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Description
In keeping with his bad habit of taking existing aircraft designs, and genetically altering them so that they barely resembled what they came from, Prof. Anton Veeblefitzer Esq. took the obsolete Bf-109K-14 and transformed it into the deadly Ve/Bf-109K-26 "Grosse Jeager" fighter.
Powered with a lengthened DB-619C motor, rated at 2,870 hp for take-off, and 3,450 hp for emergency power, the craft could achieve speeds of up to 487 mph at 28,000 feet. The radiators beneath the wing, as in the "normal" 109, were replaced with a circular unit taken from the FW-190D, attached to the nose of the new craft. The propeller was a massive thing, with blades made of wood that were twice the size of anything else the Luftwaffe had ever used before.
Also, the massive supercharger could send the "King", as it was nicknamed, up to altitudes nearing 40,000 ft.
The cockpit was pressurized and heated, and came equipped with a unique toilet design that, coupled with a flight suit that zipped open down in the back, made pilot's lives more bearable. The fuselage was heightened for better forward visibility. The canopy kept the old frame, but the flat glass panels on the movable part of the canopy now had noticeable bulges, which allowed the pilot a little more head-room and better vision to the rear. The old 109's canopy' were hinged on the right side allowing entrance and exit only on the left side of the cockpit.
The K-26 canopy, hinged at the back, moved up and down, making cockpit matters easier.
The tip-to-tip span of the wing was unchanged, but the wing surface area was nearly double that of the old 109. This gave the King outstanding maneuverability at lower speeds.
The fuselage was lengthened to maintain center-of-balance. To secure the vertical stabilizer, and strengthen the frame, a wood fin was bolted to the aft fuselage and stabilizer. It was off-set to help counter the powerful torque from the prop.
Landing gear was taken from the FW-190D. Pilots really appreciated THAT! The wide-track gear made landings, etc., much safer over the old 109's narrow-track landing gear.
" The weapons, ...., ah(!), the whep...pons... ." (Prof. A. Veeb')
The 109K-26 came equipped with twin 20 mm cannon placed atop the fuselage just ahead of the wind screen. Mounted behind the motor, firing through the hollow drive shaft, was the latest version of the Krellmettal 30 mm cannon. Four such cannon were mounted in the wings. Five 30 mm cannon?! The poor little K-14 had only 2 x 13.5 mm machine guns and 2, or 3, 30 mm cannons.
Luftwaffe pilots, used to the old 109's habits and abilities, were thunderstruck by the new machine.
"It has more fire-power than the (Me) 262! And it can bring down a B-29 easily!" Exclaimed Cpt. Peter Teuton Barnum.
(He failed to mention that the B-29 could shoot back lethally).
"How far will this..., this..., MADMAN! Veeblefikker, or what-ever his name is, GO?!?!" Gasped Gen. Adolph Galland, Luftwaffe General.
We shall see, heh-heh-heh!

With complete and total apologies to the brilliant aircraft profile artist: Claes Sundin. Please google his name and view his inspiring work.

Description
In keeping with his bad habit of taking existing aircraft designs, and genetically altering them so that they barely resembled what they came from, Prof. Anton Veeblefitzer Esq. took the obsolete Bf-109K-14 and transformed it into the deadly Ve/Bf-109K-26 "Grosse Jeager" fighter.
Powered with a lengthened DB-619C motor, rated at 2,870 hp for take-off, and 3,450 hp for emergency power, the craft could achieve speeds of up to 487 mph at 28,000 feet. The radiators beneath the wing, as in the "normal" 109, were replaced with a circular unit taken from the FW-190D, attached to the nose of the new craft. The propeller was a massive thing, with blades made of wood that were twice the size of anything else the Luftwaffe had ever used before.
Also, the massive supercharger could send the "King", as it was nicknamed, up to altitudes nearing 40,000 ft.
The cockpit was pressurized and heated, and came equipped with a unique toilet design that, coupled with a flight suit that zipped open down in the back, made pilot's lives more bearable. The fuselage was heightened for better forward visibility. The canopy kept the old frame, but the flat glass panels on the movable part of the canopy now had noticeable bulges, which allowed the pilot a little more head-room and better vision to the rear. The old 109's canopy' were hinged on the right side allowing entrance and exit only on the left side of the cockpit.
The K-26 canopy, hinged at the back, moved up and down, making cockpit matters easier.
The tip-to-tip span of the wing was unchanged, but the wing surface area was nearly double that of the old 109. This gave the King outstanding maneuverability at lower speeds.
The fuselage was lengthened to maintain center-of-balance. To secure the vertical stabilizer, and strengthen the frame, a wood fin was bolted to the aft fuselage and stabilizer. It was off-set to help counter the powerful torque from the prop.
Landing gear was taken from the FW-190D. Pilots really appreciated THAT! The wide-track gear made landings, etc., much safer over the old 109's narrow-track landing gear.
" The weapons, ...., ah(!), the whep...pons... ." (Prof. A. Veeb')
The 109K-26 came equipped with twin 20 mm cannon placed atop the fuselage just ahead of the wind screen. Mounted behind the motor, firing through the hollow drive shaft, was the latest version of the Krellmettal 30 mm cannon. Four such cannon were mounted in the wings. Five 30 mm cannon?! The poor little K-14 had only 2 x 13.5 mm machine guns and 2, or 3, 30 mm cannons.
Luftwaffe pilots, used to the old 109's habits and abilities, were thunderstruck by the new machine.
"It has more fire-power than the (Me) 262! And it can bring down a B-29 easily!" Exclaimed Cpt. Peter Teuton Barnum.
(He failed to mention that the B-29 could shoot back lethally).
"How far will this..., this..., MADMAN! Veeblefikker, or what-ever his name is, GO?!?!" Gasped Gen. Adolph Galland, Luftwaffe General.
We shall see, heh-heh-heh!

With complete and total apologies to the brilliant aircraft profile artist: Claes Sundin. Please google his name and view his inspiring work.