Bf-109K-4 - KURFURST
CFS3 - V2.85.06
AvHistory 1% Aircraft General Statement and Installation Instructions
It is the intention of the AvHistory 1% project to over time build the most accurate aircraft that the CFS3 software can support. The development of a 1% aircraft requires specific and in many cases dramatic changes to the aircraft delivered with the MS game as well as the addition of aircraft built from the ground up by third parties which were never included in the original MS game. We believe that because the AvHistory 1% aircraft are materially different they should not be mixed with "box stock" aircraft in online combat.
All the planes 1% listed for download are qualified for use in our AvHistory William Tell Meet Air Combat Ladder. For information and to get the sign up sheet for the ladder please go to the LINKS section at http://www.avhistory.org
No AvHistory 1% aircraft maybe provided for download from any site without express written consent of AvHistory. No skins for AvHistory aircraft, other then those based on stock MS CFS3 visuals, maybe offered for download with our written permission.
Additionally, direct linking to our download site is forbidden.
Bf-109K-4 - KURFURST
This aircraft was built by Bill SPITFRND Wilson using version 2.85.06 of the AvHistory 1% Assembly Line process. It is made using the CFS3 stock 109G10 visual model by Microsoft.
"Wildbat", tfo@gmx.net, painted this particular K-4 in the livery of Wilhelm Batz, Gruppen adjudant 2/JG52, early 1945. It is painted in one of the common factory camouflage schemes for the Bf 109K-4, Brown-Violet and Dark Green on the upper surfaces, with White-Blue and/or the non-spec yellow green colour on the lower surfaces.
The original Bf 109K-4s featured a partially retractable tail wheel and other slight visual differences from the 109G-10 that cannot be duplicated in this release without access to the Gmax source files that are not available for this model. This release is intended as an interim K version with the flight, skin and general visual characteristics of a 109K until an new 3D model can be obtained.
Wilhelm “Willi” Batz entered the Luftwaffe in 1935 and while trained as a fighter pilot he was assigned instructing duties from 1937. Despite numerous requests for a transfer to combat duty Batz was not transferred an operational unit unitil 1943. On 1 February 1943, Batz was appointed adjutant to Johannes Steinhoff in II./JG 52 based on the Eastern front. He scored his first victory on 11 March 1943 and by May 1943, he had achieved seven victories and was appointed Staffelkapitän of 5./JG 52. His score mounted quickly and in September he claimed his 20th victory by the end of 1943, Batz had 75 victories to his credit. After being grounded for two weeks in February 1944, with illness Batz returned to extraodinary success, recording his 100th victory on 24 March 1944. Oberleutnant Batz was awarded the . On 19 April, Batz was appointed Gruppenkommandeur of III./JG 52, taking over from Major Günther Rall (275 victories, RK-S).
His success continued and during the summer of 1944, he was downing three or four Soviet aircraft a day. He once downed 15 enemy aircraft in a day to reach his 155th victory. By the end of 1944 Batz had shot down 224 enemy aircraft. Batz remained in command of III./JG 52 until 31 January 1945 when he was transferred to take command of II./JG 52 in Hungary. At war’s end he manage to to elude Soviet captivity by taking his Gruppe from Hungary to Austria, and then to Germany. After the war, he joined the Bundesluftwaffe and retired an Oberst. In total, Batz flew 445 combat missions and scored 237 victories, all but four of which were on the Eastern front. He was wounded three times and was shot down four times. His awards included, the Ritterkreuz, the Eichenlaub (Nr 526) and the Schwertern (Nr 145).
Like its prime advesary, the Spitfire, the Messerschmitt Bf 109 was continually upgraded over the course of the war in an effort to remain effective as a frontline fighter. While opinions vary, it is generally conceded that the 109 series was less successful in its improvements and later variants acquired extra weight that sacrificed manueverability in return for the increases in power necessary to keep their speed and climb performance competitive. For example, with the G series, wing loading had increased to 40 lb/sqft for the standard G-6 versus only 30 for the Spitfire Mk IX and 35 for the Mk XIV. Gunpod R series models had even higher wingloadings. Engine improvements proved more successful although 109G climb rates remained relatively low in comparison to their allied counterparts. To further complcate problems for the 109, by the Gustav series underwent an extraordinary number of modifications, many of which proved counterproductive. Moreover, this lack of standardization of the aircraft made maintenance and supplying spares difficult. Thus the RLM decided to seek a new version of the 109, to standardize the design and incorporate the more successful of the G improvements with some additional aerodynamic upgrades.
The result was the "Bf-109K" or "Konrad" series, which was based on the Bf-109G-10. The intial preproduction "Bf-109K-0" was released in September 1944 and visually differed little from the final Gustav production subvariants. It standardized the Galland hood and extended rear gear strut length to improve ground visibility. Notable differences included a slightly raised cowling, larger rudder tabs, a longer prop spinner, raised vertical tailplane, and a fully retractable tailwheel.
Production model Bf-109Ks were fitted with either a DB-605ASCM or DB-605DCM engine with GM-1 nitrous oxide boost. Early Bf-109Ks were armed with twin MG-131 guns in the cowling and an MG-151/20 Motorkanone, but the production model K-2 and K-4 aircraft were equiped with an MK-108 or MK-103 30 millimeter cannon and twin MG-151/15 15 millimeter cowling guns.
The initial production models K-2 and K-4 were delivered beginning in October 1944. The Bf-109K-4 was identical to the K-2 with the exception of cockpit pressurization. The K series did result in a significant increase in speed and climb performance, with the K-4 capable of 452 mph at 19.685 ft and an initial climb rate of 4820 ft/min. Reports conflict as to the success of control improvements like geared aileron tabs on roll performance for both the G and the K series but the K continued the weight creep of the series and wing loading increased to well over 43 lb/sqft.
The flight characteristics of the 109K are similar to the G on which it was based. The increased wing loading would increase the turning radius and the heaviness of the elevator but roll performance should be similar. Some allied test pilots found the G elevator controls to be rather heavy in comparison to allied contempories. The lack of rudder trim continued with this version and remained problematic. Like earlier versions, controls stiffened considerably with speed and pullouts from dives had to be carefully managed.
The preceding text was developed by Bill Wilson from the following sources: Famous Fighters of the Second World War, William Greene; Warplanes of the Third Reich, Wings of the Luftwaffe, Eric Brown; Luftwaffe Experten, http://www.luftwaffe-experten.co.uk/; William Greene; Aircraft of WWII, Steward Wilson; The Messersshnitt BF109, http://www.bf109.com; The Secret Years, Flight Testing at Bascombe Down, Tim Mason; Aircraft of the Second World War, Philip Jarrrett, ed., Aces of the Luftwaffe, http://www.luftwaffe.cz/index.html; Late-War Luftwaffe Fighter Camouflage - Part Eight, http://www.clubhyper.com/reference/luftcambg_8.htm and Sky Corner Aviation Reference, Drawings, www.airwar.ru.
CFS3 - V2.85.06
AvHistory 1% Aircraft General Statement and Installation Instructions
It is the intention of the AvHistory 1% project to over time build the most accurate aircraft that the CFS3 software can support. The development of a 1% aircraft requires specific and in many cases dramatic changes to the aircraft delivered with the MS game as well as the addition of aircraft built from the ground up by third parties which were never included in the original MS game. We believe that because the AvHistory 1% aircraft are materially different they should not be mixed with "box stock" aircraft in online combat.
All the planes 1% listed for download are qualified for use in our AvHistory William Tell Meet Air Combat Ladder. For information and to get the sign up sheet for the ladder please go to the LINKS section at http://www.avhistory.org
No AvHistory 1% aircraft maybe provided for download from any site without express written consent of AvHistory. No skins for AvHistory aircraft, other then those based on stock MS CFS3 visuals, maybe offered for download with our written permission.
Additionally, direct linking to our download site is forbidden.
Bf-109K-4 - KURFURST
This aircraft was built by Bill SPITFRND Wilson using version 2.85.06 of the AvHistory 1% Assembly Line process. It is made using the CFS3 stock 109G10 visual model by Microsoft.
"Wildbat", tfo@gmx.net, painted this particular K-4 in the livery of Wilhelm Batz, Gruppen adjudant 2/JG52, early 1945. It is painted in one of the common factory camouflage schemes for the Bf 109K-4, Brown-Violet and Dark Green on the upper surfaces, with White-Blue and/or the non-spec yellow green colour on the lower surfaces.
The original Bf 109K-4s featured a partially retractable tail wheel and other slight visual differences from the 109G-10 that cannot be duplicated in this release without access to the Gmax source files that are not available for this model. This release is intended as an interim K version with the flight, skin and general visual characteristics of a 109K until an new 3D model can be obtained.
Wilhelm “Willi” Batz entered the Luftwaffe in 1935 and while trained as a fighter pilot he was assigned instructing duties from 1937. Despite numerous requests for a transfer to combat duty Batz was not transferred an operational unit unitil 1943. On 1 February 1943, Batz was appointed adjutant to Johannes Steinhoff in II./JG 52 based on the Eastern front. He scored his first victory on 11 March 1943 and by May 1943, he had achieved seven victories and was appointed Staffelkapitän of 5./JG 52. His score mounted quickly and in September he claimed his 20th victory by the end of 1943, Batz had 75 victories to his credit. After being grounded for two weeks in February 1944, with illness Batz returned to extraodinary success, recording his 100th victory on 24 March 1944. Oberleutnant Batz was awarded the . On 19 April, Batz was appointed Gruppenkommandeur of III./JG 52, taking over from Major Günther Rall (275 victories, RK-S).
His success continued and during the summer of 1944, he was downing three or four Soviet aircraft a day. He once downed 15 enemy aircraft in a day to reach his 155th victory. By the end of 1944 Batz had shot down 224 enemy aircraft. Batz remained in command of III./JG 52 until 31 January 1945 when he was transferred to take command of II./JG 52 in Hungary. At war’s end he manage to to elude Soviet captivity by taking his Gruppe from Hungary to Austria, and then to Germany. After the war, he joined the Bundesluftwaffe and retired an Oberst. In total, Batz flew 445 combat missions and scored 237 victories, all but four of which were on the Eastern front. He was wounded three times and was shot down four times. His awards included, the Ritterkreuz, the Eichenlaub (Nr 526) and the Schwertern (Nr 145).
Like its prime advesary, the Spitfire, the Messerschmitt Bf 109 was continually upgraded over the course of the war in an effort to remain effective as a frontline fighter. While opinions vary, it is generally conceded that the 109 series was less successful in its improvements and later variants acquired extra weight that sacrificed manueverability in return for the increases in power necessary to keep their speed and climb performance competitive. For example, with the G series, wing loading had increased to 40 lb/sqft for the standard G-6 versus only 30 for the Spitfire Mk IX and 35 for the Mk XIV. Gunpod R series models had even higher wingloadings. Engine improvements proved more successful although 109G climb rates remained relatively low in comparison to their allied counterparts. To further complcate problems for the 109, by the Gustav series underwent an extraordinary number of modifications, many of which proved counterproductive. Moreover, this lack of standardization of the aircraft made maintenance and supplying spares difficult. Thus the RLM decided to seek a new version of the 109, to standardize the design and incorporate the more successful of the G improvements with some additional aerodynamic upgrades.
The result was the "Bf-109K" or "Konrad" series, which was based on the Bf-109G-10. The intial preproduction "Bf-109K-0" was released in September 1944 and visually differed little from the final Gustav production subvariants. It standardized the Galland hood and extended rear gear strut length to improve ground visibility. Notable differences included a slightly raised cowling, larger rudder tabs, a longer prop spinner, raised vertical tailplane, and a fully retractable tailwheel.
Production model Bf-109Ks were fitted with either a DB-605ASCM or DB-605DCM engine with GM-1 nitrous oxide boost. Early Bf-109Ks were armed with twin MG-131 guns in the cowling and an MG-151/20 Motorkanone, but the production model K-2 and K-4 aircraft were equiped with an MK-108 or MK-103 30 millimeter cannon and twin MG-151/15 15 millimeter cowling guns.
The initial production models K-2 and K-4 were delivered beginning in October 1944. The Bf-109K-4 was identical to the K-2 with the exception of cockpit pressurization. The K series did result in a significant increase in speed and climb performance, with the K-4 capable of 452 mph at 19.685 ft and an initial climb rate of 4820 ft/min. Reports conflict as to the success of control improvements like geared aileron tabs on roll performance for both the G and the K series but the K continued the weight creep of the series and wing loading increased to well over 43 lb/sqft.
The flight characteristics of the 109K are similar to the G on which it was based. The increased wing loading would increase the turning radius and the heaviness of the elevator but roll performance should be similar. Some allied test pilots found the G elevator controls to be rather heavy in comparison to allied contempories. The lack of rudder trim continued with this version and remained problematic. Like earlier versions, controls stiffened considerably with speed and pullouts from dives had to be carefully managed.
The preceding text was developed by Bill Wilson from the following sources: Famous Fighters of the Second World War, William Greene; Warplanes of the Third Reich, Wings of the Luftwaffe, Eric Brown; Luftwaffe Experten, http://www.luftwaffe-experten.co.uk/; William Greene; Aircraft of WWII, Steward Wilson; The Messersshnitt BF109, http://www.bf109.com; The Secret Years, Flight Testing at Bascombe Down, Tim Mason; Aircraft of the Second World War, Philip Jarrrett, ed., Aces of the Luftwaffe, http://www.luftwaffe.cz/index.html; Late-War Luftwaffe Fighter Camouflage - Part Eight, http://www.clubhyper.com/reference/luftcambg_8.htm and Sky Corner Aviation Reference, Drawings, www.airwar.ru.
