Being a newly-minted forum member (but longtime lurker), I thought it might be fun to start things off with a bang, so to speak. I run a site called The 109 Lair (which is sorely overdue for an update, I might add), and have been a fan of Willy’s fighter for as long as I can remember. This past Thursday, I spent the day with my good friend Denis Keegan up in Ontario. We first visited the Canadian Warplane Heritage Museum, where we met up with Tony Hayes and he gave us a grand tour of the facility, even allowing me to clamber inside their B-25J and snap a few pics. I’d recommend that museum to anyone planning a visit to Toronto or upstate New York… it’s not far across the border.
After we left there, Denis and I drove about 40 km south to Ed Russell’s facility to see if we could have a look at his aircraft collection. In this collection is a very special aircraft in the form of Messerschmitt Bf 109E-7 WNr 3579, an aircraft flown by Fähnrich Hans Joachim Marseille with I.(J)/LG2 during the Battle of Britain. Well, not only did they allow us to visit, we happened to arrive just as Andrej and Mike were about to wheel out the Emil to do a max static RPM test on the engine (they had just rehung the prop a couple days previous). Note: For those near the area, they plan to do the first test flight in mid-May, preparing for their airshow June 3-6, 2005.
Try as you might, I’m not sure anyone could possibly imagine how thrilled I was to be present for this. 😀
This series was taken from my camera (Denis has lots more), from Andrej climbing in to the completion of the engine run, which I’ve put in 1024×768 wallpaper size (three guesses what my new computer wallpaper is, and the first two don’t count!!!)
So, here’s Andrej climbing into the cockpit (more like pulling the aircraft on… it’s TIGHT!)
Once he’s in, Mike uses a shot of ether (yes, the same stuff you squirt down the carb to start your frozen 79 Camaro) while Andrej primes the injection pump, sets the mags to M1+M2, sets the pumps to P1+P2, adjusts the prop pitch, and cracks the throttle. Note that an electric starter has been retrofitted to this DB… the hole for the inertia starter crank is faired over on the starboard side.
After the ether shot, Mike walks away as Andrej energizes the starter. It coughed and popped a couple times, so a second shot was necessary…
…and that did it! She’s ALIVE! Andrej lets the engine idle here, while he checks RPM readings (they’re trying to establish a max static RPM level for the DB with this lighter composite prop- one of the things I’m trying to help them sort out using my manuals here)
Now, things start to REALLY get going. Andrej slowly advances the throttle…
…at this point, the engine was at about half power or so, and still climbing, with me standing in the propwash of that magnificent beast…
…and here’s a pic of Mike taken when the engine was at it’s highest pitch, the aircraft bucking and straining against the chocks. You’ve all seen pics of guys holding down the tail of a plane under power in shots from WWII? Well, this is what it looks like in real life- Mike was really being put thru the wringer here, the engine was up north of 2000 rpm (redline is just under 2400), and that plane wanted to FLY.
It was immediately after I shot this that I walked over to the wing and held the wingtip while the bird was under full power… oh, it was just amazing, feeling the raw power evident in that aircraft.
As the engine wound down, I went to the front of the aircraft, and got this shot the exact second that the prop stopped… Andrej is shutting off all the pumps and electrical bits at this point. The supercharger was still winding down, and the whole thing was ticking and popping.
We pushed her back in the hangar…
…where Andrej and I then unfastened the four cowling fasteners (I used a dime, he used a penny… pretty freakin’ simple) and lifted the cowling off to let it cool and check the vibration of the aft cowling under full throttle.
Here’s one of the pics taken by Denis as I exited the cockpit of 3579… sitting in an actual operational 109, still warm with the aroma of oil and exhaust faintly swirling about in the cockpit… words simply cannot convey just how amazing this experience was.
My heartfelt thanks go out to Tony, Andrej, Mike, and Denis. It’s a memory that’ll last a lifetime. 😀
Lynn
By: one0nine - 16th April 2005 at 14:38
Aerovet:
It’s [email]the109lair@yahoo.com[/email]… plenty of room there! You can also try [email]lritger@gmail.com[/email], tons and tons of space there as well.
Cheers!
Lynn
By: aerovet - 15th April 2005 at 23:09
Lynn,
both mails to [email]109lair@yahoo.com[/email] and [email]109air@yahoo.com[/email] have bounced back.
Is your mail box full or are embedded photos not permitted perhaps?
Greetz
Aerovet
By: one0nine - 13th April 2005 at 21:45
Aerovet, drop me a line at the109lair at yahoo dot com, I’ve got a few others that might prove helpful to you.
The NX registration is required for “experimental” types prior to getting their final certification, IIRC… the Emil wore the NX registry during her first flight at least, perhaps for others afterwards as well.
Now, as to why a Bf 109 needs to be registered as “experimental” when over 35,000 were successfully built is another question… 🙂
Lynn
By: DazDaMan - 13th April 2005 at 21:37
Both correct, aren’t they? PoF’s Buchon is/was NX700E/N700E.
By: aerovet - 13th April 2005 at 21:20
Nice shots Lynn,
is there a chance to see a large file side-pic without a-man-in-a-raincoat? If so could you grant permission to use it in Dutch Aviation Magazine Scramble?
BTW: the p.i. of CF-EML has been quoted as NX81562 and as N81562. Which one is correct? The NX seems somewhat prewar-ish to me :confused:
Anyone?
Aerovet
By: one0nine - 13th April 2005 at 21:08
I appreciate all the kind comments, but I hope you guys understand I’m not actually PART of the operating crew (much as I’d like to be). I certainly appreciate and understand the concerns being voiced about doing engine checks with adequate safety precautions, and in fact agree that there could’ve been a few things done differently last week.
I just didn’t want to give the impression that I’m actually part of the ground crew, that’s all… just a supremely enthusiastic 109 nut who came out very, very lucky last Thursday. 🙂
Lynn
PS: I was a bit preoccupied with the Emil, so no, I didn’t get any shots of the Hurri or Spit… my apologies, I’ll make up for it later. 🙂
By: Seafuryfan - 13th April 2005 at 20:51
Total Messerchmitt Enthusiast
Echoing the other laudible comments on this post – simply outstanding. And your enthusiasm shines through ‘like a beacon’ Lynn, many of us would have felt just the same 🙂
And as Lancman said, comments on the safety issue raised without too much emotion and well responded to.
By: JägerMarty - 13th April 2005 at 11:19
Awesome pics there Lynn, aint nothing better than a DB revving up.
When was the flown last and how often does it fly?
M
By: Bluebird Mike - 13th April 2005 at 11:00
Yes, an excellent set of pictures there, and nice to see the safety concerns raised, and taken, well.
Bravo!
By: DaveM2 - 12th April 2005 at 23:31
Lynn
What is the aircraft status, is it flyable again or are there still engine issues ?
Dave
By: Arabella-Cox - 12th April 2005 at 23:17
Blimey Lynn. If Key Publishing ever decide to create an award for Finest First Post, you’ve won it hands down.
A magnificent report, but as others have said, I read it keeping my fingers crossed that the Emil didn’t jump the chocks. Engine runs that I’ve seen done over here usually involve the tail being tied down, for example by webbing straps across the rear fuselage and attached securely to tiedown points.
Can’t let that detract from a fabulous report and great set of images though. Thanks for sharing!
Steve
By: italian harvard - 12th April 2005 at 22:26
Lynn do u have any idea of the engine TBO?
Any chance to invite the operators on this board? 🙂
Alex
By: Fluffy - 12th April 2005 at 22:14
Nice pictures it’s a shame it uses a electric starter I used to enjoy using the starter handle on Black 6 it gave us ground crew something to do.
We also flew with composite blades made by Hoffman although the original alloy ones are fitted now.
By: Peter - 12th April 2005 at 22:06
Any chance of some similiar shots of the hurri and Spit?
By: Olivier Lacombe - 12th April 2005 at 21:59
Is the prop made by MT? The logo sure look like theirs!
Thanks for sharing.
By: one0nine - 12th April 2005 at 21:57
Understood Alex, I didn’t see it as accusatory, but rather just concern that things are done properly.
As regards the original prop, yes, it was milled from a single block of aluminum… perhaps it wouldn’t be so expensive in the long run if a substantial production order could be placed, but I can’t imagine a custom-milled set of matched blades would be anything like cheap! As Bruce mentions, there’s also the replacement factor, and if (God forbid) the thing noses over, the odds of shock-loading the engine are far less.
Just makes things more interesting when trying to establish values for max static RPM, that’s all!
Lynn
By: italian harvard - 12th April 2005 at 21:43
I hope my adfirmations were taken under the proper point of view: my thought is about doing all these operations under the maximum level of safety, expecially for such rare and historically valuable machine.
About the props, I know the original VDM were carved out of an aluminium block and that the technology to redo it today (assuming u have the original scaled drawings or a prop blade as template) is not THAT expensive (expecially if u r facing a Me109 restoration), but the point is how much cheaper is a composite repro?
Alex
By: Bruce - 12th April 2005 at 21:24
Yes, you try getting metal blades for 109’s these days! Also if you have a prop strike, it doesnt tend to destroy the (very expensive) engine!
Bruce
By: one0nine - 12th April 2005 at 20:42
First off, thanks for the welcome and kind words.
As regards the safety issues, I can’t answer for their procedures… it IS a bit tight at the facility, and the area where they ran up the engine was the sole bit of hardstand. It might’ve made more sense to face it towards the airfield (the hangar and hardstand back right up against a fence), and as I’m in touch with Andrej, I pass that along to him.
Also, yes, there was a fellow standing by with a fire extinguisher, and I am not sure why Charleston Aero fitted a composite prop. It may have something to do with the unavailability of original style replacement VDM units, but I honestly don’t know.
Lynn
By: Mark9 - 12th April 2005 at 20:39
Lovely Pictures 😉 Anna 😉
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April 12, 2005 at 5:27 pm