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Physical Description 2 v. View online Borrow Buy Freely available Show 0 more links Set up My libraries How do I set up "My libraries"? None of your libraries hold this item. Found at these bookshops Searching - please wait We were unable to find this edition in any bookshop we are able to search. These online bookshops told us they have this item:. Tags What are tags? Add a tag. Public Private login e. Add a tag Cancel Be the first to add a tag for this edition.

Lists What are lists? Login to add to list. Be the first to add this to a list. It has been suggested that Bayerische Flugzeugwerke BFW was originally not invited to participate in the competition due to personal animosity between Willy Messerschmitt and RLM director Erhard Milch; however, recent research by Willy Radinger and Walter Shick indicates that this may not have been the case, as all three competing companies—Arado, Heinkel and BFW—received the development contract for the L.

A fourth company, Focke-Wulf, received a copy of the development contract only in September The powerplant was to be the new Junkers Jumo , but the proviso was made that it would be interchangeable with the more powerful, but less developed Daimler-Benz DB. Each was asked to deliver three prototypes for head-to-head testing in late Design work on Messerschmitt Project Number P.

The basic mock-up was completed by May, and a more detailed design mock-up was ready by January The RLM designated the design as type "Bf. Messerschmitt received two of these engines and adapted the engine mounts of V1 to take the V engine upright. V1 made its maiden flight at the end of May at the airfield located in the southernmost Augsburg neighborhood of Haunstetten, piloted by Hans-Dietrich "Bubi" Knoetzsch.

Messerschmitt Bf 109 G-6 (Gustav). [photograph]

After four months of flight testing, the aircraft was delivered in September to the Luftwaffe's central test center at the Erprobungsstelle Rechlin to take part in the design competition. In , the first Jumo engines became available, so V2 was completed in October using the kW hp Jumo A engine. V3 followed, the first to be mounted with guns, but it did not fly until May due to a delay in procuring another Jumo engine. The aircraft participating in the trials were the Arado Ar.

The He. Because most fighter pilots of the Luftwaffe were used to biplanes with open cockpits, low wing loading, light g -forces and easy handling like the Heinkel He. However, it soon became one of the front-runners in the contest, as the Arado and Focke-Wulf entries, which were intended as "backup" programs to safeguard against failure of the two favorites, proved to be completely outclassed. The Arado Ar. The parasol winged Fw. Although it had some advanced features, it used a novel, complex retractable main undercarriage which proved to be unreliable.

Initially, the Bf. This was later borne out in combat situations and aerobatic testing by various countries' test establishments. The leading edge slats and ailerons would flutter rapidly in fast tight turns, making targeting and control difficult, and eventually putting the aircraft into a stall condition. They were also concerned about the high wing loading. The Heinkel He. Compared with the Bf. Positive aspects of the He.

In addition, the V4 had a single-piece, clear-view, sliding cockpit canopy and a more powerful Jumo Da engine with a modified exhaust system. However, the He.

Messerschmitt bf 109G-4 Rote Sieben

As a result, the He. However, the improvements had not been fully tested and the He. Because of its smaller, lighter airframe, the Bf. The Commission ultimately ruled in favor of the Bf. It was felt that a quick decision was needed to get the winning design into production as soon as possible, so on 12 March, the RLM announced the results of the competition in a document entitled Bf. At the same time, Heinkel was instructed to radically redesign the He.

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Messerschmitt Bf G "Gustav" History, Specifications & Drawings

As with the earlier Bf. Examples of this could be found in the use of two large, complex brackets which were fitted to the firewall. These brackets incorporated the lower engine mounts and landing gear pivot point into one unit. A large forging attached to the firewall housed the main spar pick-up points, and carried most of the wing loads.

Contemporary design practice was usually to have these main load-bearing structures mounted on different parts of the airframe, with the loads being distributed through the structure via a series of strong-points. By concentrating the loads in the firewall, the structure of the Bf. An advantage of this design was that the main landing gear, which retracted through an degree angle, was attached to the fuselage, making it possible to completely remove the wings for servicing without additional equipment to support the fuselage.

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It also allowed simplification of the wing structure, since it did not have to bear the loads imposed during takeoff or landing. The one major drawback of this landing gear arrangement was its narrow wheel track, making the aircraft unstable while on the ground.

Revell - No. H-279 - 1:32

To increase stability, the legs were splayed outward somewhat, creating another problem in that the loads imposed during takeoff and landing were transferred up through the legs at an angle. The small rudder of the Bf. If the forces imposed were large enough, the pivot point broke and the landing gear leg would collapse outward into its bay.

Experienced pilots reported that the swing was easy to control, but some of the less-experienced pilots lost fighters on takeoff. Because of the large ground angle caused by the long legs, forward visibility while on the ground was very poor, a problem exacerbated by the sideways-opening canopy. This meant that pilots had to taxi in a sinuous fashion which also imposed stresses on the splayed undercarriage legs. Ground accidents were a problem with rookie pilots, especially during the later stages of the war when pilots received less training before being sent to operational units.

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The installation of a fixed "tall" tailwheel on some of the late Gs and 14s and the K-series helped alleviate the problem to a large extent. From the inception of the design, priority was given to easy access to the powerplant, fuselage weapons and other systems while the aircraft was operating from forward airfields.

To this end, the entire engine cowling was made up of large, easily removable panels which were secured by large toggle latches. A large panel under the wing center section could be removed to gain access to the L-shaped main fuel tank, which was sited partly under the cockpit floor and partly behind the rear cockpit bulkhead. Other, smaller panels gave easy access to the cooling system and electrical equipment. The engine was held in two large, forged, Elektron magnesium alloy Y-shaped legs, one per side straddling the engine block, which were cantilevered from the firewall.

Each of the legs was secured by two quick-release screw fittings on the firewall. All of the main pipe connections were color-coded and grouped in one place, where possible, and electrical equipment plugged into junction boxes mounted on the firewall. The entire powerplant could be removed or replaced as a unit in a matter of minutes, a potential step to the eventual adoption of the unitized-powerplant Kraftei engine mounting concept used by many German combat aircraft designs, later in the war years.

Another example of the Bf. Most aircraft of the era used two spars, near the front and rear edges of the wings, but the D-box was much stiffer torsionally, and eliminated the need for the rear spar. Another major difference from competing designs was the higher wing-loading. With a low wing-loading and the engines available, a fighter would end up being slower than the bombers it was tasked with catching. A fighter was designed primarily for high-speed flight.

A smaller wing area was optimal for achieving high speed, but low-speed flight would suffer, as the smaller wing would require more airflow to generate enough lift to maintain flight. To compensate for this, the Bf. The slats increased the lift of the wing considerably when deployed, greatly improving the horizontal maneuverability of the aircraft, as several Luftwaffe veterans, such as Erwin Leykauf, attest. Messerschmitt also included ailerons that "drooped" when the flaps were lowered F series and later the lower radiator flap operated as part of the flap system , thereby increasing the effective flap area.

When deployed, these devices effectively increased the wings' coefficient of lift. Fighters with liquid-cooled engines were vulnerable to hits in the cooling system. For this reason, on later Bf. If one radiator leaked, it was possible to fly on the second, or to fly for at least five minutes with both closed. He agreed to show the Soviets how to service the plane. Soviet machine gun technician Viktor M.

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  5. Sinaisky recalled:. Reflecting Messerschmitt's belief in low-weight, low-drag, simple monoplanes, the armament was placed in the fuselage. This kept the wings very thin and light. Two synchronized machine guns were mounted in the cowling, firing over the top of the engine and through the propeller arc. An alternative arrangement was also designed, consisting of a single auto-cannon firing through a blast tube between the cylinder banks of the engine, known as a Motorkanone mount in German. This was also the choice of armament layout on some contemporary monoplane fighters, such as the French Dewoitine D.

    XII moteur-canon, 37 mm cannon-armed fighters in France. When it was discovered in that the RAF was planning eight-gun batteries for its new Hawker Hurricane and Supermarine Spitfire fighters, it was decided that the Bf.