Auto-Pitch control.

[fruitbat]

I'm just poking fun, lol.

personally, i'm really looking forward to flying the E1.

it will really cool flying the E1 through july, aug, and then getting an E4.

I do however think that there is a perception with many, that the E1 wasn't in the BoB.....

looking at the loss figures, combined with the figures you posted, its got to be somewhere midway through aug-sept that the E4 became the most common, the loss figures and the figs you posted don't quite tally though....

[Kurfurst]

Ooops..

Yeah I guess the perception is because just about any BoB book goes into great details comparing the advantages and disadvantages of the 'Emil's cannon' and the 'RAFs eight gun battery'. No mention anywhere of all MG Emils. Gee, I am a revisionist again, THE BOOKS say it goddamnit!

Seriously, the thing is just that: if they changed a spring in the MG FF cannon on an E-3, it became an MG FF/M, and that Emil become an E-4 because it had an ff/m.. the rest of the details were all shared accross the model line.

Changes in guns, engine and radio made a 'new' model, not other changes introduced in the midtime in production.. and these didn't have to be radical. The G-4 for example was just a G-2 with VHF radio, and the G-6 was just a G-4 with 13mm MGs... hell the 109G itself was just a 109F-4 with a new engine! In fact the spare part list of the Gustav only lists new parts, and otherwise refers back the to F parts list..

[Kurfurst]

There appears to be a small graphical bug with the E-3 dashboard prop pitch selector.

Currently the switch remains in position when set to higher or lower pithc angle stays up or down; historically it was pushed up until desired blade angle was achieved, and then it snapped back to middle (off, neutral) position.

See Flight article 24 October 1940, Page 348.

Also on the instrument board of one Me 109 seen was the airscrew pitch control. The airscrew is the three-bladed metal V.D.M., an electrically-operated feathering airscrew of infinitely variable pitch but not constant speed. The control is a three-position switch which can be held'in either of two positions to reduce or increase pitch. When released it returns to the central position and the airscrew remains in that pitch. Consequently, the engine revsare affected by diving or climbing, and in air fighting the pilot must either let his engine over-rev at times or else allow his attention to be given to the airscrew pitch control or the throttle to prevent the engine damaging itself.

On another model, evidently a later one, the pitch control was on the knob of the throttle lever, and this is the subject of one of the
drawings. (When the bar switch is pressed on the "' groBer " end, pitch is increased ; on the "kleiner " end, decreased.) The pitch indicator is a small dial with two unequal hands like a clock and with the same twelve markings. It has no figures on it, but while pitch is changing the hands go round. Actual pitch in degrees is not the quantity with which the pilot is concerned, but revolutions per minute of the engine. For this reason the pitch of the airscrew is altered until the rev counter reads the correct value. This instrument and the airscrew pitch indicator are conveniently grouped together.

[droz]

wow. All of this is great information, and it's good to know that when we do finally get the Emil, we will have the auto-prop pitch returned. Thanks fellas