fokker d.vii

Transkript

fokker d.vii

FOKKER D.VII (OAW)
8131
1:48
eduard
A FEW WORDS...
...ON THE DESIGNER:
The Fokker D.VII carries the name of the company that created it, and the company carries the name of
its originator, Anthony Herman Gerard Fokker, a young Dutchman living in Germany. Fokker founded
his first manufacturing facility in Germany as a twenty two year old in 1912. From 1913, it operated from
Schwerin, and from the outbreak of the First World War, was a supplier of aircraft to the German air
force. The name Fokker gained recognition in 1915 with the introduction of the 'E' fighters. The E.I, E.II
and E.III, as the first types to feature a synchronized gun firing through the propeller arch, enabled the
German air force to gain superiority over the Western Front, and for Fokker to attain one of his career
highs. However, nothing lasts forever, and in those times, this fact was a harsh reality. The introduction
by the Allies of types such as the Nieuport 11 and 17, the DH-2 and the Sopwith Pup, turned the tables in
a relatively short period of time, and development of newer, heavier biplane fighters provided Fokker
with no real success. The following year saw the rise of Albatros as the premier supplier of aircraft to the
German air force, with Pfalz being solidly in second place. Fokker was basically relegated to the
sidelines. In June, 1916, Fokker's chief designer became Reinhold Platz. With no formal higher
training, he nevertheless possessed a brilliance and natural technical ability that allowed him to
develop even the most unorthodox of Fokker's ideas. The subsequent collaboration of these two men
led to the development of aircraft that in subsequent years would ensure the name Fokker a place in the
pages of aviation legend. The type that propelled Fokker to the forefront of German aircraft
development was the Dr.1 triplane, that in its red guise, was made eternally famous by the Red Barron,
Manfred von Richtofen.
Anthony Herman Gerard Fokker,
April 6th, 1890 - December 23, 1939
Fokker V 11 prototype, also designated V 11/I in its
original form in Autumn 1917.
(Albatros/PL Gray Collection-used with permission)
...ON THE MACHINE:
The Fokker Dr.1 certainly achieved the status of legend, if not as an one sided success. The
concentration of weight nearest to the centre of gravity gave the aircraft excellent maneuverability,
but consequently also some unfriendly characteristics. Fokker's triplane gave the German pilots a
very effective, if labour intensive, weapon. A series of crashes, attributed to the failure of the top wing,
prevented the type from seeing wider service among German fighter squadrons. Despite this, the
Fokker Dr.1 remained in the service of elite units, who demonstrated the fighter's ability to pave the
road ahead. This road included a similar fuselage and tail layout, constructed of welded metal tube,
and a thicker, self-supporting wing. This proved to be a good combination, made better by the
marriage of an effective water cooled inline engine to produce the Fokker D.VII prototypes.
Prototypes V11 and V18 built to this design philosophy, together with six another Fokker prototypes,
dominated the first evaluation procedure carried out by Idflieg, inspectors representing the German
Air Force, from January 21st to the 28th, 1918. According to the evaluation, the aircraft were deemed
high-performing, but carrying some unwanted flying quirks. Prototype V11 was during the course of
one night and morning (and according to other sources, the course of a weekend) extensively
modified. The fuselage was reportedly lengthened by 40cm, and the tail surfaces were increased. It
may well be true, but a comparison of photographs of the V11 prototype and series production aircraft
raises doubts. In all probability, this is a rumour started after the fact, the source of which may well
have been Anthony Fokker, and the actual aircraft may be a later prototype, possibly V11/II. In any
case, the victor of the evaluation, and rightfully so, was Fokker, and from the winning prototype, after
extensive modification, came the elegant and high performing Fokker D.VII.
Fokker V 18 prototype at the Adlershof during the First
Fighter competition on January 3rd, 1918
Fokker V 11/II, although with the same w/n 1883 as
V 11/I, the significant changes are clearly visible. This
plane took part on the Adlershof Fighter competition.
...ON PRODUCTION:
Production of the Fokker D.VII was initiated in late spring, 1918. A production license was also obtained
by Albatros, who manufactured the aircraft not only in its parent plant, but also at its production facility at
OAW (Ostdeutche Albatros Werke). The three manufactured types showed some differences, such as the
engine cowl. Changes were also introduced on the production line. An increasing cooling problem saw
the addition of intakes and openings that improved airflow around the engine. Similar problems
surrounding the ammunition containers led to modification of cooling systems. These Fokkers were
produced with three different engines, the Mercedes D.IIIa (output of 160k), the Mercedes D.IIIaü
(175k), and the BMW IIIa (185k). Aircraft equipped with the BMW powerplant were designated by
Fokker as the Fokker D.VIIF, while the other two weren't differentiated by designation. For this reason,
identification of the BMW types is difficult. One telling characteristic is that the guns on the BMW types
were placed noticeably higher, while the guns on the Mercedes powered units were practically mounted
on the top surface of the fuselage. In all, there were 2800 Fokker D.VIIs produced in all versions.
...ON THE WAR:
The greatest pilot of the First World War, Manfred von Richtofen, who contributed greatly to the sucess
of Fokker, did not see the introduction of the D.VII. He was killed in action on April 21st, 1918. No one on
the Allied side at that time could foresee the coming of a fighter that would, through its quality and mass
production, take aerial warfare to another level. A re-equipping to the type by front line units, Jastas
(Jasta = JAgdSTAffel, Squadron), and a corresponding modification of tactics, significantly raised the
combat quality of these units. The concept that, through the second half of 1918, the German Air Force
suffered from low quality, low morale, and a lack of decent equipment, is erroneous. Morale actually
remained high in the air units, and the service was given a fighter that was as good as any it ever fielded
to that time. Because the Allied side never sat back with its own development, and increased its own
combat capabilities, the second half of 1918 became the bloodiest timeframe of the First World War. It
was during this time that a large number of German pilots gained their greatest success, typically flying
the Fokker D.VII.
An early Fokker D.VII with Mercedes D.IIIa engine in
the typical Fokker streaked finish
British SE 5a, powered by Wolseley W.4A Viper
200 hp engine, max.speed 222 km/h
French SPAD XIII, powered by Hispano Suiza 8BEc
235 hp engine, max. speed 220 km/h.
USAAC also acquired these aircraft.
...ON THE COMPETITION:
The Allied air forces'attempt to maintain air supremacy over the Western Front in the spring of 1918 was,
with the introduction of the Fokker D.VII, given something to seriously think about. This was an aircraft
that canceled the long lasting Allied advantage in the air. However, the D.VII did not better Allied types in
all respects. The Sopwith Camel could outturn the Fokker, and the SPAD XIII and Se 5a were typically
faster, especially where the Mercedes D.IIIa powered D.VIIs were concerned. The climb rate of these
same-powered D.VIIs were not better than the climb rate of the Allied types. The BMW powered aircraft
had better performance, but the engines were in constant short supply. So, what was it that propelled the
Fokker D.VII to its legendary status? It was a combination of a balance of its performance and flight
characteristics, ease of handling, and simple and reliable construction that was also very robust. German
pilots, with the D.VII, were given a weapon that could be counted on, and relied upon, to perform up to its
standard when called upon.
British Sopwith Camel, with Clerget 9B 130 hp engine,
max. speed 185 km/h.
A typical OAW built Fokker D.VII. The nose giraffe
pattern, the two tone painted wheel disks and the half
and half separated green/mauve axle cover are visible.
...AND ON THE MODEL:
This model depicts a Fokker D.VII (OAW), that is, an aircraft built by OAW in Schneidemühl in Slesien. There are four main versions within the Fokker
production line of OAW. This model represents the last two, most common of these versions. OAW Fokker D.VIIs have certain characteristics that
differentiate them from those of other manufacturers. Besides the panel lines around the engine cover, they also have some colouring identifiers. Aircraft
produced by OAW were pretty much exclusively covered with a four colour pre-printed pattern commonly refereed to as 'lozenge'. Your kit contains two
decal sheets with this pattern. The front of OAW produced aircraft also featured a distinct colouration of purple and green, so called giraffe pattern. The
wheel discs also featured these colours, typically represented by two rings. The axle cover of the landing gear was also frequently painted in green and
purple, and typically in a way that mimicked the painting on the front of the aircraft, or separated into two symmetrical halves, the first one painted in
green, the second one in the purple. This kit also features a fret of colour photoetched brass. Please note, that the model can built without the brass, and
this decision is up to you and your modelling techniques. Pay close attention to the instruction sheet during assembly, in particular as it pertains to the
application of colouring, and the lozenge decals. We wish you some enjoyable hours of modelling as you build your Fokker D.VII OAW.
Fokker D.VII TECHNICAL DATA:
LENGTH: 6,95m/22,802 ft HEIGHT: 2,75m/9,022 ft WING SPAN: 8,9m/29,199 ft
MAX.TAKEOF WEIGHT: 946 kg/2085,9 lb EMPTY WEIGHT: 742 kg/1636,1 lb
MAX.SPEED with MERCEDES D.IIIa: 187 km/h in 1000m, 180 km/h in 2000m
MAX.SPEED with BMW D.IIIa: 200 km/h in 1000m, 185 km/h in 2000m
INITIAL CLIMB RATE: 7,00 m/s (climb to 1000m with Mercedes D.IIIa in 3´48´´,with BMW in 1´45´´)
SERVICE CEILING 7000m/22 966 ft RANGE 450 km/243 nm ARMAMENT: 2x LMG 08/15 7,92mm
ATTENTION
UPOZORNĚNÍ
ACHTUNG
ATTENTION
Carefully read instruction sheet before assembling. When you use glue or paint, do not use near open flame and use in well ventilated room. Keep
out of reach of small children. Children must not be allowed to suck any part, or pull vinyl bag over the head.
Před započetím stavby si pečlivě prostudujte stavební návod. Při používání barev a lepidel pracujte v dobře větrané místnosti. Lepidla ani barvy
nepoužívejte v blízkosti otevřeného ohně. Model není určen malým dětem, mohlo by dojít k požití drobných dílů.
` proximité dúne flamme nue, et aérer la
Iire soigneusement la fiche dínstructions avant dássembler. Ne pas utiliser de colle ou de peinture a
piece de temps en temps. Garder hors de portée des enfants en bas âge. Ne pas laisser les enfants mettre en bouche ou sucer les pièces, ou
passer un sachet vinyl sur la tete.
Von dem Zusammensetzen die Bauanleitung gut durchlesen. Kleber und Farbe nicht nahe von offenem Feuer verwenden und das Fenster von Zeit
zu Zeit Belüftung öffnen. Bausatz von kleinen Kindern fernhalten. Verhüten Sie, daß Kinder irgendwelche Bauteile in den Mund nehmen oder
Plastiktüten über den Kopf ziehen.
INSTRUKTION SIGNS
INSTR. SYMBOLY
BEND
OHNOUT
PLIER SIL VOUS PLAIT
BITTE BIEGEN
OPTIONAL
VOLBA
FACULTATIF
NACH BELIEBEN
PARTS
OPEN HOLE
VYVRTAT OTVOR
FAIRE UN TROU
OFFNEN
SYMETRICAL ASSEMBLY
SYMETRICKÁ MONTÁŽ
MONTAGE SYMÉTRIQUE
SYMMETRISCHE AUFBAU
DÍLY
NOTCH
ZÁŘEZ
L INCISION
DER EINSCHNITT
TEILE
PLASTIC PARTS
A>
8
SYMBOLES
REMOVE
ODŘÍZNOUT
RETIRER
ENTFERNEN
B>
PE - PHOTO ETCHED
DETAIL PARTS
1
13
14
87
5
6
6
15
11
10
7
19
26 27
5
20
22
6
3
4
21
28
8
7
29
30
31
34
32 33
2
-Parts not for use. -Teile werden nicht verwendet. - Pieces a ne pas utiliser. -Tyto díly nepoužívejte při stavbě. -
COLOURS
BARVY
FARBEN
PEINTURE
GSi Creos (GUNZE)
AQUEOUS Mr.COLOR
SM01
8
SM04
AQUEOUS Mr.COLOR
SUPER FINE SILVER
H 53
13
NEUTRAL GRAY
SUPER STAINLESS
H 76
61
BURNT IRON
H4
4
YELLOW
H 85
45
SAIL COLOUR
H 11
62
FLAT WHITE
H 302
302
GREEN
H 12
33
FLAT BLACK
H 423
423
DARK GREEN
H 19
63
PINK
135
GREEN
H 25
34
SKY BLUE
H 37
43
WOOD BROWN
MC212
IRON
PURPLE
MC214
DARK IRON
RED BROWN
MC219
BRASS
H 39
H 47
41
20
14 16 18
11
eduard
1
5
20
eduard
11
11 12
15 17
11
11
20
11
19
9 10
5
21
8
18
3 4
8
17
3
7
23
2
24
17
26
11
25
14
8
1
16 16 22
9
15
13
D>
6
8131 Fokker D.VII(OAW)
2
3
0
2 3 4
12
2
C>
25
1
17
3
2
24
12
15 16
14
Made in Czech Republic
13
16
23
5
6
12
11
13
87
X
0
9
2 3 4
8
7
1
6
5
5
4
4
9
5
© EDUARD 2005
11
7
6
5
10
26
X
1
26
4
APPLY EXPRESS MASK
POUŽÍT EXPRESS MASK
NABARVIT PŘED SLEPENÍM
AND PAINT BEFORE
GLUING
PIECES
3
1
10
INSTRUKTION SINNBILDEN
Mr.METAL COLOR
B6
SM01
8
SUPER FINE SILVER
SM01
8
SUPER FINE SILVER
B8
B6
C13
H 12
33
BLACK
C34
MC214
DARK IRON
C4
C22
B5
DO NOT GLUE!!
NELEPIT!!
SM01
8
SUPER FINE SILVER
SM01
8
SUPER FINE SILVER
MC212
IRON
MARKING C ; D
MERCEDES D.IIIa
B14
SM04
SUPER STAINLESS
PE13
MC219
BRASS
B13
BMW IIIa
MARKING
A ;B
MC219
BRASS
A6
H 53
13
GRAY
PE10
C33
H 12
33
BLACK
H 12
33
BLACK
C14
H 37
43
WOOD BROWN
C27
H 12
33
BLACK
Mercedes D.IIIa engine instalation. Art by Mark Miller.
Instalace motoru Mercedes D.IIIa. Obraz od Martina Millera.
PE18
DON´T PAINT
NEBARVIT
SM01
8
SUPER FINE SILVER
H 12
33
BLACK
A7
SM01
8
SUPER FINE SILVER
H 37
43
WOOD BROWN
DON´T PAINT
NEBARVIT
PE17
B15
H 47
41
RED BROWN
B12
C18
H 53
13
GRAY
H 53
13
GRAY
C17
PE1
C32
INTERIOR
LOZENGE
PE2
A11
H 85
45
SAIL COLOUR
PE2
A16
SM01
8
SUPER FINE SILVER
H 37
43
WOOD BROWN
H 12
33
BLACK
C10
A16
C10
Fokker D.VII cockpit interior. Art by Mark Miller.
Pilotní prostor Fokkera D.VII. Obraz od Marka Millera.
D3 - MARKING
D2 - MARKING
INTERIOR
LOZENGE
A ;B
C ;D
D3
D2
C28
PE11
H 53
13
GRAY
DECAL 28
A14
PE14
PE15
PE24
PE25
4 pcs.
MC219
BRASS
A14
A16
DECAL 26
DECAL 27
A13
SM01
8
SUPER FINE SILVER
PE25
3 pcs.
MC219
BRASS
INTERIOR LOZENGE
PE3
H 85
45
SAIL COLOUR
A8
H 53
13
GRAY
D4
D1
D3+ D4+ D7 - MARKING
D2+ D1+ D6 - MARKING
INTERIOR
LOZENGE
H 37
43
WOOD BROWN
PE19
DON´T PAINT
NEBARVIT
D3
D2
A3
A2
B1
A ;B
C ;D
C16
PE12
? DECAL 30
2 3 4
1
0
87
5
6
PE5
A10
H 47
41
RED BROWN
H 12
33
BLACK
MC219
BRASS
D7
D6
H 12
33
BLACK
D7 - MARKING
A ;B
D6 - MARKING
C ;D
C21
APPLY LOZENGE DECAL IN THIS STEP
V TOMTO KROKU NANESTE OBTISKY LOZENGE
TAIL LOZENGE MARKING
A
ONLY
TAIL LOZENGE UPPER SURFACE: N
TAIL LOZENGE LOWER SURFACES: R, S
A17
D8
LOZENGE
UPPER: I, L
H 76
61
BURNT IRON
FUSELAGE LOZENGE
UPPER: M
WING LOZENGE
UPPER: U, V, X
LOZENGE
BOTTOM: M, L
FUSELAGE LOZENGE
STARBOARD: P2, P3
FUSELAGE LOZENGE
PORTSIDE: O2 ,O3
WING LOZENGE
BOTTOM: I, J, K
FUSELAGE LOZENGE
BOTTOM: P
DON´T PAINT
NEBARVIT
D5
PE4
WING LOZENGE
UPPER: R, S, T
MC219
BRASS
PE4
D5
WING LOZENGE
BOTTOM: N, O, P
DON´T PAINT
NEBARVIT
RIB STRIPES AND COMPLETE LOZENGE DECAL APPLICATION SEE PAGE 24
PRO APLIKACI PÁSKŮ NA ŽEBRA A KOMPLETNÍCH LOZENGOVÝCH
OBTISKŮ PROSTUDUJTE str.24
A15
A12
H 423
423
DARK GREEN
C3
H 423
423
DARK GREEN
H 423
423
DARK GREEN
H 423
423
DARK GREEN
C3
MARKING
D
ONLY
MARKING
C
ONLY
1. PAINT WHOLE PART VIOLET
NABARVIT CELÝ DÍL FIALOVOU
BARVOU
2. APLLY MASK
NALEPIT MASKU
3. PAINT BLACK OUTLINE
NABARVIT OBRYS ČERNU
BARVOU
1. PAINT WHOLE PART WHITE
NABARVIT CELÝ DÍL BÍLOU
BARVOU
2. APLLY MASK
NALEPIT MASKU
3. PAINT BLACK OUTLINE
NABARVIT OBRYS ČERNU
BARVOU
LOWER SURFACES IDENTICAL
APPLICATION
PRO SPODNÍ STRANU
IDENTICKÝ POSTUP
2 pcs.
PE20
MC214
DARK IRON
PE21
A5
PE6
A5
PORTSIDE GUN
LEVÝ KULOMET
A5
C7
PE23
C2
STARBOARD GUN
PRAVÝ KULOMET
SM01
8
SUPER FINE SILVER
H 47
41
RED BROWN
MC214
DARK IRON
STARBOARD GUN
PRAVÝ KULOMET
PORTSIDE GUN
LEVÝ KULOMET
C2
Dashboard & machine gun instalation. Art by Mark Miller.
Palubní deska a kulomety. Obraz od Marka Millera.
C7
B2
A1
UPPER LOZENGE: K
C11
H 423
423
DARK GREEN
BOTTOM LOZENGE: U
A4
C11
H 423
423
DARK GREEN
H 423
423
DARK GREEN
C11
A9
UPPER LOZENGE: J
H 423
423
DARK GREEN
H 423
423
DARK GREEN
C11
BOTTOM LOZENGE: T
UPPER LOZENGE: A, B, C, D, E, F, G, H
H 423
423
DARK GREEN
BOTTOM LOZENGE: A, B, C, D, E, F, G, H
RIB STRIPES AND COMPLETE LOZENGE DECAL APPLICATION SEE PAGE 24
PRO APLIKACI PÁSKŮ NA ŽEBRA A KOMPLETNÍCH LOZENGOVÝCH
OBTISKŮ PROSTUDUJTE str.24
A
C5
MC219
BRASS
C29
H 12
33
BLACK
PE9
C5
STRUT COLOR
DEPENDS ON
SELECTED MARKING
BARVA VZPĚR ZÁVISÍ
NA ZVOLENÉM
MARKINGU
C15
C9
C30
C31
A
STRUT COLOR
DEPENDS ON
SELECTED MARKING
NA ZVOLENÉM
MARKINGU
C6
STRUT COLOR
DEPENDS ON SELECTED
MARKING
C6
NA ZVOLENÉM
MARKINGU
C1
C1
C20
H 423
423
DARK GREEN
C12
TIP
VRŠEK
H 423
423
DARK GREEN
H 37
43
WOOD BROWN
C12
C8
H 423
423
DARK GREEN
H 423
423
DARK GREEN
C11
C20
C8
H 423
423
DARK GREEN
C11
MC212
IRON
C23
C25
B9
C24
B11
STRUT COLOR
DEPENDS ON SELECTED
MARKING
NA ZVOLENÉM
MARKINGU
C26
B7
B4
B11
H 37
43
WOOD BROWN
C19
MC214
DARK IRON
B16
B17
B16
MC214
DARK IRON
PE22
B17
H 423
423
DARK GREEN
H 423
423
DARK GREEN
PE26
2 pcs.
H 423
423
DARK GREEN
PE26
2 pcs.
A. Hasso von Wedel, Jasta 23s
Hasso von Wedel byl koncem srpna 1918 jmenován velitelem saské Jasta 24s, a v září vybojoval na
Fokkerech poslední ze svých pěti vzdušných vítězství. Své letouny si zdobil rodovým znakem - popravčím
kolem (Richtrad). Ani tento, motorem BMW, vybavený Fokker D.VII (OAW) nebyl výjimkou. Von Wedel
se k bojovým letům vrátil za druhé světové války. Létal v řadách Stab/JG3 až do 15.září 1940, kdy byl nad
Anglií sestřelen pilotem 94.squadrony RAF. Upadl do zajetí, ze kterého byl pro zranění repatriován
zpět do Německa. Zahynul 1.května 1945 v Berlíně, během dobývání města Rudou armádou.
Hasso von Wedel became commander of Sachsische Jasta 24s in late August, 1918. In September, he claimed
latest three of his total five victories. His aircraft were personalized with the family badge, the red execution
wheel (Richtrad), which was applied on the sides of this BMW engine powered Fokker D.VII too.
Von Wedel continued in his flying career during early World War II as a member ot Stab/JG3,
until September 15th, 1940, when his Bf 109E was shot down over England by a 94th sq.pilot.
He was repatriate for serious injury, and died at May 1st, 1945, during Battle of Berlin.
H302 H39
302
37
O2
H11
17?54
62
32
19
I I
O3
53
Fok.D VII.(OAW.)serial number
41
9
I
I I
I
I I
.)
.A.W
I (O
AW.)
/18
I
II
D VI
Fok.
H11
62
Fok.D VII
(O.A.W.)
I
I I
ber
l num
seria
.W.)
53
FVII
ok.D
I
II
D
Fok.
51
I
(O.A
VII
.W.)
(O.A
II
41
(O.A.W.)
I
Fok.D VII
Leergewicht: 715kg
Nutzlast:
180..
Gesamtgew: 895kg
H302
302
H53
13
23
M, O2, O3: FUSELAGE LOZENGE DECAL
H39
I I
22
Fok.D VII
I
(O.A.W.)
serial number
hie
7
r anhe
ben
r anhe
10
ben
hie
r anhe
anheb
hi e
en
hie r
b en
b en
anheb
r anhe
hie r
hi e
(O.A.W.) serial number
8
17?46
H11
62
50
Fok.D VII
r anhe
anheb
hi e
11
I I
I
I I
50
Fok.D VII
I
en
en
hie r
b en
b en
anheb
r anhe
hie r
hi e
en
Hier Nicht Anheben
Hier Nicht Anheben
r anhe
13
49
ben
r anhe
hie
Hier Nicht Anheben
49
Hier Nicht Anheben
M
13
eduard
hie
ben
49
49
Hasso von Wedel wurde gegen Ende August 1918 Kommandeur der sächsischen Jasta 24s. Im September errang er drei seiner insgesamt fünf
Siege. Sein Flugzeug wurde mit seinem Abzeichen versehen und das rote Richtrad an beiden Seiten seiner Fokker D. VII mit BMW Motor
angebracht.
Von Wedel setzte seine Flieger-Karriere im zweiten Weltkrieg als Mitglied der Stab/JG3 bis 15. Setpember 1940 fort. An diesem Tag wurde seine Bf
109 E über England von einem Piloten des 94. Squadrons abgeschossen. Aufgrund seiner schwerwiegenden Verletzungen wurde er nach
Deutschland zurückgeschickt wo er auch am 1. Mai 1945 während der Schlacht um Berlin starb.
Hasso von Wedel est devenu commandant de la Sachsische Jasta 24 a la fin aout 1918. En septembre, il revendiqua les 3 dernieres de ses 5 victoires.
Son avion était personnalisé avec son écusson familial, roue rouge (Richtrad) qui étaient appliqués sur les cotés du moteur BMW qui équipait les
Fokker D VII.
Von Wedel a continué sa carriere au début de la deuxieme guerre mondiale, comme membre de la Stab/JG3, jusqu'au 15 septembre 1940, quand
son Bf 109E a été abattu au-dessus de l'Angleterre par un pilote du 94eme squadron. Il fut rapatrié avec de sérieuses blessures et mourut le 1er mai
1945 durant la bataille de Berlin.
I I
H11
62
21
53
P3
33
17?54
H11
62
P2
41
I (O
.A.W.
)
I
I
VII
(O.A
.W.)
seria
l num
ber
Fok.
D VI
I
I
(O.A.W.)
II
Fok.D
I I
Fok.D VII
VII (O.A.W.)
I
I I
9
I I
53
(O.A
.W.)
52
II
I
Fok.
D VII
II
Fok.D
anheb
H39
en
H302
302
49
I
8
22
I I
k.D 7642 /1
Fo 6354
Fok.D VII
(O.A.W.)
serial number
I
H39
II
.)
.A.W
(O
VII
en
hier
anheb
49
41
I
hier
r anhe
anheb
hie
en
hier
ben
ben
r anhe
en
hier
anheb
r anhe
anheb
hie
hie
hier
ben
ben
en
anheb
r anhe
hier
hie
en
I I
49
hie
35
?48
35
anheb
I
I
50
Fok.D VII
en
49
nh
ra e
hier
I I
50
Fok.D VII
H11
62
n
be
P
SM01
ALUMINIUM 8
WHITTE
H11
62
GRAY
H53
13
WOOD
H37
43
P2, P3
FUSELAGE LOZENGE DECAL
VIOLET
P
H39
H302
DARK GREEN 302
eduard
B. Franz Büchner, Jasta 13
Franz Büchner byl skutečnou hvězdou Jasta 13 v posledních měsících války. Bylo mu pouhých 16 let, když
v roce 1914 bojoval na frontě u Yprů, v osmnácti se stal letcem. Když byl v polovině června 1918 jmenován
velitelem Jasta 13, měl na svém kontě pouhé 4 sestřely. Pilotujíc především Fokkery D.VII, zvýšil do konce
října počet sestřelů na 40 (z celkových 109 sestřelů celé jednotky). 25.října 1918 obdržel svůj zasloužený
Pour le Mérite. Na Fokkerech létal bojově i po válce, tentokrát v řadách Freikorpsu, v bojích
s komunistickými povstalci. 18.března 1920 byl při průzkumném letu v okolí svého rodného Lipska
sestřelen palbou ze země a zabit.
Franz Buchner was a true star with Jasta 13 in the closing months of the war. He was just 16 when he fought on
the Yper Front in 1914, and became a pilot at 18.When he became commander of Jasta 13, his tally amounted
to only four kills. Flying mostly D.VIIs, he built up this total to 40 through to the end of October, 1918.
The total unit score was 109 kills when the war ended. He received a well deserved Pour le Merite
on October 25th, 1918. After the war, he continued as a pilot, flying as a Freikorps member
in the civil war battles, and was shot down by Red unit ground fire on March 18, 1920,
near his native Leipzig.
14
H25
34
135
25L
53
I I
41
9
I I
I
H11
62
I I
I
Fok.D VII
(O.A.W.)
I
(O.A.
VII
W.)
(O.A.W).
I
Fok.D VII
I
okF.D
II
I
II
W.)
(O.A.
Fok.D
D VII
Fok.
rial n
se
.W.)
(O.A
VII
I
51
II
41
I I
er
umb
53
4
H53
13
Fok.D VII
I
H53
13
I I
135
(O.A.W.)
65
347642/18
hie
10
22
ben
I I
hie
7
r anhe
ben
r anhe
I
Fok.D VII (O.A.W.)
serial number
r anhe
anheb
hi e
en
hie r
b en
b en
anheb
r anhe
hie r
hi e
8
11
50
I I
14
Fok.D VII
r anhe
anheb
hi e
I
hie r
b en
b en
anheb
r anhe
hie r
hi e
en
Hier Nicht Anheben
Hier Nicht Anheben
58
13
57
13
60
r anhe
Hier Nicht Anheben
hie
59
Hier Nicht Anheben
49
en
49
H11
62
H11
62
61
62
63
ben
r anhe
I
I I
50
Fok.D VII
64
eduard
hie
en
ben
49
49
Franz Büchner war der Held der Jasta 13 in den letzten Kriegsmonaten. Mit gerade einmal 16 Jahren kämpfte er 1914 an der Yper Front. 1918
begann seine Pilotenkarriere. Als er im Juni 1918 zum Kommandeur der Jasta 13 befördert wurde, hatte er gerade einmal vier Siege errungen.
Bis Ende Oktober 1918 erhöhte er diese Anzahl auf 40. Dabei flog er vorwiegend die Fokker D.VII. Insgesamt brachte er es auf 109 Siege bis zum
Ende des Krieges. Er erhielt die verdiente Auszeichnung „Pour le Mérite“ am 25. Oktober 1918. Nach dem Krieg setzte er seine Flieger-Laufbahn
als Mitglied des Freikorps in den Bürgerkriegen fort. Am 18. März 1920 wurde er von einer komunistischen Einheit nahe seines Geburtsorts
Leipzig abgeschossen wobei er sein Leben verlor.
Franz Büchner fut une vraie star de la Jasta 13 durant la fin de la guerre. Il avait juste 16 ans quand il combattit a Ypre en 1914. Il devint pilote en
1918. Quand il fut nommé commandant de la Jasta 13 en juin 1918, il avait a son tableau de chasse 4 victoires confirmées. La plupart du temps volant
sur Fokker D VII, il augmenta ce chiffre a 40 en fin octobre 1918. Le total des victoires de son unité était de 109 victoires a la fin de la guerre. Il fut
décoré "Pour le Mérite" le 25 octobre 1918. Apres la guerre, il continua comme pilote dans les corps francs dans les différentes guerres civiles.
Il fut abattu par une unité de défense antiaérienne de l'armée rouge, pres de sa ville natale de Leipzig le 18 mars 1920.
H25
34
I I
25R
14
53
41
9
(O.A
.W.)
I I
I
I
Fok.
D
VII
I
(O.A.W.)
II
(O.A.W.)
I
I I
Fok.D VII
Fok.D VII
I
H11
62
I I
rial nu
mbe
r
53
52
II
VII
I
Fok
.D
41
II
anheb
anheb
Fok.D
I
hier
(O
.A.
W.
)
II
Hxx
135
en
hier
Fo
k .D
135
3645 VII
6742
/18
I
49
VII
(O.A
.W.)
es
( .A
O
..W )
20
22
en
r anhe
anheb
hie
en
hier
ben
ben
en
H53
13
WOOD
H37
43
BLUE
H25
34
GREEN
135
49
H25
34
n
be
GRAY
en
hier
en
H11
62
35
anheb
hie
35
nh
ra e
WHITTE
r anhe
r anhe
anheb
49
hie
SM01
8
ben
ben
hier
ALUMINIUM
en
hier
anheb
r anhe
anheb
hie
hie
hier
66
67
65
68
H11
62
H11
62
69
70
71
72
eduard
49
C. Rudolf Stark, Jasta 35b
Rudolf Stark, bývalý příslušník 2.bavorského hulánského pluku, se stal stíhačem v lednu 1918. Sloužil
u Jasta 34b a Jasta 77. Od 7.června 1918 působil jako velitel bavorské Jasta 35b. V řadách této letky
získal 5 potvrzených a 2 nepotvrzené sestřely ze svých celkových 11+5. Zajímavý je jeho poslední
sestřel z 9.listopadu 1918, kdy shora zaútočil na letadla S.E.5a od 56.squadrony RAF, vracející se
z hlídky. Krátkou dávkou sestřelil poslední stroj ve skupině. Nikdo z Angličanů si ničeho nevšim
a pokračovali v letu domů.
A former member of the 2nd Bavarian Lancer Regiment, he became a fighter pilot in January 1918, and
served with Bavarian Jastas 34b and 77b, becoming commander of Bavarian Jasta 35b on June 7th,
1918. At this post, he acquired his five confirmed and two unconfirmed victories, for a total of eleven
plus five. His last confirmed victory, on November 9th, 1918, was rather unusual. He attacked the
last aircraft in a group of No. 56 Squadron S.E.5as homeward bound on patrol. He shot the aircraft
down with no reaction from the other British pilots.
95%
H19
63
5%
+ H39
36
O2
5
H19
63
H39
38
O3
I I
I I
.D
Fok
I
II
Fok.D
23
H423
423
2
3
H19
63
H39
r anhe
H39
1
M, O1, O2, O3
Fok.D VII.(OAW.)
4523
H19
63
H39
ben
ben
Fok.D VII
I
(O.A.W.)
serial number
r anhe
I I
22
53
I I
.W.)
(O.A
VII
H19
63
H39
O1
hie
7
Fok.D VII.(OAW.)4523/18
23/18
I
ber
l num
seria
.W.)
(O.A
VII
.D
Fok
VII.(OAW.)
II
H53
13
3/18
I I
I I
.W.)
(O.A
VII
Leergewicht: 700kg
Nutzlast:
180..
Gesamtgew: 880kg
I
51
9
H11
62
Fok.D VII.(OAW.)452
II
41
10
hie
r anhe
anheb
hi e
en
hie r
b en
anheb
r anhe
b en
hie r
I I
Fok.D VII.(OAW.)4523
H19
63
H39
2
3
11
50
I I
8
Fok.D VII
r anhe
anheb
hi e
I
hie r
b en
b en
anheb
r anhe
hie r
hi e
en
Hier Nicht Anheben
Hier Nicht Anheben
M
H19
63
H39
I I I I
H12
33
I I I I
r anhe
13
Hier Nicht Anheben
hie
13
Hier Nicht Anheben
18
49
en
49
ben
r anhe
I
I I
50
Fok.D VII
H12
33
H19
63
H39
eduard
hie
en
I I
hi e
ben
49
19
53
41
49
Früher Mitglied des 2. bayrischen Lanzer Regiments wurde Rudolf Stark im Januar 1918 Pilot. Er diente bei den bayrischen Jastas 34b und 77b und
wurde am 7. Juni 1918 zum Kommandeur der bayrischen Jasta 35b befördert. In dieser Funktion erzielte er seine fünf bestätigten und zwei seiner
unbestätigten Siege (insgesamt errang Stark fünf bestätigte und elf unbestätigte Siege). Sein letzter Sieg ist weitgehend unbekannt. Auf dem
Rückflug von einer Patrouille wurde er von einer S.E.5a des 56. Squadrons der RAF angegriffen. Er schoss das letzte Flugzeug der Formation ab,
ohne dass irgendeine Reaktion der anderen britischen Piloten erfolgte.
Formé au 2eme régiment de lanciers Bavarois, il devint pilote en janvier 1918. Il servit aux Jastas bavarois 34b et 77b. Il devint commandant de la
Jasta 35b le 7 juin 1918. Comme commandant de la Jasta 35b, il fut crédité de 5 victoires confirmées et 2 non confirmées, (sur un totale de 11 + 5). Sa
derniere victoire du 9 novembre 1918 est surprenante : il attaqua des S.E.5a du 56eme squadron de la RAF en rentrant de patrouille. Il abattit le
dernier avion de la formation, sans aucune réaction des autres pilotes britanniques.
I I
H11
62
53
21
P3
39
5
P2
41
9
Fok
.D VI
I I
ber
I
Fo
k.D
V
45 II.(O
23 AW
.)
41
Fok.D
V
22
I I
Fok.D VII
(O.A.W.)
serial number
I
anheb
H19
63
H39
52
anheb
(OW
.A
II
hier
49
II (O
.A.W
.) se
rial n
um
. .)
P1
Fok.
D VII
I I
I
H19
63
H39
en
49
hier
5
II
5
I
1
II
53
I
I
I
I (O
.A.W
.)
I
I
Fok.D VII
I
I I
I I
)4523/18
Fok.D VII.(OAW.
VIIVI(O.A.W.)
Fok.D
Fok.D
I.(OAW.)4523/18
H423
423
en
r anhe
anheb
hie
en
hier
ben
ben
r anhe
en
hier
anheb
r anhe
anheb
hie
hie
hier
ben
ben
en
anheb
r anhe
hier
hie
en
55
56
nh
ra e
95%
H19
63
+
35
5%
H39
en
49
hier
hie
35
anheb
6
49
6
n
be
P
ALUMINIUM
SM01
8
WHITTE
H11
62
GRAY
H53
13
WOOD
H37
43
P1, P2, P3
H423
DARK GREEN 423
95%
+
H19
63
PINK
5%
H39
18
P
H12
33
H12
33
H19
63
H39
H19
63
H39
eduard
D. Jasta 58, pilot unknown
V německém stíhacím letectvu bylo zvykem rozlišit jednotky vlastním zbarvením jejich letounů. Stroje jednotlivých
pilotů jednotky se pak dále rozlišovaly osobním označením každého pilota, například formou písmen, čísel, znaků,
erbů nebo barevným nátěrem části stroje. Velké rozšíření Fokkerů D.VII, které sloužily přinejmenším u 70 stíhacích
perutí, je zárukou neuvěřitelné pestrosti zbarvení těchto letadel. Příkladem může být tento stroj neznámého pilota
od Jasta 58. Zbarvení zádi a přídě ledadla je znak příslušnosti k Jasta 58. Individuální označení představuje
červenobílý pruh v barvách Hesenska za kabinou a v něm umístěný znak města Kassel.
It was common among German fighter units to apply a unit colour to their aircraft. Individual aircraft were
personalized with letters, numbers, crests or specific colours applied to components such as cowlings, tails or
fuselage bands, among others. Large numbers of D.VIIs used by 70 squadrons amounts to an unbelievable diversity
of individualized marking styles, such as this aircraft flown by an unknown pilot of Jasta 58. The nose and tail colours
place this plane with that unit, and the personal markings are the red and white fuselage bands, and the badge.
The colours are Hesen colours, and the badge is the crest of the Hesenian city of Kassel.
H11
62
O2
34
16?44
O3
19
I I
53
41
24
18
Fok.D VII
I
I I
I
I I
W.)
(O.A.
H11
62
I
Leergewicht: 700kg
Nutzlast:
180..
Gesamtgew: 880kg
(O.A.W).
(O.A.W.)
I
Fok.D VII
I
.D
Fok
VII
II
l num
seria
I I
ber
53
W.)
(O.A.
O1
D VII
Fok.
I
II
Fok.D
51
I
41
II
.W.)
(O.A
VII
H423
423
H53
13
23
15
H12
33
M, O1, O2, O3
H39
I I
22
Fok.D VII
I
(O.A.W.)
serial number
r anhe
ben
7
r anhe
hie
10
ben
hie
r anhe
anheb
hi e
en
hie r
b en
anheb
r anhe
b en
hie r
hi e
11
50
I I
8
Fok.D VII
16
r anhe
anheb
hi e
I
hie r
b en
b en
anheb
r anhe
hie r
hi e
en
Hier Nicht Anheben
Hier Nicht Anheben
r anhe
13
Hier Nicht Anheben
hie
M
13
Hier Nicht Anheben
15
49
en
H12
33
49
ben
r anhe
I
I I
50
Fok.D VII
H12
33
eduard
hie
en
ben
49
49
Bei deutschen Kampfflieger Einheiten war es üblich, die Flugzeuge in einem eigenen Einheits-Farbschema zu bemalen. Die einzelnen Flugzeuge
wurden mit Buchstaben, Zahlen und Zeichen oder individuellen Farben an Teilen des Flugzeugs (Motorhauben, Leitwerken, Rumpfbänder usw.)
versehen. Durch die große Anzahl der Fokker D. VII, die in mindestens 70 Geschwadern im Einsatz war, ergibt sich eine unglaubliche Vielfalt
individueller Bemalungen wie auch bei diesem Flugzeug, dass von einem unbekannten Piloten der Jasta 58 geflogen wurde. Die Bemalung der
Nase und des Leitwerks weisen das Flugzeug die Zugehörigkeit zur Jasta 58 aus. Die persönliche Bemalung ist ein rot-weißes Rumpfband in den
Farben Hessen.
Il était fréquent, parmi les unités de chasseurs allemands, d'appliquer une couleur unique sur les avions. Chaque avion était personnalisé avec des
lettres, des chiffres, des armoiries, des écussons ou des couleurs spécifiques appliqués sur des parties comme le capot moteur, la queue ou le
fuselage, entre autres.
De nombreux D.VII furent utilisés par 70 escadrons, avec une diversité incroyable de marquages individuels différents, tel cet avion piloté par un
pilote inconnu de le Jasta 58. Les couleurs du nez et de la queue ont rendu cet avion unique et les marquages personnels étaient : des bandes
rouges et blanches sur le fuselage ainsi qu'un écusson. Les couleurs étaient celles de Hessen et l'écusson était les armoiries de la ville de Kassel.
I I
H11
62
21
53
P3
16?44
P2
41
24
(O.A.
W.)
I
ber
Fok.
D VII
I
I
(O.A.W.)
I
Fok.D VII
I
I I
I I
)4523/18
Fok.D VII.(OAW.
I I
VII
(O.A
.W.)
seria
l num
53
(O.A.
W.)
P1
I
II
VII
I
Fok.
D
41
II
anheb
Fok.D
en
49
.)
(O.A.W
22
I I
Fok.D63547642 /18
Fok.D VII
(O.A.W.)
serial number
I
H423
423
VII
I
II
hier
en
H39
52
I
H11
62
anheb
49
II
H39
15
hier
r anhe
anheb
hie
en
hier
ben
ben
r anhe
en
hier
anheb
r anhe
anheb
hie
hie
hier
ben
ben
en
anheb
r anhe
hier
35
en
nh
ra e
47
en
49
hier
35
anheb
hie
49
hie
n
be
ALUMINIUM
SM01
8
WHITTE
H11
62
GRAY
H53
13
WOOD
H37
43
P
P1, P2, P3
12
VIOLET
P
H39
H302
DARK GREEN 302
H12
33
H12
33
eduard
PORTY – RIB STRIPES
1a 2a 3a 4a 5a 6a 7a
A
7a
7a 8a 8a 7a
C
STEP 7
STEP 5
7a 6a 5a 4a 3a 2a 1a
E
STEP 3
STEP 1
B
G
STEP 2
STEP 4
D
STEP 6
F
STEP 8
H
J
K
13a
14a
11a
12a
VRCH – TOP
9a
9a
c
c
c
c
13a
11a
10a
10a
12a
14a
c
c
N
R
U
T
X
S
V
I
L
PORTY – RIB STRIPES
1b 2b 3b 4b 5b 6b 7b
A
7b
C
11b
12b
d
I
G
D
T
13b
7b 6b 5b 4b 3b 2b 1b
E
B
14b
7b 8b 8b 7b
F
H
U
SPODEK
– BOTTOM
9b
10b
d
d
9b
d
K
13b
11b
10b
d
12b
d
N
R
14b
P
S
J
O
M
L
Při konstrukci tohoto modelu, jakož i při přípravě obtisků a kamuflážních schémat, nám byly velkou pomocí vynikající publikace
WINDSOCK:Fokker D.VII ANTHOLOGY. Pro dokonalé seznámení s barvitou historií tohoto letadla, stejně jako pro studium
zajímavých technických detailů,Vám tyto publikace vřele doporučujeme.
During the development of this model, and of the decals and camouflage schemes, we found the publication Windsock: Fokker D.VII
ANTHOLOGY to be absolutely essential. For further research into this aircraft, as well as detailed technical write-ups, we cannot
recommend this publication high enough.
© EDUARD M.A.,2005
www.eduard.com
Printed in Czech Republic

fokker d.vii

Transkript

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VÍTANOV Příjezdy a odjezdy vlaků

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