GROUP BUILD: 1:48 MONOGRAM Hurricane Mark IIC, Part 1

This model is part of a Group Build on iModeler.com called, "The Old Kit Challenge - Where It All Began." The concept of the build is to revive one of the countless older models out there which are passed over for newer kits - and which may never be built. These older kits were the catalyst for the hobby as we know it today, and this build honors those shared beginnings.
    The group rules are simple:
1. Kits first molded prior to 1981 - Re-issues are okay
2. Any subject matter and scale
3. After-market details to be avoided
4. After-market decals acceptable, since older kits may have unusable decals. (Modern pre-cut paint masks are the only other exception)
    The idea is to try and use what comes in the kit...as much as possible.

THE KIT

MONOGRAM HURRICANE MKII

1:48 Scale

    For this build I'm using a vintage Monogram Hurricane, a kit I snagged on the cheap from eBay. It's a relic of a bygone era, originating in the 1940's as a solid model, which inspired Monogram to do it as a plastic model kit. First released in 1964 (#PA90), it has been re-issued many times since.
    The kit in the box is a Mark II version, and the captivating feature of this kit is its sheer ambition: five distinct MkII versions are promised within a single box! This mirrors the adaptable wing of the real Mk II Hurricane - a wing engineered to accept a variety of armaments and roles. There is something appealing about that kind of versatility.

    But ambition comes at a cost: trying to be everything at once means there are compromises, and the result is that none of the options are rendered with complete fidelity.
    But hesitation disappears when you see the four 20mm cannon on the box art. Long, menacing, and unavoidable, any thought of other configurations goes out the window. This is no longer a flexible platform; it becomes purposeful and predatory in its intent.   
    This one is the first release boxing, and it is quite nice, with stout plastic and crisp, clean moldings in grey and black. Likewise, it was birthed in an age when "realistic working features" appealed to young boys - its intended market.
    So this one sports functional landing gear!

    But I got it cheap for a reason: Inside the box, a chaotic "mash-up" of parts rattles around loosely. Extra cannons, fuel tanks, rockets and more are scattered among the neccessary stock parts - BUT - the clear canopy is missing.
There are plenty of spares for the, "parts dungeon," but with NO canopy, and in its jumbled state, there's no collector value. It was a natural for this build.

The Cockpit
    Ahh, the cockpit. Everyone loves the cockpit, right? It is where the story begins, and like most kits, this one starts there… and reveals something rather, well... underwhelming.
    The cockpit is present — but only in a technical sense. It's not so much a working space as a suggestion of one. There is no seat; instead, you get a rear armor plate with headrest. The instrument panel is nothing more than a flat surface, with a decal that tries (without much conviction), to imitate detail.
    The cockpit “floor” is simply the top of the wing. There is no sidewall detail, no control yoke, BUT, to appease the action-minded lad of the 1960's, a puppet-like pilot figure is glued to the back plate. And that is the entirety of the scene.
    But it's not as bad as it sounds. Once sealed beneath the canopy, the cockpit fades to shadow, barely visible to the eye. And truthfully, I don't get excited about hyper-detailing cockpits in these smaller scales. So I won't fight what is missing; I will add a gunsight, a hint of busyness — and move on.

The Canopy
    The original canopy in this kit was a closed greenhouse that enclosed all that non-existent cockpit detail. But it was missing, and the model would look goofy without it. I needed a replacement. 
    Squadron offers a vac-u-formed version, but that violates the spirit of the group build...and it might invite the wrath of the Modeling Gods. I steeled myself against that possibility, for the sake of the project.
    Then, the Modeling Gods, themselves, offered solution rather than spite. After confessing my plight on the group build page, a fellow builder pulled an original canopy from the depths of his, "spares dungeon" and sent it by post. The gods are appeased—and my Monogram build will be pure in the end. 

    Thank you very much, Mr. Russell J. You are a prince among men. 

The Landing Gear
    The landing gear follow the cockpit’s lead. They are present… but almost defiant in their simplicity. 
    The wheels are the first nit-pick; they are the early 4-spoke pattern. They're serviceable, but wrong for the aircraft being represented. The later 5-spoke type is proper, one of those small details that quietly nags once noticed. 
    Then, there are the wheel wells, themselves… well, the absence of them. They are just empty, featureless voids. This might go unnoticed, but the aircraft stands tall on its gear, exposing just enough of those voids to invite curious glances…
    In its defense, we must remember that models like this were not intended as static display pieces. These landing gear were built to retract with a satisfying "snap", so small hands could zoom the aircraft around the room before guiding it back for a triumphant landing. Working features like retractable gear weren’t just gimmicks; they were a bit of magic at the heart of the experience.
    So I’ll meet it halfway. I’ll dress up the gear legs, add a proper mud and dirt shield within the bays, ignore the incorrect wheels and include the retraction feature — for the spirit of the group build, and for the simple joy of it.

Rivets and raised detail
   Today, we take for granted the intricate and engraved details of modern kits. But in 1964, the tooling technology for that didn't yet exist. Instead, mold-making was a manual process and manufacturers focused on adding dramatic surface details — bold, raised panel lines and rivets everywhere. And this one delivers abundantly - they're both well done, but unmistakably of the era. You can see that clearly in the pictures above.
    The rivets, in particular, are plentiful. That’s not entirely wrong, by the way...the real Hurricane Mk II had many rivets holding it together. But Monogram did what was normal back then: ALL riveted surfaces are the raised, mushroom-head type. Which is incorrect.
    On the real aircraft, the forward third of the wing had smooth, flush-rivets, to reduce drag. But that sleek wing section is missing here… it is pimpled with a zillion little bumps. So the molded rivets will be removed in that area and relevant panel lines scribed in.
    On the subject of panel lines, they're nicely defined on the model, but boldly raised. They will share the same fate as the errant rivets. 
That means shave them down, and re-scribe them properly. Fortunately, Hurricane II's only had paneled surfaces on the wing and engine area of the fuselage. The rest is fabric-covered plywood* and tubular structure, so there aren't a lot panel lines to rework. 
    Must I do all this? No. But some things you can’t leave alone. Done judiciously, this effort transforms the model — it "pops!" and looks a little less like a toy. Raised lines and rivets can't achieve that look.
    Besides, it’s the perfect excuse to pick up a new panel line shaver. I had one once - now mysteriously vanished. But it is one of those tools you reach for again and again, especially if you build older kits. I’m looking forward to having one back in hand.

* FUN FACT: Modelers sometimes weather their Hurricane's with scuffed bare metal on the cockpit sides, to suggest wear resulting from pilots entering and exiting. But that area is fabric-covered plywood... if paint wears off there, it wont reveal a metal undersurface.

Decals
    So now I had the kit, a canopy, and a plan for the build, but something was still off. The decals. They looked in good shape, but their usefullness was in question. The aircraft codes were endered in stark white, as was the empennage band. Both are not right. And overall, the decals just weren't hitting the right notes for me.

   
This build needed something else... and non-original decals are okay. So, I looked around for something different.

    Once more the gods smiled on this build with a bit of treasure: original Monogram decals from the Monogram, "Adversary Series," double-kit boxing #6082.

    These markings depict both a Hurricane MkII and Bf 109E on one sheet. And as luck would have it, the decals are for a famous Hurricane: Fl. Lt. Karel Kuttlewascher’s legendary Mk IIC, “Night Reaper.” 
    Even better, it was not the all-black version we usually see....this one wears Day Scheme camouflage.
    This particular scheme has it doubters, as pictures of it are in short supply. But it is different, and it has cachet. It was also prominently featured on the cover of the old Profile Pubications, Vol. 24... of which I have a copy. 

    Besides, if that scheme was good enough for Monogram, it was good enough for me. So, for five dollars, and a few bucks in mailing — the decals were mine....

    Next came some research. Fortunately, Kuttlewascher and his Hurricane, “Night Reaper” are about as celebrated as any, and information is plentiful. Kuttlewascher was a Czech ace who flew for the RAF, and he made a name by attacking Luftwaffe bombers at night over their own bases! Now that is cool!  
   Most sources fixate on 'Night Reaper's' all-black night fighter scheme, but later, as the need changed, it seems the paint job did, too. The plane retained its black underside, but it's "dark knight" image was dropped and it was returned to Day Scheme colors. And that’s the version I’m after.

    In the end, a decent Hurricane Mk. IIC can be made by smoothing the rivets where necessary, adding some prominent panel lines, then working with what is there. Finally, add a paint job and decals with a little pizazz - and we are wheels up and good to go!
    The work on the rivets and panel lines will start the actual build, since the cockpit only needs basic effort. That is coming next, so stay tuned for Part 2!

Happy Modeling!

David

Join the Collaboration - YouTube Videos

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The Humbie Heinkel

 

    Onlookers surround a German He-111 H-2 bomber that was shot down by Spitfire "ACE" F/L Archie McKellar over the Lammermuir Hills, Humbie, Scotland. October 28, 1939. 
    The bomber was on a reconnaissance mission when it was shot down. 2 of its crew were killed, the pilot was wounded, and the navigator surrendered to a local policeman.
    This bomber was known as, "The Humbie Heinkel," and it was the first official German aircraft brought down over British soil during WW2.

    Interesting markings on this aircraft - note the second cross outboard, on the top of the wings. The aircraft bore the code 1H+JA, and belonged to the Stab./KG 26 unit (Staff Flight of Kampfgeschwader 26) and was identified by Werk Number 5/449

    TheHienkel Took off from Lubeck-Blankensee on a long-range, armed reconnaissance mission to the Firth of Clyde and the Firth of Forth, a round trip of some 1,000 miles.
    At 15,000ft over the Firth of Forth, the aircraft was hit by accurate anti-aircraft fire. Next, Spitfires of 602 and 603 squadrons located the Heinkel at 6,000ft. Repeated attacks riddled the doomed bomber, wounding the pilot, knocking out both engines, shattering the cockpit instruments and killing the flight engineer and radio operator.

    The pilot, skilfully glided his airplane in, and performed a perfect forced landing in difficult terrain in the Lammermuir Hills, near Edinburgh. This was the first German aircraft to be brought down over mainland Britain in WW2 and it attracted huge media attention at the time.
    It also gave RAF Intelligence a largely intact machine to evaluate, although the RAF technicians never discovered the German radio navigational bombing aid  - code named, "Knickebein". It was not until late 1940 that the mystery of this navigation system was revealed.

Crew: Pilot – Uffz. Kurt Lehmkuhl (captured, wounded)

Observer/Navigator  – Ltn. Rolf Niehoff (captured)

Radio Operator – Gefr. Bruno Reimann a KIA

Flight Engineer – Uffz. Gottlieb Kowalke KIA

Bf-108 Taifun

 The Messerschmitt Bf 108 

 The Bf-109 was one of the most influential German aircraft of the 1930s. Although not a fighter, it introduced advanced aerodynamic and structural concepts that later appeared in the famous Messerschmitt Bf 109.

It served as a high-performance touring, liaison, and staff transport aircraft, widely used by the Luftwaffe during WWII.

📜 Origin and Development

The Bf 108 was designed in 1934 by the engineering team of Willy Messerschmitt at Bayerische Flugzeugwerke.

The aircraft was originally created for the Challenge International de Tourisme, an international aviation competition designed to test speed, reliability, and long-distance touring performance.

Messerschmitt wanted to build a modern, fast, all-metal aircraft that would outperform traditional light aircraft of the time.

Although it did not win the competition, the design impressed many observers and quickly attracted military interest.

The aircraft received the nickname “Taifun” (Typhoon) because of its high speed and excellent aerodynamic efficiency.

✈️ Purpose of the Aircraft

The Bf 108 was designed for several roles:

1️⃣ High-speed touring aircraft

Originally intended for long-distance sport aviation and international competitions.

2️⃣ Liaison aircraft

During WWII it became a staff transport aircraft for high-ranking officers.

3️⃣ Communication platform

Used to carry messages, dispatches, and personnel between airfields.

4️⃣ Pilot transport

Often used to move fighter aces, commanders, and staff officers quickly across the front.

Some famous Luftwaffe officers—including Adolf Galland—used the Bf 108 as a personal transport aircraft.

⚙️ Production History

First flight: 1934

Entered service: 1935

Production period: 1935–1944

Manufacturer:

Bayerische Flugzeugwerke

Later Messerschmitt AG

Total production

Approximately 885 aircraft were built.

Production later moved to occupied France and continued under the name Nord 1000 Pingouin after the war.

🛠️ Airframe Design

The Bf 108 was extremely advanced for the mid-1930s.

Key structural features

All-metal monocoque fuselage

Lightweight stressed-skin construction, similar to later fighters.

Low-wing cantilever design

No external bracing, reducing drag.

Retractable landing gear

Very rare for a light aircraft at the time.

Automatic leading-edge slats

Improved low-speed handling and stall resistance.

These features would later appear on the Bf 109 fighter.

🔧 Engine

The Bf 108 used the famous inverted German V-12 engine:

Argus As 10

Type: Air-cooled inverted V-8

Power: ~240 hp

Displacement: 9.5 L

Advantages of this engine:

Excellent reliability

Low fuel consumption

Good forward visibility due to inverted layout

Easy maintenance

The engine drove a two-blade variable pitch propeller.

📊 Technical Specifications

Crew: 1

Passengers: 3

Length:

8.3 m

Wingspan:

10.6 m

Empty weight:

~880 kg

Maximum takeoff weight:

~1,400 kg

Maximum speed:

≈ 305 km/h

Cruising speed:

≈ 260 km/h

Range:

≈ 1,000 km

Service ceiling:

≈ 6,000 m

For a 1930s touring aircraft, this was exceptionally fast.

⭐ Advantages of the Bf 108

Aerodynamic efficiency

The aircraft had very low drag, making it faster than many contemporary aircraft.

Modern construction

All-metal stressed skin made it stronger and lighter.

Advanced wing design

Automatic slats improved stall characteristics and made landings safer.

Excellent range

Ideal for long-distance liaison missions.

Handling qualities

Pilots reported very stable flight behavior.

⚠️ Disadvantages

Complex landing gear

The retractable gear system was mechanically complicated.

Narrow landing gear track

This could make ground handling tricky on rough fields.

Limited payload

Only useful as a light transport or liaison aircraft.

⚔️ Role in World War II

During WWII the Bf 108 served mainly as:

Command transport aircraft

Courier aircraft

Pilot shuttle

Staff transport

It often operated between Luftwaffe headquarters and forward airfields.

It was not a combat aircraft and carried no armament.

🧬 Influence on the Bf 109

Many design features of the Messerschmitt Bf 109 were first tested on the Bf 108:

Automatic leading-edge slats

All-metal monocoque structure

Aerodynamic fuselage design

Low-drag canopy integration

In many ways, the Bf 108 was the technological ancestor of the Bf 109.

📚 Historical Legacy

Even though it was not a combat aircraft, the Bf 108 played an important role in aviation history.

It demonstrated that light aircraft could be fast, modern, and aerodynamically efficient, influencing aircraft design worldwide.

Some examples still fly today as restored vintage aircraft.

From the FB group Luftwaffe Air Force WW2

✅ Short conclusion for your aviation page

The Bf 108 Taifun was not a fighter—but it was one of the most technologically important aircraft of the 1930s.

Its innovations directly paved the way for one of the greatest fighters of WWII: the Bf 109.

JU-87 B-2... and beyond

WARNING This article discusses and display images of World War II that may be objectionable to some readers. 

JU-87 B-2

Junkers 87 B-2 

  

    The Junkers Ju 87 B-2, the first major variant produced of the iconic German "Stuka" dive bomber, was a key aircraft of the German airforce (Luftwaffe) in early WWII.

    The Ju-87 B-2, or “Stuka” (from "Sturzkampfflugzeug”, meaning dive bomber) featured a 1,200 hp Jumo 211 Da engine, improved pressurized radiator with hydraulic controls, and a 1,000 kg bomb capacity. The B-2 also had improved cowling flaps, and specialized adaptations for tropical, winter and extreme climate operations.
    Providing precision, close-air support to the Wehrmacht, the Stuka was known for its fixed, spatted landing gear, inverted gull wings, and "Jericho Trumpet" sirens. Two of the sirens were normally mounted on each wheel spat, with a clutch that engaged the siren when the Stuka was in a dive. 
However, The Ju-87 had no real defense against modern fighters and was vulnerable without escorting air support.
    It served on both the Western and Eastern Fronts, and in a tropicalized version, in North Africa

The Ju-87 propeller-driven siren (dubbed the “Jericho trumpet”). 
These sirens emitted a terrible shrieking sound, as a psychological "terror" edge against opponents. 

 Key Aspects of the Ju 87 B-2

Performance
Maximum level speed was approximately 390 km/h (242 mph), with a rated dive speed of 560 km/h (350 mph). It had a 600 km (372 miles) range on internal fuel, while carrying a bomb load. 
Armament
Two 7.92 mm MG 17 forward firing machine guns in the wings, one rear-facing 7.92 mm MG 15 for defense, and ability to carry up to 1,000 kg (2,200 lb) of bombs
Design Improvements
The B-2 replaced the B-1, featuring refined, broader propeller blades, and a special swing-arm for releasing bombs outside the propeller arc during dives.
Subvariants
These included the Ju 87 B-2/U2 (improved radio), Ju 87 B-2/U3 (extra armor for ground support missions), and Ju 87 B-2/U (ski landing gear for winter).
Why the Stuka?
    Operational Role: Precise, pin-point dive bombing of tactical and strategic targets in support of ground forces under the coordinated direction of forward spotters.
    Before World War II, the doctrine of the dive bomber emerged as a specialized precision-strike strategy aimed at destroying high-value, small-area targets like warships, bridges, and factories. Most of the major war powers of the world experimented with dive-bombing and its tactics, with the Japanese and U.S. Navy in the 1920's, and later the German Luftwaffe, taking it seriously.
    It involved diving near-vertically to release bombs at low altitude and essentially right on top of the target. This maximized accuracy and minimized vulnerability to anti-aircraft fire. The Junkers Ju-87 Stuka dive bomber was, in fact, a highly accurate, specialized aircraft, able to place bombs within a 40 meter radius of the target..., far superior to horizontal bombers of the early World War II era.

Pre-WWII Dive Bomber Doctrine
Precision Over Payload
    Unlike heavy level bombers designed to carpet a large area with bombs, dive bombers acted as bombing "snipers," delivering a single, accurately placed bomb. Todays laser guided and smart missiles are a development of that same concept. Of course, in the interwar years and throughout WW2 this method required a human pilot to do the job....
Naval Origins
    The US Marine Corps and Navy originally pioneered this tactic in the 1920s to tackle the lightly armored and vulnerable decks of ships.
Technique
    The dive bomber approaches at high altitude, often led to the target by other aircraft. Then it dives steeply straight down on top of the target, releases bombs at low altitude, and performs a high-G pullout. This is very effective and efficient, and is the difference between surgical precision and mass destruction.
Advantages
    The steep dive angle made it difficult for shipboard gunners to track the aircraft, as it's nose-on profile is quite small. It was considered the most effective method for attacking ships.
Development and Adoption
    Despite early skepticism of the concept and the frail aircraft in WWI, the technology steadily improved and specialized, rugged aircraft were built to withstand the high-G forces of pulling out of a vertical dive. In the U.S., the Douglas SBD Dauntless became the choice by the start of WWII, while Japan selected the Aichi D3A, both naval aircraft intended for use from carriers.

    In Germany, it was General Ernst Udet, however, who came to champion the concept of dive bombing after observing U.S. Navy dive bombers in the early 1930s. Udet was the head of the Reichluftministerium (RLM, Air Ministry) and was himself a successful WWI pilot; he was instrumental in forming the German Luftwaffe. However, Udet saw the dive bomber in a much wider view, and envisioned it in support of the German army (Wehrmacht) as a key part of its developing blitzkrieg doctrine.

    At the opening of the proving competition for the Luftwaffe's new dive bomber, 4 entries were selected. Two were eliminated early on, leaving only the Heinkel 118 and the Ju-87 in the running. Udet, being very keen on the concept, took the Heinkel into the air, himself, to test it.
    However, during the trials, the propeller drive and propeller both came apart and actually separated from the aircraft he was piloting! Udet parachuted safely to the ground while the Heinkel aircraft crashed and disintegrated. Udet thereafter declared the Junkers entry, the Ju-87, winner by default.

Accuracy and Performance Details

Precision
Stukas functioned as pinpoint, “long range, aerial artillery,” allowing pilots to drop bombs at low altitude, usually 2,300 feet, after a steep dive (up to 80 degrees), maximizing hit probability on tanks, rail yards, road intersections, buildings, marshaling areas, bunkers, artillery and troop positions, airfields, ships and other strategic and tactical targets.
    This offered unmatched precision over other dive bombers and typical level bombers. It was, in reality, a very good idea, but with a serious flaw: it only works if the dive bomber can operate freely in the absence of defending enemy fighters and anti-aircraft.
Targeting
    It was capable of attacking most any specific point target, and the Stuka often operated directly from behind the infantry and fast moving Panzer battalions to provide immediate support as needed.

Effectiveness

    Essentially a "sniper" in the realm of aerial bombing, the Stuka often achieved success rates of 25% or better in directly hitting targets. The Stuka's ability to dive at over 350 mph and release bombs at very low altitudes made it a devastating, terror-inducing weapon in the early years of the war.
    A total of 6,000 to 6,500 Junkers Ju 87 "Stuka" dive-bombers of all types were produced, between 1936 and August 1944. Manufacturing numbers for the B-2 type are approximate, ranging between 225 and 697 dive bombers produced. It is likely that the 697 figure represents the entire B series, while other sources indicate 225 B-2 version Stukas were built. 
Production Context
    The Ju 87B series was the first mass-produced variant, succeeding the A-series, and was used extensively from 1937–1942. The Ju 87B-2 was largely used in the post-1940 period of World War II, before being replaced by newer variants like the D-series.
Limitations
    While extremely useful and highly accurate in the early war, the Stuka's effectiveness dropped significantly when faced with enemy fighters and modern anti-aircraft defenses.
    The Stukas rear facing machine gun was a weak defense, and the pilot was naturally distracted by the need for self-survival and evasion while under attack, himself.
    The straight line dive may have made the dive bomber hard to hit by shipboard A/A, but it was relatively slow and easy to track by A/A on the ground.
    And of course, opposing fighters could approach and attack the Stuka from any direction. This one-two punch of A/A and fighter defense were instrumental in bringing them down. That's a big reason why there are very few intact Stuka's today...

Stuka Successes
   However, the Junkers Ju 87 "Stuka" was not without its successes and remained a pivotal asset to the Luftwaffe and Wehrmacht in early World War II (1939–1941).
    As an integral part of the fast moving, mobile "blitzkrieg" tactics of the Wehrmacht, it drove German forces to great success in the opening stages of WW2. It's precision ground support, tactical bombing effects, and terror element made it a valuable element of the German assault forces. It proved devastating against many different targets in theaters with weak air opposition.
Blitzkrieg Campaigns (1939-1940)
    Stukas played a critical role in the rapid conquests of Poland, Norway, and France, acting as "flying artillery" to destroy communications, supply lines, troop formations and armored units. The ability to follow directly behind the mechanized infantry assault and Panzer units ment it could be called to immediately leapfrog ahead and dismantle enemy assets as they were encountered. This made it a crucial element of the blitzkrieg. In the absence of effective air defenses, The Stukas shattered all opposition. This not only delighted it proponents, but earned it the "wonder weapon" reputation it sometimes still carries to this day. 
Naval Warfare
    As already explained, the dive bombing concept was originated to attack ships, and the JU-87 was highly successful in anti-shipping roles. Numerous ships were attacked and put out of action in the Norwegian campaign and the English Channel. Notably, Stukas crippled the aircraft carrier HMS Illustrious in the Mediterranean in January 1941.
The Battle of Britain - The Ju-87's Achilles Heel 
    During the evacuation of British Expeditionary Forces from Dunkirk in May, 1940, the Stuka met British Spitfires and Hurricanes for the first time...and endured heavy losses. It was tasked with crushing the evacuation, but instead, it's supremacy was finally challenged. German propoganda hid this fact behind a smokescreen, of course.
    But over England in the summer of 1940, during the Battle of Britain, the cat was let out of the bag.
    The Junkers Ju-87B-2 "Stuka" was primarily used during the BoB as a precision dive bomber targeting Royal Air Force (RAF) coastal radar stations, shipping, and airfields. But their vulnerability to the RAF's determined fighter defenses was finally revealed, and they were withdrawn from duty after suffering heavy losses.
Ju-87B-2 in the Battle of Britain
Targeting Strategy
    Stukas focused on attacking "Chain Home" radar stations, which were crucial to the British defense system. They also targeted coastal shipping and RAF airfields, such as Tangmere.
Operational Method
    Pilots engaged in the typical Stuka attack method: near-vertical dives, utilizing "Jericho Trumpet" sirens on their landing gear to create psychological terror.
Armament and Payload
    The Ju-87B-2 typically carried one 250 kg (or 500 kg) bomb under the fuselage and four 50 kg bombs under the wings for precision bombing.

Vulnerability Exposed
    As useful as the Stuka was as precision, “aerial artillery,” the Stuka's slow speed, inability to evade modern fighters, and weak defensive armament made it easy prey for Spitfires and Hurricanes. The achilles heel of the Stuka was exposed: without strong and heavy protection, it was a sitting duck.
Tactical Shift
    Following their daylight failures, they were sometimes used for night-time attacks over London and for sporadic attacks on convoys. There were some attempts to repurpose the Stuka for "hit-and-run" tactics near dusk, as well. But the Stuka was not equipped for night operations, and night raids were not really successful.
     As long as the Stuka could be protected from opposing fighter attack, it was devastating. Their initial successes in Poland, France and the Low Countries make that clear. But those victories were wholly due to the lack of organized fighter resistance by their opponents.
    But the Germans simply could not supply enough fighters to adequately protect both protect the Stukas over Britain AND beat back the numerous RAF Spitfires and Hurricanes from their own bombers.

    A good idea in theory, and actually very effective in practice, the dive bomber was very good at its specific purpose. But the Ju-87's inability to operate without complete fighter protection was a harsh lesson, and this led to it's limited effectiveness in the Battle of Britain. 
    The last significant, large-scale Stuka raid over Britain occurred on August 18,1940. Known as "The Hardest Day," over 20% of the force was lost to RAF fighters, and the Luftwaffe promptly withdrew them from operations over the British Isles. A few sporadic attempts were made thereafter, but they were all pulled back to the Pas de Calais by the end of August to await the proposed (and non-existent) invasion of Britian.

Eastern Front (1941-1944): Operation Barbarossa and Beyond
    Its safe to say that the Stuka made its name in history on the Eastern Front. Used as close, high-precision air support for armored and troop columns through 90-degree dive-bombing, its activities were normally directed by forward spotters/liaisons. And in the early phase of the Russian invasion, “Operation Barbarossa,” which began on June 22, 1941, the Soviets did not have a really robust air defense system. They had a great many aircraft, yes, but they couldn't put them to good use in sufficient numbers. This meant the Stukas could operate with some impunity, and minimal air cover.

Close Air Support & Ground Liaison
    Stukas acted as "flying artillery" for the Wehrmacht, with Luftwaffe liaison officers on the ground directing attacks on specific targets like, troop concentrations, artillery positions, logistical targets like railroad lines, roads, bridges, etc. They leap-frgooed forward over the army from airfields close in the rear, conducting rapid, coordinated strikes on key targets in advance of the Wehrmacht.
Vertical Dive-Bombing
    Pilots, such as Hans-Ulrich Rudel, engaged in 80 to 90-degree dives from high altitudes to achieve, on average, less than 30 yards of deviation, allowing for extremely high accuracy in targeting supply lines, bunker systems, and armor.
Anti-Shipping Operations in Russia
    The Junkers Ju 87 Stuka played a significant and highly effective role in anti-shipping operations on the Eastern Front, particularly during the early stages of the German invasion of Russia (Operation Barbarossa) and in the Black Sea/Baltic regions. Despite being increasingly vulnerable to fighter opposition, the Stuka’s precision dive-bombing capabilities were devastating against Soviet naval vessels and coastal shipping.
Targeting the Soviet Fleet
    Stukas were crucial in attacking Soviet warships, including battleships, cruisers, and destroyers that supported the defense of cities like Leningrad.
The Marat Sinking
    One of the most famous actions occurred in September 1941, when Stukas from Stukageschwader 2 ("Immelmann" Wing), flown by pilots including Hans-Ulrich Rudel, attacked and dispatched the Soviet battleship Marat at Kronstadt.
Black Sea/Baltic Activity
    Stukas were also active in sinking Soviet ships attempting to evacuate troops or transport supplies, such as during the evacuation of Tallinn.
Precision Attacks Unlike high-altitude bombers, the Stuka's vertical dive allowed for high-accuracy hits on smaller, maneuverable ships.
Operational Period
    Although superseded by ground-attack versions of the Focke-Wulf Fw 190 (F-series), the Stuka continued in its anti-shipping role on the Eastern Front until 1944.
    While the Stuka’s reputation is normally tied to its "dive-bomber" terror tactics, its success against Soviet naval power was a critical, usually often overlooked, component of its service on the Eastern Front.
Attacks On Airfields
    Since fighter opposition to the Stuka is its greatest weakness, a word about Soviet aerial response is appropriate... or perhaps we should say, the lack of such response.
    Contrary to what some today might imagine, the Russians were not oblivious to airpower in warfare. They were flying in combat during the First World War, so they were well aware of its use and effectiveness. They also had great resources for manufacturing and a lot of aircraft at the beginning of the German invasion, “Operation Barbarossa.” 
    And if numbers alone could make a difference, the Russian airforce, the VVS, would have stopped the Germans before they got started.
    Unfortunately, the aerial assets of the VVS were largely obsolete in 1941. They had been asleep on the job for some years, and the largest number of fighters they had included many thousands of older, badly outclassed Polikarpov I-16 and I-153 biplane fighters. To their credit, the VVS had begun modernizing the Soviet airfleet, with emerging types like the Yak-1, MiG-3, and LaGG-3. But they were the fewest in number, and they all struggled against the many German Bf 109E and F fighters, the Luftwaffe's well-honed tactics, and its experienced pilots.
Russian Fighter Aircraft (June 1941)

- Polikarpov I-16 "Ishak" (Donkey): The aging mainstay, monoplane fighter of the VVS (approx. 4,200+ in service).The I-16 was actually the first low-wing, monoplane fighter with retractable landing gear in the world. Entered service in the mid-1930's and while not terrible in performance, the I-16 was significantly inferior to the Messerschmitt Bf 109. 

- Polikarpov I-153 "Chaika" & I-15: Highly maneuverable, but slow and obsolete biplane fighters (approx. 4,400+ combined). Many were destroyed in the opening hours of the invasion, sitting in neat rows on their runways. By 1943, these were no longer in front line service

- Mikoyan-Gurevich MiG-3: High-altitude interceptor; 981 in service at the beginning of Barbarossa. The MiG-3 was difficult to fly in peacetime and much more so in combat. Combat over the Eastern Front was mostly at lower altitudes, and the Mig-3 was inferior to the German Messerschmitt Bf 109. The losses suffered in combat were very high - the highest among all the VVS fighters.

- Yakovlev Yak-1: A modern fighter similar to the Bf 109E. The Yak-1 was maneuverable, fast and competitive. The composite-wooden structure made it easy to maintain and the engine was reliable. 
Unfortunately for the VVS, it was only available only in limited numbers at the start of hostilites.

- Lavochkin-Gorbunov-Gudkov LaGG-3: A new, wooden-constructed fighter. Designed to be competitive, it was one of the most modern aircraft available to the VVS at the start of Operation Barbarossa. However, compared to its opponents, the LaGG-3 was underpowered and overweight. It was also unpopular with pilots because it had handling issues and was difficult to fly.

     

    As we can see from the descriptions above, the Soviets had a large number of aircraft – but they were either outdated, inferior in performance, or not used to great effect against the Luftwaffe. Plus, both their airfields and the aircraft themselves were caught on the ground in significant numbers and destroyed in the opening days of the campagin. This was due to poor training, poor communications across the front, lack of coordinated effort among air and ground forces, and the overall superior tactics of the Luftwaffe.
    The Germans basically overwhelmed the existing air assets in the early stages of the invasion, and the Stuka was instrumental in dismantling the Soviet air force on the ground.
High-Intensity Sorties
    During major offensives, Stukas were capable of operating from forward, and often primitive, airstrips. This was part of its design philosophy, in order to maximize efficiency and provide rapid, tactical air support to the ground forces of the Wehrmacht.
    The Germans had developed and honed precise tactics for the fast-moving, mechanized units in their armies – the infamous “blitzkrieg”assault. And a key element of these tactics was constant and well co-ordinated communicaton between the air force and ground units.
    Because of this rapid and ever advancing pace, Stuka crews were always in the air above the army, some flying up to 10 sorties per day in the first part of Operation Barbarossa.
Psychological Warfare & Evolution
While the "Jericho Trumpet" sirens of the Stuka initially caused terror in the enemy ranks, the opposition soon became accustomed to them. So the psychological “noise effect” was diminished over time. By the middle of the war they were usually removed to reduce drag, as the Stuka faced ever more modern and numerous enemy fighters.
Evolution to Tank-Busting (Ju 87G)
    All parties must end, and so it was for the Stuka. The same two changes that occurred over Britian eventually arose in Russia, putting an end to the Stuka's stunning early successes...

- Soviet aircraft design, manufacturing and tactics improved quickly
- Lend Lease deliveries of Western fighters increased.
    In this way, Russian air superiority shifted into a viable force to be reckoned with. This made the slower Ju-87 vulnerable to aerial attack once more.
    By 1943, the Ju 87 was forced to shift into a more deliberate ground-attack role against Russian material and vehicle assets and its dive bombing abilities were abandoned more and more. This shift was most notable with the Ju-87 G-2 variant, which was fitted with twin 37mm cannons to specifically destroy Soviet T-34 tanks.

JU-87 G-2 "Tank Buster"

    By 1943–1944, Soviet air superiority had grown substantially,  and the B-2 variant was largely replaced by the faster and more more heavily armored "Dora" (D-series) and "Gustav" (G-series) models.
    But the Stuka always needed air cover, and was an easy target, especially for more advanced Soviet fighters like the later Yak and Lavochkin series. Regardless, Stukas remained critical to German, tactical, close-support roles, although their effectiveness decreased as Soviet air superiority expanded.

Highest Scoring Stuka Pilot

    Despite the vulnerabilities of the Stuka, we mustn't leap to the idea that it was a failure. It was, in fact, highly successful in its primary role as a dive bomber, as well as it's later attack capacities. And there was one Stuka pillot who stood heads above the rest... Oberst (Colonel) Hans-Ulrich Rudel.
    Rudel became the most highly decorated German serviceman of the war, and was the only recipient of the highest honor the Reich could bestow, The Knight's Cross with Golden Oak Leaves, Swords, and Diamonds.
    Obst. Rudel is credited with knocking out 519 tanks, one battleship, one cruiser, 70 landing craft and 150 artillery emplacements, and at least 800 vehicles...that we know of. Records indicate that he flew 2,530 ground-attack missions exclusively on the Eastern Front, almost all of them in the Junkers Ju 87 "Stuka." 

    However, he was an excellent pilot and is also credited with eleven aerial victories flying several variants of the Focke-Wulf 190 later in the war. 
    An unrepentant Nazi, he was shot down over 30 times, and officially wounded five times..., but he persisted in his efforts throughout the Russian campaigns. On 8 February 1945, Rudel was badly wounded in the right foot, and his leg was amputated below the knee. Undeterred, he returned to flying on the 25th of March of that year, this time with a prosthetic leg. He flew more missions, now being lifted into his Stuka by ground crews - and he claimed 26 more tanks destroyed by the end of the war. 

    On 8 May, 1945, Rudel led a flight of several Stukas and Fw-190's westward from an airfield near Prague, landing in US controlled territory. There he turned himself in, and the Americans refused to hand him over to the Russians. He survived the war, and later emigrated to Argentina where he continued to promote the Nazi cause.
    While I admit to a grudging respect - even admiration - of Rudel's tenacious bravery and determination, I cannot overlook the dark-hearted cause for which he fought... and so denounce the man, himself. 
That's history, I suppose.

Despite its early successes in WW2, the Mediterranean and Russia, the Stuka could never overcome the fact that it was slow, unmaneuverable, and highly vulnerable to modern fighter and anti-aircraft attack. It required, but often lacked, superior air cover, and yet - it remained in production until 1944 due to its unmatched precision bombing and attack capabilities.