As you have shown we agree on most of the points but I think you have misunderstood what I mean with the 109's rudder. The propwash will hit the vertical stab and create a yaw to the left as you say but I am wondering whether the asymmetric shape of the 109's rudder that creates a lifting force to the push the nose to the right is enough to create a turn to the right at low speed but high wash but then there is the possibility as you say that the turn is to the left as one would expect and , it would seem to make more sense, Interestingly I have found this page,
http://www.virtualpilots.fi/feature/art ... hs/#narrow
it seems that there is disagreement on the initial swing but maintaining the tail on thr ground for as long as possible and the left swing on lifting the tail appears to be agreed upon!
Some quotes
If you pushed the throttle fully open immediately, the plane tried suddenly to turn right and lean towards the left wing, especially if you had not locked the tailwheel
if you pushed full throttle immediately and your tailwheel was still at ground, the plane carries away to the right
The planes used to veer to the right at takeoff and when airborne to the left
So if you increased the throttle too slowly at take-off, the plane tried to swerve to right - you had to correct it before the real tendency of swerving to left came into effect
There was only one way to keep the swerving in control during take-offs: Fully open up the throttle with firm and swift movement, because you needed good airflow for the control surfaces from the very start. Keeping the tailwheel on the ground eliminated the initial swerving to the right, compensating that with left rudder would have been very dangerous. Swerving to left started as soon as the tail was raised and this had to be compensated with full right rudder, pushing the rudder to the very bottom. The plane would leave the ground in level flight without pulling the stick.
There was only one correct procedure. Open up the throttle calmly and quickly fully open, because you needed prop wash and airspeed to control the plane. The temptation to wash left was negated by keeping the tail wheel down at the runway for a moment. It would have been extremerely dangerous to correct the twist by pushing left rudder. Push the stick to raise tail, now the plane tried to twist left.
and quotes for the turn to the left!!!
After lining up the throttle is smoothly opened to 1.1 ata, controlling the moderate left swing with rudder
Some applied full power at once, treading on the right pedal
The plane had the tendency for swerving to the left during the take-off, but if this led to an accident, it was purely the fault of the pilot.
"Takeoff: the swerve (to left) was easy to control if one remembered to lock the tail wheel, open the throttle slowly (movement range of the throttle was really short) and didn't raise the tail up too early."
All rather contradictory about the initial swing but quite clear about the swing once the tail is up!
I have hope for the future that I will have a chance to fly the 109 and fortunately with the project I am on it is a distinct possibility, hopefully I will be able to get back to you in a few years time about what deffinately happens when you open the throttle!