One-Oh-Four

I saw you mention it in your build, thanks for the heads-up! Dependant of the speed that the -F will be built I'll start the E-4. Josef Eberle's mount as depicted in Eduard's decals looks REALLY good!

As I was trying to find some Dutch Courage before starting Dragon's Bf 109E-4, I got cold feet because I want to build that bird with as much engine detail as possible. Since it has been too long since I finished a model I decided to have a go at Hasegawa's Bf 109F-4/Trop in Marseille's markings. To make sure I concentrate on "clean building" and the paint finish, I decided to build it according to IPMS-UK "Standard Kit" rules. Otherwise known as "Straight From The Box". I even plan on using the kit decals. IPMS-UK rules allow the use of aftermarket decals (won't be using them), the addition of (aftermarket) seat belts and the addition of rigging and radio wires. Sooooo..... Because Dave J is busy with W,Nr. 10137, I'm happy that I had already decided to build W.Nr. 8693! You know, the one with the red rudder... Please feel free to chime in with tips & tricks or if you think I made an error in accuracy. I learn from constructive criticism and although it might not be feasible anymore to correct something (or I just decide not to... ) it'll sure be a heads-up for my next project. And besides, it'll add to the value of the WIP as it isn't unthinkable that in the future an innocent new modeller finds this thread through a search machine and learns some new things! So, don't hold back! Although one compliment in ten criticisms would be appreciated by me... Hasegawa's box-top. Mine has Shigeo Koike's autograph... Sounds smug, I know, sorry.... Okay, know your subject. I have Lynn Ritger's books on the Bf 109, but since it isn't practical or legal to copy what he writes on the Bf 109, here follows what can be found on Wikipedia on the Bf 109F: "Compared to the earlier Bf 109E, the Bf 109F was much improved aerodynamically. The engine cowling was redesigned to be smoother and more rounded. The enlarged propeller spinner, adapted from that of the new Messerschmitt Me 210, now blended smoothly into the new engine cowling. Underneath the cowling was a revised, more streamlined oil cooler radiator and fairing. A new ejector exhaust arrangement was incorporated, and on later aircraft a metal shield was fitted over the left hand banks to deflect exhaust fumes away from the supercharger air-intake. The supercharger air-intake was, from the F-1 -series onwards, a rounded, "elbow"-shaped design that protruded further out into the airstream. A new three-blade, light-alloy VDM propeller unit with a reduced diameter of 3 m (9 ft 8.5 in) was used. Propeller pitch was changed electrically, and was regulated by a constant-speed unit, though a manual override was still provided. Thanks to the improved aerodynamics, more fuel-efficient engines and the introduction of light-alloy drop tanks, the Bf 109F offered a much increased maximum range of 1,700 km (1,060 mi) compared to the Bf 109E's maximum range of ~1200 km (746 mi). The canopy stayed essentially the same as that of the E-4 although the handbook for the 'F' stipulated that the forward, lower triangular panel to starboard was to be replaced by a metal panel with a port for firing signal flares. Many F-1s and F-2s kept this section glazed. A two-piece, all-metal armour plate head shield was added, as on the E-4, to the hinged portion of the canopy, although some lacked the curved top section. A bullet-resistant windscreen could be fitted as an option. The fuel tank was self-sealing, and around 1942 Bf 109Fs were retrofitted with additional armour made from layered light-alloy plate just aft of the pilot and fuel tank. The fuselage aft of the canopy remained essentially unchanged in its externals. The tail section of the aircraft was redesigned as well. The rudder was slightly reduced in area and the symmetrical fin section changed to an airfoil shape, producing a sideways lift force that swung the tail slightly to the left. This helped increase the effectiveness of the rudder, and reduced the need for application of right rudder on takeoff to counteract torque effects from the engine and propeller. The conspicuous bracing struts were removed from the horizontal tailplanes which were relocated to slightly below and forward of their original positions. A semi-retractable tailwheel was fitted and the main undercarriage legs were raked forward by six degrees to improve the ground handling. An unexpected structural flaw of the wing and tail section was revealed when the first F-1s were rushed into service; some aircraft crashed or nearly crashed, with either the wing surface wrinkling or fracturing, or by the tail structure failing. In one such accident, the commander of JG 2 "Richthofen", Wilhelm Balthasar lost his life when he was attacked by a Spitfire during a test flight. While making an evasive manoeuvre, the wings broke away and Balthasar was killed when his aircraft hit the ground. Slightly thicker wing skins and reinforced spars dealt with the wing problems. Tests were also carried out to find out why the tails had failed, and it was found that at certain engine settings a high-frequency oscillation in the tailplane spar was overlapped by harmonic vibrations from the engine; the combined effect being enough to cause structural failure at the rear fuselage/fin attachment point. Initially two external stiffening plates were screwed onto the outer fuselage on each side, and later the entire structure was reinforced. The entire wing was redesigned, the most obvious change being the new quasi-elliptical wingtips, and the slight reduction of the aerodynamic area to 16.05 m² (172.76 ft²). Other features of the redesigned wings included new leading edge slats, which were slightly shorter but had a slightly increased chord; and new rounded, removable wingtips which changed the planview of the wings and increased the span slightly over that of the E-series. Frise-type ailerons replaced the plain ailerons of the previous models. The 2R1 profile was used with a thickness-to-chord ratio of 14.2% at the root reducing to 11.35% at the last rib. As before, dihedral was 6.53°. The wing radiators were shallower and set farther back on the wing. A new cooling system was introduced which was automatically regulated by a thermostat with interconnected variable position inlet and outlet flaps that would balance the lowest drag possible with the most efficient cooling. A new radiator, shallower but wider than that fitted to the E was developed. A boundary layer duct allowed continual airflow to pass through the airfoil above the radiator ducting and exit from the trailing edge of the upper split flap. The lower split flap was mechanically linked to the central "main" flap, while the upper split flap and forward bath lip position were regulated via a thermostatic valve which automatically positioned the flaps for maximum cooling effectiveness. In 1941 "cutoff" valves were introduced which allowed the pilot to shut down either wing radiator in the event of one being damaged; this allowed the remaining coolant to be preserved and the damaged aircraft returned to base. However, these valves were delivered to frontline units as kits, the number of which, for unknown reasons, was limited. These cutoff valves were later factory standard fitting for Bf 109G and K series. ArmamentThe armament of the Bf 109F was revised and now consisted of the two synchronized 7.92 mm (.312 in) MG 17s with 500 rpg above the engine plus a Motorkanone cannon firing through the propeller hub. The pilot's opinion on the new armament was mixed: Oberst Adolf Galland criticised the light armament as inadequate for the average pilot, while Major Walter Oesau preferred to fly a Bf 109E, and Oberst Werner Mölders saw the single centreline Motorkanone gun as an improvement. With the early tail unit problems out of the way, pilots generally agreed that the F series was the best-handling of all the Bf 109 series. Mölders flew one of the first operational Bf 109 F-1s over England from early October 1940; he may well have been credited with shooting down eight Hurricanes and four Spitfires while flying W.No 5628, Stammkennzeichen SG+GW between 11 and 29 October 1940. Bf 109F sub-variants F-0, F-1, F-2Bf 109 F-2/Trop. As the DB 601E was not yet available in numbers, the pre-production F-0 (the only F variant to have a rectangular supercharger intake) and the first production series F-1/F-2 received the 1,175 PS (1,159 hp, 864 kW) DB 601N engine driving a VDM 9-11207 propeller. The F-0/F-1 and F-2 only differed in their armament; the F-1 being fitted with one 20 mm MG FF/M Motorkanone firing through the engine hub, with 60 rounds. The F-1 first saw action in the Battle of Britain in October 1940 with JG 51. The most experienced fighter aces like Werner Mölders were the first ones to fly the first Bf 109 F-1s in combat in October 1940. A total of 208 F-1s were built between August 1940 and February 1941 by Messerschmitt Regensburg and the Wiener Neustädter Flugzeugwerke. The F-2 introduced the 15 mm Mauser MG 151 cannon with 200 rounds. The Motorkanone was supplemented by two synchronized 7.92 mm (.312 in) MG 17 machine guns mounted under the engine cowl, with 500 rpg. As the harder-hitting 20 mm version of the same gun become available, a number of F-2s were retrofitted with it in the field. About 1,380 F-2s were built between October 1940 and August 1941 by AGO, Arado, Erla, Messerschmitt Regensburg and WNF. No tropicalized version was built, although individual F-2s were retrofitted with sand filters in the field. The maximum speed of the F-1 and F-2 was 615 km/h (382 mph) at rated altitude. F-0 (Pre-production aircraft built from E series airframes, Adolf Galland was one of the few to fly one operationally) F-1 (Armed with 1 × 20 mm MG FF/M Motorkanone cannon and 2 × 7.92 mm/.312 in MG 17 machine guns) F-2 (Armed with 1 × 15 mm (.59 in) MG 151 cannon and 2 × 7.92 mm/.312 in MG 17)F-2 trop (tropicalized version, only as field conversion) F-2/Z (high-altitude fighter with GM-1 boost, cancelled in favour of the F-4/Z) F-3, F-4, F-5, F-6 Bf 109 F-4. The 1,350 PS (1,332 hp, 993 kW) DB 601E was used in the F-3 and F-4 model together with a VDM 9-12010 propeller with broader blades for improved altitude performance. The DB 601E was initially restricted to 1,200 PS (1,184 hp, 883 kW) at 2,500 rpm; however, the full rating of 1,350 PS at 2,500 rpm was cleared for service use by February 1942. The DB 601E ran on standard 87 octane "B-4" aviation fuel, despite its increased performance; while the earlier DB 601N required 100 octane "C-3" fuel. Only 15 examples of the F-3 are believed to have been produced by Messerschmitt Regensburg between October 1940 and January 1941. Like the F-1, the F-3 was armed with the 20 mm MG-FF/M and two 7.92 mm (.312 in) MG 17s. From the F-4 onward, the new 20 mm Mauser MG 151/20 with 200 rounds was used as the Motorkanone. The first F-4s reached frontline units in June 1941. Production lasted exactly a year between May 1941 and May 1942, with 1,841 of all F-4 variants produced. Some of the later models were capable of mounting two 20 mm MG 151/20 cannons under the wing in faired gondolas with 135 rpg. These were designated F-4/R1 and 240 of them were produced by WNF in the first quarter of 1942. This optional additional armament was standardized as field kit for later G and K series. A special high-altitude variant, the F-4/Z featuring GM-1 boost, was also built with a production run of 544 in the first quarter of 1942 and saw extensive use. Finally, the Erla factory produced 576 tropicalized F-4 trop in the first half of 1942. Bf 109 F-6. With its initial engine rating of 1,200 PS, the maximum speed of the F-4 (and F-3) was 635 km/h (394 mph) at rated altitude; and with the clearance of the full rating of 1,350 PS, maximum speed increased to 670 km/h (420 mph). F-3 (As F-1 but with 1350 PS DB 601E engine, produced in limited numbers) F-4 (As F-2 but with DB 601E engine, 20 mm MG 151/20 "Motorkanone" cannon replacing the 15 mm MG 151)F-4/R1 (As F-4, but capable of mounting two 20 mm MG 151/20 cannons in underwing gondolas) F-4/Z (As F-4, high-altitude fighter with GM-1 boost) F-5 (Recon version of F-4, only one prototype known) F-6 (planned but not built)" So, this ends tonight's history lesson. Now I'll have a cup of coffee after which I'll continue with Jochen's office... Tomorrow I'll post some pics of "Gelbe 14" under Fair Use policy ( http://en.wikipedia.org/wiki/Fair_use) that I found on the internet and share my ideas on the pilot's seat of the Bf 109F-4.... S

I presume the thinner is the lacquer-thinner (Mr. Color) as opposed to the Aqueous-thinner? As I've read that the lacquer-thinner makes the paint somewhat (more) translucent?

Here can follow only one reaction:

Hi Dagovee, Welcome to LSM! Since you have stated that rigging isn't a problem you might want to start with the Pfalz D.IIIa or the Roland D.VI. I feel they are somewhat simpler in build-up than the Albatros D.V or D.Va. It doesn't make a huge difference, though. Be sure to get the machine-gun barrels from Master, though. They're perfectly made and spare you some hassle in bending the PE-parts from the kit. Cheers, erik.

I really like the natural metal finish too. Was it foiled or Alcladded?

The Hasegawa P-40E kit and it's derivatives (K-N) are really very good. You can make a very, VERY nice model from it straight from the box. As it's engineered to make different versions of it you have to add panels and the like here and there which are Mark-specific. If you are careful and test-fit, check if punchmarks aren't too heavy and if the contact areas are really smooth, you shouldn't have any problems with the kit. But this is something one should do with ALL kits. The rear cockpit windows are engineered more intelligently than on the 1/48 kits. Oh, Wow!! These are REALLY stunning! And that's something I don't write quite often... The WIP's are on LSM? I'm going to look for them immediately!

Bf 109E - The Dragon is indeed very good. I like the Eduard too, I think the Dragon is somewhat better in terms of moulding but the decals, wow!!! Bf 109F - I have the Hasegawa kit on the table. It is simpler than the Dragon -E but better detailed than the Hasegawa G's and K. Bf 109G-K - The Hasegawa. Gives a very nice result straight from the box. Is actually quite simple. Misses some details that you need to add; brake lines some cockpit details, nothing dramatic. Loads of aftermarket available. P-40B/C - Trumpeter made some strange decisions. The cockpit is much too shallow, get a resin replacement cockpit set. AFAIK, the rest is actually quite good. Loads of rivets but if you don't like those they're easily enough filled with Mr. Surfacer 500... P-40E-N - Hasegawa. Great kits that give a very good result straight from the box. Me -262A - The Trumpeter kit is very nice. Enough aftermarket to be had to satisfy anyone. Also very nice straight from the box. Bf 110C/D - As you can see on the WIP's here the Dragon kit is very nice. The instructions aren't. Good result to be had straight from the box, Eduard has PE, Master has turned brass barrels. Get EagleCals decals for them. F8F Bearcat - The Trumpeter kit is nice, there is a mix-up with the exhaust stacks, but I'm not sure anymore if the F8F-1 or the F8F-2 is correct?... Aires has a very nice cockpit set and wheel bay set. SBD Dauntless - The Trumpeter kit is very good. Inspired by the 1/48 Accurate Miniatures kit? Get aftermarket decals. P-38 - The Trumpeter kit is actually quite good! The cockpit can do with extra detailing. Not too much on the market as decals etc. go, unfortunately. Sadly, I don't see too many built on shows etc. I don't have the Trumpeter Bf 109E, Me 262B, Hellcat, Wildcat and TBM in my stash, so can't comment on them firsthand

Looking good, Jamme! I'm personally not a fan of empasizing every panelline but the colours look very good and the paint lies beautifully on the airframe. I'm indeed very curious how the rest of the weathering and markings will turn out. Most probably great! I have this kit in the stash too, planning to build it as an aircraft of No. 167 (Gold Coast) Sqn RAF that was reformed in June 1943 as No. 322 (Dutch) Sqn RAF.

Although I'm curious how their sales in the total EU are? That's also quite a substantial economic block... Edit: In reply to Jamme's post (no.40) that the USA is Tamiya's next most important market.

1) But is Tamiya ever known for completing their line-up of what ever? In that case I would think that the P-47 is a better candidate... I have a hunch that type is better known in general outside the UK & the Commonwealth than the Hurricane... 2) Does Tamiya's management follow that logic or might something other be logical for them in regards to their markets and targets?

But the fact that an exhibit is measured doesn't mean it'll be the next release. If one's goin to send a team across the ocean to measure something I think it's sound policy to let them measure any other exhibit that *might* be a future release. It's possible it'll be released in 10 years or never, ever...

Hi Bertl, that looks seriously good too!

Other than with Tamiya-paints there'll be no visible metallic particles, so it's a great technique! I suppose one could use Alclad Pale Gold straight from the bottle too for brass?

Oh James, if you don't mind me saying: Looking at the pics it looks like the lower right instrument-rim ( temperature) is blue? That should be green. The right side of the rim of the instrument next to the u/c lock/unlock lights should be brown. That's because the Germans used colour-coding for their fluid-lines and the accompanying instruments. Yellow: fuel, Brown: oil, Green: coolant, Blue: air/oxygen. Maybe the colours just look somewhat off because of the white-balance of the camera? In that case; Sooo sorry, sahib! In any case a terrific build, I saw one at Heiden, but find yours better finished!

Sh*te! Couldn't help myself... Pre-ordered the bugger....

Woohoo!!!!!!!

Nice one, Cees. Now a Luftwaffe model..... Nyeh nyeh nyeh

The silent witnesses of a bizarre accident are the parts of a P-47D razorback. Flying P-47D 42-7961, WZ-M, Lt.Col. Melvin F. McNickle of the 78th FG became unconscious during flight at 28.000 ft because of a malfunction in his oxygen system. He flew into the P-47 WZ-I of 1Lt. Beyers. Beyers coached his aircraft till the village of Driel just southwest of Arnhem where he had to bail out. Unfortunately too late, since his chute didn't open in time and 1Lt beyers fell to his death. The aircraft must've come howling down since it buried itself deep in the clay sediment of the river wetlands. Thats why a lot of the wreckage is as flattened as it is. There is also wreckage of Spitfire LF.Mk.IX MJ 874, 416 Sqn RCAF: Who says Rolls-Royce Merlin's always had the RR logo on the valve-covers? USAAF pilots: Luftwaffe pilot: Miscellaneous: German concrete practice bombs: A British 20mm shell which wound up in a tree. The tree was felled decades after the war ended. at the saw-mill the shell was found... The fragmentation of a German 20mm shell: And oh! Those two again!!! Cheers mates! Erik.

Bf 109G-6: Also from different aircraft, at least two that I'm aware of: A 19-year old pilot that was chased into the ground by P-51's. The excavation proved that he didn't even have had the chance to squeeze of a round at his opponents. Such was the situation in late 1944 and 1945, the new pilots could hardly control their mounts, much less use them in combat... This boy flew a Bf 109G-6AS, not the tamest combat fighter of the day... One of the cowl-mounted MG 131's: Observe the colours of the MG 131-rounds: 30mm Mk 108-rounds from a Bf 109G-6/U-4: Mk 108 30mm cannon: Since the parachute was found in the aircraft; the pilot perished. I don't know if actual remains were found in the wreckage. I find it hard to believe there weren't... Two MG 131's, used as cowl guns both in the later Fw 190A's as the later Bf 109G's. On the left how it looks straight from the soil, on the right after some tender, loving care by the museum staff!

Of course there's enough Luftwaffe stuff there, too. Fw 190A: These photos show wreckage from two Fw 190A-8's. One was excavated near Lobith in 1992 (Blaue 3). Parts from this aircraft are in the display cases. The other parts are from another -later- excavation. RLM 70 over red primer: Remnants of a Tatzelwürm: MG 131: MG 151/20: And to prove that I do occasionally build a model : Okay, it's the 1/48 Tamiya Fw 190A-8...

Of course, there are plenty objects from excavated downed bombers: A Wellington exhaust: Bristol Hercules engine: Bomber Command pilot: Quite a lot of aircraft were lost during Market-Garden: Short Stirlings were used to tow the Horsa gliders to Arnhem and to replenish the troops once on the ground. A pilot seat of such a Stirling: An upper fuselage part that was used for decades as a shed by a local farmer. You can observe that this Stirling did have the upper fuselage turret installed earlier: Rear gunners hatch:

On the way home from Heiden on Sunday April 7th we stopped by the Deelen Airfield Museum. Deelen lies next to Arnhem and was built by the German military during the occupation in World War 2. Together with Leeuwarden and Venlo it was used by the Nachtjagdwaffe. The Airfield was used after the war by the army liaison- and later helicopter units of the Royal Netherlands Air Force. At present the airfield is still military territory and used by the Airmobile Forces of the Royal Army when they exercise together with the RNLAF Chinooks and Cougars. http://www.museumvlbdeelen.nl/ A Luftwaffe wheel chock: FuG 220 + FuG 202: Photo CL3299, Imperial War Museum Objects from the "Diogenes" Nachtjagd air combat control bunker near Arnhem: A diorama of an RAF bomber attacked by a Bf 110. The fired rounds are depicted by LED's. Difficult to photograph, very effective to the eye!

Some models in the competition: That's all, folks!

A scratch-built Ju-52/3m: Woodgrain painted with acrylics: Jeroen Veen's models on display: