Australia’s Messerschmitt Flies Again

Messerschmitt Bf 109G, Works Number 10639, was built at Leipzig in 1942 and was flown by the third wing of the Luftwaffe’s JG 77. It was one of a total of more than 33,000 Bf 109 aircraft built. The aeroplane was known as “Black Six” and went into battle in Cyrenaica (now Libya) in support of Rommel’s drive east during 1942. Damaged in battle and minus its gunsight and armament, it was abandoned at Gambut Aerodrome. The aircraft was one of two that were “appropriated” by an RAAF engineering officer Flight Lieutenant (now Wing Commander) Ken Mccrae of 3 Squadron.

There was minor damage to the stabiliser but Ken Mccrae supervised its repair. It was also minus its canopy so McCrae “borrowed” the canopy from the other unserviceable 109.

The aircraft, curiously, had not been painted in the Luftwaffe desert colours of sand topsides and pale blue undersides but was still in natural aluminium. “It was a beautiful thing, shining in the desert sunshine”, recalled Ken Mccrae. “I decided there and then that it was ours. ”

Ken Mccrae, who is today 80 and living in retirement in Kurrajong, NSW, had the aircraft repainted in 3 Squadron colours with the “Commonwealth” style roundels and the identification letters “CV-V”. The white spinner was painted red to identify it as an Allied aircraft.

However, McCrae’s jubilation at having captured a 109 intact was short lived and a tug of war soon developed as to who owned the aircraft.

“A bunch of boffins arrived with pips on their shoulders”, said Ken. “They were British intelligence officers and they wanted to examine the aircraft because it was the first one to be captured intact. “Ken Mccrae said “No, its ours” and ensured that no-one else could removed by backing a truck up to its tail. Heevenslept under the aircraft at night.

The task of flying the aircraft went to Wing Commander Bobby Gibbes whose five foot (152cm) frame was ideally suited to the Messerschmitt’s cramped cockpit. Gibbes was then CO of 3 Squadron flying Kittyhawks. He had encountered the 109G many times in combat but had only flown the109F before. After a brief test flight, Gibbes took the 109 up again and, escorted by two Kittyhawks on either side, flew it forward to the Gazala airstrip.

Herecalls: “On finishing my landing run an official jeep escorted me back down the airstrip to a parking area but there was a strong wind blowing and the driver was not aware that the aircraft would have to taxi fairly fast to avoid ‘weathercocking”‘.

Because he was travelling so slowly Gibbes had to use the brakes excessively and by the time the aircraft was at the parking area both brakes were on fire. One wheel was badly damaged and the wheels and brakes had to be replaced. In all, Gibbes flew the aircraft four times and still prefers it to the Spitfire or Kittyhawk, even though he scored 10-1/4 kills on the latter type. In his diary at the time, he recorded: “The 109 is a hell of a nice kite with a terrific performance. On lowest possible boost and revs I was clocking 220 to 230 mi_les an hour. ”

Previously, Gibbes had flown a captured 109F and when beating up the aerodrome had very nearly crashed. “Not being aware of its high wing loading, I had treated it as I would a Kittyhawk, and on round-out the splurge had carried me almost onto the aerodrome surface before ground effect evidently had me off. ”

Gibbes later flew practice sorties against fellow Kittyhawk pilots. “They weren’t impressed”, he mused.

Gibbes today has one solution as to why this brand new aircraft was abandoned. While test flying the aircraft the canopy flew off. He attributed this at the timeto his own negligent cockpit drill but now believes that the two steel pins securing the canopy may have been faulty. He still has the pins in his possession.

The Australians wanted to ship the aircraft back to Australia as a spoil of war. The British authorities however thought differently. “They ordered me to fly the aircraft to Cairo and hand it over”, said Bobby, an action which he now regrets. The 109 was shipped to Liverpool in England and registered RN228, part of the 1426 (Enemy Aircraft) Flight of RAF Collyweston (now Wittering). It flew at air displays until the end of the war before being withdrawn and placed in storage. It reappeared from time to time after the war but was only a static display.

It was during this period, when the aircraft was often carried around on the back of a truck, that it suffered much of its damage.

In 1972 it was transferred to RAF Lyneham. Flight Lieutenant Russell Snadden, then serving with 216 Squadron RAF, was given permission to restore the aircraft to its original condition and if possible make it fly.

Snadden, who now flies Boeing 737s for Britannia Airways, has been in close contact with Bobby Gibbes over the restoration project. There are some 14 Bf-109s (eight G models) throughout the world but only the “Benson Beast” as it has been nicknamed, is capable of flight. Other “109s” flying are Rolls-Royce powered Hispano HA-1109 “Buchons”, manufactured under licence in Spain. Even Australia has a 109G – part of the collection of the late Sid Marshall of Bankstown, it is now kept at the War Memorial annex at Mitchell in Canberra” Restoration of the Benson 109 has been sponsored by the RAF Museum. The Museum supplied it with various items for its cockpit. A Rolls-Royce Merlin was exchanged for spares with the Finnish air force (who also flew the 109). British wheels and tyres were exchanged for the correct 109 tyres and inner tubes. The restoration team also received assistance from a large group of companies and individuals. The engine and accessories were overhauled by Rolls-Royce Bristol with assistance from Turbo Union and Bosch in Germany and Saab in Sweden. New aircraft seals were manufactured by James Walker Ltd and Fruede-Berg. Hydraulic system seals were made by Dowty Rotol Ltd. The oxygen system was replaced by Draegerwerke AG of Germany. A replacement undercarriage up-down lock mechanism was manufactured by British Aerospace at Warton and Rolls-Royce at Bristol. The fuel tank was tested at RAF St Athan and replacement bearings supplied by SKF in France. The propeller was reconditioned by Hoffman Propellerwerk of Germany and Juhas Fr. Behr GMBH (Germany) refurbished the radiators and oil cooler. Lucas Aerospace made a new armoured windscreen and Smiths Industries helped with the complexities of the

pilot system. The RAF Museum exchanged items with the Swiss Air Force Museum for various parts of the undercarriage.

The aircraft is currently the only existing flyable World War II German combat aircraft to have seen any service. The engine is the original DB-605 fitted in 1942. The aeroplane will now join other airworthy WWII types at Duxford where it will be flown for three years before once more becoming a static display.

And how does the 109 sound in the air, to those more used to the crackle of the Merlin? A deeper, rougher note but a noise not without its charm. As for the sight of Willi Messerschmitt’s master work flying again, it’s a sinister clout to the subconscious!

Bobby Gibbes, now 74, was disappointed not to see the aircraft fly again on rollout day and has not quite given up hope that the aircraft will return to those who first “acquired” it. “I should never have agreed to take it to Cairo”, he said . . .