Written by: Posted on: 03.08.2014

He 162 salamander

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The surface detail is not at all over or under done but it is there where you need it. What I mean by this is there want surface detail to be had on all areas of this kite. Certainly several areas of this aircraft were made of wood and these would be sanded smooth and painted so the detail here and other areas are just right. This wood work was done by several spread out shops in the vicinity of the factories which were often underground to save them from the bombing attacks of the allies.

This means that the detail on the fuselage is ok to be riveted while it is good that the wings and other parts remain smooth. The instruction sheet is the usual comic book style Revell is known for, but the forty two steps of the construction are not jammed in there too tight and so even on the complicated internal gear they are easy to follow. Colours are there in Revell shades and there is a multi-lingual intro and also a sprue layout to assist you. In fact reading through this build you are surprised how very easy this plane is to make.

There is a little on the sprue trees but surprisingly not much at all to be removed on the parts really. While we are discussing plastic it must be said that where there are internal braces displayed there are often some imperfections of sink marks on the outside of the kit. Revell are pretty good at burying these in the right places they will not be detected — but on the nose where there is internal ribbing there is a repeated row of sink marks on the outside to match — which is disappointing BUT for the fact that the marks are on the metal part of the fuselage behind the wooden nose.

There is also the same thing on the engine bay covers which have internal ribs. This is a shame but not at all a deal breaker as they can be smoothed down pretty easily in these places. I imagine someone with just a little experience could tear through this build as you have the fuselage all sealed up by stage fifteen of the fourty-two stages. I found some of these pictures at this wonderful site — they are restoring a Volksjaeger in France and the pictures are amazing, and they have given us some great insight to the quality of the kit provided here by Revell.

Below is the comparison of the landing gear showing the comparison of the good but not amazing details of the kit. What we have here is a good set of oleos as long as you add the lines associated with them. The detail in the internal wheel wells is pretty good, not as sharp as the many conversion sets which have been produced since to better this kit. But pretty good nonetheless.

The Luftwaffe responded by changing tactics, forming in front of the bombers and making a single pass through the formations, giving the defense little time to react. This change in tactics resulted in a sudden increase in the rate of irreplaceable losses to the Luftwaffe day fighter force, as their heavily laden aircraft were "bounced" long before reaching the bombers.

Within weeks, many of their aces were dead, along with hundreds of other pilots, and the training program could not replace their casualties quickly enough. The Luftwaffe put up little fight during the summer of , allowing the Allied landings in France to go almost unopposed from the air. With few planes coming up to fight, Allied fighters were let loose on the German airbases, railways and truck traffic. Logistics soon became a serious problem for the Luftwaffe, as maintaining aircraft in fighting condition became almost impossible.

Getting enough fuel was even more difficult because of a devastating campaign against German petroleum industry targets. Addressing this posed a considerable problem for the Luftwaffe. Two camps quickly developed, both demanding the immediate introduction of large numbers of jet fighter aircraft.

One group, led by General Adolf Galland , the Inspector of Fighters , reasoned that superior numbers had to be countered with superior technology, and demanded that all possible effort be put into increasing the production of the Messerschmitt Me in its A-1a fighter version, even if that meant reducing production of other aircraft in the meantime.

The second group pointed out that this would likely do little to address the problem; the Me had notoriously unreliable powerplants and landing gear , and the existing logistics problems would mean there would merely be more of them on the ground waiting for parts that would never arrive, or for fuel that was not available.

Instead, they suggested that a new design be built - one so inexpensive that if a machine was damaged or worn out, it could simply be discarded and replaced with a fresh plane straight off the assembly line.

Thus was born the concept of the "throwaway fighter". The requirement was issued 10 September , with basic designs to be returned within 10 days and to start large-scale production by 1 January However, Heinkel had already been working on a series of "paper projects" for light single-engine fighters over the last year under the designation P. In order to confuse Allied intelligence, the RLM chose to reuse the airframe designation formerly that of a Messerschmitt fast bomber rather than the other considered designation He The He V1 first prototype flew within an astoundingly short period of time: Other problems were noted as well, notably a pitch instability and problems with sideslip due to the rudder design.

On a second flight on 10 December, again with Peter at the controls, in front of various Nazi officials, the glue again caused a structural failure. This allowed the aileron to separate from the wing, causing the plane to roll over and crash, killing Peter. An investigation into the failure revealed that the wing structure had to be strengthened and some redesign was needed, as the glue bonding required for the wood parts was in many cases defective. This time, the stability problems proved to be more serious, and were found to be related to Dutch roll , which could be solved by reducing the dihedral.

However, with the plane supposed to enter production within weeks, there was no time to change the design. A number of small changes were made instead, including adding lead ballast to the nose to move the centre of gravity more to the front of the plane, and slightly increasing the size of the tail surfaces. The third and fourth prototypes, which now used an "M" for "Muster" model number instead of "V" for "Versuchs" experimental number, as the He M3 and M4, after being fitted with the strengthened wings, flew in mid-January The He was originally built with the intention of being flown by the Hitler Youth , as the Luftwaffe was fast running out of pilots.

Only a small number were built, and even fewer delivered to the sole He Hitler Youth training unit to be activated in March at an airbase at Sagan. The unit was in the process of formation when the war ended, and did not begin any training; it is doubtful that more than one or two He S gliders ever took to the air.

In January , the Luftwaffe formed an Erprobungskommando "Test Unit " evaluation group to which the first 46 aircraft were delivered. Heinkel redesigned the P. The prototype He V1 emerged in 74 days and weighed 6, lbs. One third of the weight of the aircraft was wood for the airframe, wings, landing gear doors and nose cone. It had a high mounted wing straight wing with a forward swept trailing edge and a slight dihedral.

Twin vertical stabilizers were installed with a high dihedral horizontal stabilizer placed to clear the jet exhaust. The flap system and landing gear were powered hydraulically from an engine-driven pump. It was also the first aircraft equipped with an ejection-seat as standard equipment.

It was powered by an explosive cartridge that allowed the pilot to get clear the engine intake that was just aft of the cockpit. The first prototype was flown on December 6, and reached a top speed of mph. The aircraft handled well except for some longitudinal stability problems.

The flight ended when one of the wooden main gear doors separated from the aircraft, due to defective bonding of the plywood. The wing failure was a result of defective bonding after the Goldschmitt Tego-Film factory was bombed and an alternative bonding agent was used. As it turned out the new bonding method was too acidic causing the wooden structure to deteriorate. To correct longitudinal stability, Dr.

Alexander Lippisch suggested adding small downward turning winglets on the wing tips. This corrected the problem and the winglets became known as Lippisch Ohren or Lippisch Ears.

Only a few A-1s were built because the nose structure was to light to handle the recoil of the 30 mm cannons. The plane was to be flown by new pilots of the Hitler Youth, but as it turned out the plane was difficult to fly, requiring experienced pilots.

However, Galland was overruled by Goering and Speer. Because of the extreme shortage of qualified pilots, only two fighter units, I.

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