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Bf 109F-2 GERMAN WWII FIGHTER

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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 Barbarossa 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 fighter-bomber, 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-11091112, 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 stíhací-bombardovací, 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 vyřadilo své HA-1109 a 1112 dokonce až v roce 1967.

82115 - NAV1

ATTENTION

UPOZORNĚNÍ

INSTRUCTION SIGNS

BEND OHNOUT

OPTIONAL VOLBA

ACHTUNG

INSTR. SYMBOLY

OPEN HOLE VYVRTAT OTVOR

PARTS

ATTENTION

INSTRUKTION SINNBILDEN

SYMETRICAL ASSEMBLY SYMETRICKÁ MONTÁŽ

DÍLY

REVERSE SIDE OTOČIT

REMOVE ODŘÍZNOUT

TEILE

SYMBOLES

APPLY EDUARD MASK AND PAINT POUŽÍT EDUARD MASK NABARVIT

PIECES

PLASTIC PARTS

82110 H

82110 I

Z>82110 Z

82110 Q

82110 K

COLOURS

82110 R

BARVY

FARBEN AQUEOUS

GSi Creos (GUNZE)

AQUEOUS

Mr.COLOR

H6 H8

PEINTURE Mr.COLOR

H 70

C60

BLACK

H 77

C137

GREEN

H 80

C54

KHAKI GREEN

SILVER

H 90

C47

CLEAR RED

H 11

C62

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C138

CLEAR GREEN

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C33

FLAT BLACK

H 413

C113

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C34

SKY BLUE

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C114

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MC214

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H 416 C116

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PE36

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H 416 C116 RLM66 GRAY

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H 413 C113

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YELLOW

Z2 THE LATEST PART TO ASSEMBLE

PE3 PE4

PE5 PE5

A H 47 C41

H45

H 416 C116

RED BROWN

RLM66 GRAY

H50 H 416 C116 RLM66 GRAY

H34

H 416 C116 RLM66 GRAY

H34

2 pcs. PE40

H29

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PE2

H 416 C116 RLM66 GRAY

PE32 MC213 STAINLES

OPTIONAL: decal 23

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H 25 C34

H 416 C116

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H 416 C116 RLM66 GRAY

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decal 34 R14

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step 2

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MC214 DARK IRON

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MC214 DARK IRON

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H 70 C60

I74

RLM02 GRAY

I59 I25 CORRECT POSITION OF RADIATOR FLAPS I59

I62 H 70 C60

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I61 H 70 C60 RLM02 GRAY

I62 I64 I64

H5 - MARKINGS B ,C ,D,E H6 - MARKINGS B ,C ,D,E

H 77 C137

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decal S66

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H 416 C116 RLM66 GRAY

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Z1 H 12 C33 FLAT BLACK

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RLM66 GRAY

plastic - 0,2 mm l - 0,5 mm

Z6 I47 H 416 C116 RLM66 GRAY

PE45

PE38 PE38

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RLM66 GRAY

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OPENED CANOPY PE33

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MC214 DARK IRON

H 65 C18 RLM70 GREEN

H68 Z4

decal S57

H 65 C18

RLM70 GREEN

PE33 Z4

H 65 C18 RLM70 GREEN

H66

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inner side Z4

82115 Z4

Z4 I44 Z1

4 pcs. H58

H 12 C33

H 51 C11

H 70 C60

H 80 C54

BLACK

GRAY

RLM02 GRAY

KHAKI GREEN

PE53

PE54 PE53

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H57 PE55

PE53

MC214 DARK IRON

H 417 C117

MARKING

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decal 43 decal 43

H10

H 417 C117 RLM 76

RLM 76

Bf 109F-2, flown by Hptm. Hans Philipp, CO of I./ JG 54, Krasnogvardeysk, Soviet Union, A March 1942 Hans 'Fips' Philipp, an ace with 206 kills to his credit over the course of some 500 sorties, was born on March 17th, 1917 in Meissen. He joined the Luftwaffe in 1936. At the beginning of the Second World War, he served with I./JG 76, redesignated II./JG 54 in July 1940. As a member of this unit, he participated in the fighting over Britain, the Balkans and Operation Barbarossa. In April 1943, he was named CO of JG 1, and in this capacity he was shot down on October 8th, 1943, and did not survive his attempt to take to his parachute. For his combat successes, he was awarded the Knight's Cross with Oak Leaves and Swords. The aircraft flown by Hans Philipp was camouflaged with white over the upper and side surfaces to better suit the conditions of the winter of 1943 around Leningrad. The Gruppe Commander marking was carried on the fuselage, as were the II.Gruppe and JG 54 (Green Heart) identifiers. Both sides of the rudder carried Philipp's kill markings. The landing gear covers were removed due to their tendency to accumulate snow.

GREEN

H6 C6

RLM 04

H413 C113

RLM 74

H68 C36

RLM 70

H65 C18

RLM 23

H414 C114

RLM 76

H417 C117

WHITE

H11 C62

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Bf 109F-2, W. Nr. 9553, flown by Oblt. Siegfried Schnell, CO of 9./ JG 2, Théville, France, B June 1942 Siegfried ‘Wumm‘ Schnell, a native of today’s Polish Sulecin (then Zeilenzig in Brandenburg) joined the ranks of the Luftwaffe in 1936 and at the beginning of the Second World War he served with 4./JG 2. His first kill was in combat over France on May 14th, 1940, others followed over Britain and against English and American pilots over western Europe. After being assigned to JG 54, he first served with its III. Gruppe and was on February 1st, 1944 made CO of IV. Gruppe. While serving in this function, he was shot down on February 25th, 1944 over Narva by a Soviet fighter, this proving to be a fateful encounter. For his combat results, he was awarded on July 9th, 1941 the Knight’s Cross with Oak Leaves. In Second World War downed 93 enemy aircraft. Siegfried Schnell’s aircraft was camouflaged in the standard Lufwaffe fighter scheme using RLM 74/75/76. Both sides of the fin were decorated with the Knight’s Cross with Oak Leaves and markings symbolizing his victories.

BLACK

H12 C33

RLM 04

H413 C113

RLM 74

H68 C36

RLM 23

H414 C114

RLM 70

H65 C18

RLM 75

H69 C37

RLM 76

H417 C117

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Bf 109F-2, flown by Lt. Horst Buddenhagen, 5./ JG 3, Darmstadt – Griesheim, Germany, C April 1941 In the middle of February 1941, II./JG 3 was sent from the French coast back to Germany for some R and R and to re-equip with the more modern Bf 109F. In April, the new Bf 109F-2 was received at Darmstadt sporting the standard RLM 74/75/76 camouflage scheme to which the ground crew added yellow rudders and engine cowls. Lt. Buddenhagen’s aircraft also received the inscription Schluck=Specht 3. At the end of April 1941, II. Gruppe moved to France and after a month at Monchy-Breton was organised into units that were assigned to take part in Operation Barbarossa, the attack on the Soviet Union. Aircraft of the 5. Staffel were given bomb racks for the ocassion. Lt. Buddenhagen was killed by ground fire on a bombing mission on June 25th, 1941.

RLM 04

H413 C113

RLM 74

H68 C36

RLM 23

H414 C114

RLM 75

H69 C37

BLACK

H12 C33

RLM 76

H417 C117

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Bf 109F-2, W. Nr. 9538, flown by Lt. Hans Beißwenger, 6./ JG 54, Ostrow, Soviet Union, D July 1942 Hans ‘Beißer‘ Beißwenger was first assigned to an anti-aircraft gun unit after enterring the Wermacht in 1937, and went through pilot training in 1938. After completion, he taught flying. In the winter of 1940, he was assigned to 6./JG 54, and while serving with this unit he shot down a Yugoslav Hurricane on April 7th, 1941. Other victories came against Soviet pilots, and he eventually accummulated 152 kills. On March 6th, 1943, his Bf 109G-2 was the victim of a taran attack conducted by Ivan Kholodov of the 32nd GIAP, from which the latter was able to bail out, while in the wreck, Beißwenger met his death. ‘Yellow 4‘ was camouflaged in the standard Luftwaffe RLM 74/75/76 scheme, and the sides received an additional squiggle pattern of RLM 75 bordered with irregular lines of RLM 74. Some sources say that the squiggles were in RLM 02 and the linework in RLM 71. The yellow wingtips and fuselage bands were applied to aircraft operating on the Eastern Front.

RLM 04

H413 C113

RLM 74

H68 C36

RLM 23

H414 C114

RLM 75

H69 C37

RLM 70

H65 C18

RLM 76

H417 C117

WHITE

H11 C62

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E Bf 109F-2/b, flown by Oblt. Wilhelm Hachfeld, 2./ JG 51, Kiev, Soviet Union, Summer 1941 Even in combat over the plains of the Soviet Union, the Luftwaffe leadership planned on using Bf 109F-2 fighters equipped with bombs to attack ground targets. The entire Jagdgeschwader 51 under the leadership of Werner Molders was from the start of Oeration Barbarossa assigned the task of supporting Panzergruppe 2 over the central section of the front, with the final objective being Moscow. Future Knight’s Cross holder Wilhelm Hachfeld, born on September 20th, 1914 in Dessau, was appointed the 2. Staffel CO on October 8th, 1940. Bomben Willi, as he was known, led the unit until August 25th, 1941, at which point he took over the entire I. Gruppe JG 51 and served in that capacity until the end of April 1942. In May 1942, he became the CO of III./ZG 2, in who’s service he fell in Tunisia on December 2nd, 1942. The aircraft, equipped with ETC50/VIIId was camouflaged in RLM 74/75/76 and, as an aircraft serving in the Eastern Front, gained yellow wing tips and fuselage band.

RLM 04

H413 C113

RLM 74

H68 C36

RLM 23

H414 C114

RLM 75

H69 C37

RLM 70

H65 C18

RLM 76

H417 C117

WHITE

H11 C62

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Bf 109F-2

STENCILING POSITIONS

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