REVELL 1:72 MESSERSCHMITT ME-262A-1A
Converting to Avia CS-92 'Turbina' / Me-262A-2a 'Sturmvogel'

 

Reviewer: Hrvoje Šafhauzer (rec.models.scale)
Kit Review submitted:  20 December 2008

Kit Details:

Aircraft History:

Me-262, first jet aircraft to see combat, revolutionized air warfare by its appearance. With swept wings and axial turbojet engines it was real progenitor for the future generation of combat aircraft to appear in the next ten years. Unreliable engines were its Achilles heal, coupled with poor acceleration of early jet engines, rendering it vulnerable in take-off and landing stages, requiring the piston-engined fighters top cover in process. But once in the air it was almost unbeatable by the Allied fighters, and when finally armed with unguided R4M air-air rockets, coupled with powerful four 30mm cannon armament, ultimate nemesis for USAF heavies over Third Reich. However, 3 km long concrete runways were required for operations, being easy targets for Allied strikes. Only about less then one third of produced aircraft reached units, lack of aviation fuel and trained pilots taking its toll. There were no reported encounters with the British counterparts, Gloster Meteor IIIs. 

Being the highest priority program, occupied Czech factories were tasked with production of the components and engines too. Being pretty out of scope of the Allied heavy bomber actions and range, the industry was spared of destruction and retreating Germans made no major damages also. So, reconstituted Czechoslovakian Government found themselves with parts enabling complete assembly of the aircraft, and in 1945 Avia factory was tasked with Me-262 production and further development. S-92 “Turbina” military designation and name being allotted, and Jumo 004 engines being redesignated M-04. First flight was at 27th June 1946, piloted by Avia’s Chief test pilot Antonin Kraus. Last of the 9 single-seaters and 3 CS-92 two-seat trainers were delivered in 1949, slow production pace being dictated by other Avia programs. Two-seaters were unarmed, and single-seaters were armed with one or two 30 mm MK-103 cannon only. Performance data slightly differed from the German ones, but it is understandable. From the outset, the aircraft as they trickled from assembly line were allotted to VLU (Aeronautical Testing Establishment) for conducting definitive testing program, developing operational procedures and training the core of pilots, getting “V-“ codes. Also installation of M-03 (BMW-003) engines was tested in a S-92.7, but engine fire in first test flight caused losing interest in this more modern engine. Some redesign works were performed also, most notable being cockpit pressurization and reinforcing front landing gear leg, but in 1950 the complete program was terminated, pending license production of far more modern MiG-15 (future S-102 in CzS Air Force). In summer 1950, the 5. stihaci letka (fighter squadron) was commissioned on S-92/CS-92, close to Prague, nominally intended for protecting the capital, but mostly for training the pilots and ground personnel in handling the jets. This squadron was decommissioned in 1951, with aircraft being stricken out of service, with only two surviving in museums in late 80s, a S-92 (V-34) and a CS-92 (V-31).

Yugoslav connection

The Yugoslav communist Government was interested in obtaining jet aircraft, and the Czechoslovak Government in selling the Turbinas, so JRV’s (Yugoslav Air Force) delegation paid a visit to VLU in May 1947, where A. Kraus demonstrated the CS-92.3 to them. During demonstration flight, Yugoslav Major Ilija “Ika” Zelenika was at the rear seat, taking controls occasionally, becoming maybe the only Yugoslav pilot to fly Me-262, and one of the first to fly jets at all. Delegation members wrote enthusiastic report, and Yugoslav Government placed order for two single-seaters S-92 with six spare M-04 engines, for initiating test programs and introduction of the jets into the JRV. Order was later cancelled, since Avia was not ready to fulfil it, officially due the S-199/CS-199 (Jumo-211 F/J engined Bf-109 G-14/G-12) fighter program having highest priority for reequipping the CzSAF. But also the situation of pending communist takeover of power in Czechoslovakia, and Informbureau Resolution against Yugoslav communist top leaders in 1948 probably influenced too. At the end, Yugoslav pilots were to wait deliveries of MDAP F-84 Gs and T-33s to get a grip on jets in the mid 50s.


1 – Avia CS-92.3 V-31 at the stand at VLU; 2 – Avia’s Chief test pilot Antonin Kraus (left) and Yugoslav pilot Major I. Zelenika (right); 3 – Major I. Zelenika in a rear seat of V-31 – Note the much darker cockpit and canopy interior. (Taken from Yuvam Aeroplan, see ref. below)

Alternative (but not so impossible) History

At 15th August 1948 morning, Porucnik (1st lieutenant) Milo Djukanović dressed in his flying gear was standing nervous at Sombor airfield tarmac next to last surviving jet, a Me-262 A-2 “white 11”. Concrete 227 kg training bomb was underslung under right pylon, with a 300 l drop tank under left one. By his means and being popular among the ground crew, he persuaded his mechanic to load him full complement of ammo, and drop tank with something else than fuel. Officially, he was to make bomb and gunnery training flight, but his intentions were different. Another ethnic Montenegrin, freshly promoted Major General Popivoda, was to defect to Romania in a liaison plane and air cover was considered advisable for such undertaking. So, Djukanović took-off to pre-arranged meeting point, and covered Popivoda’s flight. In doing this, he thought it would be wisely to reduce thrust and fuel consumption by thirsty jets, and in that time his lack of experience stroke. Engines flamed out, he was not able to restart them and he went down for crash-landing, discarding in process a concrete bomb that lead to asymmetric control problems. Unfortunately for him, while landing at plough field close to the Romanian border, the landing gear was extended due unknown reason, broke and aircraft parts broke falling off. All ended in a ball of fire, claiming the life of unfortunate pilot – last local Me-262 fatality. All that rescue team found were some aircraft parts and battered drop tank half-filled with low-quality Herzegovinian tobacco – obviously he was to go to Romania too, and he made some provisions for himself…


© Hrvoje Šafhauzer 2008

These are the events that preceded it.

After finding about Yugoslav order, the Soviets took steps, with interest to prevent Avia’s export success, especially since Yakovlev persuaded Stalin that Me-262 is a dead-end and totally unsuitable for Soviet use. It would not be healthy if someone proved otherwise! Strangely, the troublesome BMW-003 and Jumo-004 engines were deemed suitable and so they were copied. Wanting to keep Tito happy, and being realistic in that the Yak-15 and MiG-9 production barely kept up with requirements for reequipping the VVS, they proposed to deliver a number of Me-262 A, plus spare parts, from their war booty cache. So from the captured stocks and from uncompleted airframes in their occupation zone in Germany, they were able to make three aircraft flyable, two of them being A-2a “Sturmvögel”, fighter bombers. These were created and shipped to Yugoslavia, together with German manuals and some spare engines and equipment – a real Danaian gift. The Soviets provided some jet fuel, and technicians to assist. However, the Soviets demanded the utmost secrecy so instead of posting them to a base close to the Belgrade and JRV’s VTI (Aeronautical Test Institute), and under the eye of nosey foreign military attaches, Sombor airfield with its concrete runways was chosen. Reliable and loyal pilots and ground crews were required also, so the youngsters trained in USSR in 1944-46 period were selected, at the expense of far more experienced personnel having pre-war/wartime experience from VVKJ (Royal Yugoslav Army Air Force), PVKJ (Royal Yugoslav Navy Air Force), RAF, or BZ NDH (Croatian AF). Exclusion of the old hares was soon to take its toll, both in maintenance and flying. 

After coming to Sombor, close to the Hungarian border, the aircraft were assembled and repainted in new colors – the Yugoslav equivalents of AMT-12 dark gray for upper surfaces and AMT-7 light blue for lower. And JRV standard insignia were applied. Aircraft were allotted out of sequence serials from 96** range, intended for Messerschmitt Bf-109 G fighters originating from Yugoslav war booty and others just coming from Bulgaria, and being locally designated “L-5M” (“L” for “lovac”-fighter and “M” for “mlazni”-jet). “M” addition was deliberately ambiguous since it could mean “modificirani”-modified, also. Armament was incomplete, so Yugoslav and Soviet mechanics rearmed all three of them with two MG-151/20 only, with 260 rounds each – that was deemed suitable for gunnery and bombing training purposes. MG-151/20 cannons and ammunition were fairly available from Yugoslav war booty, even so that were used in series production of indigenous S-49 C piston engined fighters in early 50s. Undernose pylons were modified to accept the both German- and Allied-produced ordnance, too. Flying started with fine weather in mid-spring, but maintenance turned into nightmare since very few of the personnel knew any German language at all and Soviet technicians left little earlier. Also lack of two-seat trainer became apparent, considering low pilot experience. Small wander that three months of occasional flying yielded two aircraft crashes, both with fatalities. And then, Informbureau Resolution stroke with resulting turmoil among Yugoslav communists and Soviets demanded return of the surviving plane and equipment.

The Kit:

This kit is well known, being thoroughly described across the internet and more than ten years in the tooth now. Molded finely in very pale gray styrene, with recessed panel lines, my copies purchased during several years exhibited some flash but nothing substantial. More annoying are the ejector pin marks on some parts, including on the main wheels that would require some filling and/or sanding. And true, the mold maker completely forgot to make canopy rear and dorsal frames leaving it to the modeler.

The transparencies are relatively clear and of medium thickness, by far better than in Revell’s 1/72 P-51 B/C and Mustang III kits. However, all four that I have are distorted. There are no pilot head armor and bar-mounted sight, judging by the photos from references the first thing was not always fitted but second one shall be included in a kit with this detailing level. Also some of the nice cockpit tub details is to be out of sight after assembling fuselage halves together, waste of effort required somewhere else. 

Instructions are typical Revell fare, upward spreading, and printed at newspaper grade paper. Color codes are provided for Revell paints only, but RLM codes are given for main cammo colors. Construction is described by 20 easy to follow steps, and these should not present trouble even for the beginners.

Two marking options are provided, both in RLM 81/82/76 splinter cammo, one with heavy mottled fuselage sides and other with completely RLM 81 fuselage sides. One is "blue 3" from III./JG 7 in March 1945 shown at the kit box, and other is "white 19" from III./ Erprobungsjagdruppe 2 (Fighter Testing Group) in December 1944. Decals are printed in Italy and there are no troubles with them.


© Hrvoje Šafhauzer 2008

Construction:

All started with parts from three boxes that were placed on the working bench, together with parts of Revell 1/72 Me-262 B-1a/U1 nightfighter that were to be used as the pattern. Well, I could use that kit for making the CS-92, but I have only one purchased some nine years ago never seeing it at the shelves again. A-1 kits are readily available here, and one day I will assemble a nightfighter. So, construction started with copying the dorsal spine, and making the CS-92's canopy from clear acetate using B-1a canopy as male master for heat-smashing method, and I made it in several sections, to complicate my life later with cutting and fitting. Also I filled the gun muzzle ports, all four at CS-92 and two at "JRV's" Me-262 A-2, sanding them flush later, since CS-92's ports were closed with metal sheets. I deliberately filled lower ports, to make the difference with German Me-262 A-2a/U1

Revell instructions commence with the cockpit, as usual, but prepainting of the parts on the sprues was done first. For interior of the landing gear wells I used recommended Revell 45 – light olive for RLM 02, but for RLM 66 I used Humbrol 92 – iron gray, instead Revell-recommended 47 – mouse gray, to paint fuselage interior including cockpit tub, landing gear legs and wheel hubs. Aluminum was used for oleos, and Revell 9 – anthracite for tires and to pick up the details in the cockpit. Seat cushions were in Revell 37 – red brown, with Revell 314 – beige for harnesses. A third kit was required as a donor for a CS-92 second cockpit with full parts. I do have the Eduard-made etched metal fret set with MPM-logo made for a Me-262 A kit, given to me by a friend some years ago, but with no instructions. Seeking help from MPM was semi-helpful, they asking me to provide them a kit number to be able to send me copy of the instructions. I e-mailed them a scan of the frets, never to hear from them again. E-mail to Eduard with same scan and request for assistance yielded no reply at all – that sums up post-sale services…!

The Revell Me-262 kit fuselage was from the outset designed for both single- and two-seater, with fuselage interior side details being made for the front office only, but after inserting the cockpit tub almost nothing is to be seen so I think they should not bother with that. Only some external details applicable for a two-seater shall be added, but these are omitted from Me-262 B-1a/U1 Revell kit also. So cockpit tub(s) with the bulkheads were assembled as per the instructions, where I used scanned and copied Eduard acetate-printed instrument table and attached them with white glue to the panels, being too lazy to paint fine small raised dials. Also, the rear cockpit tub was trimmed some 4 mm at the front side to fit the openings in the fuselage. In a case one is to use A-1 kit-provided canopy for single-seater, I would advise not to bother too much with cockpit detailing – due to distortion almost anything inside painted in dark gray shall pass. Strangely Me-262 B-1a/U1 kit canopy of same thickness is distortion free, so I think the molding process in Poland and material used, not kit parts design by itself, shall be blamed for not-so-good result.

Assembly then continued as per kit instructions mostly. I would strongly recommend following the kit instructions sequence, since the fitting of the parts is tight. In fact some joints are almost snap-tite, and could be left with no glue at all, causing me to use Contacta Professional liquid glue with needle applicator mostly. I departed in placing the tubs from below, and leaving the panel with front wheel well for the end, making it easier to add the right amount of the weight in the nose. So, almost everything was standard removing-cleaning-gluing-sanding procedure, which only took time to be performed. Making two similar kits together made things faster, with applicable differences. For CS-92 I attached dorsal spine, and acetate canopy parts, and I scratch built the rod-mounted gun sight and curved head armor for A-2a. After test fitting the A-1 kit canopy and seeing very little of my effort in cockpit interior, I decided that a new one is called upon so I heat smashed from clear acetate too, one using a kit part as a male mold. At the end I placed pieces of old lead pipe (never discard things like this when renovating the bathroom of an old house) in the nose curved suitably, just in amount required to prevent tail sitting, followed with undernose panel with front wheel well and leg with wheel assembled together. All ended with placing the landing gear covers, antennae where applicable, and pitots. CS-92 was with no pylons, and I placed them to A-2a only. Kit drop tank was used, and a 500 lb bomb was sourced from scrap box. 

Antenna wires were made of stretched sprue, to be added at the end, after painting and decaling. During the process, paint touch-ups were made for the small parts together with cockpit frames. And now, the kits were ready for painting and decaling.


© Hrvoje Šafhauzer 2008

Painting & Decaling:

A Yugoslav magazine article stated CS-92 being aluminum overall, initially, but a few issues later the correction was published stating that in May 1947 the V-31 was RLM 02 overall, with black rudder and silver/aluminum rudder trim tab. It appears that a preserved example was aluminum overall when the article was written originally. Also, the interior is stated to be gray-green (i.e. RLM 02), but photos show different shade, so I opted for RLM 66. Looking at the 1947 period black&white photos one can easily understand why the Spanish Civil War nationalist aircraft were claimed to have light gray uppersurfaces for a long time. So, I used the Revell 45 overall, with Humbrol 21 – black for rudder. Wing tip lights, on both kits, were touched up with transparent permanent soft tip pens, and sealed with gloss lacquer later.

For "JRV's" Me-262 A-2a I used Humbrol 65 – aircraft blue for undersurfaces and old Mo-Lak 10 – ocean gray for uppersurfaces. Deliberately, I did not paint some undersurface panels in natural metal, although the Revell instructions are stating so for both their painting options. Bomb was painted in medium blue, standard practice for Yugoslav training shells and bombs, using plain gloss household enamel.

All paints were brush-applied, where I took several days for curing the paints properly before proceeding to next stage. And few days later, both kits were painted with clear gloss paint, left to cure for few days more, followed by decaling.


© Hrvoje Šafhauzer 2008

National insignias and codes came from decal dungeon, with JRV roundels and flag from generic sheets released by Yumo in 1990. Code letters came from KP kits, but these were printed on honey-colored carrier film originally, and that could be seen when looking at the completed kit at certain angles. Stencils from kit decal sheets were used. OK, for CS-92 these should be in Czech language not in German, but I do not have any, and who is to read them in this scale anyhow? Piece of advice, Revell upper wing walkways are a little too long for the Avia option, and need to be trimmed to fit. I have modified some triangles for representing red marking for oil ports also. CzSAF markings were applied as per article drawings, and Yugoslav ones as per late 40s practice – roundels at the wing undersurfaces only and fuselage sides, plane number at fuselage sides, JRV serial at the fin and in level with rudder-placed national flag. Yugoslav aircraft were mostly with no distinctive signs then, so no one was devised – individuality was not encouraged in those times. For serials, I used dry-transfer numbers of roughly size required. Stencil application was long peacemeal process, taking more time than anything else, doing it for two aircraft at the same time was only slightly speeded-up by not needing to recognize the decal placements from instruction sheet. During the stenciling, I have realized that there are panel lines omitted at wing uppersurfaces, but this is to be rectified at the next built. That much about my studing the references…

In the end, decals were sealed with Revell 02 – matt clear, with final touch-ups where required.


© Hrvoje Šafhauzer 2008

Conclusion:

Building the Me-262s in something other than RLM 81/82/76 or 74/75/76 was something I simply could not pass. There is a bogus Yugoslav one, but that is fun&dreaming, isn't it?

According to the references, SMER released in the 80s a reboxing of Heller's Me-262 B-1a/U1 with markings for CS-92 coded V-31, but there are slim chances that I am ever to lay my eyes or hands on it, and I have some surplus Czechoslovakian markings and codes from KP kits. True, it would be much easier simply to repaint Revell's Me-262 B-1a/U1 completed without radar aerials, but it is not easily available for me, and conversion to two-seater is relatively easy with some modeling skills, either with having masters or scratchbuilding items required. Knowing my luck, Revell would probably re-release a two-seater in 2009. Since only the cockpit parts are used, third kit can be still used with little less interior detail only, and with small opening, and a pilot placed no one is to notice it significantly, especially with kit-provided canopy. Or to toy with "what if" Schwalbe modification(s).

Review courtesy of my valet.


© Hrvoje Šafhauzer 2008

References:


© Hrvoje Šafhauzer 2008

 

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