Eduard 8281 User manual

intro
Spitfire Mk.IXc late version 8281
BRITISH WWII FIGHTER
1:48 SCALE PLASTIC KIT
In September 1941, a hitherto unknown German radial engine fighter appeared in the west European sky. The new airplane was superior
to British fighters, most distressingly to the Spitfire Mk.V. The German design was soon recognized as the Focke-Wulf Fw 190 A. The losses
suffered by the RAF over western Europe rose rapidly and the crisis was serious enough that the RAF ceased the majority of daytime operations
in November, 1941. The next attempt to resume these types of sorties was made in March 1942. Loss rates remained unacceptably high and the
RAF was forces to stop ops once again. All this was thanks to the Focke-Wulf Fw 190 A. The first response to the new German weapon was the
Spitfire Mk.VIII, but the design changes were so complex that initiating timely production was not possible. In June, 1942, a German pilot
landed by mistake on a British airfield delivering a completely intact Fw 190 fighter into RAF hands. Comparative trials between the Focke-
Wulf and Spitfire Mk.V began almost immediatelly. These mock encounters confirmed the situation over the front – the chances of a British
fighter surviving an encounter with the Fw 190 were slim. The only British fighter aircraft deemed suitable to oppose them were the Spitfire
Mk. VII and VIII powered by the Merlin 61 engine. As mentioned above these were some time away of being ready for series production. But
there was another way of getting a powerful fighter quickly - by mating the Merlin 61, with its two-stage supercharger, with the fuselage of the
Spitfire Mk.Vc. Two Mk.Vc airframes, AB196 and AB197, were selected for this purpose and were strengthened with modified longerons
to accommodate the more powerful and heavier engine. The example was finished on February 26 and the second on March 27, 1942. Flight
trials were succesful and the order for series production was issued almost immediately. Series production began in June 1942 and the first
Mk.IXs found their way to No. 64 Squadron in July. Performance improved significantly in comparison to the Mk.V. A top speed of 409 mph at
28,000 feet was higher by 40mph, and the service ceiling rose from 36,200 to 43,000 feet. The Mk.IX could climb at 4,000 feet per minute. The
RAF finally had a fighter aircraft capable of opposing the Fw 190 A. Three main versions of the Mk IX were produced. The F.IX was powered
by the Merlin 61 and was the only version on the assembly line in early 1943. The next version was the LF Mk.IX powered by the Merlin 66.
This engine was designed to do its best at low altitudes. The third version, manufactired along with the LF, was the high-altitude HF Mk.IX with
the Merlin 70. The majority of Mk.IXs manufactured were equipped with the so-called 'C' wing. Four 20mm cannon or two 20mm cannon and
four .303 machine guns could be installed in the wings. From 1944, the strengthened 'E' wing was produced. Four .303 machine guns were
replaced with two .50 heavy machine guns. Bomb racks for 250lb bombs were fitted under each wing typically. The Mk.IX became the second
most numerous version of the Spitfire with a total of 5653 examples being built. The Mk.IX began to replace the Mk.V from June, 1942. Thanks
to the new fighter, the RAF was ready to fight against the Luftwaffe over occupied Europe. Spitfire Mk.IXs served with the RAF to the end
of war. In the postwar era, foreign air forces flew this version as well. Czechoslovak, Norwegian, Danish, and Canadian air forces operated
numbers of Mk.IXs and they were not alone. Spitfires would find themselves in combat again. Czechoslovakia sold its Spitfire Mk.IXs to Israel
in 1948 and these aircraft formed the backbone of the newly born Israeli air force in the fight against their Arab neighbours.
V září 1941 se na evropské obloze objevil dosud neznámý německý stíhací letoun poháněný hvězdicovým motorem. Nová stíhačka měla nad
britskými, zejména Spitfirem Mk.V, zřetelnou převahu. V německé konstrukci byl záhy rozpoznán Focke-Wulf Fw 190 A. Ztráty RAF nad
západní Evropou začaly rychle narůstat až to té míry, že britské letectvo muselo v listopadu 1941 zastavit většinu denních operací nad
evropským kontinentem. Pokus o spuštění tohoto typu bojových letů byl uskutečněn v březnu 1942. Počty ztrát však byly opět neúnosné, což
opět vedlo k jejich zastavení. Vše díky Focke-Wulfům Fw 190 A. Prvním pokusem o odpověď na novou německou zbraň se stal Spitfire
Mk.VIII, avšak komplexní přístup ke změnám konstrukce letounu způsobil, že nebylo možné jej dostat do sériové výroby v dostatečně blízkém
časovém horizontu. V červnu 1942 přistál jeden z německých pilotů omylem na britském letišti a předal tak do britských rukou nepoškozený
Fw 190 A. Srovnávací zkoušky Focke-Wulfu a Spitfiru Mk.V začaly téměř neprodleně. Cvičné souboje plně potvrdily situaci na frontě – šance
britské stíhačky přestát setkání s Fw 190 bez úhony nebyly vysoké. Jediné britské stíhačky schopné postavit se plnohodnotně německému typy
byly Spitfiry Mk.VII a Mk.VIII poháněné motorem Merlin 61. Jak však bylo poznamenáno výše, nedalo se čekat, že v dohledné době dospějí
do fáze sériové výroby. Byla zde však ještě jedna cesta, jak získat dostatečně výkonnou stíhačku – zabudovat Merlin 61 s dvoustupňovým
kompresorem do základního draku Spitfiru Mk.V. Pro tento experiment byly vyčleněny dva draky, AB196 a AB197. Prošly zpevněním, aby
mohl být zastavěn výkonnější a těžší motor. První z nich byl dokončen 26. února, druhý pak 27. března 1942. Letové testy proběhly natolik
úspěšně, že byla objednána sériová výroba. Ta se plně rozběhla v červnu 1942 a první Mk.IX se u bojové jednotky, No. 64 Squadrony, objevily
v červenci. V porovnání s Mk.V se výkony znatelně zvýšily. Maximální rychlost byla v 28.000 stopách vyšší o 40 mph, operační dostup
se zvýšil z 36.200 na 43.000 stop. Mk.IX mohl stoupat rychlostí 4000 stop za minutu. RAF tedy konečně dostalo stíhačku, kterou mohlo směle
postavit proti Fw 190 A. Vyráběny byly tři hlavní verze Mk.IX. Verze F Mk.IX byla poháněna motorem Merlin 61 a z montážní linky sjížděla
až do počátku roku 1943. Na ni navázaly LF Mk.IX poháněná motorem Merlin 66 a určená k operacím v nižších výškách, a HF Mk.IX
s motorem Merlin 70 konstruovaným naopak pro výškové lety. Většina Mk.IX byla vyrobena s křídlem typu C. V něm mohla být instalována
výzbroj složená ze čtyř kanonů ráže 20 mm nebo ze dvou kanonů ráže 20 mm a čtyř kulometů ráže 0,303 palce. V roce 1944 se objevilo
zpevněné křídlo typu E. Čtveřice 0.303 kulometů byla nahrazena dvojicí kulometů ráže 0.50 palce. Pod každou polovinou křídla byly
standardně namontovány závěsníky pro 250lb pumy. Verze Mk.IX se stala druhou nejpočetnější verzí Spitfiru s 5653 vyrobenými kusy. Mk.IX
začaly nahrazovat Mk.V v červnu 1942. Díky nové stíhačce byla RAF opět schopná bojovat proti Luftwaffe nad okupovanou Evropou. Ve své
výzbroji si typ ponechala až do konce války. Po ukončení bojů se verze dostala i do výzbroje dalších letectev. Československé, norské, dánské,
kanadské a další letectva používala desítky Mk.IX. Spitfiry Mk.IX se však do bojů dostaly i v této době. Československo prodalo své Spitfiry
v roce 1948 do Izraele, kde se v bojích s arabskými sousedy staly páteřním typem nově vznikajících izraelských vzdušných sil.
úvodem

BARVYCOLOURS FARBEN PEINTURE
INSTRUKTION SINNBILDEN INSTR. SYMBOLY SYMBOLES INSTRUCTION SIGNS
UPOZORNĚNÍ ATTENTION ACHTUNG ATTENTION
DÍLYPARTS TEILE PIECES
2
PLASTIC PARTS
C>
APPLY EDUARD MASK
AND PAINT
POUŽÍT EDUARD MASK
NABARVIT
OPTIONAL
VOLBA
BEND
OHNOUT OPEN HOLE
VYVRTAT OTVOR
SYMETRICAL ASSEMBLY
SYMETRICKÁ MONTÁŽ
REMOVE
ODŘÍZNOUT
REVERSE SIDE
OTOČIT
Mr.COLOR
AQUEOUS
GSi Creos (GUNZE)
C3
H 13 FLAT RED
C33
H 12 FLAT BLACK
C4H 4 YELLOW
C81H 33 RUSSET
SKY
H 74 C26
H 312 C312 GREEN
C11H 51 LIGHT GULL GRAY
C12H 52 OLIVE DRAB
TIRE BLACK
H 77 C137
Mr.COLORAQUEOUS
Mr.METAL COLOR
Mr. METALLIC COLOR SUPER
DARK IRON
MC214
H 316 C316 WHITE
H 330 C330 DARK GREEN
H 331 C331 DARK SEAGRAY
H 332 C332 LIGHT AIRCRAFT GRAY
SM06 CHROME SILVER
ALUMINIUM
MC218
A>E>
8280 A 8280 C 8280 E
8280 F
F>G>
8280 G
PE - PHOTO ETCHED DETAIL PARTS
eduard

3
F1
F28
F42
F26
F41
F19
C11
H 51
LIGHT GULL GRAY
C312
H 312
GREEN
C33
H 12
FLAT BLACK
C33
H 12
FLAT BLACK
C312
H 312
GREEN
C33
H 12
FLAT BLACK
C312
H 312
GREEN
F7
F25
F27
C33
H 12
FLAT BLACK
C312
H 312
GREEN
MC218
ALUMINIUM
C33
H 12
FLAT BLACK
F5
F35
F34 C33
H 12
FLAT BLACK
C312
H 312
GREEN
PE22
F18
C312
H 312
GREEN
F5
F40
F56
C312
H 312
GREEN
C312
H 312
GREEN
F40
F35
F61
F16
F60
F17
C312
H 312
GREEN
F64
F31
C81
H 33
RUSSET
C312
H 312
GREEN
F65
F3
F64
F47
PE23
C33
H 12
FLAT BLACK
C312
H 312
GREEN
C312
H 312
GREEN
C81
H 33
RUSSET

PE11
PE12
F32
PE8
MC218
ALUMINIUM
C33
H 12
FLAT BLACK
C33
H 12
FLAT BLACK
C312
H 312
GREEN
MC218
ALUMINIUM
F46
F32
F38
C312
H 312
GREEN
C312
H 312
GREEN
PE6
PE15
PE16
PE10
F66
PE2
PE1
PE3
OPTIONAL:
DECAL 46
F23
F43
PE4
C33
H 12
FLAT BLACK
C312
H 312
GREEN
F4
F62
A4
A9
C312
H 312
GREEN
C33
H 12
FLAT BLACK
C33
H 12
FLAT BLACK
C312
H 312
GREEN
F30
F29
MC218
ALUMINIUM
MC218
ALUMINIUM
C312
H 312
GREEN
F1
A
PE5
F16
PE9
C312
H 312
GREEN
A4
A9
4

F6
F2
FOR CLOSED CANOPY ONLY
E9 E1 F14
F15
F39
E9
C33
H 12
FLAT BLACK
- 1 mm
C3
G76
- 1 mm
MARKING
AONLY
MARKING
AONLY
UNDERSURFACE
COLOR
G58
E1
F33
E9
G57
G64
C
B
BC
A
- 1 mm
C312
H 312
GREEN
C312
H 312
GREEN
C33
H 12
FLAT BLACK
5

G17
G62
G61
G59
G60
G18
C2
C1
UNDERSURFACE
COLOR
UNDERSURFACE
COLOR
UNDERSURFACE
COLOR
UNDERSURFACE
COLOR
G46
G16
UNDERSURFACE
COLOR
MC218
ALUMINIUM
G47
G15
MC218
ALUMINIUM
UNDERSURFACE
COLOR
G20
G19
G67
G68
UNDERSURFACE
COLOR
UNDERSURFACE
COLOR
6

D E
E7
E2
E8
E3
F79
F74
G12
G4
G44
G11
G10
G5
G43
G9
F80
F73
D
E
MC214
DARK IRON
F13
F8
F12
F53
F52
GLUE PARTS F52 & F53
ONE BY ONE
F13 - MARKING
AONLY
G12
G11
G4
G10
G9
G5
B
E2, E3 - MARKING ONLY
7

F11
F72
F71
F10
F
F
G27
G29
G1
G1
G8
G13
G28
G30
F36 G14
G7
UNDERSURFACE
COLOR
MC218
ALUMINIUM
MC218
ALUMINIUM
UNDERSURFACE
COLOR
MC218
ALUMINIUM
MC218
ALUMINIUM
UNDERSURFACE
COLOR
UNDERSURFACE
COLOR
UNDERSURFACE
COLOR
UNDERSURFACE
COLOR
UNDERSURFACE
COLOR
E5
E6
PE19
PE18
UNDERSURFACE
COLOR
8

A
PE21 - MARKING ONLY
G6
G37 G39
G6
G38 G36
G6
G37
G39
UNDERSURFACE
COLOR
UNDERSURFACE
COLOR
G6
G38
G36
UNDERSURFACE
COLOR
UNDERSURFACE
COLOR
G50
G49
PE21
G34
G35
G26 G21
MC218
ALUMINIUM
MC218
ALUMINIUM
C137
H 77
TIRE BLACK
UNDERSURFACE
COLOR
G49
G50
A
PE21 - MARKING ONLY
PE21
G35
G34
G25
G22
C137
H 77
TIRE BLACK
MC218
ALUMINIUM
UNDERSURFACE
COLOR
MC218
ALUMINIUM
A2
REMOVE FOR
UNDERCARRIAGE
LOWERED
REMOVE FOR
UNDERCARRIAGE
LOWERED
9

G H
G68
G63
G65
A5
A11 A1 A8
F70
PE14
PE20
PE20
C312
H 312
GREEN
C3
H 13
FLAT RED
C312
H 312
GREEN
A8
A12
F51
F54
F37
G41
G41
G73
G73
H
G
A1
A12
A5
F49
F48
F57
C137
H 77
TIRE BLACK
MC218
ALUMINIUM
MC218
ALUMINIUM
F55
F21
C137
H 77
TIRE BLACK
UNDERSURFACE
COLOR
UNDERSURFACE
COLOR
PE17
C33
H 12
FLAT BLACK
C312
H 312
GREEN
10

A1
F68
H
C312
H 312
GREEN
F50
F67
F22
F22
F69
F20
PE13
PE7
F63
F63
F44
F45
F44
- 0,3 mm
MARKING
AONLY
MARKING
AONLY
C12
H 52
OLIVE DRAB
C12
H 52
OLIVE DRAB
F45
UNDERSURFACE
COLOR
UNDERSURFACE
COLOR
UNDERSURFACE
COLOR
UNDERSURFACE
COLOR
11

eduard
ASpitfire LFMk.IXc, MH712, flown by W/O Henryk Dygala, No. 302 Squadron, Summer / Autumn, 1944
Polish No. 302 Squadron was one of the units that participated in the invasion of Normandy in June, 1944, as can be deduced from the D-Day stripes painted
on the lower sides of fuselage and wings. This aircraft was equipped with wing racks for 250lb bombs. The pointed rudder was freshly painted and
so accordingly, the colours appeared darker than the rest of the aircraft. Nose art was not particularly common within the RAF, so the girl sitting on the bomb
is a nice exception. Note the Polish stencil right of the cockpit door 'Wycierac obuwie' ('wipe your shoes').
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4
H4
YELLOW
316
H316
WHITE
BLACK
H12
33
DARK H331
331 DARK GREEN H330
330
LIGHT GRAY H332
332
SKY H74
26 SEA GRAY
4
H4
H12
33
H74
26
16
15
15
H12
33
316
H316
H332
332
16
4
H4
H330
330
H331
331
42
8
H74
26
H74
26
14
H330
330
H331
331 56 17 28
H74
26
34
18
35
23 24
316
H316
H74
26
H12
33
14
H330
330
H331
331
H74
26
617 5
18
29 H74
26
316
H316
H12
33
12

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B
This Spitfire was flown by the CO of B Flight, No. 312 (Czechoslovak) Squadron, F/Lt Otto Smik. His personal score is depicted on the cockpit door, and Smik
was credited with 8 ½ confirmed kills and three V-1s destroyed by this time. Smik flew this aircraft in July and August in strafing missions over occupied Europe
till September 3. He was downed by AA fire during an attack on Gilze-Rijen Air Base. He managed to survive and with the help of the Dutch resistance,
he returned to Great Britain. Smik, a Slovak Jew born in Georgia, met his fate on November 28, 1944, being killed in an attack on the Zwolle railway station.
The camouflage and marking of this Spitfire is typical for No. 312 Squadron. The unit badge is painted on both sides of the engine cowling, and the
Czechoslovak national insignia under the canopy. Vintage photos do not show the rudder. MJ296 could have had both the rounded or pointed types.
Spitfire HFMk.IXc, MJ296, flown by F/Lt Otto Smik, No. 312 Squadron, North Weald AB,
Late August, 1944
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4
H4
YELLOW
316
H316
WHITE
BLACK
H12
33
DARK H331
331 DARK GREEN H330
330
LIGHT GRAY H332
332
SKY H74
26 SEA GRAY
H12
33
4
H4
H74
26
28
14
H330
330
H331
331 4 3 7 28
H74
26 36 13
39
?
H74
26
29 14
H330
330
H331
331
H74
26
37
37
4
40
H74
26
16
15
15
H332
332
16
4
H4
H330
330
H331
331
41
19 ? 8
H74
26
H74
26
13

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C
Pierre Clostermann, a French fighter ace, became known worldwide thanks to his book 'The Big Show'. One of the aircraft he flew during his military career
was Spitfire MJ586. Clostermann´s score is painted on the fuselage below the canopy. It consists of seven confirmed, three probable and seven damaged
enemy aircraft. French sources credit Closterman with 20 kills The total tally for Clostermann have been a topic of debate. Post war French confirmed
numbers are inconsistent with those of wartime documentation in British archives, thanks mainly due to different practises between the two air forces. At the
end of WWII, Clostermann flew Tempests with No. 3 Squadron RAF. Note the squadron badge on both sides of the engine cowling.
Spitfire LFMk.IXc, MJ586, flown by Pierre Clostermann, No. 602 Squadron,
Longues sur Mer airfield, July 7, 1944
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4
H4
YELLOW
316
H316
WHITE
BLACK
H12
33
DARK H331
331 DARK GREEN H330
330
LIGHT GRAY H332
332
SKY H74
26 SEA GRAY
H12
33
4
H4
H74
26
14
H330
330
H331
331 1 212 28
H74
26 12
38b
H74
26
316
H316
H12
33
16
15
15
H12
33 316
H316
16
4
H4
H330
330
H331
331
42
19 ? 8
H74
26
H332
332
29 14
H330
330
H331
331
H74
26
121 2
316
H316
H12
33
H74
26
38b ? 38a
14

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D
MJ250 was flown by No. 601 “County of London” Squadron from July 1944. The unit was operating from the airfields at Perugia, Loreto and Fano at that
time. The aircraft was used primarily for dive-bombing operations. MJ250 survived the war but was then scrapped. MJ250 was regularly flown by F/O
Desmond Ibbotson, DFC & Bar. This fighter ace is credited with 11 confirmed and four probable kills with five damaged aircraft. He died on November 19,
1944 at the controls of Spitfire MH614. The camouflage colors were stripped down except for the upper engine and fuel tank cowling. These parts seem
to be camouflaged, probably taken from another aircraft. Note the unit badge on the fin tip.
Spitfire LFMk.IXc, MJ250, No. 601 Squadron, Italy, Summer, 1944
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DARK H331
331 DARK GREEN H330
330
SEA GRAY
BLACK
H12
33
3
H13
RED
SM06
CHROME MC218
ALUMINIUM
SILVER
H12
33
3
H13
4
H4
14
3
H13
22
32
29 H330
330
H331
331
25 ? 30
26 ? 31
SM06
MC218
14
3
H13 22 28
33
25 ? 30
H330
330
H331
331 26 ? 31
SM06
MC218
16
3
H13
16 15
15
H330
330
H331
331
43
19 ? 8
SM06
SM06
SM06
MC218
MC218
15

16
15
15
H12
33
316
H316
16
4
H331
331
42
19 ? 8
H74
26
H332
332
H74
26
H12
33
316
H316
H330
330
H12
33
316
H316
4
H4
29 14
H330
330
H331
331
H74
26
1120 10
H74
26
H12
33 316
H316
H12
33
4
H4
H74
26
14
H330
330
H331
331 11 10 20 28
H4
H74
26
H74
26
H12
33 316
H316
DARK H331
331 DARK GREEN H330
330
LIGHT GRAY H332
332
SKY H74
26 SEA GRAY
4
H4
YELLOW
316
H316
WHITE
BLACK
H12
33
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ESpitfire LFMk.IXc, ML135, flown by Jerry Billing, No. 401 Squadron, Tangmere AB, June 7, 1944
One of many Canadians in the RAF was Jerry Billing. He volunteered for the RAF in October 1942 to help the Malta defense. He joined No. 185 Squadron
and fought over the island until March 1943, when he was downed by a Bf 109 pilot. In 1944, Jerry Billing was sent to No. 401 Squadron. He downed a Ju 88
bomber and damaged two Fw 190s on June 7, 1944, the second day of the invasion of Normandy. On July 1, 1944, his Spitfire, ML135, was hit by AA fire and
landed in no-man's land in France. He managed to get back to the UK with the help of a French family. After WWII, Jerry Billing re-enlisted in the Royal
Canadian Air Force and became an instructor. In 1951, he joined the Blue Devils – a Canadian aerobatics team that flew Vampire jets. In 1964, he left the
RCAF and took a job at DeHaviland as a test pilot.
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F
Jerry Billing was shot down at the controls of ML135 on July 1, 1944 and crash landed 7 miles south of Carentan, France. The D-Day stripes were left on the
undersides only and the female name 'Dorothy' appeared under the windscreen.
Spitfire LFMk.IXc, ML135, flown by Jerry Billing, No. 401 Squadron, France, July 1, 1944
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4
H4
YELLOW
316
H316
WHITE
BLACK
H12
33
DARK H331
331 DARK GREEN H330
330
LIGHT GRAY H332
332
SKY H74
26 SEA GRAY
H12
33
4
H4
H74
26
16
15
15
H12
33
316
H316
16
4
H4
H330
330
H331
331
42
19 ? 8
H74
26
H332
332
H74
26
29 14
H330
330
H331
331
H74
26
1120 9
H74
26
H12
33 316
H316
17

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STENCIL VARIANTSSpitfire Mk.IXc late version
18