MESSERSCHMITT ME309 Development and Politics. Dan Sharp & Calum Douglas

[Engineman]

 

[Engineman]

Pictured with a genuine DB 603 ZD1500 Kraftstofforderpumpe. I will write a short review.

Eng

 

[Engineman]

This eagerly awaited book, co-authored by Dan Sharp and Calum Douglas, is now published and being distributed by Mortonsbooks.co.uk.
The authors have brought together a detailed account of the German WW2 aircraft that was projected to replace the Bf 109 in Luftwaffe service, with a projection of 50 aircraft per month production by September 1943 and 125 per month by December 1943. This important new type relied upon the successful development of a new airframe and engine, specifically either the DB 603 G or the JUMO 213 A. As many will already know, the result was not as expected.
This book has detail in abundance. Much of the writing is direct translation of official records and reports, photographs are pleasingly well provided and good quality considering their relative rarity. You will recognise some, but I have never seen so much detail of the Me 309 before. Technical drawings and specifications are clearly reproduced, a highlight is a complete reproduction of the surviving Messerschmitt performance prospectus for the Me 309 dated August 1941.
The content is considerable, but this is not a dry book of technical descriptions. The story is told from the early days of 1938 and the Messerschmitt 209 Air Speed Record development aircraft and Willy Messerschmitts' attempts to develop that research into a Luftwaffe fighter. By 1941 the project had evolved into a fully funded development as the Me 309.
Prototype development is covered in considerable detail by virtue of surviving records and the whole story is here to read. Particular difficulties with the tricycle undercarriage, the (hoped for) low drag radiator, flight characteristics and the reversible Messerschmitt propeller are well covered. A highlight for me is the original technical diagram of the Messerschmitt MeP6 reversible propeller.
But this is a story of unfulfilled promise. The engines were repeatedly delayed in development and basic manufacturing realities posed more problems.
The book brings all the story together as the project collapses in a surprising and short way. The fall-out is pleasingly well covered and the reader sees the whole story, including the even more surprising Phoenix-like rise of the Me 209 II or 1943, which rose from the ashes but, was destined to fall again.
For anyone with an interest in German WW2 aircraft, this is a great book. For those with a strong interest, this is unmissable.

Eng

 

[cammerjeff]

Thanks for the review I pre ordered it, looking forward to reading it this summer!

 

[Engineman]

Thanks for the review I pre ordered it, looking forward to reading it this summer!

Yes, you will not be disappointed.
Calum Douglas' books (TSHR and TSCT) are fantastic partners to this book. At the very least, TSHR is required reading for depth of understanding the German situation with Aero-Engine development and aviation problems in WW2.
This authoritative book about the Me 309 is also intertwined with the Bf 109 and so provides a further depth of understanding about the wartime story of Bf 109 development and Luftwaffe service.

Eng

 

[Snautzer01]

View attachment 779688

Whats that next to the book? If you dont mind me asking?

 

[SaparotRob]

It's a kraftstofforderpumpe. d'uh.

 

[Engineman]

Whats that next to the book? If you dont mind me asking?

Yes, it is the DB 603 Engine driven fuel pump, type ZD1500. This pump is mounted at the lower rear right of the engine, driven directly from the wheelcase gearing. This pump takes the fuel from the two delivery lines and pressurises it to about 1.8 kg/cm and sends it forward to the fuel injection pump in one delivery line. The Me 309 had this fuel pump, as well as many other late DB engines in the war on famous types like the Do 335, He 219, Ta 152C, Me 410 and late Bf 109 G/K.

Eng

 

[Engineman]

I am not sure if my previous picture of the DB 603 Kraftstofforderpumpe was underwhelming, so I thought this group would be better?

Here you see the Forderpumpe again and above is the Einspritzpumpe, a genuine DB 603 Injection pump.
The small Forderpumpe can actually deliver twice the amount of fuel that the Einspritzpumpe can inject. However, that is so that the two-inlet double-pump
can still give full required delivery rate if one of the two intake supplies is unavailable in use.
The big injection pump performs all metering and pumping of each individual cylinder injector.

Eng

 

[Engineman]

This Einspritzpumpe is the real deal.
Mounted on a DB 603, it is actually the other way up, and hangs in-between the V of the cylinderblocks. You can see the bolt bosses on the sides.
The big flanged coupling at the right edge half way up is the drive from the rear gearcase.
The wire cable just above is the Schnellstopp, which is used to pull, and stop the fuel injection for engine shutdown.
The 12 threaded nipples on the top are the injection delivery connections to each of the 12 cylinders.
This is a used and serviceable pump. Very rare.

Eng

 

[Tony Kambic]

Here's a DB603 Einspritzpumpe is situ. Very busy for a schwarzman.

 

[Engineman]

Here's a DB603 Einspritzpumpe is situ. Very busy for a schwarzman.

Hi Tony, Thanks for posting that pic! I am guessing that it is the forward engine on the 335?
Yes, it is busy in there, but actually a lot less cramped than the 601 or 605 for access to the fuel injectors and all the other connections etc.
You can also see the Spark plugs that the 603 has on the inlet side of the combustion chambers, unlike the 601 and 605 with both plugs on the outside (exhaust) side of the chambers.

Cheers

Eng

 

[Tony Kambic]

Hi Tony, Thanks for posting that pic! I am guessing that it is the forward engine on the 335?
Yes, it is busy in there, but actually a lot less cramped than the 601 or 605 for access to the fuel injectors and all the other connections etc.
You can also see the Spark plugs that the 603 has on the inlet side of the combustion chambers, unlike the 601 and 605 with both plugs on the outside (exhaust) side of the chambers.

Cheers

Eng

Actually that image is from the He219. Attached here is a DB605 one

 

[cammerjeff]

That picture gives me shivers! I can't imagine working on those parts or the surrounding areas, I am imagining all the cuts and nicks my hands would have from sharp safety wire ends.

 

[Engineman]

Actually that image is from the He219. Attached here is a DB605 one

Thanks Tony, 219 huh. I guessed it would be one of the 2 types! Talk about rare!
Yes the DB 605 A in the Bf 109 G-6. Note the "yellowy" hue is mostly from the American cosmoline or PX-9 type of spray preservative that was done at some time.
Here you can see how much more difficult it is around the injection pump area, I know because I have done a lot on the 605/603/601. Generally, there is not a need to
do routine work up there once the engine is rebuilt. However, over the years and 100 hours of flying, there were some jobs that involved working in there. Fortunately,
most of that work was done on the engine stand and you can rotate it to suit your needs. But overall, like many V 12's, it is awkward working in the V. In fact, the DB 603
is probably one of the best, with its larger size.

Eng

 

[Engineman]

That picture gives me shivers! I can't imagine working on those parts or the surrounding areas, I am imagining all the cuts and nicks my hands would have from sharp safety wire ends.

On our 109 it was not too bad. We always worked to tuck-in the folded tail-end of the locking wire on "our" engine. Worse on all WW2 Mercedes was the oil drips underneath. Mind you, it did prevent rust! Often we opened the cowlings at shows and lower cowl was always very oily, so we had to clean it up! That was the reason most German working mechanics had black overalls and were known as "Schwarze-mann".

Eng

 

[Snautzer01]

View attachment 782166

This Einspritzpumpe is the real deal.
Mounted on a DB 603, it is actually the other way up, and hangs in-between the V of the cylinderblocks. You can see the bolt bosses on the sides.
The big flanged coupling at the right edge half way up is the drive from the rear gearcase.
The wire cable just above is the Schnellstopp, which is used to pull, and stop the fuel injection for engine shutdown.
The 12 threaded nipples on the top are the injection delivery connections to each of the 12 cylinders.
This is a used and serviceable pump. Very rare.

Eng

Question: can that part ever be in an engine that is allowed to fly?

 

[Engineman]

Question: can that part ever be in an engine that is allowed to fly?

Yes, both the Forderpumpe and the Einspritzpumpe could be used again. The condition is critical but, these pumps have both been dry stored with oil inside.
The Forderpump is much the simpler, it has a cork drive oilseal that would need renewing and the pressure regulator has a rubber/fabric diaphragm that would need replacing. The pump would be stripped, examined, reassembled and then tested on a rig for flow/pressure output.
The large Einspritzpumpe is a similar process but, it is a very complicated part. The critical thing would be internal condition. There is a single rubber oilseal on the drive shaft/camshaft that can be replaced if required and a leather/fabric/rubber diaphragm on the manifold pressure sensor that would be replaced with a modern item. The altitude capsule would be vacuum checked and function tested. The internal oil pumps and fuel pumping elements would all be examined and tested. The Cork float in the de-aerator would be replaced, or revarnished if in good condition. The external fabric/rubber flexible ARGUS hoses would all be disassembled and the flexible hose part replaced with new.
The whole pump is rig tested for original performance and calibration.
These pumps have been overhauled and tested by several specialist restoration workshops for over 55 years. It is an expensive process for a flying standard.
These pumps are in original condition and are kept dry, with oil inside. I will not dismantle them, they are sealed with original inspection seals. I only dismantle parts that are damaged or that have already been dismantled.
Probably, the DB 603 Einspritzpumpe will never fly again because it is unlikely that a DB 603 powered aircraft will be restored to fly. So I preserve them for posterity.

Eng

 

[Snautzer01]

Yes, both the Forderpumpe and the Einspritzpumpe could be used again. The condition is critical but, these pumps have both been dry stored with oil inside.
The Forderpump is much the simpler, it has a cork drive oilseal that would need renewing and the pressure regulator has a rubber/fabric diaphragm that would need replacing. The pump would be stripped, examined, reassembled and then tested on a rig for flow/pressure output.
The large Einspritzpumpe is a similar process but, it is a very complicated part. The critical thing would be internal condition. There is a single rubber oilseal on the drive shaft/camshaft that can be replaced if required and a leather/fabric/rubber diaphragm on the manifold pressure sensor that would be replaced with a modern item. The altitude capsule would be vacuum checked and function tested. The internal oil pumps and fuel pumping elements would all be examined and tested. The Cork float in the de-aerator would be replaced, or revarnished if in good condition. The external fabric/rubber flexible ARGUS hoses would all be disassembled and the flexible hose part replaced with new.
The whole pump is rig tested for original performance and calibration.
These pumps have been overhauled and tested by several specialist restoration workshops for over 55 years. It is an expensive process for a flying standard.
These pumps are in original condition and are kept dry, with oil inside. I will not dismantle them, they are sealed with original inspection seals. I only dismantle parts that are damaged or that have already been dismantled.
Probably, the DB 603 Einspritzpumpe will never fly again because it is unlikely that a DB 603 powered aircraft will be restored to fly. So I preserve them for posterity.

Eng

Thats is so ffing cool. It is. And in the hands of a guy that knows how to preserve.
Perhaps once in a galaxcy far away...

 

[Engineman]

Thats is so ffing cool. It is. And in the hands of a guy that knows how to preserve.
Perhaps once in a galaxcy far away...

Yes, In Germany there are several DB 601 and DB 605 powered Bf 109 flying, and all the engines/pumps have been serviced. Germany restarted it with the MBB "109". In USA, Mike Nixon has rebuilt several of the DB engines and possibly JUMO.
IMO, there are possibly enough original parts for maybe 50 years of flying German WW2 engines at the present rate (about 5 aircraft each in USA and Europe) about 10 DB 601 and 605 engines airworthy total. Beyond that, they will need major engine parts to be made as spares.
The JUMO engines are another question. JUMO 211 should be possible, but it is not attractive to the Warbird world. JUMO 213 is attractive but, it is very, very rare in good condition and I don't see more than possibly a single one ever flying, much like the Napier Sabre. I might be wrong, but at best, there will not be many!

Eng