Bez názvu - 1

Bf 109G-6 late series
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GERMAN WWII 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 1934-35, 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, 1936. 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 610.95 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 1940. 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 1941. 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-1109-1112, re-engined Bf 109s, until 1967. The legendary low-wing fighter of Professor Willy Messerschmitt survived the state that developed
it.
úvodem
Žádný jiný stroj německé Luftwaffe není výrazněji spojen s jejím vzestupem a pádem ve 2. světové válce, než stíhací Messerschmitt Bf 109. Letoun, který
svou koncepcí výrazně předběhl dobu, ve které vznikal, se stal tahounem stíhacího letectva od prvních válečných konfliktů nacistického Německa, až do jeho
hořkého konce. Historie letounu se začíná v období let 1934-35, kdy Říšské ministerstvo letectví formulovalo specifikace zakázky na vývoj jednomotorové
jednoplošné stíhačky. Projektu se zúčastnily firmy Arado, Heinkel, Focke-Wulf a Bayerische Flugzeugwerke. V poslední jmenované působil na postu
technického ředitele profesor Willy Messerschmitt, jehož popularita se nesla na vlně úspěchu nedávno dokončeného kurýrního Bf 108. Jeho cílem bylo vytvořit
letoun s co největším poměrem výkonu k celkové hmotnosti, velikosti a aerodynamickým vlastnostem. V průběhu následujících měsíců vzniklo několik
prototypů, které sloužily zejména ke zkouškám a dalšímu vývoji. Letoun byl poměrně malý, oproti stávajícím zvyklostem relativně jemný, s revolučními
konstrukčními prvky jako byla dolnokřídlá koncepce, použití zatahovacího podvozku, křídlo s velmi štíhlým profilem, pohyblivé sloty, vztlakové klapky, zbraně
střílející osou vrtule, atd.
Dokonce uzavíratelný překryt kabiny nebo skořepinová konstrukce nebyly čtyři roky před začátkem 2. světové války tak obvyklým jevem, jak by se z dnešního
pohledu mohlo zdát. Bf 109 byl již z počátku svého vývoje, i přes problémy s pohonnou jednotkou, velmi nadějným projektem. Problémy s pohonem vyřešila
až zástavba motoru DB 601. Ten je spolu s pozdějším DB 605 neodmyslitelně spojen s úspěchy Bf 109. Řadový invertní dvanáctiválec do V poháněl několik
desítek tisíc vyprodukovaných „stodevítek“ ve více než 25 verzích a variantách. K prvnímu bojovému nasazení tří zkušebních kusů Bf 109 došlo za občanské
války ve Španělsku, kam byly odeslány v prosinci 1936. Stroje z předsériové výroby měly především ukázat schopnosti letounu v moderní letecké válce.
Následně se do bojového nasazení u 2./J.88 Legion Condor začaly dostávat i sériové stroje varianty Bf 109B-1. Snaze Německa ukazovat svou leteckou sílu
potenciálním protivníkům napomáhala i sportovní klání. Triumf letounů Bf 109 na leteckém mítinku v Curychu v létě 1937 byl doplněn o několik měsíců později
ustanovením rychlostního rekordu 610,95 km/h. Ve velmi krátkých časových úsecích následovaly verze C, D a E. Přesto však doplňování nových strojů
k bojovým útvarům nepokračovalo tempem, který by si velení mohlo přát. Ještě v srpnu roku 1938 tvořila výzbroj letouny Bf 109 méně než polovinu z 643
stíhačů první linie. Ovšem během následujících měsíců roku se tempo dodávek k bojovým útvarům zrychlilo. V okamžik přepadení Polska (kterého se však
zúčastnilo jen o málo více než dvě stě Bf 109) tak Luftwaffe disponovala zajisté nejlepší stíhačkou, jaká byla v kontinentální Evropě vyrobena. S technickou
i množstevní převahou tak stíhací část Luftwaffe absolvovala polskou kampaň, první obranu Vaterlandu, Blitzkrieg proti západu i bitvu o Francii. S jednou nohou
vykročenou přes kanál La Manche zahájila Luftwaffe v letních měsících roku 1940 útoky na Británii. V tu dobu se mj. projevil jeden vážný nedostatek
Bf 109 - nepřipravenost konstrukce stroje na nesení přídavné nádrže, která by zvýšila dolet letounu při doprovodu bombardérů nad Británii. Tato zdánlivá
maličkost byla jedním z faktorů, které zapříčinily porážku Luftwaffe v Bitvě o Británii. Zkušenosti z bojů v r. 1940 napomohly při vývoji verze F, která se začala
k bojovým útvarům dostávat během předjaří 1941. Elegance Bf 109 u „Friedricha“ dosáhla vrcholu. Po bojích nad Kanálem a severní Francií, spíše již
defenzivního charakteru, se Bf 109F zapojily i do útočných akcí, a to zejména při operaci Barbarossa na východě nebo v severní Africe. Do pozdějších úkolů
Jagdwaffe ve druhé fázi války na východě i do obrany Říše v letech 1943 - 1945 se zapojovaly především Bf 109 verze G a v posledních měsících války pak také
verze K. Ačkoli na konci války bylo jasné, že koncepce letounu Bf 109 se po deseti letech služby dostala na hranici možností, po celou dobu své bojové činnosti
dokázaly jednotlivé varianty držet krok se svými stíhacími protivníky. Kromě svého prioritního určení stíhacího letounu se Bf 109 objevily i v rolích stíhacíbombardovací, průzkumná, noční stíhací, palubní stíhací, cvičné nebo jako rammjäger.
Nebe se pro Bf 109 nezavřelo ani po skončení války. Několik strojů sloužilo až do roku 1949 ve Švýcarsku, mnohé létaly v balkánských zemích,
v osvobozeném Československu, a to jak v původní podobě s motory DB 605, tak v přestavěné variantě s motory Jumo 211. Zejména tyto stroje později tvořily
základ letectva bránícího svobodu nově budovaného státu Izrael. Finsko zrušilo Bf 109 až v roce 1954 a Španělsko opustilo své HA-1109 a 1112 dokonce
až v roce 1967.
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A W.Nr.160303, flown by Hptm. Friedrich Eberle, the CO of III./JG 1, Volkel, November, 1943
Friedrich Eberle, the commanding officer of III. Gruppe of JG 1, was downed in this Bf 109G-6 on January 30, 1944. The man who recorded the kill was
a P-47D Thunderbolt jockey, Lt. Robert Booth, of the 369th FS / 359th FG, a fighter ace with a total of eight kills to his credit. Booth himself was downed a few
months later, on June 8, 1944 and became a POW. Eberle was injured but survived the encounter with Booth and led III. Gruppe until April 27, 1944. In July
1944, he was appointed the CO of III./JG 4. Eberle led his unit in Operation Bodeplatte, the attack on Allied airfields on January 1, 1945. He was court
martialled for cowardice but finally was acquitted of the charge and survived the war with 33 kills. Eberle´s aircraft had been marked with a double chevron but
in accordance with temporary orders, this marking was painted over and the commander´s aircraft was marked with a number. The JG 1 crest was painted
on the left side of the cowling only. The rear part of the fuselage was partially overpainted with RLM 76 to tone it down.
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RLM 04
H413
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RLM 23
H414
114
RLM 02
H70
60
WHITE
H11
62
RLM 74
H68
36
RLM 75
H69
37
RLM 76
H417
117
RLM 70
H65
18
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11
B W.Nr. 15729, flown by Obstlt. Hermann Graf, Stab./JG11, Jever, early 1944
This aircraft was manufactured by the Erla factory as a Bf 109G-5 high-altitude fighter, but was converted to G-6 standard later. What was typical for the
G-5 and retained during the conversion was the anti-fog capsule in the windscreen. The camouflage scheme is unusual – the former camouflage including the
Stab marking was oversprayed with a light grey colour, probably RLM 76. Hermann Graf commanded JG 11 from November 11, 1943 till March 29, 1944 and
despite the fact that he was officially banned from flying, he managed to down seven aircraft – amounting to the final kills of his career. He is credited with 212
victories in total (the majority of which were with JG 52 and three with JGr 50). He was awarded for his successes during the war as well as after. He received
Diamonds to his Ritterkreuz with Oak Leaves and Swords, the fifth recipient of this honour, on September 29, 1942. Graf participated in propaganda
campaigns, and he was a member of the Luftwaffe soccer team. At the end of the war, Graf led JG 52 and retreated from East Prussia via Silesia to Bohemia
and surrendered to US forces at Pisek on May 8, 1945. He was promptly handed over to the Russians and spent more than four years in Russian captivity.
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C W.Nr. 411960, flown by Hptm. Franz Dörr, the CO of III./JG 5, Gossen, Norway, May, 1945
Franz Dörr downed his first victim, a British Wellington bomber, on September 29, 1941 as a member of 1.(Erg.)/JG 3. This unit was redesignated
7./JG 5 on January 1, 1942. In early May 1944, Dörr took command of III. Gruppe of JG 5 and led this unit till the end of war. Dörr was awarded the Ritterkreuz
on August 19, 1944. He managed to down 122 enemy aircraft – his score is marked on the rudder of his personal Bf 109G-6, W. Nr. 411960. This aircraft was
manufactured at the Erla factory and sports all its typical characteristics such as the small bulge on the right side of the cowling and different gun troughs. The
exact colour of the spinner is inconclusive from photographic evidence but can be black with a white spiral. The small disc on the rear fuselage identified
III. Gruppe aircraft.
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D flown by Oblt. Kurt Gabler, 8./JG 300, Jüterbog – Waldlager Air Base, Germany, July, 1944
The personal aircraft of Oblt. Kurt Gabler flew without camouflage. This saved on weight, reduced drag, and made the aircraft more effective in the pursuit
of the fast Mosquitos. The white tail and wingtips identified the leader´s aircraft since Gabler provisionally led III./JG 300 from June 20, 1944. The wide red
tailband was common to JG 300 aircraft at the time. Gabler´s tally of 17 kills is depicted on the rudder. Gabler was wounded in action in late September,
1944 and flew no further combat sorties through to the end of the war. The camouflage was stripped off the aircraft to lower aerodynamic drag and help the
pilot in the aforementioned pursuit of RAF Mosquitos. The wings seem to be oversprayed with one coplor, likely RLM 75. The national insignia on the lower
wings surface is not confirmed by photos. The upper cowling, canopy framing and some access panels could be either camouflaged or made of a darker
metal.
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RLM 23
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114
H68
36
WHITE
H11
62
BLACK
H12
33
SILVER
H8
8
RLM 75
H69
37
RLM 76
H417
117
RLM 70
H65
18
eduard
E W.Nr. 165350, flown by Lt. Anton Hafner, the CO of 8./JG 51, Tilsit-Ost, August, 1944
Hafner was photographed in the cockpit of this particular aircraft in August, 1944, when his unit was based at an airfield close to Tilsit in East Prussia (today
Sovetsk, a city on the Russian-Lithuanian border). Anton Hafner is credited with a total of 204 victories, all of them achieved as a JG 51 pilot. He served with
JG 51 not only on the Eastern Front where he downed the majority of his opponents, but in North Africa as well, where he was shot down and injured. He met
up with his destiny on October 14, 1944. During a dogfight with his 204th and final victim, a Yak-9, Hafner hit some trees and succumbed to his resulting
injuries. He was awarded the Ritterkreuz on August 23, 1943 and Oak Leaves were added on April 11, 1944. The appearance of this aircraft was partially
reconstructed from existing photos. It could have the standard rudder. The fuselage is darkened with blotches of RLM 74 and 75 .
ČESKOU VERZI TEXTU NALEZNETE NA
www.eduard.com/s/82111
RLM 04
H413
113
WHITE
H11
62
RLM 74
H68
36
RLM 75
H69
37
RLM 76
H417
117
RLM 70
H65
18
eduard
15
Bf 109G-6 late series
STENCILING POSITIONS
S58
S59
S74
?
S73
S8
?
S57
?
S25 S34 S70
S63
S9
S36
?
S67 S33 S27
S64
S30
S23
S27
S72
?
S71
?
S65
?
S66
S10
S33
?
S36
S39
?
S40
?
S53
?
S54
S20
S42
?
S51
S34
?
S35
S76 ? S77
S7
?
S13
S72
?
S71
S12
?
S11
S12
?
S11
S65
?
S66
S76 ? S77
S4
? S14
S3 ?
S68
S4
?
S3
S15
?
S16
S18
S22
?
S21
S22
?
S21
S73
?
S74
S71
?
S72
S31
?
S38
S5
?
S6
S32
S5
?
S6
?
S37
S73
?
S74
S71
?
S72
S2 ? S29
S2 ? S29
S72
?
S71
S1 ? S28
S74
?
S73
S55
?
S56
S24 ? S26
S74
?
S73
S76
S17
S15
?
S16
S22
?
S21
S74
?
S73
S72
?
S71
S72
?
S71
S22
?
S21
S60
?
S8
S61
?
S35
?
S34
S9
S36
?
S33
S36 S35
?
?
S33 S34
S72
?
S71
?
S55
?
S56
S15
?
S16
S17
S19
S75
S41
S45
?
S46
S33
?
S36
S33
?
S36
eduard
16
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