{"title":"Kotare all","description":null,"products":[{"product_id":"kotare-32001-1-32-supermarine-spitfire-mk-ia-mid","title":"Supermarine Spitfire Mk Ia (mid)","description":"\u003cp\u003eThe legendary Supermarine Type 300 “Spitfire” is undoubtedly one of the most famous, and perhaps the most beautiful, aircraft of all time. Designed from 1934 under the guidance of Supermarine Aviation Works’ chief designer Reginald Mitchell, Joseph Smith and “Alf” Faddy, the 990hp Rolls-Royce Merlin “C” powered prototype first flew on 5 March 1936. It was immediately obvious that it was something very special and an initial production order was placed in early June 1936 for 310 aircraft. Numerous delays at Supermarine and many of the approximately 150 sub-contractors ensured that the first production Spitfire was not completed until mid-May 1938 and the final aircraft from the order was only delivered in September 1939.\u003c\/p\u003e\n\n\u003cp\u003eEarly production Spitfire Mk.I in the K9### \u0026amp; L10## (up to L1094) serial number range (completed between May 1938 and September 1939), were initially powered by a 1030hp Rolls-Royce Merlin II engine and featured a 2-blade fixed pitch propeller, 8 Browning .303” machine guns, triple ejector nozzle outlet exhaust manifolds, a tall un-tapered aerial mast and a rear fuselage adorned with lapped panels with raised rivets for ease of construction. The main planes and front of the fuselage were flush riveted and puttied and sanded smooth for improved performance. Numerous improvements were introduced throughout production, many of which were eventually retrofitted to earlier aircraft which included gun heating, Rolls-Royce Merlin III engine, 3-blade dual-pitch DeHavilland propeller, exhaust manifolds of simplified construction, single tube pitot head, reflector gun sight and a taller canopy hood for improved visibility.\u003c\/p\u003e \n\n\u003cp\u003eMid production Mk.Ia in the L1095-L1096, N3### \u0026amp; P9### serial number range (completed between September 1939 and April 1940 and featured in this model), saw the introduction of armoured windscreen glass and protective plating over the upper fuel tank which necessitated shortening the engine cowlings slightly (which were retrofitted to earlier production aircraft) as well as an improved lever-operated “dual position” cockpit door catch, tapered aerial post and a voltage regulator positioned behind the pilot’s headrest. Selected aircraft received a constant speed Rotol RX5\/1 propeller and the temporary installation of the TR.1133 VHF radio, which did not require an external aerial wire.\u003c\/p\u003e\n\n\u003cp\u003eLate production Mk.Ia in the R6####, R7### \u0026amp; X4### serial number range (completed between May 1940 and April 1941) and AR2## (from July 1941 to January 1942) saw the introduction of constant speed DeHavilland propellers and armour plates behind the pilot’s seat \u0026amp; headrest (which were retrofitted to earlier production aircraft) as well as engine driven undercarriage retraction. Other incremental changes were introduced such as a composite “plastic” seat, fire-proof bulkhead, revised “raised rivet” radio access door, station keeping lights in the fuel tank plating, re-installation of the TR.1133 VHF radio and saw the elimination of the gauge for the top fuel tank, fuel pressure gauge, priming cock and front parachute flare tube. Some Mk.I were armed with 2 Hispano 20mm cannons and were designated the Spitfire Mk.Ib (at which time the 8 gun armed aircraft was re-designated the Mk.Ia). The cannons proved to be so unreliable that the Mk.Ib was withdrawn from service until improvements had been made in late 1940. Numerous engine, airframe and armament improvements were made to the Spitfire before production ceased in 1948, by which time over 22000 had been produced in 2-dozen variants with the most notable being the 1030hp Mk.I, 1470hp Mk.V, 1720hp Mk.IX, 2035hp Mk.XIV, the photo-reconnaissance Mk.XI and the navalised Seafire Mk.III.\u003c\/p\u003e \n\n\u003cp\u003eSpitfire Mk.I colour schemes are surprisingly varied and complicated. Interior areas were primed with light grey before being painted aluminium, except for the cockpit between frames 8 \u0026amp; 11 which was painted in a colour described as “Supermarine green” and “apple green”. Note that this is different from the paler, greyer, “Grey Green” (of which various colour mixes have additionally been noted) used on later production Spitfires built by other manufacturers. Major internal components supplied by sub-contractors could be delivered in various shades of grey-green or aluminium or even black.\u003c\/p\u003e\n\n\u003cp\u003eThe underside paint finish varied greatly throughout Mk.I production and service, initially being painted aluminium until late April 1939 when the port side was painted Night (black) and the starboard white (split along the centreline). Then from late February 1940, supposedly all “white” except for the port main plane (only) which was Night, although photographic evidence indicates that the undersides of the nose, rear fuselage and tailplane were usually painted with aluminium. From June 1940 the undersides were supposed to be painted “Sky Type S…duck egg bluish green” but sky grey and sky blue also appear to have been used and then from November 1940 the port main plane (only) was again finished in Night. Aircraft were re-painted in various interpretations of these specifications in the field as time and supplies of paint (including local mixes) allowed, which ensured that a wide variety of finishes were possible.\u003c\/p\u003e\n\n\u003cp\u003eContemporary photos confirm different shades of Dark Earth and Dark Green (even on the same airframe) which were applied with a hard demarcation line. Spitfire Mk.I camouflage was applied in 2 designs, the A and B schemes which were mirrors of each other. Spitfire sub-assemblies were usually supplied pre-painted so a single aircraft could exhibit a variety of shades, and sometimes the camouflage pattern would not match perfectly from one sub-assembly\/component to the next. Additionally, extensive weathering and re-painting also helped ensure that a wide variety of tonal differences could be seen. The fabric covered rudder, elevator and ailerons were undercoated in red-brown dope before being painted and frequently appear paler than the adjacent camouflaged metal parts. Therefore, unfortunately, there is no “one true” Dark Earth, Dark Green, Sky Type S or interior grey-green paint colour suitable for all Spitfire Mk.I models so, while we have tried our best with our paint suggestions, there is no doubt many will disagree with us. Which is OK.\u003c\/p\u003e","brand":"Kotare","offers":[{"title":"Default Title","offer_id":53296343449867,"sku":"32001","price":67.49,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0777\/1809\/4091\/files\/K32001.jpg?v=1786487955"},{"product_id":"kotare-32005-1-32-supermarine-spitfire-mk-ia-late","title":"Supermarine Spitfire Mk Ia (late)","description":"\u003cp\u003eThe legendary Supermarine Type 300 “Spitfire” is undoubtedly one of the most famous, and perhaps the most beautiful, aircraft of all time. Designed from 1934 under the guidance of Supermarine Aviation Works’ chief designer Reginald Mitchell, Joseph Smith and “Alf” Faddy, the 990hp Rolls-Royce Merlin “C” powered prototype first flew on 5 March 1936. It was immediately obvious that it was something very special and an initial production order was placed in early June 1936 for 310 aircraft. Numerous delays at Supermarine and many of the approximately 150 sub-contractors ensured that the first production Spitfire was not completed until mid-May 1938 and the final aircraft from the order was only delivered in September 1939.\u003c\/p\u003e\n\n\u003cp\u003eEarly production Spitfire Mk.I in the K9### \u0026amp; L10## serial number range (completed between May 1938 and September 1939), were initially powered by a 1030hp Rolls-Royce Merlin II engine and featured a 2-blade fixed pitch propeller, 8 Browning .303” machine guns, triple ejector nozzle outlet exhaust manifolds, a tall un-tapered aerial mastt and a rear fuselage adorned with raised rivets for ease of construction. The main planes and front of the fuselage were flush riveted and puttied and sanded smooth for improved performance. Numerous improvements were introduced throughout production, most of which were eventually retrofitted to earlier aircraft which included gun heating, Rolls-Royce Merlin III engine, 3-blade dual-pitch DeHavilland propeller, exhaust manifolds of simplified construction, a taller canopy hood for improved visibility, armoured windscreen glass and protective plating over the upper fuel tank which necessitated shortening the engine cowlings slightly.\u003c\/p\u003e \n\n\u003cp\u003eMid production Mk.Ia in the N3### \u0026amp; P9### serial number range (completed between September 1939 and April 1940), saw the introduction of an improved lever-operated “dual position” cockpit door catch, reflector gun sight, tapered aerial post, voltage regulator positioned behind the pilot’s headrest and a constant speed DeHavilland propeller. On selected aircraft, a constant speed Rotol RX5\/1 propeller and the temporary installation of the TR.1133 VHF radio, which did not require an external aerial wire.\u003c\/p\u003e \n\n\u003cp\u003eLate production Mk.Ia in the R6####, R7### \u0026amp; X4### serial number range (completed between May 1940 and April 1941 and featured in this model) and AR2## (from July 1941 to January 1942) saw the introduction of constant speed DeHavilland propellers and armour plates behind the pilot’s seat \u0026amp; headrest (which were retrofitted to earlier production aircraft) as well as engine driven undercarriage retraction. Other incremental changes were introduced such as a composite “plastic” seat, fire-proof bulkhead, revised “raised rivet” radio access door, station keeping lights in the fuel tank plating, re-installation of the TR.1133 VHF radio and saw the elimination of the gauge for the top fuel tank, fuel pressure gauge, priming cock and front parachute flare tube. Some Mk.I were armed with 2 Hispano 20mm cannons and were designated the Spitfire Mk.Ib (at which time the 8 gun armed aircraft was re-designated the Mk.Ia). The cannons proved to be so unreliable that the Mk.Ib was withdrawn from service until improvements had been made in late 1940. Numerous engine, airframe and armament improvements were made to the Spitfire before production ceased in 1948, by which time over 22000 had been produced in 2-dozen variants with the most notable being the 1030hp Mk.I, 1470hp Mk.V, 1720hp Mk.IX, 2035hp Mk.XIV, the photo-reconnaissance Mk.XI and the navalised Seafire Mk.III.\u003c\/p\u003e \n\n\u003cp\u003eSpitfire Mk.I colour schemes are surprisingly varied and complicated. Interior areas were primed with light grey before being painted aluminium, except for the cockpit between frames 8 \u0026amp; 11 which was painted in a colour described as “Supermarine green” and “apple green”. Note that this is different from the paler, greyer, “Grey Green” (of which various colour mixes have additionally been noted) used on later production Spitfires built by other manufacturers. Major internal components supplied by sub-contractors could be delivered in various shades of grey-green or aluminium or even black.\u003c\/p\u003e\n\n\u003cp\u003eThe underside paint finish on late production Mk.Ia completed in May-June were painted Night (black) on the port wing, and white on the starboard (split along the centerline) with aluminium front undercowl and fuselage. From later in June 1940 the undersides were intended to be painted “Sky Type S…duck egg bluish green”, but sky grey and sky blue also appear to have been used, especially when repainting previous Night and white undersides, and then from November 1940 the port main plane (only) was again finished in Night. On very late production Mk.Ia the underside colour was applied with a soft edge.\u003c\/p\u003e \n\n\u003cp\u003eContemporary photos confirm different shades of Dark Earth and Dark Green (even on the same airframe) which were applied with a hard demarcation line. Spitfire Mk.I camouflage was applied in 2 designs, the A and B schemes which were mirrors of each other. Spitfire sub-assemblies were usually supplied pre-painted so a single aircraft could exhibit a variety of shades, and sometimes the camouflage pattern would not match perfectly from one sub-assembly\/component to the next. Additionally, extensive weathering and re-painting also helped ensure that a wide variety of tonal differences could be seen. The fabric-covered rudder, elevator and ailerons were undercoated in red-brown dope before being painted and frequently appear paler than the adjacent camouflaged metal parts. Therefore, unfortunately, there is no “one true” Dark Earth, Dark Green, Sky Type S or interior grey-green paint colour suitable for all Spitfire Mk.I models so, while we have tried our best with our paint suggestions, there is no doubt many will disagree with us. Which is OK.\u003c\/p\u003e","brand":"Kotare","offers":[{"title":"Default Title","offer_id":53296343482635,"sku":"32005","price":80.99,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0777\/1809\/4091\/files\/K32005A.jpg?v=1786488390"},{"product_id":"kotare-32006-1-32-supermarine-spitfire-mk-vb-early","title":"Supermarine Spitfire Mk Vb (early)","description":"\u003cp\u003eThe legendary Supermarine “Spitfire” is undoubtedly one of the most famous, and perhaps the most beautiful, aircraft of all time. Designed from 1934 under the guidance of Supermarine Aviation Works’ chief designer Reginald Mitchell, Joseph Smith and “Alf” Faddy, the prototype first flew on 5 March 1936. The Supermarine built, 1030hp Rolls-Royce Merlin II\/III powered, 8 Browning .303” machine gun armed, Spitfire Mk.I entered service from mid-May 1938. The rear fuselage was adorned with raised rivets for ease of construction while the main planes and front of the fuselage were flush riveted, puttied\/filler primed and sanded smooth for improved performance. Numerous improvements were introduced throughout production. Some Mk.I were armed with 2 Hispano 20mm cannons which proved to be so unreliable that they were withdrawn from service in early September 1940. The problems were solved later that year, at which time it was reintroduced with an additional 4 Browning .303” guns and designated the Spitfire Mk.Ib (“B” wing), at which time the 8 Browning .303” gun armed aircraft was re-designated the Mk.Ia (“A” wing).\u003c\/p\u003e\n\n\u003cp\u003eThe Castle Bromwich Aircraft Factory (CBAF) built 1150hp Rolls-Royce Merlin XII powered Spitfire Mk.IIa and Mk.IIb featured many of the later Mk.Ia improvements although the key difference was the new engine which had a Coffman (explosive) cartridge starting system.\u003c\/p\u003e \n\n\u003cp\u003eA 1390hp Rolls-Royce Merlin XX powered Spitfire Mk.III prototype had been in development since January 1940 which incorporated numerous improvements introduced throughout Mk.I\/II production as well as many new innovations. In early 1941 an urgent need for improved performance saw the installation of the 1440hp Rolls-Royce Merlin 45 into approximately 365 internally strengthened Mk.Ia\/IIa \u0026amp; Mk.Ib\/IIb airframes thereby creating the stop-gap Mk.Va and Mk.Vb.\u003c\/p\u003e \n\n\u003cp\u003eEarly production Mk.Vb (as featured in this model) completed from early-1941 incorporated Mk.I\/II airframe improvements introduced up to that time including constant speed DeHavilland \u0026amp; Rotol propellers, a carb intake ice\/snow guard, fireproof bulkhead, deletion of the 47gal fuel gauge in the instrument panel, engine driven undercarriage controls, windscreen de-icing, Martin-Baker hood release (jettison) system, composite seat, pilot’s armour plating, IFF Mk.II, a single parachute landing flare chute, electrical test door in the port wing fillet, raised rivet wireless and accumulator doors, Plessey flare device, and reinforced tailwheel strut. They also featured the improved “B” type wing, metal skinned ailerons, improved cannon shell ejection chutes, symmetrical\/double-bulged and early asymmetric underwing cannon fairings, two-cell radiator, and an improved oil cooler design.\u003c\/p\u003e \n\n\u003cp\u003eMid production Mk.Vb completed from mid-1941 saw the introduction of additional types of DeHavilland and Rotol propellers, more efficient “fishtail” exhaust manifolds, tyres with concentric side-wall rings, armour under the seat and an emergency exit crowbar. Later production Mk.Vb saw the introduction of a 24 volt voltage regulator behind the pilot’s headrest, rearranged gun heating and oxygen systems, wheel covers, external “slipper” fuel tanks, balloon hoods, internal windscreen armoured glass, a square reflector gun sight Mk.II, clipped wingtips, tropical air intake filters, and deletion of the landing lights, parachute flare and pilot’s headrest. Very late serving aircraft could be found with multi-ejector exhaust manifolds, bomb carriers, and elevators with increased balance areas. Some of these modifications were retrofitted to earlier aircraft. A Mk.Vc was put into production from early 1942 and introduced the “C” wing, with modified undercarriage geometry, which could be armed with up to 4 Hispano 20mm cannons or 8 Browning .303” guns, although it was usually fitted with 2 cannons and 4 Browning guns.\u003c\/p\u003e \n\n\u003cp\u003eNumerous additional engine, airframe and armament improvements were made to the Spitfire before production ceased in 1948, by which time over 22000 had been produced in 2-dozen variants with the most notable being the 1030hp Mk.I, 1470hp Mk.V, 1720hp Mk.IX, 2035hp Mk.XIV, the photo-reconnaissance Mk.XI and the navalised Seafire Mk.III.\u003c\/p\u003e  \n\n\u003cp\u003eEarly production Mk.Vb featured the colours and finishing details of their respective airframe manufacturers. The interior areas were primed with light grey before being painted aluminium, except for the cockpit between frames 8 \u0026amp; 11 which appear to have been painted with grey-green (Supermarine), different from the green seen on early and mid-production Mk.I\/Ia, and very pale grey-green (CBAF). Major internal components supplied by sub-contractors could be delivered in various shades of grey-green or aluminium or even black.\u003c\/p\u003e \n\n\u003cp\u003eUpper surfaces were initially painted Dark Earth and Dark Green in varying shades applied with hard (Supermarine) and soft (CBAF) demarcation lines in the A pattern. The undersides (including the wheel wells, undercarriage struts and wheel hubs) were finished with “Sky Type S”. Although Night (black) was reintroduced for the underside of the port wing from late November 1940 until late April 1941, no Mk.Vb appear to have been finished this way at the factory, although Mk.Vb converted from earlier production Mk.Ib would have had Night applied at the units, before being repainted again with Sky Type S. Spitfire sub-assemblies were usually supplied pre-painted so a single aircraft could exhibit a variety of shades, and sometimes the camouflage pattern would not match perfectly from one sub-assembly\/component to the next. Early production Mk.Vb serving after mid-August 1941 would have received the new “Day Fighter” camouflage scheme with Ocean Grey (or mixed grey) applied over the previous Dark Earth, and Medium Sea Grey applied over the previous “Sky Type S” undersides. These new colours could be brush painted or sprayed on depending on what equipment was available at the time.\u003c\/p\u003e \n\n\u003cp\u003eAdditionally, extensive weathering and re-painting (hand brushed as well as sprayed) also helped ensure that a wide variety of tonal differences could be seen. While we have tried our best with our paint suggestions, there is no doubt many will disagree with us. Which is OK.\u003c\/p\u003e","brand":"Kotare","offers":[{"title":"Default Title","offer_id":53296343515403,"sku":"32006","price":80.99,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0777\/1809\/4091\/files\/d854917e-K32006_20Kotare_201-32_20Spitfire_20Mk.Vb_20_Early_20box_20art.jpg?v=1786488151"},{"product_id":"kotare-32009-1-32-messerschmitt-bf-109-k-4","title":"Messerschmitt Bf 109 K-4","description":"\u003cp\u003eBy 1944 the fame of the Messerschmitt Bf 109 in aviation history was assured forever. Produced in vast numbers and operating in a dozen war theatres, the Bf 109 had shot down more enemy aircraft than any other aeroplane. As the Nazi war machine ran riot in 39-42 the 109 became a feared symbol of Hitler’s regime, and was justly renowned for its lethal attributes in air combat.\u003c\/p\u003e\n\n\u003cp\u003eHowever in mid 1944 it would have been fascinating to have a heart-to-heart conversation about the 109 with Messerschmitt AG part-owner and namesake Willi Messerschmitt.\u003c\/p\u003e\n\n\u003cp\u003eOn the one hand he was selling thousands of Bf 109Gs to the Nazi government via the Reichsluftfahrtministerium (RLM) and making good profit on them. This was partly achieved by the unconscionable use of slave labour in horrific conditions. On the other hand his engineers had completely failed to design a successful piston engine replacement for the 109. The 209 and 309 had become ignominious failures.\u003c\/p\u003e\n\n\u003cp\u003eThe ongoing competition with Kurt Tank at Focke-Wulf for single-seat fighter dominance was in full swing. It appears that very little information was shared between Messerschmitt and Focke-Wulf, either directly or via the RLM, but the Fw 190D was in flight testing by mid-1943 and was showing great promise, and the apex Focke Wulf of the war, the Ta 152, was in development.\u003c\/p\u003e\n\n\u003cp\u003eMesserschmitt’s reputation had been badly damaged by the Me 210 debacle, and while the Me 410 was a serviceable aeroplane, it was no great advance on the Me 110 and was found wanting when P-51s roamed the German skies. The revolutionary Me 262, possibly the most beautiful aeroplane ever, had been hijacked by Hitler and his bomber obsession and the Jumo engines were a constant headache. The science fiction Me 163 was too temperamental for even gifted pilots to use effectively, and while incredibly fast was going nowhere tactically or strategically. Messerschmitt’s Me 264 “Amerika Bomber” consumed vast amounts of engineering resource for no visible result.\u003cbr\u003e\nIn this environment the Bf 109K was born.\u003c\/p\u003e\n\n\u003cp\u003eLike Supermarine with the Spitfire (but unlike Hawkers) the Messerschmitt engineers had squeezed progressively more powerful engines into an airframe that first f lew in 1935, and didn’t change much at all. Always a handful to land and take off with its narrow-track undercarriage, this characteristic was only emphasized by the increased power on tap.\u003c\/p\u003e\n\n\u003cp\u003eOne major change from the early 109G models was the adoption of much bigger tyres. This was necessary due to the need to cope with the increasing weight of the aircraft, particularly to allow the fitment of bigger brakes. Improved ground handling was an ancillary benefit. This necessitated a bulged upper wing skin, but rather than use circular or oval bulges like the Spitfire and earlier 109s did, long-chord rectangular bulges were fitted. Remarkably these had been aerodynamically tested pre-war in the aeronautical research institute near Braunschweig, one of the most advanced in the world in 1939.\u003c\/p\u003e\n\n\u003cp\u003eFor most aircraft designs, increasing engine power leads to the need for bigger vertical tail surfaces and the 109 was no exception. A tail of greater area had already been used on some Gs, and this became standard on the K, with an attempt to preserve precious aluminium by having sub-contractors use wood as much as possible.\u003c\/p\u003e\n\n\u003cp\u003eDaimler Benz had worked miracles to wring up to 1775 horsepower from their DB 605 engine, which was produced in slightly different versions to suit either 87 or 96 octane fuel. Water-methanol injection was standard, used to cool the fuel-air mixture in the engine cylinders and reduce pre-detonation, therefore allowing increased power for short periods of time. The methanol also stopped the water from freezing at altitude. The DB 605 D was the intended motor for the K-4, and the oil cooler and nose contours were designed to suit.\u003c\/p\u003e\n\n\u003cp\u003eIn an attempt to improve aerodynamic cleanliness outer doors were fitted to enclose the main gear, and a retractable tail wheel was fitted. Despite being first tested on the Bf 109F in 1941, the main gear doors were still not reliable in 1944, and many machines had them removed. Reliability issues also affected the tail wheel which was often fixed in the extended position and the doors wired shut.\u003c\/p\u003e\n\n\u003cp\u003eIn many respects the K can be seen as a developmental offshoot of the attempt by Messerschmitt and Daimler Benz to develop a true high altitude fighter (Höhenjager) to combat high-altitude USAAF bombers and P-51s. The Me 109H proved abortive, and the competing Focke-Wulf Ta 152 was a much better aeroplane, though it arrived too late to affect the course of the war\u003c\/p\u003e\n\n\u003cp\u003eMany other less obvious K-4 features will be called out at the relevant points in this instruction booklet.\u003c\/p\u003e\n\n\u003cp\u003eCOMBAT SERVICE\u003cbr\u003e\nIt is a cliche, because it is true, that Allied bombing didn’t really cut off the supply of aircraft to the Luftwaffe in 44-45, it cut off the supply of fuel. The simultaneous ascent of the P-51 as the dominant fighter in the sky (ably assisted by a variety of other Allied aircraft) meant that German pilots were not safe anywhere. The clumsy Luftwaffe training scheme, which had never been as efficient as the Allied pilot-training effort, was overwhelmed.\u003c\/p\u003e\n\n\u003cp\u003eIt is commonly accepted that the K-4 entered service in October 1944 and in a few months the various factories supplied over 1400 machines to Luftwaffe units. How many of them were ever flown, let alone flew in combat, will never be known. However units across both the Western and Eastern fronts received the latest 109, and a few were even supplied to ANR units still fighting on the Axis side in Italy.\u003c\/p\u003e\n\n\u003cp\u003eMixed units of Gs and Ks seems to have been common, and it is doubtful that any Allied pilot, Western or Russian, would have known which version they were fighting in the air unless a turning combat ensued and the overwing bulges were obvious, and even then some G model aircraft had these.\u003c\/p\u003e\n\n\u003cp\u003eFew first-person accounts of what it was like to fly the 109K-4 seem to have survived. There is little evidence that it was viewed as a major improvement over the G, but pilots must have been aware of which version they were climbing into because of the substantial cockpit differences. There are a few accounts describing a well-made and fully-functioning K in capable hands being able to hold its own against most Allied fighters, but the halcyon days of 1940-42 were long gone. In most instances the limited known combat records detail a sad story of losing many inexperienced pilots against overwhelming numbers of enemy aircraft flown by seasoned flyers.\u003c\/p\u003e\n\n\u003cp\u003eDespite this, the aura of the Bf 109K still exists. It was the culmination of a decade of development by one of the foremost aircraft manufacturers in the world. In the last year of the war no Allied pilot would have taken on a 109 without respect, and in the hands of an ace the K was still a killer.\u003c\/p\u003e","brand":"Kotare","offers":[{"title":"Default Title","offer_id":53296343548171,"sku":"32009","price":80.99,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0777\/1809\/4091\/files\/11149262-K32009_20Kotare_201-32_20Bf_20109K-4_20box_20art.jpg?v=1786489219"},{"product_id":"kotare-32015-1-32-hawker-hurricane-mk-i-early","title":"Hawker Hurricane Mk I (early)","description":"\u003cp\u003eThe legendary Hawker Hurricane formed the backbone of RAF Fighter Command during the Battle of Britain. The Hurricane was an evolution of the company’s successful 525hp Rolls-Royce Kestrel-powered Fury biplane fighter of the early 1930s. Designed from 1933, the new monoplane was constructed similarly to the Fury with a steel tube frame fuselage, removable metal cowling panels with the rear covered in linen over wooden stringers. The thick new monoplane wing of the Hurricane featured a metal centre section frame with semi-stressed metal skin construction while the outer mainplanes and tailplane were covered with linen. The 990hp Rolls-Royce Merlin ‘C’ powered Hurricane prototype first flew on 6 November 1935. An initial production order for 600 aircraft was placed in June 1936 and, despite some delays in redesigning the aircraft to accept the new 1030hp Rolls-Royce Merlin II engine, the first production aircraft was completed in October 1937. Although initially proceeding slowly, the traditional construction of the Hurricane ensured that production increased quickly to outpace that of the vastly more complicated Spitfire by approximately two to one.\u003c\/p\u003e \n\n\u003cp\u003eVery early production Hurricane Mk.I were initially powered by a 1030hp Rolls-Royce Merlin II engine with a fixed pitch 2-blade propeller and slotted ‘kidney type’ exhaust manifolds. The fuselage featured flush spot-welded metal engine and fuselage side cowlings, a single removable linen covered fairing panel on each side, ring \u0026amp; bead gun sights, an external venturi to generate vacuum pressure, dual parachute landing flare tubes, and a retractable tailwheel. The cockpit was enclosed by an unarmoured windscreen with a curved lower frame and a sliding hood without a removable side plate. The wings carried 8 Browning .303” machine guns with a twin tube pitot head under the port mainplane while the retractable undercarriage featured 5-spoke wheels and undercarriage fairings (doors) with small ancillary oleo gap covering flaps. Numerous modifications were trialed and then introduced throughout production such as an engine under panel with simplified clearance bulges (circa March 1938), an improved lever operated cockpit escape door* and an updated stressed metal wing centre section (circa May 1938), and triple ejector exhaust manifolds* (circa July 1938).\u003c\/p\u003e  \n\n\u003cp\u003eEarly production Hurricane Mk.I (as depicted in this model) featured additional modifications including a taller rudder and a fuselage keel with a non-retracting tailwheel* (circa August 1938), riveted engine and fuselage side cowlings (circa October 1938), 2-piece nose collar* to fit the vacuum pump \u0026amp; propeller pitch control unit of the Merlin III (circa February 1939), 1030hp Rolls-Royce Merlin III engine* (allowing the deletion of the venturi) and revised ‘6 hole’ undercarriage fairings (circa April 1939), single tube pitot head* (circa June 1939), external bullet-proof glass windscreen panel*, 3-blade dual-pitch DeHavilland propeller (circa August 1939*), armour plating behind the pilot’s seat (circa September 1939 – initially front-line units only)*, simplified exhaust manifolds, and an external camera gun.\u003c\/p\u003e  \n\n\u003cp\u003eMid \u0026amp; late production Hurricane Mk.I built from November 1939 introduced stressed metal skin outer mainplanes, plating over the upper fuel tank*, internal bullet-proof glass windscreen, hood with removable side plate, reflector gun sight*, simplified triple ejector exhaust manifolds, tapered aerial mast, additional removable fairing on the starboard side of the fuselage, Rotol \u0026amp; DeHavilland constant speed propellers*, modified flap\/undercarriage selector guard, 4 spoke wheels, station keeping lights in the fuselage side panels, night flying anti-glare panels, mirrors*, elimination of 1 parachute landing flare tube, windscreen de-icing, a revised keel\/tailwheel strut area and camera gun location in the starboard wing leading edge. Hurricane Mk.I were also modified for tropical conditions which included an air filter, fuselage air outlet louvres, survival kit, and auxiliary fuel tanks.\u003c\/p\u003e   \n\n\u003cp\u003eNumerous engine, airframe and armament improvements were made to the Hurricane before production ceased in 1944, by which time over 14480 had been produced in 11 main variants with the most notable being the 1030hp Mk.I, 1240hp Mk.IIb, 20mm cannon armed Mk.IIc, 40mm cannon armed Mk.IId, and the navalised Sea Hurricane Mk.IIc.\u003c\/p\u003e  \n\n\u003cp\u003eHurricane Mk.I colour schemes are surprisingly varied and complicated. Very early production interior metal components, including the wheel housing, were painted green but by early 1938 these were being painted aluminium with just the wooden components finished in green. Major internal components supplied by sub-contractors could be delivered in aluminium, black or various shades of green.\u003c\/p\u003e \n\n\u003cp\u003eContemporary photos confirm different shades of Dark Earth and Dark Green (even on the same airframe) which were initially applied with a soft demarcation line, often exhibiting a darker, extra matt, line where they overlap. Camouflage was applied in 2 designs, the A and B schemes which were mirrors of each other. Major sub-assemblies were usually pre-painted so a single aircraft could exhibit a variety of shades, and sometimes the camouflage pattern would not match perfectly from one sub-assembly\/component to the next. Frequently the coloured dopes used on the fabric covered outer wing sub-assemblies (and sometimes the rear fuselage and tailplane) appear paler than the equivalent paints used on the metal panels. Additionally, re-painting (typically with a hard edge) and extensive weathering also helped ensure that a wide variety of tonal differences could be seen.\u003c\/p\u003e \n\n\u003cp\u003eThe underside paint finish varied greatly throughout Hurricane Mk.I production and service, initially being painted aluminium until March 1938 to July 1938 when 50 airframes saw a trial application of Night (black) on the port side with white on the starboard, initially applied incorrectly to only the outer mainplanes before being split along the centreline. Following airframes continued to be finished with aluminium painted undersides until late April 1939 when the trial Night \u0026amp; white scheme, correctly split along the centreline, was introduced throughout Fighter Command. Then from late February 1940, supposedly all “white” except for the port mainplane (only) which was Night. From June 1940 the undersides were supposed to be painted “Sky Type S… duck egg bluish green” but local mixes, sky blue and sky grey also appear to have been used until the port mainplane (only) was again finished in Night from November 1940 to April 1941. Aircraft were re-painted in various interpretations of these specifications in the field as time and supplies allowed, which ensured that a wide variety of finishes were possible. Therefore, unfortunately, there is no “one true” Dark Earth, Dark Green, Sky Type S or interior grey-green paint colour suitable for all Hurricane Mk.I so, while we have tried our best with our paint suggestions, there is no doubt many will disagree with us. Which is OK.\u003c\/p\u003e                  \n\n\u003cp\u003e*typically retrofitted to earlier airframes at squadron level or at a maintenance unit.\u003c\/p\u003e","brand":"Kotare","offers":[{"title":"Default Title","offer_id":53296343580939,"sku":"32015","price":80.99,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0777\/1809\/4091\/files\/8BTvwZ.jpg?v=1786494031"}],"url":"https:\/\/anglia-models.com\/de\/collections\/kotare-all.oembed","provider":"Anglia Models","version":"1.0","type":"link"}