Bf 109G-5
82112
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 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 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 1934-35, 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 1936. 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 109 - 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. 1940 napomohly pøi vývoji verze F, která se zaèala k bojovým útvarùm dostávat bìhem pøedjaøí 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 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 1943 - 1945 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 1967.
82112 - NAV1
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82112
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A W.Nr. 27 119, 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 74
113 H68 36
BLUE RLM 75
5 H69 37
WHITE RLM 76
62
H417 117
RLM 70
H65 18
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W.Nr. 27112, 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, 1945. 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
BLACK
H12 33
WHITE
H11 62
RLM 76
H417 117
RLM 70
H65 18
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C W.Nr. 26 082, 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, 1943.
H65 18
H11 62
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H65 18
RLM 04
H413 113
RLM 02
H70 60
WHITE
H11 62
BLACK
H12 33
RLM 74
H68 36
RLM 75
H69 37
RLM 76
H417 117
RLM 70
H65 18
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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 18, 1944.
H65 18
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H65 18
RLM 74
14
H68 36
RLM 76
H417 117
RLM 70
H65 18
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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 '18' 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
H413 113
BLUE
H5 5
BLACK
H12 33
WHITE
H11 62
WHITE RED
H3 3
RLM 74
H68 36
RLM 75
H69 37
RLM 76
H417 117
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H65 18
RLM 02
H70 60
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Bf 109G-5
STENCILING POSITIONS
S58 S59
S74 ? S73
S8 ?
S57 ?
S36 ? S67 S33 S27
S64 S25 S34 S70
S30 S23
S63
S9
S27
S72 ? S71
? S65 ? S66 S10 S33 ? S36
S39 ? S40 ? S53 ? S54
S20
S15 ? S16
S18
S42 ? S51
S34 ? S35
S72 ? S71
S76 ? S77 S7 ? S13
S12 ? S11
S12 ? S11
S76 ? S77 S4 ? S14 S3 ? S68
S4 ? S3
S22 ? S21
S22 ? S21 S73 ? S74
S71 ? S72
S31
? S38
S5 ? S6
S32
S5 ? S6
? S37
S73 ? S74
S71 ? S72 S2 ? S29
S72 ? S71
S2 ? S29
S1 ? S28
S74 ? S73
S24 ? S26
S74 ? S73
S76 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
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