Kurfürst - CEMA : Performance trials with the captured Messerschmitt Bf 109E-3 WNr.1304

- 4 -

The
results of tests are shown in joined graphs and in the board below:

1° serie - Radiators Open -

Altitude	Level Speed	R.P.M.	Manifold pressure
2500 3000 3500 4000 4500 5000 5500	490 km/h 500 512 520 530 520 512	2400 /min " " " " " "	960 mm. " " " 920 870 840

2° serie - Closed Radiators -

Altitude	Level Speed	R.P.M.	Manifold pressure
5000 5500 6000 6500 7000	570 km/h. 570 565 560 545	2400 /min " " " "	880 mm. 850 800 750 700

Given the fact that the plane hasn't still done 'a base', the tests have been
denuded by assuming that the antenna coefficient was equal at 0,1.

Due to that, there is an uncertainity about the results. This uncertainty is about
2 to 3%. Thus maximum speed is 570km/h +/-15km/h.

3° - Controls -

Testing on 12/23/39:
------------------

The test consisted of a 50' flight (including a 5' climb to 3700
and a level flight lasting 40' at this altitude) executed in the following
conditions:

Manifold pressure = 840 mm.
Rotation per minute = 2200 R.P.M.

The fuel consumption under these conditions was 230 li-
ters (available fuel quantity = 400 liters).

.........

- 5 -

    In flight conditions called "economical continus power", the con-
sumption per hour is about 300 liters,and the specific consumption
is apprx. 230 gr./HP/h.

B - Results criticism -

    The results obtained in the Center during the first tests seem to
match well with the German manual, with regards to the level flight
speeds and the fuel consumption. Nevertheless, during the level flight
testing done under 5000 meters (external temperature = +6°C on ground
and -17°C at 5000 m.) to obtain a correct oil and water cooling it was
required to open the radiators. However, with regards to climbs, the
obtained results are clearly inferior to the performance claimed by the
German manual. Yet, four single climbs were done, in order to find out
the optimal speed before the climbs done on the 12/23/39.

    The table below shows the resulting difference between the claimed per-
formance and the obtained performance.

Altitude	Climb Times obtained during tests	Climb times in the German manual
1000 2000 3000 4000 5000 6000 7000	1' 16" 2' 31" 3' 50" 5' 03" 6' 20" 8' 01" 10' 02"	1' 1' 54" 3' 3' 48" 4' 54" 6' 18"

    (The 5% tolerance claimed in the german booklet is widely exceeded.)

     The climbing was done at the Center with the radiators open up to 4000 m.
then progressively closed until 8300m. It is possible that the different components (1)
used by the German tests could permit climbing with closed radiators.

    The climbs will be recommenced again to find out how to improve the obtained
performance results.

                                                                               ...........

(1) - Oil and cooling liquid.

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CHAPTER III

FLYING QUALITIES - COMBAT QUALITIES
-----------------------------------

    The tests can't permit yet a complete and definiate judgement
on the flying qualities of the Messerchmitt 109. However, the first
flights have, in a certain way, given the pilot the possibility to appreciate
the visibility, the efficiency and reaction of the controls, and alongside, the
combat qualities of the tested aircraft.

    It must be recalled that the Messerschmidt 109 fuselage first received
a Jumo 210 with 670 HP(this version has been studied during a mission in
Governmental Spain, with the Report 55/S).

    The adaptation of the 1100 HP D.B. 601 was indeed achieved with a simple
ballast addition to the extreme rear of the fuselage,and modifiction of the
cowling.

A - VISIBILITY IN FLIGHT -

a) In Climbs -

Climb angle is very steep, the pilot doesn't see anything in the font.
He sees the ground by the rear.

b) In Level flight -

The visibility is very good to the front and above, mediocre
to the sides and to the rear, zero to the vertical and to the ground in
sector reaching 60° to the front and 20° to the rear; in turns, the
visibility is good.

B - STUDY OF THE CONTROLS -

a) Elevators -

    Elevators reaction change with speed variations are significant.
All movments in the vertical axis require a compensating manaouvre.
Moreover,the aircraft seems to be longitudinally unstable when at
full throttle at low speeds.

    As a result of the above :

- the ability to aim very correctly in a dive, provided of the
compensating manaouvre.
- the difficulty to succeed in a shot when nose up.

b) Ailerons -

    Very effective, even at low speed - strongly increasing stiffness at
high speeds ( IAS > 400 km/h.)

c) Rudder -

    The rudder is effective, but the engine torque is very badly compensated.
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 plane with the ailerons also.
It is very difficult to turn on the right while in a climb.

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CHAPTER IV

EASE OF OPERATION AND MAINTAINCE
--------------------------------

A - FILLING OF THE TANKS -

Fuel - by filling under pressure - fast.
Oil - normal filling, opening at the upper-side of the tank.
Water - Through the water-jerrycan opening, doesn't seem to necessitate
special caution.

B - STARTUP -

Via inertia starter, manual startup, ignition after winding up. Simple
departure, heating-up the engine on the ground is obtained in an average of
10 minutes (on ground) - Engine gauges are easy to read - judicious arrange
-ment on the control panel.

C - MAINTENANCE AND CHECKS -

    Removal of engine cowling is very fast. Locking of the two-part cowling
panels by grasshoppers. Sparkplugs are perfecly accessible after removing the corresponding cowling part, they are also located on the exterior side of the
cylinders groups.

    The other engine parts are more difficult to access, in particular the
magnetos which are not removable as long as the cowl guns are at their place.

    Checks to the various circulations are easy except for some entangled
pipes within the engine. Those pipes are protected by a "besano" girdle.

    All removable panels and necessary doors are robust, judiciously anti-
cipated and simple to remove.

    Landing gear : appears to be robust, retraction system is simplified to
maximum. Poor protection of the drum brakes, mud can enter into them in large
quantities.

D - REMOVAL OF THE ENGINE -

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 brought together
with pin connectors.

E - HANDLING AND PARKING -

    Aircraft equipped with necessary devices for towing, lifting-up and
ground fixing.

    The first flights done at the Center didn't show any particular diffi-
culties in operating the plane.

                                                                      ............

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CHAPTER V

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 concerning the
Messerschmidt 109 appear to confirm the performances claimed by the
Germans. In particular the maximum aircraft speed is about 570 km/h
at around 5000 m.

    The installation of the 1100 H.P. D.B.601 engine transformed the plane.
The thus obtained aircraft is robust, very well achieved; it has high performance; However,the engine torque is badly compensated.

    On defense, when an aicraft is taken by surprise by a Messerschmidt,
or a fighter trying to escape after the attack, the above study lead us to recommend
a turn to the right and in a climb as the best maneuver.

1st Class Engineer BONTE                      Chif engineer VELLAY
Chief of Section Avions 1                Director of Centre d'Essais du Materiel
                                       Avion.

    signed : BONTE                            signed : VELLAY

Z	Climb Time	Climb Speed	R.P.M.	Manifold Pressure in mm of Hg
1000 2000 3000 4000 5000 6000 7000 8000	1' 16" 2' 31" 3' 50" 5' 03" 6' 20" 8' 01" 10' 02" 13' 35"	13,88 m/s. 12,83 14,71 15,14 13,16 9,44 7,36 4,17	2430 /min " " " " 2400 " "	962 mm 953 945 943 865 771 668 574