original report`s layout have been
preserved as much as possible - i.e. the inaccurate reference to the
manufacturer as 'Messerschmidt'.
Some French expressions, and names of
organisation and ranks were also kept for the sake of easier reference without
hindered by clumsy attempts to translate them into English. The
author begs the dear Reader to overlook the possible errors and
welcomes any and all corrections and suggestions, especially concerning
spelling or translation mistakes. Email at firstname.lastname@example.org.
must be expressed to Romain R. for his translation.
Proof-reading, editing and hosting by Kurfürst.
trials against French fighters were performed later on with the same
plane; see HERE.
Attached Graph in the Rapport.
Climb (calculated from climb times). Manifold pressure in level flight
and Speed in level flight.
12/ 6/39 - Aircraft
arrival at the Center.
7 to 12 December 1939 -
Reassembly, equipping and identification.
Undercarriage rolling test.
12/14/39 - Tanks
emptying and filling with: ( 'C' fuel of 92 octane.
( Intava Oil
( Cooling mixture
ethane-diol 50% by following
( the S.T.R.S
( by replacing original
12/15/39 - Engine
measurement on test bench.
12/16/39 - Finishing
the aicraft setup - roundels painting.
12/18/39 - Instruments
inspection by the Center`s pilot.
12/19/39 - Equipment
verified during flight. 12/20/39 -
(flight interrupted due to fog)
12/21/39 - Radios
tuned on ground.
12/22/39 - Engine
12/22/39 - Level
flights from 2000 to 7000 (two flights)
Searching for optimal climb
12/23/39 - Climbing at
Fuel consummation test flight.
flights, 5 hours of duration in total.
The performances have been achieved in a "day combat
setup, this means a weight of 2540kg (centering undertermined).
Level flight and climbing conditions "match
rated altitude at a 1100 HP power and 2400
rpm.(permissable power for
five minutes). Above this altitude at
full throttle, with propeller pitch giving
The climb has been interrupted at
8.300 m. due to malfunctioning of the engine.
2°- Level Flight Speed -
on 12/28/39 -
Two level flight series have been
- One from 2.500 m. to 5.500 m. with radiators open due to high
and oil temperatures.
- The second one from 5000 to 7000m, with
- 4 -
results of tests are shown in joined graphs and in the board below:
1° serie - Radiators Open -
2° serie -
Closed Radiators -
Given the fact that the plane
hasn't still done 'a base', the tests
denuded by assuming that the
antenna coefficient was equal at
Due to that, there is an
uncertainity about the results. This
2 to 3%. Thus maximum speed is
3° - Controls -
Testing on 12/23/39:
The test consisted of a 50' flight (including a 5' climb to
and a level flight lasting 40' at this altitude) executed in
Manifold pressure =
Rotation per minute = 2200 R.P.M.
The fuel consumption under these conditions was 230 li-
(available fuel quantity = 400 liters).
- 5 -
In flight conditions called "economical
continus power", the
sumption per hour is about 300 liters,and the specific
is apprx. 230
B - Results criticism -
The results obtained in
the Center during the first tests
match well with the German manual, with regards to the level
and the fuel consumption. Nevertheless, during the level
testing done under
(external temperature = +6°C on ground
and -17°C at 5000 m.) to obtain a correct oil
and water cooling
to open the radiators. However, with regards to climbs, the
obtained results are clearly
to the performance claimed by the
German manual. Yet, four single climbs were done, in order
to find out
speed before the climbs done on the 12/23/39.
The table below shows the resulting difference
formance and the obtained performance.
obtained during tests
in the German manual
(The 5% tolerance claimed in the german booklet
The climbing was done at the Center with
the radiators open
up to 4000 m.
then progressively closed until 8300m. It is possible that
used by the German tests could permit climbing
The climbs will be recommenced again to find
out how to
tests can't permit yet a complete and definiate judgement
on the flying qualities of the Messerchmitt 109. However,
flights have, in a certain way, given the pilot the
the visibility, the efficiency and reaction of the
controls, and alongside, the
combat qualities of
It must be recalled that the Messerschmidt 109
with 670 HP(this version has been studied during a mission
Spain, with the Report 55/S).
The adaptation of the 1100 HP D.B. 601 was
indeed achieved with a simple
addition to the extreme rear of the fuselage,and modifiction of the
A - VISIBILITY IN
a) In Climbs -
Climb angle is very steep, the pilot doesn't
in the font.
He sees the ground by the rear.
b) In Level flight -
The visibility is very good to the front and
and to the rear, zero to the vertical and to the ground in
reaching 60° to the front and 20° to the rear; in
visibility is good.
B - STUDY OF THE
a) Elevators -
Elevators reaction change with speed variations
All movments in the vertical axis require a compensating
Moreover,the aircraft seems to be longitudinally unstable when at
at low speeds.
As a result of the above :
- the ability to aim very correctly in a dive, provided of the
- the difficulty to succeed in a shot when nose up.
b) Ailerons -
Very effective, even at low speed - strongly
increasing stiffness at
speeds ( IAS > 400 km/h.)
c) Rudder -
The rudder is effective, but the engine torque
Some abrupt reactions will unbalance the plane completely.
The pilot is
obliged, when in a climb at IAS = 230km/h (optimal
climbing conditions), to
hold the plane with right foot, and at the rated
altitude, the reaction to the
foot is quite strong to oblige the pilot to hold the
It is very difficult to turn on the right while in a
- 7 -
EASE OF OPERATION AND MAINTAINCE
A - FILLING OF THE
Fuel - by filling under
pressure - fast.
Oil - normal filling, opening at the upper-side
Water - Through the water-jerrycan opening, doesn't seem to
B - STARTUP -
starter, manual startup, ignition after winding up. Simple
departure, heating-up the engine on the ground is obtained
in an average of
ground) - Engine gauges are easy to read - judicious arrange
-ment on the
C - MAINTENANCE AND
engine cowling is very fast. Locking of the two-part cowling
grasshoppers. Sparkplugs are perfecly accessible after
corresponding cowling part, they are also located on the
exterior side of the
The other engine parts are more difficult to
magnetos which are not removable as long as the cowl guns
are at their
Checks to the various circulations are easy
pipes within the engine. Those pipes are protected by a
All removable panels and necessary doors are
cipated and simple to remove.
Landing gear : appears to be robust, retraction
maximum. Poor protection of the drum brakes, mud can enter
into them in large
D - REMOVAL OF THE
The installation has been designed
to enable rapid removal of the engine.
The pipes connections vith fittings that enable rapid removal.
Controls cables are connected with karabiner, electric cables
with pin connectors.
E - HANDLING AND
equipped with necessary devices for
The first flights done at the Center didn't
culties in operating the plane.
- 8 -
G E N E R A L C O N C L U
S I O N
In general, the first tests made at the Center
Messerschmidt 109 appear to confirm the performances
Germans. In particular the maximum aircraft speed is about
at around 5000 m.
The installation of the 1100 H.P.
D.B.601 engine transformed the
The thus obtained aircraft is robust, very well achieved; it
engine torque is badly compensated.
On defense, when an aicraft is taken by
surprise by a
or a fighter trying to escape after the attack, the above
study lead us to recommend
the right and in a climb as the best
1st Class Engineer
Chif engineer VELLAY
Chief of Section Avions 1
Director of Centre d'Essais du
signed : VELLAY
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