Quote:
Originally Posted by Kurfürst
The 109 was simplicity itself, like the T-34. There was nothing fancy about it, but it had the all things you need in war. Easy production, easy maintaince, simple flying. Plus a package of guns and speed to catch up with the target. Really, nothing more is needed imho. A fighter is just a gun platform.
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Oberleutnant Ulrich Steinhilper of III/JG 52 wrote of the difficulties new pilots found operating the Me 109's propeller:
We began our climb almost immediately after take-off and he was constantly using the radio to ask us to slow down so that he could keep up. It was obvious that he wasn't manipulating the pitch control with the skill of the more seasoned pilots to produce the same power as our machines. We tried to tell him what to do on the radio but to no avail. Eventually, about half way across the Channel at 4,000 metres Kühle told him to leave the formation and return to base. 119
Leutnant Erich Bodendiek, II/JG 53 engaged in a 18 September combat which demonstrated that the Me 109's propeller could be troublesome:
I was not flying my usual plane but, as I was the Technischer Offizier, I had to fly a plane with a new automatic propeller just to test it. That was my bad luck, having that bloody plane on that day for the first time because that 'automatic thing' turned that angle of the propeller so that an average speed was always maintained and not a kmh more! That meant trouble when starting and trouble at high altitude as the plane was nearly always unmanoeuvrable and swaggered through the air like a pregnant duck.
It should be noted that this view is supported by the Jugoslav airforce who had both Hurricanes and Me109E fighters. They had problems with the propeller and found the Me109 a difficult plane to get the best out of. In the end pilots due to fly the Me109 first spent time on a Hurricane squadron as it was an easier aircraft to fly before moving to the Me109.
The RAE also found the 109's elevators to be heavy: "Throughout the speed range the elevator is heavier than that of the Hurricane or Spitfire, but up to 250 m.p.h. this is not objected to, since it is very responsive. Above 250 m.p.h. the elevator becomes definitely too heavy for comfort, and between 300 m.p.h. and 400 m.p.h. is so heavy that manoeurvability in the looping plane is seriously restricted; when diving at 400 m.p.h. a pilot, pulling with all his strength, cannot put on enough "g" to black himself out if trimmed in the dive." 106