It is way too easy to enter a spin and the stall behavior is too violent.
The account Nztyphoon only relates the aircraft being spun at only at the most aft CG location.
Willy Radinger and Walter Schick's books on the Bf-109 development and testing go into some detail on the spin testing of the Bf-109.
Spin entry and normal recovery was a requirement in the RLM specification for a new fighter that the Bf-109 was designed under. They actually modified the Bf-109V1 for this purpose.
The testing experimented with different size slats as well as pilot deployable and retractable slats. It was a very expensive test because of the modifications required to meet the specification
CG location not only changes stall speeds in any aircraft, it effects both spin entry and recovery. At the forward limits, the aircraft is most difficult to spin and recovers the easiest. Aft CG limit is the opposite, easy to spin and difficult to recover.
Once more, we have two basic categories of CG limits. It is just like the difference between an Aircraft Flight Manual and Pilots Operating Handbook.
Quote:
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When the Pilots Operating Handbook covers only a particular model or type of the aircraft, the Aircraft Flight Manual is very specific to the aircraft.
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http://www.differencebetween.net/mis...n-afm-and-poh/
On every aircraft type there is a CG limits range published in the Type Certificate that covers the particular model or type. Each specific aircraft has a weight and balance sheet the cover the specific limits of that serial number aircraft. Like the Aircraft Flight Manual, that weight and balance is part of the airworthiness of that serial numbered aircraft.
So while a production type will have a set range, not every aircraft in that type will have the same CG limits.
My first airplane had LE slats and it was a hot topic on the owners forums on who could get their airplanes to spin. I had the airplane for 3 years and during that time I got it to spin only three times. It was work each time with the airplane just doing a normal stall. Each time, it was summer time (high density altitude), aft CG, and hard stomping on the rudder to get a spin out of it.
That is normal behavior for LE slats. They just won't spin depending on the CG location and conditions.
That is why slats are used as an anti-spin device by engineers!
The Bf-109 exhibits the same normal behavior for LE Slats. It is difficult at best to get it to spin under normal operating conditions