Bf 109G GERMAN WWII HIGH-ALTITUDE FIGHTER 1:48 SCALE PLASTIC KIT. intro. úvodem NAV1

Transkript

1 Bf 109G GERMAN WWII HIGH-ALTITUDE FIGHTER 1:48 SCALE PLASTIC KIT intro No other aircraft of the German Luftwaffe is so intimately connected with its rise and fall in the course of the Second World War than the Messerschmitt Bf 109. This type, by whose evolution outlived the era in which it was conceptualized, bore the brunt of Luftwaffe duties from the opening battles of Nazi Germany through to her final downfall. The history of the aircraft begins during , when the Reich Ministry of Aviation formulated a requirement for the development of a single-engined monoplane fighter. Proposals were submitted by Arado, Heinkel, Focke-Wulf and Bayerische Flugzeugwerke. The last mentioned firm featured a technical director named Professor Willy Messerschmitt, who was riding a wave of popularity based on the success of his recent liason aircraft, the Bf 108. His goal was to conceive of an aircraft with the best possible performance for the specified weight, size, and aerodynamic qualities. Over the subsequent months, several prototypes were built that served first and foremost in development flights and further modifications. The aircraft was relatively small, and compared to the prevailing trends of the time, docile with revolutionary features such as low wing design, the use of a retractable landing gear, a wing with a very narrow profile, wing slats, landing flaps, weapons firing through the prop hub, and so on. Even the enclosed cockpit and the method of construction were not very common just four years prior to the beginning of the Second World War. At its conception, the Bf 109 was a very promising asset despite some powerplant troubles. These were solved by the introduction of the DB601. This engine, together with its extrapolated development DB 605, is umbilically connected to the types success. These two-row, twelve cylinder inverted V engines powered several tens of thousands of '109s in over 25 versions and variants. The first combat use was by three developmental Bf 109s in the Spanish Civil War, where they were delivered in December, The pre-series airframes were to, first of all, validate the aircraft's abilities in modern aerial combat. Shortly thereafter, production machines in the form of the Bf 109B-1 began to reach 2./J.88, the Legion Condor. The desire of Germany to demonstrate her aerial prowess to potential foes was advanced further in international sport meets. The triumphs attained in Zurich in the summer of 1937 were complemented several months later by grabbing the speed record of kph. In very short order, the progressive developments represented by the C, D and E versions appeared. Despite this, the delivery of the types to combat units did not sustain a rate that was desired by military brass. Even by August, 1938, the Bf 109 accounted for less than half of the 643 front line fighters in service. The later months saw an increase in these rates. By the time of the invasion of Poland (which saw the participation of only a little more than 200 aircraft) the Luftwaffe possessed the best fighter produced in continental Europe. With both a qualitative and quantitative advantage, the fighter wing of the Luftwaffe entered the Polish campaign, the first defenses of the Fatherland, Blitzkrieg against the West, and the Battle for France. With one foot in the door that was the English Channel, the Luftwaffe embarked on the attacks on Britain in the summer months of Here, the first weakness of the Bf 109 was revealed: the inability to carry drop tanks that would have enabled the type to effectively escort bombers to England. This was one of the factors that made the defeat of the Luftwaffe in the Battle of Britain possible. Experiences gained in 1940 led to the development of the 'F' version prior to the spring of The elegance of the Bf 109 crested with the 'Friedrich'. Following a largely defensive stance over the Channel and northern France, the Bf 109F took on a more offensive role in Operation Barbarosa in the east, and in northern Africa. In later duties with the 'Jagdwaffe' during the second phase of the war in the east, and in the 'Defense of the Reich' from 1943 to 1945, the Bf 109 served in the form of the 'G' version, followed by the 'K'. Even if by the end of the war it was clear that the development of the Bf 109 was exhausted, during its combat career, the type was able to keep pace with the foes that it encountered. Besides its primary function as fighter, the Bf 109 also appeared as a fighterbomber, reconnaissance platform, night fighter, trainer and rammjäger. The disappearance of the Bf 109 from the skies over Europe was not spelled out by the end of the war. Several examples were in Swiss service up to 1949, and many flew in the air force of Czechoslovakia in both original form with a DB 605 powerplant and as aircraft built out of necessity with surplus Jumo 211s. The latter type also served as the first fighter to fight for the independence of the newly formed state of Israel. Finland retired the type as recently as 1954, and Spain didn't retire its HA , re-engined Bf 109s, until The legendary low-wing fighter of Professor Willy Messerschmitt survived the state that developed it. úvodem Žádný jiný stroj nìmecké Luftwaffe není výraznìji spojen s jejím vzestupem a pádem ve 2. svìtové válce, než stíhací Messerschmitt Bf 109. Letoun, který svou koncepcí výraznì pøedbìhl dobu, ve které vznikal, se stal tahounem stíhacího letectva od prvních váleèných konfliktù nacistického Nìmecka, až do jeho hoøkého konce. Historie letounu se zaèíná v období let , kdy Øíšské ministerstvo letectví formulovalo specifikace zakázky na vývoj jednomotorové jednoplošné stíhaèky. Projektu se zúèastnily firmy Arado, Heinkel, Focke-Wulf a Bayerische Flugzeugwerke. V poslední jmenované pùsobil na postu technického øeditele profesor Willy Messerschmitt, jehož popularita se nesla na vlnì úspìchu nedávno dokonèeného kurýrního Bf 108. Jeho cílem bylo vytvoøit letoun s co nejvìtším pomìrem výkonu k celkové hmotnosti, velikosti a aerodynamickým vlastnostem. V prùbìhu následujících mìsícù vzniklo nìkolik prototypù, které sloužily zejména ke zkouškám a dalšímu vývoji. Letoun byl pomìrnì malý, oproti stávajícím zvyklostem relativnì jemný, s revoluèními konstrukèními prvky jako byla dolnokøídlá koncepce, použití zatahovacího podvozku, køídlo s velmi štíhlým profilem, pohyblivé sloty, vztlakové klapky, zbranì støílející osou vrtule, atd. Dokonce uzavíratelný pøekryt kabiny nebo skoøepinová konstrukce nebyly ètyøi roky pøed zaèátkem 2. svìtové války tak obvyklým jevem, jak by se z dnešního pohledu mohlo zdát. Bf 109 byl již z poèátku svého vývoje, i pøes problémy s pohonnou jednotkou, velmi nadìjným projektem. Problémy s pohonem vyøešila až zástavba motoru DB 601. Ten je spolu s pozdìjším DB 605 neodmyslitelnì spojen s úspìchy Bf 109. Øadový invertní dvanáctiválec do V pohánìl nìkolik desítek tisíc vyprodukovaných stodevítek ve více než 25 verzích a variantách. K prvnímu bojovému nasazení tøí zkušebních kusù Bf 109 došlo za obèanské války ve Španìlsku, kam byly odeslány v prosinci Stroje z pøedsériové výroby mìly pøedevším ukázat schopnosti letounu v moderní letecké válce. Následnì se do bojového nasazení u 2./J.88 Legion Condor zaèaly dostávat i sériové stroje varianty Bf 109B-1. Snaze Nìmecka ukazovat svou leteckou sílu potenciálním protivníkùm napomáhala i sportovní klání. Triumf letounù Bf 109 na leteckém mítinku v Curychu v létì 1937 byl doplnìn o nìkolik mìsícù pozdìji ustanovením rychlostního rekordu 610,95 km/h. Ve velmi krátkých èasových úsecích následovaly verze C, D a E. Pøesto však doplòování nových strojù k bojovým útvarùm nepokraèovalo tempem, který by si velení mohlo pøát. Ještì v srpnu roku 1938 tvoøila výzbroj letouny Bf 109 ménì než polovinu z 643 stíhaèù první linie. Ovšem bìhem následujících mìsícù roku se tempo dodávek k bojovým útvarùm zrychlilo. V okamžik pøepadení Polska (kterého se však zúèastnilo jen o málo více než dvì stì Bf 109) tak Luftwaffe disponovala zajisté nejlepší stíhaèkou, jaká byla v kontinentální Evropì vyrobena. S technickou i množstevní pøevahou tak stíhací èást Luftwaffe absolvovala polskou kampaò, první obranu Vaterlandu, Blitzkrieg proti západu i bitvu o Francii. S jednou nohou vykroèenou pøes kanál La Manche zahájila Luftwaffe v letních mìsících roku 1940 útoky na Británii. V tu dobu se mj. projevil jeden vážný nedostatek Bf nepøipravenost konstrukce stroje na nesení pøídavné nádrže, která by zvýšila dolet letounu pøi doprovodu bombardérù nad Británii. Tato zdánlivá malièkost byla jedním z faktorù, které zapøíèinily porážku Luftwaffe v Bitvì o Británii. Zkušenosti z bojù v r napomohly pøi vývoji verze F, která se zaèala k bojovým útvarùm dostávat bìhem pøedjaøí Elegance Bf 109 u Friedricha dosáhla vrcholu. Po bojích nad Kanálem a severní Francií, spíše již defenzivního charakteru, se Bf 109F zapojily i do útoèných akcí, a to zejména pøi operaci Barbarossa na východì nebo v severní Africe. Do pozdìjších úkolù Jagdwaffe ve druhé fázi války na východì i do obrany Øíše v letech se zapojovaly pøedevším Bf 109 verze G a v posledních mìsících války pak také verze K. Aèkoli na konci války bylo jasné, že koncepce letounu Bf 109 se po deseti letech služby dostala na hranici možností, po celou dobu své bojové èinnosti dokázaly jednotlivé varianty držet krok se svými stíhacími protivníky. Kromì svého prioritního urèení stíhacího letounu se Bf 109 objevily i v rolích stíhacíbombardovací, prùzkumná, noèní stíhací, palubní stíhací, cvièné nebo jako rammjäger. Nebe se pro Bf 109 nezavøelo ani po skonèení války. Nìkolik strojù sloužilo až do roku 1949 ve Švýcarsku, mnohé létaly v balkánských zemích, v osvobozeném Èeskoslovensku, a to jak v pùvodní podobì s motory DB 605, tak v pøestavìné variantì s motory Jumo 211. Zejména tyto stroje pozdìji tvoøily základ letectva bránícího svobodu novì budovaného státu Izrael. Finsko zrušilo Bf 109 až v roce 1954 a Španìlsko opustilo své HA-1109 a 1112 dokonce až v roce NAV1

2 ATTENTION UPOZORNÌNÍ INSTRUCTION SIGNS BEND OHNOUT OPTIONAL VOLBA INSTR. SYMBOLY OPEN HOLE VYVRTAT OTVOR PARTS ACHTUNG ATTENTION INSTRUKTION SINNBILDEN SYMETRICAL ASSEMBLY SYMETRICKÁ MONTÁŽ DÍLY REVERSE SIDE OTOÈIT REMOVE ODØÍZNOUT TEILE SYMBOLES APPLY EDUARD MASK AND PAINT POUŽÍT EDUARD MASK NABARVIT PIECES PLASTIC PARTS H> I> H J> I N> J T> N K> K T PE - PHOTO ETCHED DETAIL PARTS eduard COLOURS BARVY FARBEN AQUEOUS Mr.COLOR H 69 C37 GRAY RLM75 GRAY RLM02 C3 RED H 77 C137 TIRE GSi Creos (GUNZE) AQUEOUS Mr.COLOR H2 C2 H3 C5 BLUE H 90 C47 CLEAR RED H8 C8 SILVER H 94 C138 CLEAR GREEN H 11 C62 WHITE H 413 C113 YELLOW RLM04 H 12 C33 FLAT GRAY RLM66 H 25 C34 SKY BLUE H 417 C117 LIGHT BLUE RLM76 H 47 C41 RED BROWN H 65 C GREEN RLM70 MC213 STAINLESS H 68 C36 DARK GRAY RLM74 H5 2 PEINTURE Mr.METAL COLOR

3 H36 PE28 MC213 STEEL H35 PE27 H1 H35, H36 PE28 PE27 H1 PE46 PE22 PE PE21 H 12 C33 FLAT H 413 C113 YELLOW J1 H 413 C113 YELLOW H 12 C33 FLAT H 12 C33 FLAT H44 H51 A PE3 B PE4 J1 THE LATEST PART TO ASSEMBLE PE5 PE5 H 47 C41 RED BROWN H45 A H50 2 pcs. PE6 H34 H34 H29 B PE1 PE2 H2 3

4 MARKINGS A ; B ; C ; D H15 T1 PE14 H33 H32 H15 H32 H 25 C34 BLUE PE13 PE20 PE16 T14 PE17 H 12 C33 FLAT PE24 H33 PE15 T14 OPTIONAL: decal 8, 28 H3 MARKINGS A ; B ; C ; D PE42 PE25 PE36 MC213 STEEL H 12 C33 FLAT H4 PE23 PE12 PE9 PE11 PE10 PE36 PE15 T1 T14 I I3 H67 I16 fill MARKINGS A ; B ; C ; D I2 4

5 H52 I24 I23 I7 H41 T2 I7 PE34 T5 PE7 PE41 PE41 PE7, PE41 I2 MARKING E ONLY PE7, PE34 with I2 only T7 PE35 I26 I55 PE8 PE8, PE41 MARKING E ONLY I54 PE41 MARKINGS I30 PE41 I3 PE8, PE35 with I3 only A ;B;C;D T9 T10 I77 E MARKING T8 T11 I29 I28 I66 T4 H2 C2 I32 A ;B;C ;D E I58 - MARKINGS I58 T4 - MARKING H 77 C137 TIRE I43 I71 I31 5

6 H11 H56 H 77 C137 TIRE H55 H23 H24 step 2 H64 step 2 H12 MARKINGS B ; C step 1 H63 H 77 C137 TIRE MARKINGS B ; C step 1 CENTRAL RACK step 3 N2 CENTRAL RACK MARKINGS B ; C K3 MARKINGS B ; C N1 K3 6

7 H 94 C138 CLEAR GREEN I76 I72 I79 I78 H 90 C47 CLEAR RED FRONT VIEW I36 I11 I1 FRONT VIEW I35 PE31 I34 PE40 I36 I35 PE30 PE39 I33 I9 PE33 I38 I37 PE32 I74 7

8 I25 I59 CORRECT POSITION OF RADIATOR FLAPS I62 I62 I64 I59 I61 I61 I64 I8 H38 H 77 C137 TIRE H5 H 8 C8 SILVER H37 H71 H 2 C2 H71 H 2 C2 H37 H 8 C8 SILVER H13 H6 H14 H 2 C2 H 77 C137 TIRE H 2 C2 H38 H31 PE48 fill H31 8

9 J4 H 47 C41 RED BROWN H 12 C33 FLAT C PE26 J8 J3 - MARKING D J3 ONLY I80 H 12 C33 FLAT J8 J8 H42 H 47 C41 RED BROWN H42 PE19 J11 I47 - MARKING I47 E ONLY I49 PE47 PE43 J14 PE43 J8 I14 J11 C PE37 PE45 I21 H68 J8 J14 J8 J14 H8 H66 9

10 I70 MARKINGS B ; C H 417 C117 RLM 76 I15 I67 MARKINGS B ; C I12 I4 I65 H 417 C117 RLM 76 I4 I68 I75 H 417 C117 RLM 76 PE29 PE

11 A W.Nr , Flown by Fw. Hecker, 9./JG 54, Ludwigslust Air Base, February, 1944 The upper camouflage colors RLM 74 and RLM 75 - were oversprayed with RLM 76 light blue mottling. The makeup of the RLM 74 / 75 areas on the fuselage and wings go with color scheme C. The wide blue tail band identifies JG 54 aircraft. The badge painted below the canopy is that of III. Gruppe, JG 54. The 9th Staffel Devil Head is photographically confirmed on the left side of the cowling only. This aircraft was lost on April 8, 1944 when Uffz. Kroll was shot down and wounded close to Lüneburg. RLM 04 RLM H68 36 BLUE RLM 75 5 H69 37 WHITE RLM H RLM 70 eduard 11

12 W.Nr , Flown by Maj. Walther Dahl, the CO of III./JG 3, Bad Wörishofen, December, B 1943 This Bf 109G-5 was flown by Maj. Walther Dahl, the CO of III./JG 3, in the same time frame as camouflaged Bf 109G-6. Both Messerschmitts had the pilot s score painted on the rudder in almost the same way. Dahl scored his first victory in the Soviet Union on June 22, 1941 and his final one on April 26, His total score was 128 kills. He was awarded the Knight s Cross with Oak Leaves. Note the JG 3 badge on the cowling. 12 H12 33 WHITE H11 62 RLM 76 H RLM 70 eduard

13 C W.Nr , Flown by Flg. Victor Widmayer, 7./JG 11, Oldenburg Air Base, October, 1943 This aircraft served with JG 11 but was flown by JG 300 pilots during Wilde Sau missions. Note the black paint on the starboard wing lower surface. The rest of the camouflage is typical for Bf 109Gs at the Erla Leipzig factory. Flg. Widmayer scored his first victory at the controls of this aircraft downing a B-17 bomber on October 2, H11 62 ÈESKOU VERZI TEXTU NALEZNETE NA RLM 04 H RLM 02 H70 60 WHITE H11 62 H12 33 RLM 74 H68 36 RLM 75 H69 37 RLM 76 H RLM 70 eduard 13

14 D 1./JG 300, Flown by Fw. Hans-Werner Gross, Bonn Hangelar Air Base, March, 1944 This unusual camouflage scheme was seen on some JG 300 aircraft and these were flown during night sorties. Upper surfaces were RLM 76 with grey wavy lines. The exact color of the wavy line is not known RLM 75 or RLM 74 were used almost certainly. It was apparently in this aircraft that Hans-Werner Gross was shot down on March, ÈESKOU VERZI TEXTU NALEZNETE NA RLM H68 36 RLM 76 H RLM 70 H12 33 eduard

15 E Flown by Uffz. Hermann Berdelmann, 1./JG 300, Herzogenaurach Air Base, July, 1944 Close examination of photos shows that this aircraft had the fuselage of a Bf 109G-6 version combined with a canopy typical for the G-5. The wide tail band is depicted blue as the aircraft was supposed to be transferred to JG 300 from JG 54. The black number '' is a JG 54 marking while white '2' hails from JG 300. This aircraft was destroyed on July 29, 1944 when hit by defensive fire from US bombers. The pilot saved himself by taking to his parachute. RLM 04 H BLUE H5 5 H12 33 WHITE H11 62 WHITE RED H3 3 RLM 74 H68 36 RLM 75 H69 37 RLM 76 H RLM 70 RLM 02 H70 60 eduard 15

16 Bf 109G-5 STENCILING POSITIONS S58 S59 S57 S64 S25 S34 S70 S36 S67 S33 S27 S23 S30 S27 S8 S9 S63 S74 S73 S72 S71 S33 S36 S39 S40 S53 S54 S34 S35 S12 S11 S76 S77 S4 S7 S3 S13 S42 S51 S12 S11 S4 S3 S14 S68 S10 S76 S77 S20 S S15 S16 S65 S66 S72 S71 S22 S21 S71 S72 S73 S74 S31 S38 S5 S6 S5 S6 S32 S73 S71 S37 S74 S72 S22 S21 S2 S29 S2 S29 S72 S71 S1 S28 S74 S73 S74 S73 S24 S26 S74 S73 S60 S61 S22 S21 S72 S72 S71 S71 S8 S9 S22 S21 S35 S34 S36 S33 S76 S36 S33 S35 S34 S72 S71 S55 S56 S15 S16 S17 S19 S75 S41 S45 S46 S33 S36 S33 S36 eduard 16 EDUARD M.A Printed in Czech Republic