Video of Real 109 venting and crash-landing at Air Show

[uranor]

It is kind of sad to share this video because a rare warbird was damaged, but it is also instructional! The pilot did not suffer serious injuries, according to the report. The video is very eloquent to anybody who has flown a 109 in CloD: most likely overheating in the aerobatic maneuvering caused radiator failure and a tell-tale vapor trail; perhaps the pilot did not open the radiator. Ever seen this before?

Is it not amazing that we can relate so clearly to what happened there, with a real airplane? Power of a good simulation. Luckily for us, the consequences (and the expenses) of a mistake in CloD are zero.

Link to YouTube video

The accident report is also very informative and contains very useful instructions on flying the 109. There are some differences, especially relative to the semi-automatic cooling system of the G model. The one in the video is a G model, not an E. However, I was very surprised by how much one actually learns from CloD about the flying characteristics of the 109.
Link to the Accident Report

If this has been posted before, apologies. I had never seen it.

~Uranor

[InvalidFace]

"The pilot recalled that, at this time,the cockpit filled with a blue haze accompanied by
the smell ofhot oil."

why the blue haze?

I'm not familiar with the G models auto radiator I wonder how effective it was.. if you left prop pitch on auto and rads on auto you didn't have much fine tuning.

[uranor]

"The pilot recalled that, at this time,the cockpit filled with a blue haze accompanied by
the smell ofhot oil."

why the blue haze?

I'm not familiar with the G models auto radiator I wonder how effective it was.. if you left prop pitch on auto and rads on auto you didn't have much fine tuning.

The blue haze is not clear to the investigators either if you read the conclusions of the report.

Real 109 pilots often said that they did not use the auto-prop-pitch in combat. Perhaps the auto-radiator too? I have the impression that those automatisms were intended as a helper-system in training or to reduce workload for certain flight situations, more than anything else. Might have also been an engineering compromise to fullfill Luftwaffe requirements, while of little use in combat. The british planes quickly adopted constant speed propellers; a much better solution. On the other end, they did not have fuel injection. The engineering of an airplane is so interesting and full of trade-offs! Amazing even 70 years later.

~Uranor

[69th_Zeb]

Yeah, the report seems to suggest everything ran normal and leaves it to the reader to conclude that the "blue oil smoke" was really coolant that had ported. Does the autom setting also have a limited governed range in CLOD (as opposed to full open)? The video's model still had a DB605.

Yet another example why these antiques should only be flown by professionals in a controlled environment, or not flown at all. Glad this one made it to a museum.

[RAF74_Buzzsaw]

As far as I know this aircraft has never returned to flying status... this was the last flight of Black Six.

It is now a non-flying display at the RAF museum:

https://upload.wikimedia.org/wikiped...eum_London.jpg

It had been one of the very few airworthy 109's prior to the accident.

It had originally been captured in the desert in 1942 and was one of the first of the 109G's evaluated by the RAF. (G-2)

Fortunately quite a number of Buchons have subsequently been converted back to original 109 spec, as well as wrecks rebuilt, so there are quite few more flying 109's today than when this aircraft crashed.

Flying accidents with the very complex and demanding fighter aircraft of all sides were common during the war, and the 109 was no exception... sadly this continues with their use in peacetime... to be expected.

[RAF74_Buzzsaw]

History of 'Black Six':

A/C SERIAL NO.W/Nr.10639
SECTION 2B
INDIVIDUAL HISTORY
MESSERSCHMITT Bf109G-2/TROP W/NR.10639
`BLACK 6'/RN228/8478M/G-USTV
MUSEUM ACCESSION NUMBER X 001-2501
Sep 42 Built at Leipzig by Erla Maschinenwerk GmbH, probably at its Mockau
plant. Construction started as a Bf109F-3, but converted to
Bf109G-2/Trop standard during construction. Allocated factory radio
code PG + QJ.
13 Oct 42 Accepted by Luftwaffe.
21 Oct 42 Collected by III./JG77 at München-Riem airfield. Flown to Vicenza,
North Italy, and then to Jesi.
22 Oct 42 To Foggia and thence to Bari in Italy. Whilst there, the radio codes were
removed and the identity `Black 6' applied.
27 Oct 42 Bari to Elefsis, Athens. In the evening, ferried to Tobruk East airfield,
Cyrenaica (Libya).
28 Oct 42 Flown from Tobruk to El Harun.
02 Nov 42 Flown from El Harun to Bir El Abd landing ground. From this date the
aircraft was probably flown by 21 year old Russian front veteran Heinz
Lüdemann of 8/JG77; his aircraft `Black 4' having been damaged the
previous day.
03 Nov 42 Flown from Bir el Abd to Quasaba on the day that the German retreat
following the battle of El Alamein was ordered. Flown back to Bir el
Abd from Quasaba.
04 Nov 42 Lüdemann flew the aircraft from Bir el Abd to Quotifaiya and took off for
an operational sortie. Entry in Lüdemann's diary: `During an attack on an
English bomber force (SAAF Bostons escorted by USAAF P-40s) I was
slightly injured in my head and body by the fighter escort. However, I
managed to get my machine home' Aircraft ferried, probably
immediately, by an unknown pilot to Gambut Main airfield (LG 139), SE
of Tobruk for repair.
(Lüdemann was later killed when shot down in aerial combat with the RAF Desert Air Force 10
Mar 1943).
© ROYAL AIR FORCE MUSEUM 2009
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11 Nov 42 German records indicate loss of `Black 6' through `enemy action' on this
date, presumably when Gambut Main was abandoned to the advancing
allies (`Black 6' - 026213 - p.136).
13 Nov 42 Discovered abandoned at LG139 Gambut Main by Flt Lt later Wg Cdr)
Ken McRae, Engineer Officer of No.3 Squadron Royal Australian Air
Force. Had been `shot up' - damage to tailwheel, tail plane, canopy and
one propeller blade. Radio and oxygen equipment unserviceable and
some instruments missing. Sqn Ldr R H Gibbes, unit Commander,
estimated that it had flown `no more than 10' hours since new. The
reflector sight and armament had also been removed, probably by the
retreating Germans. Photos as captured - Aeroplane Monthly Jul 91
p.394; Black 6 p.131; Aviation News 18 Jun-1 Jul 93 p.120.
14 Nov 42 Using parts from nearby wrecks including adjacent Bf109F w/nr 9678 a
new tailplane, tailwheel and canopy were fitted and the hole in the
propeller blade plugged. The codes CV-V - the personal code of Sqn Ldr
(later Wg Cdr) R H Gibbes - were applied. Photos: Black 6 p.171; War
Prizes (027726) p.38; Aeroplane Monthly Jul 1991 p.395; Air
International Oct 77 p.202.
15 Nov 42 Gibbes flew CV-V to LG150/Gazala Satellite II airfield (LG 150)
escorted by Kittyhawks ET899 and AK626. A long taxi run in crosswind
following a guiding Jeep, caused brake fires. Photo: Black 6 p.133.
Gibbes intended that the aircraft be sent to Australia for display, and
allegedly slept beneath the aircraft when first `acquired' to prevent
pilfering by other units.
19 Nov 42 Gibbes flew CV-V to Martuba No.4 airfield, escorted this time by
Kittyhawks ET899, AK626, ET951 and FL323. His diary records `the
109 is a hell of a nice kite with terrific performance. On lowest
permissible boost and revs it was clocking 220-230mph'.
21 Nov 42 Gibbes' diary record `In the afternoon took up 109G for an RAF film unit.
Only up 10 minutes as battery a bit flat and prop motor wouldn't work`.
29 Nov 42 No.209 (Fighter) Group RAF ordered that the aircraft should be officially
flight tested as one of the first G model 109s to be captured by the allies.
01 Dec 42 Two familiarisation flights, one by Gibbes and the other by Flt Lt R J
Watt. Gibbes tried out the cannon. Afterwards the cannon and reflector
sight were removed. Excerpt from `3 Squadron at War' records: `a
somewhat mysterious signal was received from HQ Middle East stating
that the captured aircraft had to be flown back there' - for evaluation.
02 Dec 42 Following AOC instructions Gibbes flew CV-V to Heliopolis (Cairo) via
Martuba, El Adam, Mersa Matruh, Amiyra, Cairo and flew past some
Dakotas `with interesting results'. On take-off from Amiyra the canopy
flew off, hitting the starboard wing.
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04 Dec 42 Engineering detachment from No.451 Squadron RAAF based at St Jean,
Palestine started work on the aircraft. Photo: `Black 6' p.17.
05 Dec 42 Work continued (from diary of Heric Christian, Engine Fitter IIE).
06 Dec 42 `Got 109 Going'.
07-12 Dec 42 `109 remained at Heliopolis while No.451 Squadron visited El Daba,
Mersa.
12 Dec 42 No.451 Squadron personnel to Matruh and Quasaba seeking spares.
13 Dec 42 `Working on 109 all day and found out a few more things about it'.
14 Dec 42 `Worked all day on plane and ran it up to full revs'.
15 Dec 42 `Up early and got plane ready and Gp Capt (Buxton) flew it to Lydda,
Palestine where `arrival created a great deal of interest'. Photo at Lydda -
`Black 6' p.137-138 (minus canopy lost on take-off - aircraft wing still
scarred today from resulting impact).
19-20 Dec 42 `Worked on 109 all day' - diary entry, Heric Christian.
28 Dec 42 `Worked on 109 and ME now ready to fly’ No.451 Squadron checked or
changed the magneto, changed the oil and filters, plugs and the rudder.
The oil radiator flap was locked open, as received, because of a
malfunctioning thermostat.
29 Dec 42 First test flight after reconditioning - pilot Gp Capt G Mungo Buxton,
checking speed and rate of climb. Photo around this time as CV-V; The
Aeroplane 5 Mar 43 p.269; The Aeroplane Spotter 11 March 1943 p.56;
The Flying M Spring 2002 p.5.
30 Dec 42 Second test flight to check speeds and climb to 25,000 feet. `Very good
performer'. Don Batyer, No.451 Squadron recalled `He turned the 109
inside out and came back and said that it was better than anything we had
at the time'.
31 Dec 42 Third test flight involving climb to 32,000 feet. No.451 Squadron then
handed the aircraft over to Lydda Communications Flight.
Photo at Lydda - FlyPast Nov 91 p.74.
17 Jan 43 Fourth test flight for partial climbs to 5,000 and 20,000 feet. Before this
flight, the propeller was changed.
19 Jan 43 Fifth test flight to check the effect of radiator, flaps etc. on speed. A sixth
test flight was cut short when the canopy again flew off.
28 Jan 43 Further test flight, probably by Ronald Harker of Rolls-Royce
investigating the engines' ability to run when the aircraft was inverted.
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29 Jan 43 Seventh test flight to check climb performance at full throttle to 35,000
feet. 8th test to check stalling performance.
Feb 43 Ferried to No.107 MU Kasfereet, near Shandur in Egypt by Wg Cdr Budd
for tactical trials. Photo: `Black 6' p.140-141.
21 Feb 43 Flown by No.107 MU test pilot Flt Lt Richard Martin.
24 Feb 43 Flown by John Penny in simulated dogfight against Spitfire VC EP982
flown by Flt Lt Martin.
Feb 43 Also flown by WO `Paddy' Donaldson.
1943 Packed and despatched from North Africa to UK. Prepared for packing
by station salvage section at RAF Kasfereet. Photo: `Black 6' p.173.
01 Nov 43 RAF serial number RN228 allotted at request of RAE.
26 Dec 43 Arrived crated at RAF Collyweston, Lincs for No.1426 Enemy Aircraft
Flight.
27 Dec 43 Unpacked but propeller missing. Aircraft assembled using port wing
from a second Bf109G, possibly another former JG 77 Bf109G-2/Trop,
w/nr 10533. John `Lofty' Westwood, ex-Fitter IIA, No.1426 Flight
remembered - `......when unpacked and laid out, was very untidy and
damaged due to bad handling and crating in a unsuitable crate. The two
109s (the other damaged aircraft arrived the same day) were laid out and
damaged and missing parts replaced by parts removed from the second
aircraft'.
31 Jan 44 RAF movement and records formal allocation to No.1426 Flight.
05 Feb 44 Replacement propeller arrived from Farnborough.
08 Feb 44 Propeller fitted and engine given preliminary ground run and found to be
serviceable. RAF Camouflage and serial number RN228 applied.
Photos: Aeroplane Monthly Jul 91 p.395; `Black 6' p.141; Wingspan Nov
91 p.59; Augsberg Eagle (003477) p.84; The Me109 Nowerra (003654)
p.82; Aircraft Illustrated Feb 70 p.49; Aircraft Illustrated Sep 71 p.357;
Flypast September 2008 p.74.
19 Feb 44 After delays due to bad weather initial air test performed by Flt Lt`Lew'
Lewendon.
24 Feb 44 Trial flight against Hawker Tempest V JN737 of the Air Fighting
Development Unit. Flight curtailed by problems with the '109 suffering
carbon monoxide in the cockpit affecting the pilot, Lewendon. See letter
from Tempest pilot Bob Zobell-Aeroplane Monthly Jan 84 p.13. Flying
time 45 minutes, comparing turns, zoom and rate of roll.
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25/28 Feb 44 Flown by Fg Off D G M (Doug) Gough on picture taking sorties in
company with a Hudson. Photos probably taken at this time -Aviation
News 30 Oct-12 Nov 87 p.547; Captive Luftwaffe (009336) p.97. See
Gough logbook in DoRIS (X003-8805/002)
28 Feb 44 Lewendon flew a trial with the 109 against an AFDU Mustang III. Later
that day Gough flew for Ministry of Aircraft Production photographs.
29 Feb 44 Lewendon flew a trial flight against an AFDU Spitfire XIV and made a
further photographic sortie accompanied by a Hudson. On the same day,
Gough flew combat trials against a Corsair in RN228 (30 minutes-see
Gough logbook).
01 Mar 44 Gough flew against a NAFDU Seafire III in the morning (25 minutes)
and a Corsair in the afternoon (One hour)-see Gough logbook.
02 Mar 44 Flown for first time by Fg Off Jack Staples. Afterwards Lewendon took
off for a trial flight against a Tempest which failed to appear.
07 Mar 44 Staples flew a trial against a NAFDU Hellcat.
12 Mar 44 Unserviceable because of a faulty ignition harness, which was removed.
16&21 Mar 44 Air tests by Lewendon.
22 Mar 44 Fg Off Lewis-Watts flew RN228 for the first time but bent one prop blade
tip on take-off whilst trying to avoid an Airspeed Oxford. Sgt Dowie
started to crop the propeller tips in order to even up the blades.
23 Mar 44 Repairs complete - air tested. In the afternoon No.1426 Flight began a
new tour - its twelfth - with Lewendon flying RN228 accompanied by a
Fw190A4, and Bf110C-5, escorted into Hullavington by two Spitfires
from Colerne, then displayed to a large crowd. Photo around this time –
War Prizes - The Album p.62.
25 Mar 44 Lewendon flew RN228 to Bovingdon accompanied by the Fw190, an
Oxford and two Spitfires from Colerne.
27 Mar 44 Lewendon flew RN228 on a photographic sortie with a Boston; later
Lewis-Watts swung the aircraft on take-off, damaging the starboard wing
tip - a replacement was collected by Oxford from Collyweston the
following day.
30 Mar 44 The tour continued to the USAAF base at Chipping Ongar escorted by a
P-38 and a P-47, Lewendon again flying the 109.
31 Mar 44 Gough flew from Chipping Ongar for a demonstration before transitting
to Stansted Mountfichet for a further demonstration. (25 minutes, Gough
logbook)
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01 Apr 44 Gough flew from Stansted to Great Dunmow (Essex) to give a further
flying demonstration. (25 minutes, Gough logbook).
04 Apr 44 Following rectification of magneto problems, flew from Great Dunmow
to Great Saling. Pilot - Lewendon.
07 Apr 44 Flew to Earl's Colne escorted by P-51s - had to force-land at Rivenhall -
required a replacement engine.
16 Jun 44 Replacement engine, originating from the Middle East, fitted-bullet
damage had to be repaired first.
22 Jun 44 Air tested by Flt Lt Dick Forbes.
05 Jul 44 Photographed from a Boston with Lewendon again flying RN228.
09 Aug 44 Left for West Raynham with the Fw190 and Ju88 escorted by three
Mosquitos.
10 Aug 44 Flew from West Raynham to Little Snoring after mock combat with three
Mosquitos. Burst a tyre whilst taxying in.
11 Aug 44 Three sorties flown by Gough. Left Little Snoring for Massingham for a
demonstration flight, then returned to Collyweston. (Gough logbook)
09 Sep 44 Forbes flew to Thurleigh in company with Fw190 and Ju88 escorted by
Hurricane and Spitfire from Digby and gave a demonstration flight upon
arrival.
17 Sep 44 Gough flew from Collyweston to Bradwell Bay via Northolt in company
with Lewendon flying the Fw190 and escorted by two Spitfires. Ground
and air demonstrations given prior to returning to Collyweston. (one hour
25 minutes, Gough logbook).
18 Sep 44 Flew to Chipping Ongar. Instruction given to USAAF Disarmament
School on maintenance and temporary immobilisation of German aircraft.
RN228 grounded with ignition trouble.
23 Sep 44 Following attention Gough flew the aircraft from Collyweston to
Leavesden. (25 minutes, Gough logbook)
25 Sep 44 Demonstration flight by Forbes. Gough then flew RN228 to Chipping
Ongar (30 minute flight).
16 Oct 44 Magneto trouble at Chipping Ongar.
31 Oct 44 Gough flew from Chipping Ongar to Collyweston (30 minutes).
21 Jan 45 No.1426 Flight disbanded.
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27 Mar 45 Gough flew RN228 to Tangmere (40 minutes) - it was transferred to the
Enemy Aircraft Flight of the Central Fighter Establishment.
01 Nov 45 Nominally allocated to No.47 MU Sealand.
Mar 46 Still at Tangmere - inspected there by Air Historical Branch.
17 Apr 46 Finally transferred to No.47 MU Sealand via No.49 MU.
May 46 Packed for Museum storage; A letter from Maintenance Command dated
20 May 46 on PRO AIR 2/18772 records several areas of corrosion and
deteriorated surface finish.
c. May 47 To RAF Stanmore Park, Middlesex for storage at the German Air Force
Equipment Centre as one of seven AHB aircraft transferred there from
Sealand that month. (PRO AIR 20/6289 refers).
17 Sep 49 Displayed with several other AHB aircraft on Horseguards Parade -
Photo: Aviation News 15-28 Jul 83 p.181.
Sep 54 Displayed on Horse Guards Parade, Whitehall during Battle of Britain
Week, in inaccurate brown/green/grey scheme with duck-egg green
undersurfaces. Still carried British oxygen equipment and English
lettering on many instruments. Photos: Air Pictorial Nov 54 p.339; Flight
17 Sep 54 p.434; Aeroplane 1 Oct 54; Air Enthusiast Winter 1994 p.29.
Late 1955 To No.15 MU Wroughton, Wilts for continued storage with other Air
Historical Branch airframes.
Sep 56 To RAF Hendon for the Battle of Britain Open Day display, and kept in
one of the former USAAF blister hangars. (Flying M Spring 2003 p.10)
c. Mid 1958 To AHB store at RAF Fulbeck, Lincs; possibly to Wattisham later that
year.
Sep 1960 Definitely moved to RAF Wattisham, Suffolk by this date and displayed
in one of the hangars. Photo recently arrived at Wattisham - Air Pictorial
Aug 62 p.239.
April 1962 An attempted restoration to flying condition was begun by volunteer team
led by Wattisham instructor Flt Lt J R Hawke. Details - Air Pictorial Aug
62 p.239. Photo: Air Pictorial Jul 62 p.193, captioned `...... the aircraft is
expected to fly in August' (1962). With permission from the Air Ministry
the dozen-man team broke the aircraft down into its main components.
Since 1960 the gyro master compass had already been taken - other
instruments were junked since `the aircraft will be fitted with standard
British Instruments for reasons both of safety and convenience' (Air
Pictorial Aug 62 p.239). Other photos: `Black 6' p.24 and 2627, and
Flight International 20 Sep 62 p.506; Royal Air Force Flying Review
Dec.62 p.41.
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The rebuild to airworthy condition was not completed due to the cost and
man-hours involved and concern over the lack of flying history that could
have included over-stressing, and caused considerable damage to the
airframe - see Aviation News 18 Jun-1 Jul 93 p.121.Further photo -
Flying Review Dec 62 p.41.
Sep 62 Following repainting into North European theatre colours as `White 14'
the aircraft was displayed at RAF Colitishalls' Battle of Britain Day, then
returned to Wattisham.
Photos newly repainted - Air Pictorial Nov 62 p.363 and The Halton
Magazine Vol. XXVI No.1 Spring 1963 both showing wing root fairings
already missing -later replaced by cardboard. Other photos in this
condition - Aviation News 30 Oct-12 Nov 1987 p.548; `Black 6' p.21-23.
Also displayed at Wethersfield in 1964 and RAF Finningley in 1966.
Sep 65 Displayed at annual Stowmarket Carnival and Trades Fair - Air Mail Nov
65 p.5.
May 67 At RAF Henlow by this date for possible use in the Battle of Britain film.
Photo: Air Pictorial Sep 67 p.327. Still in Wattisham applied `White 14'
colour scheme. Colour photo of aircraft at this time - Aircraft of World
war Two (Munson) p.79 - with E3 canopy ex-Bf109E3 4101 now at
Hendon. Not in the event used for the film.
03 Jun 68 Displayed at RAF Henlow Charity Gala. Photo: Control Column Jul 68
p.4.
Mar 69 Returned to Wattisham ex-Henlow. Photo: Control Column Jul 69 p.8.
Repainted as Yellow 14 of JG53 (Desert Colours). Photos: Warbirds
Worldwide No.2 p.16.
1971 At RAF Coltishall - Photo: Aircraft Illustrated Sep 71 p.357.
20 Sep 72 Flown from Wattisham to Lynham in two Hercules aircraft for start of
restoration-team led by Flt Lt Russ Snadden. Photos: `Black 6' p.14-15.
Still at this time painted as `Yellow 14'. The RAFM expressed an early
interest in the project.
Dec 74 Photo of disassembled and partly stripped aircraft at this date - Captive
Luftwaffe p.97
Jul 75 Moved to RAF Northolt. RAFM assistance around this time included
provision of instruments and recovering of control surfaces at Cardington.
Other components obtained from Finnish Air Force Museum, Swiss Air
Force, and collectors on the continent. Photo: Warbirds Worldwide No.2
p.16.
16 Feb 76 Allotted RAF Maintenance serial 8478M.
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Jul 83 Moved to RAF Benson, Oxfordshire. Photos: `Black 6' p.65; Scale
Models August 1990 p.389.
1987 Engine refitted to airframe, following rebuild by Rolls-Royce of Bristol.
Photos of aircraft as of 1989 - FlyPast Jun 89; Aeroplane Monthly Mar 89
p.132. See also Aeroplane Monthly Dec 87 p.627 for photos prior to
fitting of engine, plus Aeroplane Monthly May 88 p.258 and Mar 89
p.132 with engine. For detailed account of restoration see also
‘Messerschmitt Bf109 Owner’s Workshop Manual (Blackah/Lowe,
Haynes 2009)
15 Jun 89 Displayed at RAF Benson's 50th Anniversary Open day - Photos: FlyPast
Oct 89 p.56; Aeroplane Monthly Oct 89 p.583
08 Jul 90 First engine run. Photos: `Black 6' p.103, Warbirds Worldwide No.14
p.38-40.
14 Jul 90 Displayed at RAF Benson's Fete.
26 Oct 90 Registered on British civil register as G-USTV.
17 Mar 91 32-minute maiden post-restoration flight at Benson, pilot Gp Capt Reg
Hallam. Photos: Aeroplane Monthly May 91 p.262-3; Aeroplane
Monthly July 91 p.394, `Black 6' p.115-119.
02 May 91 Officially rolled out, freshly painted at Benson. Photos: Warbirds
Worldwide No.17 p.4-5; Air International Jun 91 p.328 and Aeroplane
Monthly Jun 91 p.327. Attended by Wg Cdr Bob Gibbs and Ken McRae.
12 July 91 Flown to Duxford. Photo: `Black 6' p.147; Wingspan Oct 91 p.49.
14 Jul 91 Photographed ground running at Duxford. Aeroplane April 2004 p.34.
31 Jul - Test flying programme to qualify for permit to fly. Photo at this time;
Aeroplane August 2003 p.19.
04 Aug 91
09 Sep 91 Received CAA permit to fly as the only genuine airworthy German WW2
combat aircraft. See `Duxford's 109 in the Air' Aeroplane Monthly Dec
92 p.42-44.
15 Sep 91 Public flying display debut at Duxford Air Show, flown by S/Ldr Dave
Southwood. Photos: Wingspan Nov 91 p.52.
28 Aug 93 Temporarily grounded when starter dog split at Duxford, followed later
by fuel leakage problems. Photo of starter dog - Aeroplane Monthly Nov
93.
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The split occurred owing to the starter applying too much torque - see
Aeroplane Monthly Apr 97 p.50 - 53.
Sep 94 Flew again. Three year flying agreement extended for one year by MOD
due to loss of season's flying.
1995 Flying agreement extended for a further two years to 1997. Photos as of
early 1995 - Wingspan Apr 95 p.24-25.See also ‘Luftwaffe Eagles’
(Flypast1997) p.54 -58.
12 Oct 97 Damaged on last planned flight before transfer to RAF Museum in crashlanding
following a display at Duxford’s’ Autumn Air Show. Pilot, Air
Chief Marshal Sir John Allison, unhurt.
Photos - Aeroplane Monthly Dec.97 p.2-3; Flypast Dec 97 p.6-7; Aircraft
Illustrated Dec 1997 p.33; Air Pictorial Dec 97 p.638. The aircraft landed
wheels down in a field of stubble, ran through into a ploughed area, sank
into the soft earth and turned over, buckling the rear fuselage, crushing
the fin and rudder and damaging the spinner, propeller, upper fuselage
and one wing tip.
This was the aircraft’s last flight; over 3 1/2 seasons of display it had
amassed some 96 flying hours.
26 Oct 97 Following recovery from the crash site, wings and tailplane removed and
the fuselage turned back over using a crane. Photo - Aeroplane Monthly
Jan 98 p.3. Stored on site at Duxford.
3 Nov 97 Moved to workshops at Duxford to await decision on its future. Photos -
Flypast Feb 1998 p.18; Flypast Jul 98 p.7. This issue also gives the final
accident report. See also Aeroplane Monthly Jul 98 p.2 - 3 for discussion
of the accident report.
Summer 98 Decision announced that the aircraft would be restored to static display
condition, the contract being managed by the IWM Duxford and then
placed on display at the RAF Museum Hendon following the restoration.
The contract was won by the volunteer team which originally restored the
aircraft. Work was due to begin early in 1999 with completion expected
within two years. The group, led as before by Russ Snadden, set up a
company, Messerschmitt Restorations Ltd, to undertake the work. Photos
of the restoration project - Flypast November 2000 p.14; Flying M Spring
2003 p.6. Fuselage restored by Charleston Aviation, Essex and
replacement Bf109 fin fitted. The restoration left the aircraft c. 70%
original. The damaged rear fuselage skin is now (2006) displayed at the
Shoreham Aircraft Museum, Kent. Photo at Duxford as completed;
Flypast May 2002 p.10.
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10 Mar 2002 Delivered by road to RAFM Hendon (wings the previous day) and
assembled for display in Bomber Command Hall. Photos on arrival;
Flypast May 2002 p.10; Aeroplane May 2002 (with photo of aircraft
being assembled); Air Pictorial May 2002 p.358; Wingspan International
Issue 10 p.10; Flypast August 2002 p.9; Flying M Spring 2003 p.7. Photo
on display; Aircraft Illustrated February 2003 p.85.
15 Mar 02 Formally struck off RAF charge by ES (Air) Allotment d024/02
following its 1998 gifting to the RAF Museum.
17 Jun 03 Moved into new Milestones of Flight building at RAFM Hendon for
continued display. Photos on display; Wingspan International 20 p.63;
Flypast August 2006 pp.25 and 27; Wrecks and Relics 20th Edition.
Survivors
Other extant Bf109G variants include:
‘14256’ G-2 Museu Asas de Um Sonho, Brazil. Ex Norway/Munich.
13470 G-2/R1 Norwegian Aviation Museum, Bodo.
13916 G-2 Aircraft Restoration Group, Russia.
14120 G-1 Ex-Norway. Parts only - IWM Duxford
14141 G-1/R2 Sea recovery. Flyhistorisk Museum Sola, Norway
G-2 Luftfahrt Museum Hanover, Germany
19310 G-4 Technik Museum, Speyer- Ex-JG52/Black Sea recovery.
3555-1089 G-6 Ex-Russia. To UK?
14792 G-6 Aviation Museum, Belgrade
14798 G-2 David Price USA
15343 G-5 Jan Van Huuksloot, Holland. Flypast Sep 99 p.10 and August 2003
p.12. Rebuild project.
15458 G-2 Charleston Aviation, Essex.
15678 G-6 JG54, cr. Jul 43; Atlantic Wall Msm Netherlands. Large Parts.
411968 G-6 ‘Black 6’ Vadim Zadorozny Technical Museum, Moscow
160163 G-6 NASM Washington DC
166306 G-6 Polish Aviation Museum, Krakow. Lake recovery, 1999.
163824 G-6/U2 Australian War Memorial, Canberra-original WW2 paint scheme.
165227 G-6 Utti Air Base, Finland
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12
167271 G-6 Tikkakoski Aviation Museum, Finland
610824 G-6 Ex-Yugoslav Air Force - Evergreen Air Museum, Oregon
151591 G-10 Hans Dittes, Germany. Fuselage parts incorporated into
Buchon/109G composite `Black 2'/D-FEHD. Sold USA 2001.
610937 G-10/U4 Evergreen Air Museum, Oregon
611943 G-10/U4 Planes of Fame Museum Grand Canyon Arizona
784993 G-14 Composite. Raymond Wagner, Germany.
G-14 Composite, ex Austria. National World War II Museum, New
Orleans, U.S.A
Other G-2 and G-6 wrecks are known in Finland and Russia.
TEXT - ANDREW SIMPSON

[farley]

A bit of an aside here, but after listening to the Battle of Britain 1940 podcasts that talk bout the losses on both sides,
it struck home how many accidents and losses there were during this time that must have been due to pilot error and mechanical problems.

It's remarkable how well the pilots, mechanics, machines, etc did during these times considering the mental and physical stresses they were under.

This video goes to show how even under the very best of conditions mistakes will occur, parts will fail.

Glad that in this case, sounds like pilot was ok, and at least the plane wasn't lost.

Podcasts can be found here:

https://www.stitcher.com/podcast/bof...f-britain-1940

[farley]

Like this bit:

"27 Oct 42 Bari to Elefsis, Athens. In the evening, ferried to Tobruk East airfield,
Cyrenaica (Libya)....."

[RAF74_Buzzsaw]

By the way, here's a very pretty picture of 'Black Six' from when it was flying... there used to be a wallpaper sized version... which you might be able to track down.



Original after capture in '42:

[69th_Zeb]

A bit of an aside here, but after listening to the Battle of Britain 1940 podcasts that talk bout the losses on both sides,
it struck home how many accidents and losses there were during this time that must have been due to pilot error and mechanical problems.

It's remarkable how well the pilots, mechanics, machines, etc did during these times considering the mental and physical stresses they were under.

Yeah, there's all kinds of numbers going around, but here's a quote I found that's close to what I read (Buzz might have a more reliable stat): AAF Statistical Digest, in less than four years (December 1941-August 1945), the US Army Air Forces lost 14,903 pilots, aircrew and assorted personnel plus 13,873 airplanes --- inside the continental United States . They were the result of 52,651 aircraft accidents (6,039 involving fatalities) in 45 months.

My former boss was ferrying with a group (5?) of B-17s/24s during wartime through the midwest. He was the only one to disobey orders to continue the flight and turned back because of weather. Per his own words, all the other aircraft had their wings and structure ripped to pieces by the thunderstorm and none of the crews survived.

-Z

[RAF74_Buzzsaw]

Yes, your figures are correct AFAIK.

In a war situation, the impetus was on getting a huge number of pilots trained as quickly as possible.

Unfortunately that meant, even though the standards were high, a lot of individuals who just did not have what it took were recruited... and they often died in training.

In addition, there were a huge number of instructors required, and many of these too were incompetent or burnt out and they made mistakes in what they taught.

And there is the simple fact that at some point you need to put a novice in charge of a very complex and demanding high performance aircraft and tell him to solo... the results were often fatal. Even now, with pilots allowed to fly warbirds being limited to only the most experienced, accidents are a fact.

The accident statistics applied to all sides... the British (through the Commonwealth Air Training Plan which was mainly situated in Canada, and the Americans had the best and most consistently professional training system, but they still suffered large numbers of fatalities.

The Germans were comparable in the early years of the war, but their training quality fell off dramatically in the later years. Same with the Japanese... who had some of the most skilled pilots in the world in 1941.

Soviet training was spotty at best... decent before the war, horrible in '41-'42 and improving in '43-'45.

And as Zeb mentions, weather was a big factor... this was an era where the navigational aids and forecasting were not up to today's standards.

Weather over Northwest Europe was consistently challenging, fronts could appear in a few hours, and an airfield which saw clear skies on takeoff could be completely socked in when a sortie returned.

Not to mention night flying, and all the challenges which that entailed.

Very different situation than faces a learning pilot nowadays, in his docile Cessna and VFR only conditions.

Yeah, there's all kinds of numbers going around, but here's a quote I found that's close to what I read (Buzz might have a more reliable stat): AAF Statistical Digest, in less than four years (December 1941-August 1945), the US Army Air Forces lost 14,903 pilots, aircrew and assorted personnel plus 13,873 airplanes --- inside the continental United States . They were the result of 52,651 aircraft accidents (6,039 involving fatalities) in 45 months.

My former boss was ferrying with a group (5?) of B-17s/24s during wartime through the midwest. He was the only one to disobey orders to continue the flight and turned back because of weather. Per his own words, all the other aircraft had their wings and structure ripped to pieces by the thunderstorm and none of the crews survived.

-Z

[xoriguer]

By the way, here's a very pretty picture of 'Black Six' from when it was flying... there used to be a wallpaper sized version... which you might be able to track down.



Original after capture in '42:

This is an early G2, but has a fixed tailwheel, I remember that the G2 in 1946 had a semi-retractable tailwheel.

[=FI=Murph]

I saw this aircraft a little over a year ago in New Orleans, LA. USA. She is now part of the collection at the National WWII Museum there.

[Dazza]

I saw this aircraft a little over a year ago in New Orleans, LA. USA. She is now part of the collection at the National WWII Museum there.

I'm sure I saw her up at RAF Cosford last September. She was at Hendon before that.

Daz

[Baffin]

Very Nice!