06/2010

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  Eduard Info 2010 page 2

  NEWS IN COLOR PE

  OEFFAG: SHAKE AND GLUE

  BRASSIN DB 601 ENGINE

  HISTORY OF FW 190D-11

  Instruction sheet, pictures

  and more information

  www.eduard.com

  INFO EDUARD

  Vol. 10 Friday June 18, 2010 Issue 6

  Eduard Info 2010 page 2

  This May has provided some damn

  interesting times, on our own soil as

  well as the world around us. Floo-

  ding has progressively affected parts

  of Moravia, Poland and Germany.

  The EU has found itself dealing

  with unprecedented problems, the

  Czechs won the World Hockey

  Championships in fantastic fashion,

  and the end of the month saw nati-

  onal elections that have proven fatal

  for several political celebrities of the

  Czech Republic. All of the domestic

  events have been essentially good

  for us Czechs, although I understand how the

  Russians might see it differently. With the bac-

  kdrop of world drama, we were busy dealing with

  our own problems here at Eduard. We were en-

  tangled in production rate problems to keep up

  with demand well into May, and we had dif cul-

  ty with keeping up with photoetched as well as

  with kit demand. It was due to excellent orders

  coming in, but nevertheless, gave us little rest.

  So, we dealt with it, and hopefully, successfully.

  On Tuesday, May 11th, we received two new

  machines for printing colour photoetched parts.

  These pieces of equipment carry a lot of signi-

   cance not just for an improvement of produc-

  tion capacity. As is well known, we have been

  criticized for the quality of some of the colour

  PE we have produced, concerning the colour

  grid of the printing process. We weren’t happy

  with it either, and over the past twelve months,

  we have been  ercely battling the problem, with

  varying degrees of success. We implemented

  several technological upgrades and tightened

  controls, but it was clear that permanent impro-

  vements would only come with a ground level re-

  organization. So, enter the radical simultaneous

  purchase of two new machines. Within a week,

  they were in use, and all of our production is now

  running through them. The quality improvement

  is very evident and satisfactory, although the grid

  is a necessary component of the process. Its still

  there, its horrible, it was better before, and Chi-

  na will show us how. Now, THAT”S sarcasm!

  Production capacity was a thorn in our side all

  spring, and, as mentioned, affected kit production

  Delivery of new equipment.

  Results of the new printer. Grid?

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  Eduard Info 2010 page 3

  Editorial

  as well. Through May, we went

  to three shifts, and by the end

  of the month, things were iro-

  ned out. That means that we

  are now back to producing kits

  that had to be temporarily hal-

  ted. But, as you may have no-

  ticed on Facebook, a rapid in-

  crease in capacity is not witho-

  ut risk. New and inexperienced

  people need to be brought on,

  and the gates open to almost

  anything. Speci cally, it cost

  us the mold for the Fw190D-11

  wing, which was one of the re-

  asons for the shortage of these

  kits as a whole. We were able

  to rectify the problem within

  about two weeks, but it cost us

  the time. But, the D-11/D-13

  Doras are back in the game.

  And, to calm ourselves down

  a bit, we decided to move the

  release date of the 1/48th

  scale OEFFAG 253 to July.

  The busted mold has only

  a peripheral effect on this de-

  cision, the main one being that

  we wanted the proper time re-

  serve to produce the best possi-

  ble kit. At this point, though,

  its looking as though there will

  not be really much tweaking ne-

  cessary. On Sunday, I assem-

  bled the  rst test shot. I was

  a happy boy. I had the very  rst

  test shots in my hands, which

  I do often, but this time the ini-

  tial shots are basically sound.

  Even so, we put a lot of ca-

  reful effort into our OEFFAG.

  This new kit has nothing in

  common with our older Alba-

  tros, which we’ve produced

  in almost incalculable quanti-

  ties. All is new. Added to the

  stitching details, we’ve added

  new features for the interwing

  strut assembly. As a result,

  the assembly of the upper

  June headliner, Albatros D.III OEFFAG 253 1/48 Pro pack edition

  The  rst test shots and subsequent build of the OEFFAG met, and even surpassed, expectati-

  ons. This was the  rst instance in our  rm’s history that a kit could be completed satisfactorily

  from the  rst test shot.

  Frantisek Toman, technical master, making some  nal adjustments to forms

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  Eduard Info 2010 page 4

  Editorial

  The Austro-Daimler is, by some, a model in and of itself. The installation of the engine and the pilot’s of ce in the fuselage.

  Note the glue type being used :-)

  The uncovered engine allows much of its details to be visible.

  The newly engineered interwing struts allow for the precise anchoring

  of the wing support system in its required position. The maintaining of

  the proper wing geometry of our OEFFAG is surprisingly easy.

  Fertig, Herr Oberst! Kit designers Vaclav Pospisil and Stanislav Archman.

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  Eduard Info 2010 page 5

  Editorial

  wing and maintaining the proper special geome-

  try is surprisingly simpli ed. The same applies to

  the undercarriage and control surfaces. To this,

  we added new details, bene ting the engine the

  most. Add to this our colour PE, attractive marking

  schemes of the Austro-Hungarian Empire printed

  by Cartograf, and you end up with a superb model.

  With the OFFAG set for July, the main kit

  release for June is the Su-22/Su-17M3.

  There has been talk of the shortcomings of the

  kit, but there can be more said for its strengths.

  There are also the new PE set, decal options, and

  a Brassin cockpit. Our Brassin seat for the Su-7

  made a splash, and for the Su-22 it won’t be

  any different. I would even go so far as to say

  the seat for this kit is better than the one in the

  Su-7, and, on top of that, there is a Brassin coc-

  kpit with other, smaller parts for the exterior.

  Then, there’s the Brassin DB 601 in 1/32nd

  for our Bf 109E. It’s not on the market as yet,

  but its just around the corner. It’s the  rst item

  in the Brassin line for a WWII aircraft, and is in-

  dicative what can be expected in the future. In

  the future, we’d like to release similar sets for

  our kits at around the same time as the actual kit

  Su-22/Su17-M3 Seat

  Overall view of the resin DB 601 engine for our Bf 109E

  Bottom view of the engine showing off the inverted V details including fuel pump, compressor air intake, and other features.

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  Eduard Info 2010 page 6

  Editorial

  release. The kits will be

  themselves less com-

  plex, but ready for in-

  clusion of the accesso-

  ries, if and as desired.

  So, for example, the anticipa-

  ted Bf 109F will not have an inje-

  ction molded engine as the Bf 109E did.

  The Friedrich will be simpler in this respect,

  but will have the same high standard of essential

  details such as surface details. The benet of this

  will be a signicantly lower base price for a very

  well executed kit, with the option of raising the

  level of detail via the Brassin sets. Incidentally,

  we have recently contemplated how to best exe-

  cute the gun troughs of the fuselage weapons.

  The demolding of these has led to different soluti-

  ons from different manufacturers, usually leading

  to the cutting off of the upper cowling. We chose

  a different route, and have chosen to separate just

  the troughs. This is how it was on the real thing.

  Don’t be worried about t problems of this part;

  the t will be excellent. The designer, Stan Arch-

  man, who put through his proposal for this feature,

  has assured me that if the t is less than perfect,

  he will sweep the property for two months.

  He hates sweeping. If the t is less than per-

  fect, his Christmas bonus will consist of a brand-

  spanking new wire broom. I think his risk is real-

  ly small….he was responsible for the OEFFAG,

  and my condence is inversely proportional to

  his risk.

  At the end of June, we will be in Brno, at Modell-

  Brno. We’re looking forward to it! Although the

  OEFFAG is now slated for July, there is a chance

  we will have some of them at Brno, which is at the

  end of June. Personally, I am pushing the boys

  and girls to that end. In any case, we will be taking

  a lot of new items to Brno, and should the Su-22

  be selling out by then, some will be held back for

  the show. Besides that, we’ll have a load of new

  PE for the show, as well as new Brassin sets.

  Keep on Modelin’!

  Vladimir Sulc

  The Brassin engine will also be applicable

  to the Bf 109E-1 Weekend Edition, slated for August, 2010.

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  Eduard Info 2010 page 7

  Model from the Kopro line, with Eduard

  accessories and colorful marking options.

  133 plastic and resin components,

  photoetched brass parts, Cartograf

  decals, Eduard Brassin seat, cockpit,

  and other details.

  1149 Su-22/Su-17M3 Fitter 1/48 LIMITED EDITION

  Su-22, Grupo Aéreo No11, Escuadrón Aereo 111,

  Talara air base, Peru

  Su-22, No. 1032 Squadron, OkbaBin Nafaa

  El´ Woutia´ air base, Libya

  Su-17M3, Soviet Naval Air Forces, 1980-1990,

  Soviet Union

  Su-17M3, 1st AE, 168th APIB, 36th ADIB,

  Bolshye Shiraki air base, Soviet Union, 1982

  Su-17M3, 101st ORAP (Independent Reconnaissance

  Regiment), Soviet Union, late 80´s

  Cold War era Soviet

  fi ghter-bomber

  Complete seat,

  pilot’s cockpit

  and other details.

  On the heels of March’s Su-7 (Cat No. 1148),

  we continue with the release of another Sukhoi

  product from a former Kovozavody Prostejov mold.

  Just like the Su-7, the Su-22/Su-17M3 (as the original

  Soviet version was known) includes items to detail and

  correct the original kit with not just photoetched brass,

  but resin in the form of a relatively large assortment

  of parts from the Brassin line. Czechs and Slovaks

  may be disappointed at the lack of their respective

  markings, but fear not, this speci c version was

  never in use with the CSLA. ‘Our’ version of the Fitter

  will be available in the second half of the year. The kit

  in question now, however, offers interesting Soviet,

  Peruan and Libyan markings. The second model for

  the month is the Weekend Edition of our very suc-

  cessful and beautiful monoplane from the First World

  War, the Fokker Eindecker. For those who want

  more than the simpli ed Weekend kit, we also offer

  the Eindecker E.I, E.II and E.III in 1/48th scale as

  a Limited Edition or a Pro pack offering (Cat No.

  1141 and 8156) (JZ)

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  Eduard Info 2010 page 8

  Kits

  This Fokker E.II 68/15 was written

  off during landing by Leutnant

  Bruckmann. Black and white

  stripes identify this aircraft as

  fl ying with a unit that was at-

  tached to Aerm Abteilung Geade

  on the Alsatian Front. The black

  rudder was likely an identifi er for

  aircraft serving with Kampfeinde-

  cker Halbabteilung in FFA9b.

  Out of this segment later came

  KEK Ensisheim, the basis for

  the future Jasta 16.

  8418 Fokker Eindecker 1/48 WEEKEND EDITION

  In the spring of 1915, the air force brass of the warring

  nations turned their attention to the question of arming

  combat aircraft. The most effective form of arma-

  ment was deemed to be a forward  ring machine gun

  setup, but this was affected by the rotating propeller.

  Different air forces approached the problem in different

  ways. The French mounted the gun on the top wing,

  and above the propeller arc, or  ring through the pro-

  peller arc which was equipped with de ector strips.

  The British introduced pusher aircraft, the engine

  being placed behind the cockpit and gun assembly.

  The most effective and modern method of solving this

  issue was developed by the Germans, when Anthony

  Fokker, a Dutchman working in their services, deve-

  loped a synchronization mechanism. This preven-

  ted  ring at the moment when the prop blade traver-

  sed the  eld of  re from the gun. This synchroniza-

  tion mechanism was mounted on the single seat mo-

  noplane M5K, which Fokker himself demonstrated on

  the front at the end of May and the beginning of June,

  1915. The success of this type was full and immediate,

  and was followed by an order for the supply of these

  aircraft to the German air force. Production was initia-

  ted quickly, and supplied 415 aircraft spread between

  E.I to E.IV versions. When these aircraft reached

  combat in the summer and fall of 1915, they brought

  with them a distinct change in the direction of the war.

  Flown by aggressive pilots such as Boelcke and

  Immelmann, the Fokkers elevated the  ghter to

  a very dangerous weapon, and became a symbol

  of the superiority of the German air force in air

  combat through the second half of 1915 and into

  the beginning of 1916.

  SPECIFICATIONS:

  Length: 7.30 m

  Span: 10.04 m

  Empty Weight: 349 kg

  Take-off Weight: 604 kg

  Maximum Speed: 150 km/h

  Powerplant: Oberursel U.I rated at 100 hp

  Armament: one LMG 08/15 7.62 mm

  machine gun.

  Fokker E.II 68/15, Lt. Brückmann, late 1915

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  Eduard Info 2010 page 9

  648015 F-4S wheels1/48 (Hasegawa)

  648014 F-4J/N wheels1/48 (Hasegawa)

  The Eduard Brassin kitchen serves up two sets of

  F-4 wheels this month. This is for the Hasegawa fam-

  ily of Phantoms for which we have seats and wheels

  for the F-4C/D/E/F/G (Cat No. 648009 and 6480012).

  The seat to go with the wheels released this month

  (for the J/N and S) will be available in July under the

  designation ‘F-4B/J/N/S Seat’, Cat No. 6480019.

  And that will certainly not even be close to the  nale

  of parts for the Hasegawa 1/48th scale Phantoms

  from our Brassin line. (JZ)

  MEET US ON FACEBOOK

  www.facebook.com/EduardCompany

• Page 10

  Eduard Info 2010 page 10

  36093 M-1134 ATGM blast panels

  32237 F-8E exterior

  48634 B-24 bomb bay

  73352 Canberra PR.9 S.A.

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  Eduard Info 2010 page 11

  32248 EF 2000 ladder 1/32 (Revell/Trumpeter)

  73357 J 35Ö Draken S.A 1/72 (Hasegawa)

  73357 J 35Ö Draken S.A 1/72 (Hasegawa)

  48642 F6F-3 exterior 1/48 (Hobby Boss)

  32245 EF 2000 Single Seater exterior 1/32 (Revell)

  49470 F-100C interior 1/48 (Trumpeter)

  48639 F-100C exterior 1/48 (Trumpeter)

  49472 A-4B S.A. 1/48 (Hasegawa)

  32245 EF 2000 Single Seater exterior 1/32 (Revell)

  49478 F6F-3 interior S.A. 1/48 (Hobby Boss)

  36114 T26E4 Super Pershing 1/35 (Hobby Boss)

  73349 HAS.2 S.A. 1/72 (Hobby Boss)

  This month brings you the offering of 21 etched

  sets, and eight of their Zoom derivatives. Allow me

  also to point out the expanding line of sets offered

  for the Revell and Monogram B-24 in 1/48th scale,

  same scale sets for the B-57B from Air x, and the

  exterior set for Trumpeter’s Sword sh in 1/32nd.

  There are two sets for the EF 2000 in 1/32nd meant for the

  Revell kit, although the ladder can certainly be applied

  to the Trumpeter kit as well. Owners of the F6F-3 from

  Hobby Boss shouldn’t overlook our sets for its inte-

  rior and exterior, which will allow the kit to be brought

  to a much closer representation of the real thing.

  The list of aircraft for which we will be releasing sets will,

  as usual, be expanding in the coming months.

  Here, we show only some of the sets available for

  the month, and you can  nd the full listing on the next

  page. (JZ)

• Page 12

  Eduard Info 2010 page 12

  June release 2010

  KITS

  1149 Su-22/Su-17M3

  8418 Fokker Einedecker

  BRASSIN

  648014 F-4J/N wheels

  648015 F-4S wheels

  PE-SETS

  32245 EF 2000 Single Seater exterior

  32248 EF 2000 ladder

  32250 Swordfish Mk.II exterior

  32671 Swordfish Mk.II interior S.A.

  36114 T26E4 Super Pershing

  48635 B-24D exterior

  48636 B-24D rear interior

  48639 F-100C exterior

  48642 F6F-3 exterior

  48649 A-4B landing flaps

  48653 F-16I SUFA exterior

  48656 F-100C undercarriage

  49465 B-57B S.A.

  49470 F-100C interior S.A.

  49472 A-4B S.A.

  49475 B-24D seatbelts

  49478 F6F-3 interior S.A.

  49484 F-16I SUFA interior S.A.

  49495 B-57B seatbelts

  73349 HAS.2 S.A.

  73357 J 35Ö Draken S.A

  .

  1/48 Limited edition

  1/48 Weekend edition

  BRASSIN

  1/48 Hasegawa

  1/48 Hasegawa

  PE-SETS

  1/32 Revell

  1/32 Revell/Trumpeter

  1/32 Trumpeter

  1/32 Trumpeter

  1/35 Hobby Boss

  1/48 Revell/Monogram

  1/48 Revell/Monogram

  1/48 Trumpeter

  1/48 Hobby Boss

  1/48 Hasegawa

  1/48 Hasegawa

  1/48 Trumpeter

  1/48 Airfix

  1/48 Trumpeter

  1/48 Hasegawa

  1/48 Revell/Monogram

  1/48 Hobby Boss

  1/48 Hasegawa

  1/48 Airfix

  1/72 Hobby Boss

  1/72 Hasegawa

  ZOOMS

  33067 Swordfish Mk.II interior S.A.

  FE465 B-57B interior S.A.

  FE470 F-100C interior S.A.

  FE472 A-4B S.A.

  FE478 F6F-3 interior S.A.

  FE484 F-16I SUFA interior S.A.

  SS349 HAS.2 S.A.

  SS357 J 35Ö Draken S.A.

  MASKS

  CX260 F-100C

  CX261 Ju 88A

  CX262 F/A-18D

  EX299 Tornado IDS

  EX301 Ta 152C

  EX302 Bf 110D

  JX108 Bf 109E-3

  XT160 M-26 wheel masks

  XT161 Challenger Enhanced armor wheels

  XT163 Crusader III wheel masks

  BIG-ED sets

  BIG3571 M-1134 ATGM

  BIG3284 F-8E US NAVY

  BIG4927 B-24J

  BIG4928 F-15K

  BIG7256 CANBERRA PR.9

  ZOOMS

  1/32 Trumpeter

  1/48 Airfix

  1/48 Trumpeter

  1/48 Hasegawa

  1/48 Hobby Boss

  1/48 Hasegawa

  1/72 Hobby Boss

  1/72 Hasegawa

  MASKS

  1/72 Trumpeter

  1/72 Zvezda

  1/72 Academy

  1/48 Hobby Boss

  1/48 Dragon

  1/48 Dragon

  1/32 Trumpeter

  1/35 Hobby Boss

  1/35 Trumpeter

  1/35 Italeri

  BIG-ED sets

  1/35 Trumpeter

  1/32 Trumpeter

  1/48 Revell/Monogram

  1/48 Academy

  1/72 Airfix

  

• Page 13

  Eduard Info 2010 page 13

  Eduard at Shizuoka

  Opening of the 49th Shizuoka Hobby Show. Second from the right is Mr. Irisawa,

  the owner of Beaver Corporation, our distributor in Japan.

  May 15th was the  rst general day of the show. The Beaver tables

  were so packed at times, that not even the employees of the  rm

  could move around.

  Karel Padar demonstrating the application of photoetched brass.

  Karel’s demonstrations draw as much attention there as they do

  at home, despite a de nite language barrier. We weren’t sure what

  to make of a suspiciously high number of observers at one of his

  presentations wearing Lion’s Roar tags.

  Between May 13th and 16th, 2010,

  there was the traditional convention at

  the Shizuoka Hobby Show, which can

  be likened to a Japanese Nuremberg

  Toy Fair. Not missing this event for any-

  thing that has to do with toys, hobbies

  and modeling on the Japanese islands

  is a good idea. Eduard was represented

  by our Japanese distributor, the Bea-

  ver Corporation, and also by our own

  Karel Padar. For those that may not know,

  Karel Padar is responsible for the deve-

  lopment and production of our photoe-

  tched lines, and is very well respected

  and popular in Japan, thanks in part to

  his life-long fascination and modeling

  dedication to Japanese subjects. (JZ)

• Page 14

  Eduard Info 2010 page 14

  Events

  EXPO 2010 IPMS Rio, Brazil

  1144 Fw 190A „Nachtjäger“ – Dual Combo in 1/48

  8184 Fw 190D-9 in 1/48, one of the news for 2010.

  We would like to express our gratitude to Mr. Daisuke

  Yasutake, marketing manager of Beaver Corporation

  for the photographs and information from the show.

  For the second time, Eduard took part in the main Bra-

  zilian model show hosted by IPMS Rio. This year, the

  theme of the show was squarely aimed at the Ameri-

  can air force. For this event, Eduard sponsored several

  awards including our traditional Eduard Trophy.

  1. Best USN Aircraft to 1945, one by an F6F-3,

  2. Brassin Award for best jet aircraft irrespective of cate-

  gory, the winner of which won three Brassin sets of his

  or her choice,

  3. Best WWI aircraft, the winner of each wins a dual

  combo kit from Eduard of his or her choice,

  4. Best Eduard kit with the winner getting an Eduard

  Pro pack kit of his or her choice, and

  5. Best use of Eduard PE, the prize there being a Big Ed

  set of his or her choice.

  The results were well worth it:

  1. Best USN Aircraft to 1945 – Eduard Trophy: Helldiver from Aca-

  demy in 1/72nd scale by Alysson Cesar Oliveira De Castro from

  Fortaleza/CE, some 2500 km from Rio. This was his second visit

  to this contest, and again he walked away with many awards.

  2. Best Jet: Hasegawa F-18 by Carlos Magno Leal. Furthermore,

  the Eagle Statue con rmed that this was one of the ‘top ten’ models

  of American aircraft at the show. The IPMS-RIO Trophy went

  to Rodrigues Vaz.

• Page 15

  Eduard Info 2010 page 15

  Events

  3. Best WWI Aircraft: Zeppelin Staaken from Roden, 1/72nd scale.

  The model was built by professional modeler Afonso Giordano Neto

  (his diorama contains a Fokker D.VII from Revell and a Fokker E.V.

  from Eduard).

  4. Best Eduard Kit: Bf 108 in 1/48th by Afonso Giordano Neto.

  5. Best use of Photoetched: Fw 190D-9 from Eduard in 1/48th by

  Eduardo Brettas.

  2011 will focus on the Italian air force. We are looking

  forward to seeing what will be brought to South Ame-

  rica. In any case, we wish the organizers of the event

  a lot of luck and success for the coming year. (JZ)

  more www.eduard.com

  BEST BRASS AROUND

  eduard

  32245 EF 2000 Single Seater exterior 1/32 (Revell) 32245 EF 2000 Single Seater exterior 1/32 (Revell) 32248 EF 2000 ladder 1/32 (Revell/Trumpeter)

  SELECTED JUNE RELEASES

  MEET US ON FACEBOOK www.facebook.com/EduardCompany

  48642 F6F-3 exterior 1/48 (Hobby Boss)

  49472 A-4B S.A. 1/48 (Hasegawa) 48639 F-100C exterior 1/48 (Trumpeter)

• Page 16

  Eduard Info 2010 page 16

  The development and production of military aircraft

  in Germany at the end of the war was impacted on

  by virtually everything one can think of. There was

  a lack of strategic raw materials, delays in the develo-

  pment of new engines, a shortage of quality C3 fuel,

  and above all, a shortage of time.

  When contemplation was being made as to which

  in-line engine to install into the Focke-Wulf Fw 190,

  the decision was quickly made in favor of Junkers’

  Jumo 213A. Not because it was readily available,

  but because newer engines in the works were still

  being developed, or their production was dedicated

  to other types (such as the Daimler Benz DB 605 for

  the Messerscmitt Bf 109G).

  With the installation of the Jumo 213A came the

  ‘Dora’, or the Fw 190 D-9, and production was ini-

  tiated in August, 1944. Initially, the aircraft was met

  with skepticism, but this quickly turned to enthusiasm

  among pilots of the ‘Longnose Dora’ The engine pro-

  duced 1750 hp, and with MW 50 injection, the output

  was raised for short bursts by a useful amount.

  The armament consisted of 13mm MG131 machine

  guns in the upper fuselage, and two 20mm cannon in

  the wing roots.

  So, the Dora was introduced into combat, and un-

  derstandably, the designers turned their attention

  on ways to increase the aircraft’s performance and

  armament. Work was begun in the summer and

  fall of 1944 on prototypes of the Fw 190 D-12 and

  Fw 190 D-13. These had two main things in common:

  one, they were powered by the long awaited Jumo

  213 F (rated at 1870 hp and 2050 hp with MW 50),

  and two, these engines were designed to use B4

  fuel, with an octane rating of 87, instead of C3 fuel,

  which had a higher octane value but was in hope-

  lessly short supply.

  The armament was switched from two 13mm machine

  guns above the engine to a cannon with its barrel in

  the engine shaft. In the case of the Fw 190 D-12,

  this was to have been a 30 mm MK 108, and in the

  D-13, a 20 mm MG 151. Furthermore, both versions

  were to be equipped with instrumentation for adverse

  weather  ying, and some were to also have the

  EZ 42 gyroscopic gunsight, which was being combat

  tested in the fall of 1944.

  D-12 Doras were to be manufactured by Arado and

  Arbeitsgemeinschaft Roland. The latter produced

  the  rst Fw 190 D-13s. However, initiating the pro-

  duction of both versions was constantly delayed,

  and it appears as though the production of the D-12

  was never initiated at all. The  rst D-13 produced

  by Focke-Wulf weren’t delivered until March, 1945.

  For this reason, it was decided to initiate production

  of a D-9 and D-12/D-13 hybrid as an interim (Zwis-

  chenserie) solution. Testing of the Fw 190 D-11 pro-

  totype was begun as early as August and September,

  Focke-Wulf Fw 190 D-11 Jan Bobek

  The photograph illustrates Focke-Wulf

  Flugzeugbau GmbH’s production facility

  in Sorau. The Allies mounted 61 attacks

  on this company’s facilities during the

  war, hitting this one twice, both times in

  the spring of 1944, and each time caus-

  ing about 50% destruction to the area.

  Production was restarted quite quickly,

  usually with the help of external person-

  nel that weren’t recovering from shock

  after the bombardment. In one instance,

  production in machine tool plant was able

  to restart in 48 hours.

  Thanks to the Allied attacks, Focke-Wulf

   lled about 73% of its orders during 1944,

  and about 50,000 man-hours were need-

  ed for the cleanup and repairs necessary.

  The factory at Sorau at the end

  of the war produced the Fw 190 D-11,

  and employed about 4,500 people.

  The company employed a total of about

  30,000 people, out of which some 50%

  were from concentration camps and

  forced labor from occupied countries.

  Among the biggest problems caused by

  the bombings was the disruption of pro-

  duction at the Focke-Wulf plant in Gassen

  and production of plexiglass by Rohm

  & Hass in Darmstadt.

  (NARA, via Footnote.com)

• Page 17

  Eduard Info 2010 page 17

  History

  1944, with production starting at Sorau (today Zarow

  in Poland). Sorau was captured by the Red Army

  in mid February, 1945. It´s possible that production

  continued at Focke-Wulf at Cottbus, before even this

  town fell to the enemy in the latter half of April.

  It has been widely reported that there were about

  twenty D-11s produced, but this number is evidently

  higher. This notion is supported by two period do-

  cuments. In the records of Jumo-Aussendienst

  (service outsourcing) we can conclude that at Sorau,

  there were forty powerplants installed in D-11s. And

  just to complicated the matter, these were supposed

  to be the more modern Jumo 213F-1. This, of course,

  doesn’t con rm that all forty birds reached combat

  units. A number of these could have been in various

  states of completeness, could’ve been destroyed

  in the  ghting for the town, and they could’ve also

  been captured by the Soviets. The second document

  from mid-February, 1945, suggests that parts in short

  supply for forty aircraft being assembled at Sorau

  and Cottbus were to be supplied by Arado in Prague.

  Current information states that Focke-Wulf had,

  in preparation,  fty Fw 190 D-9s and one-hundred

  Fw 190 D-11s (bringing the total count of D-11s to

  140).

  These elegant machines were then equipped with

  a version of the Jumo 213 F (incorrectly identi ed as

  the Jumo 213 E in the Eduard instructions) but carried

  no armament in the fuselage. The wings gained two

  30 mm MK 108 cannon in the outboard wing gun

  bays to go with the two 20 mm cannon already

  present. The MK 108s could also have been substi-

  tuted by a pair of 20 mm MG 151 weapons. From

  period records, we know that  fteen Fw 190 D-11s

  were delivered to units by the end of March, and that

  four of these were equipped with the EZ 42 gyrosco-

  pic gunsight. There were teething problems with the

  Jumo 213 F, and  ying this aircraft was probably not

  for greenhorns. So far, there have been three units

  identi ed that  ew this unique aircraft.

  VERBANDSFÜHRERSCHULE DES GENERALS

  DER JAGDFLIEGER (VFS des G.d.J.)

  This training unit was formed in September, 1944,

  at Königsberg-Neumark (today Chojna in western

  Poland). The unit primarily used the Messerschmitt

  Bf 109 G-6 and Focke-Wulf Fw 190 A-8, but from the

  beginning of 1945, began to also use the Bf 109 G-14

  and Fw 190 F-8. The unit answered to the ‘General of

  Fighter Units’ (General der Jagd ieger), who at this

  time was Adolf Galland, and its purpose was to train

  unit COs in combat tactics against waves of four-en-

  gined bombers. Talented young  ghter pilots passed

  through the training facility, as well as unit comman-

  ders that were to improve de ciencies in combat

  tactics against four-engined heavy bombers, and to

  train their units accordingly to be successful against

  the Americans. A third group of “students” were

  commanders of bomber units that were supposed

  to convert their units to  ghter aircraft.

  The training was completed by such pilots as Werner

  Schroer (114 victories), better known for his service

  in the MTO with JG 27. He was there for about three

  months, and  ew around 30 training  ights. Most

  often, he  ew Fw 190 As with the fuselage markings

  ‘< 75’ and ‘<58’ (not to be confused with Fw 190 D-11

  ‘<58’!). Two digit numerals with the chevron were cha-

  racteristic markings of this unit. In February, 1945,

  Schroer became Kommodore of Jagdgeschwader

  3 ‘Udet’, and successfully took the unit into combat

  on the Eastern Front. This was, however, the excep-

  tion, rather than the rule. In the opinion of Günther

  Rall (275 victories), who commanded the training unit

  from November, 1944, the majority of the comman-

  ders to come through the school lacked quick reac-

  tion times, advantageous  exibility and initiative.

  Fw 190 D-11, W.Nr. 220 009 with Verbandsführerschule des Generals der Jagd ieger at Bad Wöorishofen. This aircraft may have been test

   own by the CO of this unit, Gunther Rall. (JaPo)

• Page 18

  Eduard Info 2010 page 18

  History

  Under the leadership of Günther Rall, the school

  found it necessary to relocate from Königsberg, which

  was being approached by the Red Army, to the sou-

  thern Germany, to Bad Wörishofen. Among others,

  this was also the base for elements of the training

  unit I./JG 101 and also a specialized unit nicknamed

  ‘Zirkus Rosarius’, which demonstrated to German

  airmen captured enemy equipment. Güther Rall was

  able to try out machines that he had met in combat,

  such as the Spit re, Mustang, Lightning and Thun-

  derbolt.

  Günther Rall received orders in mid-February

  to take command of Jagdgeschwader 300,

  but before leaving the VFS des G.d.J., he had

  the opportunity to test  y the Fw 190 D-11. He did

  have memories of the event, but more precise informa-

  tion could not be obtained, as, unfortunately, his late war

  log-book was not preserved. Today, there are known

  quite a few examples of Fw 190 D-11s carrying

  the markings of the VFS des G.d.J. as many of these

  found their way into the view nders of American ca-

  meramen and local aviation enthusiasts. The  rst

  Fw 190 D-11s were ferried from the production lines

  through February. It is practically certain that the machi-

  nes carrying the double chevron, that we know of today,

  were allocated to unit commander. It cannot be ruled

  out that Günther Rall also  ew one of these machi-

  nes. Why would I make this claim, when G. Rall was

  to be transferred to JG 300? Transferring command

  and function was seldom a straight forward affair.

  It was similar to the leaving of a head of a  rm. So-

  Günther Rall (1918-2009), who’s units  ew the Fw 190 D-11 at the end

  of the war, was, with his 275 victories, the third most successful  ghter

  ace in history. In August, 1939, he was attached to III./JG 52, and

  remained there until the spring of 1944. His  rst kill came in the Battle

  of France, and then (as CO of 8. Staffel) took part in the Battle of

  Britain, and also the battles over Crete. His second victory didn’t come

  until the con ict began with the Soviets. By the end of November, 1941,

  he gained another 34 victories, but was himself shot down and suffered

  spinal injuries that took him some eight months to recuperate from. Dur-

  ing this period he met a doctor that eventually became his wife.

  In July, 1942, he returned to the Eastern Front, and for his one hun-

  dredth victory was awarded the Oak Leaf to go with the Knight’s Cross

  he received not even two months previous. In April, 1943, he was cred-

  ited with JG 52’s 5000th kill, and at the end of August, he attained the

  two hundred mark. From the beginning of June, 1943, he was named

  CO of III./JG 52, which was the most successful component of JG 52.

  This unit amassed over 10,000 kills, and Rall’s III. Gruppe was credited

  at least with 4,000 of them. His personal best month came in October,

  1943, over the course of which he destroyed forty Soviet  ghters.

  In the spring of 1944, JG 52 needed to pick  ve commanders with sig-

  ni cant enough combat experience against  ghters to be recalled back

  to Germany, to take part in the planning of the ‘Defense of the Reich’.

  Günther Rall became the commanding of cer of II./JG 11 on April 19th,

  and less than a month later, on May 12th, he was shot down during

  combat with 56th FG Thunderbolts and suffered a hand injury.

  In the fall of 1944,

  he became CO of Verbandsführerschule des Generals der Jagd ieger,

  and the spring he took over command of JG 300. After the war,

  he returned to  ying, not avoiding the military, and progressively built

  a second career. He trained in the United States, and became a pioneer

  in the use of the F-104 in Germany. In the sixties, he was Kommodore

  of Jagdbombergeschwader 34, and later commanded the 3rd and 1st

  Luftwaffendivision, and at the start of the seventies, he became Inspe-

  kteur der Luftwaffe. Up to 1975, he was Germany’s attaché to NATO.

  Up to last year, he was intensively involved with veteran reunions inter-

  nationally, and in work with German Fighter Pilots Association.

  He is the author of a very good memoir, which has been published in

  German (Mein Flugbuch), and in English (My Logbook). Mr. Rall dis-

  played, despite his age and past injuries, a unique vitality, friendliness,

  and, quite literally, emitted energy. However, in Prague he did claim at

  a book signing that signing such a huge quantity of autographs took

  more out of him than  ghting Thunderbolts in May, 1944.

  (Bundesarchiv Bild 146-1990-021-11A via Wikimedia Comons)

  Fw 190 D-11, W.Nr. 220 017 (also identi ed as 220 012) with Verbands-

  führerschule des Generals der Jagd ieger at Bad Wörishofen. Fhr Otto

  Leisner of I./JG 300  ew training missions in this aircraft on March 14th

  and 15th, 1945. (JaPo)

  metimes, it could’ve taken weeks for the transition

  to be fully implemented.

  At the end of April, 1945, the training unit was disban-

  ded, and most of its Fw 190 D-11s (among others)

  stayed in bad Wörishofen and its satellite air elds,

  but some apparently found their way to combat units

  in the surrounding region.

  Why would the  rst produced, and unique, Fw 190 D-11

  be delivered to a school rather than a combat

  unit? I can present two possible explanations,

  and I do not discount other alternatives:

  - In its day, it was one of the most advanced high per-

  formance  ghters available to the Luftwaffe, and was

• Page 19

  Eduard Info 2010 page 19

  History

  then the ideal choice for preparing pilots for the jet

  powered Me 262, which was considered the future

  core type for the Defense of the Reich.

  - Problems with the Jumo 213 F were signi cant

  enough to cause the leadership to not dare release

  the type to combat units, and instead wait until the

  more advanced Jumo 213 F-1 could be installed into

  the Fw 190 D-12 and D-13.

  One Fw 190 D-11 that belonged to the VFS des

  G.d.J. was found after the war with rails for R4M

  rockets. This was rather rare, but the same weapons

  were found on some Fw 190 D-9s. Besides that, it is

  known that the trials unit Jagdgruppe 10 used these

  weapons on Fw 190 D-9 against air as well as ground

  targets. Commanders that passed through Rall’s tra-

  ining unit, in many instances gravitated towards ele-

  ments  ying the Me 262 that used the R4M against

  enemy bomber formations. It then makes a certain

  amount of sense, that the  ring o the weapons would

  be tried out from the Fw 190 D.

  JAGDGESCHWADER 300 (JG 300)

  Another unit to which the Fw 190 D-11 found itself

  attached was  ghter Geschwader JG 300. It was

  formed in June, 1943, as a unit specializing in night

   ghting with single engine Bf 109 G and Fw 190 A.

  Progressively, there were four Gruppe within this Ge-

  schwader, and later  ew daylight combat missions

  against four-engined heavy bombers. Its II. Gruppe

  (II./JG 300) gained the status of ‘Sturmgruppe’

  in the summer of 1944. This means that its pilots  ew

  heavily armored Fw 190 As to penetrate into Ame-

  rican bomber formations and attack at close range.

  They became among the most feared units serving

  within the Defense of the Reich. Among their ranks

  were such pilots as Kommodore Walther Dahl (129

  victories), Klaus Bretschneider (34) and Konrad

  Bauer (57).

  Among notable personalities that served with

  JG 300 was Major Alfred Lindenberger, who was at

  one time CO of II./JG 300 and attained four victories.

  That wasn’t particularly impressive, if not for the fact

  that he had twelve in the First World War! He was

  a noteworthy ace  ying with the legendary Jasta 2

  ‘Boelcke’. This ‘Alte Adler’ with JG 300  ew through

  to the end of the war, and despite his age (born in

  1897) was an excellent pilot.

  Modelers will generally be well familiar with Fw 190 A

  Red ‘19’  own by Ernst Schröder of II./JG 300. To this

  day, he is an active veteran, and his love of  ying has

  even led him to plastic modeling. He was also one of

  the members of JG 300 to have come into contact

  with the ‘Dora’.

  JG 300 had predominantly the Messerschmitt

  Bf 109. Only the leadership of the unit and II./JG 300

  used Focke-Wulf Fw 190 A. At the end of the war,

  remnants of JG 300 operated in southern Germany,

  and primarily undertook missions of attacking ground

  targets and fought against Allied strafers. One of the

  air elds used by II./JG 300 was Neubiberg, south of

  Munich. As an emergency strip for this base, pilots of

  JG 300 used a portion of the nearby Munich highway!

  There were plans to re-equip JG 300 with the

  Messerschmitt Me 262. Thanks to this fact,

  some pilots had already come into contact with the

  Fw 190 D-11 before this type was integrated into JG 300.

  In post war photographs, it is evident that Red ‘4’ from the famous ‘Sachsenberg Schwarm’ earlier  ew from Bad Worishofen with Verbandsfuhrerschule

  des G.d.J. with the marking ‘< 58’. This unit provided specialized training for squadron COs. Since the aircraft served with a school, there was no

  spinner spiral., which was reserved for combat units (scheme can be found in the Fw 190D-11/D-13 kit, cat No. 8185).

  Martin Ferkl, Petr Stepanek

  Fw 190D-11 W.Nr. 220 009 in the service of Verbandfuhrerschule des Generals der Jagd ieger at Bad Worishofen. It is not impossible that this is one

  of the aircraft that towards the end of the war was tested by Major Gunther Rall, the head of this school.

  Martin Ferkl, Petr Stepanek

• Page 20

  Eduard Info 2010 page 20

  History

  For example, Fhr. Otto Leisner, who had up to

  this point  own Bf 109 Gs with I./JG 300,  ew the

  Fw 190 D-11 with VFS des G.d.J. at Bad Worisho-

  fen in preparation for  ying the Me 262. Among them

  was ‘<<-‘ and ‘< 61’. Later, he was to transfer to

  JG 7 to  y the jet.

  In February, 1945, the Kommodore of JG 300 was

  not in reality yet Günther Rall, but the leadership

  of the Geschwader fell on a former member, Major

  Kurd Peters. Major Rall doesn’t appear at JG 300

  in Holzkirchen until the second half of April, 1945,

  at a time when the disbandment of his VFS des G.d.J.

  in nearby Bad Wörishofen was taking place. Shortly

  thereafter, the Fw 190 D-11 made its appearance

  at Stab and II./JG 300. This is known from reports

  of April 23 and over several of the following days.

  It is evident from them that with Stab JG 300 (Rall’s

  HQ  ight), there were two Fw 190 D-11s. The same

  sources specify over thirty Fw 190 D-9s and D-11s

  with II./JG 300. The count with respect to speci c

  versions remains unknown. Furthermore, to this day

  there are no photographs verifying an Fw 190 D-9 or

  D-11 in the services of JG 300.

  Ernst Schröder recounts not only the Fw 190 D-9,

  but also other Dora versions with II./JG 300 at the

  end of April. He recalls mechanics explaining that

  these versions lacked the MG 131s. In his memoirs,

  he identi es these as Fw 190 D-12s. He further

  reveals that within the entire inventory of II./JG 300,

  he saw between three and  ve Fw 190 Ds, out of which

  one or two were D-12s. These were in all probability

  Fw 190 D-11s, which are accounted for in the above

  mentioned reports.

  During the last days of the war, the remaining ele-

  ments of Jagdgeschwader 300 were merged

  with Jagdgruppe 300 as an emergency measure,

  and Günther Rall was ordered to move his unit to

  Prague. Some of the pilots actually did end up in

  Prague, and these  ew combat as late as May 8th,

  1945, out of Žatec (Saaz). Most of the personnel and

  technical equipment of JGr. 300 remained in Bavaria

  and Austria.

  JAGDVERBAND 44 (JV 44)

  The last unit, as far is currently known, that used the

  Fw 190 D-11 was the elite  ghter Jagdverband 44

  formed by Adolf Galland. Behind the formation of this

  squadron lay animosity between Galland and the

  head of the Luftwaffe, Hermann Göring. At the begin-

  ning of 1945, Galland was recalled from the General

  der Jagd ieger role, and was replaced by his rival,

  Gordon M. Gollob. Göring wanted to sweep Galland

  under the rug, and so allowed him to form his own

  unit equipped with modern Me 262 jets. This was

  completely unorthodox for several reasons:

  - It did not answer to any superior element of the

  Luftwaffe, but fell directly under the upper echelons

  of Luftwaffe command (OKL), and, in other words,

  to a certain point, Galland could do what he wanted.

  - Galland gathered for his unit almost 20 Knight Cross

  holders, very high  gure as compared to other units

  at that time

  Feldwebel Konrad ‘Pitt’ Bauer and his Fw 190 A-8 ‘Kornjark’ with the

  identi er Red ‘3’ and W.Nr. 171 641. Bauer initially  ew on the Eastern

  Front with JG 51, but from the spring of 1944, he served in the Defense

  of the Reich with JG 3, after which he transferred to 5. Staffel within the

  structure of Sturmgruppe II./JG 300. Reportedly, he was shot down sev-

  en times, but destroyed 57 enemy aircraft, 32 of which were reported

  as four engined heavy bombers. Today, some forty of his kills have been

  documented. For his success, he was awarded the Knight’s Cross,

  and nominated for the Oak Leaf. During combat with Mustangs on

  September, 11, 1944, he was injured, where he lost a couple of  ngers

  on his right hand, but shot down three Mustangs. Shortly thereafter,

  he returned to combat and  ew specially equipped Fw 190s.

  At the beginning of 1945, he was named CO of 5./JG 300, was ground-

  ed over February, but after that,  ew combat again until the beginning

  of April, 1944. His favorite wingman was a First World War veteran,

  Alfred Lindenberger. In the closing stages of WWII, II./JG 300 obtined

  Fw 190 D-9 and D-11  ghters.

  (Bundesarchiv Bild 183-J27642 via Wikimedia Commons)

  The most famous unit which  ew the Fw 190D is JV 44. Up to this time,  ve Focke-Wulf Fw 190Ds are known to have been used by JV 44, part

  of the so-called ‘Sachsenberg Schwarm’. Fancy, red lower surfaces with white stripes were used as a recognition feature to prevent friendly AA  re.

  These Doras protected Me 262 Schwalbe jets from JV 44 during their most vulnerable phase of  ight – take-off and landing. ‘Red 4’, with the ‘Der

  nächste Herr - diesselbe Dame’ inscription is documented as being  own by Lt. Karl-Heinz Hofmann. The inscription can be translated as ‘different

  man, same woman’. This Dora ended her life at München-Riem air eld. Martin Ferkl, Petr Stepanek

• Page 21

  Eduard Info 2010 page 21

  - At the closing of hostilities, Galland initiated negoti-

  ations with the Allies, offering his unit after capitula-

  ting to surrender with his complete inventory of air-

  craft, ground equipment and personnel. This is, in the

  annals of aerial warfare unprecedented.

  JV 44 ew combat operations chiey in southern

  Germany from Munich-Riem. By April, 1945, its pilots

  racked up some sixty kills. The contribution of JV 44

  Adolf Galland (right) in a photo from 1943 taken at the Rechlin testing

  center. At this time, Galland had ceased combat ying and served as

  General der Jagdieger. Constant animosity with German leadership

  progressively isolated him which paradoxically led to his being allowed

  to form his own unit, Jagdverband 44, which, besides Me 262s,

  also ew Fw 190 Ds. On the left with his arms crossed is Armaments

  Minister Albert Speer, and in the middle with the cigar looking at the sky

  is Erhard Milch, Goring’s Luftwaffe representative and the man respon-

  sible for aircraft production in Germany.

  (Bundesarchiv Bild 183-H28056 via Wikimedia Commons)

  Airelds in Bavaria and Austria that, at the end of April and beginning of May, 1945, were used by units ying the Fw 190 D-11.(Martin Lébl)

  History

• Page 22

  Eduard Info 2010 page 22

  to the outcome of the war was therefore pretty much

  negligible, but it does serve to illustrate the incredible

  possibilities in the Third Reich at the end of the war.

  The Me 262 was most vulnerable on take-off

  and landing. Aircraft of JV 44 were no different,

  and during low speeds, the Me 262 was more difcult

  to control, and care had to be exercised on the throt-

  tle. Otherwise, there was the danger of an engine

  stall or re. During the nal months of the war, it was

  standard practice for the jets to be covered by piston

  engined ghters during the critical phases of ight.

  With JV 44, a protection ight was organized using

  Fw 190 Ds under the leadership of Lt. Heino Sachsenberg

  (104 victories). His pilots had to contend with other

  distractions – friendly anti-aircraft re. The crews

  of ak batteries around Munich, some operated by

  women, made no real distinction between enemy and

  friendly aircraft. The Me 262 fared better since their

  silhouette and sound of engine was quite unique and

  more recognized. This is likely the reason why JV 44

  Doras were painted red with white stripes underne-

  ath.

  JV 44 declared, on April 23, that they had on hand

  not only the Fw 190 D-9, but also the D-11. In all,

  there were ve Doras, four of which were reported as

  serviceable. In the 1990s, photographs were disco-

  vered showing Fw 190 D-11, Red ‘4’, which remained

  in Munich at the end of the war. Initially, it was thought

  that the aircraft in question was the Fw 190 D-11 proto-

  type, V58, but now it looks as though it was an ex-VFS

  des G.d.J. machine with fuselage identier ‘< 58’

  which was characteristic for the school. From further

  photographic evidence, three further Fw 190 D-9s

  have been identied as belonging to JV 44 (Red ‘1’,

  Red ‘3’, and Red ‘13’). One also remained in Munich,

  and two were found in Ainring. The fth and nal

  machine went missing. Many people, myself inclu-

  ded, suspected it is also an Fw 190 D-9.

  I dare say that probably the biggest surprise of last

  year was the discovery of a photograph of the fth

  and missing Dora. It was published in his book by

  Jerry Crandall, and is specically Fw 190 D-11,

  Red ‘2’. It was found at the end of the war at Bad

  Aibling. But, this mystery is far from over. So far,

  detail photos of the port side are non-existent,

  so I have no way of knowing if and how any perso-

  nal markings looked like on this bird. Hopefully, pho-

  tographs from Bavaria over time will reveal more

  Doras. For example, there was reportedly another

  Dora at Ainring at the end of the war, and this could

  also have been an aircraft from JG 300, and could

  also have been a D-11

  For their invaluable co-operation in the preparation

  of this article, I would like to thank Kurt Braatz, Martin

  Ferkl, Tomáš Poruba and Matti Salonen

  Sources and references:

  - Crandall J.: The Focke-Wulf Fw 190 Dora, Volume Two,

  Fw 190 D-11 D-13, Eagle Editions Ltd., Hamilton, 2009

  - Deboeck M., Larger E., Poruba T.: Focke-Wulf Fw 190 D

  Camouage & Markings Part I a Part II, JaPo, Hradec Kralove,

  2005 a 2007

  - Forsyth R.: Jagdverband 44 Squadron of Experten,

  Osprey Publishing, Oxford, 2008

  - Lorant J.-Y., Goyat R.: Jagdgeschwader 300 „Wilde Sau“

  Volume Two September 1944 – May 1945, Eagle Editions Ltd.,

  Hamilton, 2007

  - Obermaier E.: Die Ritterkreuzträger der Luftwaffe, Band I,

  Jagdieger, Verlag Dieter Hoffmann, Mainz, 1989

  - Rall G.: Mein Flugbuch, Erinnerungen 1938 – 2004,

  NeunundzwanzigSechs Verlag, Moosburg, 2004

  - Rodeike P.: Focke Wulf Jagdfugzeug Fw 190 A, Fw 190 Dora,

  Ta 152 H, Eutin, 1998

  - UNITED STATES STRATEGIC BOMBING SURVEY, AIR-

  CRAFT DIVISION, AIRFRAMES, PLANT REPORT NO 5,

  FOCKE-WULF FLUGZEUGBAU GmbH, (FOCKE-WULF

  AIRCRAFT INC), (COMPLEX), BREMEN, GERMANY,

  26. Sept. 1945

  History

  Photographs of aircraft of Verbandsfuhrerschule des Generals der Jag-

  dieger CO was kindly supplied by JaPo.

• Page 23

  Eduard Info 2010 page 23

  The  rst of our display Fw 190D-11 in 1/48th (Cat No. 8185), built by Jiri

  Pospisil (from the Modelclub of Museum of Air battle over the Ore Mountains on Septem-

  ber 11th, 1944)

  , in the camou age scheme of Verbandsfuhrerschule des

  Generales der Jagd iger at Bad Worlshofen, 1945.

• Page 24

  Eduard Info 2010 page 24

  Over the past several weeks, we encountered a prob-

  lem that was also met by several modelers of the

  Fw 190D-11/D-13, and even the earlier D-9, whereby

  there may have been a problem with the forward fu-

  selage, and subsequently, the fuselage to wing joint.

  This resulted in either a small gap, or in some cases,

  a situation where the fuselage and wing section wouldn’t

  meet up and sit right. After careful analysis, we concluded

  that the problem is the result of not following the instruc-

  tions to the letter, as it were. The ambiguity that results

  comes from the forward fuselage assembly, where the

  incorrect assembly between the rear engine area and the

   rewall behind it and subsequently the incorrect insertion

  of these components into the fuselage halves, cause the

  halves to be spread further apart than they should be,

  and/or causing the fuselage to be narrower in the cock-

  pit and centre wing area. We have therefore formulated

  a detailed description as an addendum to the instructions

  which should alleviate the potential problem.

  

  

  V1

  W1

  Y17

  X5

  X38

  X46

  W22

  X46

  X5

  X38

  O

  93

  O

  93

  The second instance where fit complications

  can arise, are during the installation of the

  firewall with the rear engine accessories into the

  fuselage. We recommend gluing into the fuselage only the rear part of the entire

  assembly, parts X5, X38 and X46. Don’t glue the front part of the assembly, attached to bulkhead W1.

  Just place this part in position, the cutout in part W1 for parts Y17/Y29 into position behind the vertical tabs molded

  into the insides of fuselage halves V1/V2. After the cementing of the fuselage halves together, the bulkhead

  sandwiched therein will lock precisely into place, and won’t adversely affect the relative positions of the halves.

  To the contrary, if bulkhead W1 is glued in place, adverse consequences for later fit can occur, because the position

  of W1 is very critical. Not gluing it will allow it to sit where it’s supposed to sit!

  The key problem in the successful assembly of the forward

  fuselage is the precise attachment of fuselage/engine

  firewall and the maintaining of the relative positions of its

  three key components, X5, X38 and X46. Careless

  observation will lead to the assumption that the common

  angle of these components is 90°, but this is not, in fact, the

  case. It is in reality, 93° ! Beware of these angles, they are

  important. Refer to the profile of the entire assembly, and to

  the location tabs in the fuselage halves (V1/V2).

  D n t c n ,o o eme t

  t t er cebu ra h pla

  n s si ii thi po t on

  Recommendations for the proper installation of forward fuselage subassemblies

  in the Fw 190D-9 and Fw 190D-11/D-13

• Page 25

  A ŠLUS!