Emil In Norway

Historical Background

The Bf 109 has its origins in the 1933 study by the Technisches Amt (C-Amt) department of the Reichluftfahrtministerium. The study outlined four broad categories for future combat aircraft. One of them, Rüstungsflugzeug III, was for a single-seat fighter/short-range interceptor. The new fighter was to have a top speed of 400km/h at 6,000 meters, with a flight duration of 90 minutes. Power was to be provided by the Junkers Jumo 210 engine of 700hp. Armament would consists of a single 20mm MG C/30 engine mounted cannon, firing through the propeller hub, or two cowl-mounted 7.92mm machine guns, or a single lightweight MG FF 20mm cannon with two 7.92mm machine guns.The aviation companies Arado, Heinkel and Bayerische Flugzeugwerke (BFW), who was headed by Willy Messerschmitt, received the development contract in February 1934 whilst Focke Wulf received theirs in September of the same year. A proviso was made that the Jumo 210 engine would be interchangeable with the more powerful Daimler-Benz DB 600. All participants were asked to deliver three prototypes for testing in late 1934. Messerschmitt's design, the P.1034 was begun in March 1934 and the first prototype was ready by January 1935. However the Jumo 210 engines were not yet ready. In order to get the competing prototypes into the air, the RLM acquired Rolls-Royce Kestrel VI engines allowing the P.1034 (given the RLM type designation Bf 109) to fly in May 1935. The Jumo engines were finally available in late summer 1935, allowing prototype V2 to be compeleted in October 1935. The Bf 109 eventually prevailed against its rivals, especially the Heinkel He 112; being faster, and having superior climb and dive performance. The Bf 109 was first shown to the public when prototype V1 was flown during the Berlin 1936 Olympics. 

The Bf 109A was the first production version, powered by a Junkers Jumo 210B or D engine and armed with two cowl mounted MG 17 7.92mm machine guns. This was followed by the serial production Bf 109B, armed with the same armament although some aircraft were fitted with the engine mounted machine gun. Prototype V8 was fitted with two MG 17s in the wings and in prototype V8, 20mm MG FF cannons were fitted. Both Bf 109A and B models were tested under combat conditions during the Spanish Civil War. The A and B models were followed by the C and the D models. The Bf 109D was the major Bf 109 variant before the start of World War 2 and saw service during the Polish Campaign. They were soon taken out of service and replaced by the Bf 109E.  The 'Emil' introduced the Daimler-Benz DB 601 engine and a redesign of the airframe in order to maintain the improved performance whilst more effectively handle the extra heat produced by the more powerful engine. The first production version, the E-1 was armed with four 7.92mm machine guns. This was followed by the E-2 and the most numerous of Emils, the E-3. The E-3 replaced the wing machine guns with MG FF 20mm cannons. Some aircraft were equipped with the engine mounted MG FF (called motorkanone) but the cannon went mostly unused because of reliability problems.

The Bf 109 was credited with more aerial combat kills than any other aircraft and fought in all theaters of war, as far as the Luftwaffe was concerned. Arguably the most well known operations by the Bf 109, especially by the Emil version, was the Battle Of Britain. The Bf 109 enjoyed good throttle and engine response, good stall characteristics and docile and responsive handling. Its disadvantages include poor turning radius, high-speed handling characteristics and most notably, its lack of range to properly escort the bombers, especially during the Battle Of Britain. Around 3,487 Bf 109s were of the E versions out of 33,984 built.

The Kit

Hasegawa released their first 'modern' Bf 109E in 1988 (indeed it was the first of their 'modern' Bf 109 kits). Since it was a Hasegawa, modelers eagerly awaited for its release. They were not disappointed as the kit featured fine engraving, separate flaps and slats, underfuselage loads, reasonably detailed (at least for the late 1980s - early 1990s) interior and the inclusion of a small PE fret for the radiator grills and head armour. However, it was soon found out that the shape of engine cowling is off and the rear fuselage too thin. After half a dozen of reboxings, Hasegawa decided to fix the shape problems and re-release the kit in the 'JT' series (the earlier kit was in the 'J' series), of which this kit is one of them (the copyright notification was 1995). The clear parts in this kit allowed modellers to build either an E-3 or an E-7 (or even an E-4). There were also underfuselage rack and stores (a drop tank and a bomb), appropriate for an E-7  or a Jabo E-3/-4/-7.

Markings were provided for two aircraft: an E-7 from JG 5 'Esmeer', flown by Oberleutnant Gunther Scholz and an E-3 from 4./JG 77 'Herz As' flown by Unteroffizier Ludwig Froba. I think that the kit's title is somewhat of a misnomer. Whilst Oblt. Scholz was definitely an Experten with 33 kills, I was hard pressed to find info about Ufz. Froba. The only info I got about him was that he crashed Bf 109E-3 Werknummer 820 (the option in the kit) at a racecourse in neutral Sweden on 9 November 1940. He was subsequently interned until November 1941, after which he returned to service. There were no more information about him and his name was not listed in the roster of Luftwaffe's aces during World war 2. Anyway, the decals were typical Hasegawa of the 1990s and the noughties - well-printed, rather thick and the whites are actually off-white.

Construction

As always, construction started at the cockpit. Hasegawa's cockpit consists of 13 parts; detail is OK but I felt that more could be done by Hasegawa here. The parts were painted RLM 02 Grau whilst still on the sprue and were touched up after assembly. The instrument panel was painted RLM 66 Schwarzgrau whilst the instrument faces were painted Tamiya X-18 Semi-Gloss Black. There were raised detail here that can be dry-brushed to 'pop-up' the details but I chose to use leftover decals in my spares box for the instrument faces. I then assembled the oil cooler assembly, which consisted or a plastic flap and a PE grill. The PE material is stainless steel rather than brass, so it is more durable, but harder to cut from its fret. The cockpit and the oil cooler assembly were then glued to one of the fuselage halves and the fuselage can now be closed. Fit of the fuselage halves were very good.

Next, the wing assembly. I first painted the inside surface of the radiator cooler intake RLM 65 (the fuselage colour) and the grills in Mr Color 28 Steel. Parts C3 and C6 were then glued onto the lower wing and was followed by the upper wing halves. Fit is slightly off for the starboard half but again, nothing that cannot be overcame by a bit of filler. I decided to pose the slats in the deployed position so I painted the inside surface of the wings RLM 02. The slats were however tacked temporarily in the closed position to facilitate painting. I also decided to position the flaps in the lowered position, but like the slats, were temporarily tacked in the 'up' position. There is a gap between the upper wings and the fuselage but this was closed by running Tamiya Extra Thin Cement along the gap and applying upward pressure on the wings. The tailplanes were next in line - I glued them into their slots first, making sure that they're perpendicular to the vertical tail before gluing the support struts. I then moved back to the front fuselage. The parts for the turbocharger air intake were assembled and glued to the fuselage. Next, Part C17, which acted both as the prop shaft and cannon barrel were glued into its slot after which the upper fuselage cowl was put into place. But before that part A10, the cowl machine gun barrels were attached to the cowl...and I only remember to do that just before I apply the glue onto the cowl! And then it was off for painting.

Painting and Decaling

I originally intended to do Oblt Scholz's plane, which is quite unique in having RLM 76 Lichtblau undersides and RLM 74 Graugrun fuselage. However I forgot that I have ran out of RLM 76 and decided to do the second option, Ufz. Ludwig Froba's 'White 3'. The aircraft was painted in the early war scheme of RLM 02 Grau and RLM 71 Dunklegrun for the wing upper surfaces and the top part of the fuselage and RLM 65 Hellblau for the rest of the airframe. The model was first painted RLM 65 overall. The demarcation lines were then made using Tamiya tape and the camo pattern of RLM 02/71 were then painted. While browsing the internet, I found photos of the real aircraft on its back after Ufz. Froba crash-landed it at the Karlstad racecourse in Sweden and I also found the works of other modellers building the same aircraft. One of them pointed out some salient points in the painting of that particular plane. Here I list the ones which I took note and acted accordingly:

- oversized Balkankreuz on the the bottom of left wing only;
- exhaust area painted black (I use XF-69 NATO black);
- turbocharger intake painted RLM 71;
- Main gear legs in RLM 65;
- Tailwheel leg and fork in RLM 66.

As stated before, the kit decals were off white but luckily I still have the spare decals from my Tamiya kit, which also has the same marking scheme. From the Tamiya decal sheet, I used the II Gruppe's Sea Eagle insignia, the numeral '3' and '-', and the Balkankreuzes for the fuselage, upper wings and the oversized one for the left wing. The 'normal' Balkankreuz for the bottom right wing came from my Tamiya Me 262 kit. The stencils and the Grim Reaper-on-scythe insignia of 4. Staffel came from the kit. I tried to find the split swastika from the Tamiya kit but I think I've lost them so I have to use the kit swastikas. All the decals were quite thick and did not respond well to softening solutions. This caused some problems, especially for that swastika which were smack in the middle of the rudder/tailplane junction and also for the large balkankreuz as part of it were laid upon the wing cannon bulge.

Finishing

The rest of the parts, such as the pitot probe, the main landing gears and the uh, thingy under the ailerons can now be joined to the model. The canopy parts were then glued - I however left the head armour off, just to be different. After all, not all E-3s were fitted with the armour. The fit between the canopy and the rear glass panel was not very good, however. The slats were removed and re-glued in its extended position whilst the flaps were repositioned permanently. The props were painted RLM 70 Schwarzgrun and glued to the shaft. Actually it should be glued to the shaft (Part C17) before closing up the front fuselage, allowing the prop assembly to turn freely. The model was then subjected to a sludge wash and Tamiya Weathering Master was used to create exhaust stains. A spray of Flat Clear finishes the build.

Conclusion

A quite satisfying build for me. While Hasegawa's buildability are not on the same level with Tamiya's, their kits were pretty solid. The level of exterior detail is adequate (some say spot on, whilst the Tamiya kit has heavier details) and the shape is generally more accurate than Tamiya's Bf 109E. The cockpit however could use additional detail such as PE additions and/or resin replacement.