AEROGUIDE |Gfasst©) | NUMBER 2 :AEROGUIDE CLASSICS No 2: ME 109) Published by Linewrights Lt, 118 High Street, Chipping Ongar, Essex CMBSEB, England ©1906 Linewrights Ut. The contents ofthis book are strictly copyright and may not be reproduced or transmitted in any form without the prior written consent af Linewrights Lt ISHN 0948958 1841 Written by Ray Rimetl Designed and produced by Roger Chesneau Colour protile by Steve Archibald Cutaway drawing by Arthur Bente. ‘Test illustrations and camouflage drawings by Mike Keep. Photo processing by Frank Collins, Typesetting by Typesetters(Biemingham) Lid, Smethwick, West Midlands. Colour and monochrome reproduction by Anglia Reproductions, Witham, Essex. Printing and binding by Hetfers Printers Lr Cambridge The publishers acknowledge with gratitude the help given by the Royal AirForee ‘Museum, by Eric Munday, by Bryan Philpott, by Bruce Robertson and by Dick ‘Word inthe preparation of this volume, Allunereditedillustrations are the copyright ‘ofthe publishers. Cover istration: The Messerschmitt 109-38 displayed inthe Bale of Britain ‘Museum at Hendon, London. ‘Back cover plate: Messerschmitt Bf 109E- of 1 Sate Jagdgeschwader $(Uder), late Battle of Britain period. Camoutlage comprises greens 73nd 71, with blue 65 Uundersurfaces, yelloi 27 tactical markings and overpainted radio call-signs Price £3.50 net UK onlyNile 10S MESSERSCHMITT BF WE AEROGUIDE Classics NUMBER 2 [AEROGLIDE coeIntroduction Dating the later part of 1933 willy Messerschmitt ‘and a team of designers at Bayerische Flugzeug- werke AG began work on a. four-seat, high- performance sports monoplane of lightweight metal construction with such relative novelties as a retract- able undercarriage, wing slots, wing flaps and an enclosed cabin. The result was the Bf 108, which itself deserves the accolade ‘classic’; many examples still fly to this day. The design incorporated. several features that remained unique for many years and adopted a general layout that has been followed in light aircral design tor decades. The aircraft was a complete success and many of the innovations inteo~ duced with the type were to be carried on to the next project. The ‘next project’ was not long in coming. in 1934, when initial design work on the 108 was complete and a prototype under construction, Bayerische were contracted by the Geman Air Ministry to design a new hter aeroplane, and it naturally incorporated many features of its trend-setting predecessor. Messer schmitt’s 109 showed an all-metal, full semi- monocoque fuselage of stressed-skin construction, a retractable undercarriage, an enclosed cockpit, a liquid-cooled powerplant and a comparatively small wing with a high loading offset by slots and new- technology flaps, and it was deliberately designed with a view to mass production. The new fighter was ‘not intended to carry awing-mounted armament, and despite subsequent local strengthening this omission would later prove a limiting factor. Initially only two, possibly three, fuselage guns had been specified by the Reichsluftahriministerium (RLM) in line with its requirement for a light, speedy interceptor with a high service ceiling; thus, with no wing guns 10 consider, Messerschmitt’s design team developed its light wing structure on a central spar. “eMIL’ Progressive and rapid development in the years leading up to World War I saw the Bf 109 appearing in successively more powerful variants. The Bf 1098 and Bf 109C achieved great success over Spain with the Legion Condor’ fighter unit, Jagdgruppe 88, and many of the Luftwaffe'’s finest Messerschmitt 109 pilots gained valuable combat experience during the Spanish Civil War. The B¢ 109E incorporated the first major redesign of the type with a radical change in the cooling system. The much increased power realised in the Daimler Benz DB 601 V12 liquid-cooled engine generated increased heat, and an answer was sought not only to improve cooling but to do so while dispensing with the large, drag-producing chin radiators that charac- terised the earlier Jumo-powered aircraft. Bayerische Flugzeugwerke had much to recon- sider, and to minimise drag the company moved the main cooling area from the nose to the wings, where partially buried, ducted radiators would create the least air resistance. On the debit side, the change called for a major redesign to enable the wing to bear the additional weight of two radiators and their fittings. Positioning the big DB 601 was critical if the 4. During the Spanish Civil War some numbers of Messer schmitt 8 109s were operated by the Legion Condor; these ‘were mainly B and C variants, the 109E only coming into, service towards the end of hostilities. Forty 109Es, inthe serial group 6-91 to 6-130, were delivered by March 1939. This one of them, a machine of 3G 88. is mark ings are black and white over Hellgrau 63 light grey) upper- surfaces and Hellblau 65 (light blue} beneath, Note the black- painted stripe running back from the exhaust area which also covered the wing root fillets, a common feature de- signed partially to help dis- suise the discoloration caused by the exhaust. Bruce Robertson Collection 2. Aclassic cloud study, This ‘much photographed BF 109E- 3, Werk Nr 1952, was flown ‘on extensive tests by the Mes- Serschmitt company up to 1942, Radio callsign letters, inblack, are CE+BM. Bruce Robertson Collection 3. CA+NK (Werk Nr 1361) displays the early European, Dunklegriin 70 dark green) and Schwarzgrin 71 (black- sreen) uppersurfaces, and Fellblau 65 undersuraces; the radio-call sign letters are black. Bruce Robertson Collection 4. This BY 1096-1 i from {G 53, based in France during 1940, As usual with Lufware camouflage and markings, there are anomalies: Yellow 15’ shows a different position forthe white-outlined swas- tka, which has been applied across the rudder hinge-line fon many other aircrat it was positioned fully onthe fin, as shown on the machine in the background. Bryan Philpott Collection 5.A pair of Bi 109E-3s belong- ingto 1G 77, pictured ata Channel coast airfield in 1940. Both aircraft are painted inthe 70/71/65 scheme typical ofthe period. Just visible above the exhaust pipes of the machine inthe foreground isthe 1G 77 formerly 1VG 132) emblem, a caricature of an uniaced boot. Bryan Philpott Collection 4balance of the aircraft were not to be affected 4, Messerschmitt 109Es of adversely, and the wing radiators, positioned aft of #027 seenin about 1940. the critical centre of gravity, literally tipped the The aircraft nearest the balance. Eventually Messerschmitt’s team managed camera has hadi tadio successfully to marry the engine to the airframe with a access haich removed, and minimal increase in fuselage length and with little — Prominent on the engine cow- effect on the armament. The TO9E's wing with its HMB the Jesaukreuz provision for a pair of machine guns or cannon would Grsppeembem, ablack need to be improved somewhat to overcome installa- . yellow surround and aircraft tion problems on the production line, but in the Yihouettes, Bruce Roberson event few difficulties were experienced. Flite 2. Amember of 7G 51's INTO BATTLE ground crew helps a pilotinto When Germany invaded Poland on 1 September 1939 _hislight hamess and para there were 850 Bf 109E=Is equipping twelve Gruppen, chute pack prior toa sorte in and by August the following year 23 Gruppen were in 284 109E-3, France, 1940 action onthe Channel Front. These units were Sruce Roberton Collection | equipped principally with the improved Bf 1096-3, >, S¢cidents to 109Cs during which carried a pair of MG 17 machine guns in the tikeoffand landing were nose, another pair in the wings and, at least initially, fake heer donee an MG/FFM cannon firing through the spinner. The Thisishis BE 109E-1.0° 356 1 F-4 variant would appear during the Battle of Britain, "Somewherein Holand Necessity is the mother of invention, and in the fast. about 1940. Bryan Philpott pace of aerial warfare this is especially true: Collection improvements in engine power, changing tactics and 4. Beyond the wreckage of an the need to outperiorm opponents at every level unidentified Belgian Air Force dictates the rapid development of the fighter aero- achne'sa BOT o/G plane. As far as the Luftwafie was concerned, the 2)(assianlied by the nox Battle of Britain taught a great many lessons and Smblem). A non-standard showed up several shortcomings with the equipment [eatnted onic wandeeren that had to be attended to. One concerned the frame: Bryan Philpott limited range of the Bf 109, which meant a restricted — Collecuin ‘loiter’ time over the British Isles if the pilots were to 5. Vanquished. This Bf 109-1 have sufficient fuel left to guarantee a safe return to (Werk Nr 3576) of 7G 54 their French bases. Despite experiments conducted —asshot down by British at squadron level with external drop tanks using the _ fighters near Tonbridue, Kent new ETC (Flektrische Tragervorrichtung fair Cylinder- 9727 October 1940; the bomben) bomb racks, it was not until August 1940 Plo, believed kiled, wa that the production of a long-range fighter-bomber lerolfizien ino variant of the Messerschmitt 109 began. This was the mmetman: Note ihe 7, which was fitted with special centreline shackles Stendard 7051/65 scheme for'a 300-litre drop tank which virtually doubled the frie Munday Collection fuel supply 6. LOM Price inspects Werk Following the 109E-1 series with its four MG 17s, the —_.Nr5587, a Messerschmitt Bi armament for the aircraft was standardised with two 109E of 6 StaeHIG 51, shot MG 17s in the fuselage and a pair of MG FF cannon in down by Wicks, a Hurricane the wings, although on the photo-reconnaissance _ Pilot of No 56 Squadron, over althoug P the Thames Estuary on Satur versions. (E-5 and £46) MG 17 wing cannon were Ine Thames Estuary on Satu substituted for the FFs i By July 1940 the Messerschmitt was. being con. filets painted on ear fuse sidered for another role, that of a fast fighter-bomber only sean, There.se hres for tip-and-run ‘nuisance’ raids on coastal and inland victor strpeson the in, and targets. Special attachment points were provided — the radio hatch access cover under the fuselage for ETC 50 or 500 bomb racks to has been removed, allowing carry single bombs of 50kg and more, the maximum interior deal, including the total warload being 00ks tailplane control cables, tobe Following the Battle of Britain the 109E in its many Seer: Theclaporate emblem guises saw action in virtually all theatres of war ~ in 1037 cansited of tan by the Balkans, over Crete, Yugoslavia, Greece and Italy, 3.ted ‘boll and bor during the battle for Malta, over the blazing deserts of Yuin in black snd whe. The North’ Africa and through all the bitterness of the legend Gott Safe England? Russian campaign in 1941, while sorties continued {0 isstencilled under the bitd be flown by the Channel coastal units. Of all the 109€ Richard L Ward Collectionvariants, the most radical was the Bf 109T (Tragen, developed from the basic design as a carrier aircraft for the illfated Graf Zeppelin. Only ten were built before the Kreigsmarine’s carter programme was halte FLYING THE 109E The various qualities of the Messerschmitt Bf 109E and its contemporaries, the Hurricane Mk I and the Spitfire MK 1, largely cancelled themselves out in combat conditions. Hawker’s fighter, although some what deficient in acceleration, was extremely sturdy, whilst there was little to choose between the 109 and the Spitfire at altitudes of around 12-17,000%t. At 20,000it and higher the Messerschmitt was the superior fighter. Not only was it extremely stable and a steady gun platiorm at these altitudes, it could also out-dive either of its opponents, while the direct fuel injection system of the DB 601 was clearly superior to the carburettor-fed Merlins powering the Spitfire and Hurricane, It was not that one-sided, however. The 109 was rather heavy on the controls, requiring considerably more physical effort from ‘its pilot than its RAF contemporaries demanded, and a high ground angle cut visibility to an alarming degree when the aircraft was taxying, The comparatively weak, narrow-tracked undercarriage and a tendency to swing on take-off and landing were the worst shortcomings and caused many accidents. Despite such problems the Bf 109E was popular with Luftwaffe airmen, acceleration was quick, take-off was short and steep, throttle response was rapid and the handling qualities at low speed were reported to be superb. In the later stages of the Battle of Britain, improvements in engine ratings gave the 109 a climb rate superior to that of the Spitfire above 20,000it. As regards protection for the pilot, none was provided in early machines, but by July 1940 armour plate was fitted behind the fuselage fuel tank and also behind the pilot's head, although this hampered the rearward view from the cockpit Even as the Battle of Britain was being fought over the skies of Southern England, Messerschmitt designers were working on a more powerful suc- cessor to the ‘Emil’, realised in the Bf 109F which would enter service during the spring of 1941. The following year saw the arrival of the superlative Bi 109G (Gustav), which would be produced in great numbers; more G versions would be built than all the other 109 variants put together. Together with the Focke Wulf Fw 190, the Bi 109G. went on to form the backbone of the Luftwaffe’s fighter and fighter- bomber units during the latter years of World War II All things considered, the Bf 109 was one of the most versatile fighters of the war. Among the few surviving examples of the E in the world is that pre- served at the Baitle of Britain Museum, Hendon. This, aircraft forms the basis for the pictorial essay that follows, but it should be noted that the Museum's, machine is incomplete, several of the smaller, standard fittings being missing from the airframe and, certain other details differing from those found on, production aircraft 1. ABE 109E claimed as, damaged’ by Fg. Off AD) Cowell of No 41 Squadron duringa dogfight over Ashford (on 1 October 1940. The ‘machine was abandoned by its pilot and landed in fields near Shadoxhurst, Kent. A light mottle appears over the standard scheme, with yellow distemper on the nose extend ing to the windscreen; the rudder is also yellow. Richard L Ward Collection 2. This Bf TO9E-3 from an Unidentified unit displays an interesting mottled camou- flage on the fuselage and ‘appears to have a yellow: painted nose, rudder and lage stripe; ‘White 3 also has 12 victory markings along the top of the rudder. Amongst the other 109 on the field are interesting Luftwaffe types, in Cluding a Henschel Hs 126, (facing the camera), a lu 87 stuka’ and, behind the ater, what appearsto be a Biicker Jungman, Brvan Philpott Collection 3. Asplendid study of a Bf 109E-7 on a deser airstrip with engine panels removed to eveal the DB 601 power- plant. Note the armour plate fixed to the back of the hinged cockpit canopy. Bryan Philpott Collection 4, An abandoned Bf 109E-4 JG 27 photographed in North Arica, date unknown. Bruce Robertson Collection 5. MBF 109E-3 comes to grief ona snow-covered Norwegian aistip, Bryan Philpot Collection 66, ABE 109E of an unidentified Lunitin what is reported to have been an overall RLM Grau 02 colour scheme with a white-doped rudder. No unit ‘markings are visible. Richard L Ward Collection 7. Amangled BF 109E, thought tobe ftom JG-54, lies forloan ‘ona field somewhere on the Russian Frontin 1941. The light-coloured nose, rudder and fuselage numeral 4’ are thought to be yellow. ‘Lattice! style mottling was not un- common. Richard L Ward Collection 8, Elaborate camouilage pat tems adorn the fuselages of 1O9ES of 3 Satie? GruppesG 56 based in Russia. Richard L Ward CollectionHuuclu 1. Looking much more like a ‘model than the real thing in this overhead view, the Battle of Britain Museum's Bf 109F- 3B emphasizes the functional lines ofthis classic fighter aeroplane. ‘Black 12” has an Uncertain pedigree, but it ‘once bore the British serial DG200 and flew against RAF types for combat evaluation, 2. ABE 109E displaying Unusual spinner markings Uniortunately, neither the Colours ofthe spinner nor the ‘identity ofthe unit can be established. Richard L Ward Collection 3. Spinner detal ofthe ‘Museum's BI 1096-38, show. ing the distinctive ‘cut’ to the VOM variable-ptch airscrew blade roots, This E-38 variant was similar to the E-1 except that provision had been made fora 20mm MG FF cannon to fire through the centre of the spinner. In practice the weapon proved unreliable and was usually removed by those units equipped with this version of the aircraft on a reat many machines the Orifice was left open and utised as a generator air cooling inlet. 4. Another unusual angle on the Messerschmitt 109 at Hendon emphasises the splayed-out undercarriage to advantage. This somewhat alarming configuration pro. (f 6. 56ft but even so the air Craft was ricky to handle on the ground and accidents were frequent. The advantage of placing the undercarriage hinge points at the fuselage wing root was that landing, Toads could be transferred directly to the main structure, enabling the wing to be built toa lighter specitication splaying out the legsincreased the tack, Offsetting these undoubted advantages was a rather serious shortcoming, for the landing shocks did not, Unfortunately, travel up the to the hinge bracket but d created a sideways force which could snap ane of the legs shut —with obvious results, 5. The 109"s honeycomb fadiator matrix for oil cooling offered minimal resistance to the ar low10 1. Bt 1096-45 undergo main tenance in te field; this atmospheric study affords a 00d general view of the B01 installation, The ‘design ofthe engine nose panels was given a great deal ‘of thought by Messerschmitt’ team: the removal of ust five panels laid the engine bare for rapid 3 2. The exhaust pipes on the port side, with the ar intake at top, 3. Aclose-up view of the for- ward exhaust ports on the Hendon machine 4, Starboard panel detal ust aba the sixth exhaust pipe (lower right). Note the two slots, the small intake and the style of cowling fasteners, 5, Another popular wartime propaganda study, and one showing engine detail. This particular aeroplane is a well. known one. The pilot was Franz von Werra, Adjutant of THC 3 ‘Udet' who was forced down by a Spitie pilot fof No 253 Squadron in this field near Marden, Kent, on 5 September 1940. Von Werra ‘was transferred toa prisoner ‘of-war camp in Canada from which he eventually managed toescapeto Germany. He was able to warn German intel nce that Brtsh code- akers had compromised Luttwarie unitand R/T codes and as a result the system was changed. Von Werra was killed in 1944, Eric Munday Collection 6. The ten vanes on the airin take to the DB 601's super: charger. This louveed portion \was integral with the airframe and remained in place when allthe surrounding panels ‘were removed. Note the cow’ ling latch fastener at lower lf. 7. Various types of air intake fier were fitted to the 109, and several were obviously field modifications. These drawings show the style of tropical fier depicted in the official Messerschmitt tech. nical manual. The forward slot twas actuated by wire. The extended filter was fitted to the BI 109 E-4N/Trop which saw wide service in North Aica and the desert cam- paigns. A fighter-bomber ver Sion ofthe E-4 was designated E-4B or E-4B/Trop.n 1. Por fuselage side of the 109 preserved at Hendon's Batle ff Britain Museum, When dis: cussing the structure ofthe ‘Messerschmitt fuselage it should be noted that it com- prised two distinct units. The first was the section from the front bulkhead back to the rear of he cockpit, and from frame No 3 (seen here) the tear portion was alight struc~ ture stretching back to the udder post. Also visible in this view are the sprung flaps covering the fuselage step and the handgrip to aid cockpit 2. The forward fuselage sec tion was constructed from semi-solid transverse pla diaphragms formed by the top decking forward of the wind- screen, the solid cockpit floor, and the bulkheads behind the pilot’s seat and at the canopy rear, plus sturdy transverse webs incorporating the main spar where it traversed the fuselage and engine ‘bulk head’. Typically Messer- schmitt in concept, the whole area was asstrong.asit was simple. 3. Port wing root detail, show. ing the undercarriage leg and lower wing radiator bath to advantage. A feature of the 109's wing was the not incon siderable thickness ofthe skin ning, ranging from 1.5mm to Imm, and of certain ribs and other parts ofthe structure. The root rib was particularly strong, with triangular rein: forcements supporting three wing-to-fuselage attachment points ether side. Wing root thicknessichord ratio was 14.5 per cent. 4. A general view ofthe tail shows the characteristic Messerschmitt profiles, The ‘elevator and rudder trame- work was light metal, covered with fabric. The rear fuselage adopted the same construc tion formula which was so suecessful in the ealier Bt 108: there were no separate frames as such, but each alter- nate skin panel was flanged inwards at both joining edges to form internal stiffening frames, which were pierced around their circumference to allow stringers to be threaded through them and flush- riveted to the skin panels5 1. Starboard aspect of the 109 tal assembly, which was attached toa light tail cone that was fitted to the rear fuse lage at frame No 9, which bore attachment brackets and slitfening for the front fin sup. port and tal wheel. The rear fuselage bulkhead normally Carried two cast ballast ‘weights, 58lb apiece, on either side, to compensate for the heavy DB 601 engine. 2. Werk Nr101 displays it tailplane suppor strut, which was telescoped at the upper ‘end to allow for movement of the adjustable stabilisers. On the Museum's aircraft, the upper strut fairing is removed, affording a view of the fiting The hole visible at frame No 9 isin fact ammetal tube extend- ing tight across the fusclage through which a bar was ppasced for lifting the tall and handling the airraft on the ground; note the legend ‘Hier anhiben’ (Lift here) 5. The integrally fitted aerial mast on the fin tip, showing, the attachment for the cable. 4, Detail ofthe adjustable tail incidence mechanism, star board side. The tailplane actually floated! on its hinged ‘mountings and front adjust ‘mentfitting, necessitating the bracing struts as described, 5, Strut attachment to star board fuselage side. The filet fairing appears to be missing and the joint smoothed over here with doped fabric strips— the Messerschmitt Bf 109 pre served at Hendon embodies several detail features that dif from the standard pro- duction machine, and thisis fone of them. The legend ‘Hier ‘utbocken’ (Trestle here) i ‘elfexplanatory —note the black painted guide stripe running under the fuselage just forward of frame No 9. The stencilled frame number at this point would normally hhave been applied tothe strut fairing, 6, Rudder actuating horn and control cable, starboard side. The balanced rudder was fabric-covered. 7. Auseful view of the 109's tal, the slot fr the adjustable tailplane carrying incidence markings which were only painted on the por side ofthe16 MESSERSCHMITT BF 1O9E-4 BASIC SPECIFICATIONS Dimensions: Span 32% Sin; length 28f 4¥4in; hojght si Powerplant: One Daimler: Bene DB 601A (rating 1020hp at 15,0008. Weights: Empty 42001b, ‘empty equipped 47101b; loaded 59751b, Performance: Maximum speed 348mph at 15,000; service ceiling 34,5008; climb rate 3280 per minute at sea level; range 410 miles. KEYTO CUTAWAY Spinner Variable-pitch propeller Coolant header tank Coolant filler point Daimler-Benz DB 601A powerplant 6. Engine mounting structure Exhaust stubs 8, Radiator 9, Radiator flap 10, Supercharger intake 11 MG 17 7.9mm machine Rudder pedals Control column Gun sight, Pilot's seat Pilot's harness Flap control wheel Sideways-hinging canopy Pilot’s head armour Pilot's back armour Aerial mast Aerial Fuel tank Foothold Contr ines Fuel ines Fuel filler point Radio equipment Accumulator Tail whee! Aerial stub mast Elevator rim tabs Tailplane struts 34, Port main wheel strut 35. Port main undercarriage pivot point 36, Port main wheel bay 37. Brake line 38. Torque links 39. Port wing radiator 40. MG FF 20mm wing, 41. Wing flaps 42. Ailerons, 43. Port wingtip light #4: Leading-edge slots19 1. Port wing panel. The wing, spar and flanges tapered in section out towards the wing, tips. Some of the ribs were solid but many were fretted 10 allow for the passage of con: trols and the long machine gun ammunition tracks. The Innerribs, behind the spar, were cut away to form the radiator ducts’ inner wall There was no tear spar, the fib ends being specially con- toured and covered by the lower skinning to form part of the flap slots. Handley Page automatic slots were ited 10 the leading edge 2. The port flap, alight metal Structure covered with fabric The 109's flaps were slotted, as were the ailerons, and both Control suriaces were inter connected, Flap settings were marked, usually in black, on the inner curved surface at 10- degree intervals down to 40 degrees, giving a visual ind cation of the travel 3. Port wing root and flap detail. The legend below the red walkway line reads ‘Nicht berreten'(Do not ste), 4. Unusual aspect of the Centre fuselage belly panell ing. The entire central section could be removed to allow the withdrawal ofthe fuel tank. Teardrop’ farings covering the wing attachment lugs are ‘missing from the Hendon machine. 5. A close-in view of the port lower wing surface, showing the pitot tube and its mount. ing, the mass balance horn and ‘acorn’, and the control surface hinges. Note also the picketing ring at right 6. Looking inboard from the port wing tip, showing the shallow bath forthe radiator and the ‘teardrop’ faiting over the machine gun magazine. The 1096's wing differed somewhat from that of earlier versions ofthe aircraft, requir: ing much redesign and strengthening in order to accept the wing-mounted ‘armament and the provision of two radiators and their fitings, 7. Flap and aileron hinge point, with firings split Around the joint ftings. The rod operation for all control surfaces gave rise to maximum static friction when the ‘machine was atest20 Seacieai tes Ee airflow around the win a ee Seiad nae ne os Sad sandra1. Undercarriage legs seen from starboard. Note the dis- tinctive wheel style which, in line with standard Lufwarie wartime practice, is painted glossy black, 2. The undercarriage legs of the 109 had particulary long, fairing covers, the lower hinged portions of which could be released and pulled away, allowing access to the brakes if necessary 3. Starboard undercarriage ear, showing the brake fluid pipe running down the leg 4. Another view ofthe star board geat leg, emphasising the angle of spiay, the curved lower faring cover and the narrow tyre 5. Atear view of the port le with the two-piece fairing over and attachment plates shown to advantage 6. Leading edge detail of star. board upper leg. The sen: illed legend refers to the oleo top) and tyre pressures. A mechanical indicator to in. form the pilot ofthe under- Carriage position was fitted to the right ofthe instrument panel, together with a vertical Wwindenw fitted with a moving, slide which was controlled directly by the undercarriage Via a cable, The 109 had an alarming tendency to swerve during taxying, owing mainly tothe minimal effect made on the powerful engine torque by the small rudder. A sideways dit when landing the machine placed conside Toads on the wheels in the ‘opposite direction, and the castoring tal wheel tended to ‘shimmy’, imparting even greater strains on the landing pear. 7. Tail wheel fork and leg, ‘Although there was, ‘apparently, provision in the design of the 109 for a retract able tal wheel, with a retract: ing jack and well, most ‘Emily had thie tail wheels firmly fixed, and the facility for retraction was initiated only in the later 109F variants, Not ‘obvious here are the black stencilled legends above the whee! position indicating a tyre pressure of 4.5 atmos heres (Reitendruck 4,5 atu’) this lettering was painted only fon the por side of the fuselage fon most machines, blet= roeinds uk 2a 3 idiuck 4. Sata1. Upper nose cowlings, showing the apertures forthe un barrols, A staggered lay out fr the Rheinmetal 7,92mm machine guns was ‘common to T09Es, such an arrangement being necessary in order to accommodate the ammunition feed chutes, Both uns were readily accessible by the removal ofthe panel forward ofthe windscreen, giving access to the armmuni- tion boxes (1000 rounds each 2 Members of 8 StalelJG 5's ground crew re-arm a Bf TO9E-3. Although the large ammunition boxes were ‘movable the guns were nor mally loaded in situ, as here Ammunition belts and spent shell cases were contained in a compariment beneath the boxes and were emptied out via a hinged lower hatch Bruce Robertson Collection 3. Armament layouts applic able ta the M hit Br T09E: A. 109E-1; 8. L09E-3 C. 1096-4; D, 1096-576; E, TO9E-7. The 7.9mm MG 17, designed and manufactured by Rheinmetall Borsig, was the first madern, fixed machine gun to be used by the watfe. Based on the MC tand-held weapon, it boasted a particularly strong, feed ratchet to pull the long ammunition belts through, 4. The specially developed rack to carry four 50kg bombs (upper drawing) and the ETC 500 rack for single bomb use llower—a 250kg weapon is, shown) 5. As described previously the short range of the Bf 109 was a severe handicap during the Battle of Britain and so a disposable, streamlined tank was developed, Asa result, the endurance of the T09E was virtually doubled, and escorting fighters were thus able to guard their charges to argreater effect than hitherto, As shown in the drawing, a streamlined faiting housing, he attachment lug was de signed to be bolted under the fuselage. The unit was some- what wider than that for bomb cartiage, on account ofthe wider spacing ofthe steady legs. t'should be noted also thatthe drop tank rack was offset and thatthe tank itself2 1. ABI 109E-3 of /G 77 reveals the early style of cock: pit hood and windscreen, AS seen here, the canopy hinged ‘ostarboard, but the entice transparent section at of the windscreen (and that included the aerial mast) could be jet soned in an emergency. This explains why many photo traphs of downed 109s show these items to be missing; their absence isnot, as several ‘writers have led us to believe the result of the activites of souvenir-hunters, To jettison the canopy the pilot pulled a lever to free the rear section, which thus flew of, pulling away the hood by the retain. ing wire that usually sup- ported the rame when opened. A weak link in the aerial wire enabled the hood to break away easily. Bruce Robertson Collection 2. By way of contrast, the Battle of Britain Museum's ‘Messerschmitt Bi 109 features the armoured hood held open here by a length of string definitely non-standard! The ‘8mm armour plate fixed to the hood can be seen, as can the perspex knob to operate the ‘clear-view' panel fitted tothe por side only), 3. Major Walter Dahl adopts a relaxed pose in this evocative wartime photograph. Note the padded leather headrest attached to the armour plate and also the retainer wire 0 the rear canopy frame. Bryan Philpott Collection 4. The BF 109E's basic wind. screen and hood styles; the early hood is shawn above and the late tyle, with armour plate, below. The triangular ports below the windscreen aided dashboard illumination but were sometimes painted or plated over. Rear view mirrors do not appear to have been standard fixtures but many wartime photographs depict field modifications to fit mirrors above the windscreen, Note in the lawer drawing the Support struts for the armour plate which was bolted to the frame of the hood structure. Later models of the aircraft Carried a 2in thick trans patent bullet-proof panel ether incorporated into the screen ise or fitted to the exterior ofthe front flat panel,3B preserved at Hendon’ Batlle of Britain Museum is not necessarily complete, butt does reveal th cramped confines of the Me: serschmitt cockpit. To the le the control columa can be seen the auxiliary bomb fusing nel installed beneath the main n= the top of ument panel. Items missing from the cockpit Include the signal pistol iting apparatus situate main electrical cir cuit breaker at top right, The bars at each comner ofthe indscreen were hand-hol toafford the pilot easier and egress 2. The floor ofthe 109 pit, with foot pedals clear ‘sible. The four insteuments visible on the main upper panel are, left to right, the air speed indicator, the turn and bank indicator, the RPM counter and the airscre indicator. The round-kré handle on the right is the fit pump control. Note the gun firing grips on the handle of the control column, 3. Bucket seat and harnes detail, The small box on the Fight cartes the primer pump, and the knob between this fit ting and the seat isthe adjust- ing lever for the harness. The g lever to the lett is for adjusting the height of the seat 4. A view of the port coc side reveals further detail including the hee! tread pia either side of the control ‘column and the seat adjust. ment lever. To the let of the ats the tailplane incidence adjustment handwheel, and beyond isthe handwheel for controling the flaps inotice the chainlink drive). Just for ward of the wheels and mounted to the cockpit wall the tailplane incidence indi ator. The floor of the cockpit raised to clear the spar and the front end of the fuel ik, and space was thus restrictive for taller pilots, even though the seat was placed almost at floor level, to aid headroom,Cameuflageand Markings —___ MESSERSCHMITT Bf 109E-3 Swiss Air Force (Fliegertruppe), 1941-42 Propeller blades: Schwarzgrtin 70 Rudder: Red with white cross Main Undercarriage legs: Hellblau 65 Tailwhee! hub: Mainwheel hubs: Silver Black Neutrality stripes Rediwhite Uppersuriace camoutlage’ Schwarzgrin 70 Wing walkway Uppersuriace slripe: Red camoutlage: Dunkefgrun 71, Cowling: White Tallplane tim: Rediwhite National insignia: Redivhite Starboard navigation lamp: Green3 Port navigation, ‘zeal: lamp: Red National insignia Rediwhite Mainwheel bays Hellblau 65 Undersurfaces Hellblau 65 Neutrality stripes Rediwhite Neutrality stripes Rediwhite ‘Schwarzgrin 70: Black-green Dunkelgran 71: Dark green Hellblau 65: Light blue Fuel triangle: Browniwhite Tallwhee! strut Hellblau 65 Spinner Serial number Schwaregriin 70 White over National insignia camouflage finish Rediwhite2 Messerschmitt Bi 1096-3, 3G 1, De Kooy, The Netherlands, Spring 1941 Schwaragrin 70 and Ounkelgrin 77 uppersurfaces, Hellbfau 65 undersurfaces andl fuselage sides; yellow Cowling, wing tips, fin, rudder and elevators; Schwarzerin 7atyellow spinnet; yellow aircraft number outlined in black Messerschmitt Bf 109E-4/Trop, 1127, North Africa, 1961 Sand uppersurfaces and sky grey undersurfaces and fuseay sides, with green motte thalian Colours); white lower wing tips and fuselage band; rediwhite spinner; black aircraft number cotlined in red; blackwhite/yellow unit emblem + with red detail Messerschmitt Bf 109E-4, No 14 Squadron, Slovak Air Force, Russian Front, late 1942 Schwarzgrdn 70 and Dunkelgrin 71 uppersurfaces, Hellblau 65 undersurfaces; bluciwhite national insignia with red central spot; yellow lower Cowling, lower wing tips and fuselage band: Schisaregrin 7Owhite spinner Messerschmitt Bi 109-4, Hungarian Air Force, date uncertain Black uppersurfaces, dark olive green undersurlaces: bright green (entre), white and deep red national insignia on tail and in four wing postions: red side imiakes, gun woughs and aircra code letters; yellow spinner and fuselage band. This aircraft ‘was flown by Lt. Otto P Csoka, Messerschmitt Bf 109E-4, Bulgarian Air Force, 1943 Dark green (Dunkelgrin 712) uppersurfaces, Hellblau 65 undersurface insignia schwaregain 7ospiner tipped with Dunkel 77; yellow coving, uselage lash and rudder; white code number on fuselage and upper wings, black code number on lower wings.THE AVIATION AEROGUIDES The best-selling series devoted to modern military aircraft, each book packed with original close-up photos ‘and super-quality line drawing backed with a punchy text ang detailed captions. Alltitles from NoS onwards have four pages of vivid colourphotography, and each title hasafull-colourcoverwitha dramatic presentation profile, 1: HAWK, British Aerospace Hawk T Mk 1 22pp, 62 photos, Sline drawings 2: JAGUAR SEPECAT Jaguar GRMKk1 32pp, 68 photos, 12 ine drawings 5: BUCCANEER Hawker Siddeley Buccanoor S Mk2 30pp.71 photos, line drawings. 6: VULCAN ‘Avro Vulcan B Mk 2/Mk 2K 22pp, 71 phatas, ¥line drawings 7: CANBERRA English Electric Canberra B Mk2/T Mika ‘2pp, 7Sphatos, Vline drawings 8: LIGHTNING. BAC Lightning FMk3/Mk6 32pp,71 photos, 9 line drawings 9: HUNTER Hawker Hunter F Mk6/T Mk7 ‘36pp, 74 photos, line drawings 10: SEA KING Westland Sea King HAR Mk3 36pp, 90phatos, 10 ine drawings 11: VICTOR Handley Page Victor K Mk2 36pp, 117 photos, 12 lin 12: HARRIER Hawker Siddeley Harrier GR Mk3/T Mk4 360) 0 photos, 11 Inecrawings Linewrignts.. LIBRARY® 13: PHANTOM ‘McDonnell Phantom FG Mk V/FGR Mk2 ‘36pp, 101 phatos, 12line drawings “14: SKYHAWK McDonnell Douglas A-4M Skyhawk 36pp, 81 photos, 10 ine drawings 15: INTRUDER Grumman A-6E Intruder -36pp, 89 photos, 14 line drawings Furthertitles in preparation AEROGUIDE CLASSICS Companion series tothe standard ‘AchoaUives, covering famous aircraft from past eras. Carefully selected archive photos, specially prepared close-ups, detailed scale colour plans, a magnificentcutaway ‘drawing and full-colour cover witha supercolour profile—all adding upto SPITFIRE SMES afeastof interest to delightthe enthusiast! 1: SPITFIRE Supermarine Spitfire MkV 32pp. 68 photos. 17 line drawings 2: ME 109 Messerschmitt 8 1096 3p, 75 photos, 26line 3: LANCASTER ‘Avro Lancaster 8 Mk! 32pp, 94 photos, 21 line d owings Furthertitles in preparation GRUMMAN xX-29 Bill Gunston Foreword by Chuck Sewell. This exciting book, the firstto present adetailed analysis of the X-29, is vividly illustrated throughout with black-and-white and full-colour photos showing the aircraft under construction, in flightand in close-up, Backed with an authoritative text, this handsome publication gives the readera unique insight into aunique aircraft 36pp, 65 photos, Blinedrawings HUNTER SQUADRONS Richard L Ward ‘A photo-packed volumetracing the Bnitish service history of oneof the ‘outstanding combat aircraft of the postwar era. Scores of fascinating photographs andaselection of detailed line drawings record the Hunter's appearance through the fifty-plus RAF, FAA and specialist units that thas equipped, the author providing expert commentary on the evolution of this famous machine. With four pages of dramatic colour photographs anda full-colour cover. (68pp, 201 photos, 67 line drawings LINEWRIGHTS LTD, 118HIGH STREET, CHIPPING ONGAR, ESSEX CM5 SEB, ENGLAND136 fie prmcprorioy