Father of nazi fighters

104
Among all the enemy aircraft of the Great Patriotic War, Messerschmitt is one of the most famous. Historians call him among the most sophisticated Luftwaffe fighters, and people who survived the war recalled “Messerschmitt” as an unkind word for many decades. Meanwhile, the aircraft manufacturer Messerschmitt AG, which produced the famous fighters, existed not only in the Third Reich, but also in post-war Germany. As soon as the FRG allowed to have its own armed forces, the company instantly revived. Almost all of her story associated with the name of one person, who 26 Jun would have turned 120 years.

Wilhelm Emil Messerschmitt, or simply Willy Messerschmitt, was born on June 26, 1898 in the small town of Bamberg in Upper Franconia, which is part of Bavaria. His father, Ferdinand Messerschmitt, was a wealthy and famous wine merchant who maintained a large store with a wine bar. When Ferdinand Messerschmitt died, his widow and mother Willy Anna Maria Schaller married a second time - to the famous artist Professor Karl von Marr. Willy Messerschmitt's teenage and youthful years fell on the first fifteen years of the twentieth century. It was a time of growing interest in aviation. Man only began to conquer the sky, so the profession of a pilot was considered akin to magic and few of the guys dreamed of flying. Willy Messerschmitt was no exception.



Father of nazi fighters


The first model of the aircraft, he collected already in 10-year-olds. In 13 years, Willie met the legendary Friedrich Hart, one of the founders of gliding. Subsequently, Hart became a senior friend and teacher Willy. In the 16 years, Messerschmitt tested its first aircraft. School Willy finished at the height of the First World War. In 1917, he was called up for military service, but the war was soon over and Willy returned to a peaceful life. He entered the Technical University of Munich, while not forgetting to do his favorite thing, aeromodelling, in parallel with his studies.

In 1921, 23-year-old Willie built the S8 glider, setting a record for flight duration. By the way, Friedrich Hart himself climbed on a glider. After Willy Messerschmitt completed his studies at the University of Munich in 1923 and was qualified as an engineer, he returned to his native Bamberg, where he founded his own aircraft manufacturer, Messerschmitt Flugzeugbau. In the same year, Messerschmitt's paths diverged with a friend and mentor, Hart, and Willy worked independently in the field of aviation. In 1925, he decided to personally take to the air, but this experience turned out to be unsuccessful for a talented engineer - Willy went to the hospital after an emergency landing. Indeed, by no means in all cases a good aircraft manufacturer can become an excellent pilot.

In the second half of the 1920's. Messerschmitt continued design activities. So, he developed a light transport plane M18, designed for a pilot and three passengers. 25 March 1926 was founded by Messerschmitt Flugzeugbau GmbH, which soon received a financial subsidy from the government of Bavaria. After this business Messerschmitt went up the hill. Already 30 July 1926, the government of Bavaria supported Bayerische Flugzeugwerke (BFW) with the support of Merck, Fink and Co., the banker company, which will later become Germany’s most important aviation company and will launch 43% German combat aircraft during World War II. It is known that almost all models of Messerschmitt had an abbreviation Bf on the fuselage. This was due to the fact that under the pressure of the Bavarian government, Messerschmitt soon had to incorporate his company into Bayerische Flugzeugwerke. In this case, the engineer remained the chief designer and designer of the aircraft, he was recognized as the copyright on the aircraft, while the company took up mass production.

The company launched a stormy activity for the production of aircraft. In a fairly short time, various versions of the M18 and M20b aircraft, the twin-engine 22 M bomber, the M21 training biplane, the M23 two-seater sports monoplane, the M24 8-passenger passenger airplanes, the M-28 and M-35 aerobatics, the lightweight M-12 and M-108 aerobatics, and the lightweight M-1920 and M-XNUMX sports monoplanes were completed; aircraft. The most famous project of Willy Messerschmitt at this time was the four-seater Me-XNUMX "Typhoon" sports aircraft, which was later recognized as a classic and became a model for the development of aircraft of this class. However, at the very end of XNUMX's. the company began hard times that were associated with financial difficulties.

The situation was aggravated by the fact that in 1933, the Nazis came to power and the former managing director of Lufthansa, Erhard Milch, who had very difficult relations with Willy Messerschmitt, became the Secretary of State for Aviation. In Hitler's Germany, Erhard Milch had a special influence - he had a very serious patron in the person of Hermann Goering, who even managed to “cover up” the Jewish origin of Milch and the general, who had a Jewish father, remained at the very top of the German military hierarchy. In such a situation, Willy Messerschmitt had no choice but to establish contacts with other high-ranking Nazis who could defend his interests before the Milch-Goering bloc. So patron for Messerschmitt was Rudolf Hess - a man who was very close to Adolf Hitler at that time and was considered the second number in the Nazi party. With the help of Hess, Messerschmitt managed to maintain his position, but the German leadership continued to doubt him as an aircraft designer. The leaders of the Third Reich believed that Willy Messerschmitt was a good administrator of an aviation company, but it was better not to allow him to design aircraft.

Meanwhile, in 1934, the German Ministry of Aviation announced a competition to develop a new fighter for the country's air force. Companies Arado, Focke-Wulf and Heinkel ran into competition. Thanks to his connections, Wilhelm Messerschmitt was among the contestants. However, the chances of his victory were very slim. However, soon Messerschmitt brought the Bf109 plane to the attention of the state commission.

This machine made the strongest impression on the future inspector of the Third Reich fighter and bomber aviation, General Ernst Udet. For German aviation, Udet was a landmark figure, one of the most famous pilots of the country's air forces. After finishing World War I with an 22-year-old fighter pilot, Ernst Udet by number of victories in air battles, and there were their 62, second only to Manfred von Richthofen himself. Udet's authority in German aviation was unshakable, which made the German authorities listen carefully to the position of the general. After observing the tests of the Bf109 fighter, Udet realized that this was the best machine that had been in Germany at that time. So Messerschmitt came to success again. The company he led began receiving orders for the production of aircraft, and soon the construction of a new plant in Regensburg was begun.

11 July 1938 g BFW changed its name to Messerschmitt AG. Engineer Wilhelm himself assumed the position of chairman of the board and managing director at the company. Thanks to General Udeta, Messerschmitt quickly became one of the most respected figures in the German aviation industry. Already in 1936, the aircraft he created were tested in Spain, where they had to face the Soviet fighters I-16. Air battles in the sky over Spain showed what the fighters created by Willy Messerschmitt are really capable of. 26 April 1939 on the Me-209 was set a world speed record for screw machines - 755,1 kilometers per hour. The pilot Fritz Wendel set it up, and the record lasted as long as thirty years - a huge time for aviation, especially during its rapid development.

During the Second World War, the Messers became the most common German fighter. The Wilhelm Messerschmitt company produced 35 thousand Bf109 fighter jets. They fought on all fronts where German aircraft fought - in the battle for Britain, in the battles in the Balkans and in the Mediterranean, on the Eastern Front. At first, Soviet aviation suffered very heavy losses precisely because of the Messerschmitts. At the beginning of World War II, every seventh Soviet pilot was killed during the first combat sortie. The Messerschmitts ensured the superiority of the Luftwaffe in the air in 1941-1942. Only then the situation began to change, which was associated with the development of the Soviet aircraft industry and the emergence of new Soviet aircraft that could already fight on an equal footing with the "Messerschmitt". However, until the end of the war, Soviet pilots considered the Bf-109 fighters to be their most dangerous opponents.



A serious blow to the German aircraft was the emergence and new models of aircraft from the allies. The American P-51 "Mustang" and the British Spitfires Mark V and Mark IX were not inferior to the "Messerschmitt", which contributed to the turning point in air battles. The territory of Germany began to be subjected to raids by Allied aviation, and the Luftwaffe rapidly weakened and could no longer protect the German sky from American, British, and then Soviet aviation. The decline in the level of training of German pilots also played its role, since many experienced pilots died in battles on the Eastern Front and the Luftwaffe were staffed by “fresh” graduates of schools, who did not have enough experience and were losing strong pilots of the Soviet and Allied aviation. The capitulation of Nazi Germany was a crushing blow to the German military industry, including the aircraft industry. Wilhelm Messerschmitt, who had recently headed the aviation company, was on the dock. This is not to say that the engineer was attracted unfairly. He was charged with using the labor of slaves who were forcibly removed from the occupied countries to Germany at their enterprises.

However, in prison, Wilhelm Messerschmitt spent only two years. Like many other prominent German businessmen and politicians who were not directly involved in the most outspoken atrocities of the Hitler regime, Messerschmitt was released. He went to Spain, where he continued to rule Francisco Franco, one of two European dictators who did not lose power in the wake of the Second World War. Then Messerschmitt returned to the management of his company, which by this time was in a depressing position. As a result of the Second World War, it was not supposed to have its own armed forces and the military industry of Germany. Engineer Messerschmitt, who devoted his entire life to aircraft manufacturing, retrained his company to the production of sewing machines and cars - "small car". Over the course of three years, from 1958 to 1961, the Messerschmitt TG-950 500 was produced.

It is possible that during this period of his life, Wilhelm Messerschmitt could be sure that he would never again be able to engage in aircraft building for German needs. But after a few years, the world and European political situation radically changed. There was a Cold War and the United States needed "junior partners" to confront the Soviet Union and the communist influence in Europe.

After the proclamation of the Federal Republic of Germany, the formation of its armed forces, the Bundeswehr, soon began. Not only American military advisers, but also former Hitler generals and officers took the most direct part in the creation of the Bundeswehr. Not left aside and the military industrialists. Messerschmitt AG is back. She received production licenses for the Lockheed F-104 Starfighter for the Bundeswehr Air Force. Then, Wilhelm Messerschmitt, who had not yet thought of retirement, developed a lightweight supersonic Helwan HA-300 interceptor for the needs of Egyptian military aviation for Egypt. It was the last design development, the authorship of which belonged personally to Willy Messerschmitt.

Messerschmitt AG merged with Bölkow in 1968, with Hamburger Flugzeugbau in 1969, and then received the name Messerschmitt-Bölkow-Blohm (MBB). Wilhelm Messerschmitt retained the post of chairman of the company until 1970. At the age of 72, he nevertheless decided to resign. 15 September 1978, eight years after retirement, 80-year-old Wilhelm Messerschmitt died quietly in a hospital in Munich.
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  1. +6
    26 June 2018 15: 13
    The strength of the messer was not only a glider, but also an engine. Not a word about the jet messer, why?
    in the distant school Soviet childhood he was in a pioneer camp in the Moscow region from the Ministry of Defense. we had a smart little boy who knew everything. At a meeting with some artists, he asked a question, is it true that the drawings of Messerishmit before the war were in the USSR and were used in the design. And he persistently argued to us that Stalin knew about the exact date the war began. I was then 10-11 years old. It must be half a century ago.
    1. +6
      26 June 2018 16: 15
      "the truth is that the drawings of Messerishmit before the war were in the USSR" ///

      It's true. The drawings were handed over quite officially, "as a sign of long friendship and trust" after the conclusion of the Covenant. Hitler then seriously wanted to join the USSR to his plans for the conquest of England and made generous gifts.
      1. +3
        27 June 2018 12: 20
        Quote: voyaka uh
        Hitler then seriously wanted to join the USSR to his plans for the conquest of England and made generous gifts.

        This your statement is groundless. Hitler hoped to take Moscow in August 1941. Even the production of winter clothing for the Wehrmacht soldiers was not provided. It was believed that the USSR was a "colossus with feet of clay." The Germans understood that before the start of the war, Russians would not be able to master advanced German technology. Stalin also reasoned, concluding the Molotov-Ribbentrop Pact, placing an order for a battleship in Germany: that battleship loaded production capacities, but was never built.
        Both sides knew that among the winners would be the one supported by the Roosevelt administration. The solution to this question was entirely determined by those whom the Roosevelt administration recognized as the "aggressor." In this competition, Stalin defeated Hitler.
        1. +3
          27 June 2018 12: 38
          "This is your statement without foundation." ///

          The documentary basis is the records of negotiations
          Molotov and Ribbentrop in Berlin in November 1940.
          There it was voiced. The negotiations ended in collapse and
          quarrel with Hitler (through the fault of Molotov).
          From that moment on, Barbaross’s plan was passed on.
          for operational development in the German General Staff.
          1. +2
            28 June 2018 00: 13
            why did you suddenly blame Molotov?
            It was enough for the USSR to remain as it is - not to fight and trade.
            Germany put forward active demands, and if they were not accepted, it was not the fault of Molotov or the USSR. Guilt in the inadequacy of requirements. Do not engage in fraud.
            1. -3
              16 August 2018 12: 23
              It was enough for the USSR to remain as it is - not to fight and trade.


              German technology has indeed been transferred. This is the cruiser Luttsov, which rusted until the mid-50s near Vasilyevsky Island, and the leader of Tashkent from the Duce and technical solutions in the aircraft industry, thanks to which the Soviet design bureaus managed to present in serial production three new fighters: Mig-3, LAGG-3 and Yak-1. Stalin himself claimed to participate in the division of the world and did not agree to be on the sidelines. This was the reason for the tear with the Fuhrer.
      2. +1
        28 June 2018 00: 09
        before the war, at an exhibition in Berlin, the Soviet delegation purchased a whole range of German technology - including the Yu-88, the physler (they launched a conscientious copy of the stork),
        bought and bf-109E. They studied this car before the war, but did not have the opportunity to study the Bf-109f2 and bf109f4, which significantly exceeded the model E.

        As for the plans to conquer England, Germany did not need the military assistance of the USSR; broad trade relations and the dismissal of Goering before the start of the "battle for Britain" were enough.
        According to experts, Germany needed after the surrender of France from 7 to 12 months to prepare the invasion and England would not have time to do anything.
        And the preparations included clearing the corridor from defending forces, weakening aviation and transport nodes, intensified submarine warfare, training forces to force the strait - barges, boats, transport gliders, regrouping the fleet, building additional berths for supply, minefield cover and blocking fleet bases etc.
        Goering, with his show offs, ditched a lot of time and valuable aviation resources and made the invasion of England a much more complicated event.
        1. +1
          28 June 2018 18: 39
          As for the plans to conquer England, Germany did not need the military assistance of the USSR; broad trade relations and the dismissal of Goering before the start of the "battle for Britain" were enough.


          Goering, with his show offs, ditched a lot of time and valuable aviation resources and made the invasion of England a much more complicated event.


          Not only Goering was to blame for all this. There were too many mistakes and the main reason was the lack of experience among a large number of Luftwaffe leaders due to the ban on work in the field of aviation. Something the Germans secretly developed anyway wherever possible. Another good reason was the lack of funds allocated for the development of the Luftwaffe in the second half of the 1930's. Hitler and his inner circle considered it necessary to pay most attention to the construction of a large number of large surface ships to confront the British Empire. The Wehrmacht ground forces at this time also did not receive the funds necessary for the full development. The Germans fully realized all the mistakes regarding the development of the Luftwaffe by the end of the 1941 year or the beginning of the 1942 year when it was no longer possible to correct earlier mistakes.
        2. 0
          1 July 2018 22: 39
          Quote: yehat
          bought and bf-109E. They studied this car before the war, but did not have the opportunity to study the Bf-109f2 and bf109f4, which significantly exceeded the model E.

          Learned, yes. And they decided that, in general, the USSR also has good fighters, and the German Air Force does not represent anything. But our Air Force had three main problems: the lack of proper training, an acute shortage of high-quality engines, and gliders, and most importantly - a lack of understanding of Hitler’s aviation tactics ... Therefore, having a numerical superiority of 4: 1, they lost the sky to 1941 ....
          1. 0
            5 July 2018 01: 33
            our army was greatly let down by what was called the "Stakhanov movement." Postscripts, frauds, bravura reports, overstatement of real results, “roll” at all costs.
            Frenzied careerism, relying on this idea, has caused tremendous damage to the economy,
            the leadership poorly understood the real state of affairs due to the total inconsistency of the reports with reality, and, by the way, that is why Stalin actively fought this propaganda mistake. In terms of numbers, the Red Army and the Air Force were strong, but the outbreak of hostilities quickly put everything in place. Tens and hundreds of stories - about bad shells for 45-cam, about the unbalanced structure of mechanized corps, about the understaffing of mechanics, about miscalculations with towing artillery and logistics, etc. - all this amounted to the fact that the unsuccessful strategic position on June 22 turned into a monstrous pogrom.
            As for our Air Force, the main problem was not even the engines, but the right amount of high-octane fuel. Most IAPs in the summer of 41 were staffed, where 5-10% of the pilots were experienced pilots, you can say aces. And basically it was enough.
          2. The comment was deleted.
    2. +4
      26 June 2018 17: 51
      Not only blueprints, but also dozens of copies of the latest aircraft and engines. For the first time I learned about this from Shavrov, “USSR Planes 1939-55.” I was shocked!
      1. +1
        27 June 2018 21: 16
        Quote: andrewkor
        Not only blueprints, but also dozens of copies of the latest aircraft and engines. For the first time I learned about this from Shavrov, “USSR Planes 1939-55.” I was shocked!


        All the same, he could not take advantage of most of this USSR in the shortest possible time. Especially as it relates to German aircraft engines.
      2. +1
        27 June 2018 21: 32
        It was I.I. Shelest. From wing to wing.
      3. 0
        5 July 2018 01: 43
        not the latest - it's a fallacy
        Ju-88 was sold with an old wing and without the latest modifications
        The bf-109E was not the newest either.
        We could not buy the main thing - the technical level of product performance, although we tried hard - hundreds of machine tools came from Germany to the USSR, 2 military factories were built by the Germans.
    3. +2
      26 June 2018 18: 48
      Quote: Balu
      The strength of the messer was not only a glider, but also an engine. Not a word about the jet messer, why?


      If instead of the DB-605 engine from about the beginning of 1941 of the year, a more powerful and promising DB-109 were installed on the Me-608, then the Me-109 would be even better. However, a serious drawback in the form of a narrow track gauge in this case would create even more problems during takeoffs and landings.
      1. +4
        26 June 2018 22: 02
        Talk about the narrow gauge of the chassis is not a disadvantage that can be invoked. The aircraft had a high landing speed and was quite confidently controlled during landing.

        Messerschmitt had a glider, which adapted the development of engines with virtually no change. We can talk about the versatility of the platform.
        1. The comment was deleted.
        2. +3
          27 June 2018 07: 59
          Quote: gladcu2
          Talk about the narrow gauge of the chassis is not a disadvantage that can be invoked.

          The problem was not only in the narrow track of the chassis, but also in the structure of the rack, which under load from the side (for example, drift when landing with a crosswind) was easily broken.
          1. +3
            28 June 2018 14: 09
            Add the problematic Messer wing to the problematic chassis. One-spar, with recesses-niches under the chassis, plus a radiator, and even hung bombs, then all sorts of "wunder-sets" on the underwing nodes. The wing on turns and turns began to “play”, in other words, the wing began to curl, because of which the “Messer” behaved very unimportantly on turns, in a maneuverable battle
            1. +1
              29 June 2018 07: 35
              Yes, I read this article, V. Bakursky, "The main opponent."
        3. 0
          27 June 2018 16: 51
          Quote: gladcu2
          Talk about the narrow gauge of the chassis is not a disadvantage that can be invoked. The aircraft had a high landing speed and was quite confidently controlled during landing.

          Messerschmitt had a glider, which adapted the development of engines with virtually no change. We can talk about the versatility of the platform.


          Here is the opinion of the pilots who fought on Me-109:

          http://www.airpages.ru/lw/3m_4.shtml
        4. +2
          28 June 2018 00: 18
          high landing speed is a serious drawback.
          I piloted a Messer in the IL-2 simulator - landing on it is not the most pleasant experience.
          the problem was aggravated at unpaved airfields - a combination of high speed, a relatively small margin of safety of the landing gear and a narrow gauge made accidents a commonplace.
          I don’t remember exactly the statistics - but about half of the dead bf-109 pilots died not in battle, but on landing.
          landing was complicated by several other facts - a relatively small fuel supply and planning problems if the engine failed, due to the high specific load on the wing. Because of this, pilots were in a hurry and more often mistaken.
          This was amplified by fatigue - pilots often made 2-3 or more sorties per day
          And landing required high accuracy and accuracy. Try to land the plane carefully after a couple of hours in the air and battle with overloads of up to 5-7g.
    4. -1
      26 August 2018 16: 45
      Quote: Balu
      USSR and were used in the design.

      True -me-110 was converted into the famous Pe-2., although it was originally designed as a fighter ..
  2. +8
    26 June 2018 15: 22
    "The air battles in the sky over Spain showed what the fighters created by Willy Messerschmitt are really capable of." Neither of which they showed ... the engine was weak ... the plane opened after replacing the engine ... but there is an expression with a good engine and the fence will fly ...
    1. +9
      26 June 2018 15: 53
      Well, why are you so. The plane was very strong, but it became even better with a good engine. If you hadn’t fought bad, it would have been up to 45 years old. The talented designer Herr Willy was.
      1. +5
        26 June 2018 17: 19
        A historical fact ... our I-16s beat Messers of early modifications in Spain quite successfully ...
        1. +5
          26 June 2018 17: 33
          Quote: Vard
          A historical fact ... our I-16s beat Messers of early modifications in Spain quite successfully ...

          Everything was beaten correctly, but the process was mutual. Everything was decided by the skill of the pilots.
          1. +3
            26 June 2018 17: 36
            I don’t mind about the skill ... but then I-16 won in the vertical against Messer ... but in the forty-first there is already no ...
            1. +4
              26 June 2018 18: 21
              Quote: Vard
              I don’t mind about the skill ... but then I-16 won in the vertical against Messer ... but in the forty-first there is already no ...

              So that's why I write that the plane was good, * Messer * were possible
              modifications, and I-16 at 41 already recaptured its own in all respects. A * 109 * began its history with 2 machine guns, and ended, I was afraid to make a mistake with 1 gun and 2 machine guns. Well, the speed is not bad for its time.
              1. 0
                27 June 2018 13: 15
                Do not forget that Polikarpov designed the I-180 as a deep modification of the I-16 for the new M-88 engine.
                1. +1
                  28 June 2018 01: 10
                  I-180, etc. and a number of other replacements of I-16 polycarps designed in a completely different way,
                  because they were airplanes with stable aerodynamics and behaved quite differently in the air ..
            2. +6
              26 June 2018 18: 55
              Quote: Vard
              I don’t mind about the skill ... but then I-16 won in the vertical against Messer ... but in the forty-first there is already no ...


              Already in the 1939 year, the Me-109 E-1 that arrived in Spain significantly exceeded the I-16. In the 1941 year, the advantage of the Me-109 F series aircraft became even greater.
        2. +5
          26 June 2018 18: 01
          On the "Spanish" Bf-109 stood Jumo-210 engines in 700 hp, which gave the speed of 470 km / h. , which is quite comparable with the I-16 of those years!
          1. +6
            26 June 2018 18: 57
            Quote: andrewkor
            On the "Spanish" Bf-109 stood Jumo-210 engines in 700 hp, which gave the speed of 470 km / h. , which is quite comparable with the I-16 of those years!


            In the first half of the 1939, Me-109 E-1 with a DB-601 engine were sent to Spain. They exceeded the I-16 in all respects except horizontal maneuverability.
            1. +4
              26 June 2018 22: 06
              Messerschmitt kept speed well and, without engaging in maneuverable combat, took precedence over the enemy. Dominated.

              Of course, if the pilot lost speed, then the I-16 did not leave a chance.
              1. 0
                27 June 2018 16: 55
                Quote: gladcu2
                Messerschmitt kept speed well and, without engaging in maneuverable combat, took precedence over the enemy. Dominated.

                Of course, if the pilot lost speed, then the I-16 did not leave a chance.


                This was worked out by the Germans back in Spain. And American fighters use the high speed of their fighters in diving and their high strength also quite successfully fought with the Japanese on conditions favorable to them.
    2. 0
      28 June 2018 00: 26
      in Spain, Bf-109b showed that, unlike the I-16, they have large reserves for improving performance, and if in Spain they only slightly exceeded due to speed, it was clear that with an increase in engine power they would seriously break away from the "donkey".
      1. 0
        2 July 2018 21: 15
        Quote: yehat
        in Spain, Bf-109b showed that, unlike the I-16, they have large reserves for improving performance, and if in Spain they only slightly exceeded due to speed, it was clear that with an increase in engine power they would seriously break away from the "donkey".


        German industry also did not stand aside. Produced in Germany by the end of the 1930's, piston aircraft engines were more powerful than Soviet aircraft engines, and this also allowed the Germans to get not a small advantage in terms of performance characteristics of their combat aircraft.
    3. 0
      1 July 2018 22: 41
      Quote: Vard
      "The air battles in the sky over Spain showed what the fighters created by Willy Messerschmitt are really capable of." Neither of which they showed ... the engine was weak ... the plane opened after replacing the engine ... but there is an expression with a good engine and the fence will fly ...

      They didn’t show anything? but they just swept away the republican aviation from the Spanish sky, all business! Pilots always want an even more powerful engine, gunsmiths want to put more guns, etc. The whole question is a successful compromise!
  3. +2
    26 June 2018 16: 24
    Starfighter, it certainly was a fence if it was abandoned in NAT
  4. +3
    26 June 2018 16: 27
    In general, the article is interesting, but when you insert a policy, the level of the article drops to a minimum.
  5. +3
    26 June 2018 18: 08
    There is a good album book "Messerschmitt Fighter Bf-109 German" King of the Air ". Medvedev A., Khazanov D. I highly recommend it! And the article is nothing new, but it’ll come down to open a discussion!
    1. +1
      28 June 2018 00: 33
      A review of the Messerschmidt is not enough for discussion, Henschel, Dornier and Focke -ulf have several times offered quite competitive prototype fighters and not only them. So the Fw-190a appeared.
      And others could appear. Personally, what struck me most was not Me-262, but Do-335.
      The Italians made an excellent alternative to the Bf-109 - Macci VIIC - it had better flight characteristics with the same engine.
      1. 0
        1 July 2018 22: 43
        Quote: yehat
        And others could appear. Personally, what struck me most was not Me-262, but Do-335.

        The fact is that the Me-262 was a fairly large-scale machine and did its best to participate in battles, unlike other Uberletuns ... 1400 pieces produced are something.
  6. +3
    26 June 2018 18: 44
    Wilhelm Emil Messerschmitt, or simply Willy Messerschmitt, was born 26 on June 1898 in the small town of Bamberg in Upper Franconia, which is part of Bavaria.


    Beautiful city this Bamberg. It seems not big, but there is something to watch. And in the district this is also not bad.
    1. +2
      26 June 2018 18: 52
      In Germany, about the beauty of the ancient cities, it’s not bad, he served urgently in Thuringia. smile
      1. +3
        26 June 2018 19: 13
        Quote: Phil77
        In Germany, about the beauty of the ancient cities, it’s not bad, he served urgently in Thuringia. smile


        Bavaria in this regard is beyond competition.
        1. +1
          26 June 2018 21: 46
          Quote: NF68
          Quote: Phil77
          In Germany, about the beauty of the ancient cities, it’s not bad, he served urgently in Thuringia. smile


          Bavaria in this regard is beyond competition.

          He lived in Würzburg, the truth is, the truth! Although I personally like Frankfurt am Main :)
        2. +2
          26 June 2018 22: 43
          "Green heart of Germany" = Thuringia. smile
    2. +2
      26 June 2018 19: 12
      Yes, I agree.
      And the guide told us about the war, saying that there was nothing to bomb there, so they did not bomb him. And there is the so-called. "smoky" beer (actually smoked), which has been produced since the Middle Ages ...
      1. 0
        27 June 2018 13: 18
        Well, malt is actually smoked before wort cooking.
        1. 0
          27 June 2018 17: 47
          This is smoked somehow especially, because the taste is not like other German "beers", but in color - like Coca-Cola
      2. 0
        27 June 2018 18: 02
        Quote: DimanC
        Yes, I agree.
        And the guide told us about the war, saying that there was nothing to bomb there, so they did not bomb him. And there is the so-called. "smoky" beer (actually smoked), which has been produced since the Middle Ages ...

        Smoky beer? I have not met, unfortunately. A lover of all smoked drinks
        1. +1
          28 June 2018 07: 48
          You can meet with us, but the price is 400 rubles. per bottle 0,33 stops.
  7. +1
    26 June 2018 19: 28
    First of all, he created a reputation for pilots. By the end of the war, when the masters became few. All his advantage was reduced to zero. Moreover, maneuverable air combat was never his strongest link.
    1. 0
      26 June 2018 22: 07
      “Moreover, air maneuver combat was never his strong link.”
      You can read Evstigneev's memoirs about the fight in Hungary. Eight La-5 against the six “Messers."
      "Never say never..."
      wink
    2. 0
      28 June 2018 00: 40
      Bf-109f2 and F4 were quite well maneuverable, no worse than most Soviet fighters.
      But there is one thing - it was necessary to use wing mechanization and this exhausted the pilot very much, because of which a long maneuverable battle was undesirable.
      Maneuverability problems began to increase with the G6, this is the beginning of 43 years.
  8. +3
    26 June 2018 19: 48
    I love such stories about people who "made themselves." Of his creations, for myself I consider the best Bf 108 Taifun. smile

    Who wants to can read about Bf 108 Taifun by clicking on the link:
    http://www.airwar.ru/enc/other2/bf108.html
    1. 0
      28 June 2018 01: 06
      if you honestly choose which fighter you would like to fly in WW2 from 41 to 43,
      I would choose the Bf-109f2 or G2 with a transparent armored back.
      Many had decent cars - French devatin, Zero, Yak-1, La-5, first mustangs, Spitfire5, FW-190a, P40, G50, P47, P-39, but Christmas trees sticks, messer is stupidly better.
      1. +1
        28 June 2018 15: 46
        Dear yehat, you mentioned above about flights to IL-2 on the Messer. If you make a conclusion in favor of “Friedrich” or “Gustav” with a transparent armored backbase on the basis of your “virpilism”, then by God it’s in vain ... “Il-2 Sturmovik” is a good thing, cool, truly unparalleled in world BUT! This is a flight simulator that gives a relatively general idea. And in many ways it is still far from the realities of the Great War.
        I quote: "... but the trees are sticks, Messer is stupidly better." Whom, what and in what is it better?
        Based on my experience, I would take myself in 41-43 years. Yak-1B, as in Lugansk, or Yak-9 model 42 years, early. And believe me, in a fight I would have given both “Friedrich” and “Gustav,” and nevermind what kind of armor-plate you have there, “transparent” or not. Something like that, yehat.
        1. 0
          28 June 2018 16: 57
          Well, let's clarify the question))))
          why would I choose a messer - the windshield was not flooded with oil, it had oxygen equipment, an automatic propeller pitch, automatic controls and fuel supply, I want to pay attention to the dashboard - I was very tired on Russian airplanes during the virpil, because I can’t see it very clearly from -for coloring and other features.
          Well, and a number of similar trifles. All this merged into the fact that the pilot needed much less attention to spend on tracking the machine and more remained, actually, on owning the situation. This feature gave good chances for beginners to do something useful in the first sorties. This is the first and rather important point.
          The second point is universality. This aircraft could operate in a wide range of heights,
          it often had an advantage in horizontal speed and in dive speed, which provided good prerequisites for seizing the initiative. Many opponents had all sorts of minuses that could be used in battle.
          The transparent armor plate at least partially solved the rear view problem - the weak point of the bf-109. Also, in '42 they began to actively supply the so-called sets of equipment -
          injection with temporary afterburner, hanging guns, all kinds of radars and other stray, which allowed more flexible operation of the machine. Finally, there was some kind of pilot protection on the messer. Well, let me remind you about the ease of maintenance of the machine - access to the units was excellent.
          And all this was, and look at other cars - yes, their performance characteristics somewhere even re-messed Messer, but they had both minuses and minuses not weak.
          And here about fairy tales about "did" is not necessary. I did not choose Messer because the Germans were cool, but because I chose it by comparing the alternatives. Models F2, f4, g2 at one time provided a very high survival of the pilot in battle.
          So you mentioned the Yak-1B. let's clarify - this is an aircraft with a disgusting connection, as a rule, poorly painted and having a horizontal speed 50-80 km lower than the Messerschmidt, while the engine is weaker, there is no security, some of the weaknesses in the design remain (but this is not the fault of the designer - there is no sense of duralumin) .
          Duration of service, in principle, does not give a chance to make more than 2-3 flights per day.
          Move on. Radiators are not well made and in battle for more than 3-5 minutes so that there is no overheating, you need to let them out, which reduces the speed by another 30-40 km / h.
          in different reviews they write that the Yak-1B accelerated to 594 km / h. And in reality, combat vehicles did not fly faster than 480-490 (in a straight line).
          I haven’t listed all the problems yet, you can continue.
          I hope that now you understand that I have a solid opinion about Messer.
          and this is no accident. The fact is that the best industry in the center of Europe brought this aircraft from the Spanish War and made it really good, and most of its opponents were extremely raw machines.
          1. +1
            28 June 2018 17: 42
            Let's clarify the question.
            Drop that dogma about Yak's oily glass. It was in the early series, but it was safely fixed. On the Yak-1B nothing splashed and flooded already. The technicians already learned how to regulate the engine correctly. Low altitude oxygen equipment is not required. Automation, yes, I agree, the “herat-instrument” is a necessary thing, but without it it is absolutely not critical. A trained pilot will do without him. Yak has an absolutely comfortable cabin, a laconic ergonomic instrument panel, an altimeter is very conveniently located and a speedometer look always falls on them. An overview is magnificent, a teardrop-shaped lamp is what the Messer never received. About the protection of the Yak, do not distort; front and rear bulletproof glass are available. But what can the Messer pilot riding on a gas tank say about defense? What security is there? All the Pribluda you are talking about here are a heavier messer, a decrease in its LTH. Yaki, on the contrary, starting with wood, gradually switched to aluminum in construction, which led to an improvement in their performance characteristics. A disgusting connection, say, was on the Yak-1B. I do not agree. Read the opinions of the pilots. Yes, at the beginning of the war there was no communication at all, but at first the 43rd connection on Soviet fighters was quite decent. And the receivers were also transmitters. Well, about speed, I also answer - the maximum speed, as such, is not needed in battle, no matter how paradoxical it sounds. Much more important is the dynamic speed of the fighter, i.e. then how quickly he can slow down, perform a maneuver and pick it up again. This speed is the main indicator in maneuverable aerial combat. And such just happened on the Eastern Front. The yaks here were unsurpassed. Yak, he literally "went for gas." If you do not believe me, read it. At least the same Drabkin, "I am a fighter." Well, and about the "wide range of heights." He was not needed in the East. From the ground to 3-4 km, a corridor for Ilov and Peshek. And at these heights, Yak was not inferior to Messer in anything except the vertical, and even then not all Yaks. The later Nines, the Yak-9U with the M-107, and of course the Yak-3 exceeded the Messers in a vertical maneuver. As for access to the units, so our mechanics did not complain about Yaki. On the contrary, maintainability was amazing. It was possible to "decompose" and repair, even without PARM. But if the Opel-Blitz does not bring the corresponding spare parts, the pilot and the mechanic smoke on the ground.
            So I have an equally solid opinion about domestic fighters. The raw materials of the structures which had already been overcome by the end of the 42nd - the beginning of the 43rd. Machines began to improve, while the messer from the Gustav6 model, on the contrary, began to lose its characteristics, due to weighting, attempts to make it a universal wunder "and because Europe was already shaken by bombing. Either one or another supplier failed. And the “Erzats-substitutions” have already begun to negatively affect the design itself.
            1. 0
              28 June 2018 20: 27
              first 43rd connection

              I consider the period 41, 42 and only the very beginning of 43 years
              after this period, Bf-109 practically didn’t get better,
              and opponents constantly improved designs.
              and don’t have to talk on la5fn, yak9, etc. This is all 43 and 44 years old.
              Yes, and about the protection of the Yak-1B. He had no armored back at all, only an armored headrest
              and bulletproof glass, which usually could not withstand the impact of the machine gun line.
              and the frontal bulletproof glass was thinner than that of the Messer and in fact gave only a chance against the rifle caliber.
              1. +2
                28 June 2018 21: 16
                They thought for a long time and gave out something awkward.
                About the armored Yak-1B I did not say a word.
                And about our aviation armor, including the "transparent" one, let it be known that it was 1.5-2 times superior to the German of the same geometric thickness IN STRENGTH! It is a fact. Do not believe me - read yehat! Oleg Rastrenin wrote about this 2 years ago in his works. They are called "Luftwaffe Stormtroopers. Myths and Reality." And more: "Flying Tank Departure."
                So there is no need here to tell me about the supposedly fragility of our air defense.
                But the Messer’s wing, had a tendency to aerodynamic twisting, in addition, the “ingenious Willy” did not place the landing gear hydraulic cylinders in the power circuit, they did not lean on the side members, simply put, therefore, with a hard landing, the Messer not only broke the racks, but also with "ripped off" the entire chassis system, crippling the wing without the possibility of further repair. The “elegant” tail part of the Messer was so ingeniously technologically “thought out” and designed that it could no longer be repaired in the field if damaged.
                And on the protection of the Messer-gas tank, it was protected from behind by a wall, composed of 27 sheets of ordinary duralumin, 0.8 mm thick, and easily penetrated by bullets from a distance of 400 m. Why was it impossible to put an armored wall for protection? It would be even preferable in weight - an armor plate of the same size weighed less than a multilayer duralumin wall. Why?
                I will answer you, because in the tail of the messer there were no powerful longitudinal force elements provided. And partly because of this, it could not be weakened, reducing the height of the gargrot. Therefore, a teardrop-shaped lantern could never be installed on Vf-109!
                So all the supposedly ingenious thoughtfulness of the design of Messer is in many ways a myth, inflated by Goebbels propaganda.
                Once again, I am sending you, yehat, to the original sources.
                Victor Bakursky "The main opponent." A series of articles in the journal "Aviation and Cosmonautics". Read. I highly recommend you.
                1. 0
                  28 June 2018 21: 41
                  the thoughtfulness of the design of Messer is largely a myth,

                  you don’t seem to read at all what I’m saying on my own wave
                  what reasoning are you talking about?
                  I talked about that, before the war, Messer had a good margin of time for fine-tuning and the Germans used it. And for most of his opponents, childhood illnesses for a long time greatly reduced combat effectiveness. This applies to the yak, and shops, and cobras, and the mustang, and p40, and spitfire, and devuatin, and moment and a number of other machines. I'm not talking about the charter, according to which your favorite Yak-1B simply turned into a passive target.
                  1. +1
                    28 June 2018 23: 04
                    You said that you have a "solid opinion" about Messer. And I brought you facts that you have nothing to say. Your solid opinion, alas, is silent. Essentially you have nothing to say and object. Write some nonsense, the bulletproof glass cracked, the walkie-talkie did not work ... Now, here's something to say about the charter. Sorry, but I don’t understand you, yehat. Apparently, it's time to end the discussion, you and I have a conversation with the deaf and dumb. Let’s better go soccer or something ...
                    1. 0
                      29 June 2018 00: 33
                      I knew most of what you said before. and you often say some kind of nonsense that is not related to comparative analysis
                      what do I care about the absence of a teardrop-shaped lantern, when I myself noted this flaw, why are you driving a blizzard about the weight of armored plates or Goebbels propaganda? about aerodynamic twisting is simply enchanting - this was the problem of absolutely all high-speed fighters of those years, even completely metal, and even more so.
                      So much bullshit
                      but for some reason do not talk about other important problems - for example, problems with the bf-109 wing flaps when diving in speed, serious restrictions on the use of steering planes, about the fact that the trimmer on overloads of boom-zoom tactics broke down and the plane began to weird during landing and other features specifically bf-109, and not all low wing monoplanes. You did not say about the radio compass, which greatly facilitated navigation for Luftwaffe pilots, because there were few good navigators among fighter pilots.
                      In the end, I’ll say - I have long gone from the children's perception of combat aircraft, when they compare the weight of a volley, the number of machine guns or the number of shells. The aircraft should be considered as an integral complex, which has not only combat performance characteristics, but also operational ones, the possibilities of tactical variations, and much more. And you stayed in some childhood.
                      Finally, read other books where designers do not boast about how much they did well, and real pilots describe the problems that we encountered on our airplanes.
                      1. +2
                        29 June 2018 10: 34
                        In the end, I’ll tell you, your “thorough opinion” about Messer and generally about the fighters of the Second World War - nothing costs. You only know general concepts, the tops, the so-called, but the depth of knowledge, you have no sorry. So many publications on this topic have passed by you. You have remained far in the past, judging by your reasoning. And you are not even trying to improve your level. Well, here it is your business. I gave you a recommended list of literature. When you understand that you are behind in terms of development, as a specialist in aircraft technology of the Second World War - take them and read. I assure you will discover a lot of new and interesting things. And at the same time remember the postulates of sopromat, thermal bath and everything that relates to the structural strength of aircraft. This is for you regarding the twist of the wings. Everything was exposed, but the consequences were different. Messer was very bad at bends because of this, but Yak or Lavochkin, on the contrary. The thing here is the two-winger wing design with a closed power circuit. Such a design is much less susceptible to twisting. It better holds overloads on bends and counteracts wing torsion. But Messer did not even dream of such a design ...
                        You now advise me - "read other books where designers are not praised ..." but there’s no specifics! What are these books? Who are the authors of them? And you probably don’t remember when and what books you read. And trying to give advice ... Which of the two of us in children's perception after this? This is definitely not me.
            2. -1
              1 July 2018 22: 48
              Quote: fighter angel
              The dampness of constructions of which by the end of the 42-th - the beginning of the 43-th was already overcome.

              Comrade Pokryshkin disagrees with you! In battles from the 1941 of the year, but only as in the 1943 received the imported Yankov “Aerobor”, so he went to bring down the Germans in dozens.

              Well, about the type reserve, it’s not necessary - well, well. Any advantage in height and vertical is a significant plus in battle.
              1. +2
                2 July 2018 11: 19
                Comrade Pokryshkin threw his first "top ten" Fritz on the MiG-3. Exactly in 1941. And there was a very good opinion about this car. Despite some of the shortcomings. And the battle on the verticals began to work out exactly on the MiG-3, he completely allowed it. In order not to be unfounded, all this is perfectly described by him in the book "Know yourself in battle."
  9. +1
    26 June 2018 21: 33
    Bf-109 - a "good" car. It burns well. And in the form of duralumin scrap plentifully sprinkled the European part of the USSR. As well as Europe itself.
    1. +3
      26 June 2018 22: 03
      Quote: pro100y.belarus
      Bf-109 - a "good" car. It burns well. And in the form of duralumin scrap plentifully sprinkled the European part of the USSR. As well as Europe itself.

      Well, actually you need to be more objective, because there were not only * Messers * and so on * Fokkers *, but there were a lot of our guys!
      1. +2
        26 June 2018 23: 58
        Yes, we landed * Messer * at a high price. recourse I recalled an excerpt from one brilliant film ...
  10. -1
    26 June 2018 21: 42
    Quote: Vard
    "The air battles in the sky over Spain showed what the fighters created by Willy Messerschmitt are really capable of." Neither of which they showed ... the engine was weak ... the plane opened after replacing the engine ... but there is an expression with a good engine and the fence will fly ...

    Why? They fought Bf.109E with the DB-601 engine. "Ishaki" could do little.
    Conclusions were followed by untimely and unconvincing.
    With the exception of I-180 (not to mention -185).
    1. +1
      27 June 2018 07: 54
      Quote: Carpenter 2329
      Why? They fought Bf.109E with the DB-601 engine. "Ishaki" could do little.

      Bf.109E appeared in Spain in 1938 when active hostilities had already ended.
      1. +1
        28 June 2018 00: 44
        Bf-109B also drove donkeys, but not because they were much better, but because they were much simpler and more convenient. Ishak flew well only in the hands of a real ace, and there were very few.
      2. +1
        1 July 2018 22: 51
        Quote: Snakebyte
        Bf.109E appeared in Spain in 1938 when active hostilities had already ended.

        Mr. Comrade, you are probably not talking about the Spanish War 1936 = 39. In 1938 the year ended?!? But it’s nothing so that the PIK BOYEV is just the 1938 year when the Republicans threw everything they could into the battle, having outnumbered the Francoists by far, but they defeated them precisely because of tactics - what's in the sky, what on earth?
        1. 0
          2 July 2018 13: 37
          If you are “in the know”, then you should know that it is realistic until the end of March 1939, when the war ended, in Spain only half of the 15 “Emilys” who had practically not participated in the battles arrived.
    2. 0
      27 June 2018 08: 20
      Initially, in Spain there were Bf109B with Jumo 210B engine 640 hp Emily appeared later and before them Caesars and Dora were still noted
  11. +1
    26 June 2018 21: 45
    Quote: Phil77
    In Germany, about the beauty of the ancient cities, it’s not bad, he served urgently in Thuringia. smile

    Rudolstsdt forever!
    1. 0
      26 June 2018 22: 00
      Quote: Carpenter 2329
      Quote: Phil77
      In Germany, about the beauty of the ancient cities, it’s not bad, he served urgently in Thuringia. smile

      Rudolstsdt forever!

      Training-Torgau, where ours are at 45m hi met with the Americans!
    2. +1
      27 June 2018 18: 06
      Quote: Carpenter 2329
      Quote: Phil77
      In Germany, about the beauty of the ancient cities, it’s not bad, he served urgently in Thuringia. smile

      Rudolstsdt forever!

      If Thuringia, then only Ordruf and Meiningen! drinks
      1. +1
        27 June 2018 20: 38
        Quote: Doliva63
        Quote: Carpenter 2329
        Quote: Phil77
        In Germany, about the beauty of the ancient cities, it’s not bad, he served urgently in Thuringia. smile

        Rudolstsdt forever!

        If Thuringia, then only Ordruf and Meiningen! drinks

        Arnstadt, a small but very beautiful town!
        1. 0
          28 June 2018 18: 18
          Quote: Phil77
          Quote: Doliva63
          Quote: Carpenter 2329
          Quote: Phil77
          In Germany, about the beauty of the ancient cities, it’s not bad, he served urgently in Thuringia. smile

          Rudolstsdt forever!

          If Thuringia, then only Ordruf and Meiningen! drinks

          Arnstadt, a small but very beautiful town!

          Even at school he corresponded with a German from Arnstadt. In 89, she already worked as a teacher at school - the best memories! Therefore, I also liked the town laughing laughing drinks
  12. -1
    26 June 2018 22: 01
    Quote: pro100y.belarus
    Bf-109 - a "good" car. It burns well. And in the form of duralumin scrap plentifully sprinkled the European part of the USSR. As well as Europe itself.

    As EMNIP was written in "Wings of the Motherland" approx. in 1993m: "At the beginning of the war - excelled ... but at the end of the war, at least - did not concede ..."
  13. +5
    26 June 2018 22: 11
    Messerschmitt is a talented designer. I agree.
    But I prefer Lavochkin’s talent, who created such a machine as La-5FN. From the series - "blinded from what was."
    Putting the ASh-82 motor into the wooden glider, which was not originally intended for him, and creating a car that was not inferior to the "Messer" is worth a lot.
    I’m even afraid to imagine how the Bf-109 would fly with a wooden glider, and the La-5 would fly and launch the Messers to the ground.
    1. +2
      28 June 2018 00: 51
      Lavochkin's talent

      actually, Lavochkin riveted a star only when the question really arose of closing his design bureau
      and riveted a ready-made solution with SU-2, which Polikarpov had advised him for a long time, for example. So La-5 appeared. And then, after a year and a half, when they fixed the tyap and turned it into La-7, a normal fighter appeared.
      This is not Lavochkin’s talent, but that field trials had good feedback and the design bureau quickly corrected design mistakes. In this he was much stronger than Yakovlev.
      1. +4
        28 June 2018 16: 22
        And what you Semen Alekseevich not talent ???
        Lavochkin did not rivet the finished solution with Su-2, no need to mislead people here!
        Do you know Anatoly Ivanovich Waledinsky? Soviet engine designer?
        They tried to put the ASH-82 engine not only on the LaGG, but also on the MiG-3 and the Yak-7.
        But for some reason only Lavochkin flew with him. Do not know why?
        But it’s very simple- Yakovlev and Mikoyan and Gurevich put the engine themselves on their cars, and Lavochkin decided to involve the engine engineers of the Shvetsov Design Bureau under the direction of A.I. Valedinsky to install the engine. It was he who installed the ASH-82, determined the degree of cooling of each of the cylinders, and developed deflectors and a new air intake for the tunnel for supplying air to the carburetor.
        Polikarpov advised Lavochkin nothing. Let us respect Nikolai Nikolaevich, and not ascribe to him those merits that he did not commit. He has more than enough of his merits. And to do from Polikarpov the "Holy Seer of Soviet Aviation" is not necessary. He was not him. And remove the "martyr halo" from a person.
        La 5 wasn’t "tyap-lyap"; it quite successfully began to fight already in the autumn of 42 at Stalingrad. Read about the military operations of the 5 GIAP of Major Zaitsev - only in a month flying on La-5, the regiment "overwhelmed" 46 of enemy vehicles, with the 14 Lavochkin’s own losses. This is not a fig, you are not a jerk. About La-5F, forced, and about La-5FN, with direct injection, there’s nothing to even say. The highest class aircraft, the best front-line, low-altitude fighters of the Second World War.
        About feedback and quick fix.
        How much did you fix the defect of the wing covering on the Yaks caused by low-quality paint in the summer of the 43rd? In three weeks.
        And the number of modifications of the Yak-9, Yak-7? Is this not an example of feedback to you? Do you need a reconnaissance fighter? Get-Yak-9R. Need a "killer of bombers and tanks"? Here you have the Yak-9T.
        Need a Messer Hunter? Please-Yak-1B, and Yak-3. There was an opportunity to use aluminum in the design-Yak-9 "without a letter", with aluminum spars. Klimov brought more or less in 1944 M-107 - please, Yak-9U. From the end of the 44th at the front. The technical staff only needs sensible to work with the M-107, according to the instructions, and not as with the "Hookers" ...
        1. 0
          28 June 2018 17: 09
          you would read how la-7 did. It is just bringing quick solutions to the normal engineering level. And Lavochkin himself spoke about this.
          As for joining the star-shaped aggregate, Polikarpov advised the matter, you just do not know. He advised to remake the base with the Su-2, following the example of the American new star-shaped engine hoods, which had already been used for ten years, which would give a noticeable increase in aerodynamics. This has not been decided on la-7.
          1. +2
            28 June 2018 17: 48
            That's just because I read it.
            Therefore, I wrote here.
            There is such a book: Nikolai Yakubovich. "Fighters Lavochkin. Broke the Luftwaffe ridge."
            I highly recommend you!
            Read, and you will not excuse me, to weave here what was not there.
        2. 0
          1 July 2018 23: 02
          Quote: fighter angel
          La 5 wasn’t "tyap-lyap"; it quite successfully began to fight already in the autumn of 42 at Stalingrad. Read about the military operations of the 5 GIAP of Major Zaitsev - only in a month flying on La-5, the regiment "overwhelmed" 46 of enemy vehicles, with the 14 Lavochkin’s own losses. This is not a fig, you are not a jerk. About La-5F, forced, and about La-5FN, with direct injection, there’s nothing to even say. The highest class aircraft, the best front-line, low-altitude fighters of the Second World War.


          Are you talking about La 5 or what? Well, to put it mildly, it’s incorrect, then take the Yak-3 for the title of the best Soviet fighter, and in the 2 place - La-7, but not La-5. "Shop", unfortunately, remained a "shop" in the fall of 42, and in the spring of 41, and even in the fall of 43 ...

          And about the part of Major Zaitsev, removing the question of the attribution of air victories (which, as it turned out, but they don’t like to talk about, was more acute in the Soviet aviation than in the Luftwaffe) - you just need to analyze in more detail and see how many of these 46 shot down were Ju-52 transporters and transport gliders, and how many Messers actually, and everything will fall into place.
          1. +2
            2 July 2018 13: 04
            Kindly provide the facts. About the "bench" and the list of victories 5 GIAP. Then we'll talk, and so - it's an empty air shake.
  14. +2
    27 June 2018 07: 51
    To be precise, the "father" of Bf.109 was not Willy Messerschmitt, but Robert Lusser. He quarreled with the leadership and went to work for Heinkel, so he remained in the shadows.
  15. +4
    27 June 2018 09: 48

    http://www.seriouswheels.com/mno/Messerschmitt-TG
    500-Tiger-White-FA.htm
    Very noticeable "airplane" design.
  16. +1
    27 June 2018 13: 18
    Quote: alatanas

    http://www.seriouswheels.com/mno/Messerschmitt-TG
    500-Tiger-White-FA.htm
    Very noticeable "airplane" design.

    Damn, like a frog ... by golly
  17. +1
    27 June 2018 21: 40
    Something "the dark genius of the Teutonic aviation" in the post-war period did not show itself to be anything outstanding ... Apparently, "genius" ended. Willy was blown away! Whether it’s our business, Soviet aircraft designers in the post-war period !!!
    1. 0
      28 June 2018 08: 31
      The Americans, in principle, did not allow and do not allow the Germans to build aircraft. They do either units or something under a license. All German aviation is in the past. Who would have thought that the Germans could do some kind of Italian de & ^% ^ &% mo under license?
      1. 0
        28 June 2018 16: 54
        Strange, but for some reason the Anglo-Saxons are allowed to make their own planes ... And the French. And a little even to Italians. Why didn’t she so “go wrong”?
  18. 0
    28 June 2018 08: 33
    And I will maliciously correct it with German meticulousness, as the Germans once tormented me: not Messerschmitt, but Dr. Messerschmitt. And nothing else :-)).
  19. +2
    30 June 2018 07: 12
    Quote: fighter angel
    Add the problematic Messer wing to the problematic chassis. One-spar, with recesses-niches under the chassis, plus a radiator, and even hung bombs, then all sorts of "wunder-sets" on the underwing nodes. The wing on turns and turns began to “play”, in other words, the wing began to curl, because of which the “Messer” behaved very unimportantly on turns, in a maneuverable battle

    Messer's main miscalculation is his management. The aircraft had a glider and control wheels designed for a maximum speed of 450-470km / h. When this speed is exceeded, the helm “becomes stiff” and the higher the speed - the worse the plane was controlled. Messer, like a maneuverable fighter ended on the “Frederick”. Gustav with the new engine had no choice but to work on the aisles (boom-zoom).
    For example - captured Germans LA5Fn struck the Germans to the core - I quote the test pilot of the Germans - "the effectiveness of the ailerons is fantastic, the airplane makes a complete revolution (barrel) at a speed of 450 km / h in just 4 !!! sec." the roll speed at this speed was 90g / s. Absolutely unattainable result for the Germans.
    Who in the subject - he will understand that gives such an advantage))
    1. +2
      1 July 2018 11: 05
      Your words, yes, some TOGOLOGOVY would be here in the ears !!! I'm talking about those whose messer is "stupidly better than anyone" ...
  20. 0
    2 July 2018 06: 05
    Quote: voyaka uh

    The documentary basis is the records of negotiations
    Molotov and Ribbentrop in Berlin in November 1940.
    There it was voiced. The negotiations ended in collapse and
    quarrel with Hitler (through the fault of Molotov).
    From that moment on, Barbaross’s plan was passed on.
    for operational development in the German General Staff.


    That is, you yourself have confirmed that the statement of agreement is a lie. These were projects that were not achieved with Hitler. About Molotov’s “guilt” is your gag. And the facts: 1) there was no agreement, 2) your statement is a lie.
  21. +1
    2 July 2018 06: 07
    Weaknesses 109s was a bunch. For example, a weak chassis that developed on poor primers. In the article about this zero
  22. 0
    2 July 2018 06: 10
    Quote: mmaxx
    And I will maliciously correct it with German meticulousness, as the Germans once tormented me: not Messerschmitt, but Dr. Messerschmitt. And nothing else :-)).

    Do you call Soviet designers the same pedantry?
  23. 0
    15 September 2018 23: 30
    Good article, a rarity in modern informational noise.

    In one of the books, Adolf G. was called "Genghis Khan with a motor", the genius of an aircraft designer often lies in creating a machine around an existing motor that is capable of performing the assigned tasks. Mr. Messerschmitt created his most famous creation in such a way that the motors created after the start of serial construction of the first modification of the 109th could successfully fit into the design in subsequent years.

    The article is silent about the fact that Messerschmitt built cargo gliders, which were simply giants in the times of the Second World War. For some reason, it is built almost entirely on Willy's most famous car. The article also does not cover the 110th, which presented many troubles at the northern theater of the VD.
    However, this can be considered nit-picking. To the author plus.

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