Originally Posted by
Bomber_12th
Yes, very happy! In all honesty, I had found out just a day prior to having started on the repaint (back on June 21st) that this was going to be in the next issue.
In the Classic Wings article on the restoration of Bf 109G-6 WkNr.410077, the owner/pilot Dr. Bruce "Doc" Winter writes his thoughts thus-far on flying the 109, and some comparisons to the P-51D (which he has about 1,000 hrs flight time). Even though he is still new to flying the 109, the landings that I've seen him do are really the smoothest I've seen anyone do in the 109.
Doc Winter's write-up on flying the 109:
"Now that I have had about 15 hours I can share my first impressions. Certainly worth mentioning that I really look forward to each flight, trying to take her up as often as I can. She is a very rewarding fighter to fly; there is always excitement during each flight and a feeling of accomplishment at the end of each flight. But let's start at the walk down and pre-flight. As you walk up to her on the ramp the excitement really builds with the realization that this IS the iconic World War II Luftwaffe enemy fighter, the ME109G-6. Two things are apparent, she is sinister looking even on the ground and she is SMALL. After pre-flight you open the side hinged birdcage, heavy canopy (which is a definite liability to a good visual scan) and squeeze into the very small cockpit that is well laid out, organized and simple. Shoulders pressed against fuselage in the small raked back seat and no seat or pedal adjustment solidifies the fact it is better to be smaller in stature as a 109 fighter pilot. The start of the Daimler Benz 605A is the best, definitely different from the Merlin and about seven liters bigger displacement. There is a deeper rhythmic lumbering sound to the DB, with the feel of power. Throttle movement is very small for large power changes, with overall throttle travel quite short. Most throttle adjustments require only two fingers to push slowly, small increments. She is definitely more tail heavy and with only a castoring tail wheel for taxi, differential braking and power are used for tracking. Takeoff gives you a hint of the acceleration and power to weight of this little fighter. Lockable tail wheel with a delayed raising of the tail, to a tail low attitude, helps result in a straight track normal takeoff with no usage of brakes. Very quick acceleration and a short time on the runway leads to a quick takeoff. Push button for gear up followed by manually controlling the propeller pitch and thus engine RPM, followed by manually bringing up the flaps and manual elevator trim control (the only adjustable in-flight trim) using two wheels outboard of your left hip. Ensure T's and P's are good. With a lower seat position you feel like you are sitting on top of that VERY small wing as she accelerates away. Then it is manually adjusting coolant doors for good stable temps and switching to Auto Prop (constant speed prop position). She flies really well. Mike, Dave and Steve at Midwest did an outstanding job with her restoration, flying so true and well balanced on the controls with hardly any need of fixed trim tab adjustments on the ground.
Specifically, she accelerates very quickly; she is overall - very fast; rolls quickly - the push/pull tubing for controls help with this fast initial displacement - elevator is effective but stiffens at higher speeds; very yaw-axis-sensitive, needing constant readjustment with any slight changes in roll, pitch or power, more so than the Mustang. But there are also advantages with the ability for commanded yaw in a guns only fight. I am still a novice in the aircraft and have not pushed her hard at all, nor will I ever, but she sure is exciting to fly. Back in the break for the landing pattern, gear push button down at 250 kph (155 mph) and there is the need to leave time to crank all the flaps down with the hand wheel. She is very stable requiring very little throttle adjustment and seems quite happy to be set up all dirty and 200 kph (124 mph) downwind. Then begin a continuous turn to final, slowing to 185 kph (115 mph) once on the short final over the fence and then bring the throttle to idle for a nice smooth unhurried transitioning to the three point attitude for landing. Power idle, patience in the three point attitude and landing straight down the runway seem key to a nice recovery. The leading edge slats operate perfectly and seamlessly as designed. I never notice their symmetric travel from extension in the landing pattern to retraction on takeoff.
I have only flown my sorties when the weather and winds are quite calm. Landing and roll out can be smooth and straight and relatively short. The two iconic adversary fighters are definitely different - Mustang/109 - but there is six years in aeronautical engineering development between the 109, first built in 1935, and the Mustang. The 109 is almost the smallest fuselage and wings you could wrap around a 35-litre DB engine with only 400 liters (105.6 US gallons) internal fuel. The 109 is at least 907 kg (2,000 lbs) lighter, with 1.5 m (five ft) less wing! But it is 80 kph (50 mph) slower than the Mustang in the mid 20K's! She behaves nicely when you pay attention to what all the old experts advise and operate her in benign conditions. I have been fortunate to have learned a great deal from all of the old hands and treat her gently under real good weather conditions to safely gain good flying experience. I am nowhere near done exploring our beautiful historic 109 - not even close!"
That sounds like the simulation is very much spot on. (As you already commented earlier)
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