Product Spotlight

Product Spotlight: A Necessary Evil

The Martin B-26 Marauder was one of the most controversial American combat aircraft of the Second World War. It was primarily used in Europe, and was in fact numerically the most important USAAF medium bomber used in that theatre of action. However, on four occasions, investigation boards had met to decide if the development and production of the Marauder should continue. The Marauder survived all attempts to remove it from service, and by 1944, the B-26s of the US 9th Air Force had the lowest loss rate on operational missions of any American aircraft in the European theatre, reaching a point less than one half of one percent.

Despite its high landing speed of 130 mph, which remained essentially unchanged throughout the entire production career of the B-26 in spite of numerous modifications made to reduce it, the Marauder had no really vicious flying characteristics and its single-engine performance was actually fairly good. Although at one time the B-26 was considered so dangerous an aircraft that aircrews tried to avoid getting assigned to Marauder-equipped units and civilian ferry crews actually refused to fly B-26s, it turned out that the Marauder could be safely flown if crews were adequately trained and knew what they were doing. It nevertheless did demand somewhat of a higher standard of training from its crews than did its stablemate, the B-25 Mitchell. However, once mastered, the B-26 offered a level of operational immunity to its crews unmatched by any other aircraft in its class.

A total of 5157 B-26 Marauders were built. Although on paper the B-26 was a more advanced aircraft than its stablemate, the North American B-25 Mitchell, it was built in much fewer numbers because it was more expensive to manufacture and had a higher accident rate.

Martin B-26B-15-MA Marauder 41-31576/AN-Z ‘Dinah Might’, was given the important task of leading an anti-beach fortification raid against Widerstandsnest 5 (which means ‘nest of resistance’, or ‘strongpoint’) overlooking Utah beach. The raid happened only a couple of minutes before the landing craft released their troops on their assigned beaches on D-Day itself, one of the final missions to take place before the landings.

Flown by Major David Dewhurst, the experienced Commander of the 553rd Bomb Squadron, US 8th Air Force, this was one final opportunity to neutralize German defensive fortifications, therefore giving Allied troops a better chance of making it off their assigned landing beach in the terrifying hours to come.

Dewhurst’s aircraft, which was named ‘Dinah Might’ after a Bing Crosby tune of the day, released its bombs at exactly 06.24.30 on D-Day, with navigation and timing critical to the success of the mission and the safety of the men waiting to make their historic seaborne assault.

The details behind this final bombing raid of D-Day clearly illustrate why the Utah Beach D-Day Museum elected to finish their preserved Marauder in this historic scheme and why it forms such a poignant center piece for their impressive museum.

‘Dinah Might’s’ target on that fateful morning in June 1944 was only meters from where this magnificent preserved aircraft is displayed today, even though it’s actually only a representation of that famous wartime aircraft.

“Dinah Might” pays homage to the men and machines that fought to seize a foothold on the European mainland that fateful June, and is expected to take wing later this spring.

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Product Spotlight: When the Valiant Fall

Air Force 1’s 1:72 scale USAAF Boeing B-17G Flying Fortress Heavy Bomber – “Man ‘O War II”, 323rd Bombardment Squadron, 91st Bombardment Group, Bassingbourn, Cambridgeshire, England, November 1944

The 323rd Bombardment squadron was first activated on April 15th, 1942, at Harding Field as the 323rd Bombardment Squadron, one of the three original bombardment squadrons of the 91st Bombardment Group. It was equipped with the Boeing B-17 Flying Fortress. It completed First Phase training at MacDill Field under Third Air Force, with Second and Third Phase training at Walla Walla Army Air Field under Second Air Force in Washington. The squadron’s ground echelon left for Fort Dix in early September 1942, then boarded the RMS Queen Mary for transport to England. The air echelon moved to Gowen Field, Idaho on August 24th, 1942, and began receiving new B-17s there. It began flying them from Dow Field, Maine in September, although it was not fully equipped with new aircraft until October.

The ground echelon was established temporarily at RAF Kimbolton by September 13th, 1942. However, the runways at Kimbolton were not up to handling heavy bombers, and the unit moved to what would be its permanent station in the European Theater of Operations, RAF Bassingbourn, on October 14th, 1942. Bassingbourn had been a prewar Royal Air Force station, so the squadron found itself in more comfortable quarters than most of its contemporaries. The squadron primarily engaged in the strategic bombing campaign against Germany, and flew its first mission on November 7th, an attack against submarine pens at Brest, France.

Until the middle of 1943, The squadron concentrated its attacks on naval targets, including submarine pens, dockyards, ship construction facilities and harbors, although it also struck airfields, factories, and communications facilities. On January 27th, 1943, the unit attacked the Kriegsmarine yard at Wilhelmshaven as part of the first penetration by bombers of VIII Bomber Command to a target in Germany. On March 4th, 1943, it attacked marshalling yards at Hamm, Germany despite adverse weather and heavy enemy opposition. For this action, it was awarded its first Distinguished Unit Citation (DUC).

From the middle of 1943 to the end of the war, the squadron concentrated on attacks on German aviation, including attacks on aircraft factories, including ones at Oranienburg and Brussels; airfields at Oldenburg and Villacoublay; the ball bearing plants at Schweinfurt; chemical plants at Leverkusen and Peenemunde; and industrial facilities in Ludwigshafen, Frankfurt am Main and Wilhemshaven. As part of this attack on the German aircraft industry, on January 11th, the squadron penetrated into central Germany, despite bad weather, poor fighter cover, and strong attacks by enemy interceptor aircraft, the unit succeeded in bombing its target, earning a second DUC.

The squadron also performed interdiction and air support missions. It helped prepare for Operation Overlord, the invasion of Normandy, by bombing gun emplacements and troop concentrations near the beachhead area. It aided Operation Cobra, the breakout at Saint Lo, in July 1944 by attacking enemy troop positions. It supported troops on the front lines near Caen in August 1944 and attacked lines of communications near the battlefield during the Battle of the Bulge in December 1944 and January 1945. It attacked airfields, bridges, and railroads to support Operation Lumberjack, the push across the Rhine in Germany, in 1945.

Following V-E Day, the squadron evacuated prisoners of war from German camps. The first B-17 left Bassingbourn for the United States on May 27th, 1945. The ground echelon sailed aboard the RMS Queen Elizabeth on June 24th, 1945. The squadron was reestablished at Drew Field, Florida in early July, with the intention of deploying it to the Pacific, but it was not fully manned or equipped, and inactivated on November 7th, 1945.

With Masters of the Air now having reached its inevitable conclusion, “Man ‘O War II” stands an awesome tribute to the men and machines of the US Army Air Force, the 8th Air Force, and their death-defying daylight bombing campaign over Nazi-occupied Europe during the Second World War.

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Product Spotlight: Golden Sands, Azure Skies

Hobby Master’s 1:72 scale Israeli Defense Force Dassault-Breuget Mirage IIICJ “Shahak” Fighter – Yoram Agmon, 101 Squadron, Hatzor Air Base, Israel, July 1966

The Mirages which landed in Israel in April 1962 inaugurated the Mach-2 era in the IAF. In the hands of Israel’s pilots, the Mirages would achieve fame – and the reputation of the entire French aircraft industry would be greatly enhanced. The Mirages were virtually unassailable in the skies during the Six Day War. The successful interceptor also participated in the War of Attrition and the Yom Kippur War, and scored hundreds of kills.

It was July 14th, 1966, when Cpt. Yoram Agmon gave the French another cause for celebration (besides Bastille Day), by shooting down a MiG-21 – the first MiG-21 ever to be shot down.

The Israeli-Syrian confrontation over Syrian attempts to divert the waters of the Jordan River’s sources had escalated in the period preceding the incident. The IDF decided to put an end to Syria’s project. Brig. Gen. Yoram Agmon, then a young instructor in the IAF Flight School, recalls:

“I was summoned to the Mirage squadron in which I served in times of emergency. I was assigned the Number Four position in the quartet that was about to go up. We were scrambled in the direction of the Golan Heights, where we were to take over for another quartet than had come back from a patrol assignment. All that morning, Mirages had been making sure that the Vautours and Mysteres could carry out their attack assignments unmolested. We carried out a patrol. Smoke was billowing up from the targets that had been attacked by our planes. Suddenly we received instructions from the controller to head westward with the engines at full throttle. It was clear that something was about to happen.

“We turned westward and the leader turned on the afterburner. I decided to conserve fuel and continued flying west without the afterburner. At a certain point the controller told us to turn east. We turned around and headed towards the Golan Heights, with the aim of returning to the original patrol route.

“Then I noticed a shimmering dot at very low altitude, on my left. The dot was advancing in a southeasterly direction, toward the spot where the Syrian Yarmuk River meets the Sea of Galilee. I informed the leader that I had established eye contact with the enemy, I pointed my nose downward and threw off the detachable fuel tanks. I dove down sharply, doing my best to maintain eye contact with the plane. I did everything without taking my eyes off the glistening dot.

“I flew at a low altitude, 500 feet, at high speed, and at a range of about 2,000 meters I identified a pair of MiG-21s. The distance between us narrowed, and they received word of my presence. They swerved left. I had known the MiG-21 was good at sharp turns, but still, I was surprised by the sharp angle at which they turned. I lost sight of the right-hand MiG, and pulled sharply upward, in order to slow down and close in on the left-hand MiG.

“At a range of 350 meters I homed in on him for an attack run. I shot off a short burst, with no result. I immediately executed a second maneuver and narrowed the distance between us to 250 meters. I aimed the second burst carefully, and immediately saw a powerful explosion in the MiG’s right wing. The wing was torn off the plane, which went into a rightward spin. I passed him to his left, and saw the pilot bail out. I went westward and joined my quartet near the Sea of Galilee.

“The other planes were short on fuel, and had to land at Ramat David. Thanks to the fact that I hadn’t turned on the afterburner, I had enough fuel to return to the mother base. I wanted to return home after the victory… home, and nowhere else. I executed a buzz and a roll, and landed. There was a big commotion in the hangar… everyone was overjoyed. It later turned out that that day also marked the end of the Syrian water-diversion project. We had achieved our goal – and then some”.

Agmon’s Mirage, No. 59, would go on to become the IAF’s Ace of Aces, with a whopping 13 kills to its credit.

Look for Agmon’s Mirage to become a stark reality this June.

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Product Spotlight: “What’s Olds is New Again”

Hobby Master’s 1:72 scale USAF McDonnell F-101C Voodoo Fighter – 56-0001, Robin Olds, 92nd Tactical Fighter Squadron, 81st Tactical Fighter Wing, RAF Bentwaters, England, 1964

Robin Olds was an American fighter pilot and general officer in the United States Air Force (USAF). He was a “triple ace”, with a combined total of 17 victories in World War II and the Vietnam War. He retired in 1973 as a brigadier general, after 30 years of service.

The son of US Army Air Forces Major General Robert Olds, educated at West Point, and the product of an upbringing in the early years of the US Army Air Corps, Olds epitomized the youthful World War II fighter pilot. He remained in the service as it became the United States Air Force, despite often being at odds with its leadership, and was one of its pioneer jet pilots. Rising to the command of two fighter wings, Olds is regarded among aviation historians, and his peers, as the best wing commander of the Vietnam War, for both his air-fighting skills, and his reputation as a combat leader.

Olds was promoted to brigadier general after returning from Vietnam but did not hold another major command. The remainder of his career was spent in non-operational positions, as Commandant of Cadets at the United States Air Force Academy and as an official in the Air Force Inspector General’s Office. His inability to rise higher as a general officer is attributed to both his maverick views and his penchant for drinking.

Olds had a highly publicized career and life, including marriage to Hollywood actress Ella Raines. As a young man he was also recognized for his athletic prowess in both high school and college, being named an All-American as a lineman in college football.

Olds became commander of the 81st Tactical Fighter Wing at RAF Bentwaters, England, a McDonnell F-101 Voodoo fighter-bomber wing, on September 8th, 1963. The 81st TFW was a major combat unit in United States Air Force Europe, having both a tactical nuclear and conventional bombing role supporting NATO. Olds commanded the wing until July 26th, 1965. As his Deputy Commander of Operations Olds brought with him Colonel Daniel “Chappie” James Jr., whom he had met during his Pentagon assignment and who would go on to become the first African-American 4-star Air Force general. James and Olds worked closely together for a year as a command team and developed both a professional and social relationship which was later renewed in combat.

Olds formed a demonstration team for the F-101 using pilots of his wing, without command authorization, and performed at an Air Force open house at Bentwaters. He asserted that his superior at Third Air Force attempted to have him court-martialed, but the commander of USAFE, General Gabriel P. Disosway, instead authorized his removal from command of the 81st TFW, cancellation of a recommended Legion of Merit award, and transfer to the headquarters of the Ninth Air Force at Shaw Air Force Base, South Carolina.

In September 1966, Olds was tapped to command an McDonnell Douglas F-4C Phantom wing in Southeast Asia. En route he arranged with the 4453rd Combat Crew Training Wing, David-Montham Air Force Base, Arizona, (where Col. James was now Deputy Commander of Operations) to be checked out in the Phantom, completing the 14-step syllabus in just five days. His instructor was Major William L. Kirk, the 4453rd CCTW’s Standardization and Evaluation officer, who had been one of Olds’ pilots at RAF Bentwaters, and who later commanded the United States Air Forces Europe as a full general. Kirk accompanied Olds for practice firing of AIM-7 Sparrow and AIM-9 Sidewinder missiles on the Point Mugu missile range while Olds was en route to Travis Air Force Base for his charter flight overseas. Olds rewarded Kirk by granting him a transfer to his command in Thailand in March 1967.

Look for Olds’ USAF McDonnell F-101C Voodoo fighter to land both on our doorstep and hopefully yours some time in July.

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Product Spotlight: Seawards, Towards the Battle’s Roar

Hobby Master’s 1:72 scale US Navy McDonnell F-4B Phantom II Fighter-Bomber – VF-143 “Pukin Dogs”, USS Constellation (CV-64), 1967

USS Constellation was launched on October 8th, 1960, and she was delivered to the Navy a year later on October 1st, 1961. She was commissioned on October 27th, 1961, with Captain T. J. Walker in command. Another fire occurred aboard Constellation on November 7th, 1961, while she was being tested at sea, killing four and injuring nine others.

Following fitting out and acceptance trials, Constellation departed her home port of Norfolk, Virginia, on February 7th, 1962, for initial air operations off the Virginia Capes. She conducted her first catapult launch and arrested landing the same day with Commander George C. Watkins, air group (CVG) 13 commander, at the controls of an A4D-2 Skyhawk of Attack Squadron 34. After a month of operating locally, Connie (as the carrier became known) conducted a two-month shakedown cruise in the Caribbean Sea.

In the summer of 1962, Constellation was transferred to the U.S. Pacific Fleet and CVG-13 was disestablished. For the two-month trip around Cape Horn to her new home port of San Diego, California, Constellation embarked elements of CVG-5 and departed Mayport, Florida, on July 25th. In November Constellation, with CVG-14 on board, commenced workup exercises for her upcoming maiden deployment to the western Pacific as a component of the U.S. Seventh Fleet. The uneventful cruise took place from February to September 1963.

Constellation‘s second deployment began on May 5th, 1964. She relieved Kitty Hawk on station in the Gulf of Tonkin off Vietnam on June 8th, embarked Carrier Air Wing (CVW) 14 (air groups had been redesignated air wings on December 20th, 1963) and flew armed photo reconnaissance missions over Laos until July 13th. Following an upkeep period at Subic Bay, Philippines, Constellation reached Hong Kong for a port visit on July 27th, but within a few days was called back into action.

As a result of orders received during the first day of the Gulf of Tonkin Incident (August 2nd, 1964), Constellation got underway and headed toward the Gulf of Tonkin. On August 4th, Constellation launched F-4B Phantom IIs to join aircraft from Ticonderoga in providing air cover over the destroyers which were alleged by the Johnson administration to have been attacked by North Vietnamese torpedo boats. On August 5th, both carriers launched Operation Pierce Arrow, a series of air strikes on a North Vietnamese oil facility and naval vessels. CVW-14 lost two aircraft, an A-1 Skyraider, piloted by Lieutenant (junior grade) Richard C. Sather, who was killed in action (KIA), and an A-4 Skyhawk flown by Lieutenant (junior grade) Everett Alvarez Jr., who became one of the United States’ first prisoners of war (POW) of the Vietnam War. Operations returned to a more normal cycle for the remainder of the deployment, and Constellation returned to San Diego on February 1st, 1965, ending a nearly nine-month cruise. Connie and CVW-14 were awarded a Navy Unit Commendation (NUC) for the early August operations. During the deployment, Constellation appears to have been under the direction of Commander Carrier Division 9.

A first shipyard period for Constellation followed, lasting eight months; then workups commenced for her first full-blown war cruise. The carrier, with CVW-15 on board, was underway for operations off Vietnam in May 1966. During 111 days on station, aircraft from Constellation pounded roads, bridges and other targets, attempting to impede the flow of men and war materials south. The F-4B aircrew of pilot Lieutenant William M. McGunigan and radar intercept officer Lieutenant (junior grade) Robert M. Fowler from Fighter Squadron 161 (VF-161) shot down a MiG-17 fighter jet on July 13th, marking the ship’s first MiG kill of the war. Constellation returned to San Diego in December after her seven-month combat cruise, having lost 16 aircrewmen and 15 aircraft. Subsequently, both Constellation and CVW-15 were awarded a NUC for this deployment.

After a short workup cycle, Constellation‘s third combat deployment commenced in April 1967. With CVW-14 embarked, the carrier operated first on Dixie Station (a patrol area about 60 miles (97 km) off South Vietnam) with strikes in the Iron Triangle region, and then moved north to Yankee Station (a patrol area about 50 miles (80 km) off North Vietnam) for a total of 121 days on the line. Reflecting the intensive nature of air operations, F-4Bs of VF-142 and VF-143 accounted for four MiG kills. The eight-month deployment ended in December, having totaled losses of 16 aircraft and 20 personnel, including seven KIAs and eight POWs. Both the carrier and CVW-14 received a NUC.

Constellation began her fourth deployment to the western Pacific and Vietnam on May 29th, 1968. During this deployment, the Constellation/CVW-14 team was restricted to strikes below the 20th parallel of North Vietnam as a result of a March Presidential order. On November 1st, as directed by President Johnson, all bombing of North Vietnam was halted at 21:00 Saigon time. The last Navy mission over the restricted area was flown earlier in the day by Cmdr. Kenneth E. Enney in an A-7 Corsair II. Constellation returned to home port to on January 31st, 1969, after flying more than 11,000 combat and support missions and dropping almost 20,000 tons of ordnance. Fifteen aircraft were destroyed, nine due to enemy action. Six aircrew members perished, five were listed as KIAs and three were taken as POW.

By August, it was time for Constellation to return to Vietnam for a fifth combat deployment, again with CVW-14. Following an initial 20-day period of supporting strikes in South Vietnam as well as Laos, Constellation sailed to Defender Station in the Sea of Japan, which had been created as a result of increased tensions on the Korean Peninsula. On October 2nd, 1969, there was an accident caused when the tail rotor came off of a helicopter just before landing on the flight deck. Nine men went down with the chopper and were never recovered. A return to Yankee Station on November 1st also produced a major milestone in the carrier’s life when the F-4J aircrew of air wing skipper Commander R. K. Billings and Lieutenant (junior grade) Jeff Taylor of VF-143 conducted Connie‘s 100,000th arrested landing. During a mission on March 28th, 1970, the VF-142 F-4 crew of Lieutenant Jerome E. Beaulier and Lieutenant Steven J. Barkley downed a North Vietnamese MiG-21 jet fighter. Following a total of 128 days on the line, Constellation‘s nine-month deployment ended in May, with CVW-14 suffering the loss of seven total aircraft, five to enemy action. One member of the aircrew was taken as a POW, but there were no fatalities.

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Product Spotlight: The Mayaguez Incident

Hobby Master’s 1:72 scale USAF General Dynamics F-111A “Aardvark” Strike Aircraft – “Mayaguez Gunboat Killer”, 430th Tactical Fighter Squadron, 347th Tactical Fighter Wing, Takhli RTAB, Thailand, 1975

The Mayaguez incident took place between Kampuchea (now Cambodia) and the United States from May 12th to 15th, 1975, less than a month after the Khmer Rouge took control of the capital Phnom Penh ousting the U.S.-backed Khmer Republic. After the Khmer Rouge seized the U.S. merchant vessel SS Mayaguez in a disputed maritime area, the U.S. mounted a hastily-prepared rescue operation. U.S. Marines recaptured the ship and attacked the island of Koh Tang where it was believed that the crew were being held as hostages.

Encountering stronger than expected defenses on Koh Tang, three United States Air Force helicopters were destroyed during the initial assault and the Marines fought a desperate day-long battle with the Khmer Rouge before being evacuated. The Mayaguez’s crew were released unharmed by the Khmer Rouge shortly after the attack on Koh Tang began. The names of the Americans killed, including three Marines left behind on Koh Tang after the battle and subsequently executed by the Khmer Rouge, are the last names on the Vietnam Veterans Memorial.

Following Secretary of Defense James R. Schlesinger’s instructions, P-3 Orion aircraft stationed at Naval Air Station (NAS) Cubi Point in the Philippines and at U-Tapao Royal Thai Navy Airfield in Thailand took off to locate Mayaguez. The aircraft carrier USS Coral Sea, then en route to Australia, was ordered into the area. The destroyer escort USS Harold E. Holt and the guided missile destroyer USS Henry B. Wilson were both ordered to proceed at high speed from the Philippine Sea towards Mayaguez’s last known location.

An alert order was sent to 1st Battalion 4th Marines (1/4 Marines) at Subic Bay and to the 9th Marine Regiment on Okinawa. A reinforced company from 1/4 Marines was ordered to assemble at NAS Cubi Point for airlift to Thailand, while a 1,100-man Battalion Landing Team (BLT) assembled in Okinawa.

On the early morning of May 13th, the P-3 Orions identified large radar returns near Poulo Wai and dropped flares on the suspected location of Mayaguez provoking Khmer Rouge gunfire. Low on fuel, the two Orions returned to base and were replaced with another Orion from Patrol Squadron 17. At 08:16 local time the Orion made a low pass over Poulo Wai positively identifying Mayaguez and again drawing Khmer Rouge gunfire.

Shortly afterwards the Khmer Rouge leader, Sa Mean, ordered Captain Miller to get Mayaguez underway. At 08:45 Mayaguez set off towards the northeast following one of the Swift Boats.  The Orion continued to track Mayaguez as it left Poulo Wai. Once the location of Mayaguez was identified, Admiral Gayler ordered the commander of the Seventh Air Force, Lieutenant General John J. Burns, at Korat Royal Thai Air Force Base, to move combat aircraft to the area.

At 13:00 two unarmed United States Air Force (USAF) F-111 fighter-bombers diverted from a training mission began making low-level high-speed passes by Mayaguez. Once the F-111s had left, Sa Mean ordered Captain Miller to follow the Swift Boats around Koh Tang and drop anchor approximately 1.5 km north of the island.  Two F-4 Phantoms soon arrived over Mayaguez and began firing their 20 mm cannon into the water in front of the ship. The F-4s were followed by A-7D Corsairs and more F-111s which continued to fire into the sea in front of and behind the ship indicating that no further movement should be attempted.

At 16:15, the Khmer Rouge ordered Mayaguez’s crew onto two fishing boats which then took them closer to the shore of Koh Tang.

Look for Hobby Master’s latest F-111 to swoop in towards the end of February.

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Product Spotlight: “Crouching Tiger”

Neo Dragon Armor’s 1:72 scale German Sd. Kfz. 141 PzKpfw III Ausf. N Infantry Support Tank with Extra Jerry Cans Atop the Turret and Rear – “Red 07”, schwere Panzerabteilung 501, Panzerarmee Afrika, Tunisia, 1942-’43

Schwere Panzerabteilung 501 was sent to North Africa following the Allied landings in Northwest Africa. The first tanks arrived in Tunisia in November 1942 while the second kompanie, was used for the occupation of Vichy France. It surrendered in Tunisia in May 1943 but was reformed later in September 1943 from the cadre of troops that had been withheld from Africa.

Following the Allied landing in French North Africa the battalion, with its 16 Panzer IIIs, arrived in Tunisia between November 1942 and January 1943.

Initially only three Tiger Is of the 501st landed at Tunis on November 23rd, 1942. These first elements of the battalion, along with four Panzer IIIs, were organized with other units into Kampfgruppe Lueder. They were involved in fighting just over a week later during the Axis counterattack on 1 December, destroying nine US and two British tanks on the first day while relieving German forces. On December 2nd, KG Lueder, with one Tiger and five Panzer IIIs, attacked Tebourba, stopping an Allied advance and knocking out six tanks and four anti-tank guns for the loss of three Panzer IIIs. On 3 December, the single operational Tiger I was reinforced by three newly arrived Tigers, which, with infantry support, surrounded Tebourba. The next day, with Junkers Ju 87 Stuka aircraft support, Kampfgruppe Lueder took Tebourba but was then disbanded, all of its Tigers being out of action. Of 182 tanks present, the Allies lost 134.

Neo Dragon Armor’s 1:72 scale German Sd. Kfz. 141 PzKpfw III Ausf. N Infantry Support Tank with Extra Jerry Cans – “White 124”, schwere Panzerabteilung 501, Panzerarmee Afrika, Tunisia, 1942-’43

Reinforcements of one Tiger and one Panzer III arrived on December 9th, which along with repairs of battle damage, gave an inventory of seven Tiger Is and five Panzer IIIs. The next day, they moved together with elements of 10th Panzer Division on the road to Massicault, attacking towards Majaz al Bab, gaining 13 km (8.1 mi) and destroying 14 M3 Stuart tanks. The next day, they covered the southern flank of the main attack and acted as a reserve element, 7 km (4.3 mi) east of Djedeida.

By the end of December 1942, strength was up to 11 out of 12 Tigers operational, plus 16 Panzer IIIs. On 15 January 1943, eight Tigers and eight Panzer IIIs were assigned to work with 756th Mountain Infantry Regiment, KG Lueder was re-established with five Tigers and 10 Panzer IIIs plus the 1st battalion of the 69th Mechanized Infantry Regiment. On January 18th, as part of Operation Eilbote I, the mountain infantry broke through enemy positions which were protected by anti-tank mines, and captured a crossing south west of Lake Kebir; one Tiger was scrapped due to a shortage of spare road wheels after hitting a mine. On January 19th, KG Lueder attacked along the road towards Robaa, then turned and took the crossing at Hir Moussa, capturing US personnel carriers which were turned over to their infantry. Skirmishes on January 20th resulted in the loss of a Tiger to a British 6 pdr anti-tank gun, and another blown up by British engineers. Over the next two days, British counterattacks were repelled; three enemy tanks destroyed for the loss of two Panzer III and one Tiger. On January 24th, more British attacks were repelled with heavy German losses.

14 Panzer IIIs plus 11 out of 16 available Tigers were operational on January 31st, 1943. They were split between the 756th and 69th again; under KG Weber they began Operation Eilbote II, but it was stopped by strong anti-tank defenses and minefields, then withdrew. Tiger armor was penetrated for the first time, two were knocked out; one burnt and was unrecoverable.

Neo Dragon Armor’s 1:72 scale German Sd. Kfz. 141 PzKpfw III Ausf. N Infantry Support Tank with Extra Jerry Cans Atop the Turret and Wooden Box and Oil Drum on its Rear – “Black 832”, schwere Panzerabteilung 501, Panzerarmee Afrika, Tunisia, 1942-’43

The six Tigers and nine Panzer IIIs of the 1st Company of the 501st were attached to 10 Panzer Division on 8 February for Operation Fruhlingswind. After night marches, they joined KG Reimann near Bou Thadi on 13 February. The next day, they broke through the Faïd Pass and joined the Battle of Sidi Bou Zid. Tigers knocked out 20 M4 Sherman tanks of the US 1st Armored Division. On February 26th, the 501st was re-designated III./Panzer-Regiment 7 of 10 Panzer-Division at the end of the Battle of the Kasserine Pass. Each company received 15 Panzer IVs as reinforcement.

The battalion that took part in the Axis offensive of Operation Ochsenkopf on February 27th. However it was stalled by numerous artillery bombardments, air attacks and mud. One Tiger also hit a mine. Continuing the attack overnight, seven more Tigers were immobilized by mines and Major Lueder was wounded. The next day, March 1st, all of the immobilized tanks were blown up, leaving one operational Tiger. The offensive failed with huge tank losses so much so that 501st had ceased to be an effective fighting force.

Over the next few days, more tanks were made operational, reaching six Tigers, 12 Panzer IIIs and seven Panzer IVs by March 10th. On March 17th, the remnants (11 Tigers) of the 501st were attached to the 504th, which had just arrived. On May 12th, 1943, the 501st were among over 230,000 Axis soldiers who surrendered at the end of the Tunisia Campaign following the Allied capture of Tunis.

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Product Spotlight: To Catch the Rising Sun

Hobby Master’s 1:72 scale USAF McDonnell RF-101C Voodoo Reconnaissance Aircraft – 363rd Tactical Reconnaissance Wing, “Operation Sun Run”, November 27th, 1957

On November 27th, 1957, four USAF pilots of the 363rd Tactical Reconnaissance Wing successfully completed Operation Sun Run by establishing three new transcontinental speed records in a McDonnell RF-101C aircraft. The record-breaking mission showcased the speed and range of the RF-101C, an improved version of the first supersonic photo reconnaissance aircraft, the RF-101A.

Operation Sun Run called for six RF-101C aircraft — two to fly round-trip from Los Angeles to New York and back again, two for the one-way flight from Los Angeles to New York, and two for backups if problems arose with the four primary aircraft. The undertaking required massive coordination of aircraft crews and radar and weather stations from coast to coast.

Six pilots of the 17th and 18th Tactical Reconnaissance Squadrons of the 363rd Tactical Reconnaissance Wing were chosen for Operation Sun Run. Each prepared for the round-trip flight, since they would not know which flight they were assigned until a few days before the operation. All six pilots had extensive experience in photo reconnaissance aircraft, although the RF-101 was relatively new to Tactical Air Command.

The success of Operation Sun Run also depended on the performance of the newly available KC-135 Stratotanker, the USAF’s first jet tanker. The KC-135’s speed allowed the RF-101s to refuel at an altitude of 35,000 feet and a speed of Mach 0.8. Crews from Strategic Air Command and Air Force Research and Development Command prepared for the 26 re-fuelings the Operation Sun Run RF-101Cs would require.

The so-called “Sun Run” RF-101C Voodoo reconnaissance aircraft is now in stock and ready for immediate shipment.

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Product Spotlight: With the Desert, the Sand

Hobby Master’s 1:56 scale German Sd. Kfz. 181 PzKpfw VI Tiger I Heavy Tank – “Red 131”, schwere Panzerabteilung 504, Medjed el Bab, Tunisia, North Africa, April 1943

When Hobby Master first came to the fore in 2006, one of their earliest offerings was a set of 1:56 scale Tiger I heavy tanks. Although a somewhat strange scale as far as collecting military vehicles go, the Tiger was soon followed up by a 1:56 scale Abrams tank, a slightly larger array of 1:48 scale King Tigers and Shermans, and lastly a long and ever evolving littany of 1:72 scale military vehicles. While a bit surprising that they would return to the 1:56 scale regime some 18 years later, this tank, in and of itself is rather special since it was captured by the British forces and is currently the only operational Tiger I heavy tank, trotted out regularly by Britain’s Tank Museum for all the world to see. But first its pedigree…

Although the Allies had become aware of a powerful new German heavy tank from its introduction on the Eastern Front in September 1942, British and Commonwealth forces would not encounter the mighty Tiger I until the final stages of the battles to capture Tunis in April 1943.

Schwere Panzerabteilung 504 was the second Tiger unit to be sent to Tunisia. It was issued 25 PzKpfw III plus two Panzerbefehlswagen Tiger in January, and 18 Tigers, comprising the battalion staff, workshop company, while the 1st tank company arrived in Tunisia on March 12th, 1943. Interestingly, the 2nd company remained in Sicily to help defend the island should Tunisia fall to the advancing Allid armies. The tank company had four platoons, each with two Tiger I tanks and two Pzkpw III support tanks. All of schwere Panzerabteilung 504’s Tigers were destroyed or captured. The surviving elements surrendered on May 12th, 1943.

During heavy fighting around Guriat el Atach, in Tunisia, one Tiger tank was abandoned by its crew and captured by British troops, who defended their impressive prize until it could be recovered and repaired. Highlighting the significance of this acquisition, Tiger “131” was later inspected by both King George VI and Winston Churchill and would become the most famous fighting vehicle in the world.

As it currently stands, look for Hobby Master’s newest 1:56 scale Tiger I to hit the hot desert sands of North Africa this summer. Its big, heavy in the hand and a fitting tribute to both the Panzerwaffe that operated the vehicle as well as the British forces tasked with its capture.

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Product Spotlight: With the Winter, the Snow

Hobby Master’s 1:48 scale German Messerschmitt Bf 109F-4 “Friedrich” Fighter – Oberleutnant Otto Kath, Stab/Jagdgeschwader 54 “Grunherz”, Staraya, Russia, December 1941

Jagdgeschwader 54 (JG 54) “Grunherz” (Green Hearts) was a Luftwaffe fighter wing during the Second World War. It was known as the Green Hearts Wing, and was the second highest scoring wing of all time, JG 52 being the highest. JG 54 flew on the Eastern Front, racking up over 9,600 kills, with aces such as Walter Nowotny, Otto Kittel, Freiherr Peter Grunhertz, Hans “Phips” Philipp, Gunther Lutzow, Emil “Bully” Lang (Lang holds the record for most kills in a day,18), Max-Hellmuth Ostermann, Dietrich Hrabak, Werner Schroer and Hannes Trautloft being the most famous Experten.

Having enjoyed initial success over the Channel and South-east England during the summer of 1940, the unit was transferred to the Eastern Front in the spring of 1941 for Operation Barbarossa – the German invasion of the Soviet Union. JG 54 would remain a Jagdwaffe stalwart in the east, flying firstly Bf 109Fs and then the Fw 190.

JG 54 was known for its non-standard camouflage schemes. For example, Bf-109F-4’s on the Leningrad front 1941-42 were painted in black-green/dark-green splinter finish with yellow under cowling and under the wing tips.

JG 54 was assigned to Army Group North during Operation Barbarossa, the invasion of Soviet Union on June 22nd, 1941 as part of the Luftwaffe’s Luftflotte 1. From the first days of the conflict, the unit proved to be one of the most effective units of the entire eastern front. June 30th was one of its most successful days of the entire war: JG 54 claimed no less than 65 kills (mostly bombers without fighters escort) over the town of Daugavpils. The “Grunherz” pushed on, still supporting Army Group North, towards the Gulf of Finland, fighting through Lithuania, Estonia and Latvia. JG 54’s operations for 1941-43 had a twofold objective: to keep the pressure on the Leningrad sector, and to reduce Soviet pressure on the Lake Ilmen area at the German flank. The Geschwader remained on that part of the Eastern Front for most of its existence. In the period June 22nd – December 5th, 1941, the unit destroyed 1,078 Soviet aircraft in return for 46 losses in aerial combat and a single fighter on the ground. Such was the pace and scale of fighting that JG 54 celebrated its 1,000 kill on August 1st, 1941, thanks to Lieutenant Max-Hellmuth Ostermann.

Hobby Master’s latest 1:48 scale release, a Messerschmitt Bf 109F-4 “Friedrich” Fighter that was piloted by Oberleutnant Otto Kath, is now in stock and ready for immediate shipment.

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