The Eduard Modeller's Den
The Eduard Modeller's Den is an online paid magazine of Czech company Eduard - M. A. designed for enthusiasts of plastic modeling, history, and related subjects. It offers a diverse range of content, including articles on current events, historical articles, museum travel guides, and interviews with notable personalities.
12/2024
The Eduard Modeller's Den is an online paid magazine of Czech company Eduard - M. A. designed for enthusiasts of plastic modeling, history, and related subjects. It offers a diverse range of content, including articles on current events, historical articles, museum travel guides, and interviews with notable personalities.
Strana 1
CURRENT AFFAIRS – POPPIESDOUBLE STRIKE MISSION SCHWEINFURT-REGENSBURGMANITOWOC SUBMARINESINTERVIEW – FLYING WITH THE BLOODY HUNDREDTHWARNING SHOTS – NOVEMBER - DECEMBER 2024HISTORICAL REFLECTION - TURNING POINT 1942BY INFO EDUARD MAGAZINEZero IssueDecember 2024Editorial
Dear Friends, welcome to the inaugural issue of an on-line magazine that certainly has no small ambitions. The Eduard Modeller’s Den magazine is just that...a comfortable den for modellers to escape to, where they can enjoy their passion in the comfort of wherever they are. The aim is not to compete with traditional modelling and historical magazines, but to bring a slightly different perspective and, with its content composition, create a mosaic suitable for both readers from the plastic modelling circle and those who are interested in history, museum travel, interviews with interesting personalities and related topics.
Dear Friends,welcome to the inaugural issue of an on-line magazine that certainly has no smallambions. The Eduard Modeller’s Denmagazine is just that...a comfortable denfor modellers to escape to, where they canenjoy their passion in the comfort of wher-ever they are. The aim is not to competewith tradional modelling and historicalmagazines, but to bring a slightly dierentperspecve and, with its content compo-sion, create a mosaic suitable for bothreaders from the plasc modelling circleand those who are interested in history,museum travel, interviews with interest-ing personalies and related topics.To cover it all, we’ve put together a high-quality team of writers, proofreaders, andtranslators who will regularly submit theirwork to you. Then it’s up to you to nd someme, stretch out on your favorite couch orin your den, and enjoy our magazine.When I say that we have created a list ofauthors, it does not mean that we are notworking on expanding founding resourc-es. We are ready to cooperate with otherresearchers and publishers who, throughEMD, are willing to share with readers thetopics that fascinate them. The arcles willinclude not only recently uncovered ac-counts from the world of aviaon, militaryand naval history and of plasc modeling,but also generally known topics, which wewill examine from dierent, less typicalperspecves.The development of this magazine wasa long struggle. It began many months agowhile playing with the noon of a printedversion of the exisng monthly newsleer,which could be ordered and printed on-de-mand, through the newsleer’s yearbookindex with the most interesng arcles,to what was the most currently displayededion on the computer screen. Even aerthe EMD concept was claried, for manydierent reasons it took several monthsand suered through a number of delaysbefore this premiere issue was ready. Con-sider it a taste of what awaits you in thefuture of EMD.The central feature of this issue is an ar-cle prepared for us by the renowned Lu-wae writer Donald Caldwell. The topicis the infamous 8th Air Force mission ofAugust 17th, 1943, to Regensburg and Sch-weinfurt. In recent months, our standardmonthly newsleer has published severalarcles specically about this topic, or atleast in some way touching on it. Mr. Cald-well’s work complements them from the‘other side’, from the perspecve of theGerman Luwae. A similar topic includesMa Mabe’s interview with 100th BombGroup veteran John H. ‘Lucky’ Luckadoo.Lucky is one of the last living veterans notonly of the Bloody Hundredth, but also ofthe erce air bales for supremacy overthe European skies during 1943. We great-ly appreciate the permission of my friendsMa and Lucky to use their interview.In this issue, our museum trip featuretakes us to Manitowoc, Wisconsin. Duringhis visit, Vladimír Sulc, a member of our ed-itorial board and frequent newsleer con-tributor as well serving as Eduard’s CEO,not only collected many impressions andphotographs with which he wants to intro-duce you to this unique museum, but alsocompiled a number of detailed historicalinsights related to the museum’s exhibitsand the local history.A purely modeling secon, mostly gen-erated by our external colleague MarianCihon, and which we call ‘Warning Shots’,introduces twenty-ve new products fromthe eld of plasc modeling coming outmainly in November and December, 2024.Do not expect any rangs or reviews in thissecon. We don’t think it appropriate forus to do so or to be within the scope ofEDITORIAL2Eduard Modeller‘s Den No. 0 - December 2024Regensburg, 17 August 1943 by Piotr ForkasiewiczStrana 3
what we are aempng to do. We will tryvery hard to bring modelling news that isvery, very fresh.We have two more regular columns, man-aged by our colleague from the editorialboard, the head of markeng at Eduard andalso aviaon-history columnist, Jan Bobek.While the rst of them will provide a cur-rent perspecve, the second is historicalin nature. But the fact that history is nota simple maer in today’s climate is illus-trated by both arcles, a concept which theeditor himself took on in his columns. His-tory and the present are quite intertwinedin them. But I will not provide any spoilers.Read the arcles and judge for yourself.The nal secon, which we have appro-priately dubbed ‘Debrieng’, will be a reg-ular feature wrien by Vladimír Sulc, fromwhom you are used to reading the intro-ductory editorials to the standard newslet-ter. Since I have appropriated this privilegefor the EMD, Mr. Sulc, or for many of youVlad, will conclude each issue with his ownthoughts.Although the creave team of this maga-zine has been responsible for the month-ly newsleer Info Eduard for several yearsand has certainly gained some experience,the concept of the intended magazine issomething completely new. It will bringnew challenges and new soluons. We areready to oer you honest work and fresh,well wrien content, but know we donot consider ourselves world champions.We are learning, so please forgive us forany mistakes and imperfecons, becausewe believe that these, as well as your feed-back, will move us forward and will allowthe EMD to evolve and improve.Before I conclude my rst column in thismagazine and invite you to enjoy its con-tent at least as much as we enjoyed creat-ing it, I would like to thank my colleagueson the editorial board, our contribungauthors, graphic designers, proofreadersand translators for their work on the con-tent of this issue and all of those comingdown the pipe. Last but not least, thanksgo out to Triobo, who grappled with theunusual technical requirements for us andhelped co-create this magazine during itslong development.We will graciously accept any suggesons,opinions and comments from you, our val-ued readers.Jan ZdiarskyChief Editor, EMD andtheInfoEduardNewsleer2 Editorialby the EIC5 CurrentAairsPoppies by Jan Bobek8 Double Strike MissionSchweinfurt-Regensburgfrom the Luwae Perspecveby Donald Caldwell33 Manitowoc SubmarinesMuseum Report by Vladimír Šulc70 Flying withthe Bloody HundredthInterview with John H. Luckadooby Ma Mabe82 Warning ShotsExploring the Plasc ModellingUniverse and BeyondNov/Dec 2024 by Marian Cihoň91 Turning Point- November 1942Historical Reecon by Jan Bobek96 Scale GalleryP-51D 1/48 Eduard by Paolo Portuesi100 Debriengby Vladimír ŠulcEDITORIAL370 833 91CONTENTEduard Modeller‘s Den No. 0 - December 2024Strana 4
SUBSCRIPTION RULES AND CONDITIONS4Eduard Modeller‘s Den No. 0 - December 2024EDUARD MODELLER´S DENe-zine,Internetmagazine,paidsupplementtotheInfoEduardNewsleerLanguage: published in two languages – Czech and EnglishLayout is friendly for reading on cellphones, tablets and computers.Periodicity: published monthlyRelease date: around 10th day in a monthReader’sregistraon: during purchase at emd.eduard.com (current Zero Issue is free)Subscripon: available while registraon and payment *Distribuon: to read and download on the Triobo plaorm (emd.eduard.com)A registered user will be able to read content on 4 devices at the same me.Registered user can also download a pdf of the issue that he purchased.Price: $ 5 USD (or equivalent in EUR or another currency **) means permanent accessto each purchased single issue (current Zero Issue is free)Payments: by a card at Stripe payment gateBonuses: with the purchase of each issue, the customer will receive a one-me couponfor a 10% discount when purchasing at the Eduard webstore (www.eduard.com) ***Discount bonuses will be available from the rst paid issue of the magazine.* Note to the subscripon and one-me purchase:- withoutsubscripon, each issue is acvated individually; one-me purchase.Then an e-mail with discount coupon will be received- monthly-acvatedsubscripon – the payment will be automacallyacvated aer new issue is released. This new issue will be immediatelyready for reading. Subsequently an e-mail with a discount coupon will be sent.- meperiod - quarter year, half year, a whole yearAer release of payment for a me subscripon, an e-mail is received withlist of discount coupons equal to the paid period, i.e 3, 6 or 12. Those cou-pons can be used anyme. For one order only one EMD discount couponcan be applied.Already paid issues are open to the parcular reader for the future readinganyme. The same order way can be also applied to previous issues.** The exchange rate between USD and your currency is determined by your bank*** EMD discount coupons can be combined with other discounts provided bythe Eduard webstore www.eduard.com.Combined discounts on Eduard webstore are appliedas shown in following example:Aerparty discount 20%EMD discount coupon 10%Purchase value $ 100 USD1) $ 100 USD – 20% Aerparty = $80 USD2) $ 80 USD – 10% EMD = $72 USD=> Total discount = $ 28 USD = 28 % from the basic price.There is not allowed to apply more EMD discount coupons in the same order.Current Affair
Poppies In the Czech Republic, November has long been associated with Veterans Day, symbolized by poppies. Although it is a relatively old tradition, it has found its place in the Czech context only in the last thirty years. The previous, communist, regime glorified the red color in a completely different form (especially in November, which was filled with it), and the poppy flower was not in favor. Today, people contribute to the support of war veterans by purchasing remembrance poppies. For foreign readers, especially those from Commonwealth countries, the adoption of their tradition in the Czech Republic might be surprising. It was our own WWII veterans who introduced us to November 11 and the “poppies” after the fall of communism in 1989, when they returned from the West to a free homeland . The symbol of the poppy began to be used in the Czech Republic in the 1990s. The first official celebration of Veterans Day took place in 2001 at Prague’s Vítkov Hill, and three years later, Veterans Day was defined in legislation as a significant day in the Czech calendar. Since 2014, the poppy has also symbolized the Military Solidarity Fund collection. Our company supports this fund almost every year during Veterans Day celebrations at Náměstí Míru (Peace Square) in Prague by donating proceeds from sales of our plastic kits, posters, and souvenirs.
In the Czech Republic, November has longbeen associated with Veterans Day, sym-bolized by poppies. Although it is a relave-ly old tradion, it has found its place in theCzech context only in the last thirty years.The previous, communist, regime glori-ed the red color in a completely dierentform (especially in November, which waslled with it), and the poppy ower wasnot in favor. Today, people contribute tothe support of war veterans by purchasingremembrance poppies. For foreign read-ers, especially those from Commonwealthcountries, the adopon of their tradionin the Czech Republic might be surprising.It was our own WWII veterans who intro-duced us to November 11 and the “pop-pies” aer the fall of communism in 1989,when they returned from the West toa free homeland . The symbol of the pop-py began to be used in the Czech Repub-lic in the 1990s. The rst ocial celebra-on of Veterans Day took place in 2001 atPrague’s Vítkov Hill, and three years later,Veterans Day was dened in legislaonas a signicant day in the Czech calendar.Since 2014, the poppy has also symbolizedthe Military Solidarity Fund collecon. Ourcompany supports this fund almost everyyear during Veterans Day celebraons atNáměs Míru (Peace Square) in Prague bydonang proceeds from sales of our plas-c kits, posters, and souvenirs.The tradion of Veterans Day is stron-gest in Great Britain and Commonwealthcountries but has gradually been adoptedin other naons. Over the past decade, forexample, it has been spreading in Ukraine.How did the commemoraon of fallensoldiers and the support of war veteransbecome linked with poppies? The originof this symbol dates back to Spring 1915during the Second Bale of Ypres in Flan-ders, Belgium, which lasted from April 22to May 25 of that year. The baleeld hadbeen turned into a lunar landscape by mas-sive arllery re, leaving only stumps oftrees. Today, sadly similar scenes can beseen in footage from the war in Ukraine.For soldiers on both sides in the spring ofPOPPIESJan BobekCURRENT AFFAIRS5Eduard Modeller‘s Den No. 0 - December 2024Strana 6
1915, it was a signicant surprise when thebaleeld was covered with a vast bloomof poppies. The soil, ploughed countlessmes by explosions, was an ideal environ-ment for these beauful weeds.Aer almost a year of horric war, duringwhich chemical weapons were used forthe rst me in the Second Bale of Ypres,the blooming poppies appeared to soldiersin the trenches as something from anoth-er world. Many sent the owers home inleers, and these are now prized arfactsin museum collecons. Poppies growingon baleelds were already a known phe-nomenon during the Napoleonic Wars.The foundaon of the poppy tradionwas laid during the Second Bale of Ypresby a Canadian military doctor of Scoshdescent, Major John McCrae, who servedwith the 1st Brigade, Canadian Field Arl-lery. Before the war, he worked as a pa-thologist and published on the subject, buthe was also a gied poet. On May 2, 1915,his friend Lt. Alexis Helmer was killed byan arllery shell. The next day, a burial forHelmer’s remains, which were found, washeld. Deeply aected by his friend’s deathand the immense number of casualesand injuries, McCrae wrote the poem InFlanders Fields aer the funeral. I’d liketo highlight it here, as it remains power-ful and meaningful even aer more thana century:InFlanderselds,thepoppiesblowBetween the crosses, row on row,Thatmarkourplace;andintheskyThelarks,sllbravelysinging,yScarce heard amid the guns below.We are the Dead. Short days agoWelived,feltdawn,sawsunsetglow,Lovedandwereloved,andnowwelie,InFlanderselds.Takeupourquarrelwiththefoe:To you from failing hands we throwThetorch;beyourstoholdithigh.If ye break faith with us who dieWeshallnotsleep,thoughpoppiesgrowInFlanderselds.Later in 1915, the poem was publishedand became the most popular work of itskind on the subject of the ongoing war. Itwas quickly translated into many languages,and countless soldiers gratefully saw it asan expression of the meaning behind theirsuering and a tribute to their fallen com-rades. Sadly, John McCrae passed away inearly 1918 and did not live to see the pub-licaon of his poetry collecon, aptly tledIn Flanders Fields.In 1921, remembrance poppies spreadamong the Allies as a symbol worn on la-pels on Armisce Day. The tradion grewCURRENT AFFAIRS6Eduard Modeller‘s Den No. 0 - December 2024PoppiesStrana 7
so widely that a factory was even estab-lished to produce the remembrance pop-pies. This act of honoring the memory ofAllied soldiers who fell in World War I andlater conicts connues to inspire arscworks to this day. However, the topic ofpoppies has not been without controver-sy. Debates have arisen over their arscdesign and the legimacy of selling thissymbol. In connecon with certain militaryoperaons, some segments of the publichave deemed its use inappropriate. Occa-sionally, the poppy is depicted in white asa symbol of peace.Returning to the Czech Republic: Whenthe armisce came into eect on Novem-ber 11, 1918, at 11 a.m. Paris me, morethan a million Czech-speaking men fromthe Lands of the Bohemian Crown wereserving in the Austro-Hungarian army.At the same me, over 100,000 of theircompatriots were ghng with the Czecho-slovak Legions on the Allied side. Theselegionnaires served in the French, Italian,Serbian, and, unl 1917, Russian armies.About a hundred of their compatriots evenfought in Brish uniforms.It’s unlikely that anyone on either sideof the war could have imagined that,a hundred years later, the sacrices of warveterans in their homeland would be com-memorated by the ower of the poppy—a symbol whose story began on the eldsof Flanders and whose commemoravetradion was born overseas. The poppy, asa symbol of sacrice and support for warveterans, connues to evolve, and I be-lieve this is good news for veterans andtheir families.CURRENT AFFAIRS7Eduard Modeller‘s Den No. 0 - December 2024PoppiesDOUBLE STRIKE
This article details the Luftwaffe defense against the 8th Air Force combined raid on Schweinfurt and Regensburg on August 17, 1943. Schweinfurt, which contained much of the German ball bearing industry, and Regensburg, the principal production site for Messerschmitt fighters, were two of the top targets on the Allies’ Combined Bomber Offensive list. Both cities were far beyond the range of American escorts, but the 8th Air Force under MGen. Ira Eaker was under pressure from Washington to show immediate results, and the staff of MGen. Fred Anderson’s VIII Bomber Command devised an ambitious plan to bomb both targets on a single day. The three long-range B-24 Groups were still in the Mediterranean theater from the Ploiești raid, so this would have to be an all-B-17 mission. In the final version, the smaller, newer 4th Bomb Wing would take off first and head to Regensburg on the most direct route, escorted as far as the German border by all of the available P-47s. After bombing, it would continue south over the Alps and land in North Africa. The larger, more experienced 1st Bomb Wing would follow fifteen minutes later, bomb Schweinfurt, and return to England; these B-17s would be seen home by the entire escort force, flying its second sortie. It was expected that the novelty and complexity of the combined mission would confuse the German controllers and exhaust their pilots. The greatest flaw in the plan, apart from its dependence on perfect weather and exact timing, arose from the limited range of the bombers of the 1st Bomb Wing, which forced them to take the most direct route to the target and return; this was a near-duplicate of the route to Regensburg as far as Schweinfurt. The German controllers would thus have to deal with three bomber formations flying on the same route on the same day, which would hardly stretch their capabilities. The Reichsluftverteidigung [RLV, Air Defense of the Reich] was slowly increasing in strength. A few fighter units had been brought back from the eastern front and the Mediterranean and after rebuilding, began training to combat American heavy bombers.
DOUBLE STRIKESCHWEINFURT-REGENSBURG MISSIONFROM THE LUFTWAFFEPERSPECTIVEby Donald CaldwellHISTORY8Eduard Modeller‘s Den No. 0 - December 2024Strana 9
The RLV sta had drawn up plans in the pre-vious months to concentrate the defendingghters along any deep-penetraon course.German pilots were now given briengsand maps describing the airelds to look forat the end of long one-way combat ights,and these airelds had been equipped toservice them. This would facilitate secondsores by ghters arriving in the bale zonefrom the most distant bases.The English weather turned what wasalready a quesonable mission into a di-saster. The weather over western Europewas perfect this morning—except over theB-17 bases, which were fogged in. Planswere hasly changed. The 4th Bomb Wingneeded daylight to land on unfamiliar eldsin North Africa, and could thus only waitan hour, but would take o then. The es-cort plan was apparently changed at thisme; only two P-47 groups went with the4th Wing, while the other two waited forthe 1st. The 1st Bomb Wing, which was in-adequately trained in bad-weather take-os, delayed their mission for three andone-half hours, as long as they could waitand sll return to England before darkness.However, this was sll not enough me forthe P-47 escorts to return from their rstmission, refuel and reload, and thus escortof the large outbound Schweinfurt forcewas le to only two P-47 groups, plus theshort-range RAF Spiires. Two P-47 groups,the 56th and the new 353rd, managed toy two missions, supporng the outboundRegensburg and the returning Schweinfurtforces. Most of the German JagdgruppenThisarcledetailstheLuwaedefenseagainstthe8thAirForcecombinedraid on Schweinfurt and Regensburg on August 17, 1943. Schweinfurt, whichcontained much of the German ball bearing industry, and Regensburg, the prin-cipalproduconsiteforMesserschmighters,weretwoofthetoptargetsontheAllies’CombinedBomberOensivelist.Bothcieswerefarbeyondtherange of American escorts, but the 8th Air Force under MGen. Ira Eaker wasunderpressurefromWashingtontoshowimmediateresults,andthestaofMGen.FredAnderson’sVIIIBomberCommanddevisedanambiousplantobombbothtargetsonasingleday.Thethreelong-rangeB-24GroupsweresllintheMediterraneantheaterfromthePloieșraid,sothiswouldhavetobeanall-B-17mission.Inthenalversion,thesmaller,newer4thBombWingwouldtakeorstandheadtoRegensburgonthemostdirectroute,escortedasfarastheGermanborderbyalloftheavailableP-47s.Aerbombing,itwouldconnuesouthovertheAlpsandlandinNorthAfrica.Thelarger,moreexpe-rienced1stBombWingwouldfolloweenminuteslater,bombSchweinfurt,andreturntoEngland;theseB-17swouldbeseenhomebytheenreescortforce,yingitssecondsore.ItwasexpectedthatthenoveltyandcomplexityofthecombinedmissionwouldconfusetheGermancontrollersandexhausttheirpilots.Thegreatestawintheplan,apartfromitsdependenceonperfectweatherandexactming,arosefromthelimitedrangeofthebombersoftheDOUBLE STRIKESCHWEINFURT-REGENSBURG MISSIONFROM THE LUFTWAFFE PERSPECTIVE1st Bomb Wing, which forced them to take the most direct route to the targetand return; this was a near-duplicate of the route to Regensburg as far as Sch-weinfurt. The German controllers would thus have to deal with three bomb-erformaonsyingonthesamerouteonthesameday,whichwouldhardlystretchtheircapabilies.TheReichsluverteidigung[RLV,AirDefenseoftheReich]wasslowlyincreas-inginstrength.AfewghterunitshadbeenbroughtbackfromtheeasternfrontandtheMediterraneanandaerrebuilding,begantrainingtocombatAmerican heavy bombers.Adapted from the author’s The Luwae over Germany: Defense of the Reich (with RichardMuller) and Day Fighters in Defense of the Reich: A War Diary 1942-1945. All photos providedby the author, unless otherwise noted.by Donald CaldwellHISTORY9Eduard Modeller‘s Den No. 0 - December 2024Strana 10
Eduard Modeller‘s Den No. 0 - December 2024Double Strike: Schweinfurt-Regensburg Mission[ghter groups] would have lile dicultyying two or even three missions.The pre-dawn radio tesng at the B-17bases gave the German ghter controllersample warning of a full-strength deep-pen-etraon raid. The Jafü Holland-Ruhrgebiet,[ghter control unit or commander, Hol-land-Ruhr region] Oberst Walter Grab-mann, operang from a villa near Arnhem,brought his seven Jagdgruppen to full read-iness at 0800. He scrambled Hptm. KarlBorris’s I./JG 26 from Woensdrecht at 1048.The best descripon of Borris’s mission isthat found in Jörg Kiefner’s unpublishedmemoir. Kiefner was a commissioned re-placement pilot who had just joined Bor-ris’s Gruppe. His report of his mission canstand for the many. Kiefner:“We drove to the 3. Stael dispersal atdawnonamotorcyclewithmyboss,Hptm.Hermichenandasidecarofveorsixpeo-ple. At this me, I. /JG 26 was based atWoensdrecht aireld near the mouth oftheScheldt,southeastofAntwerp.Our Focke Wulf Fw 190 ghter planeswere just being warmed up; long lightblue ames were shoong out of the ex-haustpipesoftheroaringenginesrunningatfullthrole.Thecrewchiefreported3machines Startklar [ready for takeo.] Allthepilotshadgathered;Iwasassignedtothe“Yellow2”,aformerKommodoreplane(henceafastone)asKaczmarek[wingman]totheboss.PeterAhrens’planewasalsoclearandsothethreeofusweresupposedtoleadthe“waroftheday”.ThedaybeforeIhadachievedmyrstkillwiththeendgül-genVernichtung[eV, nal destrucon] ofa B 17 bomber. Dressed ready to go withlife jackets, are pistols and ammunionin every conceivable pocket of the Chan-nelCombinaon,welaydowninthenextroomofthebarracks.Somorningmusic,mostlyfromBBCLondon,wasplayingonthe radio. As soon as it was daylight, or-derliescameandsetupthecoeetablefortheghterpilots’breakfast.Alfonswasal-readyclaeringthe dishes. Wecouldgetstarted; it was sll slightly hazy outside;anicedaywasexpected;therewouldprob-ably be something to do soon.At around 0800 the loudspeaker on thecommand system crackled for the rstme:livelyassemblyacvitywasdetectedoverEngland!Aha,it’sstarng!More reports kept coming. Formaonswere sll circling over the island. it tookaverylongmetodayunl“TheheadoftheFw 190A-5, WNr. 410054, Oberst WalterGrabmann, Jagdiegerführer Holland& 3. Jagddivision, 1943-1944Eduard kit No. 1144TheFw190AofOberstGrabmann,theJafüHolland-Ruhrgebiet,wholedtheLuwaedefense against the Schweinfurt-Regensburgmission.Walter Grabmann (1905 - 1992)One of the most procient and inuenalRLV Jafü and Divisionkommandeure. Grab-mann learned to y in the German policeforce and received a commission in the new-ly formed Luwae. He soon became thecommander of one of JG 26’s predecessorunits. Aer a tour in Spain as commander ofthe Condor Legion’s ghter component, hetransferred to the new Zerstörer force, andcommanded ZG 76 during the French cam-paign and the Bale of Britain, for which ser-vice he was awarded the Knight’s Cross. Hebecame Jafü Holland-Ruhrgebiet in August1942 and in November 1943 was given com-mand of Jagddivision 3, a posion he retainedunl the last chaoc month of the war. Hislast rank was Generalmajor. Aer the war hewas a principal author of the USAF HistoricalStudies on the German Air Force.HISTORY10Strana 11
formaonhasnowsetoonaneastwardcourse”; there obviously had to be largegroupsofdickenAutos[fat cars; Luwaecode for heavy bombers.] Radio communi-caonmeans4-enginebombers,act!Theordertotakeohadtocomeimmediately,asweweredirectlyintheapproachpathofthereportedunits.Sowewouldbethersttomeetthem!At1048wegottheor-der to scramble.Duetotheconstantsituaonreports,thetension had risen to the point where itwas unbearable, now it was nally me!As I ran to the machine, my mechanic wasalreadystandingnexttothebirdwithmyparachute, straps on, safety slider in thelockingmechanism,upontothewingandin one swing into the seat, starter leverswitchedon,bellystrapsoverandfoldedtogether,leandrightshoulderstrapsintothepluglock,headcoverwithFT[radio]puton, which the mechanic had in the mean-mekeptreadytohand.Ignionon,start-errevvedup,handlepulledandthegoodBMW 801 double radial engine started, ini-allyemingabluecloudofsmoke.Thefrontisclear,thebrakepadsareremoved,theFT buonsontheradio intercomarepressedin,theacceleratorisappliedandtheplanetaxistotheedgeoftheeld,justtotherightofHermichen.Analwaveatmy mechanic; his thoughts for the nexthourwouldbeon“hisbird”andhispilot!Then the aircra of the sta Schwarm[ight of four aircra] swept across theeldfromtheright;assoonastheypassedus,ourcrewchiefred“red”,thethreeofuspushedtheirthrolesinand thatwaswhere the wild hunt began. I don’t remem-berhowmanyaircrahadtakenoininourGruppe.Thereweren’tmany,atmosttwelve.Hermichenwasintheleadbutforme,the“youngbunny”,Ihadtosckwithit, keep my posion as clean as possibleand be careful. We climbed prey quick-ly. There was deafening chaos in the FTbetween orders and announcements fromtheformaonleaders.”I./JG 26 scrambled just as the Regensburgforce had nished crossing the English coast.Within ve minutes it was apparent that theB-17s were headed directly for the Dutchcoast, and Hptm. Klaus Mietusch’s III./JG 26was ordered to take o from Schiphol.Several Bf 110 night ghters from I./NJG 1and II./NJG 1 scrambled, under orders tohunt down any stragglers. II./JG 1 was kepton the ground at Woensdrecht while theB-17s passed directly overhead, probablybecause less than half of the Americanbombers had as yet been located. Borrisbegan climbing to the east to gain a goodKarlBorris,seenhereasanOberleutnantin1942.Theonlypre-warJG26pilotsllyingwithJG26onV-EDay,MajorBorriscommandedtheI.Gruppeforalmosttwofull years.Hptm.RolfHermichen,theI./JG11Kom-mandeur,ishoistedfromhisairplane,abrand-newFw190A-7,aerasuccess-ful early1944 mission. The Focke-WulfappearstobepaintedinanoverallHell-grau (light gray) scheme, common forBf109high-altudeghtersbutnotFw190s.Hermichenwasthe3./JG26KapitänduringtheSchweinfurt-Regens-burg mission.HISTORY11Eduard Modeller‘s Den No. 0 - December 2024Double Strike: Schweinfurt-Regensburg MissionStrana 12
aack posion; Mietusch’s men would al-ready have the morning sun at their backswhen they reached the bomber formaon.The oncoming formaon comprised 146B-17s in a long formaon of three combatwings, with a small escort comprising two353rd Fighter Group squadrons. Borriswas waing up-sun and slightly above thebombers as they approached, in perfectposion for an immediate head-on bounce.The skimpy ghter escort was apparent-ly concentrated around the rst combatwing; no P-47 pilot saw the Focke-Wulfsas they swept around in a le turn andhurtled toward the second combat wing.Aer ying through it, they hit the trailingwing and then broke away in all direcons.Borris’s own target, the last aircra in the94th Bomb Group box, burst into ames,sheered from the formaon and dove toearth—the rst loss of the day for eitherside. Several B-17s in the rear combatwing began to smoke from damaged en-gines. One Focke-Wulf was hit and droppedaway to make a forced landing on Venlo.No other German ghter was seriouslydamaged during this aack.Jörg Kiefner recalled: “Wepopupthroughathincloudlayer,andsuddenlyspotalargenumber of Messers, small brothers fromourIII.Gruppe,asitturnedoutlater.Iwastooinexperiencedtomakemuchsenseofitall.Weclimbfurtheruptoaround8000m,sweepingoutinawidearc.Thensuddenlythe dicken Autos [fat cars], the four-engineones!!!Firstcloudsofakandthenthickclusters of bombers in between, below ustothele!Wecatchupabit,withapar-allel course well ahead of the four-engines,about 150 of them! And then we turn inat the front, we follow—resolutely stucktoposion!—anddive,forthesecondmeon four engines for me.Diagonallyfromthefront,weaackfromaslightelevaon;extremelyquicklythegi-antaircra,iniallyonlyvisibleaslines,be-comebigger,thicker.Nowpullahead,aimat the fuselage and right engines then shoot,shoot,lightningboltswithinthegroupandstraight through the middle of the wholebunch, a fantasc moment, these boxesare huge, some are already burning, inafraconofasecondIseethehouse-sizedsharknsoftheirtailswiththelarge,blackmarkings. I quickly turn—there was my[Staelkapitän] Hermichen.Ijoinup—heisalready banking toward two lone Boeingsthathadbeenshotup(byus?)andwereturningbacktowardEngland.Aackfromlowrear,pressin,pullup—infrontofmeistheboss—hewasn’tgoingtoleavetheBoeing.Ipressinclose,ringbelowandbe-sidehimatouropponent,whonowhunginthe air in front of us as large as a barn door.Theairplaneissoonburningbrightlyfromourre,fromthefuselageandtherighten-gines.Aerpullingototheright,webankinagain,inaschool-bookposiontoaackfromtherear.“Ceasering!”fromHermi-chen over the radio. The bomber is burn-ingbrightlyalongitsenrefuselage—5-6crewmenhavealreadybailedout.NowourBoeingdivesnose-rsttowardtheground,where it crashes—an unforgeable sight.IcloseuponHermichenagain;PeterAhrenswasalsointhearea,havingshotdownthesecondBoeing.ItcrashedinmanypiecesbetweenAntwerpandoureldatWoens-drecht.”Hptm.MietuschscramblinghisIII./JG26fromanorthGermanaireldinJuly1943,before its return to The Netherlands.HISTORY12Eduard Modeller‘s Den No. 0 - December 2024Double Strike: Schweinfurt-Regensburg MissionStrana 13
Borris did not aempt to re-form hisGruppe for a second pass, but was contentto let his pilots search for stragglers whileawaing landing orders from the Jafü. Kief-ner connues his story:“Thethreeofusbuzzoureld,whichhadbeen directly below us, Hermichen andAhrenswagglingtheirwings.Tracpaern,landinggeardown,oatin,land,rollpastthe command post; many people, enthu-siascwaving,furtherintothepits,ready,engine switched o! Joyful excitement attheberth!Outofthemill,totheboss,whowas already talking with his hands and feet,tellingthestory.Reporngback,machinewasclearandeveryoneaskstogether,howwasit,diditworkne,how?Iwastheenvyofeveryoneforthishoteort:theycouldandhadwatchedfromtheeld!Hermichen and Ahrens headed for theGefechtsstand [command post], the for-mer somewhat embarrassed. His crewchiefhadtoldhimthathiscannonsllhadthetapeonthemandhadnotbeenred.H. had already claimed his Abschuß [shoot-down (air victory)], but immediately signedacombatreportasawitnesstoaHerauss-chuss [HSS, separaon from formaon]toAhrens,andtheendgülgeVernichtung[eV, nal destrucon] to me, since I hadownandredsoclosetohim.”Mietusch’s Gruppe was the next to aack.Upon its arrival it bored in on the rear ofthe bomber stream, which was totally un-Oblt.KlausMietusch,photographedbesidethetailofhis7./JG26Fw190A-3insummer1942.The8./JG26Fw190A-7“Black16”,showingitsunusualpersonalmarking,abloodybird.Unfortunatelythemechanicwhosuppliedthephotodidnotrecallthecircumstances.Bf 109G-6/R6, WNr. 15367, Oblt. HerwigZuzic, CO of 8./JG 1, Leeuwarden,the Netherlands, July 1943Eduard kit No. 84201HISTORY13Eduard Modeller‘s Den No. 0 - December 2024Double Strike: Schweinfurt-Regensburg MissionStrana 14
protected by ghters. The Messerschmisformed up, turned, and aacked the rearwing head-on. Only one bomber wasforced from the formaon by this inial at-tack, but the German pilots came back inrepeatedly over the next een minutes.Mietusch’s combat philosophy was unlikethat of the cauous Borris; he had orderedhis pilots to keep up the aack unl forcedby damage, low fuel, or low ammunionto break o. They concentrated on the reartwo combat wings. Three more damagedFortresses dropped back, but bomber rehit and killed one Messerschmi pilot andforced a second to belly-land with wounds.A third bailed out without injury aera spectacular cartwheel through the rearB-17 Pulk.One of the four B-17s that had droppedback from the 4th Bomb Wing’s rear boxwas shot down by Fw. Werner Kra of the9. Stael, who pulled alongside the crip-pled bomber to look it over and wasthen shot down by the right waist gunner,Sgt. William Binnebose, who met Kra thatevening in a Belgian hospital.The other three damaged B-17s were shotdown by JG 26 Focke-Wulfs and Messer-schmis and the lurking NJG 1 Bf 110s.A close examinaon of the claims micro-lms shows how complicated the book-keeping could become for even a rela-vely simple combat. Eight B-17s le theformaon before the German border wasreached. One of these was denitely shotdown by Flak, according to the survivingcrewmen. Of the other seven, I./JG 26 wascredited with three full victories; III./JG 26was credited with one, plus two more thatwere awarded “jointly with” NJG 1—alt-hough in theory the Luwae did not ac-cept joint claims—and NJG 1 crews wereTheFw190A-5ofOblt.RüdigervonKirchmayer,TechnicalOcerofII./JG1,photogra-phedinmid-1943.Itcarriesthechevron-circleemblemoftheTO,andaredTazelwurm[dragon-worm,acreaturefromNordicfolklore]onthecowlingtodesignatetheGruppeStab.Fw 190A-4, WNr. 140581, own by Lt. E. Burath, Stab I./JG 1,Deelen, the Netherlands, April 1943Eduard kit No. R0016Bf 110G-4, own by Lt. Heinz-WolfgangSchnaufer, II./NJG 1, Saint-Trond, Belgium,April/May 1943 Eduard kit No. 8208HISTORY14Eduard Modeller‘s Den No. 0 - December 2024Double Strike: Schweinfurt-Regensburg MissionStrana 15
given full credit for three, although all oftheir vicms had already le their forma-ons and according to the rules shouldhave been only “nal destrucons”. Therecord is silent with respect to sharing anyof these claims with JG 26.The 56th Fighter Group relieved the 353rdon schedule; its pilots saw only one Ger-man ghter. The German controller hadseen the new ghters coming and whiskedhis own ghters away and back to theirbases. When the last P-47 turned backat Eupen, the way was clear for new JafüHolland-Ruhrgebiet ghter units to conn-ue the aacks without hindrance. I./JG 1and III./JG 1 made contact at 1150, nearAschaenburg. The I. Gruppe claimedthree full victories and three separaons,for no losses. The III. Gruppe Kommandeur,Hptm. Robert Olejnik, had taken o latewith a bad radio and could not reach hisGruppe, but followed a B-17 formaon for35 minutes before aacking and claimedone nal destrucon; the rest of his Gruppemade no claims, and lost one Bf 109. Nextto arrive were the Messerschmis of I./JG 3, which claimed three B 17s for the lossof two ghters. Oberst Grabmann’s othertwo units, II./JG 1 and III./JG 3, were scram-bled but failed to make contact, and land-ed at Woensdrecht to await the bombers’return.Fw190A-6“Red5”of5./JG1,shownhereatRheineinsummer1943,waslostonanightmissionon27Septemberwhilebeingownbyanightpilot.Apilotof5./JG1runsuphisenginepriortotakeoinJuly1943.Hisnameisdierentindierentsources.Theyellowundercowlisatheatermarking;ThecowlringandGruppeTatzelwurmareinthe5.Staelcolor,red.HISTORY15Eduard Modeller‘s Den No. 0 - December 2024Double Strike: Schweinfurt-Regensburg MissionStrana 16
Hermann Graf(1912 - 1988)The rst ghter pilotto claim 200 air victo-ries, and the h manto be awarded theWehrmacht’s highestaward for valor, theKnight’s Cross withOak Leaves, Swordsand Diamonds. Grafwas grounded aer his202nd Eastern Frontvictory and returnedto Germany, wherethis poorly educatedson of a baker becamea favourite of the Nazipropaganda machine.He was eventually re-stored to combat sta-tus and commandedJG 50, JG 1, and JG 11in the RLV before he re-quested and obtainedpermission to returnto the Eastern Front tocommand his old unit,JG 52. On VE-Day he at-tempted to surrenderto the Americans, butas a prominent mem-ber of an Osront unithe was turned over tothe Soviet Army. Duringhis four-year capvityin Russia he apparent-ly signed documentsaccepng Nazi Ger-many’s guilt for begin-ning the war. For thistransgression he wasdenounced by the Ger-man veterans’ associa-ons aer his return toWest Germany, and re-mained a controversialgure unl his death.Targetstrikephotoof the RegensburgMesserschmifactory,capturedon August 17, 1943,by the crew ofB-17F42-30250‚Yank‘ from the385thBombGroup.HISTORY16Eduard Modeller‘s Den No. 0 - December 2024Double Strike: Schweinfurt-Regensburg MissionStrana 17
As soon as it became apparent that thebombers were on course for a target inwestern or southern Germany, Jafü Hol-land-Ruhrgebiet requested support fromJafü Deutsche Bucht, Jafü 2, and Jafü3. There was sll no formal coordinaonof the defenses, but such help was rare-ly withheld. JG 11 was ordered southwestfrom its north German bases to the Neth-erlands; JG 2 moved east from its bases inwestern France. All were too late to inter-B-17F-85-BO 42-30066, Lt. Charles B. Cruikshank crew, Maj. John C. Egan, 418th BS, 100th BG,Thorpe Abbos, United Kingdom, 17 August 1943Eduard kit No. 11183BombersoftheRegensburgTaskForceheadingsouthaerstrikingtheirtarget.[Photo:NARA]Fw.JosefKehle’sBf109G-6“Black7”of8./JG1,photographedatLeeuwardeninthesummerof1943.Theplanehasastandardmolenish,ared/whitespiralspinner,andtwonitbadges,theStaelbadgeandoneofKehle’sRoe[twoaircra.]HISTORY17Eduard Modeller‘s Den No. 0 - December 2024Double Strike: Schweinfurt-Regensburg MissionStrana 18
cept the incoming bombers and landed torefuel on airelds near the assumed with-drawal route, which was usually near theincoming route.The bombers entered the territory of JafüSüddeutschland, which had only one dayghter unit, Major Hermann Graf’s JG 50,under its command. The well-known Grafwas the highest-scoring pilot now servingwith a combat unit, but he did not leadtheir two missions today. That task fellto Oblt. Alfred Grislawski, Kapitän of the1. Stael. The bombers came within twen-ty miles of its base at Wiesbaden-Erben-heim; all of its 26 Bf 109s were scrambled,and were joined by the Einsatzschwärme[operaonal ights] of nearby operaon-al training units. They began their head-onaacks at around noon, and connued un-l 1250, aer the bombers had complet-ed their nal turn toward Regensburg atthe Inial Point. Only now was the targetknown. The Regensburg Industrieschutz-stael [factory protecon squadron] quick-ly scrambled its 12 Bf 109s. Oblt. Stemmlerdowned one B-17 before the bomb runwhile the other eleven Messerschmi pi-lots dove away. Stemmler was quoted assaying that while the idea of the lile unitwas a good one, test pilots were not neces-sarily good combat pilots. Grislawski’s menand the training unit pilots were creditedwith eight bombers; their own losses onReichsmarschallGöringspeakstoOblt.AlfredGrislawskiduringaninspeconofJG50atErbenheiminlate1943.BehindGöringistheKommodore,MajorHermannGraf;tothelerearisGenobst.BrunoLörzer.Hptm.Wilhelm-FerdinandGalland,KommandeurofII./JG26.ThesecondGallandbrothertodieintheGeschwader,“Wutz”waskilledon17August1943by56thFighterGroupP-47sescorngthe Schweinfurt-Regensburg raid.Bf 109G-6, Oblt. Alfred Grislawski, CO of 1./JG 50,Wiesbaden-Erbenheim, Germany, September 1943Eduard kit No. 2144HISTORY18Eduard Modeller‘s Den No. 0 - December 2024Double Strike: Schweinfurt-Regensburg MissionStrana 19
MajorGeneralCursE.LeMay(1906-1990)by Jan ZdiarskýCurs LeMay was born in Columbus, Ohio.When the United States was aacked at PearlHarbor, he, with the rank of Major, command-ed the newly formed 305th Bomb Group. Hisgroup would become one of the rst Americanheavy bomber units in Europe less than a yearlater and he led it unl May, 1943. During thisinial period, the US bomber force not only ac-cumulated its rst tools with which to ply itstrade, but at the cost of heavy losses also ex-plored much that ended up as dead ends, andwas able to develop its taccs through expe-rience in modern air warfare. Curs LeMayplayed a major role in this, whose prominentrole lies in the development of strategic bomb-ing standards, the composion of combat for-maons and the logiscs of bombing missions.He le the 305th BG in May 1943 and becamecommander of the provisional 4th Bombard-ment Wing and later the 3rd BombardmentDivision, which the wing transformed into.He also led this unit over Regensburg on Au-gust 17th, 1943. In his style, he showed himselfto be a very tough and principled command-er, and many of his approaches are sll con-sidered controversial today. In August, 1944,LeMay was transferred to the Far East with therank of Major General, where he commandedthe XX and later XXI Bomber Command. Herehe rened strategic bombing taccs specical-ly for the use of B-29 deployments over Japanand advocated bombing Japanese cies withincendiary bombs in night raids.LeMay also commanded subsequent B-29missions against Japan, including massive at-tacks on dozens of Japanese cies that did notleave out Tokyo on the night of March 9–10,1945, which ranks as the most devastangbombing of the war. Of this operaon, GeneralLeMay declared ‘the US nally stopped swat-ng at ies and gone aer the manure pile’.To the debates about the controversies of thebombing of Japanese cies, it is necessary toadd informaon about the leaets that Gen.LeMay let rain over Japan. The text in Japa-nese said, ‘Unfortunately, bombs have no eyes.So, in accordance with America’s humanitarianpolicies, the American Air Force, which doesnot wish to injure innocent people, now givesyou warning to evacuate the cies named andsave your lives.’Aer the war, he worked at the Pentagon onthe research and development sta, where hebecame interested in the idea of the elementof deterrence, which became a major aspectof the tug-of-war between the US and the So-viet Union in the later years of the Cold War.In 1947, he returned to Europe, where he com-manded the USAFE and, among other things,led a humanitarian operaon to supply WestBerlin, surrounded by occupaon troops of theSoviet Union. From 1948 he worked for theStrategic Air Command, and later as Chief ofSta of the United States Air Force. He reredin 1965 and became involved in polics. Here,too, his uncompromising and very hard posi-ons on the possible use of nuclear weaponsand views on America’s powerful adversariesglobally were oen heard. Among other things,he was among those who advocated quick anddecisive acon during the Cuban Missile Crisis.In 1968, he ran for vice president of the USA.Although unsuccessful, the American Inde-pendent Party, for which he ran, obtained anunusually high result for a third party showing.Four-star General Curs LeMay died on Octo-ber 1st, 1990 at the age of 84. His story will becovered in more detail in the form of a sepa-rate arcle in one of the future issues of thismagazine.B-17F-30-VE, 42-5867, Lt. William D. DeSanders crew,350th BS, 100th BG, Thorpe Abbos, United Kingdom, 17 August 1943Eduard kit No. 11183HISTORY19Eduard Modeller‘s Den No. 0 - December 2024Double Strike: Schweinfurt-Regensburg MissionStrana 20
this mission are unknown. The last ght-ers ordered up were from NJG 101, a nightghter training unit. They were ordered tosearch out stragglers, and did succeed indowning two—a third claim was not con-rmed—but most orbited north of the citywaing for the B-17s to complete theirbomb run and reassemble for the returntrip to England.The 4th Bomb Wing nished bombingat 1307 and then, much to the Germans’surprise, turned south, where no defens-es existed. The Americans were now enroute to North Africa, and had to contendonly with their previous damage, naviga-onal dicules, and their fuel supplies.They lost a total of 24 B 17s; of this num-ber, 14 were shot down over the Con-nent, two force-landed in Switzerland, fourcrash-landed in southern Europe, and fourditched in the Mediterranean o Tunisia.Fiy more were damaged. All of Col. Le-May’s bomb groups were awarded thePresidenal Unit Citaon for the mission,which was judged a success; reconnais-sance photos showed that serious damagehad been done to the Messerschmi plant.The Jafü 2 and Jafü Holland-Ruhrgebietcontrollers were puzzled by the non-arriv-al of the larger part of the B-17 force; thetwo American bombardment wings hadalways in the past coordinated their at-tacks to split the defenses, and the earlierradio tests indicated that the other bomb-ers were coming today. But they couldn’tworry about them now. The B-26 and RAFdiversion raids that ordinarily preced-ed the heavy bombers were now report-ed in the Channel. The enemy was com-ing across at such widely-spaced intervalstoday that these secondary forces, whichwere usually ignored, could be aacked.Five Allied formaons headed for the Pasde Calais, where the three Staeln of theJG 26 Geschwadergruppe [headquartersgroup] were waing. The intercepon wasnot a success; only one Typhoon was shotdown, for the loss of one Messerschmiand one Focke-Wulf to the Spiire escorts.The Spiires also encountered part of II./JG 2, probably en route to its base for theaernoon mission, and lost one pilot tothe Richthofen ghters.II./JG 26, which was commanded by MajorWihelm-Ferdinand “Wutz” Galland, broth-er of Adolf Galland, the General der Jagd-ieger [General of the Fighter Pilots], wasbased on several elds around Beauvais.The Gruppe was scrambled before noon,possibly just to clear their airelds in caseof a B 26 aack. It was not vectored toa target, and landed forty-ve minutes lat-er to prepare for future acon. The Gruppewas next ordered to y from Beauvais toLille-Nord. The reason for this move is un-known. Lille-Nord was closer to the pre-sumed path of the next heavy bomber raid,sll assembling over England, but it wasa ny eld that usually held only a singleStael, and was already hosng the JG 26Geschwadergruppe. II. Gruppe landed at1430, shortly aer the B-17s began cross-ing the English coast, but could not be re-fueled in me to play a role in the inter-cepon of the incoming Schweinfurt force.AghtB-17formaonisescortedbya4thFighterGroupP-47.ThisisprobablythemissiontoStugarton6September,1943.HISTORY20Eduard Modeller‘s Den No. 0 - December 2024Double Strike: Schweinfurt-Regensburg MissionStrana 21
Even without it, Oberst Grabmann was ingood condion to meet the long-delayedsecond B-17 force—which was followingexactly in the track of the rst. ThirteenGruppen of single-engine ghters had beenassembled along the Regensburg bombers’assumed return route; it was the largestdefensive force yet seen over Europe. Nowthe eort would not go to waste.The rst radar report of the 230 B-17s ofthe Schweinfurt force reached the control-lers at 1426. This formaon had a largerghter escort than its predecessor. Eightsquadrons of Spiires would accompanythe B-17s as far as Antwerp. There theywere to be relieved by two groups of P-47s,which could stay with the bombers as far asEupen, on the Belgian side of the Germanborder. Woensdrecht was once again onthe bombers’ path. The Focke-Wulfs of II./JG 1 and I./JG 26 had been reinforced withthe underwing cannon-armed Bf 109G-6sof III./JG 3, ying their rst RLV mission.These Messerschmis began taking to theair at 1430, and were the rst to contactthe bombers. The controller’s orders tookthem over the North Sea, directly beneaththe Spiires of No. 222 Sqd. These prompt-ly aacked, downing three MesserschmisWilhelm-FerdinandGalland’spassbookportrait.HisKnight’sCrosshasbeenpaintedontothephotograph.Wilhelm-Ferdinand “Wutz” Galland(1914 – 1943)The third son of a Westphalian land manag-er of Huguenot ancestry, joined the Luwaein 1935, originally in the anaircra arllery.He was successful there, being awarded theIron Cross First Class early in World War II, butrequested pilot training and a transfer to theJagdwae [ghter force.] He joined two of hisbrothers in Jagdgeschwader 26 in June 1941.This could have been considered neposm (hisbrother Adolf was Kommodore) but he soonproved himself to be an excellent combat pilotand formaon leader, some said the best inthe family. He was promoted to Kapitän of the5. Stael in June 1942, and to Kommandeur ofthe II. Gruppe in January 1943.Galland’s career was followed with great in-terest by the RAF radio intercept operatorsacross the Cnannel. His radio “handle” (Wutz,pronounced “Vootz”) was the most disncveon the Channel coast, his aggressiveness andthe rough tone he used with the leaders of fel-low Jagdwae units was noted, and “The dy-namic leader of the Vitry Wing” got more inkin the RAF intelligence reports than any otherLuwae personality.On 17 August 1943 Galland’s II./JG 26 ewtwo transfer ights with no contact, but wasup in force against the returning Schweinfurtaackers. The Gruppe made one success-ful head-on aack on the B-17s, but whilere-forming for a second pass was surprisedfrom the rear by the P-47s of the 8th US ArmyAir Force’s 56th Fighter Group. Galland wasshot down and killed early in this dogght.He remained missing for two months, unl hisbody was found buried with his aircra in theso soil of northern France. He was creditedwith 55 aerial victories in 186 combat missions,all in the West.The death of the popular and gied WutzGalland was a serious blow to the Geschwad-er and the Jagdwae. In his eight months asGruppenkommandeur he had gained a repu-taon in the Luwae (and to the Allies) asone of the best formaon leaders in the West.The surviving pilots of his Gruppe, who calledthemselves his “Cavaliers”, spoke of him inaeconate terms, and were convinced thatunder his leadership they had once again be-come the best unit on the Kanalfront [ChannelFront.]HISTORY21Eduard Modeller‘s Den No. 0 - December 2024Double Strike: Schweinfurt-Regensburg MissionStrana 22
and dispersing the German formaon be-yond recovery. Hptm. Walther Dahl, theGruppenkommandeur, furiously blamedthe Jafü, but the error was at least partlydue to the unit’s own inexperience in thewestern cauldron.Lt. Kiefner of I./JG 26 looked forward tohis second mission of the day with greatancipaon. He recalls:“Around midday, three to four Gruppen,mostlyMe109aircra,landedoneaertheother.Wearrivedatourdispersal,whichwasnow surrounded by closely packed ghterplanes. A powerful sight—but we weren’tfeeling very good, the birds could only becamouagedtoaverysmallextent.Then, shortly aer 2 p.m., Erhöhte Auf-merksamkeit [Increased Aenon]. Soonaer, Sitzbereitscha! [Cockpit Readi-ness!] The aireld was full of of ght-ers-the Beulen [Bf 109G-6s] took o rst,then the Focke-Wulfs. We were the last.Aerawhilethethreeplanesof3./JG26(PeterAhrens,MaxMunch,andI)becamethe Holzauge-Kee [cover detachment]abovethewholegiganchordeof75ght-ers.I’dneverseenussostrongandcouldn’tget over a feeling of perfect condenceandsecurity.”Fw. Peter Ahrens was leading the 3. Staf-fel trio, and tried to reach the bombers be-fore the Spiires turned back. Jörg Kiefnerconnues,“We were at 5000 meters when the dickenAutos came into sight—well below them,and in no kind of aack posion. To theright of us were about 180 bombers likethreeghtlypackedbunchesofgrapes.Yell-ingintheradio,“Watchout!Escortght-ersaround!”Peter[Ahrens] sheeredotothe right, just under the lowest Pulk, in or-dertocomeupontheotherside,tomakean undisturbed aack on the big Haufen[heap of bombers]. We were now yingalongsidetheBoeings—anerve-wrackingexperience. A glance up to the le, andHptm.WaltherDahl,KommandeurofIII./JG3,stridesforwardtocongratulate7./JG3pilotsaertheirsuccessful14Octoberight,againstthe2ndUSAAFSchweinfurtmission.Bf109G-6“White6”bearsfullmarkings:theGeschwaderemblemonthecowling,theGruppevercalbar,andawhitecometdenongtheStael.AWGr21mortartube,standardequipmentinthisStael,canbeseenbeneaththewing.Bf 109G-6, 7./JG 3, Bad Wörishofen,Germany, October 1943Eduard kit No. BFC055HISTORY22Eduard Modeller‘s Den No. 0 - December 2024Double Strike: Schweinfurt-Regensburg MissionStrana 23
I shouted over the radio, “Aufpassen, In-dianer!” Three Spiires were pointed atus. I shouted again, “Peter, they’re comingdown!”asheick-rolledlightning-quicktohis le. Münch followed. I banked to thele,tooslowly—mycratewassooncomingapart.Iscarcelynocedalightblowtomyleknee.Mywingssproutedcauliowers;bothaileronsoppedupanddown;Ifoundmyselfinaatspin,whichmymovementofthesckcouldn’tcontrol.Soout!Ifonlyitwassosimple...Iwasplasteredontotheright side of the cockpit, scarcely able tomovemyarms.SomehowIpulledthecan-opyleverandrippedomyharness.Iwassllinadamnedspin.Iwasnowat1500meters—WithalastpushIcamefree,andseconds later the wonderful white cloudblossomedaboveme.”Kiefner’s knee contained a .303” machinegun bullet, and he had hit his head on hisairplane’s tail when bailing out. Aer land-ing, he was taken to an Antwerp hospitalby two Belgian farmers. Aer a brief con-valescence; a briefer home leave; a stopat Kurheim Florida, the ghter pilots’ resthome; and a tour in an operaonal train-ing unit; he returned to the Gruppe in lateDecember.Josef “Pips” Priller(1915 – 1961)He joined the Luwae in 1936 and by theSecond World War was a ghter pilot in JG 51.He was very successful in the Bale of Britainand was awarded the Knight’s Cross in Octo-ber 1940. Adolf Galland, JG 26 Geschwader-kommodore, was able of get him transferredinto his own unit in November 1940, where hebecame Kapitän of the 1. Stael. He was pro-moted to Kommandeur of the III. Gruppe on6 December 1941, and became Kommodoreon 10 January 1943.Priller was twenty-seven years old when hetook over JG 26. He was the top-scoring pilotthen in the Geschwader, and had thus prov-en himself by combat, the main requirementfor promoon in the Jagdwae. He was alsoan excellent formaon leader and taccian.He was a notable bon vivant, displaying anoutgoing, eervescent personality in public.However, he took the responsibilies of com-mand seriously. He was always concerned forthe welfare of his men, who responded byholding him in great respect and aecon.He became famous because of his Focke-Wulf’s single strang pass aack on SwordBeach on D-Day, accompanied by his wing-man. This act was rst brought to the world’saenon by the book, and then the lm,The Longest Day.Oberst Priller le Jagdgeschwader 26 in Jan-uary 1945. Aer ve connuous years on theWestern front, his tour of combat duty had -nally ended. He had scored 101 aerial victoriesin 307 combat sores. He became Inspectorof Day Fighters (West), a sinecure which kepthim from further combat ying.Priller did not return to ying aer the warbut became general manager of the brew-ery owned by his wife. He died suddenly on20 May 1961 from a heart aack.MajorPrillerinightinFw190A-5W.Nr.7298,hisregularaircraduringmid-1943.Fw 190A-5, WNr. 0157 298, own by Maj. Josef Priller,CO of JG 26, Lille - Vendeville, France, May 1943Eduard kit No. 82143HISTORY23Eduard Modeller‘s Den No. 0 - December 2024Double Strike: Schweinfurt-Regensburg MissionStrana 24
The Spiires turned back at Antwerp. Oneof the two P-47 groups, the 4th, missed ren-dezvous, and never reached its assignedposion over the leading combat wings.The other unit, the 78th Fighter Group, car-ried out its escort of the rear B-17 wingsexactly as ordered. It saw lile combat,as the two Focke-Wulf Gruppen had al-ready found the unprotected van of thebomber stream. They were able to pre-pare well-coordinated head-on aacks inthe undisturbed air ahead of the forma-on. Once the cohesiveness of the leadingwing had been broken, successive aackssought out the least well-defended part ofthe bomber stream, in accord with the usu-al German paern. Other preferred targetswere bombers in the highest or lowest po-sions in the box formaons, which werenot as well covered by neighboring gunners.The American crews gave the name “cof-n corner” to the low squadron posion ina low box.Borris’s I./JG 26 stayed with the bomb-ers far longer than on their earlier mission,and claimed four bombers before break-ing away with low fuel; two claims wereconrmed. Their only casuales were Kief-ner and a brand-new pilot who ew asfar as Koblenz before running out of fuel;he was killed aempng to make a dead-sck landing. II./JG 1 rst aacked head-on by Schwärme in order of Staeln, andthen made repeated follow-up aacks.It claimed six B-17s downed and separat-ed from formaon; three claims were con-rmed. It lost four Fw 190s in crashes orcrash-landings; one pilot suered seriousinjuries.Examinaon of II./JG 1 Abschussmel-dungen [shootdown reports] from this bat-tle shows the diculty of assigning victorycredits. Uz. Schönrock shot down a 91stBG B-17 near Mayen-Andernach, visitedits surviving crew that night, and led anAbschussmeldung. JG 1 downgraded it toan eV; its ulmate disposion is unknown.Uz. Scharler last saw his target in a steepdive, but did not see it crash. He submit-ted a claim for an HSS, but JG 1 rejected it.Lt. Heinz Schwarz shot a B-17 from forma-on and later saw it under aack by threeghters and spinning down. He submieda claim for an HSS, which was rejected byJG 1.Oberst Grabmann med the approachof most of his defenders so that they con-tacted the bombers immediately aer theBf 109G-6, WNr. 18807, Flown by Ofw. AlfredSurau, 9./JG 3, Bad Wörishofen, September,1943 Eduard kit No. 8268Obfw.AlfredSurausitsonthewheelofhisBf109G-6“Yellow6”atBadWörishofeninthefallof1943.The9./JG3ghtercarriesafullsetofmarkings:theGeschwaderemblemonthecowling;ayellowspinner,machinegun“bump”andaircranumber,alongwithalargeeyeonthebump,allforthe9.Stael;avercalblackIII.Gruppebar;andblackvictorybarsonayellowrudder.HISTORY24Eduard Modeller‘s Den No. 0 - December 2024Double Strike: Schweinfurt-Regensburg MissionStrana 25
P-47s turned back at the German bor-der, as expected. For the next two hours,the bombers were baered by ghtersfrom ten Jagdgruppen, an intensity of at-tack far in excess of anything previously ex-perienced. Mietusch’s III./JG 26 is typical.It took o from Schiphol at 1439 underorders to head southeast, toward Germa-ny. They reached the bomber stream nearAachen and stayed in contact for thirtyminutes, claiming four conrmed victo-ries. One Messerschmi was shot down,and three sustained damage, but none oftheir pilots were injured. Other units claim-ing victories were I./JG 1, III./JG 1, I./JG 3,Stab/JG 11, I./JG 11, II./JG 11, III./JG 11,JG 50, and NJG 101. The most successfulwere I./JG 11 and JG 50, each of which wasawarded six victory conrmaons. SeveralStaeln carried underwing WGr 21 rockets,which were extremely tricky to use in thebriefed head-on aacks. Oblt. Heinz Knokeled his 5./JG 11 in a head-on rocket aackon a low box—probably the 92nd BombGroup—in a rear combat wing. Knoke washit in the wing by defensive re, causingone rocket to re prematurely. He missedwith the other, and dove away to examinehis damage. The rest of his Stael claimedtwo direct hits, but their targets did notleave their formaons, and the claims werenot led.The ghter aacks slackened when theB-17s began their bomb run on Schwein-furt. JG 50, which was the single-engineunit closest to its home base, was proba-bly the last to break contact. Bombs weredropped from 1559 to 1611. For a varietyof reasons that need not be addressedhere, no bomb group hit its target, even incondions of cloudless skies and light ak.Overall results were characterized as “verypoor”. Three B-17s from low groups weredamaged suciently by the Flak to leavetheir formaons; none reached England.The night ghters did an eecve job ofhunng down stragglers, receiving creditfor ve. A reconnaissance pilot joined thehunt and was credited with one B-17.The surviving bombers re-formed theirdefensive boxes and took up a returncourse slightly to the north of their in-bound route. The Americans credited thisroute with confusing the defenders; onlya few ghters were seen by the bombercrews unl they neared the Belgian border.In reality, the Germans were as exhaustedas the Americans. Aacks by single-engineunits ying their second or third soresTheBf109G-6oftheII./JG3Kommandeur,MajorKurtBrändle,whichwasnotyetacveintheRLVonthedayoftheSchweinfurt-Regensburgmission.HewaskilledinthisaircraonNovember3.ThewhiteruddermarksBrändleasaformaonleader.Fw 190A-5, WNr. 2700, 2./JG 11, Husum,Germany, August 1943Eduard kit No. 84118HISTORY25Eduard Modeller‘s Den No. 0 - December 2024Double Strike: Schweinfurt-Regensburg MissionStrana 26
were weak in strength and tentave. I./JG 1 claimed three victories in this period;two were conrmed. I./JG 3 also claimedtwo. II./NJG 6 scrambled six Bf 110s fromMainz-Finthen, under orders to aack in-tact combat boxes rather than stragglers.One Kee made a formaon aack on thetrailing, low 303rd Bomb Group from sixo’clock low, approaching to close range,as was customary when aacking RAF nightbombers. They were sing ducks for theB-17 tail and ball turret gunners, who shotall three down; only two of the six crew-men survived. The other Kee approachedthe 379th Bomb Group more gingerly; theyshot down one previously-damaged B-17,while losing one of their number.Formaon leaders who had landed awayfrom their own bases to refuel were underorders to improvise aack units from thepilots they found there. Oblt. Knoke hadlanded his damaged Bf 109 on Bonn-Hange-lar, where it was diagnosed as havinga cracked main wing spar. He gathereda small band of Bf 109 and Fw 190 pilotsand led them up in his damaged ghter tond the bomber stream. He concentratedon stragglers, and the maneuvers of hiscrippled bird were cauous enough to benoced by the crew of his target, a 305thBomb Group B-17. He was able to shootit down, but was himself hit; his engine quitat low altude, and he was forced to makea crash-landing that according to Knokele “nothing intact but the tail wheel.”One of his sleeves was blood-soaked froma shrapnel wound, but he returned to Je-ver the following day in the Gruppe ulityairplane.The controllers were counng heavi-ly on the aack of the only fresh Gruppele in the area, Wutz Galland’s II./JG 26.At 1650 Galland led his three Staeln upfrom Lille-Nord and ew southeast, alongthe reciprocal of the bombers’ returncourse. Obstlt. Priller, the JG 26 Geschwad-erkommodore [CO] also scrambled withthe JG 26 Stabsschwarm and the 8. Stael,but Galland, who led the larger unit, prob-ably held the taccal command. They metthe bomber stream head-on, just east ofthe Belgian border, and aacked the thirdof the three combat wings. Priller’s targetbegan to burn. Galland then re-formed asmuch of his Gruppe as he could and led ittoward the front of this half of the forma-on, for a second head-on aack.At this moment the Germans were stunnedby ghters aacking from their rear—fromthe direcon of Germany. Colonel Hub Zem-ke had led his “Wolfpack”, the P-47s of the56th Fighter Group, farther east than theyhad ever own before, een miles be-yond the German border. He had reachedthe rendezvous point exactly on me andcourse, but had then overown the B-17formaon, unobserved by the German at-tackers, who were thus set up for a surpriseaack. Wutz Galland disappeared aer theinial Thunderbolt bounce; the screamedwarning of his wingman Uz. Heinz Go-mann could not save him. Gomann’sB-17Fs/n42-29978„Hell‘sAngel“ofthe381stBombGroup,lost on Schweinfurt mission, August 17, 1943HISTORY26Eduard Modeller‘s Den No. 0 - December 2024Double Strike: Schweinfurt-Regensburg MissionStrana 27
Hubert „Hub“ Zemkeby Jan BobekThe 56th Fighter Group, led byCol. Zemke and equipped with P-47Thunderbolts was an American ght-er unit that played a signicant rolein the ght against the Luwae onAugust 17, 1943. One of its mem-bers shot down and killed Major Wil-helm-Ferdinand Galland, consideredthe best German ghter commanderon the Western Front at the me.Hubert Zemke was born on March14, 1914, in Missoula, Montana,to a family of German immigrants.He began his ight training withthe armed forces in February 1936.A year later, he was assigned to the36th PS, 8th PG, and earned his pi-lot qualicaon in August 1939.In 1940, Zemke was sent to GreatBritain to study RAF taccs, and inMay 1941, he joined the HQ squad-ron of the 56th Pursuit Group (later56th Fighter Group). In 1941, whilethe U. S. was sll neutral, he wassent to the Soviet Union to help trainSoviet pilots on Curss P-40s, therehe even had visual contact with Ger-man aircra.It is likely that one of his cousinswas already serving in the Luwae,possibly Uz. Egon Zemke, whoew Fw 190 A aircra with 2. /JG 54“Green Heart” on the Western Frontin 1944.Aer being promoted to Captainin the rst half of 1942, he brieyserved with the 89th FS, 80th FG.By September 1942, he returned tothe 56th FG, was promoted to Lieu-tenant Colonel, and took commandof the unit. Aer intense training andmodicaons to the P-47 aircra inthe U. S. , the 56th FG was deployedto Europe at the beginning of 1943.Under the leadership of Zemke andother ocers, the 56th FG quicklybecame one of the elite units on theEuropean baleeld. They masteredthe Thunderbolt deployment tac-cs so well that, with 664 victories,the 56th FG became the most suc-cessful American ghter unit in theEuropean theater. Unlike other unitsthat switched to Mustangs, the 56thFG kept the P-47 unl the end of thewar. Zemke systemacally focusedon developing combat mission strat-egies over occupied Europe and in-troduced a tacc for distant ghterescort combined with systemacenemy area reconnaissance, whichbecame known as the “Zemke´s Fan.“In August 1944, Hubert Zemkewas appointed commander of the479th Fighter Group, ying P-51s,and achieved several more victo-ries, bringing his score to 17. 75 con-rmed kills, with an addional twoprobable kills and nine aircra dam-aged. He also destroyed 6.5 aircraon the ground. One of his victorieshappened on August 17, 1943, whileescorng bombers back from theSchweinfurt mission, in the ensuingdogght he shot down a Bf 110 nightghter near St Trond.During a combat mission on Octo-ber 30, 1944, he was captured dueto serious damage to his aircra.In the POW camp Stalag Lu I, he as-sumed the posion of Senior AlliedOcer in December 1944, ulmate-ly responsible for about 9,000 pris-oners. Zemke became the main liai-son between the prisoners and theircaptors, signicantly improving theprisoners’ living condions and se-curity in the nal months of the war.Aer the war, Zemke command-ed the 36th FW and the 31st SFW.He rered in July 1966 and went onto write three books. Hubert Zem-ke passed away on August 30, 1994,in Oroville, California.[Photo: Fold3]HISTORY27Eduard Modeller‘s Den No. 0 - December 2024Double Strike: Schweinfurt-Regensburg MissionStrana 28
Robert B. Williams (1901-1977)by Jan ZdiarskýRobert B. Williams was born in Albany, Texas,where he joined the Army Air Force in 1923.Aer compleng his training, he worked as anaerial instructor in photo-reconnaissance unitsin the early 1930s. He later held command po-sions in bomber units and as an experiencedpilot ew several long-haul ights, includinga seven-bomber mission from Langley Field,VA to Rio de Janeiro, Brazil. At the beginning ofWorld War II, he worked as a military observ-er in Great Britain. Aer returning to the US,he held command posions within the bomb-er air force, before being assigned to the8th Air Force in Great Britain inJune, 1943 with the rank of Brig-adier General. He subsequentlytook command of its 1st Bomb Di-vision. He personally led severalimportant missions with this unit.The rst of them was the tragic raidon Schweinfurt on August 17th,1943. Under the leadership of thismission, Gen. Williams receivedthe DSC. He was promoted to MajorGeneral in May, 1944 and returnedto the US in October, 1944 to parc-ipate in the Manhaan Project at Los Alamos.As commander of the Second Air Force, he wasresponsible for the training of heavy bomb-er crews and the development of techniquesfor dropping special weapons. He rered inJune, 1946 and moved to San Antonio, Texas.Among his major military awards are the Dis-nguished Service Cross, Disnguished Ser-vice Medal, American Defense Service Medal,American Theater Medal, WWII Victory Medal,European–African–Middle Eastern CampaignMedal, and the Brazilian Order of the South-ern Cross. General Williams died at the age of76 on February 10th, 1977. His story will becovered in more detail in a separate arcle ina future issue of this magazine.ghter was also hit. He managed to jumpout, but got hung up on his plane’s tail;he broke free just above the ground andwas knocked out when he landed. Aerregaining consciousness, he found that hehad suered only “slight injuries”, but wasnevertheless granted three weeks’ homeleave to recover. A third member of Gal-land’s Stabsschwarm was damaged on thesame pass, and put down on Brussels-Ev-ere; two more II./JG 26 pilots force-land-ed with damage. Galland’s remains werefound two months later, buried with thewreckage of his aircra twelve feet deepin the so soil near Maastricht.The disappearance of the popular andgied Wutz Galland was a serious blow tothe Geschwader and the Jagdwae [ghterBrig.GeneralRobertB.WilliamstalkswithCol.J.J.Nazzaro,CO,381stBG,England,12Sept1943.[Photo:U.S.ArmyAirForces]ReichsmarschallHerrmannGöringindiscussionwithGeneralAdolfGalland,GeneralderJagdieger.HISTORY28Eduard Modeller‘s Den No. 0 - December 2024Double Strike: Schweinfurt-Regensburg MissionStrana 29
force.] In his eight months as Gruppen-kommandeur he had gained a reputaonin the Luwae (and to the Allies) as oneof the best formaon leaders in the West.The surviving pilots of his Gruppe spoke ofhim in aeconate terms, and were con-vinced that under his leadership they hadonce again become the best unit on theKanalfront [Channel Front.]One of the three JG 2 Gruppen reachedthe bomber stream at this me and madea successful aack. This was Hptm. KurtBühligen’s II./JG 2, which was creditedwith four B-17s, one of them shared. How-ever, Zemke’s sudden arrival broke up theaacks of several more German forma-ons that were forced to turn on the Thun-derbolts. Aer the prolonged bale the56th returned to England claiming 7-0-1Fw 190s, 4-1-1 Bf 109s, and 5-0-7 twin-en-gine ghters, while losing three P 47s andpilots. The Focke-Wulfs were from I./JG 1as well as II./JG 26. One Bf 109 was fromJG 50. The twin-engine ghters were allBf 110 night ghters from II./NJG 1, whichlost four to the Thunderbolts and one toSpiires. Two of the lost P-47s were en-gaged in an aack on the Bf 110s when theywere bounced by III./JG 3 Bf 109s and shotdown; Hptm. Dahl’s pilots claimed threeThunderbolts, redeeming themselves aertheir failure against the Spiires on theirprevious mission. The third P 47 lost wasying high cover when it was bouncedfrom above and downed by a pair of Ger-man ghters that dove away.When the 56th Group was relieved bythe 353rd aer the most successful es-cort mission to date by an American ght-er group, there were no large Luwaeformaons in the area; the remainingGerman ghters were scaered far andwide, searching for stragglers. Obfw. Ad-olf “Addi” Glunz of II./JG 26 was the lastGerman pilot to make a successful aackon the bomber stream aer the arrival ofthe escort. Calmly scking to his ordersdespite the chaos around him, he main-tained contact with the bombers, andnally shot down a 305th Bomb GroupB-17 northwest of Diest, aacking “alone,head-on, and with a P-47 on his ass”,in the words of Ed Burford, an admiringB-17 crewman. Another II./JG 26 pilot andone from III./JG 3 downed straggling For-tresses near the coast, ending the day’sconrmed victories against the Viermots[four-engine bombers].Obfw.GlunzstandsbesidehisII./JG26Fw190A-7aerhisbestdayasaghterpilot–oneP-47and three B-17s shotdown, and two B-17sdrivenfromtheirformaon–Cambrai-Epinoy,early1944.HISTORY29Eduard Modeller‘s Den No. 0 - December 2024Double Strike: Schweinfurt-Regensburg MissionStrana 30
Major General Frederick L. Andersonby Jan BobekWhen the U.S. Air Force command evaluatedthe results of the raid on Regensburg and Sch-weinfurt, one of the ocers bearing respon-sibility for the mission’s outcomes and losseswas Major General Frederick Lewis Anderson.Anderson was born on October 4, 1905,in Kingston, New York. He graduated from theUnited States Military Academy at West Pointin June 1928 and was commissioned as a Sec-ond Lieutenant in the Cavalry. Later that year,however, he began pilot training at BrooksField, Texas, which he completed the follow-ing year at Kelly Field, Texas. He transferred tothe Army Air Corps and served in various rolesover the following years. In the mid-1930s,he joined bomber units in California and Colo-rado. In 1934, he skillfully piloted his burningaircra away from San Francisco and bailed outover the bay, earning the Disnguished FlyingCross for his acons. Aer compleng trainingat the Air Corps Taccal School at Maxwell Field,Alabama, in 1940, Anderson remained on theinstruconal sta as the head of bombardiertraining. In the spring of 1941, he was trans-ferred to the oce of the Chief of the Army AirCorps in Washington, D.C., where he served asDeputy Director of Bombardment in the Train-ing and Operaons Division. That same year,Anderson headed the Bombardment TaccsBoard, a team of ocers sent to Great Britainby General H. H. “Hap” Arnold to observe thebombing methods of the Royal Air Force.In early 1943, Anderson joined General IraC. Eaker’s sta to help dra the CombinedBomber Oensive plan. In April, he assumedcommand of the 4th Bombardment Wing ofthe Eighth Air Force, receiving the Silver Starfor gallantry in acon while leading the wingon four separate combat missions over Europefrom March to May 1943. He also parcipatedin other combat ights during this period andaerward.By July, Anderson had become command-er of the VIII Bomber Command. He planned“Blitz Week” at the end of July, which involvedaacks on Hamburg as part of Operaon Go-morrah. Several weeks later he planned thewell-known aacks on Schweinfurt and Re-gensburg (Operaon Double Strike). He wasamong the commanders who advocated fordeep raids into Germany without ghter es-cort, despite increasingly robust German de-fenses.Before the U.S. bombing formaons tooko for their August 17, 1943 raid on Regens-burg and Schweinfurt, Anderson was underexceponal pressure. He had to decide weth-er to cancel or not the mission due to unfa-vorable morning weather condions. Howev-er, Gen. “Hap” Arnold, commander of the U.S.Air Force, was especially keen on carrying outthe raid. Aer tense discussions within the8th Air Force command, Anderson ulmatelydecided to send crews from LeMay’s 4th BombWing ahead of the 1st Bomb Wing, whose pi-lots were not trained for low-visibility takeos.LeMay’s bombers had to reach Africa beforesunset, so their departure could not be de-layed further. The ve-hour gap between thetwo wing’s takeos contributed to the loss of60 bombers and more than 500 crew mem-bers.In November 1943, Anderson was promot-ed to (temporary) Major General, becomingthe youngest American ocer to hold thatrank during the war. When the United StatesStrategic Air Forces in Europe was establishedunder General Carl A. Spaatz in January 1944,Anderson was appointed Deputy Commanderfor Operaons (A-3).Aer the war, Anderson served for two yearsas Assistant Chief of Air Sta for Personnel be-fore rering from acve duty in 1947 to pursuea business career. In March 1952, he becamethe U.S. Deputy Special Representave to theMutual Security Agency, and in April 1953,he assumed the role of U.S. Deputy Represen-tave to the North Atlanc Treaty Organizaon(NATO) Council. Anderson co-founded Draper,Gaither & Anderson, one of the rst venturecapital rms in what would later become Sili-con Valley.In 1956, Anderson served on the Rockefel-ler Brothers Fund Special Studies Project Pan-el on United States Internaonal Objecvesand Strategy, and he was also a member ofthe Hoover Commiee on the Reorganizaonof the Federal Government. Anderson passedaway on March 2, 1969, in Houston, Texas, andwas buried at Arlington Naonal Cemetery.[Photo: U.S. Army Air Forces]HISTORY30Eduard Modeller‘s Den No. 0 - December 2024Double Strike: Schweinfurt-Regensburg MissionStrana 31
As soon as the reconnaissance pho-tographs were received on the eve-ning of the 17th, Generals Eaker andAnderson knew that the Schweinfurtraid had been a failure. The excellentresults at Regensburg were but smallconsolaon for the loss of 60 B-17s,16% of those dispatched. The loss-es could not be hidden from USAAFheadquarters or the US press, but theresults of the bombing were exagger-ated, and the poor operaonal planthat guaranteed the high losses waswell disguised in the aer-missionreports. No general lost his job fromthe Schweinfurt-Regensburg mis-sion. The lessons learned were mixed.Everyone who ew the missionstressed the importance of the es-corts in reducing losses; the plannersgrasped only that Schweinfurt wouldhave to be bombed again, soon,in another deep penetraon, unes-corted mission.The lessons learned by the defend-ers were also mixed. Based purely onthe numbers, the ghters of the RLVhad scored an outstanding success.The OKW communiqué claimed 101heavy bombers and ve ghters shotdown. Claims for 87 bombers and sev-en ghters were ulmately conrmed,somewhat above the Allies’ truelosses, but close enough to preventany misinterpretaon of the results.As usual, performance of the variousunits making up the RLV varied wide-ly. JG 26 had one of its best days ofthe war, with 15 conrmed B-17 andtwo conrmed ghter claims, againstve pilots KIA and six WIA. JG 50, withless than one-third of the pilot estab-lishment of JG 26, did almost as well,with 12 conrmed B-17 claims for theloss of two pilots killed. (Of course,Graf’s unit had had the advantageof aacking unescorted formaons.)Other units were enrely shut out.I./JG 2 and III./JG 2 reached the bat-tle area in strength, but then disap-peared. And Priller and Hptm. Försterof NJG 1 led a formal complaint withthe oce of the General der Jagd-ieger denouncing the pilots of III./JG 1 as Leichenedderei [corpse-loot-ers] for failing to make a single con-certed aack. Aer reaching thebomber stream, these pilots had im-mediately split up to look for stragglers.HISTORY31Eduard Modeller‘s Den No. 0 - December 2024Double Strike: Schweinfurt-Regensburg MissionStrana 32
The dierence between the good andthe poor-performing units can be sum-marized as combat leadership and ex-perience. Unfortunately for Germany,the RLV was always short of both.The defenders lost about 40 ght-ers on the 17th, nine of which werenight ghters, which would soon beleaving the day order of bale, re-placed by the Zerstörergeschwader[heavy ghter wings] equipped withtwin-engine Bf 110 and Me 410 dayghters. These had powerful weap-ons that would increase the killingpower of the RLV. The success ofthese slow, heavy ghters would bedependent on the absence of Amer-ican ghters. They could either stayoutside the range of the P 47s oroperate under an escort umbrellaprovided by single-engine Germanghters. The Bf 109 and Fw 190 unitsbeing added to the RLV were intend-ed as bomber destroyers. Escorngthe heavy units violated current doc-trine, as did any menon of balingAllied ghters at the expense of max-imum-strength aacks on the bomb-er stream. Future success of the Re-ich defenses was thus predicated onthe assumpon that USAAF escortshad already reached their maximumrange. When Adolf Galland tried totell Göring that Thunderbolts hadcrossed the German border on the17th, the proof being several crashesnear Aachen, Göring cursed the re-port as “HirngespinsteschlapperDe-faisten” [ranngs of a worn-out de-feast] and gave Galland an “order”that Allied ghters had never pene-trated German airspace. A raonaldefensive strategy was impossibleunder such a commander-in-chief.August 17, 1943 marked the highpoint of the RLV day defenses. WhileGermany could produce great num-bers of (mostly obsolescent) ght-ers unl the nal breakdown in late1944, they could not train enough pi-lots or formaon leaders. The USAAFsimply outperformed it—more air-cra, longer-ranged ghters, moreand beer trained pilots, and aera change in commanders in January1944, the right taccs to defeat theJagdwae before the Western Alliesinvaded France in June, 1944.HISTORY32Eduard Modeller‘s Den No. 0 - December 2024Double Strike: Schweinfurt-Regensburg MissionSubmarines at Manitowoc
The city of Manitowoc, Wisconsin, lies on the west coast of Lake Michigan, some eighty miles north of Milwaukee. The city is bisected by a river of the same name, the Manitowoc River, and off its north bank at the mouth of the river, the Gato Class submarine USS Cobia is docked in front of the Wisconsin Maritime Museum.
The city of Manitowoc, Wisconsin, lies on the west coastof Lake Michigan, some eighty miles north of Milwaukee.The city is bisected by a river of the same name, the Mani-towocRiver,andoitsnorthbankatthemouthoftheriver,the Gato Class submarine USS Cobia is docked in front of theWisconsinMarimeMuseum.TheWisconsinMarimeMuseumisnotlarge,butitsdisplaysin a modern building environment are very impressive. It hasseveralsecons,anditisdiculttosaywhichisthemostinteresngandtheyareallquitebreathtaking.Wewerenotpreparedforwhatwewouldndatthemuseum,reallyjustgoing there to see a submarine. We ended up being verypleasantly surprised.ManitowocSubmarinesby Vladimír ŠulcMUSEUM REPORT33Eduard Modeller‘s Den No. 0 - December 2024Strana 34
The exhibits are dedicated to the histo-ry of shipping on Lake Michigan, the his-tory of Wisconsin shipbuilding in generaland Manitowoc in parcular, shipwrecksin Lake Michigan, and the exploraon ofshipwrecks o the Wisconsincoast, where there are morethan seven hundred alone.This is a surprisingly high number, especial-ly when you consider that the Wisconsincoast includes only a poron of the GreatLakes region, in which thousands of shipsof various types and sizes have sailed overthe past two centuries, from small boatsand yachts, through to passenger shipsand ferries, and on up to large Great LakesModel of the City of Midland 41 ferry.Thetriple-acngsteamenginefromtheSSChiefWawatam.Itsdesignisverysimilar(virtuallyidencal)tothesteamenginespoweringthelegendaryTitanic.Photoonpreviouspage:TheManitowocMarimeMuseumbuildingwiththesubmarineUSSCobia(SS245)mooredonthelebankoftheManitowocRiver.Photographedfromtherightbankoftheriver.TheGatoclasssubmarinesare95metres(3118in)long.More about thecolleconcanbe found here:www.wisconsinmarime.org/collecons/IMUSEUM REPORT34Eduard Modeller‘s Den No. 0 - December 2024Manitowoc SubmarinesStrana 35
freighters transporng goods and raw ma-terials such as oil and iron ore. Some ofthe wrecks are old ships, abandoned andintenonally sunk in coastal waters at theend of their service lives. However, a largenumber of the sunken ships had a muchmore dramac fate and sank as the resultof accident or any number of other rea-sons, common denominators in ship disas-ters, such as navigaonal error, storms or,especially in older cases, res. These werea very common cause of disasters with fa-tal consequences in the nineteenth cen-tury, exacerbated by the insucient lifesaving equipment carriedby ships of that me. It wasworse than on the Titanic;ships on the Great Lakes inthe mid-nineteenth centu-ry praccally never had enough lifeboats,to say nothing of other life-saving equip-ment such as life jackets.The most common cause of shipwreckson Lake Michigan, and the Great Lakes ingeneral, were storms, especially in the fallmonths of October and November, whichbring strong weather systems, the famous“Gales of November”, accompanied by highgales, high waves, freezing rain and bliz-Apontoonfortransporngsubmarines fromManitowoc toNew Orleans inacontemporaryphotograph.MUSEUM REPORT35Eduard Modeller‘s Den No. 0 - December 2024Manitowoc SubmarinesMore on theshipwrecksof Lake Mich-igan can befound here:hps://wisconsinship-wrecks.org/Learn/ShipwrecksEverywhereIStrana 36
zards. The most dangerous area is consid-ered to be the Death’s Door Strait betweenthe upper Door Peninsula and Washing-ton Island, connecng Lake Michigan withGreen Bay in the northwest of Lake Michi-gan. This was the busy route used by cargoships carrying iron ore, coal and other min-erals from the port of Escanaba in northernMichigan, where iron ore was transferredfrom trains to cargo ships, typical for thetransportaon of minerals across the GreatLakes.The exhibion hall displaying ship mod-els is located next to another, which hous-es a reconstructed and funconing three-stroke steam engine from the ferry SSChief Wawatam. The exhibion explainsthe funcon of the steam engine, and it ispossible to start it and observe its opera-on. The same type of steam engine wasinstalled on the legendary Titanic.MUSEUM REPORT36ThemodeloftheSSPhoenixTheBaeryPhoenix,painngbyWisconsinarstWilliamJCoelpin(1938–1996),oiloncanvas.THE DESTRUCTION OF THE PHOENIXAt 3:30am on November 21st, 1847, a rap-idly spreading re broke out on the Phoenix,a wooden steamship sailing from Sheboyganto Manitowoc, 29 miles (46 km) away. Thir-ty-one passengers and crew members wererescued in two lifeboats. Two crew membersand one passenger were pulled from the wa-ter. Another 180 passengers and crew mem-bers died in the ames or in the freezing wa-ters of Lake Michigan. The destrucon of thePhoenix, the fate of the passengers, and thestory of the discovery and exploraon of thewreck are very well documented by the mu-seum’s exhibit. It is a very revealing windowinto history, showing, among other things,the ethnic composion of the passengersand capturing part of the story of the sele-ment of Wisconsin. In the nineteenth century,it was seled largely by immigrants fromnorthwestern Europe, Germany, Scandinavia,and the Benelux countries (comprising Bel-gium, the Netherlands and Luxembourg), witha signicant Czech footprint as well.Eduard Modeller‘s Den No. 0 - December 2024Manitowoc SubmarinesStrana 37
ICE BREAKER FERRY CHIEF WAWATAMThe SS Chief Wawatam was a train and carferry icebreaker built in 1911 by the Tole-do Shipbuilding Company in Toledo, Ohio.The 103-meter-long ship, with a displacementof 2,990 tons, was equipped with three steamboilers and powered by three steam engineswith a total output of 4,500 hp (3.36 MW).She had three propellers, two at the stern andone at the bow. She carried up to twenty-sixrailroad cars on three parallel tracks.The Chief Wawatam, nicknamed ‘the Chief’,connected Mackinaw City and Saint Ignace,Michigan, on opposite shores of the Straits ofMackinac between Lakes Michigan and Huron,unl 1984. The ship provided full service topassengers and crew, as the journey across thefrozen ve-mile-wide strait could take severalhours in winter. The massive ice barriers thatform in this area of the lake in winter were thereason why the Chief was built as an icebreak-er, and as an icebreaker it was able to funconreliably for decades. To break up the ice, it usedits forward propeller, which, in addion to pro-pelling the ship and helping it maneuver, wasable to suck water from under the ice sheet,causing it to break up by gravity under its ownweight. In 1944, she was replaced in this role bythe modern, six-diesel-pow-ered Coast Guard icebreakerUSCGC Mackinaw (WAGB-83), which then served inthe northern Great Lakes foranother 62 years, unl 2006.Chief Wawatam, which re-ceived a rudder and steeringgear from a destroyer aer a1945 conversion, ceased pas-senger service in 1957 with the opening of theMackinac Bridge. However, she connued tocarry trains across the Straits of Mackinac un-l 1984. She was the last steamship with hand-red boilers on the Great Lakes. She was soldin 1989, converted to a freighter, and scrappedin 2009.The USS POTOMACIn addion to submarines, the ManitowocShipbuilding Company built a number of otherinteresng ships. Among the most interesngis President Franklin D. Roosevelt’s presiden-al yacht, the USS Potomac. Today, it is one oftwo surviving presidenal yachts. You can visitit in Oakland, California.It was built in Manitowoc in 1934 as the CoastGuard submarine chaser USCGC Elektra. At theme, the presidenal yacht was the USS Se-quoia, a small wooden yacht. The Secret Ser-vice deemed it a re hazard and unsuitable forPresident Roosevelt. The President’s phobiaof re may have played a role, as he had wit-nessed the tragic death of his aunt in a housere ignited by a kerosene lamp as a child. TheUSS Sequoia is the second presidenal yachtto survive.The Elektra was chosen for the conversion,which entered service in 1936 under the newname USS Potomac. It was very modern andluxuriously equipped, was wheelchair-accessi-ble and adapted to the needs of the President,who was parally dependent on a wheelchair.A rarity was the false rear funnel, in whichan elevator was installed that could take thepresident on board in a wheelchair. Securitywas also taken into account during the con-version, the ship had bulletproof glass and anan-aircra machine gun was installed whenthe President was on board. However, the ad-dional equipment shied the ship’s center ofgravity upwards and caused it to be unstable,lisng up to 48 degrees when the waves hit it.The President, as a former acve sailor, Assis-tant Secretary of the Navy in the administra-on of President W. Wilson and later AcngSecretary of the Navy, was not at all excitedabout it, but it did cause his visitors some dis-tress from me to me. The ship’s modica-ons cost 60,000 dollars.President Roosevelt oen and happily usedthe yacht for both recreaon and policalmeengs, and the ship, called the FloangWhite House, also played a signicant role inhistorical events. In 1939, Roosevelt hostedBrish King George VI and Queen Elizabeth onit during the rst ever visit by a Brish mon-arch to an American president. In August 1941,it was used as a real espionage operaon,when President Roosevelt sailed along thecoast of Massachuses, met and shed withNorwegian Crown Princess Martha and oth-er guests along the way, and then transferredto the cruiser USS Augusta in Vineyard Sound,on board which he sailed to Newfoundland,to meet with Brish Prime Minister WinstonChurchill, with whom he signed the AtlancCharter. You probably know what it is, but ifnot, follow this link:While Roosevelt and Churchill were negoat-ing in Newfoundland, the Potomac slowly sailedback along the Massachuses coast under thepresidenal ag. On board forthe duraon of the voyage wasa Secret Service agent, disguisedas the president, in an eortto confuse suspected Germanagents who were monitoringthe President’s acvies. Hemust have enjoyed himself.What the German agents reported about thisremains unknown.The Potomac’s golden era as a presidenalyacht ended with Roosevelt’s death. PresidentTruman had her replaced by the larger USS Wil-liamsburg. Legend has it that as an avid pianist,he wanted to have a classical piano on boardthe yacht, but the Potomac could not accom-modate one. But perhaps he simply did notlike the ship, and as a non-sailor he toleratedits characteriscs less well than his predeces-sor. The Potomac returned to the Coast Guard,and unl 1960 served with the Maryland Tide-water Fisheries Commission to control shing.Then it was sold to private ownership, ociallyserving as a ferry, but more likely it was usedto operate illegal gambling acvies at sea.It later changed hands, briey owned by ElvisPresley in 1964, and was seized by Customs in1980 during a raid on Mexican drug smugglers.The ship was towed to Treasure Island, where itsank, allegedly due to rusng of the hull. Aertwo weeks, it was raised and sold for $15,000to the only bidder, the Port of Oakland.Between 1983 and 1993, the ship was re-stored at a cost of $2.5 million by the non-prof-it Associaon for the Preservaon of the Pres-idenal Yacht Potomac. Today, the Potomac isa major aracon in Oakland and is used forcruises on San Francisco Bay. The Potomac alsostarred in the 2011 lm ‘The Master’, starringJoaquin Phoenix, Philip Seymour Homan andAmy Adams.Nolessinteresngisthisarclecoveringthe ship’s successor,the USCGC Mackinaw:hps://en.wikipedia.org/wiki/USCGC_Mackinaw_(WAGB-83)hps://en.wiki-pedia.org/wiki/Atlan-c_CharterMore on the SSChief Wawatamhere:hps://en.wiki-pedia.org/wiki/SS_Chief_WawatamMore on the USSPotomac here:hps://en.wikipe-dia.org/wiki/USS_Potomac_(AG-25)IIIMUSEUM REPORT37Eduard Modeller‘s Den No. 0 - December 2024Manitowoc SubmarinesStrana 38
WARTIME PRODUCTIONThe Manitowoc Shipbuilding Company,founded in 1902, was a major shipyard thatbuilt ships for use on the Great Lakes andinland rivers. It primarily built ferries, tug-boats, and cargo ships. It became involvedin warme producon during World WarI, building cargo ships known as Design1044 under contract to the United StatesShipping Board (USSB) from 1917 to 1920,among many other projects.The company also became involved inwarme producon during World WarII. As early as 1939, company presidentCharles C. West proposed to the Govern-ment Bureau of Construcon and Repair(BuC&R) agency the building of destroy-ers for the US Navy. Although his propos-al was rejected by the Navy, the compa-ny was awarded a contract on September9th, 1940, to build ten Gato-class subma-rines, becoming one of four shipyards tobuild Gato and Balao Class subs during thewar. Manitowoc produced fourteen of the77 Gato Class submarines built in 1942 and1943, and fourteen of the 120 Balao Classsubs built between 1943 and 1945. Duringthe war, 7,000 workers and techniciansworked three shis in the shipyards, oper-ang seven days a week.The Manitowoc built USS Rasher sankeighteen Japanese ships during eight com-Memorialplaquetothosewhobuiltandservedonsubmarines,unveiledonthecentenni-aloftheUnitedStatesNavySubmarineService.MemorialplaquetothecrewofthesubmarineUSSLagarto,sunkduringhersecondwarpatrolonMay3,1945.MUSEUM REPORT38Eduard Modeller‘s Den No. 0 - December 2024Manitowoc SubmarinesStrana 39
bat cruises, totaling 99,901 GRT, makingher either the second or third most suc-cessful American sub of World War II, de-pending on the actual score of the USSFlasher. The problem is that the USS Flash-er would actually hold down second placewith 100,231 tons sunk. However, thereis some doubt to take intoaccount about her sinkinga Japanese destroyer, andif that tonnage is subtract-ed from USS Flasher’s score,Rasher takes second placein terms of sunk tonnage.Four Manitowoc-built submarines werelost during the war in combat: USS Golet,USS Kete (both Gato Class), USS Lagarto,and USS Robalo (both Balao Class). A to-tal of 336 ocers and crew members diedduring these losses.The Manitowoc shipyard was the only oneof the four American facilies that producedsubmarines to be located inland. And verydeep inland, at that. The submarines got tosea in an interesng way. They were load-ed onto a oang dock and towed to Chi-cago, and from there went through the Illi-nois-Mississippi waterway, the Illinois Riverand by way of a system of canals to the Mis-sissippi River and on downto New Orleans, where theywere ouied, armed andhanded over to the US Navy.Producon at the shipyard connued af-ter the war, ending in 1972 when the Man-itowoc Shipbuilding Company moved pro-ducon to Sturgeon Bay. However, boatproducon did not end there, as produc-on connues at the Burger Boat Compa-ny, where 330 employees produce an av-erage of three luxury yachts per year.The USS COBIAThe museum’s largest, most important,and most interesng exhibit, commemo-rang the warme producon of subma-rines at Manitowoc, the USS Cobia, wasnot built in Manitowoc. But that doesn’tmaer at all.Built in 1943 by the Electric Boat Compa-ny in Groton, Conneccut, her keel was laiddown on March 17th, 1943, launched onNovember 28th, 1943, and commissionedby the US Navy as SS-245on March 29th, 1944. Lieu-tenant Commander AlbertL. Becker was appointedas her rst captain and commanded heron ve of her six combat patrols. Duringthese patrols, Cobia sank eleven Japaneseships totaling 16,835 GRT, for which shewas awarded four Bale Stars. During herfourth patrol, Cobia suered her only lossof life when Ralph C. Hudson, the 20mmgun loader, was killed by return re froma Japanese freighter on February 26th,1945. Cobia completed her nal combatcruise on August 22nd, 1945, returning toSaipan, from where she sailed aer the warvia Pearl Harbor, Washington, and NewYork to the New London Submarine Basein Groton, Conneccut. There, she wasdecommissioned on May 22nd, 1946 andUSSCobiaconningtowerfromportsideMore on the USSRasher here:hps://en.wiki-pedia.org/wiki/USS_RasherMore on the USSFlasher here:hps://en.wiki-pedia.org/wiki/USS_Flasher_(SS-249)IMore onManitowocproduconhere:hps://content.wiscon-sinhistory.org/digital/collecon/tp/id/66326IIMore aboutAlbert L. Beckerhere:hps://en.wikipedia.org/wiki/Albert_L._BeckerIMUSEUM REPORT39Eduard Modeller‘s Den No. 0 - December 2024Manitowoc SubmarinesStrana 40
placed in a US Navy Atlanc Fleet storagefacility. She returned to service on July 6th,1951 as a training vessel for the develop-ment of US Navy reservists and studentsof the Naval Submarine School (NAVSUB-SCOL) and the Naval Enlisted Sub School.On October 29th, 1953, shesailed for an overhaul at Ports-mouth Naval Shipyard in Kit-tery, Maine. Aer the overhaul,she returned to New Londonand was placed back in storageon the 19th of March 1954.In 1959, the Navy deemedCobia obsolete and trans-ferred her to the Wiscon-sin Naval Reserve Centerin Milwaukee, where sheserved as an auxiliary sub-marine under the designa-tion AGSS-245 for the nexteleven years as a stationarytraining base for US Navy re-servists. Thanks to this, likemany other preserved Gatoand Balao Class submarinesin the United States, she hassurvived to this day, as mostof these preserved exhibitshave completed their servicein this role. A total of 58 ofthese training submarines for weekendexercises of US Navy reservists were an-chored at various locations around theUnited States. They were stationary train-ing ships and did not leave their points ofanchor. They were used to practice themovement of the crews aboard ship andthe operation of onboard weapons andsystems and other similar naval activities.In the 1970s, they were decommissionedby the USN, and most of them were un-fortunately scrapped. Some even morerecently, like the USS Clamagore (SS 343,Balao Class), which was moored along-side the USS Yorktown at Patriot Pointin Charleston, South Carolina, and wasscrapped just last year.On July 1st, 1970, the Navystruck the Cobia from itsNaval Registry. The subma-rine was towed to Manito-woc, where it served as In-ternaonal Submarine Memorial. In 1986,it became part of the Manitowoc MarimeMuseum, was declared a Naonal HistoricLandmark, and was listed on the NaonalRegister of Historic Places.In 1996, the USS Cobia underwent a ma-jor overhaul in dry dock for half a milliondollars and is maintained in excellent con-dion, one of the best of the six preservedGato-class submarines in the United States.Two of her four diesels are in operang con-dion, and has a funconing radio and radar.The laer being probably the oldest workingradar in the world. True, the Reichenbergradar at the observatory in Ondřejov in theCzech Republic can compete with it in termsof age, but it is likely a few months newer,and it only serves as a passive receiver ofradio waves from deep space. The SJ-1 ra-dar on another museum Ga-to-class submarine, the USSCod in Cleveland, Ohio, is alsoin working order.In addion to standard tours, you can payfor an overnight program with a sleepoveron Cobia. It costs 50 dollars, there is nofood, and you need to have your own sleep-ing bag. If you go for it, I wish you a niceexperience. I missed this opportunity, andfor me it is one of the reasons why I wouldlike to return to Wisconsin and Manitowocsomeday.More about theSJ radar here:hps://en.wikipedia.org/wiki/SJ_radarMore aboutthe EnlistedSubmarineSchool here:hps://en.wikipedia.org/wiki/Basic_Enlisted_Submarine_SchoolFurther readingon USS Cobia’sSecond WorldWar service canbe found here:hps://en.wikipedia.org/wiki/USS_CobiaIIIForwardtorpedoroomMUSEUM REPORT40Eduard Modeller‘s Den No. 0 - December 2024Manitowoc SubmarinesStrana 41
GalleyForwardtorpedoroomcontroldeskForwardtorpedoroomtorpedostoreRestroomMUSEUM REPORT41Eduard Modeller‘s Den No. 0 - December 2024Manitowoc SubmarinesStrana 42
The crewquartersDining roomShowerWaterproofbulkheadMUSEUM REPORT42Eduard Modeller‘s Den No. 0 - December 2024Manitowoc SubmarinesStrana 43
CaptainquarterOceGalleyPeyocersquartersMUSEUM REPORT43Eduard Modeller‘s Den No. 0 - December 2024Manitowoc SubmarinesStrana 44
Control roomDivingstaonMUSEUM REPORT44Eduard Modeller‘s Den No. 0 - December 2024Manitowoc SubmarinesStrana 45
WashroomRestroomDining roomWaterproofbulkheadMUSEUM REPORT45Eduard Modeller‘s Den No. 0 - December 2024Manitowoc SubmarinesStrana 46
Engineroom,GeneralMotorsModel16-248V16dieselengineMUSEUM REPORT46Eduard Modeller‘s Den No. 0 - December 2024Manitowoc SubmarinesStrana 47
Engineroom,GeneralMotorsModel16-248V16dieselengineSomelever:-)MUSEUM REPORT47Eduard Modeller‘s Den No. 0 - December 2024Manitowoc SubmarinesStrana 48
DetailsoftheinstrumentaonMechanicsworkshopMUSEUM REPORT48Eduard Modeller‘s Den No. 0 - December 2024Manitowoc SubmarinesStrana 49
DetailsoftheinstrumentaonMUSEUM REPORT49Eduard Modeller‘s Den No. 0 - December 2024Manitowoc SubmarinesStrana 50
DetailsoftheinstrumentaonMUSEUM REPORT50Eduard Modeller‘s Den No. 0 - December 2024Manitowoc SubmarinesStrana 51
MechanicsoceRestroomMUSEUM REPORT51Eduard Modeller‘s Den No. 0 - December 2024Manitowoc SubmarinesStrana 52
Aertorpedoroomtorpedostore BroomMUSEUM REPORT52Eduard Modeller‘s Den No. 0 - December 2024Manitowoc SubmarinesStrana 53
AertorpedoroomTorpedolauncherMUSEUM REPORT53Eduard Modeller‘s Den No. 0 - December 2024Manitowoc SubmarinesStrana 54
Conning tower back side The bow with the Jack of the United States Detail of conning tower with radar antennaandperiscopeMUSEUM REPORT54Eduard Modeller‘s Den No. 0 - December 2024Manitowoc SubmarinesStrana 55
Conning tower back side DetailofdeckwithbollardandmooringropeMUSEUM REPORT55Eduard Modeller‘s Den No. 0 - December 2024Manitowoc SubmarinesStrana 56
GERMAN SUBS IN THE GREAT LAKESU-505In addion to the museum’s Gato-classsubmarines, you can nd one unique ves-sel in the Great Lakes region that was also inUS Navy possession at the end of its career,but hails from the dark side of the SecondWorld War. It is the German submarine U-505,which is one of only two Type IXC U-Boatsin the world that are currently preserved.The other is U-534 at the Western Approach-es Museum in Liverpool, UK.U-505 was launched on May 24th, 1941and accepted into the Kriegsmarine on Au-gust 26th, 1941. On her twelh combatcruise on June 4th, 1944, under the com-mand of Oberleutnant zur See Harald Lange,U-505 was discovered by Task Force 22.3,consisng of the aircra carrier USS Gua-dalcanal and the destroyers Pillsbury, Pope,Flaherty, Chatelain and Jenks, about 150naucal miles west of the coast of Rio deOro (Western Sahara). The submarine wasaacked by the destroyers and by aircrafrom the USS Guadalcanal. The subma-rine was damaged, surfaced, and her crewopened the oodgates and abandoned ship.TF 22.3 Commander Daniel V. Gallery or-dered an eight-man team from the destroy-er Piillsbury, led by Lt. Junior Grade AlbertDavid, to board the submarine. While thedestroyers Chaelain and Jenks rescuedthe submarine’s crew, all but one of whomsurvived the bale, Lt. David’s team closedthe oodgates and stopped the submarinefrom sinking. The semi-submerged subma-rine was then towed 1,700 naucal milesacross the Atlanc Ocean by the aircracarrier USS Guadalcanal to Great Sound,Bermuda.The capture of U-505 was not planned andwas basically the result of acons taken byCaptain Gallery. The submarine was exam-ined in Bermuda by Navy technical teams,but its capture was kept a secret. The rea-son was the fear that if the enemy discov-ered that the submarine had been capturedwith the Enigma encrypon device intact,they would change the codes used, mak-ing it impossible for the Allies to decipherGerman messages. These had already beensuccessfully decoded by the previously cap-tured Enigma machines from submarinesU-110 in 1941 and U-559 in 1942. The crewof the submarine was therefore held in iso-laon in a prison camp in Ruston, Louisiana,unl 1947, when all 58 crew members re-turned to Germany, where they were de-clared dead in 1944. As part of the secrecy,the submarine was painted like an Ameri-can submarine and renamed the USS Nemo.It was not unl aer the end of the war inEurope that it was introduced to the publicand included in the program to promote thesales of war bonds. During a tour of Ameri-can ports, it visited New York, Philadelphia,and Balmore, and was stored at the Ports-mouth Navy Yard in Kiery, Maine aer thewar. The Navy wanted to use it as a trainingU-505connigtowerwitharmament,a3.7cmSKC/30an-aircragunandtwotwin2cmFlaK30an-aircraguns.MUSEUM REPORT56Eduard Modeller‘s Den No. 0 - December 2024Manitowoc SubmarinesStrana 57
TherstthingthevisitorseeswhenenteringthemainhallofU-505exhibitisthesubmarine’sbowwiththeupperbowtorpedotubesopenandthetorpedolaunchedfromthestarboardupperbowtorpedotube.Formanyvisitors,thiscreatesawoweectand the feeling that they are seeing the world’s largest submarine, or at least the world’s largest World War Second submarine.Butthat’sjustanillusion.TheGato-classsubmarines,whichdonotusuallyimpressvisitorsinthisway,wereinfactnearlytwentymetreslongerthantheTypeIXCsubmarines.TheGatowas95metresinlength,whiletheTypeIXCU-Boatmeasured76.76metres.MUSEUM REPORT57Eduard Modeller‘s Den No. 0 - December 2024Manitowoc SubmarinesStrana 58
target, but by then Rear Admiral Gallery wasalready ghng to save it. His brother, FatherJohn Gallery, contacted Lenox Mohr, presidentof the Chicago Museum of Science and Indus-try, and convinced him to have the museumnegoate with the Navy about donang thesubmarine to it. The long negoaons wereulmately successful, and the Navy did indeeddonate the submarine to the museum in 1954.U-505 was towed to Chicago via the GreatLakes with a stop in Detroit in July, 1954, pulledashore at Navy Pier and taken to the museumin a parade with great fanfare. It became partof the exhibion on September 25th, 1954.However, it was in no condion to serve as anexhibit, everything removable from the exte-rior and interior having been dismantled andmost of the parts lost. The ship was placed inthe museum yard for many years, exposed tothe elements and gradually deteriorated. Nev-ertheless, its story has a happy ending, and yyears aer its arrival in Chicago, U-505 receiveda complete reconstrucon and its own displaypavilion. In 2004, it was moved to the foun-daons of a new air-condioned building thatwas built around the submarine. The result ofa long and demanding restoraon, where theenre project cost a respectable 35 million dol-lars, the vessel is in absolutely mint condionand one of the most comprehensive and beau-ful museum specimens dedicated to a singleship that can be found anywhere in the world.UC-97U-505 was not the rst German submarine tond itself in the Great Lakes. That honor goesto UC-97, a mine laying submarine launchedin Hamburg in March, 1918. It was one of sixGerman submarines acquired by the UnitedStates in early 1919. A group of twelve ocersand 120 sailors, called the Ex-German Sub-marine Expedionary Force, was sent to Eu-rope to transport the submarines to the Unit-ed States. Four of them sailed from Britain inApril, 1919 and arrived in New York via theAzores and Bermuda. They were assigned tothe Liberty Bonds campaign. UC-97, under thecommand of Lt. Commander Charles A. Lock-wood, who later commanded the Pacic Fleetsubmarines during World War II (and thus theManitowoc-built submarines as well), wassent to the Great Lakes region. She arrived inChicago in August, 1919 and was assigned tothe 9th Naval District. She was rst moored atNavy Pier, then moved to the Chicago Lake-front near Grant Park.She served as a tourist aracon unl 1921.Then the peace conference decided that allGerman ships in Allied possession would bedestroyed by July 1st, 1921. UC-97 was towedto Lake Michigan, and on June 7th, 1921, shewas sunk by a baery of four-inch guns fromthe gunboat USS Wilmee. The ring began at11:45 a.m., with naval reservists taking turnsat the guns. The rst shot was red by gunnerJ. O. Sabin of Iowa, and the eighteenth and -nal one, een minutes later, by A. H. Ander-son, the man who had red the rst Americantorpedo at a German submarine a few yearsearlier, during World War I. UC-97 sank to theboom of Lake Michigan, where it rests to thisday. Her sinking was ordered by none otherthan the acng Secretary of the Navy, FranklinDelano Roosevelt.The gunboat Wilmee was also a ship withan interesng fate. Originally built in 1903 asthe cargo steamer SS Eastland, it was subse-quently converted into a cruise ship. On July24th, 1915, it was chartered by Western Elec-tric to take its employees to a picnic venuein Michigan City, Indiana. Shortly aer set-ng sail, while sll in the dock on the Chica-go River, the ship capsized and sank parallyon its side to a depth of six meters (18 feet).The cause was a malfuncon of the ballast tanks,which shied the center of gravity of the shipupward and caused the ship to become unsta-ble. A large number of the 3,000 passengerscrowded onto the starboard side of the ves-sel to wave to their loved ones on the shore,then ran to the port side in an aempt to evenout the list of the ship, but she capsized ontoher port side. 844 people died in the disaster,of whom 220 were of Czech origin. Most ofthe Czech vicms of this disaster are buried atthe Czech Naonal Cemetery in Chicago.The ship was raised and soldto the US Navy that same year,serving as USS Wilmee unlthe 1940s. In 1941, she was re-classied as auxiliary ship IX-29,and scrapped in 1947.MUSEUM REPORT58Eduard Modeller‘s Den No. 0 - December 2024Manitowoc SubmarinesMore on thecatastropheof the SS East-land here:hps://cs.wikipedia.org/wiki/SS_EastlandIStrana 59
Aviewofthesubmarinefromtheportsidewiththevisitorexitopen.Mostmuseumsubmarineshaveentryholescutintothehullordeckforeasyvisitoraccess.OneofthefewmuseumsubmarinesthatdoesnothavetheseentrancesandissllinitsoriginalcombatconguraonistheUSSCodinCleveland,Ohio.TheU-505doesnothaveaperiscopeinstalledinthetower.Itisdisplayedseparatelyintheexposionandallowsvisitorstotryobservingwiththeperiscope.It’sabitofacheat,thereisnoopcsintheperiscope,butacamera.Butitdoesn’tmaer.Theperiscopeitselfalsohasaninteresngfate.Aerthewar,theNavydismantledit,likevirtuallyallsubmarineequipment,andplaceditattheArccSubmarineLaboratoryatPointLomanearSanDiego,California.Aerthelabwasclosedanddemolishedin2003,theUSNavydonatedtheperiscopetothemuseum,allowingittobepartoftheexhibitattheMuseumof Science and Industry.Further readingabout Point LomaLaboratory:hps://en.wikipedia.org/wiki/Arcc_Sub-marine_LaboratoryIMUSEUM REPORT59Eduard Modeller‘s Den No. 0 - December 2024Manitowoc SubmarinesStrana 60
MUSEUM REPORT60Eduard Modeller‘s Den No. 0 - December 2024Manitowoc SubmarinesStrana 61
The galley.ThecrewquartersintheforwardtorpedoroomOcers’quarters,withtwobunkbedsoneachsideofthepassageMUSEUM REPORT61Eduard Modeller‘s Den No. 0 - December 2024Manitowoc SubmarinesStrana 62
Thesoundroom,whereanoperatormonitoredthesoundsarounda submerged submarine.The radio room. The brown case on the right deskisthewoodenboxforanEnigmamachine.MUSEUM REPORT62Eduard Modeller‘s Den No. 0 - December 2024Manitowoc SubmarinesStrana 63
Controlroom.Thecirculardevicewiththeredframeonthetopleandintheblackandwhitephotoistheboardtele-graphfortransmingorderstotheengineroom.Charttableatthenavigaonocer’sstaoninthe control room area (starboard side).MUSEUM REPORT63Eduard Modeller‘s Den No. 0 - December 2024Manitowoc SubmarinesStrana 64
Passage from the control romm to the engine roomEngine room with two MAN nine-cylinder diesel enginesPracovištěradistyMUSEUM REPORT64Eduard Modeller‘s Den No. 0 - December 2024Manitowoc SubmarinesStrana 65
Electricmotorcontrolpanel.Totheleoftheupperlecornerofthepassageisatelegraphfortransmingcommandsto the engine room.The engine room The engine roomRelief of a lion’s head on the frame of the electric casein the engine room of the electric motors.MUSEUM REPORT65Eduard Modeller‘s Den No. 0 - December 2024Manitowoc SubmarinesStrana 66
MemorialplaquededicatedtoTaskGroup22.3Theaertorpedoroom.MUSEUM REPORT66Eduard Modeller‘s Den No. 0 - December 2024Manitowoc SubmarinesStrana 67
SUBMARINES ON THE GREAT LAKESThe USS Cobia is not the only submarinethat can be found in the Great Lakes region.On the eastern shore of Lake Michigan, in Mus-kegon, Michigan, one of the most successfulAmerican submarines of World War II, the USSSilversides, has been docked since 1987. It isa ship with a very interesng history, as youcan read by following the aached link. In itsmore recent history, the USS Silversides ap-peared in the 2002 horror producon ‘Below’.It was towed onto Lake Michigan for the lm-ing, where it was used to portraythe conal submarine USS Ti-ger Shark.In Bualo, New York, on LakeErie, the Bualo and Erie Coun-ty Naval & Military Park exhibitsthe USS Croaker, which in 1953underwent modernizaon and conversioninto an aack submarine (Hunter-Killer Sub-marine), designed to aack enemy subs.In as good a condion as the USS Cobia, if noteven beer, is the USS Cod, docked in Cleve-land, Ohio. In 2021, its hull underwent a $1.1million overhaul in dry dock at the DonjonShipbuilding & Repair facility in Erie, Pennsyl-vania. The Cod is also interesng and authen-c in that, as probably the only museum USNavy submarine, it does not have entrancescut into the hull with stairs installed for visitors,and is accessed through her original hatchesand along the original ladders. I think this sub-marine is worth a visit for that alone. It alsohas all four of its diesel engines working, aswell as a backup. They were manufactured atthe General Motors Cleveland Diesel EngineDivision in the west part of Cleveland.The museum also has two other GM Cleve-land Model 16-248 V16 engines from thesubmarine USS Sngray. The Mark IV torpe-do computer, J-5 radar, on-board telephoneand on-board radio are also fully funconal.The USS Cod, as does the Cobia, has an ama-teur radio set installed, which carries the callsign W8COD.The USS Cod is another of the museum spec-imens that have parcipated in lmmaking,and really quite a star among them. The USSCod rst appeared in the 1958 NBC series ‘TheSilent Service’ in S2 E13 ‘The USS Cod’s LostBoarding Party’.In 2015, the USS Cod was used for exteriorand interior lming for the Smithsonian Chan-nel documentary ‘Hell Below’. The Cod playedthe role of the American submarine USS Tangand the German subs U-99 and U-100 in thelm. The documentary aired in 2016.The USS Cod is also the sub-ject of a two-part documenta-ry on the ‘World of Warships’YouTube channel, in the epi-sode ‘Naval Legends: USS Cod’, released in July,2019.The Cod again portrayed German U-boats inthe 2022 Dolph Lundgren lm ‘Operaon Sea-wolf’.More on the USSCroaker here:hps://en.wikipedia.org/wiki/USS_CroakerMore on the USSSilversides here:hps://en.wiki-pedia.org/wiki/USS_Silversides_(SS-236)More on thisfascinangvessel here:hps://en.wikipedia.org/wiki/USS_CodIIMUSEUM REPORT67Eduard Modeller‘s Den No. 0 - December 2024Manitowoc SubmarinesUSSCroaker[NavalHistoryandHeritageCommand]USSCod[NavalHistoryandHeritageCommand]Strana 68
The USS Cavalla and the USS Drum then roundout the lisng of Gato Class submarines in thepossession of museums. The USS Cavalla is dis-played on land at Seawolf Park in Galveston,Texas, home to another major aracon, theUSS Steward, an Edsall Class escort destroyer.The park is named aer the USS Seawolf, a Sar-go Class sub, and features a number of otheraracons.The USS Drum is part of the collecon at theBaleship Alabama Memorial Park in Mobile,Alabama. It is also mounted on-shore, some-what to the side of the main exhibit, the mas-sive baleship USS Alabama. The USS Alabamais one of the museum’s ships that is kept in ex-cellent condion and is worthy of a dedicatedarcle in and of itself, which I hope will hap-pen one day, so no spoilers here…LCT 5 and YOIn addion to submarines, the shipyard alsoproduced 36 LCT-5 landing cra, the produc-on of which is the subject of one of the mu-seum’s exhibits. Nine LCTs built in Manitowocwere sunk in World War II. The shipyard alsoproduced YO (self-propelled fuel oil barge)harbor cargo boats, used to supply ships inport with fuel and other materials.The SS EDMUND FITZGERALDPerhaps the most famous shipping disasteron the Great Lakes occurred on Lake Superioron November 10th , 1975, when the 729-foot(222 m) iron ore freighter Edmund Fitzgerald,bound for Detroit, Michigan, broke up in ex-tremely rough seas with 36-foot (11 m) wavesand hurricane-force winds shortly aer 7:00p.m. She disappeared very quickly into thedepths with all 29 on board, so quickly thatno distress signal had been sent. The last ra-dio message was sent by her captain Ernest M.McSorely at 7:10 pm, and read ‘We are hold-ing our own’. The broken wreckage was foundby a U.S. Navy P-3 Orion reconnaissance air-cra four days later, on November 14th, in Ca-nadian waters, thirteen naucal miles (24 km)west of Deadman’s Cave, Ontario, and eennaucal miles northwest of the entrance toWhitesh Bay. The disaster led to signicantchanges in the regulaons of shipping on theGreat Lakes, including mandatory lifesavingequipment and inspecons of vessels, andbecame a part of popular culture through the1976 folk anthem ‘The Wreck of the EdmundFitzgerald’ by Canadian singer/songwriter Gordon Lighoot.Ocialaudioof the songon Youtube:hps://www.youtube.com/watch?v=FuzTkGyxkYIFurther readingabout the GatoClass Subs:hps://en.wikipedia.org/wiki/Gato-class_submarineIIThe successor to the WWII sub-marineUSSCavalla(SS-244)wasthe Srugeon-class submarine ofthesamename(SSN-684),com-missionedin1973andinserviceunl1998.[NavalHistoryand Heritage Command]SS Edmund Fitzgerald[GreatLakesHistoricalSociety]Strana 69
THE IRON TRANSPORTATIONOne of the museum’s exhibits isdedicated to models of ships asso-ciated with the Great Lakes. A mod-el of a loading dock for transferringiron ore from trains of the Chicago &Northwestern Railroad to cargo ships,called self-unloading bulk carriers ofthe American Steamship Company,is an example of the fascinang indus-trial history of the American Midwest,now known as the Rust Belt. Opera-ons on the Chicago & NorthwesternRailroad line and the loading docks inEscanaba were disconnued in Au-gust 2016, ending a 165-year histo-ry of transporng cargo from portsin northern Michigan south to Chi-cago and further to the industrial re-gions of Illinois and Indiana.The model of the iron ore freighter,called the self-unloader SS Adam E.CorneliusAuthor of the arcleat the USS Cobia’s bellModel of a pier for transferring iron ore from Chicago & Northwestern Railroads trainsto American Steamship Company freighters at Escanaba, in northern Michigan.More onthe Adam E.Cornelius here:hps://en.wikipedia.org/wiki/Adam_E._Cornelius_(1959_ship)IMUSEUM REPORT69Eduard Modeller‘s Den No. 0 - December 2024Manitowoc SubmarinesSOURCES:Manitowoc. (Manitowoc, Wis.: The Manitowoc Shipbuilding Company, 1948); online facsimile at hp://www.wisconsinhistory.org/turningpoints/search.asp?id=1241hps://www.wisconsinmarime.org/Wisconcin´s Great Lakes shipwrecks hps://wisconsinshipwrecks.org/Home#anchor3hp://www.navsource.org/archives/08/08245.htmhps://en.wikipedia.org/wiki/Manitowoc_Shipbuilding_Company#Post_World_War_2U-505 The nal journey, James E.Wise Jr, Naval Instute Press, Anapolis, Maryland, 2005, ISBN I-59114-967-3hps://www.burgerboat.com/hps://en.wikipedia.org/wiki/SS_Chief_Wawatamhps://en.wikipedia.org/wiki/Gato-class_submarinehps://en.wikipedia.org/wiki/Balao-class_submarinehps://en.wikipedia.org/wiki/USS_Cobiahps://en.wikipedia.org/wiki/Burger_Boat_Companyhps://www.facebook.com/CNWOREDIVISION/hps://en.wikipedia.org/wiki/SS_Edmund_Fitzgeraldhps://en.wikipedia.org/wiki/SS_Chief_Wawatamhps://en.wikipedia.org/wiki/German_submarine_U-505hps://en.wikipedia.org/wiki/Type_IX_submarine#Type_IXC/40hps://en.wikipedia.org/wiki/USS_Potomac_(AG-25)hps://cs.wikipedia.org/wiki/SS_Eastlandhps://en.wikipedia.org/wiki/SS_Eastlandhps://www.lidovky.cz/svet/parnik-eastland-havaroval-presne-pred-100-lety-mezi-844-obetmi-byli-i-cesi.A150724_193406_ln_zahranici_ELEFlying with the Bloody Hundredth
John H. “Lucky” Luckadoo Interview by Matt Mabe
Flying withthe Bloody HundredthJohnH.“Lucky”LuckadooInterviewbyMaMabePhotos:JohnH.Luckadoo,100thBGArchives,tleartworkbyPiotrForkasiewicz,SquadronSignalINTERVIEW70Eduard Modeller‘s Den No. 0 - December 2024Strana 71
MATTWell Lucky I‘ll thank you again for takinga few minutes to talk with us. It is a rarehonor and a privilege to get to talk withyou and learn more about your me inthe 100th Bomb Group. I knowyou havealotofuniqueexperiencestoshare,havingbeen there during some of the early daysofthegroup.ButI‘llstartbackatthebe-ginning, where it started for you, and thatyou joined the US Army Air Forces shortlyaerPearlHarbor,andIwaswonderingifyou could talk a bit about what it was liketotrainasanaviaoncadet?LUCKYSure. Well, I joined up almost immediatelyfollowing Pearl Harbor. The Army Air Forc-es had a tremendous inux of personneland as a result when I joined the aviaoncadets, they accepted me,but put me on leave and said‘Well we‘ll call you when wecan put you into the pipe-line’. So they did and I actu-ally joined up… I think mydate of enlistment is some-me in January of 42 andin March they noed methat I would be sent to Max-well Field in Montgomery,Alabama for my pre-ight.And I reported there on the1st of May. One of the rstthings they did was … therewere four thousand cadetsand they marched us out toa parade ground and select-ed a few of us to, I guess tryout to be appointed as thewing adjutant. And the try-out was to stand in the mid-dle of the eld and screamas loud as you could ‘passin review’. I won. So, I guessLucky duringthe basic training.John Luckadoo&MaMabeINTERVIEW71Eduard Modeller‘s Den No. 0 - December 2024Lucky Luckadoo: Flying with the Bloody HundredthStrana 72
maybe my hard-calling days back in Ten-nessee came into play there. I don‘t know,but I was fortunate enough to have beenselected as the Wing Adjutant, who was ac-tually the second in command of the cadetcorps of that class. And this was to provelater on to be a disnct advantage to meand I‘ll tell you about that in a moment. Butthe commander of the regiment, the cadetwho was selected, was a young man bythe name of Bert Shaber. He was not verytall, not very impressive at all, rather quietguy, but he was selected as the cadet com-mander of the enre 4 000 cadet corps,all the way through ying training, andI didn‘t see him because once we nishedour pre-ight training, which was nineweeks, we were di-vided up into groupsof about 100 andsent out to variousair bases for our pri-mary training. I wassent to Avon Park,Florida, learned toy the PT-17, the Stearman Cadet and itwas, I guess, sort of automacally - be-cause I‘d been a Cadet Ocer in pre-ight,I was designated as the cadet captain ofmy class. Graduang from primary, I wassent to Shaw Field in Sumter, South Car-olina, for my basic training and that wasa big step up because from a biplane of 225horsepower we were thrown into a bulkyvibrator, a BT-13 which was 450 horsepow-er and quite a bit larger low wing airplanewith retractable gear and aps and a lot ofother things, that we had to learn how tooperate. You were allowed 12 hours of dualtraining and if you were unable to solo atthe end of that 12 hours, you were washedout. Well, I was having diculty really mas-tering that big leap up from the primarytrainer to the basic trainer. I was a CadetCaptain of my class there as well and hada military ocer, a second lieutenant WesPoynter, who was my instructor, and he wasnot able to really in-struct me. He couldy the airplane him-self, but he certainlywasn‘t imparng anyinstrucon to me asto how to handle theaircra. And I wason the verge of the brink of actually beingwashed out and I think the fact that I wasthe cadet captain of the class gave themsome second thoughts because I learnedlater that a civilian instructor had heardabout the fact that I was about to be washedout and he said ‘Well it‘s going to be a badmorale factor if the captain of class getswashed out, so let me take him for 30 min-utes and if I can‘t solo him then you canwash him out’. So he approached me andtold me to go out and get in an airplaneand he got in the back seat. We ew out toan auxiliary eld, landed and he got out onthe wing, and he said -I‘mgengaheadof myself, he‘d taken me up and really runthe airplane out. He showed me how tostall, how to recover from stalls, and howto loop it, and he had over 6,000 hours inthe airplane so he was really able to makeit do anything he wanted to, and he couldy the airplane. And he taught me morein that 30 minutes than I‘d learned in 10hours of instrucon from that lieutenant.Lt. John H. Luckadoo“... if you were unable tosolo at the end of that 12hours, you were washedout...“INTERVIEW72Eduard Modeller‘s Den No. 0 - December 2024Lucky Luckadoo: Flying with the Bloody HundredthStrana 73
So he climbed out on the wing of the planeand he said ‘Now Luckadoo, if you can takethisairplaneoandyitaroundthepat-ternandlanditthreemeswhileIgooverand sit under that tree and smoke a ciga-ree,youpass’. So, he gets out and goesover and sits under the tree and I very gin-gerly take the thing o and y around thepaern and make three landings. I don‘trecall how good they were or bad, but atany rate he comes backand gets in the airplanehe says ‘let‘s go backto the base’. So, we yback to the base andhe gets out and startswalking into the readyroom and turns around and just gives mea thumbs up. So that‘s how I kept from be-ing washed out in the middle of my train-ing. I was very grateful to him because hereally saved my neck. I went ahead andcompleted basic and then was sent downto Valdosta, Georgia, for advanced trainingon twin engines. When I got to Valdosta,they also had a conngent of single enginepilots, who were going to be ghter pilots,on the same base, going through at thesame me, and Bert Shaber was the cap-tain of the single engine class, and I wasthe captain of the twin engine class. Well,at graduaon in February of 43 he was notin aendance. That puzzled me greatly. ButI was so glad to have goen my wings andmy commission that I didn‘t think a wholelot about it. Only to nd out some monthslater that they had discovered while hewas going through training that he wasa German plant and they allowed him toget all the way through to graduaon be-fore they lowered theboom on him. But hehad immigrated withhis family at 15 fromGermany, Schaber wasa German name ofcourse and that sort of,I guess, caused some suspicions to causeto start with, but anyway it was quitea shock and a surprise to learn that thathe was a mole and so he didn‘t graduatewith us. But as you know, upon graduaon,40 of my classmates from twin engine ightschool and I were sent to Kearney, Nebras-ka, to join the 100th Bomb Group, immedi-ately out of ying school. And we were ofcourse designed as co-pilots to replace allof the co-pilots in the group. Now that wasone of the most mysterious things to hap-pen I think during World War II, as to why inthe world, just before the group was aboutto be sent overseas, would they sudden-ly remove all the co-pilots and replace us,replace them with us, newly admied pi-lots who‘d never been in a B-17. Heck we‘dnever seen anything as large as a four-en-gine airplane in our lives and here we werestuck in the right-hand seat second in com-mand of a 10-man crew to learn how toy B-17s not with any combat instruconbut only from the pilot we were assignedto. And that was an extremely hazardousand unfortunate thing to have had occur.So far as we‘ve been able to determine,it didn‘t happen in any other group. Andwhy it happened to the Hundredth Groupis sll to this day unknown.MATTThat‘s denitely an interesng way ofcoming into the Hundredth. And one thingIndsofascinang-youknowwewatch“...we‘d never seenanything as large asa four-engine airplanein our lives...“INTERVIEW73Eduard Modeller‘s Den No. 0 - December 2024Lucky Luckadoo: Flying with the Bloody HundredthStrana 74
moviesthesedaysandthepeopleportray-ingWorldWarIIveteransareprobablyintheir 30s in real life, but you guys, you wereinyourearly20sandIknowinyourcaseif my math is right youwere 21 as a SecondLieutenant when youstarted ying combatmissions in 1943. AndI was wondering if youcould tell us a bit about the weight on yourshouldersasapilot,butalsoaleaderwith-in the crew.LUCKYWell, I will menon of course that, as re-placement co-pilots, we were not alwayswelcomed by the crews that we were as-signed to. It so happened that in the crewthat I was assigned to, the navigator andthe bombardier were very fond of theirco-pilot. They buddied with him and hungout with him, and they were cresall-en when he was removed. And they pro-ceeded to make my life hell, because theyresented the fact, that I didn‘t know any-thing about the B-17 and I was thrust intotheir crew, forced down their throats andso they were really prey resenul andhurt by this move. Andit was sort of juvenileon their part to makemy life miserable be-cause, aer all, I wassecond in command ofthe crew and if anything incapacitated thepilot I was to take over. And sure enoughthat happened when we hit Newfoundlandenroute to our overseas base. I don‘t knowwhether you‘re aware or not but when wegot to Newfoundland we had to await thetailwind or well we couldn‘t make it all theway to Scotland, even with our addion-al fuel tanks and carrying extra fuel in thebomb bays. While we were waing, the pi-lot I was assigned to, misbehaved and wentacross the base one night, while we werecooling our heels waing in the winds tobe favorable, and managed to get himselfinvolved with a Brish WAAF, that infectedPagefromJohnH.Luckadoo‘sphotoalbum–thecrewofLt.GlennW.Dyeaercompleng25missions,September1943.‘Lucky’standsonthefarright,withpilotLt.Dyenexttohim,followedbySquadronLeaderOllieTurner.“...as replacementco-pilots, we were notalways welcomed bythe crews...“INTERVIEW74Eduard Modeller‘s Den No. 0 - December 2024Lucky Luckadoo: Flying with the Bloody HundredthStrana 75
him and he got thrown in the hospital witha raging case of VD. And the whole groupproceeded to combat while we sat therefor two addional weeks, waing for himto recover. And then it became prey obvi-ous to this navigator and bombardier, thathad been so hosle to me and hadn‘t real-ly welcomed me into the to the fraternityof the crew, that I wasgoing to have to y theairplane because whenhe was nally releasedaer having been treat-ed with sulfa, which wasthe only thing that they had in those days,he was so weak, he couldn‘t stand up andthey actually had to load him into the air-plane and he said ‘Well Lucky you‘re goingtohavetoybutI‘llmonitortheenginesandtheinstrumentsandhelpyouasmuchas I can’, but he was so weak, he could hard-ly talk, much less walk or funcon. And wetook o. Before we did, I called the navi-gator and bombardier and I said ‘You guyshave made my life miserable but you‘venowgottodependonmetogetustocom-bat’ and I pointed to the navigator andI said ‘Nowyoulileso-and-so,ifyoudon‘thitlandfallonthenoseI‘mpersonallygo-ingtothrowyourbuoutoftheairplanewithoutaparachute’.So that leveled theplaying eld, and from then on, things werea lile bit more comfortable among us. Butsure enough, he was a good navigator andhe did hit the landfall on the nose and sowe got the combat. But as you probablyare aware when the group arrived in En-gland, our base at Thorpe Abbos was notcompleted and theywere sent instead ofto Thorpe Abbosto Podington, wherethey stayed for severaldays and then, by theme we arrived two weeks later, they hadmoved into Thorpe Abbos and we ewdirectly from Prestwick to Thorpe Abbosand joined the group. But they had alreadybeen on some pracce missions, hadn‘town combat as yet, because we ew therst combat missions that the 100th ew.And because of the embarrassment of hisescapade at Newfoundland I think my pi-lot was determined that he was going toredeem himself by compleng a tour asrapidly as possible and geng back hometo his family, which he did, as you probablyare aware, he ended as the rst pilot in the100th Bomb Group to complete a 25 mis-sion tour.AAFStaonNo.139ThorpeAbbos,Norfolkshire,England.Homeofthe100thBombardment(H)Group,1943-1945“...but sure enough,he was a goodnavigator...“INTERVIEW75Eduard Modeller‘s Den No. 0 - December 2024Lucky Luckadoo: Flying with the Bloody HundredthStrana 76
MATTIt‘sdenitelyaninteresngturnofeventsthatgotyouguysthereandputyouinthecaptain‘s chair early. That‘s interesng.I know one thing we had talked about be-fore,ImenonedtoyoumyinterestinthetopicofleadershipandyoumenonedthatyouhadalotofadmiraonandrespectforJackKiddasaleader.AndIknowheoenfaced a lot of tough mes in that leader-shipposionin100thandIwaswonderingif you could elaborate on what it was yourespectedaboutJackKiddasaleader.LUCKYSure, we met a lot of people, dierentpeople of dierent characteriscs and die-rent abilies in the service. And someyou learned to have some respect for andothers you didn‘t. When the group wentto England, originally Jack Kidd was theCommander of the 351st Squadron andin route he was relieved and designatedas the Group Operaons Ocer and Ol-lie Turner succeeded him as the SquadronCommander of the 351st which we wereassigned to. It was not long aerwards thatI became aware of a Major Kidd‘s tremen-dous talent, because he funconed as thegroup operaons ocer in an exemplaryfashion by not only handling the personnelmaers of the various crews and Squad-ron Commanders, he was responsible forappoinng those as well, but also as an airleader, because he took on the worst mis-sions that we ew. He ew to Regensburg,he ew to Bremen… he ew to … on all ofthe worst missions and of course the one toBremen, which turned out to be my worstmission, and his as well. He was ying withthe 418th, with Ev Blakely and led that mis-sion. And I also observed, that from a lead-ership standpoint he was highly regardedby the commanding ocer who was thenChick Harding, but also very much respect-ed by General LeMay, when he came downfrom 3rd Division. So, in retrospect I thinkthat probably he was deserving and shouldhave been promoted to a group commandor even higher during his combat expe-rience. He was calm, cool and collected.And I know how he funconed from HarryCrosby‘s account of ying with him, par-cularly on that Bremen mission, wherethey lost two engines and crash landed inback in England, barely making it back. Buttheir crew went through a very traumacexperience of being shot out of the forma-on on the bomb run, and how he han-dled himself under those condions andhandled the crew, and how highly they re-garded him and respected him. It certain-ly embellished my opinion of him… ButI think, my greatest respect for him cameaer my original crew had nished up andI ew the Bremen mission, which was myrst mission aer they le. Ollie Turnercame to me one night while I was in the of-cers’ club and tappedme on the shoulderand told me to go getsome sleep becauseI was ying the nextday. I should add, thatwhen I got back from the Bremen missionon October the 8th 43, because the leadship in my squadron, which was the lowsquadron, consisng of Tom Murphy andAl Barker, Barker was the operaons of-cer for the 351st and I was leading thesecond element of the low squadron witha brand new crew I‘d never own with be-fore of course, but when I landed, becauseI had seen Tom Murphy‘s plane explodeand reported that I didn‘t think there wereany survivors... when Turner met me onlanding, I was sll a Second Lieutenant andhe immediately appointed me to replaceBarker as the operaons ocer for the351st Squadron. Well,I told him that that wasan awkward, he waspung me in an awk-ward posion, becauseas the Second Lieu-tenant I would be ordering Captains andMajors and crew members around as towhere they would y in the formaon andwhether they would y or not and he said‘Don‘tworryaboutit,we‘llpromoteyouasrapidly as possible’ and I‘d already been“...I had seen TomMurphy‘s planeexplode...“B-17F-120-BO 42-30796, Capt. Glenn W. Dye crew,351st BS, 100th BG, Thorpe Abbos,United Kingdom, September 1943Eduard kit No. 11183INTERVIEW76Eduard Modeller‘s Den No. 0 - December 2024Lucky Luckadoo: Flying with the Bloody HundredthStrana 77
put in for my First Lieutenancy and it didcome through at the end of that month.But the following month, the end of No-vember, I had one more mission to y.I had 24 missions under my belt, and I wasin the ocers club one evening, and Turn-er walked up to me, walked up behind meand put his hand on myshoulder and he said‘Lucky you could bet-ter go get some sleepbecause you‘re yingtomorrow.’ And I said‘well, how so?’ and hesaid ‘well, we‘re leading the group andIwantyoutoyascommandpilot.’And henamed the crew, and I don‘t recall exactlywho that was, but at any rate I said ‘WellOllieifwe‘releadingthegroupyououghttobeyingandit‘syourresponsibility’hesaid ‘I know but I want you to take this mis-sion.’So I didn‘t think any more about it, wentto bed and then got up the next morningand went to brieng and discovered thatsomething was up, because here cameGeneral LeMay and he had never beento our group at a brieng before, and hegot up on the stage and said ‘GentlemenIhavetotellyouthatI’vewaitedmyenremilitarycareertoyingamissionlikethis,butGeneralArnoldhasforbiddenmefromleadingorgenginanairplanetodayorhe‘llcourt-maralme’.Buthesays‘InallhonestyIhavetotellyouthat ifweonlyget one plane over the target, we‘ll con-sider this mission a suc-cess’. Well, they pulledback the curtain and itwas a straight line toBerlin and that wouldhave been the inialdaylight bombing raidof Berlin by the Eighth Air Force. He said‘TheHundredthistheonlygroupgoingandinsteadofbombingattheusualaltudeof25to29,000feetbecausethe meteorolo-gistsayswe‘vegotasolidcloudcoveroverallofEuropeuptotenthousandfeet,wewantyoutogoinat12,000andwhenyouturnontheinialpoint,startonyourbombrun,youdivethroughthecloudsandbreakoutat6,000feetoverBerlinathighnoonin broad daylight and bomb the Reichstag’.Well, I looked across the room at Turnerand gave him the nger and aer the brief-ing I looked him up and I said ‘You yellowson of a gun, you knew what this missionwas,andyouputmeinthisposion,whenyou‘re supposed to y it. But,’ I said ‘I‘mgonna come back from it and when I do, ifI see your ugly face, I‘ll kill you’. Of coursethat was rank insubordinaon, but if hecourt-maraled me he had to y the mis-sion so he didn‘t open his mouth. We tooko and climbed up and formed up and gotto the enemy coast … and they scrubbedthe mission. So, we came back and landedand I no sooner got out of the airplane andI went straight to Jack Kidd and explainedto him what had happened and I said‘IcannotserveunderOllieTurneronemoreminute.Pleasegivemeatransfer.’And hesaid ‘Well I can‘t blame you Lucky, but it sohappensIneedanOperaonsOceroverin Bucky Elton’s squadron, in the 350th,wouldyoutakethatjob?’“...I’ve waited my en-tire military career toying a mission likethis...“INTERVIEW77Eduard Modeller‘s Den No. 0 - December 2024Lucky Luckadoo: Flying with the Bloody HundredthStrana 78
And I said ‘I‘m on my way.’ So I movedout of the 351st, and of course thankedJack Kidd for his consideraon and reas-signment, and had even more respect forhim than I already had. That was a goodexample of how and why I held him insuch high regard. He was an exemplary of-cer. Of course, as you probably are aware,he stayed in the Air Force and was latera Major General. But he also became a ra-bid an-war zealot and he used to makelectures constantly about how feudal warwas and how useless it was there weren‘tany victors, they were only vicms.MATTIcandenitelyunderstandfromthat,youknow the vignees you shared, why youhadalotofrespectforJackKidd.Iknowitwas a success in itself to get back from justa single mission but you‘re one of the luckyfewthatsurvived25missionsandyoudidit early in the war as well. I don‘t know howmuch you recall about your last mission inFebruary 44, but I was wondering if you‘dtalkalilebitaboutthesheerfeelingofre-lief and what it was like on that last missionyouew.LUCKYI had served for about three months asBucky Elton‘s Operaons Ocer in the350th with one mission sll to y. AndBucky got sent to the rest home, the akhouse, and he was o the base and this mis-sion came up in mid-February of 44, thatI certainly wanted to complete my missionsand live through it, and so did Bill Desand-ers. Bill was a lead pilot in the 350th andI knew him prey well and I said ‘Billyou‘vegot one to y and so do I, and this is it’.John Luckadoo and William DeSandersaercomplengtheircombattourson February 13, 1944, with theB-17GAlicefromDallasII.CitaonfortheDisnguishedFlyingCrossawardedtoCapt.Luckadooaercomplenghis combat tour.INTERVIEW78Eduard Modeller‘s Den No. 0 - December 2024Lucky Luckadoo: Flying with the Bloody HundredthStrana 79
It was what we called a no ball target.We thought it would be a milk run be-cause we were tasked to bomb V2 rock-et bases right on the shore on the coastof France and we thought we would justduck in and drop our bombs and scoothome and that would be it. As it turnedout the Germans were alerted to us andthey came halfway across the channelto meet us and shot us up prey well.But we did manage to strike our targetsand get back. And of course, it was sucha tremendous release to nally realizethat we had survived a 25 mission tour,because so darn few of the membersdid, parcularly of the original groupand DeSanders was also of the originalgroup as well.The relief and the realizaon that we‘dbeen lucky enough to complete our tour,it was just indescribable, it was like li-ing a heavy load o your shoulders, be-cause psyching yourself up to get back inthat airplane parcularly aer a roughdose was a dicult thing to do. AndI get asked frequently how we did itand I have to confess, I don‘t actual-ly know. We‘ve had to stay focused onour job and that was what we were sentthere to do, and we intended to com-plete it as best we could and we did, butit was just a maer of dumb luck as towhether or not youmanaged to do it. Inthose days it parc-ularly was. Iniallywe had no ghterescort to protect usand we were going out in broad daylightand of course we were completely igno-rant of the fact that the Brish were ad-amant against daylight bombing. Theytried it and had been cut to ribbons bythe Luwae. And they begged GeneralEaker, the Commander of the Eighth AirForce, to abandon daylight bombing al-together and join them in just nighmebombing. Eaker wouldn‘t do it and soArthur “Bomber” Harris, the head of theRAF bomber force, prevailed upon Chur-chill to try to convince president Roos-evelt to order us to stop daylight bomb-ing. And President Roosevelt said no, hehad faith in his Air Force commandersknowing what they were doing and herefused. So we kept going out every daywe could and the Brish kept bomb-ing at night. So, it was sort of round theclock harassment of the of the Third Re-ich. And I think that was eecve. I havesome misgivings about the fact that Eak-er even refused to give nighme bomb-ing a fair trial. I‘m not saying that thatit was superior todaylight bombing butcertainly from highaltude we had ourdicules because ofthe tremendous coldand the diculty of funconing at highaltude, where the Brish were going inat 12 to 15, 000 feet at night and theyweren‘t enduring anything like thosedicult condions, but it was a dier-ent type of ying and it wouldn‘t haveinvolved a formaon ying either, whichwe prided ourselves on and felt like wecould oer some mutual proteconfor other people in the formaon. AndI think to a degree that was valid and itdid work out that way, but the Luwaewas so experienced, and they were sopracced and had such good equipmentand excellent training, that they inict-ed horric damage on us because theydeveloped new and beer techniquesof how to approach us and at least dam-ages enough either with an-aircra orOnthe100thBGReunion,Savannah,GA,2023“...British wereadamant againstdaylight bombing....“INTERVIEW79Eduard Modeller‘s Den No. 0 - December 2024Lucky Luckadoo: Flying with the Bloody HundredthStrana 80
with ghter re, to force us out of theformaon. And then, if you‘re out byyourself, while you‘re a sing duck, andthat‘s when they picked us o at leisure.MATTI‘m amazed by all the stories I hearabouthowdicultitwasatthemestomake it back from missions but there‘sjust an incredible amount of courage andbraverythatyouhearwhenitcomestosome of these guys who against all oddsmanaged a crippled B-17 back. Thereare incredible stories of bravery butit‘sanincredibleairplaneaswell.AndI know you‘ve spoken about your loveofthe B-17. And you had aunique ex-periencebackin2013,Iknow,youwereable to take the helm of a B-17 onceagain.70-plusyearsaerthewarandI was wondering what was itlike to getbackinthecockpitintheairofaB-17for you.LUCKYWell Ma, I tried for three years toget somebody to let me prove that a 92year old guy could sll handle the B-17and when I got down to the nal anal-ysis there was always some reason thatthey wouldn‘t allow them to do that.But when we went to Savannah for ourReunion in 2013, Mike Faley called meand said that they were going to makethis documentary called ‚Masters of theAir‘ about the 100th Bomb Group andthe author of the book, Donald Miller,wanted to interview me if I would cometo Savannah. And I was not at that meaending very many reunions. I wassort of disappointedin those that I did at-tend because therewere so few peoplethat I knew. Nearlyall of the people thatI encountered at the reunions of coursewere people that came in and ew aerI did, and literally ew a dierent war,a dierent me period, and had dier-ent opposion and dierent experienc-es than I did. But there were so few of theoriginal group parcularly that were sllalive, that it was rather disappoinng.So I wasn‘t aending many reunions.But Mike prevailed me to come andbe interviewed and he said ‘If you do,we‘rebringinginThe[movie]MemphisBelleandwe‘llgiveyouaride’, and I said‘Mike, I don‘t want to ride on The Mem-phis Belle, I want to y it’, and therewas this dead silence on the other endof the line.Finally he said ‘Okay we‘ll let you dothat’ and I said ‘Now look I don‘t wanttogetthereandgetdisappointed,andI‘vebeendisappointedbeforeandIdon‘twantthattohappen’,and he said ‘Welldon‘t worry about it,you‘vegotmywordwe‘ll let you y it’and so I showedup with my wife at Savannah and theybooked me for my interview with Don-ald Miller on a Friday. I set up the ightfor 11:15 on a Saturday morning at theairport. I was to be interviewed Fridayaernoon late and they just postponedit to Friday night and I said ‘Look, I don‘tgive a damn, I‘m going to y that air-plane, I‘m going to be at the airport at11:15. I don‘t care whether I do the in-terview or not’.They kept delaying it and sure enoughbecause Miller was running behind andhis interviews were running over meLuckyand100thBombGrouphistorianMichaelP.FaleyvisingThorpeAbbos.“...I don‘t want to rideon The Memphis Belle,I want to y it...!“INTERVIEW80Eduard Modeller‘s Den No. 0 - December 2024Lucky Luckadoo: Flying with the Bloody HundredthStrana 81
The mission of the 100thBombGroupFoundaonis to preserve and disseminate rst-hand historicalaccounts of the men, missions, and machines thatfought in the skies over Europe during WWII.Contacts:www.100thbg.comwww.facebook.com/100thBGFoundaonwww.instagram.com/100thbgf100th BG® and Bloody Hundredth® are registeredtrademarks of the 100th Bomb Group Foundaon,Inc. Century Bombers, the square D logo, and 100th Bomb Group Foundaonlogo, amongst other marks, are trademarks of the 100th Bomb Group Founda-on, Inc. All Rights Reserved.and eventually they scheduled me for Sat-urday aernoon to be interviewed. ButI said ‘That‘s good enough, I‘m going to beat the airport at 11:15, so I darn sure wasthere’. And there were six of us that theytook up on that ight. We took o and assoon as we got in the air, the pilot gets outof his seat, he says ‘Lucky it‘s yours’. I said‘You mean it?’, he said ‘Absolutely’.So, I sat down and everything came backjust like riding a bicycle. The old sensaons,the feel, the responses of the airplane,and I loved ying the B-17. I thought it wasthe most graceful thing for a four-enginebomber to be as beaufully designed as itwas and, of course, I had a healthy respectfor its structural integrity to withstand thesort of bale damage, that I sustained onmany of my missions and sll got home.So, one of the rst things I did, when I didget back, was to go buy some Boeingstock because I appreciated the integ-rity of their product, so that I thoughtI‘d put in with them. But it was sucha thrill to really get the sensaons andfeel the responses of the airplane and,I guess, the most pleasant thing was thatI wasn‘t being shot at while I was doing it.But I ew it for about 30 minutes allaround Savannah and was extremelygrateful for that privilege, because it wasa privilege. They wouldn‘t let me land it ortake it o because that was ‘verboten’ but atleast just geng my hands on the controlsand feeling it again was, as I described it,a ‘pants weer‘, it was a real thrill…AtthepremiereofMastersoftheAirinJanuary2024.Fromletoright:HenryCervantes(349thBS),StevenSpielberg,JohnH.Luckadoo(351st,350th BS), Robert H. Wolf (418th BS), and James R. Rasmussen (349th BS).More about the100th Bomb Grouphistory can be foundin the Info Eduardmagazine, specialissue The BloodyHundredth 1943,June 2024.info.eduard.com/en/06-2024-special-enINTERVIEW81Eduard Modeller‘s Den No. 0 - December 2024Lucky Luckadoo: Flying with the Bloody HundredthIncockpitofaB-17G.TheMightyEightNaonalMuseum,Savannah,2023.WARNING SHOTS
F-35C 1/48 TamiyaWhen Tamiya presented the F-35A Light-ning II in 1/48 scale at the 60th annualHobby World in 2022, there was a bit ofan expectaon that we’d see the F-35Bversion in the future, despite other manu-facturers having oered both the A and Bversions for some me. The reason is sim-ple—the Japanese Self-Defense Forces useboth variants. And exactly one year later,this expectaon was met.The release of the F-35C was less certain,as the substanal structural dierenc-es would require an almost enrely newmodel, with minimal shared parts. Fortu-nately, the manufacturer le nothing tochance and seized the opportunity to re-lease this third variant, complete with fea-tures like pre-cut RAM masks, fully mech-anized wings with an opon to build themin the folded posion, an extended aeri-al refueling probe, an open weapon bay,and a wide array of the ordnance. We canexpect this model by December of this year.(MC)Z-37A 1/32 HphHad someone told me a few years agothat we’d be building planes like theZ-126/226/526, commonly seen in theEastern Bloc ying clubs, I wouldn’t havebelieved it. But to have the Z-37 on the mar-ket in three dierent scales—luxury thateven some popular WWII designs don’t re-ceive—was beyond my imaginaon.The latest addion to the “Čmelák” familyis a 1/32 scale model from the Czech man-ufacturer Hph. This model is primarily res-in, complemented by 3D-printed details,machined landing gear struts, and photoetched parts. A universal decal sheet allowsfor building of the most Czech/Czecho-slovak and East German markings. (MC)[Photo: Miroslav Odložilík]PZL M18B Dromader 1/48 IBG ModelsTo add even more crop-dusng aircrato the mix, Polish company IBG Models,in collaboraon with Greek Grand Mod-els, is introducing the PZL M18B Dromader.This marks IBG Models’ debut in the 1/48scale. By 2025 both single- and two-seatversions of the Dromader will be releasein crop-dusng, reghng, or military air-cra sub-types.November / December 2024WARNING SHOTS82ExploringthePlascModellingUniverseandBeyondbyMarianCihoň&Comp.Eduard Modeller‘s Den No. 0 - December 2024Strana 83
But this won’t be the end of the Dromad-ers. Fans of the type can also look forwardto a 1/72 scale model, this me from An-swer Plasc Kits. (MC)B-26B Marauder “Flak-Bait” 1/48 ICM202 combat missions over Nazi Germa-ny and over 1,000 hits—this is the legend-ary “Flak Bait,” the B-26B-25-MA Maraud-er, which earned its fame and resiliencewith the 449th Bombardment Squadron,332nd Bombardment Group, and has nowbeen released as a second boxing by theUkrainian company ICM. The actual air-cra, which this model is based on, is dis-played in the Naonal Air and Space Mu-seum, Washington DC. The manufacturerplans to launch the sales as of November18, 2024. (MC)PBJ-1J and A-20B/C Early 1/48HK ModelsHK Models connues downsizing theirHavoc and Mitchell lines, now with the Ma-rine Corps special edions announced in To-kyo: the PBJ-1J and early-series of A-20B/CBoston. While the PBJ-1J is expected tobe similar to the B-25J release that’s beenavailable for three years—a repackagingwith minor adjustments—the smaller A-20is an enrely new kit, though the manufac-turer has only shown the test sprues so far.The PBJ-1J is scheduled to be available forthe Christmas market, with the A-20 likelyarriving in 2025. (MC)A6M5 Zero 1/48 Fine MoldsJapanese Zeros have recently ooded themarket, with Fine Molds now releasing theA6M5. Known for high-quality sprues andunique engineering Fine Molds maintainsits reputaon with this Zero, featuringa mul-part canopy and an unconvenon-al, vercally split fuselage. The kit oerstwo canopy opons: single piece one andmul-piece one consisng of the frameand individual glass secons. The fuselagedivision is based on the actual aircra’sdesign. These unique design choices bringspecic challenges both in molding and as-sembly. Fine Molds will oer two boxingsrepresenng A6M5 built by Mitsubishi aswell as Nakajima factories. (MC)83Eduard Modeller‘s Den No. 0 - December 2024November / December 2024 NewsWARNING SHOTSStrana 84
A6M2 1/35 Border ModelTo add even more Zeros, Border Modelfrom China is releasing their A6M2Zero in the unusual 1/35 military scale.The Zero will come in two kits: a standalonemodel of the Okinawa 1945 A6M2 anda diorama kit with part of the Akagi car-rier’s deck and bridge from around 1942.(MC)He-111 H-6 1/35 Border ModelIn addion to the Zero, Border Model’stest sprues of the German Heinkel He-111medium bomber have drawn aenon.The kit features detailed paneling with bothraised and recessed rivets and stressedskin eect on the fuselage and wings. Thisfeature wasn’t obvious from the inial 3Drenders, making it an excing discovery formodelers who enjoy intricate surface work.(MC)[Photo: Fan Chengbin]84Eduard Modeller‘s Den No. 0 - December 2024November / December 2024 NewsWARNING SHOTSStrana 85
Nieuport XI 1/32 Copper State ModelsCopper State Models has pleased WWIaviaon fans with test sprues of their in-jected Nieuport XI model, available inat least two edions—Early and Late.The kit includes a range of 3D-printed ac-cessories, such as the Le Rhone 9C engine,wheels, map holder, ammo storage, carbu-retor intake, seat backrest, and cockpit in-struments. (MC)[Photo: Filip Rząsa]Fokker D.VII 1/32 GothaforceA newcomer to the scale model mar-ket, Gothaforce, has announced a fully3D-printed Fokker D.VII model at the 2024Scale Model Challenge in Eindhoven, Neth-erlands, showcasing its high-quality printsand intricate details. The kit will featureseven aracve camo schemes dedicat-ed to WWI German pilots like Ernst Udet,Walter Blume, and Wilhelm Leusch. How-ever, the premium nature of this non-in-jected model comes with a hey price tagof around 250 Euros / 6500 Czech crowns,which may discourage some potenal buy-ers. (MC)[Photo: Kamil Trembacz]Bloch MB 210 1/72Special Hobby / Azur-FrromThe collaboraon between French compa-ny Azur-Frrom and Czech manufacturer Spe-cial Hobby brings the new 1/72 scale BlochMB 210 bomber. This elegant successor tothe historically popular MB 200 will oerthree camouage schemes for French air-cra, along with several photo-etched partsand 3D-printed exhausts. (MC)Hercules 1/144 GWHShanghai-based Great Wall Hobby usuallyfocused on 1/48 scale aircra, has turnedto large airplanes in 1/144 scale. Follow-ing the B-52G and Brish V-bombers (Vic-tor, Valiant, and Vulcan), modelers will nowbe able to build a C-130H Hercules. Despitethe small scale, this model includes intri-cate details such as fully equipped cargobay, with opons for an open rear ramp orside doors. Builders can create a version85Eduard Modeller‘s Den No. 0 - December 2024November / December 2024 NewsWARNING SHOTSStrana 86
with four-bladedpropellers (as operated byJapanese Self-Defense Air Force) or with thenewer, eight-bladed propellers used by theUSAF. (MC)SnsonL-5Sennel1/48SwordAer Special Hobby‘s successful release ofthe iconic L-4 Grasshopper liaison and train-ing plane, Czech manufacturer Sword Mod-els is launching the second most signicantplane of this category and class, L-5 Sennel.This quality short-run model will come in twoversions: L-5A/OY-1/Sennel Mk.I and L-5B/OY-2/Sennel Mk.II. More details are yet tobe announced. (MC)Lancia Stratos 1/12 ItaleriAs usual, modelers treat themselves toholiday gis, and this year’s seleconfrom Tamiya and Italeri presents an op-portunity. In addion to the re-release ofthe Lancia Delta HF Integrale 16v Sanre-mo 1989, Italeri introduces a completelynew kit of another legend, the Lancia Stra-tos HF Gr.4 Montecarlo 1977 in 1/12 scale.The kit features a full interior, open hood,and detailed engine compartment. (MC)Porsche GT3 RS 1/24 TamiyaFor those with less space, Tamiya oersthe new Porsche 911 GT3 RS 992 in 1/24scale. (MC)MiG-29AS Tiger on Tail 1/72 GWHThe fans of the Slovak Air Force will appre-ciate the release of the MiG-29A in the dig-ital camouage with a ger head design onthe tail ns. This special issue called „Dig-ital Camouage Tiger on Tail, 2014/2015Special Painng“, will be available in the1/72 scale. (MC)86Eduard Modeller‘s Den No. 0 - December 2024November / December 2024 NewsWARNING SHOTSStrana 87
P-40E 1/48 EduardIf you‘ve been keeping up with Eduard,you know it‘s me to start building thosestashed kits from Mauve, Arii, and espe-cially Hasegawa, because a new P-40 iscoming early next year. Eduard is naliz-ing the molds, which are almost complete,and producon is starng. Pre-orders willopen in November, with the Royal Class edi-on launching rst. For those interested inseeing the inial test sprues, they were ondisplay on November 30th at Plasc Win-ter in Braslava. (MC)PZLTS-8Bies1/72AnswerPlascKitsThe „holy trinity“ for Polish modelers—Iskra, Wilga, and Bies—is now completewith the 1/72 scale TS-8 Bies from An-swer Plasc Kits. Inially released in twoversions—one represenng the Indone-sian Air Force and one from the rst pro-ducon run from WSK Okęcie—the line-up will expand by the end of October withtwo more opons: a standard military BIIand models used in lm with aracveschemes featuring red stars or crosses. Asin previous releases, the kit includes grayplasc sprues, photo-etched side panels,and 3D-printed parts. Modelers can enhancetheir Bies builds further with pre-paint-ed etched instrument panels from Yahu.Answer also plans a 1/48 scale version inthe near future. (MC)Ammo Lock’N LoadWatercolor PencilsThere can never be enough model acces-sories and weathering products, and MigJimenez’s team is keeping up with the de-mand. Their latest release is a set of 12watercolor pencils designed to depict dirt,dust, rust, and other weathering eects.Unlike compeng products, these pencilscan be re-lled, working much like the clas-sic mechanical pencils. (MC)87Eduard Modeller‘s Den No. 0 - December 2024November / December 2024 NewsWARNING SHOTSStrana 88
P-40E 1/48 Eduardfor the Second Time!The Eduard P-40E in 1/48 scale is nearingthe compleon really fast and I would liketo share with the readers a behind-the-scenes look at the work on its nalizaon.Last week, we had the rst mold on thepress and tested the rst frame. The testexceeded the expectaons, and almost allthe parts were successfully cast in the rstaempts. The introducon of 3D scanningtechnology, and subsequent comparison ofthe scans with 3D rendering of the moldshelped us immensely to ne-tune the newmolds. The coming weeks at Eduard‘s toolshop will be focused on compleng thewhole set of P-40 molds! Simultaneously,we are also working on all the detail sets.We approached the design of the enginefrom the Brassin series dierently than inprevious projects and decided to depictit fully open, including the radiator belowthe engine block. The enre engine as-sembly will be produced using 3D prinngtechnology, as it has become a standardlately. We are also working on the two ver-sions of the wheel wells. The reason for itis that they were mostly covered with fab-ric which could be removed. In this mannerthe modelers will be able to choose howthey want to depict the bays. We are alsoworking on the radio, weapon bays, cock-pit, dierent types of wheels, exhausts, andseats with integrated 3D-printed harness-es that are very popular among modelers.Photo-etched aps and the SPACE set willalso be available as a standard. In short,the coming months at Eduard will be dedi-cated to the P-40, and it is sure to be quitea ride! (JN)88Eduard Modeller‘s Den No. 0 - December 2024November / December 2024 NewsWARNING SHOTSStrana 89
SpiireMk.Vb1/32KotareModelsThe New Zealanders from WingNu...ehm,Kotare, have already won over modelerswith their very well-craed Spiire Mk.Iamodel. The arrangement of parts in thesprues suggested that they wouldn’t stop atjust one version. This has been conrmed,and modelers can now pre-order the lat-est Spiire kit, this me in the Mk.Vb ver-sion. In addion to 141 gray plasc parts,38 of which are enrely new compared tothe Mk.I, the kit will include exhaust printsfor this type and a poster by the box art’screator. Builders will have the opon tochoose from three camouage schemes –RAF, USAAF, and a Polish aircra.Bf 109K-4 1/32 Kotare ModelsSince neither manufacturers nor mod-elers live by Spiires alone, Kotare’s nextfull-edged new release will be none oth-er than a classic bestseller – the Bf 109K-4.While modelers have never lacked Kurfürsts,the Hasegawa version has been aroundfor quite a while, and Trumpeter’s versionisn’t without aws either. With Kotare, weshould expect a well-craed rendion –the K-4 is in the nal stages of 3D model-ing, and the kit should hit the market bymiddle of the next year.Aichi D3A2 Val 1/48 Wingsy KitsJapanese aircra are no strangers toUkraine’s Wingsy Kits. However, accord-ing to Vitaliy, the Aichi Val wasn’t a proj-ect he jumped into as enthusiascally asJapanese pilots once dove onto the Amer-ican ships in the Pacic. Yet, customer de-mand prevailed, and even the challengingdomesc situaon didn’t hinder the kit’spreparaon. 3D modeling is complete andthe manufacturer is currently working onselecng camouage schemes. From therenders, we can see that the Val, like pre-vious models from this manufacturer, willfeature fully riveted surfaces and pho-to-etched details.89Eduard Modeller‘s Den No. 0 - December 2024November / December 2024 NewsWARNING SHOTSStrana 90
CurssHawk1/72ArmaHobbyBefore P-40 became famous, its prede-cessor, Hawk 75 alongside Hurricanes andSpiires, resisted the inial German andRussian oensives in Europe and the Jap-anese in China. Not much is known aboutthe model yet; Arma Hobby from Polandhas only shown one colored render so far.According to their website, the kit is ex-pected to go on pre-sale this Decemberand should reach modelers’ mailboxes inearly 2025. Addionally, we can expectArma Hobby to oer several accessoriesfor the model, which modelers will be ableto print themselves.Ki-43 II Hayabusa 1/72 Arma HobbyWhile we know lile about the Hawk,Arma Hobby has revealed much moreabout their second new product in 1/72scale – the Ki-43 Hayabusa. The mod-el was ocially revealed at Tokyo HobbyShow, and in mid-November, the man-ufacturer presented the rst test shots.The kit consists of three sprues – two ingray styrene, one with clear parts, camou-age schemes represenng aircra fromNew Guinea, the Kurile Islands, and Japan,as well as cockpit masks. Modelers willalso be able to add self-printed parts, suchas exhausts, radiators, gun barrels, and pi-lot seats. For those without a 3D printer,pre-orders will have these printed parts in-cludedChevy Blazer Hopper StrangerThings 1/24 RevellHave you felt a chill during the past fewwinters when the Christmas tree lightsstarted blinking? If so, you might suspectwhat that means for the protagonistsof the successful mystery series Strang-er Things and why it’s good to have PoliceChief Jim Hopper nearby. Even if you arenot that familiar with the classic AmericanSUVs but you like them, we are happy toannounce that soon Revell will be releasinga brand-new police 1985 Chevrolet Blazerin 1/24 scale. The Mind Flayer on the boxart apparently won’t be included in the kit,but maybe a Demogorgon will be.90Eduard Modeller‘s Den No. 0 - December 2024November / December 2024 NewsWARNING SHOTSTurning Point
This month marks the 82nd anniversary of events that signified a turning point in World War II. Since September 1939, Nazi Germany had been conquering Europe, aiming to reclaim territories lost during World War I and expand further. Germany's war economy depended on access to natural resources, industrial plants, and labor. Adolf Hitler’s personal decisions largely guided the war strategy. Under his leadership, his subordinates, fueled by beliefs in racial superiority, implemented oppression, imprisonment, and the genocide of Jews and other ethnic or social groups. This culminated in unprecedented massacres in Eastern Europe and systematic exterminations in concentration camps.
HISTORICAL REFLECTION91TURNING POINTNovember 1942Jan BobekWrieninPrague,November23,2024Eduard Modeller‘s Den No. 0 - December 2024Strana 92
This month marks the 82nd anniversaryof events that signied a turning point inWorld War II. Since September 1939, NaziGermany had been conquering Europe,aiming to reclaim territories lost duringWorld War I and expand further. Germa-ny’s war economy depended on accessto natural resources, industrial plants,and labor. Adolf Hitler’s personal decisionslargely guided the war strategy. Under hisleadership, his subordinates, fueled by be-liefs in racial superiority, implemented op-pression, imprisonment, and the genocideof Jews and other ethnic or social groups.This culminated in unprecedented massa-cres in Eastern Europe and systemac ex-terminaons in concentraon camps.In June 1941, Hitler, convinced of his ge-nius, aacked his communist rival and for-mer ally, the Soviet Union. The invasiontargeted Leningrad, Moscow, and the Cau-casus oil elds. The primary goal of Op-eraon Barbarossa was to annihilate theRed Army and penetrate deep into Sovietterritory, with a strategic line envisionedfrom Arkhangelsk to Astrakhan. The UralMountains were an even more distant ob-jecve. Simultaneously, Germany and itsEuropean allies sought to dominate theMediterranean, aiming to control the SuezCanal and establish a foothold in Syria andIraq. Meanwhile, air bales raged over thecoastline of Western Europe and air raidsagainst Britain connued. Hitler’s dreamof a Greater Germanic Reich and its dom-inance over a vast economic sphere wasunfolding.However, public morale in the resisngnaons, especially the Great Britain (butalso the sll neutral United States), wasagging aer years of war. Victory seemeddistant, and many policians preferred ne-goang with Hitler. Strikes even eruptedin Britain’s warme industries.Aer years of conquering Chinese territo-ry, Japan also entered World War II duringDecember 7 and 8, 1941, when it aackedAmerican, Brish, and Dutch forces in Ha-waii, the Philippines, and Southeast Asia.HISTORICAL REFLECTION92Eduard Modeller‘s Den No. 0 - December 2024Turning Point - November 1942Strana 93
Aer Germany and Italy declared war onthe U.S., nothing stood in the way of Japan’scolonial ambions, dened in the plan of“Greater East Asia Co-Prosperity Sphere.”This imperialist project was planned to ex-ploit conquered territories. The Axis pow-ers envisioned dividing Europe, Africa,and the Middle East, with Japan aimingto conquer India, Soviet Asia, includinga dra of a plan even to colonize Australiawith two millions of Japanese selers.The Japanese blitzkrieg, however, suf-fered signicant setbacks in the Bale ofthe Coral Sea and, most notably, the Bat-tle of Midway. The advance of Japaneseground forces in southern New Guineafaced successful Allied resistance for therst me, while Guadalcanal became thesecond decisive barrier that halted Japan’ssouthward expansion. Dreams of the Axispowers—Berlin, Rome, Tokyo—were shat-tered in November 1942.In North Africa, during the Second Baleof El Alamein (October 23 – November 11,1942), Brish forces under the commandof General Bernard Montgomery defeat-ed the German-Italian forces led by ErwinRommel. The Allies thus halted the Axisadvance in North Africa and forced themto retreat into Libya. The bale was crucialfor maintaining control over the Suez Ca-nal.In Morocco and Algeria, U.S.-Brish forc-es successfully carried out an amphibiouslanding during Operaon Torch (Novem-ber 8–16, 1942), capturing key ports andterritories controlled by the French collab-oraonist Vichy government. This estab-lished a new Allied front in North Africa,forcing German and Italian forces to splittheir resources and retreat. As a result ofthese two major military victories, alongwith Malta’s robust air defenses, Germanforces abandoned their prolonged eortsHISTORICAL REFLECTION93Eduard Modeller‘s Den No. 0 - December 2024Turning Point - November 1942Strana 94
to blockade and eventually capture this“unsinkable aircra carrier” in November.During the Bale of Stalingrad (nowVolgograd), the Soviet counteroensive,Operaon Uranus, was launched on No-vember 19, 1942. This operaon encircledthe German 6th Army under Friedrich Pau-lus, signicantly weakening German forc-es on the Eastern Front. The encirclementulmately led to Paulus’ forces surrenderin February 1943. By this me, the Sovietswere already beneng from Western ma-terial and military support provided underthe Lend-Lease Agreement.In mid-November 1942, the Kokoda TrailCampaign in New Guinea (July 21–No-vember 16, 1942) reached its conclusion.In late September and early October 1942,the Japanese were halted within sight ofPort Moresby. Capturing this base in theisland’s southeast would have signicantlyadvanced Japanese plans for an invasionof Australia. However, supply shortages,exhauson, and the arrival of Australianreinforcements forced them to retreat.The Kokoda Trail Campaign marked therst me Allied ground forces successfullystopped a Japanese advance. It highlight-ed the resilience of Australian soldiers un-der extraordinarily harsh condions andboosted Allied morale. The next Australianoensive targeted the Buna and Gona air-elds in November 1942.Today, the Kokoda Trail Campaign holdsconsiderable historical and symbolic im-portance in Australia as a pivotal bale todefend the homeland and achieve victoryagainst a formidable enemy.In mid-November 1942, the naval Baleof Guadalcanal (November 13–15) tookplace, during which the U.S. Navy defeatedJapanese forces. This bale was pivotal inhalng Japanese expansion in the Pacic,disrupng their supply lines to the island,and marking the Allies’ transion to theoensive. Aer six months of intense ght-ing, the Japanese ulmately lost the Baleof Guadalcanal in early February 1943.November 1942 was therefore a turn-ing point, as the “Great” Axis—the Ber-lin-Rome-Tokyo alliance—lost the iniaveon several major fronts. In the subsequentperiod, it focused primarily on defend-ing its occupied territories. The only areawhere an Axis force connued to advanceunl the end of the war was southern Chi-HISTORICAL REFLECTION94Eduard Modeller‘s Den No. 0 - December 2024Turning Point - November 1942Strana 95
na. Even there, however, Japanesetroops were forced to surrenderfollowing Japan’s capitulaon inAugust 1945.At the end of World War II, theUnited States, with its immensemilitary-industrial capacity, was re-ferred to as the “Arsenal of Democ-racy.” The role of the U.S. in this re-gard was one of the key factors inthe Allied victory. Aer the SecondWorld War, the Western victoriouspowers transformed their formerarch-enemies into new allies toprevent a recurrence of the scenar-ios that led to the First and SecondWorld Wars.The last global conict was fol-lowed by the Cold War, duringwhich the Soviet Union eventuallycollapsed. The Kremlin lost vast ter-ritories that had been part of theSoviet Union and relinquished con-trol over Eastern European coun-tries it had once dominated or oc-cupied. Russia had faced a similarsituaon at the end of World War I,losing Finland, parts of present-dayPoland, Belarus, Ukraine, and oth-er regions.As history in the 20th centuryshows, dictators oen seek to re-claim lost inuence and territory.Unfortunately, it appears that suchambions are not conned to thepast, and the 21st century is notspared from similar plans.In November 2024, 1,000 dayshad passed since the Russianarmed forces invaded Ukraine.Through this aggressive conquest,Pun aims to restore parts of theformer Soviet Union, gain access toUkraine’s natural and industrial re-sources, and bolster the stability ofhis regime. He has openly declaredhis intenon to reshape the worldorder. Whether he succeeds withhis strategy of terror and scorchedearth remains to be seen, but histo-ry suggests that dictators with sim-ilar ambions have been defeatedbefore.I rmly believe that the “Arsenalof Democracy,” in collaboraonwith its partners, must act swilyto build new producon capacity.HISTORICAL REFLECTION95Eduard Modeller‘s Den No. 0 - December 2024Turning Point - November 1942Strana 96
POSTAVENÝ MODELSCALE GALLERY96Eduard Modeller‘s Den No. 0 - December 2024P-51D-5 s/n 44-13897, 357th Fighter GroupEduard 1/48by Paolo PortuesiStrana 97
Eduard Modeller‘s Den No. 0 - December 2024Daddy Rabbit - P-51D-5 1/48SCALE GALLERY97Used Eduard products:82101 - P-51D-5 ProPACK edion kit 1/48D48077 - P-51D-5 “357th FG“ 1/48 decal sheet6481001 - P-51B/C 108gal drop tanks PRINT 1/486481041 - P-51B/C seat w/ integral belts Type 3 PRINT 1/48648511 - P-51D wheels diamond tread 2 1/48Strana 98
Eduard Modeller‘s Den No. 0 - December 2024Daddy Rabbit - P-51D-5 1/48SCALE GALLERY98Strana 99
Eduard Modeller‘s Den No. 0 - December 2024Daddy Rabbit - P-51D-5 1/48SCALE GALLERY99DEBRIEFING
Dear Friends If you have read this far, you have probably formed a clear opinion as to whether our new online magazine, the Eduard Modeller´s Den, is worth your time, your interest, and ultimately your hard earned money. We will do everything to make it worth your while. Our effort is, and will continue to be, to create a quality periodical with valuable articles, credible and up-to-date information, interesting interviews with interesting people, and also with serious opinions of its contributors.
Dear Friends,if you have read this far, you haveprobably formed a clear opinionas to whether our new online mag-azine, the Eduard Modeller´s Den,is worth your me, your interest, andulmately your hard earned money.We will do everything to make it worthyour while. Our eort is, and will con-nue to be, to create a quality peri-odical with valuable arcles, credibleand up-to-date informaon, interest-ing interviews with interesng peo-ple, and also with serious opinions ofits contributors.The concept of the EMD virtualmagazine is based on the conceptand style of the company newsleer,which has been published regular-ly for more than ten years. Naturally,it has much in common with it, butin many ways it develops the conceptfurther, and to be a viable enty, dif-fers in many of its elements and ap-proaches. The main dierence be-tween EMD and the newsleer is in itsapproach to adversing. The Eduardnewsleer is primarily a markengtool, and as such, it places the mainemphasis on informaon surround-ing Eduard products, especially newreleases, with the goal of introduc-ing these new products to customersin the best and most comprehensiveway possible. Historical and technicalarcles, although making up a largepart of the content of the newsleer,are a secondary component within it,the aim of which is to aract the cus-tomer’s aenon, provide a broad-er insight into the background of thecreaon of company products, andalso acquaint customers with the his-torical and technical background ofthe company’s product designs.Within EMD, the opposite is moretrue. In it, arcles, interviews, re-ports on industry-wide developments,as well as comments and editorials,will be the primary product. The ad-versing part will play a secondaryrole. Eduard adversing will be min-imal, and if it even does appear, willnot be adversing our products suchas kits or accessories, but rather willpromote events such as E-day, theEduard ‘y-in’ at Líne, the annual IronBunny compeon and other similarevents. Menon of new releases willbe limited to basic informaon aboutsome kits, which will be in the indus-try news secon we are appropriatelycalling ‘Warning Shots’ and would notbe, in our opinion, complete withoutsaid menon, in an eort to preservethe context of the secon.Another fundamental dierence be-tween the Eduard monthly newsleerand EMD is availability. While the con-tent of the Eduard newsleer is andwill remain free, EMD will be (or rath-er, aer the rst introductory issue)a paid resource. EMD will be pub-lished, much like the Eduard news-leer, on the Triobo plaorm. Unlikethe newsleer, though, EMD will beaccessible only to registered usersand for a small fee. This fee will becompensated for by a discount cou-pon with a unique code, which willallow readers to make very good useof their investment in the EMD whenshopping at the Eduard e-shop.Dear readers, modelers and historyenthusiasts, consider today’s inaugu-ral issue of Eduard’s Modeller’s Denas our Christmas gi and a taste ofwhat we have in store for you in thenext issues. We look forward to see-ing you and promise to do our best tokeep you informed and entertainednot only throughout the coming year,but for many years to come! VladimirSulcEduard CEOand Member of EMD EditorialStaDEBRIEFING100Eduard Modeller‘s Den No. 0 - December 2024Editorial
Dear Friends,
welcome to the inaugural issue of an on-line magazine that certainly has no small ambitions. The Eduard Modeller’s Den magazine is just that...a comfortable den for modellers to escape to, where they can enjoy their passion in the comfort of wherever they are. The aim is not to compete with traditional modelling and historical magazines, but to bring a slightly different perspective and, with its content composition, create a mosaic suitable for both readers from the plastic modelling circle and those who are interested in history, museum travel, interviews with interesting personalities and related topics.
To cover it all, we've put together a high-quality team of writers, proofreaders, and translators who will regularly submit their work to you. Then it's up to you to find some time, stretch out on your favorite couch or in your den, and enjoy our magazine.
When I say that we have created a list of authors, it does not mean that we are not working on expanding founding resources. We are ready to cooperate with other researchers and publishers who, through EMD, are willing to share with readers the topics that fascinate them. The articles will include not only recently uncovered accounts from the world of aviation, military and naval history and of plastic modeling, but also generally known topics, which we will examine from different, less typical perspectives.
The development of this magazine was a long struggle. It began many months ago while playing with the notion of a printed version of the existing monthly newsletter, which could be ordered and printed on-demand, through the newsletter’s yearbook index with the most interesting articles, to what was the most currently displayed edition on the computer screen. Even after the EMD concept was clarified, for many different reasons it took several months and suffered through a number of delays before this premiere issue was ready. Consider it a taste of what awaits you in the future of EMD.
The central feature of this issue is an article prepared for us by the renowned Luftwaffe writer Donald Caldwell. The topic is the infamous 8th Air Force mission of August 17th, 1943, to Regensburg and Schweinfurt. In recent months, our standard monthly newsletter has published several articles specifically about this topic, or at least in some way touching on it. Mr. Caldwell’s work complements them from the ‘other side’, from the perspective of the German Luftwaffe. A similar topic includes Matt Mabe’s interview with 100th Bomb Group veteran John H. ‘Lucky’ Luckadoo. Lucky is one of the last living veterans not only of the Bloody Hundredth, but also of the fierce air battles for supremacy over the European skies during 1943. We greatly appreciate the permission of my friends Matt and Lucky to use their interview.
In this issue, our museum trip feature takes us to Manitowoc, Wisconsin. During his visit, Vladimír Sulc, a member of our editorial board and frequent newsletter contributor as well serving as Eduard’s CEO, not only collected many impressions and photographs with which he wants to introduce you to this unique museum, but also compiled a number of detailed historical insights related to the museum's exhibits and the local history.
A purely modeling section, mostly generated by our external colleague Marian Cihon, and which we call ‘Warning Shots’, introduces twenty-five new products from the field of plastic modeling coming out mainly in November and December, 2024. Do not expect any ratings or reviews in this section. We don’t think it appropriate for us to do so or to be within the scope of what we are attempting to do. We will try very hard to bring modelling news that is very, very fresh.
We have two more regular columns, managed by our colleague from the editorial board, the head of marketing at Eduard and also aviation-history columnist, Jan Bobek. While the first of them will provide a current perspective, the second is historical in nature. But the fact that history is not a simple matter in today’s climate is illustrated by both articles, a concept which the editor himself took on in his columns. History and the present are quite intertwined in them. But I will not provide any spoilers. Read the articles and judge for yourself.
The final section, which we have appropriately dubbed ‘Debriefing’, will be a regular feature written by Vladimír Sulc, from whom you are used to reading the introductory editorials to the standard newsletter. Since I have appropriated this privilege for the EMD, Mr. Sulc, or for many of you Vlad, will conclude each issue with his own thoughts.
Although the creative team of this magazine has been responsible for the monthly newsletter Info Eduard for several years and has certainly gained some experience, the concept of the intended magazine is something completely new. It will bring new challenges and new solutions. We are ready to offer you honest work and fresh, well written content, but know we do not consider ourselves world champions. We are learning, so please forgive us for any mistakes and imperfections, because we believe that these, as well as your feedback, will move us forward and will allow the EMD to evolve and improve.
Before I conclude my first column in this magazine and invite you to enjoy its content at least as much as we enjoyed creating it, I would like to thank my colleagues on the editorial board, our contributing authors, graphic designers, proofreaders and translators for their work on the content of this issue and all of those coming down the pipe. Last but not least, thanks go out to Triobo, who grappled with the unusual technical requirements for us and helped co-create this magazine during its long development.
We will graciously accept any suggestions, opinions and comments from you, our valued readers.
Jan Zdiarsky
Chief Editor, EMD and the Info Eduard Newsletter
Current Affairs
Poppies
Text: Jan Bobek
In the Czech Republic, November has long been associated with Veterans Day, symbolized by poppies. Although it is a relatively old tradition, it has found its place in the Czech context only in the last thirty years. The previous, communist, regime glorified the red color in a completely different form (especially in November, which was filled with it), and the poppy flower was not in favor. Today, people contribute to the support of war veterans by purchasing remembrance poppies. For foreign readers, especially those from Commonwealth countries, the adoption of their tradition in the Czech Republic might be surprising. It was our own WWII veterans who introduced us to November 11 and the “poppies” after the fall of communism in 1989, when they returned from the West to a free homeland . The symbol of the poppy began to be used in the Czech Republic in the 1990s. The first official celebration of Veterans Day took place in 2001 at Prague’s Vítkov Hill, and three years later, Veterans Day was defined in legislation as a significant day in the Czech calendar. Since 2014, the poppy has also symbolized the Military Solidarity Fund collection. Our company supports this fund almost every year during Veterans Day celebrations at Náměstí Míru (Peace Square) in Prague by donating proceeds from sales of our plastic kits, posters, and souvenirs.
The tradition of Veterans Day is strongest in Great Britain and Commonwealth countries but has gradually been adopted in other nations. Over the past decade, for example, it has been spreading in Ukraine.
How did the commemoration of fallen soldiers and the support of war veterans become linked with poppies? The origin of this symbol dates back to Spring 1915 during the Second Battle of Ypres in Flanders, Belgium, which lasted from April 22 to May 25 of that year. The battlefield had been turned into a lunar landscape by massive artillery fire, leaving only stumps of trees. Today, sadly similar scenes can be seen in footage from the war in Ukraine. For soldiers on both sides in the spring of 1915, it was a significant surprise when the battlefield was covered with a vast bloom of poppies. The soil, ploughed countless times by explosions, was an ideal environment for these beautiful weeds.
After almost a year of horrific war, during which chemical weapons were used for the first time in the Second Battle of Ypres, the blooming poppies appeared to soldiers in the trenches as something from another world. Many sent the flowers home in letters, and these are now prized artifacts in museum collections. Poppies growing on battlefields were already a known phenomenon during the Napoleonic Wars.
The foundation of the poppy tradition was laid during the Second Battle of Ypres by a Canadian military doctor of Scottish descent, Major John McCrae, who served with the 1st Brigade, Canadian Field Artillery. Before the war, he worked as a pathologist and published on the subject, but he was also a gifted poet. On May 2, 1915, his friend Lt. Alexis Helmer was killed by an artillery shell. The next day, a burial for Helmer’s remains, which were found, was held. Deeply affected by his friend’s death and the immense number of casualties and injuries, McCrae wrote the poem In Flanders Fields after the funeral. I’d like to highlight it here, as it remains powerful and meaningful even after more than a century:
In Flanders fields, the poppies blow
Between the crosses, row on row,
That mark our place; and in the sky
The larks, still bravely singing, fly
Scarce heard amid the guns below.
We are the Dead. Short days ago
We lived, felt dawn, saw sunset glow,
Loved and were loved, and now we lie,
In Flanders fields.
Take up our quarrel with the foe:
To you from failing hands we throw
The torch; be yours to hold it high.
If ye break faith with us who die
We shall not sleep, though poppies grow
In Flanders fields.
Later in 1915, the poem was published and became the most popular work of its kind on the subject of the ongoing war. It was quickly translated into many languages, and countless soldiers gratefully saw it as an expression of the meaning behind their suffering and a tribute to their fallen comrades. Sadly, John McCrae passed away in early 1918 and did not live to see the publication of his poetry collection, aptly titled In Flanders Fields.
In 1921, remembrance poppies spread among the Allies as a symbol worn on lapels on Armistice Day. The tradition grew so widely that a factory was even established to produce the remembrance poppies. This act of honoring the memory of Allied soldiers who fell in World War I and later conflicts continues to inspire artistic works to this day. However, the topic of poppies has not been without controversy. Debates have arisen over their artistic design and the legitimacy of selling this symbol. In connection with certain military operations, some segments of the public have deemed its use inappropriate. Occasionally, the poppy is depicted in white as a symbol of peace.
Returning to the Czech Republic: When the armistice came into effect on November 11, 1918, at 11 a.m. Paris time, more than a million Czech-speaking men from the Lands of the Bohemian Crown were serving in the Austro-Hungarian army. At the same time, over 100,000 of their compatriots were fighting with the Czechoslovak Legions on the Allied side. These legionnaires served in the French, Italian, Serbian, and, until 1917, Russian armies. About a hundred of their compatriots even fought in British uniforms.
It’s unlikely that anyone on either side of the war could have imagined that, a hundred years later, the sacrifices of war veterans in their homeland would be commemorated by the flower of the poppy—a symbol whose story began on the fields of Flanders and whose commemorative tradition was born overseas. The poppy, as a symbol of sacrifice and support for war veterans, continues to evolve, and I believe this is good news for veterans and their families.
Profile Grabmann
Walter Grabmann (1905 - 1992)
One of the most proficient and influential RLV Jafü and Divisionkommandeure. Grabmann learned to fly in the German police force and received a commission in the newly formed Luftwaffe. He soon became the commander of one of JG 26's predecessor units. After a tour in Spain as commander of the Condor Legion's fighter component, he transferred to the new Zerstörer force, and commanded ZG 76 during the French campaign and the Battle of Britain, for which service he was awarded the Knight's Cross. He became Jafü Holland-Ruhrgebiet in August 1942 and in November 1943 was given command of Jagddivision 3, a position he retained until the last chaotic month of the war. His last rank was Generalmajor. After the war he was a principal author of the USAF Historical Studies on the German Air Force.
Fw 190A-5, WNr. 410054, Oberst Walter Grabmann, Jagdfliegerführer Holland & 3. Jagddivision, 1943-1944 Eduard kit No. 1144
The Fw 190A of Oberst Grabmann, the Jafü Holland-Ruhrgebiet, who led the Luftwaffe defense against the Schweinfurt-Regensburg mission.
Profile Graff
Hermann Graf (1912 - 1988).
The first fighter pilot to claim 200 air victories, and the fifth man to be awarded the Wehrmacht's highest award for valor, the Knight's Cross with Oak Leaves, Swords and Diamonds. Graf was grounded after his 202nd Eastern Front victory and returned to Germany, where this poorly educated son of a baker became a favourite of the Nazi propaganda machine. He was eventually restored to combat status and commanded JG 50, JG 1, and JG 11 in the RLV before he requested and obtained permission to return to the Eastern Front to command his old unit, JG 52. On VE-Day he attempted to surrender to the Americans, but as a prominent member of an Ostfront unit he was turned over to the Soviet Army. During his four-year captivity in Russia he apparently signed documents accepting Nazi Germany's guilt for beginning the war. For this transgression he was denounced by the German veterans' associations after his return to West Germany, and remained a controversial figure until his death.
Major Hermann Graf, the Kommodore of JG 50, poses beside the tail of his highly-decorated Bf 109G-6 “Red 1” In late 1943.
Profile LeMay
Major General Curtis E. LeMay (1906-1990)
Curtis LeMay was born in Columbus, Ohio. When the United States was attacked at Pearl Harbor, he, with the rank of Major, commanded the newly formed 305th Bomb Group. His group would become one of the first American heavy bomber units in Europe less than a year later and he led it until May, 1943. During this initial period, the US bomber force not only accumulated its first tools with which to ply its trade, but at the cost of heavy losses also explored much that ended up as dead ends, and was able to develop its tactics through experience in modern air warfare. Curtis LeMay played a major role in this, whose prominent role lies in the development of strategic bombing standards, the composition of combat formations and the logistics of bombing missions. He left the 305th BG in May 1943 and became commander of the provisional 4th Bombardment Wing and later the 3rd Bombardment Division, which the wing transformed into. He also led this unit over Regensburg on August 17th, 1943. In his style, he showed himself to be a very tough and principled commander, and many of his approaches are still considered controversial today. In August, 1944, LeMay was transferred to the Far East with the rank of Major General, where he commanded the XX and later XXI Bomber Command. Here he refined strategic bombing tactics specifically for the use of B-29 deployments over Japan and advocated bombing Japanese cities with incendiary bombs in night raids.
LeMay also commanded subsequent B-29 missions against Japan, including massive attacks on dozens of Japanese cities that did not leave out Tokyo on the night of March 9–10, 1945, which ranks as the most devastating bombing of the war. Of this operation, General LeMay declared ‘the US finally stopped swatting at flies and gone after the manure pile’. To the debates about the controversies of the bombing of Japanese cities, it is necessary to add information about the leaflets that Gen. LeMay let rain over Japan. The text in Japanese said, ‘Unfortunately, bombs have no eyes. So, in accordance with America's humanitarian policies, the American Air Force, which does not wish to injure innocent people, now gives you warning to evacuate the cities named and save your lives.’ After the war, he worked at the Pentagon on the research and development staff, where he became interested in the idea of the element of deterrence, which became a major aspect of the tug-of-war between the US and the Soviet Union in the later years of the Cold War. In 1947, he returned to Europe, where he commanded the USAFE and, among other things, led a humanitarian operation to supply West Berlin, surrounded by occupation troops of the Soviet Union. From 1948 he worked for the Strategic Air Command, and later as Chief of Staff of the United States Air Force. He retired in 1965 and became involved in politics. Here, too, his uncompromising and very hard positions on the possible use of nuclear weapons and views on America’s powerful adversaries globally were often heard. Among other things, he was among those who advocated quick and decisive action during the Cuban Missile Crisis. In 1968, he ran for vice president of the USA. Although unsuccessful, the American Independent Party, for which he ran, obtained an unusually high result for a third party showing. Four-star General Curtis LeMay died on October 1st, 1990 at the age of 84. His story will be covered in more detail in the form of a separate article in one of the future issues of this magazine.
B-17F-30-VE, 42-5867, Lt. William D. DeSanders crew, 350th BS, 100th BG, Thorpe Abbotts, United Kingdom, 17 August 1943 Eduard kit No. 11183
Profile Galland
Wilhelm-Ferdinand “Wutz” Galland (1914 – 1943)
The third son of a Westphalian land manager of Huguenot ancestry, joined the Luftwaffe in 1935, originally in the antiaircraft artillery. He was successful there, being awarded the Iron Cross First Class early in World War II, but requested pilot training and a transfer to the Jagdwaffe [fighter force.] He joined two of his brothers in Jagdgeschwader 26 in June 1941. This could have been considered nepotism (his brother Adolf was Kommodore) but he soon proved himself to be an excellent combat pilot and formation leader, some said the best in the family. He was promoted to Kapitän of the 5. Staffel in June 1942, and to Kommandeur of the II. Gruppe in January 1943.
Galland’s career was followed with great interest by the RAF radio intercept operators across the Cnannel. His radio “handle” (Wutz, pronounced “Vootz”) was the most distinctive on the Channel coast, his aggressiveness and the rough tone he used with the leaders of fellow Jagdwaffe units was noted, and “The dynamic leader of the Vitry Wing” got more ink in the RAF intelligence reports than any other Luftwaffe personality.
On 17 August 1943 Galland’s II./JG 26 flew two transfer flights with no contact, but was up in force against the returning Schweinfurt attackers. The Gruppe made one successful head-on attack on the B-17s, but while reforming for a second pass was surprised from the rear by the P-47s of the 8th US Army Air Force’s 56th Fighter Group. Galland was shot down and killed early in this dogfight. He remained missing for two months, until his body was found buried with his aircraft in the soft soil of northern France. He was credited with 55 aerial victories in 186 combat missions, all in the West.
The death of the popular and gifted Wutz Galland was a serious blow to the Geschwader and the Jagdwaffe. In his eight months as Gruppenkommandeur he had gained a reputation in the Luftwaffe (and to the Allies) as one of the best formation leaders in the West. The surviving pilots of his Gruppe, who called themselves his “Cavaliers”, spoke of him in affectionate terms, and were convinced that under his leadership they had once again become the best unit on the Kanalfront [Channel Front.]
Wilhelm-Ferdinand Galland’s passbook portrait. His Knight’s Cross has been painted onto the photograph.
Profile Priller
Josef “Pips” Priller (1915 – 1961)
He joined the Luftwaffe in 1936 and by the Second World War was a fighter pilot in JG 51. He was very successful in the Battle of Britain and was awarded the Knight’s Cross in October 1940. Adolf Galland, JG 26 Geschwaderkommodore, was able of get him transferred into his own unit in November 1940, where he became Kapitän of the 1. Staffel. He was promoted to Kommandeur of the III. Gruppe on 6 December 1941, and became Kommodore on 10 January 1943.
Priller was twenty-seven years old when he took over JG 26. He was the top-scoring pilot then in the Geschwader, and had thus proven himself by combat, the main requirement for promotion in the Jagdwaffe. He was also an excellent formation leader and tactician. He was a notable bon vivant, displaying an outgoing, effervescent personality in public. However, he took the responsibilities of command seriously. He was always concerned for the welfare of his men, who responded by holding him in great respect and affection.
He became famous because of his Focke-Wulf's single strafing pass attack on Sword Beach on D-Day, accompanied by his wingman. This act was first brought to the world's attention by the book, and then the film, The Longest Day.
Oberst Priller left Jagdgeschwader 26 in January 1945. After five continuous years on the Western front, his tour of combat duty had finally ended. He had scored 101 aerial victories in 307 combat sorties. He became Inspector of Day Fighters (West), a sinecure which kept him from further combat flying.
Priller did not return to flying after the war but became general manager of the brewery owned by his wife. He died suddenly on 20 May 1961 from a heart attack.
Fw 190A-5, WNr. 0157 298, flown by Maj. Josef Priller, CO of JG 26, Lille - Vendeville, France, May 1943 Eduard kit No. 82143
Major Priller in flight in Fw 190A-5 W.Nr. 7298, his regular aircraft during mid-1943
Profile Zemke
Hubert „Hub“ Zemke
The 56th Fighter Group, led by Col. Zemke and equipped with P-47 Thunderbolts was an American fighter unit that played a significant role in the fight against the Luftwaffe on August 17, 1943. One of its members shot down and killed Major Wilhelm-Ferdinand Galland, considered the best German fighter commander on the Western Front at the time.
Hubert Zemke was born on March 14, 1914, in Missoula, Montana, to a family of German immigrants. He began his flight training with the armed forces in February 1936. A year later, he was assigned to the 36th PS, 8th PG, and earned his pilot qualification in August 1939. In 1940, Zemke was sent to Great Britain to study RAF tactics, and in May 1941, he joined the HQ squadron of the 56th Pursuit Group (later 56th Fighter Group). In 1941, while the U. S. was still neutral, he was sent to the Soviet Union to help train Soviet pilots on Curtiss P-40s, there he even had visual contact with German aircraft. It is likely that one of his cousins was already serving in the Luftwaffe, possibly Uffz. Egon Zemke, who flew Fw 190 A aircraft with 2. /JG 54 "Green Heart" on the Western Front in 1944.
After being promoted to Captain in the first half of 1942, he briefly served with the 89th FS, 80th FG. By September 1942, he returned to the 56th FG, was promoted to Lieutenant Colonel, and took command of the unit. After intense training and modifications to the P-47 aircraft in the U. S. , the 56th FG was deployed to Europe at the beginning of 1943. Under the leadership of Zemke and other officers, the 56th FG quickly became one of the elite units on the European battlefield. They mastered the Thunderbolt deployment tactics so well that, with 664 victories, the 56th FG became the most successful American fighter unit in the European theater. Unlike other units that switched to Mustangs, the 56th FG kept the P-47 until the end of the war. Zemke systematically focused on developing combat mission strategies over occupied Europe and introduced a tactic for distant fighter escort combined with systematic enemy area reconnaissance, which became known as the "Zemke´s Fan. "
In August 1944, Hubert Zemke was appointed commander of the 479th Fighter Group, flying P-51s, and achieved several more victories, bringing his score to 17. 75 confirmed kills, with an additional two probable kills and nine aircraft damaged. He also destroyed 6. 5 aircraft on the ground. One of his victories happened on August 17, 1943, while escorting bombers back from the Schweinfurt mission, in the ensuing dogfight he shot down a Bf 110 night fighter near St Trond.
During a combat mission on October 30, 1944, he was captured due to serious damage to his aircraft. In the POW camp Stalag Luft I, he assumed the position of Senior Allied Officer in December 1944, ultimately responsible for about 9,000 prisoners. Zemke became the main liaison between the prisoners and their captors, significantly improving the prisoners' living conditions and security in the final months of the war.
After the war, Zemke commanded the 36th FW and the 31st SFW. He retired in July 1966 and went on to write three books. Hubert Zemke passed away on August 30, 1994, in Oroville, California. [Photo: Fold3]
Profile Williams
Robert B. Williams (1901-1977)
Robert B. Williams was born in Albany, Texas, where he joined the Army Air Force in 1923. After completing his training, he worked as an aerial instructor in photo-reconnaissance units in the early 1930s. He later held command positions in bomber units and as an experienced pilot flew several long-haul flights, including a seven-bomber mission from Langley Field, VA to Rio de Janeiro, Brazil. At the beginning of World War II, he worked as a military observer in Great Britain. After returning to the US, he held command positions within the bomber air force, before being assigned to the 8th Air Force in Great Britain in June, 1943 with the rank of Brigadier General. He subsequently took command of its 1st Bomb Division. He personally led several important missions with this unit. The first of them was the tragic raid on Schweinfurt on August 17th, 1943. Under the leadership of this mission, Gen. Williams received the DSC. He was promoted to Major General in May, 1944 and returned to the US in October, 1944 to participate in the Manhattan Project at Los Alamos. As commander of the Second Air Force, he was responsible for the training of heavy bomber crews and the development of techniques for dropping special weapons. He retired in June, 1946 and moved to San Antonio, Texas. Among his major military awards are the Distinguished Service Cross, Distinguished Service Medal, American Defense Service Medal, American Theater Medal, WWII Victory Medal, European–African–Middle Eastern Campaign Medal, and the Brazilian Order of the Southern Cross. General Williams died at the age of 76 on February 10th, 1977. His story will be covered in more detail in a separate article in a future issue of this magazine.
Brig. General Robert B. Williams talks with Col. J. J. Nazzaro, CO, 381st BG, England, 12 Sept 1943. [Photo: U.S. Army Air Forces]
Profile Anderson
Major General Frederick Lewis Anderson
When the U.S. Air Force command evaluated the results of the raid on Regensburg and Schweinfurt, one of the officers bearing responsibility for the mission’s outcomes and losses was Major General Frederick Lewis Anderson.
Anderson was born on October 4, 1905, in Kingston, New York. He graduated from the United States Military Academy at West Point in June 1928 and was commissioned as a Second Lieutenant in the Cavalry. Later that year, however, he began pilot training at Brooks Field, Texas, which he completed the following year at Kelly Field, Texas. He transferred to the Army Air Corps and served in various roles over the following years. In the mid-1930s, he joined bomber units in California and Colorado. In 1934, he skillfully piloted his burning aircraft away from San Francisco and bailed out over the bay, earning the Distinguished Flying Cross for his actions.
After completing training at the Air Corps Tactical School at Maxwell Field, Alabama, in 1940, Anderson remained on the instructional staff as the head of bombardier training. In the spring of 1941, he was transferred to the office of the Chief of the Army Air Corps in Washington, D.C., where he served as Deputy Director of Bombardment in the Training and Operations Division. That same year, Anderson headed the Bombardment Tactics Board, a team of officers sent to Great Britain by General H. H. “Hap” Arnold to observe the bombing methods of the Royal Air Force.
In early 1943, Anderson joined General Ira C. Eaker’s staff to help draft the Combined Bomber Offensive plan. In April, he assumed command of the 4th Bombardment Wing of the Eighth Air Force, receiving the Silver Star for gallantry in action while leading the wing on four separate combat missions over Europe from March to May 1943. He also participated in other combat flights during this period and afterward.
By July, Anderson had become commander of the VIII Bomber Command. He planned “Blitz Week” at the end of July, which involved attacks on Hamburg as part of Operation Gomorrah. Several weeks later he planned the well-known attacks on Schweinfurt and Regensburg (Operation Double Strike). He was among the commanders who advocated for deep raids into Germany without fighter escort, despite increasingly robust German defenses.
Before the U.S. bombing formations took off for their August 17, 1943 raid on Regensburg and Schweinfurt, Anderson was under exceptional pressure. He had to decide wether to cancel or not the mission due to unfavorable morning weather conditions. However, Gen. "Hap" Arnold, commander of the U.S. Air Force, was especially keen on carrying out the raid. After tense discussions within the 8th Air Force command, Anderson ultimately decided to send crews from LeMay’s 4th Bomb Wing ahead of the 1st Bomb Wing, whose pilots were not trained for low-visibility takeoffs. LeMay’s bombers had to reach Africa before sunset, so their departure could not be delayed further. The five-hour gap between the two wing's takeoffs contributed to the loss of 60 bombers and more than 500 crew members.
In November 1943, Anderson was promoted to (temporary) Major General, becoming the youngest American officer to hold that rank during the war. When the United States Strategic Air Forces in Europe was established under General Carl A. Spaatz in January 1944, Anderson was appointed Deputy Commander for Operations (A-3).
After the war, Anderson served for two years as Assistant Chief of Air Staff for Personnel before retiring from active duty in 1947 to pursue a business career. In March 1952, he became the U.S. Deputy Special Representative to the Mutual Security Agency, and in April 1953, he assumed the role of U.S. Deputy Representative to the North Atlantic Treaty Organization (NATO) Council. Anderson co-founded Draper, Gaither & Anderson, one of the first venture capital firms in what would later become Silicon Valley.
In 1956, Anderson served on the Rockefeller Brothers Fund Special Studies Project Panel on United States International Objectives and Strategy, and he was also a member of the Hoover Committee on the Reorganization of the Federal Government. Anderson passed away on March 2, 1969, in Houston, Texas, and was buried at Arlington National Cemetery.
[Photo: U.S. Army Air Forces]
DOUBLE STRIKE
SCHWEINFURT-REGENSBURG MISSION FROM THE LUFTWAFFE PERSPECTIVE
by Donald Caldwell
Adapted from the author’s The Luftwaffe over Germany: Defense of the Reich (with Richard Muller) and Day Fighters in Defense of the Reich: A War Diary 1942-1945. All photos provided by the author, unless otherwise noted.
This article details the Luftwaffe defense against the 8th Air Force combined raid on Schweinfurt and Regensburg on August 17, 1943. Schweinfurt, which contained much of the German ball bearing industry, and Regensburg, the principal production site for Messerschmitt fighters, were two of the top targets on the Allies’ Combined Bomber Offensive list. Both cities were far beyond the range of American escorts, but the 8th Air Force under MGen. Ira Eaker was under pressure from Washington to show immediate results, and the staff of MGen. Fred Anderson’s VIII Bomber Command devised an ambitious plan to bomb both targets on a single day. The three long-range B-24 Groups were still in the Mediterranean theater from the Ploiești raid, so this would have to be an all-B-17 mission. In the final version, the smaller, newer 4th Bomb Wing would take off first and head to Regensburg on the most direct route, escorted as far as the German border by all of the available P-47s. After bombing, it would continue south over the Alps and land in North Africa. The larger, more experienced 1st Bomb Wing would follow fifteen minutes later, bomb Schweinfurt, and return to England; these B-17s would be seen home by the entire escort force, flying its second sortie. It was expected that the novelty and complexity of the combined mission would confuse the German controllers and exhaust their pilots. The greatest flaw in the plan, apart from its dependence on perfect weather and exact timing, arose from the limited range of the bombers of the 1st Bomb Wing, which forced them to take the most direct route to the target and return; this was a near-duplicate of the route to Regensburg as far as Schweinfurt. The German controllers would thus have to deal with three bomber formations flying on the same route on the same day, which would hardly stretch their capabilities. The Reichsluftverteidigung [RLV, Air Defense of the Reich] was slowly increasing in strength. A few fighter units had been brought back from the eastern front and the Mediterranean and after rebuilding, began training to combat American heavy bombers.
The RLV staff had drawn up plans in the previous months to concentrate the defending fighters along any deep-penetration course. German pilots were now given briefings and maps describing the airfields to look for at the end of long one-way combat flights, and these airfields had been equipped to service them. This would facilitate second sorties by fighters arriving in the battle zone from the most distant bases.
The English weather turned what was already a questionable mission into a disaster. The weather over western Europe was perfect this morning—except over the B-17 bases, which were fogged in. Plans were hastily changed. The 4th Bomb Wing needed daylight to land on unfamiliar fields in North Africa, and could thus only wait an hour, but would take off then. The escort plan was apparently changed at this time; only two P-47 groups went with the 4th Wing, while the other two waited for the 1st. The 1st Bomb Wing, which was inadequately trained in bad-weather takeoffs, delayed their mission for three and one-half hours, as long as they could wait and still return to England before darkness. However, this was still not enough time for the P‑47 escorts to return from their first mission, refuel and reload, and thus escort of the large outbound Schweinfurt force was left to only two P-47 groups, plus the short-range RAF Spitfires. Two P-47 groups, the 56th and the new 353rd, managed to fly two missions, supporting the outbound Regensburg and the returning Schweinfurt forces. Most of the German Jagdgruppen [fighter groups] would have little difficulty flying two or even three missions.
The pre-dawn radio testing at the B-17 bases gave the German fighter controllers ample warning of a full-strength deep-penetration raid. The Jafü Holland-Ruhrgebiet, [fighter control unit or commander, Holland-Ruhr region] Oberst Walter Grabmann, operating from a villa near Arnhem, brought his seven Jagdgruppen to full readiness at 0800. He scrambled Hptm. Karl Borris’s I./JG 26 from Woensdrecht at 1048. The best description of Borris’s mission is that found in Jörg Kiefner’s unpublished memoir. Kiefner was a commissioned replacement pilot who had just joined Borris’s Gruppe. His report of his mission can stand for the many. Kiefner:
“We drove to the 3. Staffel dispersal at dawn on a motorcycle with my boss, Hptm. Hermichen and a sidecar of five or six people. At this time, I. /JG 26 was based at Woensdrecht airfield near the mouth of the Scheldt, southeast of Antwerp.
Our Focke Wulf Fw 190 fighter planes were just being warmed up; long light blue flames were shooting out of the exhaust pipes of the roaring engines running at full throttle. The crew chief reported 3 machines Startklar [ready for takeoff.] All the pilots had gathered; I was assigned to the "Yellow 2", a former Kommodore plane (hence a fast one) as Kaczmarek [wingman] to the boss. Peter Ahrens’ plane was also clear and so the three of us were supposed to lead the "war of the day". The day before I had achieved my first kill with the endgültigen Vernichtung [eV, final destruction] of a B 17 bomber. Dressed ready to go with life jackets, flare pistols and ammunition in every conceivable pocket of the Channel Combination, we lay down in the next room of the barracks. Soft morning music, mostly from BBC London, was playing on the radio. As soon as it was daylight, orderlies came and set up the coffee table for the fighter pilots' breakfast. Alfons was already clattering the dishes. We could get started; it was still slightly hazy outside; a nice day was expected; there would probably be something to do soon.
At around 0800 the loudspeaker on the command system crackled for the first time: lively assembly activity was detected over England! Aha, it's starting!
More reports kept coming. Formations were still circling over the island. it took a very long time today until “The head of the formation has now set off on an eastward course"; there obviously had to be large groups of dicken Autos [fat cars; Luftwaffe code for heavy bombers.] Radio communication means 4-engine bombers, act! The order to take off had to come immediately, as we were directly in the approach path of the reported units. So we would be the first to meet them! At 1048 we got the order to scramble.
Karl Borris, seen here as an Oberleutnant in 1942. The only pre-war JG 26 pilot still flying with JG 26 on V-E Day, Major Borris commanded the I. Gruppe for almost two full years.
Due to the constant situation reports, the tension had risen to the point where it was unbearable, now it was finally time! As I ran to the machine, my mechanic was already standing next to the bird with my parachute, straps on, safety slider in the locking mechanism, up onto the wing and in one swing into the seat, starter lever switched on, belly straps over and folded together, left and right shoulder straps into the plug lock, head cover with FT [radio] put on, which the mechanic had in the meantime kept ready to hand. Ignition on, starter revved up, handle pulled and the good BMW 801 double radial engine started, initially emitting a blue cloud of smoke. The front is clear, the brake pads are removed, the FT buttons on the radio intercom are pressed in, the accelerator is applied and the plane taxis to the edge of the field, just to the right of Hermichen. A final wave at my mechanic; his thoughts for the next hour would be on “his bird” and his pilot!
Then the aircraft of the staff Schwarm [flight of four aircraft] swept across the field from the right; as soon as they passed us, our crew chief fired "red", the three of us pushed their throttles in and that was where the wild hunt began. I don't remember how many aircraft had taken off in in our Gruppe. There weren't many, at most twelve. Hermichen was in the lead but for me, the "young bunny", I had to stick with it, keep my position as clean as possible and be careful. We climbed pretty quickly. There was deafening chaos in the FT between orders and announcements from the formation leaders.”
I./JG 26 scrambled just as the Regensburg force had finished crossing the English coast. Within five minutes it was apparent that the B-17s were headed directly for the Dutch coast, and Hptm. Klaus Mietusch’s III./JG 26 was ordered to take off from Schiphol. Several Bf 110 night fighters from I./NJG 1 and II./NJG 1 scrambled, under orders to hunt down any stragglers. II./JG 1 was kept on the ground at Woensdrecht while the B-17s passed directly overhead, probably because less than half of the American bombers had as yet been located. Borris began climbing to the east to gain a good attack position; Mietusch’s men would already have the morning sun at their backs when they reached the bomber formation.
Hptm. Rolf Hermichen, the I./ JG 11 Kommandeur, is hoisted from his airplane, a brand-new Fw 190A-7, after a successful early 1944 mission. The Focke-Wulf appears to be painted in an overall Hellgrau (light gray) scheme, common for Bf 109 high-altitude fighters but not Fw 190s. Hermichen was the 3./JG 26 Kapitän during the Schweinfurt-Regensburg mission.
The oncoming formation comprised 146 B-17s in a long formation of three combat wings, with a small escort comprising two 353rd Fighter Group squadrons. Borris was waiting up-sun and slightly above the bombers as they approached, in perfect position for an immediate head-on bounce. The skimpy fighter escort was apparently concentrated around the first combat wing; no P-47 pilot saw the Focke-Wulfs as they swept around in a left turn and hurtled toward the second combat wing. After flying through it, they hit the trailing wing and then broke away in all directions. Borris's own target, the last aircraft in the 94th Bomb Group box, burst into flames, sheered from the formation and dove to earth—the first loss of the day for either side. Several B-17s in the rear combat wing began to smoke from damaged engines. One Focke-Wulf was hit and dropped away to make a forced landing on Venlo. No other German fighter was seriously damaged during this attack. Jörg Kiefner recalled:
“We pop up through a thin cloud layer, and suddenly spot a large number of Messers, small brothers from our III. Gruppe, as it turned out later. I was too inexperienced to make much sense of it all. We climb further up to around 8000 m, sweeping out in a wide arc. Then suddenly the dicken Autos [fat cars], the four-engine ones!!! First clouds of flak and then thick clusters of bombers in between, below us to the left! We catch up a bit, with a parallel course well ahead of the four-engines, about 150 of them! And then we turn in at the front, we follow—resolutely stuck to position!—and dive, for the second time on four engines for me.
Diagonally from the front, we attack from a slight elevation; extremely quickly the giant aircraft, initially only visible as lines, become bigger, thicker. Now pull ahead, aim at the fuselage and right engines then shoot, shoot, lightning bolts within the group and straight through the middle of the whole bunch, a fantastic moment, these boxes are huge, some are already burning, in a fraction of a second I see the house-sized shark fins of their tails with the large, black markings. I quickly turn—there was my [Staffelkapitän] Hermichen. I join up—he is already banking toward two lone Boeings that had been shot up (by us?) and were turning back toward England. Attack from low rear, press in, pull up—in front of me is the boss—he wasn’t going to leave the Boeing. I press in close, firing below and beside him at our opponent, who now hung in the air in front of us as large as a barn door. The airplane is soon burning brightly from our fire, from the fuselage and the right engines. After pulling off to the right, we bank in again, in a school-book position to attack from the rear. “Cease firing!” from Hermichen over the radio. The bomber is burning brightly along its entire fuselage—5-6 crewmen have already bailed out. Now our Boeing dives nose-first toward the ground, where it crashes—an unforgettable sight. I close up on Hermichen again; Peter Ahrens was also in the area, having shot down the second Boeing. It crashed in many pieces between Antwerp and our field at Woensdrecht.”
Hptm. Mietusch scrambling his III./JG 26 from a north German airfield in July 1943, before its return to The Netherlands.
Oblt. Klaus Mietusch, photographed beside the tail of his 7./JG 26 Fw 190A-3 in summer 1942.
Borris did not attempt to re-form his Gruppe for a second pass, but was content to let his pilots search for stragglers while awaiting landing orders from the Jafü. Kiefner continues his story:
“The three of us buzz our field, which had been directly below us, Hermichen and Ahrens waggling their wings. Traffic pattern, landing gear down, float in, land, roll past the command post; many people, enthusiastic waving, further into the pits, ready, engine switched off! Joyful excitement at the berth! Out of the mill, to the boss, who was already talking with his hands and feet, telling the story. Reporting back, machine was clear and everyone asks together, how was it, did it work fine, how? I was the envy of everyone for this hot effort: they could and had watched from the field!
Hermichen and Ahrens headed for the Gefechtsstand [command post], the former somewhat embarrassed. His crew chief had told him that his cannon still had the tape on them and had not been fired. H. had already claimed his Abschuß [shootdown (air victory)], but immediately signed a combat report as a witness to a Herausschuss [HSS, separation from formation] to Ahrens, and the endgültige Vernichtung [eV, final destruction] to me, since I had flown and fired so close to him.”
The 8./JG 26 Fw 190A-7 “Black 16”, showing its unusual personal marking, a bloody bird. Unfortunately the mechanic who supplied the photo did not recall the circumstances.
Bf 109G-6/R6, WNr. 15367, Oblt. Herwig Zuzic, CO of 8./JG 1, Leeuwarden, the Netherlands, July 1943 Eduard kit No. 84201
Mietusch’s Gruppe was the next to attack. Upon its arrival it bored in on the rear of the bomber stream, which was totally unprotected by fighters. The Messerschmitts formed up, turned, and attacked the rear wing head-on. Only one bomber was forced from the formation by this initial attack, but the German pilots came back in repeatedly over the next fifteen minutes. Mietusch’s combat philosophy was unlike that of the cautious Borris; he had ordered his pilots to keep up the attack until forced by damage, low fuel, or low ammunition to break off. They concentrated on the rear two combat wings. Three more damaged Fortresses dropped back, but bomber fire hit and killed one Messerschmitt pilot and forced a second to belly-land with wounds. A third bailed out without injury after a spectacular cartwheel through the rear B-17 Pulk.
The Fw 190A-5 of Oblt. Rüdiger von Kirchmayer, Technical Officer of II./JG 1, photographed in mid-1943. It carries the chevron-circle emblem of the TO, and a red Tazelwurm [dragon-worm, a creature from Nordic folklore] on the cowling to designate the Gruppe Stab.
Fw 190A-4, WNr. 140581, flown by Lt. E. Burath, Stab I./JG 1, Deelen, the Netherlands, April 1943 Eduard kit No. R0016
One of the four B-17s that had dropped back from the 4th Bomb Wing's rear box was shot down by Fw. Werner Kraft of the 9. Staffel, who pulled alongside the crippled bomber to look it over and was then shot down by the right waist gunner, Sgt. William Binnebose, who met Kraft that evening in a Belgian hospital.
The other three damaged B-17s were shot down by JG 26 Focke-Wulfs and Messerschmitts and the lurking NJG 1 Bf 110s. A close examination of the claims microfilms shows how complicated the bookkeeping could become for even a relatively simple combat. Eight B-17s left the formation before the German border was reached. One of these was definitely shot down by Flak, according to the surviving crewmen. Of the other seven, I./JG 26 was credited with three full victories; III./JG 26 was credited with one, plus two more that were awarded “jointly with” NJG 1—although in theory the Luftwaffe did not accept joint claims—and NJG 1 crews were given full credit for three, although all of their victims had already left their formations and according to the rules should have been only “final destructions”. The record is silent with respect to sharing any of these claims with JG 26.
Bf 110G-4, flown by Lt. Heinz-Wolfgang Schnaufer, II./NJG 1, Saint-Trond, Belgium, April/May 1943 Eduard kit No. 8208
The 56th Fighter Group relieved the 353rd on schedule; its pilots saw only one German fighter. The German controller had seen the new fighters coming and whisked his own fighters away and back to their bases. When the last P-47 turned back at Eupen, the way was clear for new Jafü Holland-Ruhrgebiet fighter units to continue the attacks without hindrance. I./JG 1 and III./JG 1 made contact at 1150, near Aschaffenburg. The I. Gruppe claimed three full victories and three separations, for no losses. The III. Gruppe Kommandeur, Hptm. Robert Olejnik, had taken off late with a bad radio and could not reach his Gruppe, but followed a B-17 formation for 35 minutes before attacking and claimed one final destruction; the rest of his Gruppe made no claims, and lost one Bf 109. Next to arrive were the Messerschmitts of I./JG 3, which claimed three B‑17s for the loss of two fighters. Oberst Grabmann’s other two units, II./JG 1 and III./JG 3, were scrambled but failed to make contact, and landed at Woensdrecht to await the bombers’ return.
Fw 190A-6 “Red 5” of 5./JG 1, shown here at Rheine in summer 1943, was lost on a night mission on 27 September while being flown by a night pilot.
A pilot of 5./JG 1 runs up his engine prior to takeoff in July 1943. His name is different in different sources. The yellow undercowl is a theater marking; The cowl ring and Gruppe Tatzelwurm are in the 5. Staffel color, red.
As soon as it became apparent that the bombers were on course for a target in western or southern Germany, Jafü Holland-Ruhrgebiet requested support from Jafü Deutsche Bucht, Jafü 2, and Jafü 3. There was still no formal coordination of the defenses, but such help was rarely withheld. JG 11 was ordered southwest from its north German bases to the Netherlands; JG 2 moved east from its bases in western France. All were too late to intercept the incoming bombers and landed to refuel on airfields near the assumed withdrawal route, which was usually near the incoming route.
Bombers of the Regensburg Task Force heading south after striking their target.
B-17F-85-BO 42-30066, Lt. Charles B. Cruikshank crew, Maj. John C. Egan, 418th BS, 100th BG, Thorpe Abbotts, United Kingdom, 17 August 1943 Eduard kit No. 11183
Fw.Josef Kehle’s Bf 109G-6 “Black 7” of 8./JG 1, photographed at Leeuwarden in the summer of 1943. The plane has a standard mottle finish, a red/white spiral spinner, and two unit badges, the Staffel badge and one of Kehle’s Rotte [two aircraft.]
The bombers entered the territory of Jafü Süddeutschland, which had only one day fighter unit, Major Hermann Graf’s JG 50, under its command. The well-known Graf was the highest-scoring pilot now serving with a combat unit, but he did not lead their two missions today. That task fell to Oblt. Alfred Grislawski, Kapitän of the 1. Staffel. The bombers came within twenty miles of its base at Wiesbaden-Erbenheim; all of its 26 Bf 109s were scrambled, and were joined by the Einsatzschwärme [operational flights] of nearby operational training units. They began their head-on attacks at around noon, and continued until 1250, after the bombers had completed their final turn toward Regensburg at the Initial Point. Only now was the target known. The Regensburg Industrieschutzstaffel [factory protection squadron] quickly scrambled its 12 Bf 109s. Oblt. Stemmler downed one B-17 before the bomb run while the other eleven Messerschmitt pilots dove away. Stemmler was quoted as saying that while the idea of the little unit was a good one, test pilots were not necessarily good combat pilots. Grislawski’s men and the training unit pilots were credited with eight bombers; their own losses on this mission are unknown. The last fighters ordered up were from NJG 101, a night fighter training unit. They were ordered to search out stragglers, and did succeed in downing two—a third claim was not confirmed—but most orbited north of the city waiting for the B-17s to complete their bomb run and reassemble for the return trip to England.
Bf 109G-6, Oblt. Alfred Grislawski, CO of 1./JG 50, Wiesbaden-Erbenheim, Germany, September 1943 Eduard kit No. 2144
Reichsmarschall Göring speaks to Oblt. Alfred Grislawski during an inspection of JG 50 at Erbenheim in late 1943. Behind Göring is the Kommodore, Major Hermann Graf; to the left rear is Genobst. Bruno Lörzer.
Hptm. Wilhelm-Ferdinand Galland, Kommandeur of II./JG 26. The second Galland brother to die in the Geschwader, “Wutz” was killed on 17 August 1943 by 56th Fighter Group P-47s escorting the Schweinfurt-Regensburg raid.
The 4th Bomb Wing finished bombing at 1307 and then, much to the Germans’ surprise, turned south, where no defenses existed. The Americans were now en route to North Africa, and had to contend only with their previous damage, navigational difficulties, and their fuel supplies. They lost a total of 24 B‑17s; of this number, 14 were shot down over the Continent, two force-landed in Switzerland, four crash-landed in southern Europe, and four ditched in the Mediterranean off Tunisia. Fifty more were damaged. All of Col. LeMay’s bomb groups were awarded the Presidential Unit Citation for the mission, which was judged a success; reconnaissance photos showed that serious damage had been done to the Messerschmitt plant.
The Jafü 2 and Jafü Holland-Ruhrgebiet controllers were puzzled by the non-arrival of the larger part of the B-17 force; the two American bombardment wings had always in the past coordinated their attacks to split the defenses, and the earlier radio tests indicated that the other bombers were coming today. But they couldn’t worry about them now. The B-26 and RAF diversion raids that ordinarily preceded the heavy bombers were now reported in the Channel. The enemy was coming across at such widely-spaced intervals today that these secondary forces, which were usually ignored, could be attacked. Five Allied formations headed for the Pas de Calais, where the three Staffeln of the JG 26 Geschwadergruppe [headquarters group] were waiting. The interception was not a success; only one Typhoon was shot down, for the loss of one Messerschmitt and one Focke-Wulf to the Spitfire escorts. The Spitfires also encountered part of II./JG 2, probably en route to its base for the afternoon mission, and lost one pilot to the Richthofen fighters.
A tight B-17 formation is escorted by a 4th Fighter Group P-47. This is probably the mission to Stuttgart on 6 September, 1943.
II./JG 26, which was commanded by Major Wihelm-Ferdinand “Wutz” Galland, brother of Adolf Galland, the General der Jagdflieger [General of the Fighter Pilots], was based on several fields around Beauvais. The Gruppe was scrambled before noon, possibly just to clear their airfields in case of a B‑26 attack. It was not vectored to a target, and landed forty-five minutes later to prepare for future action. The Gruppe was next ordered to fly from Beauvais to Lille-Nord. The reason for this move is unknown. Lille-Nord was closer to the presumed path of the next heavy bomber raid, still assembling over England, but it was a tiny field that usually held only a single Staffel, and was already hosting the JG 26 Geschwadergruppe. II. Gruppe landed at 1430, shortly after the B-17s began crossing the English coast, but could not be refueled in time to play a role in the interception of the incoming Schweinfurt force.
Even without it, Oberst Grabmann was in good condition to meet the long-delayed second B-17 force—which was following exactly in the track of the first. Thirteen Gruppen of single-engine fighters had been assembled along the Regensburg bombers' assumed return route; it was the largest defensive force yet seen over Europe. Now the effort would not go to waste.
The first radar report of the 230 B-17s of the Schweinfurt force reached the controllers at 1426. This formation had a larger fighter escort than its predecessor. Eight squadrons of Spitfires would accompany the B-17s as far as Antwerp. There they were to be relieved by two groups of P-47s, which could stay with the bombers as far as Eupen, on the Belgian side of the German border. Woensdrecht was once again on the bombers’ path. The Focke-Wulfs of II./JG 1 and I./JG 26 had been reinforced with the underwing cannon-armed Bf 109G-6s of III./JG 3, flying their first RLV mission. These Messerschmitts began taking to the air at 1430, and were the first to contact the bombers. The controller's orders took them over the North Sea, directly beneath the Spitfires of No. 222 Sqd. These promptly attacked, downing three Messerschmitts and dispersing the German formation beyond recovery. Hptm. Walther Dahl, the Gruppenkommandeur, furiously blamed the Jafü, but the error was at least partly due to the unit’s own inexperience in the western cauldron.
Bf 109G-6, 7./JG 3, Bad Wörishofen, Germany, October 1943 Eduard kit No. BFC055
Hptm. Walther Dahl, Kommandeur of III./JG 3, strides forward to congratulate 7./JG 3 pilots after their successful 14 October flight, against the 2nd USAAF Schweinfurt mission. Bf 109G-6 “White 6” bears full markings: the Geschwader emblem on the cowling, the Gruppe vertical bar, and a white comet denoting the Staffel. A WGr 21 mortar tube, standard equipment in this Staffel, can be seen beneath the wing.
Lt. Kiefner of I./JG 26 looked forward to his second mission of the day with great anticipation. He recalls:
“Around midday, three to four Gruppen, mostly Me 109 aircraft, landed one after the other. We arrived at our dispersal, which was now surrounded by closely packed fighter planes. A powerful sight—but we weren't feeling very good, the birds could only be camouflaged to a very small extent.
Then, shortly after 2 p.m., Erhöhte Aufmerksamkeit [Increased Attention]. Soon after, Sitzbereitschaft! [Cockpit Readiness!] The airfield was full of of fighters-the Beulen [Bf 109G-6s] took off first, then the Focke-Wulfs. We were the last. After a while the three planes of 3./JG 26 (Peter Ahrens, Max Munch, and I) became the Holzauge-Kette [cover detachment] above the whole gigantic horde of 75 fighters. I'd never seen us so strong and couldn't get over a feeling of perfect confidence and security.”
Fw. Peter Ahrens was leading the 3. Staffel trio, and tried to reach the bombers before the Spitfires turned back. Jörg Kiefner continues,
“We were at 5000 meters when the dicken Autos came into sight—well below them, and in no kind of attack position. To the right of us were about 180 bombers like three tightly packed bunches of grapes. Yelling in the radio, “Watch out! Escort fighters around!” Peter [Ahrens] sheered off to the right, just under the lowest Pulk, in order to come up on the other side, to make an undisturbed attack on the big Haufen [heap of bombers]. We were now flying alongside the Boeings—a nerve-wracking experience. A glance up to the left, and I shouted over the radio, “Aufpassen, Indianer!” Three Spitfires were pointed at us. I shouted again, “Peter, they're coming down!” as he flick-rolled lightning-quick to his left. Münch followed. I banked to the left, too slowly—my crate was soon coming apart. I scarcely noticed a light blow to my left knee. My wings sprouted cauliflowers; both ailerons flopped up and down; I found myself in a flat spin, which my movement of the stick couldn't control. So out! If only it was so simple... I was plastered onto the right side of the cockpit, scarcely able to move my arms. Somehow I pulled the canopy lever and ripped off my harness. I was still in a damned spin. I was now at 1500 meters—With a last push I came free, and seconds later the wonderful white cloud blossomed above me.”
Kiefner’s knee contained a .303” machine gun bullet, and he had hit his head on his airplane’s tail when bailing out. After landing, he was taken to an Antwerp hospital by two Belgian farmers. After a brief convalescence; a briefer home leave; a stop at Kurheim Florida, the fighter pilots’ rest home; and a tour in an operational training unit; he returned to the Gruppe in late December.
The Spitfires turned back at Antwerp. One of the two P-47 groups, the 4th, missed rendezvous, and never reached its assigned position over the leading combat wings. The other unit, the 78th Fighter Group, carried out its escort of the rear B-17 wings exactly as ordered. It saw little combat, as the two Focke-Wulf Gruppen had already found the unprotected van of the bomber stream. They were able to prepare well-coordinated head-on attacks in the undisturbed air ahead of the formation. Once the cohesiveness of the leading wing had been broken, successive attacks sought out the least well-defended part of the bomber stream, in accord with the usual German pattern. Other preferred targets were bombers in the highest or lowest positions in the box formations, which were not as well covered by neighboring gunners. The American crews gave the name “coffin corner” to the low squadron position in a low box.
Bf 109G-6, WNr. 18807, Flown by Ofw. Alfred Surau, 9./JG 3, Bad Wörishofen, September, 1943 Eduard kit No. 8268
Obfw. Alfred Surau sits on the wheel of his Bf 109G-6 “Yellow 6” at Bad Wörishofen in the fall of 1943. The 9./JG 3 fighter carries a full set of markings: the Geschwader emblem on the cowling; a yellow spinner, machine gun “bump” and aircraft number, along with a large eye on the bump, all for the 9. Staffel; a vertical black III. Gruppe bar; and black victory bars on a yellow rudder.
Borris’s I./JG 26 stayed with the bombers far longer than on their earlier mission, and claimed four bombers before breaking away with low fuel; two claims were confirmed. Their only casualties were Kiefner and a brand-new pilot who flew as far as Koblenz before running out of fuel; he was killed attempting to make a dead-stick landing. II./JG 1 first attacked head-on by Schwärme in order of Staffeln, and then made repeated follow-up attacks. It claimed six B-17s downed and separated from formation; three claims were confirmed. It lost four Fw 190s in crashes or crash-landings; one pilot suffered serious injuries.
Examination of II./JG 1 Abschussmeldungen [shootdown reports] from this battle shows the difficulty of assigning victory credits. Uffz. Schönrock shot down a 91st BG B-17 near Mayen-Andernach, visited its surviving crew that night, and filed an Abschussmeldung. JG 1 downgraded it to an eV; its ultimate disposition is unknown. Uffz. Scharler last saw his target in a steep dive, but did not see it crash. He submitted a claim for an HSS, but JG 1 rejected it. Lt. Heinz Schwarz shot a B-17 from formation and later saw it under attack by three fighters and spinning down. He submitted a claim for an HSS, which was rejected by JG 1.
Oberst Grabmann timed the approach of most of his defenders so that they contacted the bombers immediately after the P-47s turned back at the German border, as expected. For the next two hours, the bombers were battered by fighters from ten Jagdgruppen, an intensity of attack far in excess of anything previously experienced. Mietusch’s III./JG 26 is typical. It took off from Schiphol at 1439 under orders to head southeast, toward Germany. They reached the bomber stream near Aachen and stayed in contact for thirty minutes, claiming four confirmed victories. One Messerschmitt was shot down, and three sustained damage, but none of their pilots were injured. Other units claiming victories were I./JG 1, III./JG 1, I./JG 3, Stab/JG 11, I./JG 11, II./JG 11, III./JG 11, JG 50, and NJG 101. The most successful were I./JG 11 and JG 50, each of which was awarded six victory confirmations. Several Staffeln carried underwing WGr 21 rockets, which were extremely tricky to use in the briefed head-on attacks. Oblt. Heinz Knoke led his 5./JG 11 in a head-on rocket attack on a low box—probably the 92nd Bomb Group—in a rear combat wing. Knoke was hit in the wing by defensive fire, causing one rocket to fire prematurely. He missed with the other, and dove away to examine his damage. The rest of his Staffel claimed two direct hits, but their targets did not leave their formations, and the claims were not filed.
The fighter attacks slackened when the B-17s began their bomb run on Schweinfurt. JG 50, which was the single-engine unit closest to its home base, was probably the last to break contact. Bombs were dropped from 1559 to 1611. For a variety of reasons that need not be addressed here, no bomb group hit its target, even in conditions of cloudless skies and light flak. Overall results were characterized as “very poor”. Three B-17s from low groups were damaged sufficiently by the Flak to leave their formations; none reached England. The night fighters did an effective job of hunting down stragglers, receiving credit for five. A reconnaissance pilot joined the hunt and was credited with one B-17.
Fw 190A-5, WNr. 2700, 2./JG 11, Husum, Germany, August 1943
Eduard kit No.84118
The Bf 109G-6 of the II./JG 3 Kommandeur, Major Kurt Brändle, which was not yet active in the RLV on the day of the Schweinfurt-Regensburg mission. He was killed in this aircraft on November 3. The white rudder marks Brändle as a formation leader.
The surviving bombers re-formed their defensive boxes and took up a return course slightly to the north of their inbound route. The Americans credited this route with confusing the defenders; only a few fighters were seen by the bomber crews until they neared the Belgian border. In reality, the Germans were as exhausted as the Americans. Attacks by single-engine units flying their second or third sorties were weak in strength and tentative. I./JG 1 claimed three victories in this period; two were confirmed. I./JG 3 also claimed two. II./NJG 6 scrambled six Bf 110s from Mainz-Finthen, under orders to attack intact combat boxes rather than stragglers. One Kette made a formation attack on the trailing, low 303rd Bomb Group from six o’clock low, approaching to close range, as was customary when attacking RAF night bombers. They were sitting ducks for the B-17 tail and ball turret gunners, who shot all three down; only two of the six crewmen survived. The other Kette approached the 379th Bomb Group more gingerly; they shot down one previously-damaged B-17, while losing one of their number.
B-17F s/n 42-29978 “Hell‘s Angel“ of the 381st Bomb Group, lost on Schweinfurt mission, August 17, 1943
Formation leaders who had landed away from their own bases to refuel were under orders to improvise attack units from the pilots they found there. Oblt. Knoke had landed his damaged Bf 109 on Bonn-Hangelar, where it was diagnosed as having a cracked main wing spar. He gathered a small band of Bf 109 and Fw 190 pilots and led them up in his damaged fighter to find the bomber stream. He concentrated on stragglers, and the maneuvers of his crippled bird were cautious enough to be noticed by the crew of his target, a 305th Bomb Group B-17. He was able to shoot it down, but was himself hit; his engine quit at low altitude, and he was forced to make a crash-landing that according to Knoke left “nothing intact but the tail wheel.” One of his sleeves was blood-soaked from a shrapnel wound, but he returned to Jever the following day in the Gruppe utility airplane.
The controllers were counting heavily on the attack of the only fresh Gruppe left in the area, Wutz Galland's II./JG 26. At 1650 Galland led his three Staffeln up from Lille-Nord and flew southeast, along the reciprocal of the bombers' return course. Obstlt. Priller, the JG 26 Geschwaderkommodore [CO] also scrambled with the JG 26 Stabsschwarm and the 8. Staffel, but Galland, who led the larger unit, probably held the tactical command. They met the bomber stream head-on, just east of the Belgian border, and attacked the third of the three combat wings. Priller’s target began to burn. Galland then re-formed as much of his Gruppe as he could and led it toward the front of this half of the formation, for a second head-on attack.
At this moment the Germans were stunned by fighters attacking from their rear—from the direction of Germany. Colonel Hub Zemke had led his “Wolfpack”, the P-47s of the 56th Fighter Group, farther east than they had ever flown before, fifteen miles beyond the German border. He had reached the rendezvous point exactly on time and course, but had then overflown the B-17 formation, unobserved by the German attackers, who were thus set up for a surprise attack. Wutz Galland disappeared after the initial Thunderbolt bounce; the screamed warning of his wingman Uffz. Heinz Gomann could not save him. Gomann’s fighter was also hit. He managed to jump out, but got hung up on his plane’s tail; he broke free just above the ground and was knocked out when he landed. After regaining consciousness, he found that he had suffered only "slight injuries", but was nevertheless granted three weeks' home leave to recover. A third member of Galland’s Stabsschwarm was damaged on the same pass, and put down on Brussels-Evere; two more II./JG 26 pilots force-landed with damage. Galland's remains were found two months later, buried with the wreckage of his aircraft twelve feet deep in the soft soil near Maastricht.
Reichsmarschall Herrmann Göring in discussion with General Adolf Galland, General der Jagdflieger.
The disappearance of the popular and gifted Wutz Galland was a serious blow to the Geschwader and the Jagdwaffe [fighter force.] In his eight months as Gruppenkommandeur he had gained a reputation in the Luftwaffe (and to the Allies) as one of the best formation leaders in the West. The surviving pilots of his Gruppe spoke of him in affectionate terms, and were convinced that under his leadership they had once again become the best unit on the Kanalfront [Channel Front.]
One of the three JG 2 Gruppen reached the bomber stream at this time and made a successful attack. This was Hptm. Kurt Bühligen’s II./JG 2, which was credited with four B-17s, one of them shared. However, Zemke's sudden arrival broke up the attacks of several more German formations that were forced to turn on the Thunderbolts. After the prolonged battle the 56th returned to England claiming 7-0-1 Fw 190s, 4-1-1 Bf 109s, and 5-0-7 twin-engine fighters, while losing three P‑47s and pilots. The Focke-Wulfs were from I./JG 1 as well as II./JG 26. One Bf 109 was from JG 50. The twin-engine fighters were all Bf 110 night fighters from II./NJG 1, which lost four to the Thunderbolts and one to Spitfires. Two of the lost P-47s were engaged in an attack on the Bf 110s when they were bounced by III./JG 3 Bf 109s and shot down; Hptm. Dahl’s pilots claimed three Thunderbolts, redeeming themselves after their failure against the Spitfires on their previous mission. The third P‑47 lost was flying high cover when it was bounced from above and downed by a pair of German fighters that dove away.
Obfw. Glunz stands beside his II./JG 26 Fw 190A-7 after his best day as a fighter pilot – one P-47 and three B-17s shot down, and two B-17s driven from their formation – Cambrai-Epinoy, early 1944.
When the 56th Group was relieved by the 353rd after the most successful escort mission to date by an American fighter group, there were no large Luftwaffe formations in the area; the remaining German fighters were scattered far and wide, searching for stragglers. Obfw. Adolf “Addi” Glunz of II./JG 26 was the last German pilot to make a successful attack on the bomber stream after the arrival of the escort. Calmly sticking to his orders despite the chaos around him, he maintained contact with the bombers, and finally shot down a 305th Bomb Group B-17 northwest of Diest, attacking “alone, head-on, and with a P-47 on his ass”, in the words of Ed Burford, an admiring B-17 crewman. Another II./JG 26 pilot and one from III./JG 3 downed straggling Fortresses near the coast, ending the day’s confirmed victories against the Viermots [four-engine bombers].
As soon as the reconnaissance photographs were received on the evening of the 17th, Generals Eaker and Anderson knew that the Schweinfurt raid had been a failure. The excellent results at Regensburg were but small consolation for the loss of 60 B-17s, 16% of those dispatched. The losses could not be hidden from USAAF headquarters or the US press, but the results of the bombing were exaggerated, and the poor operational plan that guaranteed the high losses was well disguised in the after-mission reports. No general lost his job from the Schweinfurt-Regensburg mission. The lessons learned were mixed. Everyone who flew the mission stressed the importance of the escorts in reducing losses; the planners grasped only that Schweinfurt would have to be bombed again, soon, in another deep penetration, unescorted mission.
The lessons learned by the defenders were also mixed. Based purely on the numbers, the fighters of the RLV had scored an outstanding success. The OKW communiqué claimed 101 heavy bombers and five fighters shot down. Claims for 87 bombers and seven fighters were ultimately confirmed, somewhat above the Allies’ true losses, but close enough to prevent any misinterpretation of the results. As usual, performance of the various units making up the RLV varied widely. JG 26 had one of its best days of the war, with 15 confirmed B-17 and two confirmed fighter claims, against five pilots KIA and six WIA. JG 50, with less than one-third of the pilot establishment of JG 26, did almost as well, with 12 confirmed B-17 claims for the loss of two pilots killed. (Of course, Graf’s unit had had the advantage of attacking unescorted formations.) Other units were entirely shut out. I./JG 2 and III./JG 2 reached the battle area in strength, but then disappeared. And Priller and Hptm. Förster of NJG 1 filed a formal complaint with the office of the General der Jagdflieger denouncing the pilots of III./JG 1 as Leichenfledderei [corpse-looters] for failing to make a single concerted attack. After reaching the bomber stream, these pilots had immediately split up to look for stragglers. The difference between the good and the poor-performing units can be summarized as combat leadership and experience. Unfortunately for Germany, the RLV was always short of both.
The defenders lost about 40 fighters on the 17th, nine of which were night fighters, which would soon be leaving the day order of battle, replaced by the Zerstörergeschwader [heavy fighter wings] equipped with twin-engine Bf 110 and Me 410 day fighters. These had powerful weapons that would increase the killing power of the RLV. The success of these slow, heavy fighters would be dependent on the absence of American fighters. They could either stay outside the range of the P‑47s or operate under an escort umbrella provided by single-engine German fighters. The Bf 109 and Fw 190 units being added to the RLV were intended as bomber destroyers. Escorting the heavy units violated current doctrine, as did any mention of battling Allied fighters at the expense of maximum-strength attacks on the bomber stream. Future success of the Reich defenses was thus predicated on the assumption that USAAF escorts had already reached their maximum range. When Adolf Galland tried to tell Göring that Thunderbolts had crossed the German border on the 17th, the proof being several crashes near Aachen, Göring cursed the report as "Hirngespinste schlapper Defaitisten" [rantings of a worn-out defeatist] and gave Galland an “order” that Allied fighters had never penetrated German airspace. A rational defensive strategy was impossible under such a commander-in-chief.
August 17, 1943 marked the high point of the RLV day defenses. While Germany could produce great numbers of (mostly obsolescent) fighters until the final breakdown in late 1944, they could not train enough pilots or formation leaders. The USAAF simply outperformed it—more aircraft, longer-ranged fighters, more and better trained pilots, and after a change in commanders in January 1944, the right tactics to defeat the Jagdwaffe before the Western Allies invaded France in June, 1944.
Museum report - BOX 1
THE DESTRUCTION OF THE PHOENIX
At 3:30am on November 21st, 1847, a rapidly spreading fire broke out on the Phoenix, a wooden steamship sailing from Sheboygan to Manitowoc, 29 miles (46 km) away. Thirty-one passengers and crew members were rescued in two lifeboats. Two crew members and one passenger were pulled from the water. Another 180 passengers and crew members died in the flames or in the freezing waters of Lake Michigan. The destruction of the Phoenix, the fate of the passengers, and the story of the discovery and exploration of the wreck are very well documented by the museum's exhibit. It is a very revealing window into history, showing, among other things, the ethnic composition of the passengers and capturing part of the story of the settlement of Wisconsin. In the nineteenth century, it was settled largely by immigrants from northwestern Europe, Germany, Scandinavia, and the Benelux countries (comprising Belgium, the Netherlands and Luxembourg), with a significant Czech footprint as well.
The model of the SS Phoenix
The Battery Phoenix, painting by Wisconsin artist William J Coelpin (1938 – 1996), oil on canvas.
Museum report - Box 2 and 3
ICE BREAKER FERRY CHIEF WAWATAM
The SS Chief Wawatam was a train and car ferry icebreaker built in 1911 by the Toledo Shipbuilding Company in Toledo, Ohio. The 103-meter-long ship, with a displacement of 2,990 tons, was equipped with three steam boilers and powered by three steam engines with a total output of 4,500 hp (3.36 MW). She had three propellers, two at the stern and one at the bow. She carried up to twenty-six railroad cars on three parallel tracks.
The Chief Wawatam, nicknamed ‘the Chief’, connected Mackinaw City and Saint Ignace, Michigan, on opposite shores of the Straits of Mackinac between Lakes Michigan and Huron, until 1984. The ship provided full service to passengers and crew, as the journey across the frozen five-mile-wide strait could take several hours in winter. The massive ice barriers that form in this area of the lake in winter were the reason why the Chief was built as an icebreaker, and as an icebreaker it was able to function reliably for decades. To break up the ice, it used its forward propeller, which, in addition to propelling the ship and helping it maneuver, was able to suck water from under the ice sheet, causing it to break up by gravity under its own weight. In 1944, she was replaced in this role by the modern, six-diesel-powered Coast Guard icebreaker USCGC Mackinaw (WAGB-83), which then served in the northern Great Lakes for another 62 years, until 2006. Chief Wawatam, which received a rudder and steering gear from a destroyer after a 1945 conversion, ceased passenger service in 1957 with the opening of the Mackinac Bridge. However, she continued to carry trains across the Straits of Mackinac until 1984. She was the last steamship with hand-fired boilers on the Great Lakes. She was sold in 1989, converted to a freighter, and scrapped in 2009.
The USS POTOMAC
In addition to submarines, the Manitowoc Shipbuilding Company built a number of other interesting ships. Among the most interesting is President Franklin D. Roosevelt's presidential yacht, the USS Potomac. Today, it is one of two surviving presidential yachts. You can visit it in Oakland, California.
It was built in Manitowoc in 1934 as the Coast Guard submarine chaser USCGC Elektra. At the time, the presidential yacht was the USS Sequoia, a small wooden yacht. The Secret Service deemed it a fire hazard and unsuitable for President Roosevelt. The President's phobia of fire may have played a role, as he had witnessed the tragic death of his aunt in a house fire ignited by a kerosene lamp as a child. The USS Sequoia is the second presidential yacht to survive.
The Elektra was chosen for the conversion, which entered service in 1936 under the new name USS Potomac. It was very modern and luxuriously equipped, was wheelchair-accessible and adapted to the needs of the President, who was partially dependent on a wheelchair. A rarity was the false rear funnel, in which an elevator was installed that could take the president on board in a wheelchair. Security was also taken into account during the conversion, the ship had bulletproof glass and an anti-aircraft machine gun was installed when the President was on board. However, the additional equipment shifted the ship's center of gravity upwards and caused it to be unstable, listing up to 48 degrees when the waves hit it. The President, as a former active sailor, Assistant Secretary of the Navy in the administration of President W. Wilson and later Acting Secretary of the Navy, was not at all excited about it, but it did cause his visitors some distress from time to time. The ship's modifications cost 60,000 dollars.
President Roosevelt often and happily used the yacht for both recreation and political meetings, and the ship, called the Floating White House, also played a significant role in historical events. In 1939, Roosevelt hosted British King George VI and Queen Elizabeth on it during the first ever visit by a British monarch to an American president. In August 1941, it was used as a real espionage operation, when President Roosevelt sailed along the coast of Massachusetts, met and fished with Norwegian Crown Princess Martha and other guests along the way, and then transferred to the cruiser USS Augusta in Vineyard Sound, on board which he sailed to Newfoundland, to meet with British Prime Minister Winston Churchill, with whom he signed the Atlantic Charter. You probably know what it is, but if not, follow this link:
While Roosevelt and Churchill were negotiating in Newfoundland, the Potomac slowly sailed back along the Massachusetts coast under the presidential flag. On board for the duration of the voyage was a Secret Service agent, disguised as the president, in an effort to confuse suspected German agents who were monitoring the President's activities. He must have enjoyed himself. What the German agents reported about this remains unknown.
The Potomac's golden era as a presidential yacht ended with Roosevelt's death. President Truman had her replaced by the larger USS Williamsburg. Legend has it that as an avid pianist, he wanted to have a classical piano on board the yacht, but the Potomac could not accommodate one. But perhaps he simply did not like the ship, and as a non-sailor he tolerated its characteristics less well than his predecessor. The Potomac returned to the Coast Guard, and until 1960 served with the Maryland Tidewater Fisheries Commission to control fishing. Then it was sold to private ownership, officially serving as a ferry, but more likely it was used to operate illegal gambling activities at sea. It later changed hands, briefly owned by Elvis Presley in 1964, and was seized by Customs in 1980 during a raid on Mexican drug smugglers. The ship was towed to Treasure Island, where it sank, allegedly due to rusting of the hull. After two weeks, it was raised and sold for $15,000 to the only bidder, the Port of Oakland.
Between 1983 and 1993, the ship was restored at a cost of $2.5 million by the non-profit Association for the Preservation of the Presidential Yacht Potomac. Today, the Potomac is a major attraction in Oakland and is used for cruises on San Francisco Bay. The Potomac also starred in the 2011 film ‘The Master’, starring Joaquin Phoenix, Philip Seymour Hoffman and Amy Adams.
Museum report
The Manitowoc Maritime Museum building with the submarine USS Cobia (SS 245) moored on the left bank of the Manitowoc River. Photographed from the right bank of the river. The Gato class submarines are 95 metres (311 ft 8 in) long.
Submarines at Manitowoc
Text: Vladimír Šulc
The city of Manitowoc, Wisconsin, lies on the west coast of Lake Michigan, some eighty miles north of Milwaukee. The city is bisected by a river of the same name, the Manitowoc River, and off its north bank at the mouth of the river, the Gato Class submarine USS Cobia is docked in front of the Wisconsin Maritime Museum.
The Wisconsin Maritime Museum is not large, but its displays in a modern building environment are very impressive. It has several sections, and it is difficult to say which is the most interesting and they are all quite breathtaking. We were not prepared for what we would find at the museum, really just going there to see a submarine. We ended up being very pleasantly surprised.
The exhibits are dedicated to the history of shipping on Lake Michigan, the history of Wisconsin shipbuilding in general and Manitowoc in particular, shipwrecks in Lake Michigan, and the exploration of shipwrecks off the Wisconsin coast, where there are more than seven hundred alone. This is a surprisingly high number, especially when you consider that the Wisconsin coast includes only a portion of the Great Lakes region, in which thousands of ships of various types and sizes have sailed over the past two centuries, from small boats and yachts, through to passenger ships and ferries, and on up to large Great Lakes freighters transporting goods and raw materials such as oil and iron ore. Some of the wrecks are old ships, abandoned and intentionally sunk in coastal waters at the end of their service lives. However, a large number of the sunken ships had a much more dramatic fate and sank as the result of accident or any number of other reasons, common denominators in ship disasters, such as navigational error, storms or, especially in older cases, fires. These were a very common cause of disasters with fatal consequences in the nineteenth century, exacerbated by the insufficient life saving equipment carried by ships of that time. It was worse than on the Titanic; ships on the Great Lakes in the mid-nineteenth century practically never had enough lifeboats, to say nothing of other life-saving equipment such as life jackets.
Model of the City of Midland 41 ferry.
The most common cause of shipwrecks on Lake Michigan, and the Great Lakes in general, were storms, especially in the fall months of October and November, which bring strong weather systems, the famous "Gales of November", accompanied by high gales, high waves, freezing rain and blizzards. The most dangerous area is considered to be the Death's Door Strait between the upper Door Peninsula and Washington Island, connecting Lake Michigan with Green Bay in the northwest of Lake Michigan. This was the busy route used by cargo ships carrying iron ore, coal and other minerals from the port of Escanaba in northern Michigan, where iron ore was transferred from trains to cargo ships, typical for the transportation of minerals across the Great Lakes.
The exhibition hall displaying ship models is located next to another, which houses a reconstructed and functioning three-stroke steam engine from the ferry SS Chief Wawatam. The exhibition explains the function of the steam engine, and it is possible to start it and observe its operation. The same type of steam engine was installed on the legendary Titanic.
Steam engine from the SS Chief Wawatam.
A pontoon for transporting submarines from Manitowoc to New Orleans in a contemporary photograph.
WARTIME PRODUCTION
The Manitowoc Shipbuilding Company, founded in 1902, was a major shipyard that built ships for use on the Great Lakes and inland rivers. It primarily built ferries, tugboats, and cargo ships. It became involved in wartime production during World War I, building cargo ships known as Design 1044 under contract to the United States Shipping Board (USSB) from 1917 to 1920, among many other projects.
The company also became involved in wartime production during World War II. As early as 1939, company president Charles C. West proposed to the Government Bureau of Construction and Repair (BuC&R) agency the building of destroyers for the US Navy. Although his proposal was rejected by the Navy, the company was awarded a contract on September 9th, 1940, to build ten Gato-class submarines, becoming one of four shipyards to build Gato and Balao Class subs during the war. Manitowoc produced fourteen of the 77 Gato Class submarines built in 1942 and 1943, and fourteen of the 120 Balao Class subs built between 1943 and 1945. During the war, 7,000 workers and technicians worked three shifts in the shipyards, operating seven days a week.
The Manitowoc built USS Rasher sank eighteen Japanese ships during eight combat cruises, totaling 99,901 GRT, making her either the second or third most successful American sub of World War II, depending on the actual score of the USS Flasher. The problem is that the USS Flasher would actually hold down second place with 100,231 tons sunk. However, there is some doubt to take into account about her sinking a Japanese destroyer, and if that tonnage is subtracted from USS Flasher's score, Rasher takes second place in terms of sunk tonnage.
Four Manitowoc-built submarines were lost during the war in combat: USS Golet, USS Kete (both Gato Class), USS Lagarto, and USS Robalo (both Balao Class). A total of 336 officers and crew members died during these losses.
The Manitowoc shipyard was the only one of the four American facilities that produced submarines to be located inland. And very deep inland, at that. The submarines got to sea in an interesting way. They were loaded onto a floating dock and towed to Chicago, and from there went through the Illinois-Mississippi waterway, the Illinois River and by way of a system of canals to the Mississippi River and on down to New Orleans, where they were outfitted, armed and handed over to the US Navy.
Production at the shipyard continued after the war, ending in 1972 when the Manitowoc Shipbuilding Company moved production to Sturgeon Bay. However, boat production did not end there, as production continues at the Burger Boat Company, where 330 employees produce an average of three luxury yachts per year.
Memorial plaque to those who built and served on submarines, unveiled on the centennial of the United States Navy Submarine Service.
Memorial plaque to the crew of the submarine USS Lagarto, sunk during her second war patrol on May 3, 1945.
The USS COBIA
The museum's largest, most important, and most interesting exhibit, commemorating the wartime production of submarines at Manitowoc, the USS Cobia, was not built in Manitowoc. But that doesn't matter at all.
Built in 1943 by the Electric Boat Company in Groton, Connecticut, her keel was laid down on March 17th, 1943, launched on November 28th, 1943, and commissioned by the US Navy as SS-245 on March 29th, 1944. Lieutenant Commander Albert L. Becker was appointed as her first captain and commanded her on five of her six combat patrols. During these patrols, Cobia sank eleven Japanese ships totaling 16,835 GRT, for which she was awarded four Battle Stars. During her fourth patrol, Cobia suffered her only loss of life when Ralph C. Hudson, the 20mm gun loader, was killed by return fire from a Japanese freighter on February 26th, 1945. Cobia completed her final combat cruise on August 22nd, 1945, returning to Saipan, from where she sailed after the war via Pearl Harbor, Washington, and New York to the New London Submarine Base in Groton, Connecticut. There, she was decommissioned on May 22nd, 1946 and placed in a US Navy Atlantic Fleet storage facility. She returned to service on July 6th, 1951 as a training vessel for the development of US Navy reservists and students of the Naval Submarine School (NAVSUBSCOL) and the Naval Enlisted Sub School.
On October 29th, 1953, she sailed for an overhaul at Portsmouth Naval Shipyard in Kittery, Maine. After the overhaul, she returned to New London and was placed back in storage on the 19th of March 1954.
In 1959, the Navy deemed Cobia obsolete and transferred her to the Wisconsin Naval Reserve Center in Milwaukee, where she served as an auxiliary submarine under the designation AGSS-245 for the next eleven years as a stationary training base for US Navy reservists. Thanks to this, like many other preserved Gato and Balao Class submarines in the United States, she has survived to this day, as most of these preserved exhibits have completed their service in this role. A total of 58 of these training submarines for weekend exercises of US Navy reservists were anchored at various locations around the United States. They were stationary training ships and did not leave their points of anchor. They were used to practice the movement of the crews aboard ship and the operation of onboard weapons and systems and other similar naval activities. In the 1970s, they were decommissioned by the USN, and most of them were unfortunately scrapped. Some even more recently, like the USS Clamagore (SS 343, Balao Class), which was moored alongside the USS Yorktown at Patriot Point in Charleston, South Carolina, and was scrapped just last year.
USS Cobia conning tower from portside.
On July 1st, 1970, the Navy struck the Cobia from its Naval Registry. The submarine was towed to Manitowoc, where it served as International Submarine Memorial. In 1986, it became part of the Manitowoc Maritime Museum, was declared a National Historic Landmark, and was listed on the National Register of Historic Places.
In 1996, the USS Cobia underwent a major overhaul in dry dock for half a million dollars and is maintained in excellent condition, one of the best of the six preserved Gato-class submarines in the United States. Two of her four diesels are in operating condition, and has a functioning radio and radar. The latter being probably the oldest working radar in the world. True, the Reichenberg radar at the observatory in Ondřejov in the Czech Republic can compete with it in terms of age, but it is likely a few months newer, and it only serves as a passive receiver of radio waves from deep space. The SJ-1 radar on another museum Gato-class submarine, the USS Cod in Cleveland, Ohio, is also in working order.
In addition to standard tours, you can pay for an overnight program with a sleepover on Cobia. It costs 50 dollars, there is no food, and you need to have your own sleeping bag. If you go for it, I wish you a nice experience. I missed this opportunity, and for me it is one of the reasons why I would like to return to Wisconsin and Manitowoc someday.
Museum report - Box 4
GERMAN SUBS IN THE GREAT LAKES
U-505
In addition to the museum's Gato-class submarines, you can find one unique vessel in the Great Lakes region that was also in US Navy possession at the end of its career, but hails from the dark side of the Second World War. It is the German submarine U-505, which is one of only two Type IXC U-Boats in the world that are currently preserved. The other is U-534 at the Western Approaches Museum in Liverpool, UK.
U-505 was launched on May 24th, 1941 and accepted into the Kriegsmarine on August 26th, 1941. On her twelfth combat cruise on June 4th, 1944, under the command of Oberleutnant zur See Harald Lange, U-505 was discovered by Task Force 22.3, consisting of the aircraft carrier USS Guadalcanal and the destroyers Pillsbury, Pope, Flaherty, Chatelain and Jenks, about 150 nautical miles west of the coast of Rio de Oro (Western Sahara). The submarine was attacked by the destroyers and by aircraft from the USS Guadalcanal. The submarine was damaged, surfaced, and her crew opened the floodgates and abandoned ship. TF 22.3 Commander Daniel V. Gallery ordered an eight-man team from the destroyer Piillsbury, led by Lt. Junior Grade Albert David, to board the submarine. While the destroyers Chattelain and Jenks rescued the submarine's crew, all but one of whom survived the battle, Lt. David's team closed the floodgates and stopped the submarine from sinking. The semi-submerged submarine was then towed 1,700 nautical miles across the Atlantic Ocean by the aircraft carrier USS Guadalcanal to Great Sound, Bermuda.
U-505 connig tower with armament, a 3.7 cm SK C/30 anti-aircraft gun and two twin 2 cm FlaK 30 anti-aircraft guns.
The capture of U-505 was not planned and was basically the result of actions taken by Captain Gallery. The submarine was examined in Bermuda by Navy technical teams, but its capture was kept a secret. The reason was the fear that if the enemy discovered that the submarine had been captured with the Enigma encryption device intact, they would change the codes used, making it impossible for the Allies to decipher German messages. These had already been successfully decoded by the previously captured Enigma machines from submarines U-110 in 1941 and U-559 in 1942. The crew of the submarine was therefore held in isolation in a prison camp in Ruston, Louisiana, until 1947, when all 58 crew members returned to Germany, where they were declared dead in 1944. As part of the secrecy, the submarine was painted like an American submarine and renamed the USS Nemo. It was not until after the end of the war in Europe that it was introduced to the public and included in the program to promote the sales of war bonds. During a tour of American ports, it visited New York, Philadelphia, and Baltimore, and was stored at the Portsmouth Navy Yard in Kittery, Maine after the war. The Navy wanted to use it as a training target, but by then Rear Admiral Gallery was already fighting to save it. His brother, Father John Gallery, contacted Lenox Mohr, president of the Chicago Museum of Science and Industry, and convinced him to have the museum negotiate with the Navy about donating the submarine to it. The long negotiations were ultimately successful, and the Navy did indeed donate the submarine to the museum in 1954.
U-505 was towed to Chicago via the Great Lakes with a stop in Detroit in July, 1954, pulled ashore at Navy Pier and taken to the museum in a parade with great fanfare. It became part of the exhibition on September 25th, 1954. However, it was in no condition to serve as an exhibit, everything removable from the exterior and interior having been dismantled and most of the parts lost. The ship was placed in the museum yard for many years, exposed to the elements and gradually deteriorated. Nevertheless, its story has a happy ending, and fifty years after its arrival in Chicago, U-505 received a complete reconstruction and its own display pavilion. In 2004, it was moved to the foundations of a new air-conditioned building that was built around the submarine. The result of a long and demanding restoration, where the entire project cost a respectable 35 million dollars, the vessel is in absolutely mint condition and one of the most comprehensive and beautiful museum specimens dedicated to a single ship that can be found anywhere in the world.
The first thing the visitor sees when entering the main hall of U-505 exhibit is the submarine's bow with the upper bow torpedo tubes open and the torpedo launched from the starboard upper bow torpedo tube. For many visitors, this creates a wow effect and the feeling that they are seeing the world's largest submarine, or at least the world's largest World War Second submarine. But that's just an illusion. The Gato-class submarines, which do not usually impress visitors in this way, were in fact nearly twenty metres longer than the Type IXC submarines. The Gato was 95 metres in length, while the Type IXC U-Boat measured 76.76 metres.
UC-97
U-505 was not the first German submarine to find itself in the Great Lakes. That honor goes to UC-97, a mine laying submarine launched in Hamburg in March, 1918. It was one of six German submarines acquired by the United States in early 1919. A group of twelve officers and 120 sailors, called the Ex-German Submarine Expeditionary Force, was sent to Europe to transport the submarines to the United States. Four of them sailed from Britain in April, 1919 and arrived in New York via the Azores and Bermuda. They were assigned to the Liberty Bonds campaign. UC-97, under the command of Lt. Commander Charles A. Lockwood, who later commanded the Pacific Fleet submarines during World War II (and thus the Manitowoc-built submarines as well), was sent to the Great Lakes region. She arrived in Chicago in August, 1919 and was assigned to the 9th Naval District. She was first moored at Navy Pier, then moved to the Chicago Lakefront near Grant Park.
She served as a tourist attraction until 1921. Then the peace conference decided that all German ships in Allied possession would be destroyed by July 1st, 1921. UC-97 was towed to Lake Michigan, and on June 7th, 1921, she was sunk by a battery of four-inch guns from the gunboat USS Wilmette. The firing began at 11:45 a.m., with naval reservists taking turns at the guns. The first shot was fired by gunner J. O. Sabin of Iowa, and the eighteenth and final one, fifteen minutes later, by A. H. Anderson, the man who had fired the first American torpedo at a German submarine a few years earlier, during World War I. UC-97 sank to the bottom of Lake Michigan, where it rests to this day. Her sinking was ordered by none other than the acting Secretary of the Navy, Franklin Delano Roosevelt.
The gunboat Wilmette was also a ship with an interesting fate. Originally built in 1903 as the cargo steamer SS Eastland, it was subsequently converted into a cruise ship. On July 24th, 1915, it was chartered by Western Electric to take its employees to a picnic venue in Michigan City, Indiana. Shortly after setting sail, while still in the dock on the Chicago River, the ship capsized and sank partially on its side to a depth of six meters (18 feet). The cause was a malfunction of the ballast tanks, which shifted the center of gravity of the ship upward and caused the ship to become unstable. A large number of the 3,000 passengers crowded onto the starboard side of the vessel to wave to their loved ones on the shore, then ran to the port side in an attempt to even out the list of the ship, but she capsized onto her port side. 844 people died in the disaster, of whom 220 were of Czech origin. Most of the Czech victims of this disaster are buried at the Czech National Cemetery in Chicago.
The ship was raised and sold to the US Navy that same year, serving as USS Wilmette until the 1940s. In 1941, she was reclassified as auxiliary ship IX-29, and scrapped in 1947.
The U-505 does not have a periscope installed in the tower. It is displayed separately in the exposition and allows visitors to try observing with the periscope. It's a bit of a cheat, there is no optics in the periscope, but a camera. But it doesn't matter. The periscope itself also has an interesting fate. After the war, the Navy dismantled it, like virtually all submarine equipment, and placed it at the Arctic Submarine Laboratory at Point Loma near San Diego, California. After the lab was closed and demolished in 2003, the US Navy donated the periscope to the museum, allowing it to be part of the exhibit at the Museum of Science and Industry.
Museum report - Box 5
SUBMARINES ON THE GREAT LAKES
The USS Cobia is not the only submarine that can be found in the Great Lakes region. On the eastern shore of Lake Michigan, in Muskegon, Michigan, one of the most successful American submarines of World War II, the USS Silversides, has been docked since 1987. It is a ship with a very interesting history, as you can read by following the attached link. In its more recent history, the USS Silversides appeared in the 2002 horror production ‘Below’. It was towed onto Lake Michigan for the filming, where it was used to portray the fictional submarine USS Tiger Shark.
In Buffalo, New York, on Lake Erie, the Buffalo and Erie County Naval & Military Park exhibits the USS Croaker, which in 1953 underwent modernization and conversion into an attack submarine (Hunter-Killer Submarine), designed to attack enemy subs.
In as good a condition as the USS Cobia, if not even better, is the USS Cod, docked in Cleveland, Ohio. In 2021, its hull underwent a $1.1 million overhaul in dry dock at the Donjon Shipbuilding & Repair facility in Erie, Pennsylvania. The Cod is also interesting and authentic in that, as probably the only museum US Navy submarine, it does not have entrances cut into the hull with stairs installed for visitors, and is accessed through her original hatches and along the original ladders. I think this submarine is worth a visit for that alone. It also has all four of its diesel engines working, as well as a backup. They were manufactured at the General Motors Cleveland Diesel Engine Division in the west part of Cleveland. The museum also has two other GM Cleveland Model 16-248 V16 engines from the submarine USS Stingray. The Mark IV torpedo computer, J-5 radar, on-board telephone and on-board radio are also fully functional. The USS Cod, as does the Cobia, has an amateur radio set installed, which carries the call sign W8COD.
USS Croaker [Naval History and Heritage Command]
The USS Cod is another of the museum specimens that have participated in filmmaking, and really quite a star among them. The USS Cod first appeared in the 1958 NBC series ‘The Silent Service’ in S2 E13 ‘The USS Cod's Lost Boarding Party’.
In 2015, the USS Cod was used for exterior and interior filming for the Smithsonian Channel documentary ‘Hell Below’. The Cod played the role of the American submarine USS Tang and the German subs U-99 and U-100 in the film. The documentary aired in 2016.
USS Cod [Naval History and Heritage Command]
The USS Cod is also the subject of a two-part documentary on the ‘World of Warships’ YouTube channel, in the episode ‘Naval Legends: USS Cod’, released in July, 2019.
The Cod again portrayed German U-boats in the 2022 Dolph Lundgren film ‘Operation Seawolf’.
The USS Cavalla and the USS Drum then round out the listing of Gato Class submarines in the possession of museums. The USS Cavalla is displayed on land at Seawolf Park in Galveston, Texas, home to another major attraction, the USS Steward, an Edsall Class escort destroyer. The park is named after the USS Seawolf, a Sargo Class sub, and features a number of other attractions.
The USS Drum is part of the collection at the Battleship Alabama Memorial Park in Mobile, Alabama. It is also mounted on-shore, somewhat to the side of the main exhibit, the massive battleship USS Alabama. The USS Alabama is one of the museum's ships that is kept in excellent condition and is worthy of a dedicated article in and of itself, which I hope will happen one day, so no spoilers here…
USS Cavalla [Naval History and Heritage Command]
LCT 5 and YO
In addition to submarines, the shipyard also produced 36 LCT-5 landing craft, the production of which is the subject of one of the museum's exhibits. Nine LCTs built in Manitowoc were sunk in World War II. The shipyard also produced YO (self-propelled fuel oil barge) harbor cargo boats, used to supply ships in port with fuel and other materials.
The SS EDMUND FITZGERALD
Perhaps the most famous shipping disaster on the Great Lakes occurred on Lake Superior on November 10th , 1975, when the 729-foot (222 m) iron ore freighter Edmund Fitzgerald, bound for Detroit, Michigan, broke up in extremely rough seas with 36-foot (11 m) waves and hurricane-force winds shortly after 7:00 p.m. She disappeared very quickly into the depths with all 29 on board, so quickly that no distress signal had been sent. The last radio message was sent by her captain Ernest M. McSorely at 7:10 pm, and read ‘We are holding our own’. The broken wreckage was found by a U.S. Navy P-3 Orion reconnaissance aircraft four days later, on November 14th, in Canadian waters, thirteen nautical miles (24 km) west of Deadman's Cave, Ontario, and fifteen nautical miles northwest of the entrance to Whitefish Bay. The disaster led to significant changes in the regulations of shipping on the Great Lakes, including mandatory lifesaving equipment and inspections of vessels, and became a part of popular culture through the 1976 folk anthem ‘The Wreck of the Edmund Fitzgerald’ by Canadian singer/songwriter Gordon Lightfoot.
SS Edmund Fitzgerald [Great Lakes Historical Society]
Museum report - box 6
THE IRON TRANSPORTATION
One of the museum's exhibits is dedicated to models of ships associated with the Great Lakes. A model of a loading dock for transferring iron ore from trains of the Chicago & Northwestern Railroad to cargo ships, called self-unloading bulk carriers of the American Steamship Company, is an example of the fascinating industrial history of the American Midwest, now known as the Rust Belt. Operations on the Chicago & Northwestern Railroad line and the loading docks in Escanaba were discontinued in August 2016, ending a 165-year history of transporting cargo from ports in northern Michigan south to Chicago and further to the industrial regions of Illinois and Indiana.
Model of a pier for transferring iron ore from Chicago & Northwestern Railroads trains to American Steamship Company freighters at Escanaba, in northern Michigan.
The model of the iron ore freighter, called the self-unloader SS Adam E. Cornelius
Interview
Flying with the Bloody Hundredth
John H. “Lucky” Luckadoo Interview by Matt Mabe
Photos: John H. Luckadoo, 100th BG Archives, title artwork by: Piotr Forkasiewicz, Squadron Signal
MATT
Well Lucky I'll thank you again for taking a few minutes to talk with us. It is a rare honor and a privilege to get to talk with you and learn more about your time in the 100th Bomb Group. I know you have a lot of unique experiences to share, having been there during some of the early days of the group. But I'll start back at the beginning, where it started for you, and that you joined the US Army Air Forces shortly after Pearl Harbor, and I was wondering if you could talk a bit about what it was like to train as an aviation cadet?
Lucky Luckadoo & Matt Mabe.
LUCKY
Sure. Well, I joined up almost immediately following Pearl Harbor. The Army Air Forces had a tremendous influx of personnel and as a result when I joined the aviation cadets, they accepted me, but put me on leave and said ‘Well we'll call you when we can put you into the pipeline’. So they did and I actually joined up… I think my date of enlistment is sometime in January of 42 and in March they notified me that I would be sent to Maxwell Field in Montgomery, Alabama for my pre-flight. And I reported there on the 1st of May. One of the first things they did was … there were four thousand cadets and they marched us out to a parade ground and selected a few of us to, I guess try out to be appointed as the wing adjutant. And the tryout was to stand in the middle of the field and scream as loud as you could ‘pass in review’. I won. So, I guess maybe my hard-calling days back in Tennessee came into play there. I don't know, but I was fortunate enough to have been selected as the Wing Adjutant, who was actually the second in command of the cadet corps of that class. And this was to prove later on to be a distinct advantage to me and I'll tell you about that in a moment. But the commander of the regiment, the cadet who was selected, was a young man by the name of Bert Shaber. He was not very tall, not very impressive at all, rather quiet guy, but he was selected as the cadet commander of the entire 4 000 cadet corps, all the way through flying training, and I didn't see him because once we finished our pre-flight training, which was nine weeks, we were divided up into groups of about 100 and sent out to various air bases for our primary training. I was sent to Avon Park, Florida, learned to fly the PT-17, the Stearman Cadet and it was, I guess, sort of automatically - because I'd been a Cadet Officer in pre-flight, I was designated as the cadet captain of my class.
Lt. John H. Luckadoo
Graduating from primary, I was sent to Shaw Field in Sumter, South Carolina, for my basic training and that was a big step up because from a biplane of 225 horsepower we were thrown into a bulky vibrator, a BT-13 which was 450 horsepower and quite a bit larger low wing airplane with retractable gear and flaps and a lot of other things, that we had to learn how to operate. You were allowed 12 hours of dual training and if you were unable to solo at the end of that 12 hours, you were washed out. Well, I was having difficulty really mastering that big leap up from the primary trainer to the basic trainer. I was a Cadet Captain of my class there as well and had a military officer, a second lieutenant Wes Poynter, who was my instructor, and he was not able to really instruct me. He could fly the airplane himself, but he certainly wasn't imparting any instruction to me as to how to handle the aircraft. And I was on the verge of the brink of actually being washed out and I think the fact that I was the cadet captain of the class gave them some second thoughts because I learned later that a civilian instructor had heard about the fact that I was about to be washed out and he said ‘Well it's going to be a bad morale factor if the captain of class gets washed out, so let me take him for 30 minutes and if I can't solo him then you can wash him out’. So he approached me and told me to go out and get in an airplane and he got in the back seat. We flew out to an auxiliary field, landed and he got out on the wing, and he said -I'm getting ahead of myself, he'd taken me up and really run the airplane out. He showed me how to stall, how to recover from stalls, and how to loop it, and he had over 6,000 hours in the airplane so he was really able to make it do anything he wanted to, and he could fly the airplane.
And he taught me more in that 30 minutes than I'd learned in 10 hours of instruction from that lieutenant. So he climbed out on the wing of the plane and he said ‘Now Luckadoo, if you can take this airplane off and fly it around the pattern and land it three times while I go over and sit under that tree and smoke a cigarette, you pass’. So, he gets out and goes over and sits under the tree and I very gingerly take the thing off and fly around the pattern and make three landings. I don't recall how good they were or bad, but at any rate he comes back and gets in the airplane he says ‘let's go back to the base’. So, we fly back to the base and he gets out and starts walking into the ready room and turns around and just gives me a thumbs up. So that's how I kept from being washed out in the middle of my training. I was very grateful to him because he really saved my neck. I went ahead and completed basic and then was sent down to Valdosta, Georgia, for advanced training on twin engines. When I got to Valdosta, they also had a contingent of single engine pilots, who were going to be fighter pilots, on the same base, going through at the same time, and Bert Shaber was the captain of the single engine class, and I was the captain of the twin engine class. Well, at graduation in February of 43 he was not in attendance. That puzzled me greatly. But I was so glad to have gotten my wings and my commission that I didn't think a whole lot about it. Only to find out some months later that they had discovered while he was going through training that he was a German plant and they allowed him to get all the way through to graduation before they lowered the boom on him. But he had immigrated with his family at 15 from Germany, Schaber was a German name of course and that sort of, I guess, caused some suspicions to cause to start with, but anyway it was quite a shock and a surprise to learn that that he was a mole and so he didn't graduate with us. But as you know, upon graduation, 40 of my classmates from twin engine flight school and I were sent to Kearney, Nebraska, to join the 100th Bomb Group, immediately out of flying school. And we were of course designed as co-pilots to replace all of the co-pilots in the group. Now that was one of the most mysterious things to happen I think during World War II, as to why in the world, just before the group was about to be sent overseas, would they suddenly remove all the co-pilots and replace us, replace them with us, newly admitted pilots who'd never been in a B-17. Heck we'd never seen anything as large as a four-engine airplane in our lives and here we were stuck in the right-hand seat second in command of a 10-man crew to learn how to fly B-17s not with any combat instruction but only from the pilot we were assigned to. And that was an extremely hazardous and unfortunate thing to have had occur. So far as we've been able to determine, it didn't happen in any other group. And why it happened to the Hundredth Group is still to this day unknown.
Lucky during the basic training.
MATT
That's definitely an interesting way of coming into the Hundredth. And one thing I find so fascinating - you know we watch movies these days and the people portraying World War II veterans are probably in their 30s in real life, but you guys, you were in your early 20s and I know in your case if my math is right you were 21 as a Second Lieutenant when you started flying combat missions in 1943. And I was wondering if you could tell us a bit about the weight on your shoulders as a pilot, but also a leader within the crew.
LUCKY
Well, I will mention of course that, as replacement co-pilots, we were not always welcomed by the crews that we were assigned to. It so happened that in the crew that I was assigned to, the navigator and the bombardier were very fond of their co-pilot. They buddied with him and hung out with him, and they were crestfallen when he was removed. And they proceeded to make my life hell, because they resented the fact, that I didn't know anything about the B-17 and I was thrust into their crew, forced down their throats and so they were really pretty resentful and hurt by this move. And it was sort of juvenile on their part to make my life miserable because, after all, I was second in command of the crew and if anything incapacitated the pilot I was to take over.
Page from John H. Luckadoo's photo album – the crew of Lt. Glenn W. Dye after completing 25 missions, September 1943. ‘Lucky’ stands on the far right, with pilot Lt. Dye next to him, followed by Squadron Leader Ollie Turner.
And sure enough that happened when we hit Newfoundland enroute to our overseas base. I don't know whether you're aware or not but when we got to Newfoundland we had to await the tailwind or well we couldn't make it all the way to Scotland, even with our additional fuel tanks and carrying extra fuel in the bomb bays. While we were waiting, the pilot I was assigned to, misbehaved and went across the base one night, while we were cooling our heels waiting in the winds to be favorable, and managed to get himself involved with a British WAAF, that infected him and he got thrown in the hospital with a raging case of VD. And the whole group proceeded to combat while we sat there for two additional weeks, waiting for him to recover. And then it became pretty obvious to this navigator and bombardier, that had been so hostile to me and hadn't really welcomed me into the to the fraternity of the crew, that I was going to have to fly the airplane because when he was finally released after having been treated with sulfa, which was the only thing that they had in those days, he was so weak, he couldn't stand up and they actually had to load him into the airplane and he said ‘Well Lucky you're going to have to fly but I'll monitor the engines and the instruments and help you as much as I can’, but he was so weak, he could hardly talk, much less walk or function. And we took off. Before we did, I called the navigator and bombardier and I said ‘You guys have made my life miserable but you've now got to depend on me to get us to combat’ and I pointed to the navigator and I said ‘Now you little so-and-so, if you don't hit landfall on the nose I'm personally going to throw your butt out of the airplane without a parachute’. So that leveled the playing field, and from then on, things were a little bit more comfortable among us. But sure enough, he was a good navigator and he did hit the landfall on the nose and so we got the combat. But as you probably are aware when the group arrived in England, our base at Thorpe Abbotts was not completed and they were sent instead of to Thorpe Abbotts to Podington, where they stayed for several days and then, by the time we arrived two weeks later, they had moved into Thorpe Abbotts and we flew directly from Prestwick to Thorpe Abbotts and joined the group. But they had already been on some practice missions, hadn't flown combat as yet, because we flew the first combat missions that the 100th flew. And because of the embarrassment of his escapade at Newfoundland I think my pilot was determined that he was going to redeem himself by completing a tour as rapidly as possible and getting back home to his family, which he did, as you probably are aware, he ended as the first pilot in the 100th Bomb Group to complete a 25 mission tour.
AAF Station No. 139 Thorpe Abbotts, Norfolkshire, England. Home of the 100th Bombardment (H) Group, 1943 - 1945
MATT
It's definitely an interesting turn of events that got you guys there and put you in the captain's chair early. That's interesting. I know one thing we had talked about before, I mentioned to you my interest in the topic of leadership and you mentioned that you had a lot of admiration and respect for Jack Kidd as a leader. And I know he often faced a lot of tough times in that leadership position in 100th and I was wondering if you could elaborate on what it was you respected about Jack Kidd as a leader.
LUCKY
Sure, we met a lot of people, different people of different characteristics and different abilities in the service. And some you learned to have some respect for and others you didn't. When the group went to England, originally Jack Kidd was the Commander of the 351st Squadron and in route he was relieved and designated as the Group Operations Officer and Ollie Turner succeeded him as the Squadron Commander of the 351st which we were assigned to. It was not long afterwards that I became aware of a Major Kidd's tremendous talent, because he functioned as the group operations officer in an exemplary fashion by not only handling the personnel matters of the various crews and Squadron Commanders, he was responsible for appointing those as well, but also as an air leader, because he took on the worst missions that we flew.
B-17F-120-BO 42-30796, Capt. Glenn W. Dye crew, 351st BS, 100th BG, Thorpe Abbotts,
United Kingdom, September 1943
Eduard kit No. 11183
He flew to Regensburg, he flew to Bremen… he flew to … on all of the worst missions and of course the one to Bremen, which turned out to be my worst mission, and his as well. He was flying with the 418th, with Ev Blakely and led that mission. And I also observed, that from a leadership standpoint he was highly regarded by the commanding officer who was then Chick Harding, but also very much respected by General LeMay, when he came down from 3rd Division. So, in retrospect I think that probably he was deserving and should have been promoted to a group command or even higher during his combat experience. He was calm, cool and collected. And I know how he functioned from Harry Crosby's account of flying with him, particularly on that Bremen mission, where they lost two engines and crash landed in back in England, barely making it back. But their crew went through a very traumatic experience of being shot out of the formation on the bomb run, and how he handled himself under those conditions and handled the crew, and how highly they regarded him and respected him. It certainly embellished my opinion of him… But I think, my greatest respect for him came after my original crew had finished up and I flew the Bremen mission, which was my first mission after they left. Ollie Turner came to me one night while I was in the officers’ club and tapped me on the shoulder and told me to go get some sleep because I was flying the next day. I should add, that when I got back from the Bremen mission on October the 8th 43, because the lead ship in my squadron, which was the low squadron, consisting of Tom Murphy and Al Barker, Barker was the operations officer for the 351st and I was leading the second element of the low squadron with a brand new crew I'd never flown with before of course, but when I landed, because I had seen Tom Murphy's plane explode and reported that I didn't think there were any survivors... when Turner met me on landing, I was still a Second Lieutenant and he immediately appointed me to replace Barker as the operations officer for the 351st Squadron. Well, I told him that that was an awkward, he was putting me in an awkward position, because as the Second Lieutenant I would be ordering Captains and Majors and crew members around as to where they would fly in the formation and whether they would fly or not and he said ‘Don't worry about it, we'll promote you as rapidly as possible’ and I'd already been put in for my First Lieutenancy and it did come through at the end of that month. But the following month, the end of November, I had one more mission to fly. I had 24 missions under my belt, and I was in the officers club one evening, and Turner walked up to me, walked up behind me and put his hand on my shoulder and he said ‘Lucky you could better go get some sleep because you're flying tomorrow.’ And I said ‘well, how so?’ and he said ‘well, we're leading the group and I want you to fly as command pilot.’ And he named the crew, and I don't recall exactly who that was, but at any rate I said ‘Well Ollie if we're leading the group you ought to be flying and it's your responsibility’ he said ‘I know but I want you to take this mission.’ So I didn't think any more about it, went to bed and then got up the next morning and went to briefing and discovered that something was up, because here came General LeMay and he had never been to our group at a briefing before, and he got up on the stage and said ‘Gentlemen I have to tell you that I’ve waited my entire military career to flying a mission like this, but General Arnold has forbidden me from leading or getting in an airplane today or he'll court-martial me’. But he says ‘In all honesty I have to tell you that if we only get one plane over the target, we'll consider this mission a success’. Well, they pulled back the curtain and it was a straight line to Berlin and that would have been the initial daylight bombing raid of Berlin by the Eighth Air Force. He said ‘The Hundredth is the only group going and instead of bombing at the usual altitude of 25 to 29,000 feet because the meteorologist says we've got a solid cloud cover over all of Europe up to ten thousand feet, we want you to go in at 12,000 and when you turn on the initial point, start on your bomb run, you dive through the clouds and break out at 6,000 feet over Berlin at high noon in broad daylight and bomb the Reichstag’.
Well, I looked across the room at Turner and gave him the finger and after the briefing I looked him up and I said ‘You yellow son of a gun, you knew what this mission was, and you put me in this position, when you're supposed to fly it. But,’ I said ‘I'm gonna come back from it and when I do, if I see your ugly face, I'll kill you’. Of course that was rank insubordination, but if he court-martialed me he had to fly the mission so he didn't open his mouth. We took off and climbed up and formed up and got to the enemy coast … and they scrubbed the mission. So, we came back and landed and I no sooner got out of the airplane and I went straight to Jack Kidd and explained to him what had happened and I said ‘I cannot serve under Ollie Turner one more minute. Please give me a transfer.’ And he said ‘Well I can't blame you Lucky, but it so happens I need an Operations Officer over in Bucky Elton’s squadron, in the 350th, would you take that job?’
And I said ‘I'm on my way.’ So I moved out of the 351st, and of course thanked Jack Kidd for his consideration and reassignment, and had even more respect for him than I already had. That was a good example of how and why I held him in such high regard. He was an exemplary officer. Of course, as you probably are aware, he stayed in the Air Force and was later a Major General. But he also became a rabid anti-war zealot and he used to make lectures constantly about how feudal war was and how useless it was there weren't any victors, they were only victims.
John Luckadoo and William DeSanders after completing their combat tours on February 13, 1944, with the B-17G Alice from Dallas II.
MATT
I can definitely understand from that, you know the vignettes you shared, why you had a lot of respect for Jack Kidd. I know it was a success in itself to get back from just a single mission but you're one of the lucky few that survived 25 missions and you did it early in the war as well. I don't know how much you recall about your last mission in February 44, but I was wondering if you'd talk a little bit about the sheer feeling of relief and what it was like on that last mission you flew.
LUCKY
I had served for about three months as Bucky Elton's Operations Officer in the 350th with one mission still to fly. And Bucky got sent to the rest home, the flak house, and he was off the base and this mission came up in mid-February of 44, that I certainly wanted to complete my missions and live through it, and so did Bill Desanders. Bill was a lead pilot in the 350th and I knew him pretty well and I said ‘Bill you've got one to fly and so do I, and this is it’. It was what we called a no ball target. We thought it would be a milk run because we were tasked to bomb V2 rocket bases right on the shore on the coast of France and we thought we would just duck in and drop our bombs and scoot home and that would be it. As it turned out the Germans were alerted to us and they came halfway across the channel to meet us and shot us up pretty well. But we did manage to strike our targets and get back. And of course, it was such a tremendous release to finally realize that we had survived a 25 mission tour, because so darn few of the members did, particularly of the original group and DeSanders was also of the original group as well.
Citation for the Distinguished Flying Cross awarded to Capt. Luckadoo after completing his combat tour.
The relief and the realization that we'd been lucky enough to complete our tour, it was just indescribable, it was like lifting a heavy load off your shoulders, because psyching yourself up to get back in that airplane particularly after a rough dose was a difficult thing to do. And I get asked frequently how we did it and I have to confess, I don't actually know. We've had to stay focused on our job and that was what we were sent there to do, and we intended to complete it as best we could and we did, but it was just a matter of dumb luck as to whether or not you managed to do it. In those days it particularly was. Initially we had no fighter escort to protect us and we were going out in broad daylight and of course we were completely ignorant of the fact that the British were adamant against daylight bombing. They tried it and had been cut to ribbons by the Luftwaffe. And they begged General Eaker, the Commander of the Eighth Air Force, to abandon daylight bombing altogether and join them in just nighttime bombing. Eaker wouldn't do it and so Arthur “Bomber” Harris, the head of the RAF bomber force, prevailed upon Churchill to try to convince president Roosevelt to order us to stop daylight bombing. And President Roosevelt said no, he had faith in his Air Force commanders knowing what they were doing and he refused. So we kept going out every day we could and the British kept bombing at night. So, it was sort of round the clock harassment of the of the Third Reich. And I think that was effective. I have some misgivings about the fact that Eaker even refused to give nighttime bombing a fair trial. I'm not saying that that it was superior to daylight bombing but certainly from high altitude we had our difficulties because of the tremendous cold and the difficulty of functioning at high altitude, where the British were going in at 12 to 15, 000 feet at night and they weren't enduring anything like those difficult conditions, but it was a different type of flying and it wouldn't have involved a formation flying either, which we prided ourselves on and felt like we could offer some mutual protection for other people in the formation. And I think to a degree that was valid and it did work out that way, but the Luftwaffe was so experienced, and they were so practiced and had such good equipment and excellent training, that they inflicted horrific damage on us because they developed new and better techniques of how to approach us and at least damages enough either with anti-aircraft or with fighter fire, to force us out of the formation. And then, if you're out by yourself, while you're a sitting duck, and that's when they picked us off at leisure.
On the 100th BG Reunion, Savannah, GA, 2023
MATT
I'm amazed by all the stories I hear about how difficult it was at the times to make it back from missions but there's just an incredible amount of courage and bravery that you hear when it comes to some of these guys who against all odds managed a crippled B-17 back. There are incredible stories of bravery but it's an incredible airplane as well. And I know you've spoken about your love of the B-17. And you had a unique experience back in 2013, I know, you were able to take the helm of a B-17 once again. 70-plus years after the war and I was wondering what was itlike to get back in the cockpit in the air of a B-17 for you.
LUCKY
Well Matt, I tried for three years to get somebody to let me prove that a 92 year old guy could still handle the B-17 and when I got down to the final analysis there was always some reason that they wouldn't allow them to do that.
But when we went to Savannah for our Reunion in 2013, Mike Faley called me and said that they were going to make this documentary called 'Masters of the Air' about the 100th Bomb Group and the author of the book, Donald Miller, wanted to interview me if I would come to Savannah. And I was not at that time attending very many reunions. I was sort of disappointed in those that I did attend because there were so few people that I knew. Nearly all of the people that I encountered at the reunions of course were people that came in and flew after I did, and literally flew a different war, a different time period, and had different opposition and different experiences than I did. But there were so few of the original group particularly that were still alive, that it was rather disappointing.
Lucky and 100th Bomb Group historian Michael P. Faley visiting Thorpe Abbotts.
So I wasn't attending many reunions. But Mike prevailed me to come and be interviewed and he said ‘If you do, we're bringing in The [movie] Memphis Belle and we'll give you a ride’, and I said ‘Mike, I don't want to ride on The Memphis Belle, I want to fly it’, and there was this dead silence on the other end of the line. Finally he said ‘Okay we'll let you do that’ and I said ‘Now look I don't want to get there and get disappointed, and I've been disappointed before and I don't want that to happen’, and he said ‘Well don't worry about it, you've got my word we'll let you fly it’ and so I showed up with my wife at Savannah and they booked me for my interview with Donald Miller on a Friday. I set up the flight for 11:15 on a Saturday morning at the airport. I was to be interviewed Friday afternoon late and they just postponed it to Friday night and I said ‘Look, I don't give a damn, I'm going to fly that airplane, I'm going to be at the airport at 11:15. I don't care whether I do the interview or not’. They kept delaying it and sure enough because Miller was running behind and his interviews were running over time and eventually they scheduled me for Saturday afternoon to be interviewed. But I said ‘That's good enough, I'm going to be at the airport at 11:15, so I darn sure was there’. And there were six of us that they took up on that flight. We took off and as soon as we got in the air, the pilot gets out of his seat, he says ‘Lucky it's yours’. I said ‘You mean it?’, he said ‘Absolutely’.
At the premiere of Masters of the Air in January 2024. From left to right: Henry Cervantes (349th BS), Steven Spielberg, John H. Luckadoo (351st, 350th BS), Robert H. Wolf (418th BS), and James R. Rasmussen (349th BS).
So, I sat down and everything came back just like riding a bicycle. The old sensations, the feel, the responses of the airplane, and I loved flying the B-17. I thought it was the most graceful thing for a four-engine bomber to be as beautifully designed as it was and, of course, I had a healthy respect for its structural integrity to withstand the sort of battle damage, that I sustained on many of my missions and still got home. So, one of the first things I did, when I did get back, was to go buy some Boeing stock because I appreciated the integrity of their product, so that I thought I'd put in with them. But it was such a thrill to really get the sensations and feel the responses of the airplane and, I guess, the most pleasant thing was that I wasn't being shot at while I was doing it. But I flew it for about 30 minutes all around Savannah and was extremely grateful for that privilege, because it was a privilege. They wouldn't let me land it or take it off because that was ‘verboten’ but at least just getting my hands on the controls and feeling it again was, as I described it, a 'pants wetter', it was a real thrill…
In cockpit of a B-17G – The Mighty Eight National Museum, Savannah, 2023
The mission of the 100th Bomb Group Foundation is to preserve and disseminate first-hand historical accounts of the men, missions, and machines that fought in the skies over Europe during WWII. Contacts:
- www.facebook.com/100thBGFoundation
100th BG® and Bloody Hundredth® are registered trademarks of the 100th Bomb Group Foundation, Inc. Century Bombers, the square D logo, and 100th Bomb Group Foundation logo, amongst other marks, are trademarks of the 100th Bomb Group Foundation, Inc. All Rights Reserved
More about the 100th Bomb Group history can be found in the Info Eduard magazine, special issue The Bloody Hundredth 1943, June 2024 release.
Warning shots
WARNING SHOTS November / December 2024
Text: Marian Cihoň
F-35C 1/48 Tamiya
When Tamiya presented the F-35A Lightning II in 1/48 scale at the 60th annual Hobby World in 2022, there was a bit of an expectation that we’d see the F-35B version in the future, despite other manufacturers having offered both the A and B versions for some time. The reason is simple—the Japanese Self-Defense Forces use both variants. And exactly one year later, this expectation was met.
The release of the F-35C was less certain, as the substantial structural differences would require an almost entirely new model, with minimal shared parts. Fortunately, the manufacturer left nothing to chance and seized the opportunity to release this third variant, complete with features like pre-cut RAM masks, fully mechanized wings with an option to build them in the folded position, an extended aerial refueling probe, an open weapon bay, and a wide array of the ordnance. We can expect this model by December of this year. (MC)
Z-37A 1/32 Hph
Had someone told me a few years ago that we’d be building planes like the Z-126/226/526, commonly seen in the Eastern Bloc flying clubs, I wouldn’t have believed it. But to have the Z-37 on the market in three different scales—luxury that even some popular WWII designs don’t receive—was beyond my imagination.
The latest addition to the “Čmelák” family is a 1/32 scale model from the Czech manufacturer Hph. This model is primarily resin, complemented by 3D-printed details, machined landing gear struts, and photo etched parts. A universal decal sheet allows for building of the most Czech/Czechoslovak and East German markings. (MC)
PZL M18B Dromader 1/48, IBG Models
To add even more crop-dusting aircraft to the mix, Polish company IBG Models, in collaboration with Greek Grand Models, is introducing the PZL M18B Dromader. This marks IBG Models’ debut in the 1/48 scale. By 2025 both single- and two-seat versions of the Dromader will be release in crop-dusting, firefighting, or military aircraft sub-types.
But this won’t be the end of the Dromaders. Fans of the type can also look forward to a 1/72 scale model, this time from Answer Plastic Kits. (MC)
B-26B Marauder “Flak-Bait” 1/48 ICM
202 combat missions over Nazi Germany and over 1,000 hits—this is the legendary “Flak Bait,” the B-26B-25-MA Marauder, which earned its fame and resilience with the 449th Bombardment Squadron, 332nd Bombardment Group, and has now been released as a second boxing by the Ukrainian company ICM. The actual aircraft, which this model is based on, is displayed in the National Air and Space Museum, Washington DC. The manufacturer plans to launch the sales as of November 18, 2024. (MC)
PBJ-1J and A-20B/C Early 1/48 HK Models
HK Models continues downsizing their Havoc and Mitchell lines, now with the Marine Corps special editions announced in Tokyo: the PBJ-1J and early-series of A-20B/C Boston. While the PBJ-1J is expected to be similar to the B-25J release that’s been available for three years—a repackaging with minor adjustments—the smaller A-20 is an entirely new kit, though the manufacturer has only shown the test sprues so far. The PBJ-1J is scheduled to be available for the Christmas market, with the A-20 likely arriving in 2025. (MC)
A6M5 Zero 1/48 Fine Molds
Japanese Zeros have recently flooded the market, with Fine Molds now releasing the A6M5. Known for high-quality sprues and unique engineering Fine Molds maintains its reputation with this Zero, featuring a multi-part canopy and an unconventional, verttically split fuselage. The kit offers two canopy options: single piece one and multi-piece one consisting of the frame and individual glass sections. The fuselage division is based on the actual aircraft’s design. These unique design choices bring specific challenges both in molding and assembly. Fine Molds will offer two boxings representing A6M5 built by Mitsubishi as well as Nakajima factories. (MC)
A6M2 1/35 Border Model
To add even more Zeros, Border Model from China is releasing their A6M2 Zero in the unusual 1/35 military scale. The Zero will come in two kits: a standalone model of the Okinawa 1945 A6M2 and a diorama kit with part of the Akagi carrier’s deck and bridge from around 1942.
He-111 H-6 1/35 Border Model
In addition to the Zero, Border Model’s test sprues of the German Heinkel He-111 medium bomber have drawn attention. The kit features detailed paneling with both raised and recessed rivets and stressed skin effect on the fuselage and wings. This feature wasn’t obvious from the initial 3D renders, making it an exciting discovery for modelers who enjoy intricate surface work. (MC)
Nieuport XI 1/32 Copper State Models
Copper State Models has pleased WWI aviation fans with test sprues of their injected Nieuport XI model, available in at least two editions—Early and Late. The kit includes a range of 3D-printed accessories, such as the Le Rhone 9C engine, wheels, map holder, ammo storage, carburetor intake, seat backrest, and cockpit instruments. (MC)
Fokker D.VII 1/32 Gothaforce
A newcomer to the scale model market, Gothaforce, has announced a fully 3D-printed Fokker D.VII model at the 2024 Scale Model Challenge in Eindhoven, Netherlands, showcasing its high-quality prints and intricate details. The kit will feature seven attractive camo schemes dedicated to WWI German pilots like Ernst Udet, Walter Blume, and Wilhelm Leusch. However, the premium nature of this non-injected model comes with a hefty price tag of around 250 Euros / 6500 Czech crowns, which may discourage some potential buyers. (MC)
Bloch MB 210 1/72 Special Hobby / Azur-Frrom
The collaboration between French company Azur-Frrom and Czech manufacturer Special Hobby brings the new 1/72 scale Bloch MB 210 bomber. This elegant successor to the historically popular MB 200 will offer three camouflage schemes for French aircraft, along with several photo-etched parts and 3D-printed exhausts. (MC)
Stinson L-5 Sentinel 1/48 Sword
After Special Hobby's successful release of the iconic L-4 Grasshopper liaison and training plane, Czech manufacturer Sword Models is launching the second most significant plane of this category and class, L-5 Sentinel. This quality short-run model will come in two versions: L-5A/OY-1/Sentinel Mk.I and L-5B/OY-2/Sentinel Mk.II. More details are yet to be announced. (MC)
Hercules 1/144 GWH
Shanghai-based Great Wall Hobby usually focused on 1/48 scale aircraft, has turned to large airplanes in 1/144 scale. Following the B-52G and British V-bombers (Victor, Valiant, and Vulcan), modelers will now be able to build a C-130H Hercules. Despite the small scale, this model includes intricate details such as fully equipped cargo bay, with options for an open rear ramp or side doors. Builders can create a version with four-bladed propellers (as operated by Japanese Self-Defense Air Force) or with the newer, eight-bladed propellers used by the USAF. (MC)
Lancia Stratos 1/12 Italeri
As usual, modelers treat themselves to holiday gifts, and this year’s selection from Tamiya and Italeri presents an opportunity. In addition to the re-release of the Lancia Delta HF Integrale 16v Sanremo 1989, Italeri introduces a completely new kit of another legend, the Lancia Stratos HF Gr.4 Montecarlo 1977 in 1/12 scale. The kit features a full interior, open hood, and detailed engine compartment. (MC)
Porsche GT3 RS 1/24 Tamiya
For those with less space, Tamiya offers the new Porsche 911 GT3 RS 992 in 1/24 scale. (MC)
MiG-29AS Tiger on Tail 1/72 GWH
The fans of the Slovak Air Force will appreciate the release of the MiG-29A in the digital camouflage with a tiger head design on the tail fins. This special issue called „Digital Camouflage Tiger on Tail, 2014/2015 Special Painting“, will be available in the 1/72 scale. (MC)
PZL TS-8 Bies 1/72 Answer Plastic Kits
The "holy trinity" for Polish modelers—Iskra, Wilga, and Bies—is now complete with the 1/72 scale TS-8 Bies from Answer Plastic Kits. Initially released in two versions—one representing the Indonesian Air Force and one from the first production run from WSK Okęcie—the lineup will expand by the end of October with two more options: a standard military BII and models used in film with attractive schemes featuring red stars or crosses. As in previous releases, the kit includes gray plastic sprues, photo-etched side panels, and 3D-printed parts. Modelers can enhance their Bies builds further with pre-painted etched instrument panels from Yahu. Answer also plans a 1/48 scale version in the near future. (MC)
P-40E 1/48 Eduard
If you've been keeping up with Eduard, you know it's time to start building those stashed kits from Mauve, Arii, and especially Hasegawa, because a new P-40 is coming early next year. Eduard is finalizing the molds, which are almost complete, and production is starting. Pre-orders will open in November, with the Royal Class edition launching first. For those interested in seeing the initial test sprues, they’ll be on display on November 30th at Plastic Winter in Bratislava. (MC)
Ammo Lock’N Load Watercolor Pencils
There can never be enough model accessories and weathering products, and Mig Jimenez’s team is keeping up with the demand. Their latest release is a set of 12 watercolor pencils designed to depict dirt, dust, rust, and other weathering effects. Unlike competing products, these pencils can be re-filled, working much like the classic mechanical pencils. (MC)
P-40E 1/48 Eduard for the Second Time!
The Eduard P-40E in 1/48 scale is nearing the completion really fast and I would like to share with the readers a behind-the-scenes look at the work on its finalization. Last week, we had the first mold on the press and tested the first frame. The test exceeded the expectations, and almost all the parts were successfully cast in the first attempts. The introduction of 3D scanning technology, and subsequent comparison of the scans with 3D rendering of the molds helped us immensely to fine-tune the new molds. The coming weeks at Eduard's tool shop will be focused on completing the whole set of P-40 molds!
Simultaneously, we are also working on all the detail sets. We approached the design of the engine from the Brassin series differently than in previous projects and decided to depict it fully open, including the radiator below the engine block. The entire engine assembly will be produced using 3D printing technology, as it has become a standard lately. We are also working on the two versions of the wheel wells. The reason for it is that they were mostly covered with fabric which could be removed. In this manner the modelers will be able to choose how they want to depict the bays. We are also working on the radio, weapon bays, cockpit, different types of wheels, exhausts, and seats with integrated 3D-printed harnesses that are very popular among modelers. Photo-etched flaps and the SPACE set will also be available as a standard. In short, the coming months at Eduard will be dedicated to the P-40, and it is sure to be quite a ride! (JN)
Spitfire Mk.Vb 1/32 Kotare Models
The Australians from WingNu...ehm, Kotare, have already won over modelers with their very well-crafted Spitfire Mk.Ia model. The arrangement of parts in the sprues suggested that they wouldn’t stop at just one version. This has been confirmed, and modelers can now pre-order the latest Spitfire kit, this time in the Mk.Vb version. In addition to 141 gray plastic parts, 38 of which are entirely new compared to the Mk.I, the kit will include exhaust prints for this type and a poster by the box art's creator. Builders will have the option to choose from three camouflage schemes – RAF, USAAF, and a Polish aircraft.
Bf 109K-4 1/32 Kotare Models
Since neither manufacturers nor modelers live by Spitfires alone, Kotare’s next full-fledged new release will be none other than a classic bestseller – the Bf 109K-4. While modelers have never lacked Kurfürsts, the Hasegawa version has been around for quite a while, and Trumpeter’s version isn’t without flaws either. With Kotare, we should expect a well-crafted rendition – the K-4 is in the final stages of 3D modeling, and the kit should hit the market by middle of the next year.
Aichi D3A2 Val 1/48 Wingsy Kits
Japanese aircraft are no strangers to Ukraine's Wingsy Kits. However, according to Vitaliy, the Aichi Val wasn’t a project he jumped into as enthusiastically as Japanese pilots once dove onto the American ships in the Pacific. Yet, customer demand prevailed, and even the challenging domestic situation didn’t hinder the kit's preparation. 3D modeling is complete and the manufacturer is currently working on selecting camouflage schemes. From the renders, we can see that the Val, like previous models from this manufacturer, will feature fully riveted surfaces and photo-etched details.
Curtiss Hawk 1/72 Arma Hobby
Before P-40 became famous, its predecessor, Hawk 75 alongside Hurricanes and Spitfires, resisted the initial German and Russian offensives in Europe and the Japanese in China. Not much is known about the model yet; Arma Hobby from Poland has only shown one colored render so far. According to their website, the kit is expected to go on pre-sale this December and should reach modelers' mailboxes in early 2025. Additionally, we can expect Arma Hobby to offer several accessories for the model, which modelers will be able to print themselves.
Ki-43 II Hayabusa 1/72 Arma Hobby
While we know little about the Hawk, Arma Hobby has revealed much more about their second new product in 1/72 scale – the Ki-43 Hayabusa. The model was officially revealed at Tokyo Hobby Show, and in mid-November, the manufacturer presented the first test shots. The kit consists of three sprues – two in gray styrene, one with clear parts, camouflage schemes representing aircraft from New Guinea, the Kurile Islands, and Japan, as well as cockpit masks. Modelers will also be able to add self-printed parts, such as exhausts, radiators, gun barrels, and pilot seats. For those without a 3D printer, pre-orders will have these printed parts included
Chevy Blazer Hopper Stranger Things 1/24 Revell
Have you felt a chill during the past few winters when the Christmas tree lights started blinking? If so, you might suspect what that means for the protagonists of the successful mystery series Stranger Things and why it’s good to have Police Chief Jim Hopper nearby. Even if you are not that familiar with the classic American SUVs but you like them, we are happy to announce that soon Revell will be releasing a brand-new police 1985 Chevrolet Blazer in 1/24 scale. The Mind Flayer on the box art apparently won’t be included in the kit, but maybe a Demogorgon will be.
Historical reflection
Turning Point
November 1942
Text: Jan Bobek
This month marks the 82nd anniversary of events that signified a turning point in World War II. Since September 1939, Nazi Germany had been conquering Europe, aiming to reclaim territories lost during World War I and expand further. Germany's war economy depended on access to natural resources, industrial plants, and labor. Adolf Hitler’s personal decisions largely guided the war strategy. Under his leadership, his subordinates, fueled by beliefs in racial superiority, implemented oppression, imprisonment, and the genocide of Jews and other ethnic or social groups. This culminated in unprecedented massacres in Eastern Europe and systematic exterminations in concentration camps.
In June 1941, Hitler, convinced of his genius, attacked his communist rival and former ally, the Soviet Union. The invasion targeted Leningrad, Moscow, and the Caucasus oil fields. The primary goal of Operation Barbarossa was to annihilate the Red Army and penetrate deep into Soviet territory, with a strategic line envisioned from Arkhangelsk to Astrakhan. The Ural Mountains were an even more distant objective. Simultaneously, Germany and its European allies sought to dominate the Mediterranean, aiming to control the Suez Canal and establish a foothold in Syria and Iraq. Meanwhile, air battles raged over the coastline of Western Europe and air raids against Britain continued. Hitler’s dream of a Greater Germanic Reich and its dominance over a vast economic sphere was unfolding.
However, public morale in the resisting nations, especially the Great Britain (but also the still neutral United States), was flagging after years of war. Victory seemed distant, and many politicians preferred negotiating with Hitler. Strikes even erupted in Britain’s wartime industries.
After years of conquering Chinese territory, Japan also entered World War II during December 7 and 8, 1941, when it attacked American, British, and Dutch forces in Hawaii, the Philippines, and Southeast Asia. After Germany and Italy declared war on the U.S., nothing stood in the way of Japan’s colonial ambitions, defined in the plan of "Greater East Asia Co-Prosperity Sphere." This imperialist project was planned to exploit conquered territories. The Axis powers envisioned dividing Europe, Africa, and the Middle East, with Japan aiming to conquer India, Soviet Asia, including a draft of a plan even to colonize Australia with two millions of Japanese settlers.
The Japanese blitzkrieg, however, suffered significant setbacks in the Battle of the Coral Sea and, most notably, the Battle of Midway. The advance of Japanese ground forces in southern New Guinea faced successful Allied resistance for the first time, while Guadalcanal became the second decisive barrier that halted Japan's southward expansion. Dreams of the Axis powers—Berlin, Rome, Tokyo—were shattered in November 1942.
In North Africa, during the Second Battle of El Alamein (October 23 – November 11, 1942), British forces under the command of General Bernard Montgomery defeated the German-Italian forces led by Erwin Rommel. The Allies thus halted the Axis advance in North Africa and forced them to retreat into Libya. The battle was crucial for maintaining control over the Suez Canal.
In Morocco and Algeria, U.S.-British forces successfully carried out an amphibious landing during Operation Torch (November 8–16, 1942), capturing key ports and territories controlled by the French collaborationist Vichy government. This established a new Allied front in North Africa, forcing German and Italian forces to split their resources and retreat. As a result of these two major military victories, along with Malta’s robust air defenses, German forces abandoned their prolonged efforts to blockade and eventually capture this “unsinkable aircraft carrier” in November.
During the Battle of Stalingrad (now Volgograd), the Soviet counteroffensive, Operation Uranus, was launched on November 19, 1942. This operation encircled the German 6th Army under Friedrich Paulus, significantly weakening German forces on the Eastern Front. The encirclement ultimately led to Paulus' forces surrender in February 1943. By this time, the Soviets were already benefiting from Western material and military support provided under the Lend-Lease Agreement.
In mid-November 1942, the Kokoda Trail Campaign in New Guinea (July 21–November 16, 1942) reached its conclusion. In late September and early October 1942, the Japanese were halted within sight of Port Moresby. Capturing this base in the island's southeast would have significantly advanced Japanese plans for an invasion of Australia. However, supply shortages, exhaustion, and the arrival of Australian reinforcements forced them to retreat.
The Kokoda Trail Campaign marked the first time Allied ground forces successfully stopped a Japanese advance. It highlighted the resilience of Australian soldiers under extraordinarily harsh conditions and boosted Allied morale. The next Australian offensive targeted the Buna and Gona airfields in November 1942.
Today, the Kokoda Trail Campaign holds considerable historical and symbolic importance in Australia as a pivotal battle to defend the homeland and achieve victory against a formidable enemy.
In mid-November 1942, the naval Battle of Guadalcanal (November 13–15) took place, during which the U.S. Navy defeated Japanese forces. This battle was pivotal in halting Japanese expansion in the Pacific, disrupting their supply lines to the island, and marking the Allies’ transition to the offensive. After six months of intense fighting, the Japanese ultimately lost the Battle of Guadalcanal in early February 1943.
November 1942 was therefore a turning point, as the "Great" Axis—the Berlin-Rome-Tokyo alliance—lost the initiative on several major fronts. In the subsequent period, it focused primarily on defending its occupied territories. The only area where an Axis force continued to advance until the end of the war was southern China. Even there, however, Japanese troops were forced to surrender following Japan’s capitulation in August 1945.
At the end of World War II, the United States, with its immense military-industrial capacity, was referred to as the "Arsenal of Democracy." The role of the U.S. in this regard was one of the key factors in the Allied victory. After the Second World War, the Western victorious powers transformed their former arch-enemies into new allies to prevent a recurrence of the scenarios that led to the First and Second World Wars.
The last global conflict was followed by the Cold War, during which the Soviet Union eventually collapsed. The Kremlin lost vast territories that had been part of the Soviet Union and relinquished control over Eastern European countries it had once dominated or occupied. Russia had faced a similar situation at the end of World War I, losing Finland, parts of present-day Poland, Belarus, Ukraine, and other regions.
As history in the 20th century shows, dictators often seek to reclaim lost influence and territory. Unfortunately, it appears that such ambitions are not confined to the past, and the 21st century is not spared from similar plans.
In November 2024, 1,000 days had passed since the Russian armed forces invaded Ukraine. Through this aggressive conquest, Putin aims to restore parts of the former Soviet Union, gain access to Ukraine's natural and industrial resources, and bolster the stability of his regime. He has openly declared his intention to reshape the world order. Whether he succeeds with his strategy of terror and scorched earth remains to be seen, but history suggests that dictators with similar ambitions have been defeated before.
I firmly believe that the "Arsenal of Democracy," in collaboration with its partners, must act swiftly to build new production capacity.
Debriefing
Dear Friends
If you have read this far, you have probably formed a clear opinion as to whether our new online magazine, the Eduard Modeller´s Den, is worth your time, your interest, and ultimately your hard earned money. We will do everything to make it worth your while. Our effort is, and will continue to be, to create a quality periodical with valuable articles, credible and up-to-date information, interesting interviews with interesting people, and also with serious opinions of its contributors.
The concept of the EMD virtual magazine is based on the concept and style of the company newsletter, which has been published regularly for more than ten years. Naturally, it has much in common with it, but in many ways it develops the concept further, and to be a viable entity, differs in many of its elements and approaches. The main difference between EMD and the newsletter is in its approach to advertising. The Eduard newsletter is primarily a marketing tool, and as such, it places the main emphasis on information surrounding Eduard products, especially new releases, with the goal of introducing these new products to customers in the best and most comprehensive way possible. Historical and technical articles, although making up a large part of the content of the newsletter, are a secondary component within it, the aim of which is to attract the customer's attention, provide a broader insight into the background of the creation of company products, and also acquaint customers with the historical and technical background of the company's product designs.
Within EMD, the opposite is more true. In it, articles, interviews, reports on industry-wide developments, as well as comments and editorials, will be the primary product. The advertising part will play a secondary role. Eduard advertising will be minimal, and if it even does appear, will not be advertising our products such as kits or accessories, but rather will promote events such as E-day, the Eduard ‘fly-in’ at Líne, the annual Iron Bunny competition and other similar events. Mention of new releases will be limited to basic information about some kits, which will be in the industry news section we are appropriately calling ‘Warning Shots’ and would not be, in our opinion, complete without said mention, in an effort to preserve the context of the section.
Another fundamental difference between the Eduard monthly newsletter and EMD is availability. While the content of the Eduard newsletter is and will remain free, EMD will be (or rather, after the first introductory issue) a paid resource. EMD will be published, much like the Eduard newsletter, on the Triobo platform. Unlike the newsletter, though, EMD will be accessible only to registered users and for a small fee. This fee will be compensated for by a discount coupon with a unique code, which will allow readers to make very good use of their investment in the EMD when shopping at the Eduard e-shop.
Dear readers, modelers and history enthusiasts, consider today's inaugural issue of Eduard’s Modeller’s Den as our Christmas gift and a taste of what we have in store for you in the next issues. We look forward to seeing you and promise to do our best to keep you informed and entertained not only throughout the coming year, but for many years to come!
Vladimir Sulc
Eduard CEO and Member of EMD Editorial Staff
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The Eduard Modeller's Den