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Little known is the fact that the Hurri had a faster rate of climb than the Spit and could turn inside both the Spit and the 109. As stated, it was also more rugged and survivable than either of them. I love Tuck's observations on the Hurricane: that it was really down to the skill of the pilots when came to Hurri vs. 109. And that was from a man who flew all three types (Hurri, Spit, 109) during the war.
Interestingly enough, Sidney Camm and Reginald Mitchell both saw the technological threat from Germany before Fighter Command really acknowledged it and kicked into gear. They both began their designs on their own, Camm's being evolutionary and Mitchell's being revolutionary. The British Government's resistance to procuring their planes put both companies in financial peril, as did the U.S. Government's reluctance once the B-17 Flying Fortress was developed. in all three cases there was a sense that the designers knew they had something their government badly needed but had to fight to get accepted.
Bob
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Bit like the De-Haviland Mosquito same issues, the best story I liked from Tucks exploits in his words were that he decided to go for a fly over the channel sort of a relax you might say it was a fine day nice and warm he was I think at 1500' or so flying nice and level in a straight line enjoying himself well that was until cannon shells started coming into the cockpit and hitting the armour plating. He said to himself "You fool Robert, low altitude, low speed, a long way from land, over water and by yourself. He had been bounced by 3 ME-109's his experience and being a somewhat gifted pilot helped him control his nerves. To which he shot down 1 of them in an overshoot (I think) he then received more hits this is where he was flying in the death circles with the 2nd ME-109 which he managed to shoot down just after this No 3 put some rounds into him which smashed his gunsight. Tuck turned into the oncoming ME-109 a head on affair they were closing pretty fast in Tucks words "This one is dangerous, he is not going to stop coming head on" Tuck checked his turn and bank as always and then with no gunsight to aid him started to lob his rounds into the oncoming fighter and was gratified to see them connecting. The 109 just cleared his shattered canopy and they both went their separate ways Tuck was happy to see his adversary smoking whilst losing height heading for France whilst he nursed his battered Hurri towards England. He stated in his book he was amazed the Merlin was still turning after all it had suffered and every mile was a bonus as he did not relish a dunking in the channel besides no one knew where he was nor would his radio work as it was shot to pieces. I think the decision was made by the crafts Merlin when it finally expired and caught fire causing him to bale out. Apparently he landed in a well to do lord or some one wealthy's place, took a bath (They offered) and he felt guilty leaving dark oil streaks all over the bath. He also collected a piece of perspex from his forehead and kept that along with the bent penny he had as a talisman from a previous engagement.
When you think about that fight Tuck was an exceptional fighter pilot to be bounced by 3 planes at low altitude, low speed, alone and over water then fight your way out of it shooting 2 down then damaging the 3rd plane without the aid of the gunsight for the last one beckons a fighter pilot extraordinaire.......
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I've always wanted a turn and bank from a Hurri for that very reason.
Bob
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The colour scheme is that of Pilot Officer John Crossman who flew with No. 32 and 46 Sqns.
Crossman was from Newcastle, the gateway to the Hunter Valley and the plane is based at Scone, the head of the Hunter.
Crossman was killed on Sept. 30 1940 during the Battle of Britain in a dogfight with a ME 109.
The plane will be officially presented at a display at Scone Airport on Sat. 12 November, there will be a fair range of Warbirds on display so my camera should get a good workout.
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The Hurricane was presented to the public at an Air Show here today, an inch of rain overnight set a bit of a problem for the organisers, but it all got sorted.
A great show, twenty plus aircraft on display, from Biplanes to jets, a fair rollup of fighters and Aircraft from WW1 to the present.
Took over a hundred pic's, no pursuit shots this time, airspace was a bit crowded, but a couple of sneak shots of the current rebuild program, that include two MK9 Spitires and a MK14, when completed they will triple the Spitties in OZ.
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Years ago it was suggested to me that the reason the BF109/ME109 had an inverted Vee12 engine is because it was copied from an early design or prototype of the Spitfire which was also originally intended to have an inverted Vee12 engine. Presumably, if true, this information would be the result of espionage prior to WW2. I don't know if this is correct but it is what I was told and if true, as we all know, the design of the Spitfire was changed to have an upright engine. Does anyone know anything more about the Spitfire/109 engine orientation, please?
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The Spitfire evolved from a series of Supermarine seaplane racers that were fielded to win the Schneider Trophy races. They all used inverted V engines. However, it is my understanding that as Reginald Mitchell was working up his design for the Spitfire, Roll Royce was also finishing their design for the Merlin which went into both it and the Hawker Hurricane. I'm not sure that there was ever a design phase that featured an inverted V. The BF109 was an older design that saw field experience much before either of the British fighters.
It is true, however, that the reflector sight used by both nationalities was inadvertently share from the Brits to Germans when Erhard Milch (I think) was on a tour of England and some rear-area British pogue POINTED IT OUT to him.
Bob
