From: jfb200@cbnewsd.cb.att.com (joseph.f.baugher)
Subject: Re: Bf 109 (was Ejection seats/capsules)
Organization: AT&T Bell Laboratories -  Naperville, Illinois
Date: Mon, 14 Dec 1992 18:30:48 GMT
Summary: Czech Avia S 199

In article <1992Dec11.205057.13831@den.mmc.com>, zwork@starfighter.den.mmc.com (Michael Corvin) writes:
> 
> Most of the "Bf-109"s flying are, in fact, the license-built, Merlin
> powered version produced in Spain after WWII.  The Merlin - 109
> combination is singularly ironic, but such is the madness of war!
> 
> An interesting closing chapter in the 109 story is how the early
> Israeli Air Force flew both Spanish-built 109s and Spitfires...
> old rivals became stable-mates.  During the war of independence
> there were also Spitfire vs. Spitfire dogfights on a few occasions
> when Israeli aircraft engaged British aircraft based in Egypt.
> One of the top Israeli fliers (Weissman?) had actually been an ace
> in the Battle of Britain.  Once again, the madness of war... 

The Bf 109s serving with Israel during the 1948 War of Independence 
were not Spanish-built Hispano HA-1109/1112 aircraft but were actually 
Czech-built Avia S 199s.  

During 1944, the German aircraft industry had undergone a widespread 
dispersal in response to Allied bombing raids.  The Bf 109 
manufacturing complex was expanded to include a number of small 
factories near Prague.  These produced components for assembly by the 
Avia factory at Cakovice.  Avia assembled a few Bf 190G-12 two-seaters 
and Bf 109G-14 single-seaters before the approach of Soviet forces 
necessitated the hasty German withdrawal from Prague.  Surprisingly, 
the physical capacity for the manufacture of Messerschmitt fighters 
was left virtually intact.  

When the war ended, all Bf 109 components were gathered from the 
numerous Czech subcontractors and from elsewhere in Eastern Europe and 
the Avia assembly line at Cakovice was reopened and a second assembly 
line at the Letov factory in Letnany was set up.  Two Bf-109G-12s and 
twenty G-14s were completed and issued to the National Air Guard.  The 
single-seater was designated S 99 and the two-seater CS 99.  Plans 
were made to assemble the Bf 109G-14 in larger numbers in order to 
equip the reestablished Czech air force, the Ceskoslovenske vojenske 
letectvo.  

However, a sugar refinery housing the entire available stock of DB 
605AM engines went up in smoke, destroying at one blow all the engines 
intended for the planned Czech S 99.  At that time there were a number 
of 1350 hp Junker Jumo 211F twelve-cylinder inverted-vee liquid-cooled 
engines available in various locations in Czechoslovakia.  These 
engines had been intended for Heinkel He 111H bombers, and were by no 
means ideal for fighters.  However, the new Czech air force was 
desperate for fighters, and the decision was made to adapt the Bf-109G 
airframe to the Jumo engine, which drove a paddle-bladed propeller.  
This adaptation became known as S 199, the tandem two-seater 
adaptation being CS 199.  

Production delivers of the S 199 began early in 1947.  Standard 
armament comprised two 13-mm MG 131 machine guns in the forward 
fuselage and two gondola-mounted 20-mm MG 151 cannon under the wings.  
Some examples had the underwing guns replaced by a pair of 13-mm MG 
131 guns in the wings.  A maximum speed of 367 mph was claimed, but in 
practice the production model barely managed to exceed 340 mph.  The S 
199 was extremely unpopular with its crews, earning for itself the 
uncomplimentary nickname of Mezec (Mule).  The large, paddle-bladed 
propeller caused a dangerous tendency to swerve as soon as the 
tailwheel left the ground during takeoff, necessitating the constant 
application of rudder.  The controls tended to be over-sensitive.  
Acceleration was sluggish, and the landing was even more difficult 
than the takeoff.  Consequently, the attrition rate as a result of 
accidents was exceptionally high.  

In March 1948 the Israeli air arm (the Chel Ha'avir) had been created 
clandestinely.  It was recognized that as soon as the existence of the 
state of Israel was officially declared by the United Nations, 
neighboring Arab states would immediately attack, and the Chel Ha'avir 
would desperately need pilots.  There was no shortage of volunteers, 
but there was a critical shortage of aircraft.  Israeli 
representatives approached the Czechoslovak government in search of 
aircraft.  Despite the embargo on export of arms to the Middle East, 
the Czechoslovak government agreed to the sale, since the Israelis 
were offering US dollars.  On April 23, 1948, an initial contract for 
ten S 199s was signed.  

When the state of Israel was officially declared on May 14, 1948, the 
S 199s were ready for delivery.  They were disassembled in Prague, 
loaded aboard privately-chartered DC-4 transports, and then flown 
one-by-one in secret to Israel.  The first one arrived in Israel on 
May 20.  That same day, Israel ordered 15 more S 199s.  In the 
meantime, volunteer pilots were trained at a clandestine military 
flying school in Rome.  The pilots with fighter experience were then 
sent to Czechoslovakia for a two-week crash course on the S 199.  The 
first Israeli fighter unit, No. 101 Squadron, was formed on the S 199 
and began operation in June 1948 alongside a handful of Spitfires.  

As a fighter, the S 199 proved to be virtually worthless.  Only four 
or five survived until fighting ended in January 1949.  Most were lost 
in accidents.  Others were cannibalized to keep the remainder flying.  
The S 199 was no more popular with Israeli pilots than it was with 
Czech pilots.  The seat was non-adjustable, apparently being designed 
specifically for a short, slim pilot.  The rudder control and wheel 
brakes were on the same plate, depending on the correct application of 
toe or heel, a situation which invariably led to a lot of accidents.  
A number of S 199s were destroyed by too harsh an application of wheel 
brakes which was followed by a violent swinging.  It was not uncommon 
for the S 199 to flip over during takeoff.  The cockpit canopy was 
locked from the outside, sometimes resulting in the pilot being 
trapped in the cockpit during a crash.  

There were problems with the fuselage gun synchronization, sometimes 
resulting in the paddle-blade propellers being shot off when the guns 
were fired.  Aware of this problem, S 199 pilots would often test-fire 
their guns immediately after takeoff.  If the propeller blades 
remained attached to the aircraft, they would conclude that the 
synchronization gear was working properly and they would continue with 
their mission.  Otherwise, they would glide back to their airfields as 
best they could.  

Although the S 199 was a failure as a fighter, it was invaluable as a 
morale-booster, when the nascent Israeli air force had little else 
available.  Surviving S 199s were replaced by P-51 Mustangs in 1950.  

Several modifications were made to the S 199 before it finally was 
phased out of production in 1949.  Among these was the replacement of 
the "Galland"-type cockpit canopy hood by a blown "bubble" hood.  When 
production finally terminated, a total of 551 fighters had been 
assembled by the Cakovice and Letnany factories.  They remained in 
Czech service until well into the 1950s.  

Sources: 

  Augsburg Eagle--The Story of the Messerschmitt 109, William Green, 
  Doubleday, 1971.  

  The Messerschmitt 109--A Mamous German Fighter, Heinz J. Nowarra, 
  Aero Publishers, Inc., 1963.  

Joe Baugher			**************************************
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