177 Product page

4 marking options

KITS 09/2021
MiG-21M, 1st Squadron, 4th Fighter Air Regiment, Pardubice air base, Czechoslovakia, June 1989
The relaxing of the political strictness through 1989, along with the disbandment of Pardubice’s 4th slp, gave rise to something
as yet unheard of. Two more or less clothed ladies graced the noses of a MiG-21M. Greater scorn was provoked by the markings
denoting ‘Pardubice’ and ‘4.slp’ (translator’s note: typically, the period behind the number is the equivalent to the English ‘st’, ‘th’
or ‘nd’, so that the 4. is equivalent to 4th , the 1. to the 1st, and so on), since these bits of information were still strictly classified.
The inspiration for the artwork on ‘1113’ was pin up on B-24 „Barbara Jean“ from the Second World War. The image was projected
and transferred onto the aircraft with the use of a Meotar apparatus, and this aircraft made it into the air at least once with the
pin-up in place.
These aircraft were updated to MF standard likely during their general overhaul in 1987. They were given the rear view periscope
mounted in the canopy and had the small wing fences added adjacent to the auxiliary air intake doors. The R-13 power egg was
added already during the midlife upgrade. Aircraft after general overhauls in April 1986, retained their original look without paint,
the wheel wells were a grey-green color, and the air brake interiors were painted their usual dense yellow color.
MiG-21MF, No. 23+15, Jagdgeschwader 1, Holzdorf, Germany, 1990

After the reunification of Germany in 1990, all assets of the National Peoples' Army were absorbed into the Bundeswehr. In the
case of combat aircraft, this included the MiG-21, -23, -29 and Su-22. Due to basic incompatibilities, the MiG-21 did not last long
in the Luftwaffe. In 1990, the MiG-21MF served in the ranks of JG 1 and with one Staffel of JG 3. JG 1 was based at Holzdorf. It was
here that MiG-21MF 23+15 (ex 510 of the East German Air Force) received the sharkmouth along with the other colourful mar-
kings.

KITS 09/2021
MiG-21MF, No. 9107, Mjr. Dariusz Pacek, CO of 10. Pułk Lotnictwa Myśliwskiego, Łask, Poland, 2000
On May 7th, 1974, MiG-21MF, serial number 969107, was handed over to the Polish Air Force, along with another example. Up until
January 9th, 1990, it served with the 41st PLM, after which it served with the 10th PLM. On the occasion of the fifty-fifth anniver-
sary of the end of the Second World War, the upper and side surfaces were painted in gold. The author of this scheme was the
crewchief, st.chor. Piotr Polit. In 2007, the aircraft was transferred to the Polish Air Force museum in Krakow.
The gold paint on the upper and side surfaces was complimented by a commemoration of the anniversary together with the 1st
Squadron unit marking, and the emblem of the 10th PLM on the nose. The lower surfaces remained in natural metal.
MiG-21MF, No. 1019, 1st Lt. Sadik, No. 11 Squadron, Al Rasheed Air Base, Iraq, 1980
MiG-21MF numbered 1019 took part in the Yom Kippur War when it served as part of the expeditionary force with No. 11 Squadron
when it was sent to Syria. On October 22nd, 1973, according to Arab sources unconfirmed by Israeli ones, Namiq Saadallah shot
down an Israeli Mirage III. Seven years later, in the war with Iran, 1st Lt. Sadik shot down an Iranian F-4E Phantom II with an
R-13M missile flying this airplane.
The front of the aircraft carried the Arabic numerals 1019 and below the windscreen was a record of the kills achieved in this
aircraft.

KITS 09/2021
Recommended for MiG-21MF

48702 MiG-21MF exterior (PE-Set)
48704 MiG-21 ladder (PE-Set)
FE952 MiG-21MF seatbelts STEEL (PE-Set)
FE1216 MiG-21MF Weekend (PE-Set) Cat. No. 644048
644048 MiG-21MF LööK (Brassin)
644055 MiG-21MF early LööK (Brassin)
644087 MiG-21MF early LööKplus (Brassin)
644088 MiG-21MF LööKplus (Brassin)
648025 Rocket launcher UB-16 and UB-32 (Brassin)
648026 MiG-21 wheels (Brassin)
648030 MiG-21 seat late (Brassin)
648036 MiG-21MF interior late (Brassin)
648040 RS-2US / AA-1 Alkali (Brassin)
648049 MiG-21 wheel wells (Brassin)
648064 MiG-21 late airbrakes (Brassin)
648080 MiG-21 undercarriage legs BRONZE (Brassin)
648125 R-3S / AA-2 Atoll-A (Brassin)
648126 OFAB-100 Soviet bombs (Brassin)
648127 OFAB-250 Soviet bombs (Brassin)
648490 MiG-21 F.O.D. (Brassin)
648445 R-13M missiles (Brassin)
3DL48034 MiG-21MF SPACE (3D Decal set)
EX337 MiG-21MF Weekend (Mask)
EX526 MiG-21MF w/ canopy seal (Mask) Cat. No. 648445
EX636 MiG-21MF TFace (Mask)
Cat. No. 648049
Cat. No. 648080

KITS 09/2021

Photo-etched set
Paiting mask
6 marking options
Re-release

KITS 09/2021
Fw 190D-11, WNr. 2200XX, Ltn. Karl-Heinz Hofmann, Platzschutzschwarm of JV 44, München – Riem,
Germany, May 1945
The most famous unit which flew the Fw 190D is JV 44. Up to this time, five Focke-Wulf Fw 190Ds are known to have been used
by JV 44, part of the so-called 'Sachsenberg Schwarm'. Fancy, red lower surfaces with white stripes were used as a recognition
feature to prevent friendly AA fire. These Doras protected Me 262 Schwalbe jets from JV 44 during their most vulnerable phase
of flight – take-off and landing. 'Red 4', with the 'Der nächste Herr – die selbe Dame' inscription is documented as being flown by
Lt. Karl-Heinz Hofmann. The inscription can be translated as 'different man, same woman'. This Dora ended her life at München-
-Riem airfield.
Fw 190D-11, WNr. 2200XX, VFS des G. d. J., Bad Wörishofen, Germany, March - April 1945
Based on the post-war pictures, it is clear that Fw 190D-11 'Red 4' from the famous 'Sachsenberg Schwarm' was previously used
by Verbandsführerschule des G. d. J. under the designation '< 58' at Bad Wörishofen. This school unit offered specialized training
for fighter unit leaders. As this unit was a pilot school, the white spinner spiral, typical for frontline fighters, was not present.
Fw 190D-11, WNr. 220014, VFS des G. d. J., Bad Wörishofen, Germany, April 1945
Verbandsführerschule des General der Jagdflieger was founded in September 1944, by Adolf Galland in Königsberg in der
Neumark (located in western Poland nowadays), where it was based until February 1945. The beginning of February 1945, saw
the unit at Bad Wörishofen, and the VFS des G. d. J. had operated from this airfield till April 27, 1945, when it was disbanded. This
Dora, WNr. 220014, was found at this airfield along with other D-11s used by VFS des G. d. J. The gun covers and upper part of
engine cowling are unusually camouflaged with RLM 82.

KITS 09/2021
Fw 190D-13, WNr. 836016, V./EJG 2(?), Pilsen – Bory, Protektorat Böhmen und Mähren, May 1945
Only two Fw190D-13s are currently photographically documented. This one was found at Pilsen – Bory airfield with the engine
dismantled at the end of the war. The Black Stab marking on the fuselage shows that this particular aircraft was flown by the
Gruppenkommandeure. The exact operator of this Dora is not known, and V./EKG 2 formed from I./EKG(J) is one of the possibi-
lities. If this theory is correct, then this Dora was flown by Hptm. Walter Grasemann. Nevertheless, thanks to confusion during
final days of the war, this aircraft could also have been flown by other units, such as JG 2 or JG 6. The series of at least fifteen
Fw 190D-13s was manufactured by Weser Flugzeugbau in March and April, 1945.
Fw 190D-13/R11, WNr. 836017, Stab./JG 26, Flensburg-Weiche, Germany, May 1945

This aircraft had belonged to JG 26 and was captured by the RAF at Flensburg–Weiche airfield on May 5, 1945. It is highly possible that this
aircraft was flown by Major Franz Götz, CO of JG 26 (Ritterkreuz holder, 63 victories). Yellow '10' is said to be Götz´s lucky number. The small
Ace of Spades badge on both fuselage sides refers to his career in the role of III./JG 53 'Pik As' commanding officer. The small inscription on
the lower part of the cowling is not accurately known – the most often mentioned likelihood is 'Kontrolliert', seen on other German aircraft. The
R11 designation indicates installation of the PKS 12 autopilot, and the letter 'R' stands for Rüstsatz ('additional set' in German). The WFG factory
camouflage scheme was darkened using RLM 81 and RLM 82 colours.
Fw 190D-13/R11, WNr. 836017, Flensburg – Weiche, Germany, summer 1945

This Dora was captured by the Royal Air Force at Flensburg-Weiche airfield. The German national insignia was overpainted with
a dark blue-grey colour by British personel with strangely positioned small white stars on the fuselage and wings. The inscrip-
tion 'USA 14' was handpainted on the starboard side of the tail also. This aircraft took part in two mock dogfights with a Hawker
Tempest Mk.V on July 25, 1945. The Dora was flown by German pilots – Maj. Heinz Lange (former Kommodore of JG 51, Ritter-
kreuz holder, 70 victories) a Oblt. Günther Josten (former Kommandeure of IV./JG 51, 178 victories). Based on this evaluation,
both aircraft were considered to be nearly equal except for speed at height where the Dora was better. This Dora was handed
over to the Americans and shipped overseas via Cherbourg, France, aboard the British aircraft carrier HMS Reaper to the U.S.A.
It was restored and found its way to the Museum of Flight in Seattle, WA. Unfortunately, the reconstruction of the camouflage
scheme is not accurate.

KITS 09/2021
Recommended for Fw 190D-11/13

481066 Fw 190D-11/13 (PE-Set)
FE1211 Fw 190D-9 seatbelts STEEL (PE-Set)
648150 Fw 190 wheels late (Brassin)
648356 Fw 190A wingroot gun bays (Brassin)
3DL48035 Fw 190D-11/13 SPACE (3D Decal set)
Cat. No. 648150
Cat. No. 3DL48035
Cat. No. FE1211
Cat. No. 648356
OVERTREES
Fw 190D-11
1/48 Cat. No. 8185-LEPT1
Product page
Cat. No. 8185X
Product page
OVERTREES
Fw 190D-13
1/48
Cat. No. 8186X
Product page

KITS 09/2021

Photo-etched set
Paiting mask
6 marking options
Re-release

KITS 09/2021
F Mk.VIII, JF330, AVM Harry Broadhurst, Africa, 1943

Harry Broadhurst joined the RAF in 1926. He became an outstanding display pilot and was promoted to CO of various units. He
took part in the Battle of Britain and managed to shoot down two Bf 109s on July 2, 1941. Unfortunately, he was downed by AA fire
during the same combat sortie. Five days later, Broadhurst´s aircraft was damaged yet again, the successful pilot on the German
side being Hptm. Josef Priller, the JG 26 fighter ace. By August 19, 1942, Broadhurst was credited with 13 confirmed kills,
7 probable kills and 10 damaged enemy aircraft. He was promoted to Air Vice Marshall and took command of the Desert Air For-
ce in January 1943. As the commanding officer he had the right to use his initials as his aircraft code. The AVM pennant appeared
under the windscreen. The aircraft was desert camouflaged and was equipped with extended wingtips.
F Mk.VIII, JF470, 308th FS, 31st FG, 12th AF, Fano Air Base, Italy, 1944 – 1945
The 31st Fighter Group flew Spitfire Mk.Vs, Mk.VIIIs and Mk.IXs from June 1943 till March 1944. The Group was subsequently re-
-equipped with P-51 Mustangs but a few Spitfires were retained as hacks. Mustangs flown by this FG had red-yellow stripes on
the wing tips. The red color was closer to the wingtips, but it is not clear if the red color position was the same on this Spitfire.
The wingtip appears to be yellow in available photos. The camouflage is probably that for high altitude fighters and consists of
Medium Sea Grey on upper and PRU blue on lower surfaces. Note the clipped wings.
F Mk.VIII, JF404, No. 32 Squadron RAF, Foggia Air Base, Italy, Early 1944
The high altitude fighter camouflage scheme adorned this Spitfire as well. In accordance with regulations, red-blue cockades
were painted on the fuselage and upper sides of the wings. No national insignia was applied on the bottom of the wings. A photo
of this aircraft shows that the GZ code letters did not adhere to regulations on the right side of the fuselage.
The aircraft was equipped with extended wingtips.

KITS 09/2021
LF Mk.VIII, MD280, F/Lt. Paul Ostrander, No. 155 Squadron RAF, Burma, 1945
Paul Ostrander, a Canadian from Winnipeg, joined No. 155 Squadron in India in May 1944 and flew Spitfire Mk.VIIIs from July of
the same year and successfully completed his combat tour in May, 1945. Ostrander´s Spitfire wore white identification stripes
on the wings and tail. It is not clear if a white stripe on the fin is present but this stripe would have been part of the prescribed
standard. Both possibilities are possible in this kit. The badge on the nose is based on the Chindits marking – troop units active
against the Japanese armed forces in the jungle behind enemy lines.
LF Mk.VIII, MT714, F/Lt A. W. Guest, No. 43 Squadron RAF, Ramatuelle Air Field, France, August 1944
Fifteen Spitfire Mk.VIIIs were delivered to No. 43 Squadron RAF, in July 1944. Squadron pilots flew them till October of the same
year from Calvi Air Field, Sardinia, and from various bases located in Southern France. This Spitfire wore the day fighter ca-
mouflage scheme. It was accepted by the RAF in June 1944 and assigned to No. 43 Squadron on July 13, 1944. MT714 was written
off on March 14, 1946.
HF Mk.VIII, W/Cdr Robert Gibbes, CO of No. 80 Fighter Wing, Dutch East Indies, 1945
The Spitfire Mk.VIII flown by W/Cdr Bobby Gibbes, a fighter ace credited with 12 kills (2 shared), carried the marking of No. 457
Squadron, RAAF. The kill marks under the canopy are inclusive of Gibbes´ score from the Mediterranean Theatre of Operati-
ons. He served with No. 3 Squadron RAAF at that time. The quick identification marking composed of white leading edges of the
wings, appeared on Australian Spitfires in mid 1943 for the first time and No. 80 Fighter Wing subsequently adopted them.
At least two versions of the sharkmouth were painted on this Spitfire, and we offer up the earlier style. Note the up-side down
oriented ace of spades on the rudder.

KITS 09/2021
Recommended for Spitfire Mk.VIII

49708 Spitfire Mk.VIII (PE-Set)
648099 Spitfire exhaust stacks fishtail (Brassin)
648115 Spitfire wheels - 4 spoke (Brassin)
648118 Spitfire wheels - 4 spoke w/pattern (Brassin)
648120 Spitfire - radio compartment (Brassin)
648199 Spitfire Mk.VIII cockpit (Brassin)
648200 Spitfire Mk.VIII engine (Brassin)
648201 Spitfire Mk.VIII gun bays (Brassin)
648338 Spitfire Mk.VIII top cowl (Brassin)
648380 Spitfire Mk.VIII / IX cockpit door (Brassin) Cat. No. 648120
648589 Spitfire Mk.I undercarriage legs BRONZE (Brassin)
3DL48039 Spifire Mk.VIII SPACE (3D Decal set)
D48048 Spitfire Mk.VIII over Europe (Decal set)
D48049 Spitfire Mk.VIII over Pacific (Decal set)
Cat. No. 648200
Cat. No. 648199
OVERTREES
Spitfire Mk.VIII
1/48 Cat. No. 8284-LEPT1
Product page
Cat. No. 8294X
Product page

09/2021
644116
Sopwith Camel LööK
1/48 Eduard
LööK set - Brassin pre-painted dashboard
and STEEL seatbelts for Sopwith Camel in 1/48
scale. Easy to assemble, replaces plastic parts.
Recommended kit: Eduard
Set contains:
- resin: 2 parts
- decals: no
- photo-etched details: yes, pre-painted
- painting mask: no
Product page
644117
Me 163B LööK Product page
1/48 Gaspatch Model

and STEEL seatbelts for Me 163B in 1/48 scale.
Easy to assemble, replaces plastic parts.
Recommended kit: Gaspatch Models
Set contains:
- resin: 2 parts
- decals: no
- painting mask: no

BRASSIN 09/2021
644118
Lancaster B Mk.I LööK Product page
1/48 HKM
and STEEL seatbelts for Lancaster B Mk.I
in 1/48 scale. Easy to assemble, replaces
plastic parts. Recommended kit: HKM
Set contains:
- resin: 4 parts
- decals: no
- painting mask: no
648638
Tempest Mk.II gun bays Product page
1/48 Eduard/Special Hobby

Brassin set - the gun bays for Tempest Mk.II
in 1/48 scale. The set consists of the gun
bays for both wings.
Recommended kit: Eduard/Special Hobby
Set contains:
- resin: 24 parts
- decals: no
- photo-etched details: yes
- painting mask: no

BRASSIN 09/2021
648656
Lancaster B Mk.I wheels Product page
1/48 HKM
Brassin set - the undercarriage wheels
for Lancaster B Mk.I in 1/48 scale. The
set consists of the main wheels and a tail
wheel. Easy to assemble, replaces plastic
parts. Recommended kit: HKM
Set contains:
- resin: 3 parts
- decals: no
- photo-etched details: no
- painting mask: yes
648657
Sopwith Camel wheels type 1 Product page
1/48 Eduard
Brassin set - the undercarriage wheels
for Sopwith Camel in 1/48 scale. Easy to
assemble, replaces plastic parts.
Set contains:
- resin: 2 parts
- decals: no

BRASSIN 09/2021
648658
Sopwith Camel wheels type 2 Product page
1/48 Eduard
Brassin set - the undercarriage wheels for
Sopwith Camel in 1/48 scale. Easy to assemble,
replaces plastic parts.
Set contains:
- resin: 2 parts
- decals: no
648659
Sopwith Camel seat
1/48 Eduard
Brassin set - the pilot seat for Sopwith Camel
in 1/48 scale. Easy to assemble, replaces plastic
parts. Recommended kit: Eduard
Set contains:
- resin: 1 part
- decals: no
- painting mask: no
Product page

BRASSIN 09/2021
648660
Sopwith Camel Vickers Mk.I gun Product page
1/48 Eduard
Brassin set - the Vickers Mk.I guns for Sopwith
Camel in 1/48 scale. The set consists of two guns.
Easy to assemble, replaces plastic parts.
Set contains:
- resin: 4 parts
- decals: no
- painting mask: no
648664
Spitfire Mk.V wheels Product page
1/48 Eduard
Brassin set - the undercarriage wheels for Spitfire
Mk.V in 1/48 scale. The set consists of the main
wheels and a tail wheel. Easy to assemble, repla-
ces plastic parts. Recommended kit: Eduard
Set contains:
- resin: 3 parts
- decals: no

BRASSIN 09/2021
648665
Spitfire Mk.Vb gun bays Product page
1/48 Eduard
Brassin set - the gun bays for Spitfire
Mk.Vb in 1/48 scale. The set consists
of the gun bays for both wings.
Set contains:
- resin: 28 parts
- decals: no
- painting mask: no
648666
Spitfire Mk.Vc gun bays Product page
1/48 Eduard
Brassin set - the gun bays for Spitfire
Mk.Vc in 1/48 scale. The set consists of the
gun bays for both wings. Recommended
kit: Eduard
Set contains:
- resin: 52 parts
- decals: no
- painting mask: no

BRASSIN 09/2021
648667
Spitfire Mk.V three-stacks exhausts rounded
1/48 Eduard
Brassin set - the exhaust stacks for Spitfire
Mk.V in 1/48 scale. Easy to assemble,
Set contains:
- resin: 2 parts
- decals: no
- painting mask: no
Product page
648668
Spitfire Mk.V three-stacks exhausts fishtail
1/48 Eduard
Brassin set - the exhaust stacks for Spitfire
Mk.V in 1/48 scale. Easy to assemble,
Set contains:
- resin: 2 parts
- decals: no
- painting mask: no
Product page

BRASSIN 09/2021
648670
Spitfire Mk.Va/b undercarriage legs BRONZE
1/48 Eduard
Brassin set - the undercarriage legs for Spitfire
Mk.Va and Mk.Vb in 1/48 scale. The set consists
of the main undercarriage legs and wheel well
doors. The legs are made of bronze. Easy to
assemble, replaces plastic parts.
Set contains:
- resin: 2 parts
- decals: no
- painting mask: no
- bronze: 2 parts
Product page
648671
Spitfire Mk.Vc undercarriage legs BRONZE
1/48 Eduard
Brassin set - the undercarriage legs for
Spitfire Mk.Vc in 1/48 scale. The set con-
sists of the main undercarriage legs and
wheel well doors. The legs are made of
bronze. Easy to assemble, replaces plastic
Set contains:
- resin: 2 parts
- decals: no
- painting mask: no
- bronze: 2 parts
Product page

BRASSIN 09/2021
648673
Sabre F.4 wheels Product page
1/48 Airfix
Brassin set - the undercarriage wheels for
Sabre F.4 in 1/48 scale. The set consists of
the main wheels and a nose wheel. Easy
to assemble, replaces plastic parts.
Recommended kit: Airfix
Set contains:
- resin: 5 parts
- decals: no
648674
Sopwith Camel Rotherham air pumps
1/48 Eduard
Brassin set - the oil pumps for Sopwith
Camel in 1/48 scale. The set consists of 6
pumps. Easy to assemble, replaces plastic
Set contains:
- resin: 6 parts
- decals: no
- painting mask: no
Product page

BRASSIN 09/2021
644114
B-17F LööKplus
1/48 HKM
Collection of 4 sets for B-17F in 1/48 scale. Recommended kit: HKM.
- LööK set (pre-painted Brassin dashboard & Steelbelts)

- TFace painting mask
- superchargers
- undercarriage wheels
Product page

BRASSIN 09/2021
644115
Tempest Mk.II LööKplus
1/48 Eduard/Special Hobby
Collection of 4 sets for Tempest Mk.II in 1/48 scale.
Recommended kit: Eduard/Special Hobby.

- exhaust stacks
Product page

BRASSIN 09/2021
SIN64877
Fw 190F-8 ESSENTIAL
1/48 Eduard
Collection of 4 sets for Fw 190F-8 in 1/48 scale.
- undercarriage legs BRONZE

- cockpit
- PE landing flaps
- undecarriage wheels
All sets included in this BIG SIN are available separately,

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

SPACE 09/2021
MiG-21MF SPACE
for 1/48 kit Eduard
Product page
Fw 190D-11/13 SPACE
for 1/48 kit Eduard
Product page
P-51K-5 SPACE P-51K-10 SPACE

for 1/48 kit Eduard for 1/48 kit Eduard
Product page Product page

SPACE 09/2021
Sopwith Camel SPACE

for 1/48 kit Eduard
Product page
Spitfire Mk.VIII SPACE

for 1/48 kit Eduard
Product page
F-4B SPACE
for 1/48 kit Tamiya
Product page

PHOTO-ETCHED September 2021
IDF Shot Kal IDF Shot Kal 1/35 Amusing Hobby (36468)
IDF Shot Kal turret boxes 1/35 Amusing Hobby (36469)
1/35 Amusing Hobby

PHOTO-ETCHED 09/2021
Sd. Kfz.2 Kettenkraftrad

1/35 Tamiya Sd. Kfz.2 Kettenkraftrad 1/35 Tamiya (36467)

Marder I on FCM 36 base

1/35 ICM Marder I on FCM 36 base 1/35 ICM (36470)

F-4B
F-4B 1/48 Tamiya (491212)
F-4B 1/48 Tamiya (FE1212) (Zoom)
F-4B seatbelts STEEL 1/48 Tamiya (FE1213) (Zoom)
1/48 Tamiya
F-4B 1/48 Tamiya (EX802) (Mask)
F-4B TFace 1/48 Tamiya (EX803) (Mask)

F-4E
1/72 Fine Molds
F-4E 1/72 Fine Molds (73747)
F-4E 1/72 Fine Molds (SS747) (Zoom)
F-4E 1/72 Fine Molds (CX603) (Mask)

DECAL SETS 09/2021
Cat. No. D32013

P-51D-5 "8th AF"
1/32 Tamiya/Revell
Product page
44-13660, Lt. Kenneth A. Skinner,

79th FS, 20th FG, 8th AF, King´s Cliffe,
Northamptonshire, Great Britain, Autumn 1944
44-13760, Capt. Glenn M. Webb,

79th FS, 20th FG, 8th AF, Northamptonshire,
King´s Cliffe, Great Britain, October 1944
44-13619, Lt. Robert W. Graham,

487th FS, 352nd FG, 8th AF, Bodney,
Norfolk, Great Britain, July 1944
44-13471, Capt. Evan M. Johnson, 505th FS,

339th FG, 8th AF, Fowlmere, Cambridgeshire,
Great Britain, May 1944
44-13410, Col. Thomas J. J. Christian, 375th FS, 361st FG, 8th AF,
Bottisham, Cambridgeshire, Great Britain, July 1944

DECAL SETS 09/2021
Cat. No. D32014

Italian smoke rings camouflage
1/32
Product page
Cat. No. D72034

B-25J stencils
1/72 Hasegawa
Product page
Cat. No. D72035

Su-7 stencils
1/72 Modelsvit
Product page

All sets included in this BIG ED are available separately,
but with every BIG ED set you save up to 30%.
BIG33136 F-100C PART I 1/32 Trumpeter Product page

32468 F-100C exterior 1/32
32473 F-100C interior pt.2 1/32
32989 F-100C interior 1/32
33285 F-100C seatbelts STEEL 1/32
JX277 F-100C 1/32
BIG33137 F-100C PART II 1/32 Trumpeter Product page

32469 F-100C slats 1/32
32470 F-100C air brake 1/32
32471 F-100C undercarriage 1/32
32472 F-100C gun bay 1/32
BIG49300 B-17F part III 1/48 HKM Product page
481056 B-17F ammo feed chutes 1/48

491182 B-17F radio compartment 1/48
491201 B-17F wooden floors & ammo boxes 1/48

All sets included in this BIG ED are available separately,
but with every BIG ED set you save up to 30%.
BIG49301 Ju 87D 1/48 Hasegawa/ Hobby 2000 Product page

491192 Ju 87D 1/48
FE1193 Ju 87D seatbelts STEEL 1/48
EX089 Ju 87D/G Stuka 1/48
BIG49302 F/A-18E 1/48 Meng Product page

49103 Remove Before Flight STEEL
491194 F/A-18E 1/48
FE1195 F/A-18E seatbelts STEEL 1/48
EX786 F/A-18E 1/48
BIG49303 IA-58A Pucara 1/48 Kinetic Product page

491196 IA-58A Pucara 1/48
FE1197 IA-58A Pucara seatbelts STEEL 1/48
EX788 IA-58A Pucara 1/48

MASKS 09/2021
EDUARD MASK IT FITS!

EX800 Fw 190D-11/13 TFace 1/48 Eduard
EX801 P-51K TFace 1/48 Eduard CX606
EX802 F-4B 1/48 Tamiya
EX803 F-4B TFace 1/48 Tamiya
EX804 Ar 234B TFace 1/48 Hasegawa/ Hobby 2000
CX604 Vulcan B.2 1/72 Airfix
CX605 F-14B 1/72 GREAT WALL HOBBY
CX606 A-4E 1/72 FUJIMI/Hobby 2000 CX606
EX800 EX800 EX800
EX802 EX802
EX803 EX803
EX803
EX804 EX804
EX804
CX604
CX604 CX604
CX605 CX605
CX605
September 2021
KITS
82105 P-51K 1/48 ProfiPACK
2140 ANGEL OF MERCY 1/72 Limited edition
11151 CAMEL & Co. 1/48 Limited edition
84177 MiG-21MF 1/48 Weekend edition
8185 Fw 190D-11/13 (reedice) 1/48 ProfiPACK
8284 Spitfire Mk.VIII (reedice) 1/48 ProfiPACK
PE-SETS
53269 SMS Szent István 1/350 Trumpeter
53270 SMS Szent István railings 1/350 Trumpeter
53271 SMS Szent István flags STEEL 1/350 Trumpeter
36467 Sd.Kfz.2 Kettenkraftrad 1/35 Tamiya
36468 IDF Shot Kal 1/35 Amusing Hobby
36469 IDF Shot Kal turret boxes 1/35 Amusing Hobby
36470 Marder I on FCM 36 base 1/35 ICM
36471 Panzerkampfwagen IV Ausf.G 1/35 Tamiya
481061 Lancaster B Mk.I bomb racks 1/48 HKM
481062 Lancaster B Mk.I undercarriage 1/48 HKM
481066 Fw 190D-11/13 1/48 Eduard
491212 F-4B 1/48 Tamiya
73747 F-4E 1/72 Fine Molds
73749 F-14B 1/72 GREAT WALL HOBBY
73750 A-4E 1/72 FUJIMI/Hobby 2000
73751 Bf 109E-1 1/72 Special Hobby
ZOOMS
FE1212
F-4B 1/48 Tamiya
FE1213 F-4B seatbelts STEEL 1/48 Tamiya
FE1214 P-51K seatbelts STEEL 1/48 Eduard
FE1215 Sopwith Camel seatbelts STEEL 1/48 Eduard
FE1216 MiG-21MF Weekend 1/48 Eduard
SS747 F-4E 1/72 Fine Molds
SS749 F-14B 1/72 GREAT WALL HOBBY
SS750 A-4E 1/72 FUJIMI/Hobby 2000
MASKS
EX800 Fw 190D-11/13 TFace 1/48 Eduard
EX801 P-51K TFace 1/48 Eduard
EX802 F-4B 1/48 Tamiya
EX803 F-4B TFace 1/48 Tamiya
EX804 Ar 234B TFace 1/48 Hasegawa/ Hobby 2000
CX604 Vulcan B.2 1/72 Airfix
CX605 F-14B 1/72 GREAT WALL HOBBY
CX606 A-4E 1/72 FUJIMI/Hobby 2000
BIGEDs
BIG33136 F-100C PART I 1/32 Trumpeter
BIG33137 F-100C PART II 1/32 Trumpeter
BIG49300 B-17F part III 1/48 HKM
BIG49301 Ju 87D 1/48 Hasegawa/ Hobby 2000
BIG49302 F/A-18E 1/48 Meng
BIG49303 IA-58A Pucara 1/48 Kinetic

BRASSINY
644116 Sopwith Camel LööK 1/48 Eduard
644117 Me 163B LööK 1/48 Gaspatch Model
644118 Lancaster B Mk.I LööK 1/48 HKM
648638 Tempest Mk.II gun bays 1/48 Eduard/Special Hobby
648656 Lancaster B Mk.I wheels 1/48 HKM
648657 Sopwith Camel wheels Type 1 1/48 Eduard
648658 Sopwith Camel wheels Type 2 1/48 Eduard
648659 Sopwith Camel seat 1/48 Eduard
648660 Sopwith Camel Vickers Mk.I gun 1/48 Eduard
648664 Spitfire Mk.V wheels 1/48 Eduard
648665 Spitfire Mk.Vb gun bays 1/48 Eduard
648666 Spitfire Mk.Vc gun bays 1/48 Eduard
648667 Spitfire Mk.V three-stacks exhausts rounded 1/48 Eduard
648668 Spitfire Mk.V three-stacks exhausts fishtail 1/48 Eduard
648670 Spitfire Mk.Va/b undercarriage legs BRONZE 1/48 Eduard
648671 Spitfire Mk.Vc undercarriage legs BRONZE 1/48 Eduard
648673 Sabre F.4 wheels 1/48 Airfix
648674 Sopwith Camel Rotherham air pumps 1/48 Eduard

LookPLUS
644114 B-17F LööKplus 1/48 HKM
644115 Tempest Mk.II LööKplus 1/48 Eduard/Special Hobby
BRASSIN
SIN64874 Fw 190F-8 ESSENTIAL 1/48 Eduard
DECAL SETS
D32013 P-51D-5 "8th AF" 1/32 Tamiya/Revell
D32014 Italian smoke rings camouflage 1/32
D72034 B-25J stencils 1/72 Hasegawa
D72035 Su-7 stencils 1/72 Modelsvit
SPACE
3DL48034 MiG-21MF SPACE 1/48 Eduard
3DL48035 Fw 190D-11/13 SPACE 1/48 Eduard
3DL48036 P-51K-5 SPACE 1/48 Eduard
3DL48037 P-51K-10 SPACE 1/48 Eduard
3DL48038 Sopwith Camel SPACE 1/48 Eduard
3DL48039 Spifire Mk.VIII SPACE 1/48 Eduard
3DL48040 F-4B SPACE 1/48 Tamiya
September releases
BUILT
Cat. No. 11151 Product page

Camo D
Built by Martin Jirkal

BUILT
B7190, Capt. Walter G. R. Hinchliffe, C Flight, No. 10(N) Sqn RNAS, Téteghem, France, March 1918
"Hinch", as Walter Hinchliffe was called, scored six kills during World War I, all when at controls of a Camel. He shot down his second and third
victims on the one of serial number B7190. Hinchliffe served with the artillery at the start of the Great War, only joining the ranks of the RNAS
(Royal Navy Air Service) in 1916. He completed his pilot training and served as an instructor at the RNAS base at Cranwell afterwards. There he
clocked an incredible 1,250 flight hours in thirteen months. It was not until January 1918 that he joined No. 10 Sqn RNAS. He scored his first kill
on February 3 when he shot down an Albatros D.V., his last one occured on May 19. On June 3 he suffered serious head and facial injuries after
a crash and lost his left eye. After the War he flew as an airline pilot. In 1928 he attempted to fly across the Atlantic. He took off from Cranwell
Airport on March 13 with co-pilot Elsie Mackay. They have not been seen since... "Hinch's" Camel bore a striking livery with blue and white
stripes on the nose and a blue fuselage spine. There was a drawing of a devil on the wheel discs, the German word DONNERWETTER behind
the cockpit, possibly on both sides, and a symbol, which was, according to the only known photo of this part of the aircraft, probably stylized
combination of the letters W and H on the ridge of the aft fuselage. Upper and sides were probably in PC10 color. Camel B7190 was built by the
Clayton & Shuttleworth company and was powered by a Bentley B.R.1 engine.

BUILT
Cat. No. 11151

Camo J Product page
Built by Pavel Zimandl

BUILT
F1471, 185th Aero Sqn USAS, Colombey-les-Belles, France, March 1919

The 185th Aero Squadron of USAAC was established on November 11, 1917, at Kelly Field, Texas, by transferring some personnel from the 24th
Aero Squadron. The entire unit then embarked aboard the RMS Adriatic in late January 1918 and arrived in Liverpool on February 16. After the
personnel undergo training, they moved to France on August 12 to the American Rest Camp No. 2 at Le Havre. From there they proceeded to
St. Maxient Replacement Barracks for ground training and then to Colombey-les-Belles for further aerial training. However, due to the need
to resupply other units, seventeen pilots with completed training were transferred elsewhere. The 185th Aero Squadron itself did not receive
its Camels until September 12 after moving to Rembercourt airfield. At the same time, it was the first U.S. unit designated for night fighter duty.
However, the pilots were not trained for such a task, nor did the equipment of the airfield and aircraft were sufficient for it. This Camel was
delivered to the unit two days after the Armistice and remained in the unit's inventory even after it moved back to Colombey-les-Belles and
changed their Camels for Spads XIII in February 1919. This Camel received a coat of white paint on the fuselage during this period. Upper sides
of wings remained in PC10. The squadron emblem, a black bat in an orange circle, was painted on the aircraft after the war. The F1471 Camel
was manufactured by Boulton & Paul and was powered by a Gnome engine.

BUILT
1/48
Dual Combo
The Spitfire Mk.V Flown by U.S. Pilots in the RAF and USAAF
Product page
Cat. No. 11149

Camo L
Built by Jan Novotný

BUILT
Spitfire Mk.Vc Trop, Lt. Richard Alexander, 2nd FS, 52nd FG, 12th AF, Borgo, Corsica, early 1944
Richard Alexander was one of the original Eagle Squadron pilots and his service fairly reflects the story of all Americans fighting on Spitfires.
His teethed QP-A was one of the last “Fives” finishing their service with 2nd FS at Borgo airport in Corsica, still in the beginning of 1944. In June
1943, when 2nd FS was still stationed at La Sebala airport in Tunisia, its members gave the unit the nickname “American Beagle Squadron”,
a play with words on the account of the more famous Eagle squadrons. The American Beagle Squadron marking was painted on several 2nd
FS Spitfires and was also carried on Alexander’s aircraft together with some other emblems on various locations of the fuselage. It needs to
be stated, that the achievements of the whole 52nd FG on both Spitfires as well as Mustangs after the integration into 15th AF, did not fall short
of achievements of their more famous colleagues from 8th AF and made its mark in the history of the American aviation.

BUILT
1/48
Dual Combo
The Spitfire Mk.V Flown by U.S. Pilots in the RAF and USAAF
Product page
Cat. No. 11149

Camo E
Built by Patrik Pěcha

BUILT
Spitfire Mk.Vb, BL255, Lt. Dominic S. Gentile, 336th FS, 4th FG, 8th AF, Debden, Essex,
United Kingdom, August 1942
The third and last Eagle squadron, 133rd formed in July 1941 at RAF airbase Coltishall, was in 1942 the first American squadron re-equipped
with Spitfires Mk.IX. However, the unit lost its twelve „Nines“ in only three days before Eagle squadron was transferred under the USAAF
command, during the B-17 escort over Morlaix. After its inclusion into 8th AF USAAF on September 29, 1942, it continued flying the good old
Spitfires Mk.Vb as it was transformed from No. 133 (Eagle) Squadron RAF into 336th FS, 4th FG. The BL255 Spitfire, nicknamed “Buckeye Don”,
was the personal aircraft of Don Gentile, the future most successful fighter pilot of the 8th AF with 19 kills, 3 damaged and 6 on the ground
destroyed enemy aircraft. He was credited with two more kills during the combat over Dieppe on August 19, 1942, while he was still serving
with RAF. The same nose art as on BL255 was later sported on the famous P-51B Shangri La and it was also
incorporated into 334th FS insignia.

BUILT
Tempest Mk.II
Early version
Cat. No. 82124

Camo F
1/48
Built by Jan Novotný Product page

BUILT
MW423, No. 33 Sqn, RAF Changi, Singapore, August 1949

No. 33 Squadron was stationed in Germany after the war. From there it was
shipped aboard HMS Ocean to the Far East in early July 1949. The unit operated
in the region until 1970, flying sorties against Communist guerrillas in Malaya
until 1960. It was also the last RAF operational unit to fly Tempests Mk.II. Its pilots
made last sortie with them on June 6, 1951, then started to exchange them for de
Havilland Hornet F.3s.
Originally allocated to No. 26 Sqn, MW423 was transferred

to No. 33 Sqn in April 1949 and was also one of seven early
production Mk.IIs converted to the "full tropical" standard
for the RAF. Interestingly, it featured an escape panel
warning marking on the port side of the fuselage (usually
only seen on the starboard side). The top of the fin was
decorated with the unit's emblem of a deer head and with
the simple motto "Loyalty". It was in use until January 20,
1950, when an undercarriage failure made a “wheels-up”
landing necessary. Although repaired it saw no further
active service.

BUILT
1/48
Cat. No. 11146

Camo B
Built by Jan Baranec

BUILT
P7666, flown by S/Ldr Donald O. Finlay, CO of No. 41 Squadron,
RAF Hornchurch, Great Britain, November 1940
Donald Finlay was a famous British athlete. He was the European champion in the 110 metre hurdle in 1938. He won the bronze medal at the
1932 Summer Olympic Games in Los Angeles, and the silver medal at the 1936 Summer Olympic Games in Berlin, both in the 110m hurdle event.
After the war, he was British team captain at the 1948 Summer Olympics in London, where he was chosen to take the Olympic Oath. He joined
the RAF in 1935. He led No. 54 Squadron in the Battle of Britain, and he was shot down over Ramsgate on August 28th and was wounded.
After recovering, he took command of No. 41 Squadron and he achieved four kills during the BoB. His aircraft here illustrates the camouflage
scheme and markings of Fighter Command aircraft in late 1940 and early 1941. The black painted (Night) left wing, Sky fuselage band and Sky
spinner were ordered by the Air Ministry on November 27th, 1940.

ON APPROACH OCTOBER 2021
BRASSIN
BIG ED (October)
BIG5360 USS Langley CV-1 1/350 Trumpeter
BIG5361 USS Langley AV-3 1/350 Trumpeter
BIG33138 AH-1G 1/32 ICM
BIG49304 F-84F 1/48 Kinetic
BIG49305 Mi-24P 1/48 Zvezda
BIG5360 BIG5361
BRASSIN (October)
BIG49305
644120 Z-226 Trener LööK 1/48 Eduard

644121 Mi-24D LööK 1/48 Eduard/Zvezda
648644 B-17 wheels oval tread 1/48 HKM
648662 Sopwith Camel 20lb bomb carrier 1/48 Eduard
648663 Spitfire Mk.V cockpit 1/48 Eduard
648672 Bf 109G-10 propeller 1/48 Eduard
648675 Falanga 9M17P missiles 1/48 Eduard/Zvezda
648676 Sopwith Camel Clerget engine 1/48 Eduard
648677 Sopwith Camel Bentley engine 1/48 Eduard
648679 Z-126/226 Trener wheels 1/48 Eduard
648682 F-4B wheels 1/48 Tamiya
648683 F6F exhaust stacks 1/48 Edurad
648684 Me 163B wheels 1/48 Gaspatch Model
648685 Mi-24D wheels 1/48 Eduard/Zvezda
672274 Tornado GR.1 cockpit 1/72 Eduard/Revell
LöökPlus (October)
644122 Sabre F.4 LööKplus 1/48 Airfix
644123 Lancaster B Mk.I LööKplus 1/48 HKM
644120 Z-226 Trener LööK 1/48 Eduard

BRASSIN
644121 Mi-24D LööK 1/48 Eduard/Zvezda
GA E S
RY I M
M IN A
R E L L I
P
648644 B-17 wheels oval tread 1/48 HKM

BRASSIN
648662 Sopwith Camel 20lb bomb carrier 1/48 Eduard
648663 Spitfire Mk.V cockpit 1/48 Eduard

BRASSIN
648672 Bf 109G-10 propeller 1/48 Eduard
648675 Falanga 9M17P missiles 1/48 Eduard/Zvezda

BRASSIN
648676 Sopwith Camel Clerget engine 1/48 Eduard
648677 Sopwith Camel Bentley engine 1/48 Eduard

BRASSIN
648679 Z-126/226 Trener wheels 1/48 Eduard
648682 F-4B wheels 1/48 Tamiya

BRASSIN
648683 F6F exhaust stacks 1/48 Eduard
648684 Me 163B wheels 1/48 Gaspatch Model

BRASSIN
648685 Mi-24D wheels 1/48 Eduard/Zvezda
672274 Tornado GR.1 cockpit 1/72 Eduard/Revell

BRASSIN
644122 Sabre F.4 LööKplus 1/48 Airfix
Collection of 3 sets for Sabre F.4 in 1/48 scale.

Recommended kit: Airfix


BRASSIN
644123 Lancaster B Mk.I LööKplus 1/48 HKM
Collection of 3 sets for Lancaster B Mk.I in 1/48 scale.

Recommended kit: HKM


OCTOBER 2021
PE-Sets, Masks and Decal sets
PE-SETS
53272 USS Intrepid CV-11 pt.1 1/350 Trumpeter
53273 USS Intrepid CV-11 pt.2 1/350 Trumpeter
36472 Ferdinand 1/35 Amusing Hobby
36473 TOR M-2 / SA-15 Gauntlet 1/35 Zvezda
481067 Mi-24D cargo interior 1/48 Eduard
481068 Mi-24D upgrade set 1/48 Eduard
481069 Mirage 2000D exterior 1/48 Kinetic
491217 Ar 234B 1/48 Hasegawa/Hobby 2000
491221 Mirage 2000D 1/48 Kinetic
72715 Vulcan B.2 bomb bay 1/72 Airfix
72716 Vulcan B.2 undercarriage 1/72 Airfix
72717 Hurricane Mk.IIc landing flaps 1/72 Zvezda
73748 Vulcan B.2 1/72 Airfix
73752 Ki-54 1/72 Special Hobby
73753 Hurricane Mk.IIc 1/72 Zvezda
ZOOMS
FE1217 Ar 234B 1/48 Hasegawa/Hobby 2000
FE1218 Ar 234B seatbelts STEEL 1/48 Hasegawa/Hobby 2000
FE1219 Z-126/226 seatbelts STEEL 1/48 Eduard
FE1220 Mi-24D seatbelts STEEL 1/48 Eduard/Zvezda
FE1221 Mirage 2000D 1/48 Kinetic
FE1222 Mirage 2000D seatbelts STEEL 1/48 Kinetic
FE1223 Spitfire Mk.XVI seatbelts STEEL 1/48 Eduard
FE1224 MiG-21R seatbelts STEEL 1/48 Eduard
SS748 Vulcan B.2 1/72 Airfix
SS753 Hurricane Mk.IIc 1/72 Zvezda
SS754 F6F-3 Weekend 1/72 Eduard
MASKS
EX805 Z-226 TFace 1/48 Eduard
EX806 Mi-24D TFace 1/48 Eduard/Zvezda
EX807 Mirage 2000D TFace 1/48 Kinetic
EX808 Spitfire Mk.XVI TFace 1/48 Eduard
CX607 Hurricane Mk.IIc 1/72 Zvezda
CX608 Ki-54c 1/72 Special Hobby
DECAL SET
D32015 P-51D stencils 1/32 Revell/Tamiya
D48091 Mi-24D stencils 1/48 Zvezda
D48092 Z-226 stencils 1/48 Eduard
D48093 F-4B NAVY 1/48 Tamiya
D48094 F-4B stencils 1/48 Tamiya
D72036 Hurricane Mk.I stencils 1/72 Arma Hobby/Revell/Airfix
SPACE
3DL48041 Spitfire Mk.XVI SPACE 1/48 Eduard
3DL48042 MiG-21R SPACE 1/48 Eduard
3DL48043 Mi-24D SPACE 1/48 Eduard/Zvezda
3DL48045 Z-226 SPACE 1/48 Eduard

ON APPROACH ČERVENEC
OCTOBER 2021
STAVEBNICE
KITS
HIND D
1/48
Cat. No. 11150
Mi-24D, 0151,2 Sqn, 51 Helicopter Regiment, Prostějov,

flight Prostějov – Kbely and back, August 18, 1992 Mi-24D, 4009, 11 Helicopter Regiment,
Plzeň-Bory, 1985
Mi-24D, 4011, 1 Sqn, 51 Helicopter Regiment,

Prostějov, April 13, 1994 Mi-24D, 0220, 231 Helicopter Sqn, 23 Helicopter Base,
Přerov, Gilze-Rijen (NL), July 6, 2002
Mi-24D, 0222, 1 Sqn, 4 Helicopter regiment,

Air Base Prešov, 2009 Mi-24D, 4011, 331 Attack Helicopter Sqn,
33 Helicopter Base, Přerov, RIAT Fairford (UK),
July 24, 1995
Mi-24D, 4011, 331 Attack Helicopter Sqn, 33 Helicopter Base,

Přerov, Pardubice Airshow, June 1, 1997 Mi-24D, 0219, 1 Sqn, 51 Helicopter Regiment, Prostějov,
Kit Show Zlín, Kunovice, May 2, 1992

KITS
HURRISTORY: Hurricane Mk.I

Cat. No. 2138 1/72
Dual Combo
N2359, P/O L. W. Stevens, No. 17 Squadron,

Debden, Great Britain, July 1940
P3576, Fl/Lt J. B. Nicolson VC, No. 249 Squadron,

Boscombe Down, Wiltshire, Great Britain, August 1940
P3120, F/O Z. Henneberg, No. 303 (Polish) Squadron,

Northolt, Great Britain, September 1940
P3395, S/Ldr A. V. Clowes, No. 1 Squadron,

Wittering, West Sussex, Great Britain, autumn 1940

KITS
HURRISTORY: Hurricane Mk.I
P2961, F/O W. L. McKnight, No. 242 Squadron,

Coltishall, Norfolk, Great Britain, December 1940
V6864, S/Ldr R. R. S. Tuck, No. 257 (Burma) Squadron,

North Weald, Essex, Great Britain, winter 1940
P3612, No. 312 (Czechoslovak) Squadron, Speke,

Great Britain, January 1941
V7544, F/O J. E. Storrar, No. 73 Squadron,

El Adem, Libya, February 1941
Capt. J. E. Frost, No. 3 Squadron SAAF, Jigiga,

Abyssinia (Ethiopia), March/April 1941
W9200, S/Ldr J. W. C. Simpson, No. 245 Squadron,

Aldergrove, Antrim, Northern Ireland, Great Britain,
end of May 1941
W9266, Fl/Lt D. S. G. Honor, No. 274 Squadron,

Gerawla, Egypt, May 1941
Z4244 or Z4245, Lt. H. P. Allingham, Royal Navy Fighter Squadron, Western Desert, August 1941

KITS
F6F-3
1/72
Cat. No. 7457
VF-38, Munda Airfield, New Georgia,

Solomon Islands, autumn 1943
BuNo. 40994, Lt. Alexander Vraciu, VF-16,

USS Lexington, June 1944
Lt. Cdr. D. McCampbell, CO of CAG-15,

USS Essex, June 1944
VF-27, USS Princeton, October 1944

OCTOBER 2021
STAVEBNICE
KITS
MiG-21R
Re-release Cat. No. 8238
1/48
Air Test Department, Czech Air Force,

Caslav Air Base, Czechoslovakia, 1994
353rd Reconnaissance Air Squadron, Yugoslav Air Force,

Zelyava Air Base, Yugoslavia, 1971
32nd Tactical Reconnaissance Air Regiment,

Polish Air Force, Sochaczew-Bielice Air Base,
Poland, early 1980s
263rd Independent Reconnaissance Air Squadron,

Soviet Air Force, Kabul Airfield, Afghanistan, 1981
Cuban Air Force, 1980s – 1990s

OCTOBER 2021
STAVEBNICE
KITS
Spitfire Mk.XVI
Cat. No. 8285 Re-release
1/48
TD138, No. 317 (Polish) Squadron RAF,

Ahlhorn Air Base, Germany, spring – summer 1946
TB702, Cpt. P. G. J. Albertin, No. 340 (Free French)

Squadron RAF, B105 Airfield (Lingen/Drope),
Germany, May 1945
SL549, No. 17 Squadron RAF, Farnborough Air Base, 1950
RW393, No. 601 Squadron RAuxAF, 1949
TE199, Air Officer Commanding, No. 21 Group RAF, Swindersby Air Base, Great Britain, 1948

CAMEL IN KRAKOW last time I saw one of these legendary fighters
was over twenty years ago in Brussels.
So, after two years I finally went on holiday. After returning home, I looked up what is
It was a vacation with a mask and a vaccinati- written about the B7280 on the internet and
on certificate, but it was a vacation. My friends there are a few things I would like to correct
and I agreed to do a tour of military museu- and add. The machine is known to have been
ms in northern Germany and Poland. After built by Clayton & Shuttleworth Works in
a week and 2,400 kilometers, I felt like I had Lincoln. From March 30, 1918, it served with
been run over by a steamroller, but I had had No. 1 Squadron RNAS and later with No. 210
many wonderful museum experiences. Squadron RAF. It is reported to have achieved
The last stop, and for me the definite highli- 11 victories and even helped to score to two
ght of the whole trip, was the Polish Aviation fighter aces.
Museum in Krakow. It was my first time visi-
Photo: Piotr Forkasiewicz

The first one was Canadian James Henry For-
ting, I had heard a lot about the WWI collecti- man of Kirkfield, Ontario. He was born in 1896
ons there and was really curious to see how to a father who was from near Lincolnshire,
I would feel as a visitor. In addition, our Polish England and a mother who was born in Cana-
illustrator Piotr Forkasiewicz accompanied da. He became a teacher, but the First World
us, and his wife baked us a cake. War made him a Captain who went on to serve
Long story short, I was thrilled. Krakow has with four squadrons, winning nine victories
a really diverse collection of machines from and being awarded the DFC. On Camel B7280,
Polish and foreign production. It was possi- he scored with No. 201 Sq. RAF two kills, a Fo-
ble to approach most of them without restric- kker Dr.I on April 12, 1918, and added an Alba- fought on the B7280. In fact, there were only
tions. The museum staff was unobtrusive but tros fighter on May 9. Forman's luck deserted six and, in all cases, they were the dangerous
attentive. Visitors were respectful, no one him on September 4, 1918, when his formation Fokkers D.VII.
touched what they shouldn't have, and I was of twelve Camels from No. 70 Sq. RAF en- Edwin Swale, DFC (17 v.), also flew with Ca-
able to see aviation technology like I have in gaged with fighters from JG III led by Bruno mel B7280 once and remembered Patey as
no other museum I have visited so far. And Loerzer. Only four British machines made it a tall, well-built man, a good formation leader
I touched what I was allowed to touch, so I got back to base, and this was the highest combat and a brave and attack-on-sight type. Swale
to experience what it was like to fire an Ame- loss recorded by a Camel unit during the enti- witnessed the end of Patey's flying career and
rican half-inch machine gun in a B-17 bomber. re war. Among the captured airmen was For- that of Camel B7280. This occurred in the early
I was surprised by the "Polish" F-105 Thun- man. He returned home after the war, conti- evening of September 5, 1918, while escorting
derchief, and I was excited about the Finnish nued his military service during World War II, DH.9 bombers near Roulers. Patey's forma-
Caudron C.714, which was to be flown by Po- and died in 1972 in Santa Barbara, California. tion swooped down on seven enemy fighters
lish pilots on the Finnish side in the Winter The second pilot with ace status to score vic- and followed them up to an altitude of 1,000
War. I was amazed with the PZL M-15 Belphe- tories in the B7280 was Captain Herbert An- ft above Courtrai. However, the Germans of
gor, which was a crop dusting biplane with drew Patey. He was born in London in 1898 Jasta 56 emerged victorious from the battle.
a fixed undercarriage and a jet engine. If you and, after serving in Egypt and fighting at Ga- Formation commander Lt. Ludwig Beckmann
haven't seen it yet, look up information on it, llipoli, was sacked from the Royal Naval Di- shot down Patey and Uffz. Ludwig Jeckert
you'll be amazed too! It had the same engine vision because it was discovered that he was (4 v.) shot down New Zealander Lt. L. Yerex.
as the Aero L-39 Albatros. only sixteen years old! In March 1917 he was Both Camel pilots were captured and the
I was very excited to see the Sopwith Camel back in service, this time with the Royal Naval B7280 was subjected to a thorough inspecti-
B7280, which was restored and displayed few Air Service and after completing his training on. It later found its way to a museum in Berlin
years ago. I was a bit disappointed that the li- was posted to No. 10 (Naval) Squadron in Ja- from where its journey led to Krakow where it
ghting in the hall was dim. Hopefully this will nuary 1918 which became No. 210 Squadron is on display in its September 1918 form.
be improved in the future. The Kraków machi- RAF in April. He achieved a total of eleven vic- Patey returned home on Christmas Day 1918,
ne is one of eight surviving Camels and the tories, and it is stated that nine of these were but after some time contracted the Spanish
Flu and died on February 18, 1919. While in cap-
tivity, the London Gazette published a quote
from his DFC award on September 21, 1918.
Presumably this refers to his fight on August
6, 1918:
„Whilst leading his flight on an offensive
patrol eight enemy machines were encounte-
red. Captain Patey was cut off from his patrol
by two of the enemy who got on his tail and
continued in that position until within 2,000
feet of the ground, at which point his machi-
ne was hit in the petrol tank. Notwithstanding
his serious handicap, he turned four times on
his pursuers, destroying one, and driving the
remainder away. On previous occasions this
Photo: Piotr Forkasiewicz
officer has destroyed two enemy machines

and brought down two more out of control,
and, in company with other pilots, he has as-
sisted in destroying or bringing down out of
control five additional enemy aircraft.“
Jan Bobek

Info Eduard 2021 09 en

Uploaded by

Copyright:

Available Formats

Info Eduard 2021 09 en

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Info Eduard 2021 09 en

Uploaded by

Copyright:

Available Formats

INFO

Vol 20, September 2021

© Eduard - Model Accessories, 2021

FREE FOR DOWNLOAD, FREE FOR DISTRIBUTION!

Editorial and Graphics - Marketing department, Eduard - Model Accessories, Ltd.

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

4 eduard INFO Eduard - September 2021

INFO Eduard - September 2021 eduard 5

6 eduard INFO Eduard - September 2021

INFO Eduard - September 2021 eduard 7

Photo: RAF Museum

8 eduard INFO Eduard - September 2021

who shot him down came to see him and he

down by Ernst Udet, but this cannot be correct,

INFO Eduard - September 2021 eduard 9

10 eduard INFO Eduard - September 2021

THE ACE OF SPADES

Illustration: Drawing Pavel Rampír

12 eduard INFO Eduard - September 2021

INFO Eduard - September 2021 eduard 13

14 eduard INFO Eduard - September 2021

INFO Eduard - September 2021 eduard 15

16 eduard INFO Eduard - September 2021

After this excited communication a calm order to

Photo: Cpl. Robert A. Cooper via fold3.com

35982 for the first time and with several excepti-

of the total 32 missions flown by the whole squad-

INFO Eduard - September 2021 eduard 17

The tragedy at night

personnel „go wild“ so they planned training flights, sports activities

18 eduard INFO Eduard - September 2021

lem (Brasil)-Borenquin (Costa Rica) and finally

from the end of the runway. Both pilots perished.

The author would like to thank Daniel Setzer of

B-25J-10-NC, 43-35982, 428th BS, 310th BG, 12th AF,

INFO Eduard - September 2021 eduard 19

20 eduard INFO Eduard - September 2021

INFO Eduard - September 2021 eduard 21

22 eduard INFO Eduard - September 2021

After the excitement of the previous day, 11

INFO Eduard - September 2021 eduard 23

Spitfire Mk.Vb Trop, ER200 (probably), Lt. Col. Fred M. Dean,

Spitfire Mk.Vc Trop, Lt. George G. Loving, 309th FS,

24 eduard INFO Eduard - September 2021

but it was uneventful. Two hours later, the

INFO Eduard - September 2021 eduard 25

1/48 Cat. No. 82105

26 eduard INFO Eduard - September 2021

INFO Eduard - September 2021 eduard 27

28 eduard INFO Eduard - September 2021

Recommended for P-51K

Cat. No. 648570

Cat. No. 648495

INFO Eduard - September 2021 eduard 29

1/48 Cat. No. 11151

30 eduard INFO Eduard - September 2021

INFO Eduard - September 2021 eduard 31

32 eduard INFO Eduard - September 2021

INFO Eduard - September 2021 eduard 33