German fighters and training aircrafts

[A4K]

Great stuff mate, thanks!

Did you know Hungary used four of the He 112B-1s?

 

[Wayne Little]

 

[gekho]

Great stuff mate, thanks!

Did you know Hungary used four of the He 112B-1s?

Yes, indeed I have a couple of new pictures of the He-112, but I am not sure if the planes were hungarian or rumanian...

 

[vikingBerserker]

I'd really hate to have to work on aircraft outsid ein the snow!

 

[gekho]

The Bf 109 was credited with more aerial kills than any other aircraft. One hundred and five (possibly 109) Bf 109 pilots were credited with the destruction of 100 or more enemy aircraft. Thirteen of these men scored more than 200 kills, while two scored more than 300. Altogether this group were credited with nearly 15,000 kills between them. Official ace status was granted to any pilot who scored five or more kills. Applying this to Luftwaffe fighter pilots and their records reveals that "Ace" status belonged to more than 2,500 German pilots. The majority of Bf 109 pilots scored their kills against the Soviets, however five pilots did record over 100 claims against the Western Allies. Luftwaffe records show that during Operation Barbarossa, German pilots claimed 7,355 kills on the Bf 109, between the seven Jagdgeschwader (JG 3, JG 27, JG 51, JG 53, JG 54, JG 77, and LG 2) for exactly 350 losses in aerial combat, a ratio of just over 21:1, and the highest achieved by the Germans on the Eastern Front.[3][4]During the latter part of the war, the Bf 109 was the selected aircraft that was used in the Rammkommando ELBE because of its lighter weight compared to the Fw 190. Between January and October 1942, a further 18 German pilots joined the select group that had now reached 100 kills over the Eastern Front. During this period Bf 109 pilots claimed 12,000 Soviet aircraft destroyed.

Arguably the most well known of all Bf 109 operations was the contest of air superiority between the Royal Air Force and the Luftwaffe during the Battle of Britain in the summer of 1940. The E-1 and E-4 variants bore the brunt of the battle. On 31 August 1940, fighter units (excluding JG 77) reported 375 E-1s, 125 E-3s, 339 E-4s and 32 E-7s on strength, indicating that most of the E-3s had been already converted to E-4 standard.[8] By July, one Gruppe (Wing) of JG 26 was equipped with the Bf 109 E-4/N model of improved performance, powered by the new DB 601N engine using 100 octane aviation fuel. The fuel-injected DB 601 proved most useful against the British Supermarine Spitfire and Hawker Hurricane, as the British fighters used gravity-fed carburetted engines, which would cut-out under negative g-forces whereas the DB 601 did not. The Bf 109s thus had the initial advantage in dives, either during attack or to escape, in that it could 'bunt' directly into a dive with no loss of power. Another difference was the choice of fighter armament: the RAF's Hurricanes and Spitfires in the main used eight 7.7 mm (.303 in) machine guns. Most Bf 109E variants (E-3, E-4, E-7) carried two 7.92 mm (.312 in) MG 17s and two 20 mm MG FF cannon. The latter fired mixed types of ammunition, including Minengeschoß type high-capacity explosive shells which were highly destructive, but had different ballistic properties to the MG 17s. The MG FFs had a relatively small ammunition supply compared to the machineguns, each being fed by a 60-round capacity drum magazine. Making up about one-third of the Bf 109Es in the Battle, the E-1s, carried an all-machinegun armament of four 7.92 mm (.312 in) MG 17 machineguns, but were provided with a total of 4,000 rounds.

British pilots who tested a captured Bf 109 E-3 liked the engine and throttle response, the docile and responsive handling and stall characteristics at low speeds, but criticised the high-speed handling characteristics (in part due to the automatic wing slats opening), poorer turning circle (850ft as opposed to 680ft for the Spitfire), and great control forces required at speed (in part because of rudder pedal position and a lack of trim tabs). In August 1940, comparative trials were held at the E'Stelle Rechlin, with the leading Luftwaffe ace Werner Mölders being one of the participants. The tests concluded that the Bf 109 had superior level and climb speed to the Spitfire and Hurricane at all altitudes, but also noted the significantly smaller turning circle of the British fighters (more than one british pilots combat reports bear this out, having used the tighter turning circle of their aircraft to get into firing position, or conversely used it to get out of the way of a 109). It was advised not to engage in turning dogfights unless the performance advantage of the Bf 109 could be used to full effect. The roll rate of the Bf 109 was deemed superior as was its stability on target approach. Mölders himself called the Spitfire "miserable as a fighting aircraft", due to its two-pitch propeller and the inability of its carburettor to handle negative g-forces. His complaint regarding the propeller was that with one setting selected the pilot was at risk of over-revving and stressing the engine, but conversely, selecting the other setting meant the aircraft could not run at its best (a situation roughly analogous to a car having too much of a gap between transmission ratios) It should be noted, however, that in the political climate of the times there was often a considerable amount of propaganda written into such reports by both sides[12] or the information quickly become outdated; for example, as a result of a crash programme, all Spitfires and Hurricanes were retrofitted with either Rotol or Hamilton constant-speed propellers by 16 August 1940.

During the Battle of Britain, the Bf 109's chief disadvantage was its short range (partly caused by the high fuel consumption of the fuel injected engine): like most of the 1930s monoplane interceptors, it was designed to engage enemy bombers over friendly territory, and the range and endurance necessary for escorting long-ranged bombers over enemy territory was not required. During the Battle, when escorting bombers from their bases in northern France, The Netherlands and Germany, the Messerschmitt had only around 15 minutes of fuel for combat over southern England before having to turn back. The Spitfire and Hurricane, designed with similar operational requirements in mind, had a tactical advantage as they were operating virtually over their home airfields, and thus being able to remain longer in the combat area.

 

[gekho]

The Bf 109A was the first version of the Bf 109. Armament was initially planned to be only two cowl-mounted 7.92 mm (.312 in) MG 17 machine guns. However, possibly due to the introduction of the Hurricane and Spitfire, each with eight 7.7 mm (.303 in) machine guns, experiments were carried out with a third machine gun firing through the propeller shaft. V4 and some A-0 were powered by a 640 PS (631 hp, 471 kW) Junkers Jumo Jumo 210B engine driving a two-blade fixed-pitch propeller, but production was changed to the 670 PS (661 hp, 493 kW) Jumo 210D as soon as it became available. The A-0 were not of a uniform type but saw several changes in their appearance. Visible changes included engine, cockpit and machine gun ventilation holes/slats, and the location of the oil cooler was changed several times to prevent overheating. Many of these Bf 109 A-0 served with the Legion Condor and were often misidentified as B-series aircraft, and probably served in Spain with the tactical markings 6-1 to 6–16. One A-0, marked as 6–15, ran out of fuel and was forced to land behind enemy lines. It was captured by Republican troops on 11 November 1937 and later transferred to the Soviet Union for a closer inspection. 6–15 incorporated several improvements from the Bf 109B production program and had been prepared to use a variable-pitch propeller although it had not been installed. According to RLM documentation 22 aircraft were ordered and delivered with V4 as the A-series prototype.

The first Bf 109 in serial production, the Bf 109B, was fitted with the 670 PS (661 hp, 493 kW) Jumo 210D engine driving a two-bladed fixed-pitch propeller. During the B-1 production run a variable pitch propeller was introduced and often retrofitted to older aircraft; these were then unofficially known as B-2s. Both versions saw combat with the Legion Condor during the Spanish Civil War, although it was apparent that the armament was still inadequate. Several aircraft were produced with an engine-mounted machine gun but it was very unreliable, most likely because of engine vibrations and overheating. Thus the Bf 109 V8 was constructed to test the fitting of two more machine guns in the wings; however, results showed that the wing needed strengthening.[6] In the following V9 prototype both wing guns were replaced by 20 mm MG FF cannons.

A total of 341 Bf 109B of all versions were built by Messerschmitt, Fieseler, and Erla. The short-lived Bf 109C was powered by a 700 PS (690 hp, 515 kW) Jumo 210G engine with direct fuel injection. Another important change was a strengthened wing, now carrying two more machine guns giving four 7.92 mm (.312 in) MG 17s in total. The C-0 were pre-production aircraft, the C-1 was the production version, and the C-2 was an experimental version with an engine-mounted machine gun. The C-3 was planned with 20 mm MG FF cannons replacing the two MG 17s in the wings, but it is not known how many C-3 (if any) were built or converted. The C-4 was planned to have an engine-mounted Motorkanone MG FF, but the variant was not produced. A total of 58 Bf 109C of all versions were built by Messerschmitt.

The next model, the V10 prototype, was identical to the V8, except for its Jumo 210G engine. The V10, V11, V12 and V13 prototypes were built using Bf 109B airframes, and tested the DB600A engine with the hope of increasing the performance of the aircraft. The DB600A was dropped as the improved DB601A with direct fuel injection was soon to become available. Developed from the V10 and V13 prototypes, the Bf 109D was the standard version of the Bf 109 in service with the Luftwaffe during the period just before World War II. Despite this, the type saw only limited service during the war, as all of the 235 Bf 109D still in service at the beginning of the Poland Campaign were rapidly taken out of service and replaced by the Bf 109E, except in some night fighter units where some examples were used into early-1940. Variants included D-0 and D-1 models, both having a Junkers Jumo 210D engine and armed with two wing-mounted and two nose-mounted 7.92 mm (.312 in) MG 17s.> The D-2 was an experimental version with an engine-mounted machine gun, but as previously tried, this installation failed. The D-3 was similar to the C-3 but with two 20 mm MG FFs in the wings. A total of 647 Bf 109D of all versions were built by Focke-Wulf, Erla, Fieseler, Arado and AGO. Messerschmitt is listed as having produced only four Bf 109D, probably the D-0 preproduction series with the serial production transferred to licensed manufacturers. Several Bf 109D were sold to Hungary and Switzerland.

 

[Wayne Little]

 

[gekho]

In late 1938, the "Emil" entered production. To improve on the performance afforded by the rather small 447–522 kW (600–700 hp) Jumo, the larger Daimler-Benz DB 601A engine was used, yielding an extra 223 kW (300 hp) at the cost of an additional 181 kg (400 lb). To test the new 1,100 PS (1,085 hp, 809 kW) DB601A engine, two more prototypes (V14 and V15) were built, each differing in their armament. While the V14 was armed with two 7.92 mm (.312 in) MG 17s above the engine and one 20 mm MG FF in each wing, the V15 was fitted with the two MG 17s mounted above the engine only.[13] After test fights the V14 was considered more promising and a pre-production batch of 10 E-0 was ordered. Batches of both E-1 and E-3 variants were shipped to Spain for evaluation, and received their baptism of fire in the final phases of the Spanish Civil War.

The production version E-1 kept two 7.92 mm (.312 in) MG 17s above the engine and two more in the wings. Later, many were modified to the E-3 armament standard. The E-1B was a small batch of E-1s becoming the first operational Bf 109 fighter bomber, or Jagdbomber (usually abbreviated to Jabo). These were fitted with either an ETC 250 bomb rack, carrying one 250 kg (550 lb) bomb, or two ETC 50 bomb racks, each carrying a 50 kg (110 lb) bomb under both wings. The E-1 was also fitted with the Reflexvisier "Revi" gunsight. Communications equipment was the FuG 7 Funkgerät 7 (radio set) short-range radio apparatus, effective to ranges of 48–56 km (30–35 mi). A total of 1,183 E-1 were built, 110 of them were E-1/B.

Only very limited numbers of the E-2 variant were built, for which the V20 prototype served as basis. It was armed with two wing mounted, and one engine mounted Motorkanone MG FF cannon, which gave considerable trouble in service, as well as two synchronized MG 17s cowl machineguns. In August 1940, II./JG 27 was operating this type. To improve the performance of the Bf 109E, the last two real prototypes, V16 and V17 were constructed. These received some structural improvements and more powerful armament. Both were the basis of the Bf 109 E-3 version. The E-3 was armed with the two MG 17s above the engine and one MG FF cannon in each wing. A total of 1,276 E-3 were built, including 83 E-3a export versions.

The E-3 was replaced by the E-4 (with many airframes being upgraded to E-4 standards starting at the beginning of the Battle of Britain) which was different in some small details, most notably by using the modified 20 mm MG-FF/M wing cannon and having improved head armor for the pilot. With the MG FF/M it was possible to fire a new and improved type of explosive shell, called Minengeschoß (or 'mine-shell') which was made using drawn steel (the same way brass cartridges are made) instead of being cast as was the usual practice. This resulted in a shell with a thin but strong wall, which had a larger cavity in which to pack a much larger explosive charge than was otherwise possible. The new shell required modifications to the MG FF's mechanism due to the different recoil characteristics, hence the MG FF/M designation.

The cockpit canopy was also revised to an easier-to-produce, "squared-off" design, which also helped improve the pilot's field of view. This canopy, which was also retrofitted to many E-1s and E-3s, was largely unchanged until the introduction of a welded, heavy-framed canopy on the G series in the autumn of 1942. The E-4 would be the basis for all further Bf 109E developments. Some E-4 and later models received a further improved 1,175 PS (1,159 hp, 864 kW) DB601N high-altitude engine; known as the E-4/N this first appeared in July 1940. The E-4 was also available as a fighter-bomber with equipment very similar to the previous E-1/B. It was known as E-4/B (DB 601Aa engine) and E-4/BN (DB 601N engine). A total of 561 of all E-4 versions were built,[12] including 250 E-4, 20 E-4/N, 211 E-4/B and 15 E-4/BN. The E-5 and E-6 were both reconnaissance variants with a camera installation behind the cockpit. The E-5 was a reconnaissance variant of the E-3, the E-6 was a reconnaissance variant of the E-4/N. Twenty-nine E-5s were built and nine E-6 were ordered.


The E-7 was the next major production variant, entering service and seeing combat at the end of August 1940. One of the limitations of the earlier Bf 109E was their short range of 660 km (410 mi) and limited endurance, as the design was originally conceived as a short-range interceptor. The E-7 rectified this problem as it was the first subtype to be able to carry a drop tank, usually a 300 L (80 US gal) capacity unit mounted on a rack under the fuselage, which increased their range to 1,325 km (820 mi). Alternatively, a bomb could be fitted and the E-7 could be used as a Jabo fighter-bomber. Previous Emil subtypes were progressively retrofitted with the necessary fittings for carrying a drop tank from October 1940.[19] Early E-7s were fitted with the 1,100 PS DB 601A or 1,175 PS DB 601Aa engine, while late-production ones received 1,175 PS DB 601N engines with improved altitude performance – the latter was designated as E-7/N. A total of 438 E-7s of all variants were built.

 

[gekho]

Development of the new Bf 109F airframe had begun in 1939. After February 1940 an improved engine, the Daimler-Benz DB 601E, was developed for use with the Bf 109. The engineers at the Messerschmitt facilities took two Bf 109 E-1 airframes and installed this new powerplant. The first two prototypes, V21 (Werksnummer (Works number) or W.Nr 5602) and V22 (W.Nr 1800) kept the trapeziform wing shape from the E-1, but the span was reduced by 61 cm (2 ft) by "clipping" the tips. Otherwise the wings incorporated the cooling system modifications described below. V22 also became the testbed for the pre-production DB 601E. The smaller wings had a detrimental effect on the handling so V23, Stammkennzeichen CE+BP, W.Nr 5603, was fitted with new, semi-elliptical wingtips. The fourth prototype, V24 VK+AB, W.Nr 5604, flew with the clipped wings but featured a modified, "elbow"-shaped supercharger air-intake which was eventually adopted for production, and a deeper oil cooler bath beneath the cowling. On all of these prototypes the fuselage was cleaned up and the engine cowling modified to improve aerodynamics.

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 660 km (410 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 as the first Bf 109Fs 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.

 

[gekho]

The Bf 109 G-series was developed from the largely identical F-series airframe, although there were detail differences. Modifications included a reinforced wing structure, an internal bullet-proof windscreen, the use of heavier, welded framing for the cockpit transparencies, and additional light-alloy armour for the fuel tank. It was originally intended that the wheel wells would incorporate small doors to cover the outer portion of the wheels when retracted. To incorporate these the outer wheel bays were squared off. Two small inlet scoops for additional cooling of the spark plugs were added on both sides of the forward engine cowlings. A less obvious difference was the omission of the boundary layer bypass outlets, which had been a feature of the F-series, on the upper radiator flaps. Like most German aircraft produced in World War II, the Bf 109 G-series was designed to adapt to different operational tasks with greater versatility; larger modifications to fulfil a specific mission task like long-range recon or long-range fighter-bomber were with "Rüststand" and given a "/R" suffix, smaller modifications on the production line or during overhaul like equipment changes were made with kits of pre-packaged parts known as Umrüst-Bausätze, usually contracted to Umbau and given a "/U" suffix. Field kits known as Rüstsätze were also available but those did not change the aircraft designation. Special high-altitude interceptors with GM-1 nitrous oxide injection high-altitude boost and pressurized cockpits were also produced.

The newly fitted Daimler-Benz DB 605A engine was a development of the DB 601E engine utilised by the preceding Bf 109F-4; displacement and compression ratio were increased as well as other detail improvements. Takeoff and emergency power of 1,475 PS (1,455 hp, 1,085 kW) was achieved with 1.42 atm of boost at 2,800 rpm. The DB605 suffered from reliability problems during the first year of operation, and this output was initially banned by VT-Anw.Nr.2206, forcing Luftwaffe units to limit maximum power output to 1,310 PS (1,292 hp, 964 kW) at 2,600 rpm and 1.3 atm manifold pressure. The full output was not reinstated until 8 June 1943 when Daimler-Benz issued a technical directive.[57] Up to 1944, the G-series was powered by the 1,475 PS Daimler-Benz DB 605 driving a three-blade VDM 9-12087A variable-pitch propeller with a diameter of 3 m (9.8 ft) with even broader blades than used on the F-series. Pitch control, as on the 109F, was either "electro-mechanical"" (automatic) or "manual-electric" using a thumb-switch on the throttle lever.[57] From 1944 a new high-altitude propeller with broader blades was introduced, designated VDM 9-12159, and was fitted to high-altitude variants with the DB 605AS or D-series engines.

The early versions of the Bf 109G closely resembled the Bf 109 F-4 and carried the same basic armament; however, as the basic airframe was modified to keep pace with different operational requirements, the basically clean design began to change. From the spring of 1943, the G-series saw the appearance of bulges in the cowling when the 7.92 mm (.312 in) MG 17 were replaced with 13 mm (.51 in) MG 131 machine guns (G-5 onwards) due to the latter's much larger breechblock, and on the wings (due to larger tyres), leading to the Bf 109 G-6's nickname "Die Beule" ("The Bulge"). The Bf 109G continued to be improved: new clear-view cockpits, greater firepower in the form of the 30 mm (1.18 in) MK 108 cannon were introduced in late 1943; and a new, enlarged supercharger for the DB605, a larger vertical stabilizer (G-5 onwards), and MW 50 power boost in 1944.

From the Bf 109 G-5 on an enlarged wooden tail unit (identifiable by a taller vertical stabilizer and rudder with a morticed balance tab, rather than the angled shape) was often fitted. This tail unit was standardised on G-10s and K-4s. Although the enlarged tail unit improved handling, especially on the ground, it weighed more than the standard metal tail unit and required that a counterweight was fitted in the nose, increasing the variant's overall weight. With the Bf 109G, a number of special versions were introduced to cope with special mission profiles. Here, long-range fighter-reconnaissance and high-altitude interceptors can be mentioned. The former were capable of carrying two 300 L (80 US gal) drop tanks, one under each wing; and the latter received pressurized cockpits for pilot comfort and GM-1 nitrous oxide "boost" for high altitudes. The latter system, when engaged, was capable of increasing engine output by 223 kW (300 hp) above the rated altitude to increase

 

[A4K]

Good stuff mate!

Btw, re the He 112 pics, can you see the markings? if Hungarian, they would have either the Hungarian 'ék' (Red/ White/ Green elongated triangle) or stylise German markings of a White cross on Black square, depending on when photographed.
Romanian machines carried 3 different types of national marking that I know of, again depending on period.

 

[gekho]

Good stuff mate!

Btw, re the He 112 pics, can you see the markings? if Hungarian, they would have either the Hungarian 'ék' (Red/ White/ Green elongated triangle) or stylise German markings of a White cross on Black square, depending on when photographed.
Romanian machines carried 3 different types of national marking that I know of, again depending on period.

I think it´s a rumanian He-112; anyway, I will post the pic in a few days. Keep an eye on my thread!!

 

[gekho]

More pics

 

[stug3]

 

[stug3]

 

[Wurger]

 

[Gnomey]

Nice shots! Thanks for sharing.

 

[johnbr]

 

[johnbr]

He 112

 

[at6]

Nice clean lines. How would it have been with a three blade prop I wonder?