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Messerschmitt AG, later ''Messerschmitt-Bölkow-Blohm'' (''MBB'') was a famous German Aircraft manufacturer, known primarily for its World War II Fighter Aircraft , notably the Bf 109 and Me 262 . The company survived in the post-war era, undergoing a number of mergers and changing its name from Messerschmitt before being bought by DASA in 1989, now part of EADS . BACKGROUND The government authorities were instrumental in setting up Bayerische Flugzeugwerke AG (BFW) from the unprofitable Otto-Flugzeugwerke In February 1916, the south German engineering company MAN AG and several banks purchased the aircraft builder Otto-Flugzeugwerke . On this company’s premises the investors established a new business, Bayerische Flugzeugwerke AG. The articles of association were drawn up on February 19 and 20, and completed on March 2, 1916. Details of the company were recorded in the Commercial Register with an equity capital of RM 1,000,000 on March 7, 1916. 36% of the capital was provided by the Bank für Handel und Industrie, Berlin, 30% by MAN AG and 34% by Hermann Bachstein, Berlin. The first Chairman of the Board of Management was Peter Eberwein, who had previously been employed at Albatros Flugzeugwerke . Due to the need of immediate aircraft production, there was no time for development work, so BFW manufactured aircraft under license from the Albatros Flugzeugwerke of Berlin . This meant that within a month of being set up, the company was able to supply aircraft to the war ministries of Prussia and Bavaria . However, major quality problems were encountered at the start. The German air crews frequently complained about the serious defects that appeared in the first machines from BFW. The same thing had happened with the aircraft from the predecessor company run by Gustav Otto. The reason for these deficiencies was a lack of precision in production. The majority of the workforce had been taken over by BFW from Otto Flugzeugwerke. It was only organizational changes and more intensive supervision of the assembly line that succeeded in resolving these problems by the end of 1916. This done, BFW was able, in the months that followed, to turn out over 200 aircraft per month with a workforce of around 3,000, and rose to become the largest aircraft manufacturer in Bavaria. The end of the war hit BFW hard, since military demand for aircraft collapsed. The company’s management were thus forced to look for new products with which to maintain their position in the market. Since WWI aircraft were largely built from wood to keep their weight down, BFW was equipped with the very latest joinery plant. What is more, the company still held stocks of materials sufficient for about 200 aircraft, and worth 4.7 million reichsmarks. It therefore seemed a good idea to use both the machinery and the materials for the production of furniture and fitted kitchens. In addition, from 1921 onwards, the company manufactured motorcycles of its own design under the names of Flink and Helios . In the autumn of 1921 the Austrian financier Camillo Castiglioni first announced his interest in purchasing BFW. While most of the shareholders accepted his offer, MAN AG initially held on to its shareholding in BFW. But Castiglioni wanted to acquire all the shares. He was supported in this by BMW’s Managing Director Franz Josef Popp who, in a letter to the chairman of MAN, described BFW as a “dead factory, which possesses no plant worth mentioning, and consists very largely of dilapidated and unsuitable wooden sheds situated in a town that is extremely unfavorable for industrial activities and whose status continues to give little cause for enthusiasm”. Apparently Popp was still in close contact with Castiglioni and was perhaps even privy to the latter’s plans for merging BMW with BFW. It was probably in the spring of 1922 that Castiglioni and Popp persuaded MAN to give up its shares in BFW, so that now the company belonged exclusively to Castiglioni. Then in May of the same year, when the Italian-born investor was able to acquire BMW’s engine business from Knorr-Bremse AG , nothing more stood in the way of a merger between the aircraft company BFW and the engine builders BMW. REINCARNATION Bayerische Flugzeugwerke (Bavarian Aircraft Works), also known as '''BFW''', was reformed in 1926 in Augsburg , Bavaria when Udet-Flugzeugbau GmbH was changed into a joint-stock company. In the early stages, BMW AG held a stake in this company and was represented by Josef Popp , who held a place on the Supervisory Board.BMW Historical Archives www.BMWgroup.com Willy Messerschmitt joined the company in 1927 as chief designer and engineer, and formed a design team. He promoted a concept he called "light weight construction" in which many typically separate load-bearing parts were merged into a single reinforced firewall, thereby saving weight and improving performance. The first true test of the concept was in the Bf 108 ''Taifun'' sports-plane, which would soon be setting all sorts of records. Based on this performance the company was invited to submit a design for the Luftwaffe 's 1935 fighter contest, winning it with the Bf 109 , based on the same construction methods. From this point on Messerschmitt became a favorite of the Nazi party, as much for his designs as his political abilities and the factory location in southern Germany away from the "clumping" of aviation firms on the northern coast. BFW was reconstituted as Messerschmitt AG on July 11 , 1938 , with Willy Messerschmitt as chairman and managing director. The renaming of BFW resulted in the company's RLM designation changing from ''Bf'' to ''Me''. Existing types, such as the Bf 109 and 110, retained their earlier designation in official documents, although sometimes the newer designations were used as well. In practise, all BFW/Messerschmitt aircraft from 108 to 163 (not the same plane as the Me 163) were prefixed ''Bf'', all later types with ''Me''. WORLD WAR II During the war Messerschmitt became a major design supplier, their Bf 109 and Bf 110 forming the vast majority of fighter strength for the first half of the war. Several other designs were also ordered, including the enormous Me 321 ''Gigant'' transport glider, and its six-engined follow on, the Me 323 . However for the second half of the war, Messerschmitt turned almost entirely to Jet -powered designs, producing the World's first operational jet fighter, the Me 262 ''Schwalbe'' (“Swallow”). They also produced the DFS -designed Me 163 ''Komet'', the first Rocket -powered design to enter service. Messerschmitt had its share of poor designs as well; the Me 210 , designed as a follow-on to the 110, was a disaster that almost led to the forced dissolution of the company. The design problems were eventually addressed in the Me 410 ''Hornisse'', but only small numbers were built before all attention turned to the 262. Late in the war, Messerschmitt also worked on a heavy " Amerikabomber " design, the Me 264 , which flew in prototype form but was too late to see combat. POST-WAR After . The cars were actually made by Fend's own company in the Messerschmitt works at Regensburg and Willy Messerschmitt had very little to do with the vehicles other than ruling that they carried his name. Fend's aircraft influence certainly showed itself in his desire to achieve a light yet stiff frame with low wind resistance from the tandem seating with aerodynamic steel body. This resulted in a surprisingly high performance from 175 and later 200cc single cylinder two-stroke engines. Some would say that his ultimate achievement with the Kabinenroller was the four-wheeled TG500 or 'Tiger' with a twin cylinder 490cc engine capable of higher speeds and sports car handling. However, there is little doubt that the best developed and most successful was the three-wheeled KR200. Production of the KR200 ceased in 1964. The rear-mounted engine of the 3-wheeler was a 191 cc Sachs single-cylinder twostroke, blast-cooled. A novel feature was the Siba Dynastart having both forward and reverse contact-breakers giving the car four forward and four reverse gears via the enclosed oilbath secondary chain. With handlebar-steering the control in a fast reverse gear, say at about 35 mph, was quite manageable. The general handling was good but the brakes were a weak point; a non-factory conversion to front 8-inch hydraulic brakes was marketted in Britain. For use on the UK roads the side-hinged Perspex canopy still lifted & tilted to the right. The rear seat was actually a small bench-type able to hold an adult and a child. Not many were sold in Britain due to the high price; I believe only two of the 4-wheeled variants were ever imported (BM-S) Less known is the fact that the Messerschmitt factory also produced prefabricated houses, which were designed as "self-building-kits" mainly based on an alloy frame work. RETURN TO AVIATION On 2007 . AIRCRAFT REFERENCES AND NOTES EXTERNAL LINKS |
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