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Aviation History
1942
1942 - 0302.PDF
Tl8 FLIGHT FEBRUARY 5TH, 1942 ** THROUCH BRITISH EYES Trailing its coat. The radiator flap, plain flap, and aileron of the Me 109F together form a completely movable trailing edge. Another feature of Messerschmitt's latest version is the placing of the wheels far forward. This prevents nosing over, but requires a special landing technique. ing all the usual screws or clips, presupposes a fairly accurate shaping of the fairing. Greasing.—Grease nipples are of the Tecalemit (grooved type) and are all painted red. Airscrew hubs are also lubri cated by grease-gun, necessitating removal of the spinner. This is a simple matter requiring only a single tool inserted through a slot marked red at the rear, edge of the spinner, the tool being then turned to free a spring-loaded toggle lock which allows the spinner to be turned to release ,1 number of grooved locking pegs around its inner peri phery. The spinner can then be withdrawn forwardly. Hydraulic System.—There is little of interest from the maintenance point of view. The reservoirs for the master cylinders of hydraulic brakes in the 109F are now formed integrally with the simple strut piston-and-cylinder assembly which is linked between the rudder pedals and fixed points. They are filled through a ball non-return valve, thus necessitating use of a syringe. Air Inflation.—A standard air inflation valve for all ser vices has not yet been observed. Tyres have the usual Schrader valve ; oleos an enlarged version of the Schrader with a screwed coitpler; and air bottles a large common external connection adapted to receive a bayonet type quick coupler. Oxygen Inflation.—Oxygen bottles are charged at an Comparative Data tor Me 109E and Me 109F2 external filling point on the skin of the aircraft. This filling point is screwed to receive a dust cap or the hose coupler. Refuelling.—The Me 109 is fitted with a refuelling point on the skin of the side of the fuselage leading into the side of the tank. The coupler on the fuelling hose is of the quickly attachable type. Aer6dynamic Features of the Me 109F2 and Comparison with Me 109E The data given in this note result from an examination of a Me 109F2. This fighter is basically a Me 109E (the ordinary Me 109) with a number of modifications, the most obvious of which is the rounding of the wiAjt tips It was for the purpose of noting the aerodynamic modifications that this note was written. The plan form has been altered. No accurate measurement of the wing sec tion was made, but the root thickness was the same as for the Me 109E. It will be seen that the wing taper has been left unchanged, but the tip made- more rounded: the spar, is slightly increased and the area is slightly reduced. There are two glycol radiators, one in each wing root as in the 109E. In the 109F2, however, the ducted by-pass system has been used. As in the Me 109E, an oil cooler is fitted underneath the body 30000 25 000 20000 Eiata. Wing. Span Cross area Mean chord Ailerons. Type Span Area Mean chord Volume coefficient % set back Flaps. Type Area hinge (ft.) (sq. it.) (ft.) (it.) (sq. ft.) (ft.) balance (sq. ft.) Me 109E. 32.4 174 5-36 Slotted 11.4 11.a 0.964 0.050 21.6 Slotted 24.« ,MelO0F2. 32.7 i73-o 5-29 Frise 9.84 10.84 1.10 0.04') 23.0 Plain 20.0* u. I- X o uJ 1 15000 10000 5 000 _ 300 3*0 AIRSPEED M. P. H. M This area includes that of both inner and outer portions. Me 109F1/2 performance. Full-throttle level speeds and boost pressures. Engine revs. = 2,600 r.p.m. ; aircraft weight =6,090 lb.
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