The MW 50 System as an Alternative to the GM-1
This technical discussion supplements the article describing the GM-1 system in the Messerschmitt Bf 109 in the November, 2024 newsletter. Even before World War II, Dr. Otto Lutz (1906-1974) came up with the idea of injecting nitrous oxide into an engine to increase performance. He later published (as late as 1942) a scientific paper on the subject "Über Leistungssteigerung von Flugmotoren durch Zugabe von Sauerstoffträgern", or roughly translated, ‘On increasing the performance of aircraft engines through the addition of oxygen compounds’.
HISTORY
The MW 50 System as an
Alternative to the GM-1
in the Bf 109G and K
Pavel Raška
This technical discussion supplements the article describing the GM-1 system
in the Messerschmitt Bf 109 in the November, 2024 newsletter.
Even before World War II, Dr. Otto Lutz (1906-1974) came up with the idea of injecting
nitrous oxide into an engine to increase performance. He later published (as late as
1942) a scientific paper on the subject "Über Leistungssteigerung von Flugmotoren
durch Zugabe von Sauerstoffträgern", or roughly translated, ‘On increasing the
performance of aircraft engines through the addition of oxygen compounds’.
Just before World War II, BMW engineers
Dietrich Singelmann (1903-1989) and Helmut
von Zborowski (1905-1969, a native of Terezin)
began to independently experiment with the
injection of a mixture of water and methanol.
They discovered that by mixing water with
methanol and adding a drop of an anti-corrosion
additive, they obtained a problem-free liquid
that, unlike nitrous oxide, could be stored in
ordinary canisters at an airfield. Although it
was not recommended as a drink, it does not
normally burn or explode and generally exhibits
benevolent properties. The 1:1 ratio of water to
methanol proved to be the most advantageous
not only in terms of engine performance,
but also against the risk of the mixture freezing.
The injection of water and methanol was first
tested in 1939 on the Bramo 323-A engine.
Later, both gentlemen devoted themselves to
the development of rocket engines.
The GM-1 system described in our previous
article was not very popular among fighter
pilots, it could not be used at lower altitudes
and it was deemed just ‘dead weight’ which
worsened flight performance. The situation was
better for high-altitude reconnaissance units.
Readers of Clostermann's ‘The Big Show’ will
certainly remember the duel between Spitfires
and the Bf 109 at high altitude. The Bf 109 was
equipped with the GM-1 system, but its pilot
made the mistake of trying to save himself by
diving. However, just above sea level, the GM-1
could not be used and the reconnaissance
Bf 109 ended up being shot down over the ocean.
The new system, which was supposed to
eliminate the shortcomings of the GM-1, was
designated MW 50. The original thermally
insulated tanks for the GM-1 were initially
produced by the Büssing-NAG company in
relatively small numbers at about fifty per
month. The GM-1 installation used in the
Bf 109G could be used for injection in the
MW 50, but problems arose with valve corrosion.
By installing a modified valve, the entire system
could be used for one or the other mixture
(GM-1 or MW 50).
The developmental experiments that were
conducted yielded a second, simplified version
of the MW 50 system. It no longer required
the use of nitrous oxide, eliminating the need
for thermal insulation of the tank. In addition,
the compressed air bottles in the wings were
eliminated and replaced with compressed air
from the compressor. This resulted in a further
Bf 109 G-10 W.Nr 490 617 ‘Blue 2’, Uffz. Gerhard Reiher, 8./JG 3, Alperstedt, 1944. Behind the circular antenna on the spine, a triangular label is visible adjacent
to the MW 50 filling point [Martin Reiher]
INFO Eduard14
February 2025