Messerschmitt BF 109 FIGHTER 1935

Messerschmitt
Bf 109
FIGHTER 1935
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Messerschmitt Bf 109 FIGHTER 1935
Messerschmitt Bf 109
1935
FIGHTER
Messerschmitt Bf 109G-10 at the National Museum of the United States Air Force in
Dayton, Ohio
Role Fighter
Bayerische Flugzeugwerke
Manufacturer
Messerschmitt
Designed by Willy Messerschmitt
First flight 29 May 1935
Introduced 1937
1945, Luftwaffe
Retired
1965, Spain
Status Retired
Luftwaffe
Hungarian Air Force
Primary users
Aeronautica Nazionale Repubblicana
Forţele Aeriene Regale ale României
Number built 33,984 units produced up to April 1945.[1]
Avia S-99/S-199
Variants
Hispano Aviacion Ha 1112
The Messerschmitt Bf 109 was a German World War II fighter aircraft designed by
Willy Messerschmitt in the early 1930s. It was one of the first true modern fighters of the
2
era, including such features as an all-metal monocoque construction, a closed canopy, and
retractable landing gear. The Bf 109 was produced in greater quantities than any other
fighter aircraft in history, with a total of 33,984 units produced up to April 1945.[2]
The Bf 109 was the backbone of the Luftwaffe fighter force in World War II, although it
began to be partially replaced by the Focke-Wulf Fw 190 from 1941. Originally
conceived as an interceptor, it was later developed to fulfill multiple tasks, serving as
bomber escort, fighter bomber, day-, night- all-weather fighter, bomber destroyer,
ground-attack aircraft, and as reconnaissance aircraft. The Bf 109 had its faults. Like the
Spitfire, it had a short range.[Notes 1] Its cockpit was cramped and the track of its
undercarriage very narrow indeed so that it had challenging takeoff and landing
characteristics.[3] Neverthless, it remained competitive with Allied fighter aircraft until
the end of the war.
The aircraft served with several countries during the war, and with some for many years
after. The Bf 109 was flown by the three top-scoring fighter aces of World War II who
claimed 928 victories between them while flying with Jagdgeschwader 52, chiefly on the
Eastern Front, as well as by the highest scoring German ace in the North African
Campaign.[4] "The 109 was a dream, the non plus ultra," recalled Gunther Rall the
Luftwaffe ace with 275 kills. "Of course, everyone wanted to fly it as soon as possible."
[5]
It was also flown by high-scoring non-German aces, notably from Finland, Romania,
Croatia and Hungary. It would take rather more than a Solomon to judge which was
the best of the fighter aircraft used by the combatant nations during World War II.
3
But as it is virtually impossible to arrive at a fair basis of comparison - having regard

to a number of variables - it is safe to say that the Bf 109 (designed by Willy
Messerschmitt) was not only one of the great fighter aircraft of the war, but almost
certainly the most famous of all German aircraft ever built. If numbers constructed
was the criterion, it would have been in first or second place, for it has been
estimated that about 35,000 were built, which is not far short of the total production
figure estimated for Russia's Ilyushin IL-2 Shturmovik.
Design of the Bf 109 was initiated by Bayerische Flugzeugwerke in late 1933,

following issue by the Reichsluftfahrtministerium (RLM) of a specification for a
monoplane fighter to replace the Arado Ar 68 and Heinkel He 51 in Luftwaffe service.
The need was not then urgent, but the RLM believed that by competitive evaluation
and with reasonable time available for development, they would have a worthwhile
fighter when the moment came for it to enter operational service. Submissions were
made by Arado, Bayerische Flugzeugwerke, Focke-Wulf and Heinkel: those of the
second and last companies were selected for construction and evaluation, with each
initially to build ten examples. Heinkel's He 112 was the first to fly (in the summer of
1935) but it was the Bf 109 (first flown in mid-September 1935) that was to be built
in very large numbers. Strangely both of these prototypes made their first flight
under the power of a Rolls-Royce Kestrel in-line engine, as the Junkers Jumo 210 in
line engine - around which both had been designed- was not available in time. First
production version to enter service with the Luftwaffe was the Bf 109B-1 powered by
a 473.2kW Jumo 210D engine, followed by the 109B-2 with a 477kW Jumo 210E and
later with a 499kW Jumo 210G. A single-seat fighter of all-metal construction, the Bf
109 was a cantilever low-wing monoplane, the wing having automatic leading-edge
slots, large slotted trailing-edge flaps, and ailerons which drooped when the flaps
were right down. The main landing-gear units were retractable but most versions
had a non-retractable tailwheel. The tail unit was conventional, but the tailplane was
braced by struts until a tailplane of cantilever structure was introduced with the Bf
109F. Bf 109B-2 and variants of the Bf 109C were flown by the Condor Legion in the
Spanish Civil War. The Daimler-Benz DB 600 engine was introduced in the Bf 109D
version: more than 200 of these being in service with the Luftwaffe at the outbreak
of war. It was followed into service by the Bf 109E with 820kW DB 601A engine. In
addition to production for the Luftwaffe, some 300 examples of this type were
exported. The Bf 109E was the principal version used in the Battle of Britain and was
followed by the Bf 109F with an 894.2kW DB 601N or 969kW DB 601E engine.
Considered to represent the peak of development of this superb aeroplane, the Bf
109F had much cleaner aerodynamic lines, introducing the unbraced tailplane and
retractable tailwheel. Most extensively built version was the Bf 109G which was
inferior in performance to the version which had preceded it, although introducing a
more powerful Daimler-Benz engine. Despite the effects of strategic bombing by the
Allies, Bf 109G were still being produced in very large numbers right up to the end of
hostilities in Europe. Last versions to see limited use were the increased-span Bf
109H and a refined version of the Bf 109G, designated Bf 109K. Production of the Bf
109 continued in Czechoslovakia and Spain during early post-war years, and some
Czech-built S-99 were used in a training role until 1957. It would take rather more
than a Solomon to judge which was the best of the fighter aircraft used by the
combatant nations during World War II. But as it is virtually impossible to arrive at a
fair basis of comparison - having regard to a number of variables - it is safe to say
that the Bf 109 (designed by Willy Messerschmitt) was not only one of the great
fighter aircraft of the war, but almost certainly the most famous of all German
aircraft ever built. If numbers constructed was the criterion, it would have been in
first or second place, for it has been estimated that about 35,000 were built, which is
4
not far short of the total production figure estimated for Russia's Ilyushin IL-2
Shturmovik.
Design of the Bf 109 was initiated by Bayerische Flugzeugwerke in late 1933,

following issue by the Reichsluftfahrtministerium (RLM) of a specification for a
monoplane fighter to replace the Arado Ar 68 and Heinkel He 51 in Luftwaffe service.
The need was not then urgent, but the RLM believed that by competitive evaluation
and with reasonable time available for development, they would have a worthwhile
fighter when the moment came for it to enter operational service. Submissions were
made by Arado, Bayerische Flugzeugwerke, Focke-Wulf and Heinkel: those of the
second and last companies were selected for construction and evaluation, with each
initially to build ten examples. Heinkel's He 112 was the first to fly (in the summer of
1935) but it was the Bf 109 (first flown in mid-September 1935) that was to be built
in very large numbers. Strangely both of these prototypes made their first flight
under the power of a Rolls-Royce Kestrel in-line engine, as the Junkers Jumo 210 in
line engine - around which both had been designed- was not available in time.
Contents
· 1 Designation and nicknames
· 2 Development
o 2.1 Prototypes
o 2.2 The contest
· 3 Design features
o 3.1 Armament and gondola cannons
o 3.2 Records
· 4 Variants
o 4.1 Bf 109 A/B/C/D
o 4.2 Bf 109E "Emil"
· 5 Bf 109E in the Battle of Britain
o 5.1 Bf 109F "Friedrich"
§ 5.1.1 Prototypes
§ 5.1.2 Aerodynamic improvements
§ 5.1.3 Armament
§ 5.1.4 Bf 109F variants and sub-variants
§ 5.1.4.1 F-0, F-1, F-2
§ 5.1.4.2 F-3, F-4, F-5, F-6
o 5.2 Bf 109G "Gustav"
§ 5.2.1 Introduction
§ 5.2.2 Early Bf 109G models
§ 5.2.2.1 G-1, G-2
§ 5.2.2.2 G-3, G-4
§ 5.2.2.3 G-5, G-6
§ 5.2.3 Late Bf 109G models
§ 5.2.3.1 Improvements to the design
§ 5.2.3.2 Late-production G-6, G-14, G-14/AS
§ 5.2.3.3 G-10
5
§ 5.2.3.4 Miscellaneous variants: G-8, G-12

o 5.3 Bf 109H
o 5.4 Bf 109K "Kurfürst"
§ 5.4.1 K-4
§ 5.4.2 Other Bf 109K projects and prototypes
o 5.5 Bf 109T "Trägerflugzeug" (carrier aircraft)
o 5.6 Bf 109Z "Zwilling"
· 6 Bf 109 production
· 7 Operational History
o 7.1 Combat Service with the Luftwaffe
o 7.2 Combat service with Italy
o 7.3 Combat service with Hungary
o 7.4 Combat service with Finland
o 7.5 Combat service with Switzerland
o 7.6 Combat service with Yugoslavia
o 7.7 Aces flying the Bf 109
o 7.8 Developments after World War II
o 7.9 Czechoslovak production
o 7.10 Spanish production Hispano Aviación HA-1112
o 7.11 The end of the Bf 109 era
· 8 Operators
· 9 Specifications (Bf 109 G-6)
· 10 See also
· 11 References
o 11.1 Footnotes
o 11.2 Citations
o 11.3 Bibliography
· 12 External links
Designation and nicknames

Originally the aircraft was designated as Bf 109 by Reichsluftfahrtministerium (German
Aviation Ministry, RLM), since the design was submitted by the Bayerische
Flugzeugwerke (literally "Bavarian Aircraft Factory") company. However, the company
was renamed Messerschmitt AG after July 1938[6] when Erhard Milch finally allowed
Willy Messerschmitt to acquire the company. Subsequently, all Messerschmitt aircraft
that originated after that date, such as the Me 210, were to carry the "Me" designation.
Despite regulations by the RLM, wartime documents from Messerschmitt AG, RLM and
Luftwaffe loss and strength reports continued to use both designations, sometimes even on
the same page.[7] All extant airframes are described as "Bf 109" on identification plates,
including the final K-4 models,[8] with the noted exception of aircraft either initially built
or re-fitted by Erla Flugzeugwerke, which sometimes bore the Me 109 stamping. "Me-
109" is usually pronounced in German as may hundert-neun ("hundred-nine") while
English-speakers usually say "emm ee one-oh-nine".
6
The aircraft was given several nicknames by its operators and opponents, generally
derived from the name of the manufacturer (Messer, Mersu, Messzer etc.), or the external
appearance of the aircraft: the G-6 variant was nicknamed by Luftwaffe personnel as Die
Beule ("The bump/bulge") because of the cowling's characteristic covers for the breeches
of the later Bf 109G's synchronized 13 mm (.51 in) MG 131 machine guns, while Soviet
aviators nicknamed it as "the skinny one" for its sleek appearance (compared to the more
robust Fw 190). The names "Anton", "Bertha", "Caesar", "Dora", "Emil", "Friedrich",
"Gustav" and "Kurfürst" were derived from the variant's official letter designation (i.e. Bf
109G – 'Gustav'), based on the German phonetic alphabet of World War II;[Notes 2] a
practice that was also used for other German aircraft designs.
Development
During 1933, the Technisches Amt (T-Amt), the technical department of the RLM,
concluded a series of research projects into the future of air combat. The result of the
studies was four broad outlines for future aircraft:[9]
· Rüstungsflugzeug I for a multi-seat medium bomber

· Rüstungsflugzeug II for a tactical bomber
· Rüstungsflugzeug III for a single-seat fighter
· Rüstungsflugzeug IV for a two-seat heavy fighter
Rüstungsflugzeug III was intended to be an interceptor, replacing the Arado Ar 64 and

Heinkel He 51 biplanes then in service. Two months after the newly elected national
socialist government were sworn to power on the 30 January 1933, the RLM published
the tactical requirements for a single-seat fighter in the document L.A. 1432/33.[10]
7
The fighter needed to have a top speed of 400 km/h (250 mph) at 6,000 m (19,690 ft)
which it could maintain for 20 minutes, while staying in the air for a total of 90 minutes.
The critical altitude of 6,000 metres was to be reached in no more than 17 minutes, and
the fighter was to have an operational ceiling of 10,000 metres.[11] Power was to be
provided by the new Junkers Jumo 210 engine of about 522 kW (700 hp). It was to be
armed with either a single high-performance 20 mm MG C 30 cannon firing through the
engine shaft or, alternatively, either two engine cowl-mounted 7.92 mm (.312 in) MG 17
machine guns, or one lightweight, engine-mounted 20 mm MG FF cannon with two
7.92 mm MG 17s.[12] One other specification was that the aircraft needed to keep wing
loading below 100 kg/m2. The performance was to be evaluated based on the fighter's
level speed, rate of climb, and manoeuvrability, in that order.[13]
In fact, the R-III specifications were not actually devised by the T-Amt: in early-1933,
both Heinkel and Arado had sent in privately funded designs for a monoplane fighter, and
the T-Amt simply collected the best features from both and sent them back out again,
adding Focke-Wulf to the inivtation to tender.
It has been suggested that Willy Messerschmitt was originally not invited to participate in
the competition due to personal animosity between Messerschmitt and RLM director
Erhard Milch;[Notes 3] however, recent research by Willy Radinger and Walter Shick
indicates that this may not have been the case, as all three competing companies – Arado,
Heinkel and the BFW – received the development contract for the L.A. 1432/33
requirements at the same time in February 1934.[14] A fourth company, Focke Wulf
received a copy of the development contract only in September 1939.[14] The powerplant
8
was to be the Junkers Jumo 210, but the proviso was made that it would be
interchangeable with the more powerful, but less developed Daimler-Benz DB 600
powerplant.[15] Each was asked to deliver three prototypes to be delivered for head-to-
head testing in late 1934.
Prototypes
9
Messerschmitt Bf 109 V1
Design work on what was to become the Bf 109 began in March 1934, just three weeks
after the development contract was awarded, under Messerschmitt Project number
P.1034. The basic mock-up was completed by May 1935, and a more detailed design
mock-up was prepared by January 1935. The design was issued with the RLM's
designation of "Bf 109", with the 109 next in line from a batch of type numbers assigned
to BFW.[14]
The first prototype (Versuchsflugzeug 1 or V1), with the civilian registration D-IABI, was
completed by May 1935, but the German engines were not yet ready. In order to get the
'RIII' designs into the air, the RLM acquired four Rolls-Royce Kestrel VI engines by
trading Rolls-Royce a Heinkel He 70 Blitz as an engine test-bed.[Notes 4] Messerschmitt
received two of these engines and started adapting the engine mounts of V1 to take the V-
12 engine upright. This work was completed in August, and V1 completed flight tests in
September 1935. The aircraft was then sent to the Luftwaffe test centre at Rechlin to take
part in the design contest. By late-summer, the Jumo engines were starting to become
available, and V2 was completed with the 449 kW (600 hp) Jumo 210A in October 1935.
V3 followed, being the first to actually mount guns, but another Jumo 210 was not
available and it ended up delaying the flight of V3 until May 1936.
The contest
10
After Luftwaffe acceptance trials were completed at Rechlin, the prototypes were moved
to Travemünde for the head-to-head portion of the contest. The aircraft which
participated in the trials were the Arado Ar 80 V3, the Focke-Wulf Fw 159 V3, the
Heinkel He 112 V4 and the Bf 109 V2. The He 112 arrived first, in early February 1936,
and the rest of the prototypes had all arrived by the beginning of March.
Because most of the fighter pilots of the Luftwaffe were used to biplanes with open
cockpits, low wing loading, light g-forces and easy handling, they were very critical of
the Bf 109 at first. However, it soon became one of the front-runners in the contest, as the
Arado and Focke-Wulf entries, which were intended as "back-up" programmes to
safeguard against failure of the two favourites, proved to be completely outclassed. The
Arado Ar 80, with its gull wing (replaced with a straight, tapered wing on the V3) and
fixed, spatted undercarriage was overweight and underpowered and the design was
abandoned after three prototypes had been built. The parasol winged Fw 159 was always
considered by the Erprobungsstelle (E-Stelle) staff at Travemünde to be a compromise
between the biplane and the aerodynamically more efficient low-wing monoplane.
Although it had some advanced features, it used a novel undercarriage design which was
never truly reliable.[16]
Bf 109Cs of 1/JG 137, August/September 1939
11
JG 53 Bf 109E-1, summer 1941
Initially, the Bf 109 was regarded with suspicion by the E-Stelle test pilots because of its
steep ground angle, resulting in poor forward view on the ground; the sideways-hinged
cockpit canopy, which could not be opened in flight; and the automatic wing leading edge
slots which, it was thought, would inadvertently open during aerobatics, possibly leading
to crashes. They were also concerned about the high wing loading.[17]
The Heinkel He 112, based on a scaled-down Blitz was the favourite of the Luftwaffe
leaders. Compared with the Bf 109, it was also cheaper.[18] Positive aspects of the He 112
included the wide track and robustness of the undercarriage, considerably better visibility
from the cockpit, and a lower wing loading that led to easier landings. However, the He
112 was also structurally complicated, being some 18% heavier than the Bf 109, and it
soon became clear that the thick wing, which spanned 12.6 m (41 ft 4 in) with an area of
23.2 m2 (249.7 ft2) on the first prototype (V1), was a disadvantage for a light fighter,
decreasing the aircraft's rate of roll and manoeuvrability. Because of its smaller, lighter
airframe, the Bf 109 was 30 km/h (20 mph) faster than the He 112 in level flight, and
superior in climbing and diving. As a result, the He 112 V4 which was used for the trials
had new wings, spanning 11.5 m (37 ft 8.75 in) with an area of 21.6 m2 (232.5 ft2). In
addition, the V4 had a single-piece, clear-view, sliding cockpit canopy and a more
powerful Jumo 210Da engine with a modified exhaust system. However, the
improvements had not been fully tested and the He 112 V4 could not be demonstrated in
accordance with the rules laid down by the Acceptance Commission, giving a distinct
12
advantage to the Bf 109. The Commission ruled in favour of the Bf 109 because of the
Messerschmitt test pilot's demonstration of the 109's capabilities during a series of spins,
dives, flick rolls and tight turns, throughout which the pilot was in complete control of the
aircraft.[19]
In March, the RLM received news that the British Spitfire had been ordered into
production; with this information, a quick result to the contest was needed in order to get
the winning design into production. On 12 March, they released a document that outlined
the results of the contest, Bf 109 Priority Procurement, as a result of which the RLM
instructed Heinkel to radically re-design the He 112, while ordering the Bf 109 into
production.[20]
Design features
As with the earlier Bf 108, the new design was based on Messerschmitt's "lightweight
construction", which essentially aimed at reducing the total number of parts in the aircraft
as much as possible. Examples of this could be found in the use of two large, complicated
brackets which were fitted to the main engine firewall; these brackets incorporated the
lower engine mounts and landing gear pivot points. Another large forging attached to the
firewall carried the main-spar pick up points, and carried most of the wing loads.
Contemporary design practice was usually to have these main load-bearing structures
mounted on different parts of the airframe, with the loads being distributed through the
main structure via a series of strong-points. By centralising the loads on the main
bulkhead, the main structure of the 109 was able to be made relatively light and
uncomplicated.[21]
Another advantage of this design was that because the outboard-retracting main landing
gear, retracting through roughly an 85º angle, was attached to the fuselage, it was
possible to completely remove the wings of the aircraft for major servicing without the
need for additional equipment to support the fuselage. It also meant that the wing
structure was able to be simplified through not having to carry the weight of the aircraft
and not having to bear the loads imposed during takeoff or landing. However, this had
one major drawback — this landing gear arrangement ensured a narrow wheel track
making the aircraft laterally unstable while on the ground. To increase stability the legs
had to be splayed out, creating another problem in that loads imposed during takeoff and
landings were transferred at an angle up the legs. The small rudder of the 109 was
relatively ineffective at controlling the strong swing created by the powerful slipstream of
the propeller, and this sideways drift created disproportionate loads on the wheel opposite
the swing. If the forces imposed were large enough, the pivot points often broke and the
landing gear leg would be forced sideways into its bay.[22] Because of the large ground
angle caused by the long legs, visibility for the pilot, especially straight ahead, was very
poor, a problem exacerbated by the sideways-opening canopy. This meant that the pilots
often had to "snake" the aircraft during taxiing manoeuvres, which again imposed stresses
on the splayed undercarriage legs. Ground accidents were, however, more of a problem
with rookie pilots, especially during the later stages of the war.[23] Even experienced
13
pilots, especially those who were tired, were caught out. Most Finnish pilots reported that
the swing was easy to control, but some of the less-experienced pilots lost fighters on
startup.[23] At least 10% of all Bf 109s went lost in takeoff and landing accidents, 1,500 of
which occurred between 1939 and 1941. [24]
The provision of a fixed "tall" tailwheel on some of the late G-10s and 14s and the K-
series helped alleviate the problem to a large extent.[25]
Right from the inception of the design priority was given to total and easy access to the
powerplant, fuselage weapons and other systems while the aircraft was operational from
forward airfields. To this end, the entire engine cowling was made up of large, easily
removable panels which were secured by large toggle-latches. A large panel under the
wing centre-section could be removed to gain access to the L-shaped main fuel tank,
which was sited partly under the cockpit floor and partly behind the rear cockpit
bulkhead. Other, smaller panels gave easy access to the cooling systems and electrical
equipment. The engine was held in two large, forged, magnesium alloy Y-shaped legs
which were cantilevered from the main firewall/bulkhead. Each of the legs was secured
by two quick-release screw fittings on the main firewall. All of the main pipe connections
were colour-coded and grouped in one place, where possible, and the electrical
equipment plugged into junction boxes mounted on the firewall. The entire powerplant
could be removed or replaced as a unit in a matter of minutes.[26]
An aspect of this construction technique was the use of a single, I-section main spar in the
wing, mounted close to the leading edge, thus forming a stiff D-shaped torsion box. Most
aircraft of the era used two spars, near the front and rear edges of the wings, but the D-
box was much stiffer torsionally, and eliminated the need for the rear spar. The wing
profile was somewhere between NACA 2314 and 2315, with a thickness to chord ratio of
14.5%. Another major difference was the higher wing loading than the competing
designs. While the R-IV contract called for a wing loading of less than 100 kg/m2,
Messerschmitt felt this was unreasonable; with the engines available to them, the fighter
would end up slower than the bombers it was tasked with catching. Since the fighter was
being designed primarily for high-speed flight, a smaller wing area would be optimal for
achieving high level speeds, but the downside of such a trade-off was that low-speed
flight would suffer, as the smaller wing would require more airflow to generate enough
lift to stay flying. To compensate for this, the Bf 109 included advanced high-lift devices
on the wings, including automatically opening leading edge slats, and fairly large
camber-changing flaps on the trailing edge. Messerschmitt also included ailerons (and
later radiator flaps) that "drooped" when the flaps were lowered thereby increasing the
effective flap area. When deployed, these devices effectively increased the coefficient of
lift, making it better at low speeds and high angles of attack.[27]
Armament and gondola cannons

Reflecting Messerschmitt's belief in low-weight, low-drag, simple monoplanes, the
armament was placed in the fuselage: two synchronized machine guns, just as in a typical
biplane fighter like the Albatros D.Va, were mounted in the cowling, firing over the top
14
of the engine and through the propeller arc. As an alternative, a single high-performance
cannon (or 'shell-gun', as sometimes referred in the 1930s) firing through the cylinder
banks through a blast tube, with the engine buffering the recoil was considered from the
start.[28] This was also the choice of armament layout on some contemporary French
monoplane fighters, such as the Dewoitine D.520.[Notes 5] Conforming to Prof.
Messerschmitt's ethos, this kept his gun-free wings very thin and lightweight.
When it was discovered in 1937 that the RAF was planning eight-gun batteries for its
new monoplane fighters - the Hawker Hurricane and Supermarine Spitfire) - it became
clear the Bf 109 would need to carry more weaponry; a new wing was designed to carry
machine guns, and later, 20 mm MG FF cannon configurations. The problem was that
when it came to fitting additional armament, the only place in which it could be located
was in the wings. However, the positions of the undercarriage bays, main spar and wing
slats meant that room was limited to two bays between the undercarriage and slats. There
was room for only one weapon per wing, either a 7.92 mm MG 17 machine gun, or a
20 mm MG FF or MG FF/M cannon.
A cannon-armed Bf 109E, showing the 20 mm MG FF installations in the wing to good

effect
15
The first version of the 109 to have wing guns was the C-1, which had one MG 17 per
wing fitted in the inner bays. To avoid redesigning the wing to accommodate large
ammunition boxes and access hatches, an unusual ammunition feed was devised whereby
a continuous belt holding 500 rounds was fed along chutes out to the wing tips. The belt
was fed around a roller and back along the wing, forward and beneath the gun breech, to
the wing root where it was fed around another roller and back to the weapon. The gun
barrels were buried in long, large diameter tubes between the spar and the leading edge.
These tubes channelled cooling air around the barrels and breeches and out of a slot at the
rear of the wing diaphragm and top of the flap. Room was still so restricted that parts of
the MG 17's breech mechanism poked into an accommodating hole in the flap
structure.[30] The much longer and heavier MG FF had to be mounted in the outer bay. A
large hole was cut through the spar webbing to allow the cannon to be fitted with an
ammunition feed forward of the spar, with the rear breech block projecting through the
spar. The 60-round ammunition drum was placed in the machine-gun compartment; a
small hatch incorporating a blister was needed in the wing lower surface to allow access
to change the drum. The entire weapon could be removed for servicing by removing a
leading edge panel.[30]
From the 109F-series onwards, guns were no longer carried inside the wings – a
noteworthy exception was Adolf Galland's field-modified Bf 109 F-2, which had a
20 mm MG FF/M installed internally in each wing.[Notes 6] Only some of the late 109K-
series models, such as the K-6, were planned to carry 30 mm (1.18 in) MK 108 cannons
in the wings.[31]
In place of internal wing armament, additional firepower was provided through a pair of
20 mm MG 151/20 cannons in conformal gun pods, installed under the wings. Although
the additional armament increased the fighter's potency as a bomber destroyer, it had an
adverse affect on the handling qualities, reducing its competence in fighter-versus-fighter
combat and accentuating the tendency of the fighter to swing pendulum-fashion in
flight.[32] The conformal gun pods, without ammunition, weighed 135 kg (298 lb);[33] and
135 to 145 rounds were provided per gun.[34] The total weight, including ammunition,
was 215 kg.<[33] Installation of the underwing gun pods was a simple task that could be
quickly performed by the unit's armourers, and imposed a reduction of speed of only
8 km/h (5 mph).[35] By comparison, the installed weight of a similar armament of two
20 mm MG 151/20 cannon inside the wings of the FW 190A-4/U8 was 130 kg (287 lb),
without ammunition.[36]
Records
On 11 November 1937, Messerschmitt regained some favour with Erhard Milch when the
Bf 109 V13 increased the world air speed record for Landplanes with piston engines[Notes
7][37]
to 610.55 km/h (379.38 mph). The "V13" had been fitted with a special racing DB
601R engine that could deliver 1,650 hp (1,230 kW) for short periods.[38]
Heinkel, having had the He 112 rejected began work on the He 100. On 6 June 1938, the
He 100 V3, flown by Ernst Udet, established a new record of 634.7 km/h (394.4 mph),
16
and later, on 30 March 1939, test pilot Hans Dieterle surpassed that record, reaching
746.61 km/h (463.92 mph) with the He 100 V8. Messerschmitt soon regained the lead in
this race. On 26 April 1939, Flugkapitän Fritz Wendel, flying the Me 209 V1, raised the
figure to 755.14 km/h (469.22 mph). This was a racing aircraft having little in common
with the Bf 109, powered by the DB 601ARJ, producing 1,156 kW (1,550 hp) but
capable of reaching 1,715 kW (2,300 hp). For propaganda purposes, the machine was
called the Bf 109R, suggesting it was just another version of the standard fighter. This
world record for a propeller-driven aircraft was to stand until 1969.[39]
Variants
Bf 109 A/B/C/D
109B
17
The Bf 109A was the first version of the Bf 109. Armament was initially planned to be
only two cowl-mounted 7.92 mm (.312 in) MG 17 machine guns. However, possibly due
to the introduction of the Hurricane and Spitfire, each with eight 7.7 mm (.303 in)
machine guns, experiments were carried out with a third machine gun firing through the
propeller shaft.[40] V4 and some A-0 were powered by a 640 PS (631 hp, 471 kW) Jumo
210B engine driving a two-blade fixed-pitch propeller, but production was changed to the
670 PS (661 hp, 493 kW) Jumo 210D as soon as it became available. The A-0 were not
of a uniform type but saw several changes in their appearance. Visible changes included
engine, cockpit and machine gun ventilation holes/slats, and the location of the oil cooler
was changed several times to prevent overheating. Many of these Bf 109 A-0 served with
the Legion Condor and were often misidentified as B-series aircraft, and probably served
in Spain with the tactical markings 6-1 to 6-16. One A-0, marked as 6-15, ran out of fuel
and was forced to land behind enemy lines. It was captured by Republican troops on 11
November 1937 and later transferred to the Soviet Union for a closer inspection.[41] 6-15
incorporated several improvements from the Bf 109B production program and had been
prepared to use a variable-pitch propeller although it had not been installed.
According to RLM documentation 22 aircraft were ordered and delivered with V4 as the
A-series prototype.[42][43]
The first Bf 109 in serial production, the Bf 109B , was fitted with the 670 PS (661 hp,
493 kW) Jumo 210D engine driving a two-bladed fixed-pitch propeller. During the B-1
production run a variable pitch propeller was introduced and often retrofitted to older
aircraft; these were then unofficially known as B-2s. Both versions saw combat with the
Legion Condor during the Spanish Civil War, although it was apparent that the armament
was still inadequate. Several aircraft were produced with an engine-mounted machine
18
gun but it was very unreliable, most likely because of engine vibrations and overheating.
Thus the Bf 109 V8 was constructed to test the fitting of two more machine guns in the
wings; however, results showed that the wing needed strengthening.[44] In the following
V9 prototype both wing guns were replaced by 20 mm MG FF cannons.[45]
109C
A total of 341 Bf 109B of all versions were built by Messerschmitt, Fieseler, and
Erla.[46][47]
The short-lived Bf 109C was powered by a 700 PS (690 hp, 515 kW) Jumo 210G engine
with direct fuel injection. Another important change was a strengthened wing, now
carrying two more machine guns giving four 7.92 mm (.312 in) MG 17s in total. The C-0
were pre-production aircraft, the C-1 was the production version, and the C-2 was an
experimental version with an engine-mounted machine gun. The C-3 was planned with
20 mm MG FF cannons replacing the two MG 17s in the wings, but it is not known how
many C-3 (if any) were built or converted. The C-4 was planned to have an engine-
mounted MG FF, but the variant was not produced.[48]
A total of 58 Bf 109C of all versions were built by Messerschmitt.[46][47]
19
The next model, the V10 prototype, was identical to the V8, except for its Jumo 210G
engine. The V10, V11, V12 and V13 prototypes were built using Bf 109B airframes, and
tested the DB600A engine with the hope of increasing the performance of the aircraft.
The DB600A was dropped as the improved DB601A with direct fuel injection was soon
to become available.
Bf 109D
Developed from the V10 and V13 prototypes, the Bf 109D was the standard version of
the Bf 109 in service with the Luftwaffe during the period just before World War II.
Despite this, the type saw only limited service during the war, as all of the 235 Bf 109D
still in service at the beginning of the Poland Campaign were rapidly taken out of service
and replaced by the Bf 109E, except in some night fighter units where some examples
were used into early-1940. Variants included D-0 and D-1 models, both having a Junkers
Jumo 210D engine and armed with two wing-mounted and two nose-mounted 7.92 mm
(.312 in) MG 17s.[39] The D-2 was an experimental version with an engine-mounted
machine gun, but as previously tried, this installation failed. The D-3 was similar to the
C-3 but with two 20 mm MG FFs in the wings.
A total of 647 Bf 109D of all versions were built by Focke-Wulf, Erla, Fieseler, Arado
and AGO.[47][49] Messerschmitt is listed as having produced only four Bf 109D, probably
the D-0 preproduction series with the serial production transferred to licensed
manufacturers. Several Bf 109D were sold to Hungary and Switzerland.
20
21
22
Bf 109E "Emil"
In late 1938, the "Emil" entered production. To improve on the performance afforded by
the rather small 447-522 kW (600-700 hp) Jumo, the larger Daimler-Benz DB 601A
engine was used, yielding an extra 223 kW (300 hp) at the cost of an additional 181 kg
(400 lb). To test the new 1,100 PS (1,085 hp, 809 kW) DB601A engine, two more
prototypes (V14 and V15) were built, each differing in their armament. While the V14
was armed with two 7.92 mm (.312 in) MG 17s above the engine and one 20 mm MG FF
in each wing, the V15 was fitted with the two MG 17s mounted above the engine only.[50]
After test fights the V14 was considered more promising and a pre-production batch of
10 E-0 was ordered. Batches of both E-1 and E-3 variants were shipped to Spain for
evaluation, and received their baptism of fire in the final phases of the Spanish Civil War.
Bf 109E-3
E-1
The production version E-1 kept two 7.92 mm (.312 in) MG 17s above the engine and
two more in the wings. Later, many were modified to the E-3 armament standard. The E-
23
1B was a small batch of E-1s becoming the first operational Bf 109 fighter bomber, or
Jagdbomber (usually abbreviated to Jabo). These were fitted with either an ETC 250
bomb rack, carrying one 250 kg (550 lb) bomb, or two ETC 50 bomb racks, each carrying
a 50 kg (110 lb) bomb under both wings. The E-1 was also fitted with the Reflexvisier
"Revi" gunsight. Communications equipment was the FuG 7 Funkgerät 7 (radio set)
short-range radio apparatus, effective to ranges of 48–56 km (30–35 mi). A total of 1,183
E-1 were built, 110 of them were E-1/B.[47][49]
E-2
Only very limited numbers of the E-2 variant were built, for which the V20 prototype
served as basis. It was armed with two wing mounted, and one engine mounted MG FF
cannon, which gave considerable trouble in service, as well as two MG 17s cowl
machineguns. In August 1940, II./JG 27 was operating this type.[51][52]
E-3
To improve the performance of the Bf 109E, the last two real prototypes, V16 and V17
were constructed. These received some structural improvements and more powerful
armament. Both were the basis of the Bf 109 E-3 version. The E-3 was armed with the
two MG 17s above the engine and one MG FF cannon in each wing.[23][53] A total of
1,276 E-3 were built, including 83 E-3a export versions.[49][54]
24
25
26
Bf 109E-4
E-4
The E-3 was replaced by the E-4 (with many airframes being upgraded to E-4 standards
starting at the beginning of the Battle of Britain) which was different in some small
details, most notably by using the modified 20 mm MG-FF/M wing cannon and having
improved head armor for the pilot. With the MG FF/M it was possible to fire a new and
improved type of explosive shell, called Minengeschoß (or 'mine-shell') which was made
using drawn steel (the same way brass cartridges are made) instead of being cast as was
the usual practice. This resulted in a shell with a thin but strong wall, which had a larger
cavity in which to pack a much larger explosive charge than was otherwise possible. The
new shell required modifications to the MG FF's mechanism due to the different recoil
characteristics, hence the MG FF/M designation.
The cockpit canopy was also revised to an easier-to-produce, "squared-off" design, which
also helped improve the pilot's field of view. This canopy, which was also retrofitted to
many E-1s and E-3s, was largely unchanged until the introduction of a welded, heavy-
framed canopy on the G series in the autumn of 1942. The E-4 would be the basis for all
further Bf 109E developments. Some E-4 and later models received a further improved
1,175 PS (1,159 hp, 864 kW) DB601N high-altitude engine; known as the E-4/N this first
appeared in July 1940. The E-4 was also available as a fighter-bomber with equipment
very similar to the previous E-1/B. It was known as E-4/B (DB 601Aa engine) and E-
4/BN (DB 601N engine). A total of 561 of all E-4 versions were built,[49] including 250
E-4, 20 E-4/N, 211 E-4/B and 15 E-4/BN.[54]
27
E-5, E-6
The E-5 and E-6 were both reconnaissance variants with a camera installation behind the
cockpit. The E-5 was a reconnaissance variant of the E-3, the E-6 was a reconnaissance
variant of the E-4/N. Twenty-nine E-5s were built and nine E-6 were ordered.[54]
E-7
The E-7 was the next major production variant, entering service and seeing combat at the
end of August 1940.[55] One of the limitations of the earlier Bf 109E was their short range
of 660 km (410 mi) and limited endurance, as the design was originally conceived as a
short-range interceptor. The E-7 rectified this problem as it was the first subtype to be
able to carry a drop tank, usually a 300 L (80 US gal) capacity unit mounted on a rack
under the fuselage, which increased their range to 1,325 km (820 mi). Alternatively, a
bomb could be fitted and the E-7 could be used as a Jabo fighter-bomber. Previous Emil
subtypes were progressively retrofitted with the necessary fittings for carrying a drop
tank from October 1940.[56] Early E-7s were fitted with the 1,100 PS DB 601A or
1,175 PS DB 601Aa engine, while late-production ones received 1,175 PS DB 601N
engines with improved altitude performance – the latter was designated as E-7/N.[57] A
total of 438 E-7s of all variants were built.[58]
Bf 109E in the Battle of Britain

The E-1 and E-4 variants experienced the most action during the Battle of Britain. On 31
August 1940, fighter units (excluding JG 77) reported 375 E-1s, 125 E-3s, 339 E-4s and
32 E-7s on strength, indicating that most of the E-3s had been already converted to E-4
standard.[55] By July, one Gruppe (Wing) of JG 26 was equipped with the Bf 109 E-4/N
model of improved performance, powered by the new DB 601N engine using 100 octane
aviation fuel.[57]
The fuel-injected DB 601 proved most useful against the British Supermarine Spitfire and
Hawker Hurricane, as the British fighters used gravity-fed carburetted engines, which
would cut-out under negative g-forces whereas the DB601 did not. The Bf 109s thus had
the initial advantage in dives, either during attack or to escape. The Spitfire proved a
formidable opponent however, being approximately as fast and able to out-turn the 109 at
medium to high speeds. On the question of comparative turning circles in combat,
Spitfires and Hurricanes benefited from their lower wing loading compared with the Bf
109: the Royal Aircraft Establishment estimated the Spitfire's turning circle – without
height loss – as 212 m (700 ft) in radius (the Hurricane's would be slightly tighter) while
the 109E's was estimated as 270 m (890 ft) radius at 3,657 m (12,000 ft).[59] Reports by
Messerschmitt A.G. on the other hand give the smallest turning circle as 170 m,[60] and
fighter pilots on both sides claim they would out-turn their opponents in combat.
28
Radinger and Schick, quoting the 1939 Luftwaffe specifications for the Bf 109E, state the
tightest turn radius at ground level as 125 m (410 ft), and as 230 m (754 ft) at 6,000 m
(19,690 ft).[60][61] The most experienced fighter aces like Werner Mölders were the first
ones to fly the first Bf 109 F-1s in combat in October 1940.[62]
In the Battle of Britain, the Bf 109 was at a disadvantage due to its short range: like most
of the 1930s monoplane interceptors, it was designed to engage enemy bombers over
friendly territory, and the range and endurance necessary for escorting long-ranged
bombers over enemy territory was not required. During the Battle, after escorting
bombers from their bases in northern France, The Netherlands and Germany, the
Messerschmitt had only around 15 minutes of fuel for combat over southern England
before having to turn back. The Spitfire and Hurricane, designed with similar operational
requirements in mind, but operating virtually over their home airfields, had a tactical
advantage in being able to remain longer in the combat area and having the option to
pursue any targets if needed. The approach to firepower was radically different: the RAF
had not yet developed cannon-armed fighters and instead used massed batteries of rifle-
caliber guns, with the Spitfire and Hurricane having eight 7.7 mm (.303 in) machine
guns, while the Bf 109s (E-3, E-4, E-7) carried two 7.92 mm (.312 in) MG 17s and two
20 mm MG FF cannon. The latter fired explosive shells which were highly destructive,
and had different ballistic properties to the cowl-mounted MG 17s, but were carried in
limited numbers due to their being stowed in a replaceable (on the ground) 60-round
capacity drum magazine attached to each cannon. The E-1s on the other hand carried only
four 7.92 mm (.312 in) MG 17s, but provided with a total of 4,000 rounds.
29
RAF pilots who tested captured Bf 109s liked the engine and throttle response, the docile
and responsive handling and stall characteristics at low speeds, but criticised the high-
speed handling characteristics, poorer turning circle, and great control forces required at
speed.[59][63] In August 1940, comparative trials were held at the E'Stelle Rechlin, with the
famous ace Werner Mölders being one of the participants. The tests concluded that the Bf
109 had superior level and climb speed to the Spitfire at all altitudes, but also noted the
significantly smaller turning circle of the British fighter. It was advised not to engage in
turning dogfights unless the performance
advantage of the Bf 109 could be used to full effect. The roll rate of the Bf 109 was
deemed superior as was its stability on target approach. Mölders himself called the
Spitfire "miserable as a fighting aircraft", due to its two-pitch propeller and the inability
of its carburettor to handle negative g-forces. It should be noted, however, that in the
political climate of the times there was often a considerable amount of propaganda
written into such reports by both sides.[64]
Bf 109E variants and sub-variants
· E-0 (Pre-production aircraft with 4 × 7.92 mm/.312 in MG 17 machine guns)

· E-1 (Similar to E-0)
o E-1/B (Fighter-bomber version of E-1, usually with DB 601Aa)
· E-2 (Limited production, additonal engine mounted MG FF cannon, otherwise as
E-3)
· E-3 (Similar to E-1 but 2 × 20 mm MG FFs in the wings instead of the MG 17)
· E-4 (Armor and structural improvements, change of MG FF cannons to MG
FF/M. "Square" canopy)
o E-4/B (Fighter-bomber version of E-4, 1 × 250 kg/550 lb bomb, usually
with DB 601Aa)
o E-4 trop (Version of E-4 modified to serve in tropical regions)
o E-4/N (E-4 with DB601N engine)
o E-4/BN (Fighter-bomber version of E-4/N, 1 × 250 kg/550 lb bomb)
· E-5 (Recon version of E-3, camera equipment, 2 × 7.92 mm/.312 in MG 17)
· E-6 (Recon version of E-4/N, camera equipment, 2 × 7.92 mm/.312 in MG 17)
· E-7 (Similar to E-4 but with optional 300 L drop tank)
30
o E-7/N (Similar to E-4/N but with optional 300 L tank)

o E-7/NZ (also known as E-7/Z, an E-7/N with additional GM-1 nitrous
oxide injection system)
o E-7/U2 (Ground attack variant of E-7 with additional armor)
· E-8 (Long-range version of E-1 using drop tank installation of E-7, 4 ×
7.92 mm/.312 in MG 17)
· E-9 (Recon version of E-7/N, drop tank, camera equipment, 2 × 7.92 mm/.312 in
MG 17)
Bf 109F "Friedrich"
Messerschmitt Bf 109 F-2
Prototypes
Development of the new Bf 109F airframe had begun in 1939. After February 1940 an
improved engine, the Daimler-Benz DB 601E, was developed for use with the Bf 109.
31
The engineers at the Messerschmitt facilities took two Bf 109 E-1 airframes and installed
this new powerplant. The first two prototypes, V21 (Werksnummer (Works number) or
W.Nr 5602) and V22 (W.Nr 1800) kept the trapeziform wing shape from the E-1, but the
span was reduced by 61 cm (2 ft) by "clipping" the tips. Otherwise the wings
incorporated the cooling system modifications described below. V22 also became the
testbed for the pre-production DB 601E. The smaller wings had a detrimental effect on
the handling so V23, Stammkennzeichen (factory Code[Notes 8]) CE+BP, W.Nr 5603, was
fitted with new, semi-elliptical wingtips. The fourth prototype, V24 VK+AB, W.Nr 5604,
flew with the clipped wings but featured a modified, "elbow"-shaped supercharger air-
intake which was eventually adopted for production, and a deeper oil cooler bath beneath
the cowling.[65] On all of these prototypes the fuselage was cleaned up and the engine
cowling modified to improve aerodynamics.
Aerodynamic improvements
Compared to the earlier Bf 109E, the Bf 109F was much improved aerodynamically. The
engine cowling was redesigned to be smoother and more rounded. The enlarged propeller
spinner, adapted from that of the new Messerschmitt Me 210, now blended smoothly into
the new engine cowling.[66] Underneath the cowling was a revised, more streamlined oil
cooler radiator and fairing. A new ejector exhaust arrangement was incorporated, and on
later aircraft a metal shield was fitted over the left hand banks to deflect exhaust fumes
away from the supercharger air-intake. The supercharger air-intake was, from the F-1 -
series onwards, a rounded, "elbow"-shaped design that protruded further out into the
airstream. A new three-blade, light-alloy VDM propeller unit with a reduced diameter of
3 m (9 ft 8.5 in) was used. Propeller pitch was changed electrically, and was regulated by
a constant-speed unit, though a manual override was still provided. Thanks to the
improved aerodynamics, more fuel-efficient engines and the introduction of light-alloy
drop tanks, the Bf 109F offered a much increased maximum range of 1,700 km
(1,060 mi)[67][verification needed] compared to the Bf 109E's maximum range of 660 km
(410 mi).
The canopy stayed essentially the same as that of the E-4 although the handbook for the
'F' stipulated that the forward, lower triangular panel to starboard was to be replaced by a
metal panel with a port for firing signal flares. Many F-1s and F-2s kept this section
glazed. A two-piece, all-metal armour plate head shield was added, as on the E-4, to the
hinged portion of the canopy, although some lacked the curved top section. A bullet-
resistant windscreen could be fitted as an option.[68] The fuel tank was self-sealing, and
around 1942 Bf 109Fs were retrofitted with additional armour made from layered light-
alloy plate just aft of the pilot and fuel tank. The fuselage aft of the canopy remained
essentially unchanged in its externals.
The tail section of the aircraft was redesigned as well. The rudder was slightly reduced in
area and the symmetrical fin section changed to an airfoil shape, producing a sideways
lift force that swung the tail slightly to the left. This helped increase the effectiveness of
the rudder, and reduced the need for application of right rudder on takeoff to counteract
torque effects from the engine and propeller. The conspicuous bracing struts were
32
removed from the horizontal tailplanes which were relocated to slightly below and
forward of their original positions. A semi-retractable tailwheel was fitted and the main
undercarriage legs were raked forward by six degrees to improve the ground handling.
An unexpected structural flaw of the wing and tail section was revealed as the first Bf
109Fs were rushed into service; some aircraft crashed or nearly crashed, with either the
wing surface wrinkling or fracturing, or by the tail structure failing. In one such accident,
the commander of JG 2 "Richthofen", Wilhelm Balthasar lost his life when he was
attacked by a Spitfire during a test flight. While making an evasive manoeuvre, the wings
broke away and Balthasar was killed when his aircraft hit the ground. Slightly thicker
wing skins and reinforced spars dealt with the wing problems. Tests were also carried out
to find out why the tails had failed, and it was found that at certain engine settings a high-
frequency oscillation in the tailplane spar was overlapped by harmonic vibrations from
the engine; the combined effect being enough to cause structural failure at the rear
fuselage/fin attachment point. Initially two external stiffening plates were screwed onto
the outer fuselage on each side, and later the entire structure was reinforced.[65]
The entire wing was redesigned, the most obvious change being the new quasi-elliptical
wingtips, and the slight reduction of the aerodynamic area to 16.05 m² (172.76 ft²). Other
features of the redesigned wings included new leading edge slats, which were slightly
shorter but had a slightly increased chord; and new rounded, removable wingtips which
changed the planview of the wings and increased the span slightly over that of the E-
series. Frise-type ailerons replaced the plain ailerons of the previous models. The 2R1
profile was used with a thickness-to-chord ratio of 14.2% at the root reducing to 11.35%
at the last rib. As before, dihedral was 6° 32'.[66]
The wing radiators were shallower and set farther back on the wing. A new cooling
system was introduced which was automatically regulated by a thermostat with
interconnected variable position inlet and outlet flaps that would balance the lowest drag
possible with the most efficient cooling. A new radiator, shallower but wider than that
fitted to the E was developed. A boundary layer duct allowed continual airflow to pass
through the airfoil above the radiator ducting and exit from the trailing edge of the upper
split flap. The lower split flap was mechanically linked to the central "main" flap, while
the upper split flap and forward bath lip position were regulated via a thermostatic valve
which automatically positioned the flaps for maximum cooling effectiveness.[69] In 1941
"cutoff" valves were introduced which allowed the pilot to shut down either wing radiator
in the event of one being damaged; this allowed the remaining coolant to be preserved
and the damaged aircraft returned to base. However, these valves were delivered to
frontline units as kits, the number of which, for unknown reasons, was limited.[70] These
cutoff valves were later factory standard fitting for Bf 109G-[71] and K-series.[72][73]
Armament
The armament of the Bf 109F was revised and now consisted of the two synchronized
7.92 mm (.312 in) MG 17s with 500 rpg above the engine plus a Motorkanone cannon
firing through the propeller hub. The pilot's opinion on the new armament was mixed:
Oberst Adolf Galland criticised the light armament as inadequate for the average pilot,
33
while Major Walter Oesau preferred to fly a Bf 109E, and Oberst Werner Mölders saw
the single centreline gun as an improvement.
With the early tail unit problems out of the way, pilots generally agreed that the F series
was the best-handling of all the Bf 109 series.[74] Mölders flew one of the first operational
Bf 109F-1s over England from early October 1940; he may well have been credited with
shooting down eight Hurricanes and four Spitfires while flying W.No 5628,
Stammkennzeichen SG+GW between 11 October and 29 October 1940.[62][75]
Bf 109F variants and sub-variants

F-0, F-1, F-2
As the DB601E was not yet available in numbers, the pre-production F-0 (the only F
variant to have a rectangular supercharger intake) and the first production series F-1/F-2
received the 1,175 PS (1,159 hp, 864 kW) DB 601N engine driving a VDM 9-11207
propeller.[66] The F-0/F-1 and F-2 only differed in their armament; the F-1 being fitted
with one 20 mm MG FF/M Motorkanone firing through the engine hub, with 60 rounds.
The F-1 first saw action in the Battle of Britain in October 1940 with JG 51.[76] A total of
208 F-1s were built between August 1940 and February 1941 by Messerschmitt
Regensburg and the Wiener Neustädter Flugzeugwerke.[77]
34
The F-2 introduced the 15 mm Mauser MG 151 cannon with 200 rounds.[78] The
Motorkanone was supplemented by two synchronized 7.92 mm (.312 in) MG 17 machine
guns mounted under the engine cowl, with 500 rpg. As the harder-hitting 20 mm version
of the same gun become available, a number of F-2s were retrofitted with it in the field.
About 1,380 F-2s were built between October 1940 and August 1941 by AGO, Arado,
Erla, Messerschmitt Regensburg and WNF.[77] No tropicalized version was built,
although individual F-2s were retrofitted with sand filters in the field.[79] The maximum
speed of the F-1 and F-2 was 615 km/h (382 mph) at rated altitude.
· F-0 (Pre-production aircraft built from E series airframes, Adolf Galland was one
of the few to fly one operationally)
· F-1 (Armed with 1 × 20 mm MG FF/M Motorkanone cannon and 2 ×
7.92 mm/.312 in MG 17 machine guns)
· F-2 (Armed with 1 × 15 mm (.59 in) MG 151 cannon and 2 × 7.92 mm/.312 in
MG 17)
o F-2 trop (tropicalized version, only as field conversion)
35
F-3, F-4, F-5, F-6
36
Messerschmitt Bf 109F-4 in the Canada Aviation Museum
The 1,350 PS (1,332 hp, 993 kW) DB 601E was used in the F-3 and F-4 model together
with a VDM 9-12010 propeller with broader blades for improved altitude
performance.[65][80] The DB 601 E was initially restricted to 1,200 PS (1,184 hp, 883 kW)
at 2,500 rpm;[80] however, the full rating of 1,350 PS at 2,500 rpm was cleared for service
use by February 1942. The DB 601 E was able to use 87 octane "B-4" aviation fuel,
despite its increased performance; while the earlier DB 601N ran on 100 octane
designated as "C-3" by the Luftwaffe.[81]
37
38
Only 15 examples of the F-3 are believed to have been produced by Messerschmitt
Regesnburg between October 1940 and January 1941. Like the F-1, the F-3 was armed
with the 20 mm MG-FF/M and two 7.92 mm (.312 in) MG 17s.[82]
From the F-4 onward, the new 20 mm Mauser MG 151/20 with 200 rounds was used as
the motorkanone.[78] The first F-4s reached frontline units in June 1941. Production lasted
exactly a year between May 1941 and May 1942, with 1,841 of all F-4 variants
produced.[83] Some of the later models were capable of mounting two 20 mm MG 151/20
cannons under the wing in faired gondolas with 135 rpg. These were designated F-4/R1
and 240 of them were produced by W.N.F. in the first quarter of 1942.[84] This optional
additional armament was standardized as field kit for later G and K series. A special
high-altitude variant, the F-4/Z featuring GM-1 boost, was also built with a production
run of 544 in the first quarter of 1942 and saw extensive use.[81][85] Finally, the Erla
factory produced 576 tropicalized F-4 trop in the first half of 1942.[81]
With its initial engine rating of 1,200 PS, the maximum speed of the F-4 (and F-3) was
635 km/h[86] (394 mph) at rated altitude; and with the clearance of the full rating of
1,350 PS, maximum speed increased to 670 km/h (420 mph).[87][88]
· F-3 (As F-1 but with 1350 PS DB 601E engine, produced in limited numbers)
· F-4 (As F-2 but with DB 601E engine, 20 mm MG 151/20 "Motorkanone"
cannon replacing the 15 mm MG 151)
o F-4/R1 (As F-4, but capable of mounting two 20 mm MG 151/20 cannons
in underwing gondolas)
o F-4/Z (As F-4, high-altitude fighter with GM-1 boost)
· F-5 (Recon version of F-4, only two 7.92 mm/.312 in MG 17)
· F-6 (Recon version of F-4, improved camera equipment)
39
Bf 109G "Gustav"
Bf 109G-2/Trop "Black 6", Now on static display RAF Hendon London
Introduction
The Bf 109 G-series was developed from the largely identical F-series airframe, although
there were detail differences. Modifications included reinforced wing structure, an
internal bullet-proof windscreen, the use of heavier, welded framing for the cockpit
transparencies, and additional light-alloy armour for the fuel tank. It was originally
intended that the wheel wells would incorporate small doors to cover the outer portion of
the wheels when retracted. To incorporate these the outer wheel bays were squared off.
Two small inlet scoops for additional cooling of the spark plugs were added on both sides
of the forward engine cowlings. A less obvious difference was the omission of the
boundary layer bypass outlets, which had been a feature of the F-series, on the upper
radiator flaps.[89][90]
Like most German aircraft produced in World War II, the Bf 109 G-series was designed
to adapt to different operational tasks with greater versatility; larger modifications to
40
fulfil a specific mission task like long-range recon or long-range fighter-bomber were
with "Rüststand" and given a "/R" suffix, smaller modifications on the production line or
during overhaul like
equipment changes were made with kits of pre-packaged parts known as Umrüst-
Bausätze, usually contracted to Umbau and given a "/U" suffix. Field kits known as
Rüstsätze were also available but those did not change the aircraft designation. Special
high-altitude interceptors with GM-1 nitrous oxide injection high-altitude boost and
pressurized cockpits were also produced.
The newly fitted Daimler-Benz DB 605A engine was a development of the DB 601E
engine utilised by the preceding Bf 109F-4; displacement and compression ratio were
increased as well as other detail improvements. Takeoff and emergency power of
41
1,475 PS (1,455 hp, 1,085 kW) was achieved with 1.42 atm of boost at 2,800 rpm. The
DB605 suffered from reliability problems during the first year of operation, and this
output was initially banned by VT-Anw.Nr.2206, forcing Luftwaffe units to limit
maximum power output to 1,310 PS (1,292 hp, 964 kW) at 2,600 rpm and 1.3 atm
manifold pressure. The full output was not reinstated until 8 June 1943 when Daimler-
Benz issued a technical directive.[91] Up to 1944, the G-series was powered by the 1,475
PS Daimler-Benz DB 605 driving a three-blade VDM 9-12087A variable-pitch propeller
with a diameter of 3 m (9.8 ft) with even broader blades than used on the F-series. Pitch
control, as on the 109F, was either "electro-mechanical"" (automatic) or "manual-
electric" using a thumb-switch on the throttle lever.[91] From 1944 a new high-altitude
propeller with broader blades was introduced, designated VDM 9-12159, and was fitted
to high-altitude variants with the DB 605AS or D-series engines.
The early versions of the Bf 109G closely resembled the Bf 109 F-4 and carried the same
basic armament; however, as the basic airframe was modified to keep pace with different
operational requirements, the basically clean design began to change. From the spring of
1943, the G-series saw the appearance of bulges in the cowling when the 7.92 mm
(.312 in) MG 17 were replaced with 13 mm (.51 in) MG 131 machine guns (G-5
onwards) due to the latter's much larger breechblock, and on the wings (due to larger
tyres), leading to the Bf 109 G-6's nickname "Die Beule" ("The Bulge"). The Bf 109G
continued to be improved: new clear-view cockpits, greater firepower in the form of the
30 mm (1.18 in) MK 108 cannon were introduced in late 1943; and a new, enlarged
supercharger for the DB605, a larger vertical stabilizer (G-5 onwards), and MW 50 power
boost in 1944.
Erich Hartmann, the World's top scoring fighter ace, claiming 352 victories, flew only the
Bf 109G, of which he said:
It was very manoeuverable, and it was easy to handle. It speeded up very fast, if you
dived a little. And in the acrobatics manoeuver, you could spin with the 109, and go very
easy out of the spin. The only problems occurred during takeoff. It had a strong engine,
and a small, narrow-tread undercarriage. If you took off too fast it would turn [roll]
ninety degrees away. We lost a lot of pilots in takeoffs.[92]
From the Bf 109 G-5 on an enlarged wooden tail unit (identifiable by a taller vertical
stabilizer and rudder with a morticed balance tab, rather than the angled shape) was often
fitted. This tail unit was standardised on G-10s and K-4s. Although the enlarged tail unit
improved handling, especially on the ground, it weighed more than the standard metal tail
unit and required that a counterweight was fitted in the nose, increasing the variant's
overall weight.[93]
With the Bf 109G, a number of special versions were introduced to cope with special
mission profiles. Here, long-range fighter-reconnaissance and high-altitude interceptors
can be mentioned. The former were capable of carrying two 300 L (80 US gal) drop
tanks, one under each wing; and the latter received pressurized cockpits for pilot comfort
and GM-1 nitrous oxide "boost" for high altitudes. The latter system, when engaged, was
42
capable of increasing engine output by 223 kW (300 hp) above the rated altitude to
increase high-altitude performance.
Early Bf 109G models
Gustav Rödel Bf 109 G-2 remake in the Luftwaffenmuseum in Berlin
G-1, G-2
The G-1, produced from February 1942, was the first of the G-series. This was the first
production Bf 109 with a pressurized cockpit and could be identified by the small, horn-
shaped air intake for the cockpit compressor just above the supercharger intake, on the
left upper cowling. In addition, the angled armour plate for the pilot's head was replaced
by a vertical piece which sealed-off the rear of the side-hinged cockpit canopy. Small,
triangular armour-glass panels were fitted into the upper corners of this armour, although
there were aircraft in which the plate was solid steel. Silica gel capsules were placed in
each pane of the windscreen and opening canopy to absorb any moisture which may have
been trapped in the double glazing. The last 80 G-1s built were lightweight G-1/R2. In
43
these GM-1 nitrous oxide 'boost' was used, and the pilot's back armour was removed, as
were all fittings for the long-range drop tank. A few G-1 flown by I./JG 1 are known to
have carried the underwing 20 mm MG 151/20 cannon gondolas.[94]
44
45
The G-2, which started production in May 1942, lacked the cabin pressurization and GM-
1 installation.[95] Performance-wise it was identical to the G-1. The canopy reverted to
one layer of glazing and incorporated the angled head armour used on the F-4, although
several G-2 had the vertical type as fitted to the G-1. Several Rüstsätze could be fitted,
although installing these did not change the designation of the aircraft. Instead the "/R"
suffix referred to the G-2's Rüstzustand or equipment condition of the airframe, which
was assigned at the factory rather than in the field. There were two Rüstzustand planned
for G-2s:
· G-2/R1: had one 300 L (80 US gal) drop tank beneath each wing, plus an ETC
bomb rack under the fuselage, capable of carrying a 500 kg (1,100 lb) bomb and
an auxiliary undercarriage unit beneath the fuselage. Also could carry a large
jettisonable tail wheel, just aft of the cockpit.[95]
· G-2/R2: a reconnaissance aircraft with GM-1 and camera equipment.
The rack and internal fuel lines for carrying a 300 L (80 US gal) drop-tank were widely
used on G-2s, as were the underwing 20 mm MG 151/20 cannon gondolas. Several G-2s
were fitted with the ETC 500 bomb rack, capable of carrying one 250 kg (550 lb) bomb.
The final G-2 production batches built by Erla and Messerschmitt Regensburg were
equipped as tropical aircraft (often referred to as G-2 trop), equipped with a sand-filter
on the front of the supercharger intake and two small, teardrop-shaped metal brackets on
the left side of the fuselage, below the cockpit sill. These were used as mounts for
specially designed sun umbrellas (called Sonderwerkzeug or Special tool), which were
used to shade the cockpit.[96]
46
A total of 167 G-1s were built between February and June 1942,[97] 1,586 G-2s between
May 1942 and February 1943, and one further G-2 was built in Győr, Hungary, in
1943.[98] Maximum speed of the G-2 was 537 km/h (334 mph) at sea level and 660 km/h
(410 mph) at 7,000 m (22,970 ft) rated altitude with the initial reduced 1.3 atm rating.
Performance of the G-1 was similar, but above rated altitude the GM-1 system it was
equipped with could be used to provide an additional 350 horsepower.[99] With his G-
1/R2, pilot R. Klein achieved 660 km/h (420 mph) at 12,000 m (39,370 ft), and a ceiling
of 13,800 m (45,275 ft).[99]
The following variants of the G-1 and G-2 were produced:
· G-0 (Pre-production aircraft, powered by a DB 601E engine)

· G-1 (Pressurized fighter, powered by a Db 605A engine)
o G-1/R2 (Reconnaissance fighter)
o G-1/U2 (High-altitude fighter with GM-1)
· G-2 (Light fighter)
o G-2/R1 (Long-range Fighter-bomber or JaboRei, with 2 × 300 L/80 US
gal underwing drop tanks, one 500 kg/1,100 lb bomb under fuselage,
extended second tail wheel for large bombs, only prototype)
o G-2 trop (Tropicalized fighter)
G-3, G-4
109G4-R3
In September 1942, the G-4 appeared; this version was identical to the G-2 in all respects,
including performance, except for being fitted with the FuG 16 VHF radio set, which
provided much clearer radio transmissions and had three-times the range of the earlier HF
47
sets. Externally this could be recognised by the position of the fuselage antenna lead-in
which was moved further aft to between frames seven and eight on the fuselage spine.[100]
Due to the steady weight increases of the 109, from the spring of 1943 larger 660 x
160 mm (26 x 6.3 in) mainwheels were introduced, replacing the previously used 650 x
150 mm (25.6 x 6 in) type. The undercarriage legs were altered so that the wheel's
vertical axis was nearly upright rather than being parallel with the oleo leg. These
changes resulted in the fitting of teardrop-shaped fairings to the upper wing surface above
the wheel-wells to accommodate the upper part of the mainwheels. The larger wheels and
fairings were often retrofitted to G-2s.[Notes 9] In addition, a larger 350 x 135 mm (14 x
5 in) tailwheel replaced the original 290 x 110 mm (11 x 4 in) one; the larger tailwheel no
longer fitted the recess, so the retraction mechanism was disconnected and the tailwheel
fixed down.[101] Up to July 1943, 1,242 G-4s were produced, with an additional four in
Győr and WNF factories in the second half of 1943.[102] Between January and February
1943, 50 examples of a pressurized version, the G-3 were also produced; similar to the G-
1 although it was equipped with the same FuG 16 VHF radio set as the G-4.[103]
· G-3 (Pressurized fighter, as G-1 with FuG 16 VHF radio; 50 built)

· G-4 (Fighter)
48

o G-4/R3 (Long-range reconnaissance fighter, with 2 × 300 L/80 US gal
underwing droptanks)
o G-4/U3 (Reconnaissance fighter)
o G-4y (Command fighter)
G-5, G-6
In February 1943, the G-6 was introduced with the 13 mm (.51 in) MG 131s, replacing
the smaller 7.92 mm (.312 in) MG 17 – externally this resulted in two sizeable blisters
over the guns, reducing speed by 9 km/h (6 mph). Over 12,000 examples were built well
into 1944 although contradictory factory and RLM records do not allow an exact
tally.[104] The G-5 with a pressurized cockpit was identical to the G-6. A total of 475
examples were built between May 1943 and August 1944.[105] The G-5/AS was equipped
with a DB 605AS engine for high-altitude missions. GM-1-boosted G-5 and G-6 variants
received the additional designation of "/U2".[106] and were clearly identifyable as they use
a modified, aerodynamically cleaner, engine cowl without the usual blisters.
Bf 109G-6 on display in the Polish Aviation Museum in Kraków
The G-6/U4 variant was armed with a 30 mm (1.18 in) MK 108 cannon mounted as a
Motorkanone firing through the propeller hub instead of the 20 mm MG 151/20.[107] The
49
G-6 was very often seen during 1943 fitted with assembly sets, used to carry bombs or a
drop tank, for use as a night fighter, or to increase firepower by adding rockets or extra
gondola guns.
· G-5 (Pressurized fighter)

o G-5/U2 (High-altitude fighter with GM-1 boost)
o G-5/U2/R2 (High-altitude reconnaissance fighter with GM-1 boost)
o G-5/AS (High-altitude fighter with DB 605AS engine)
· G-6 (Light fighter)
o G-6/R2 (Reconnaissance fighter, with MW 50)
o G-6/R3 (Long-range reconnaissance fighter, with 2 × 300 L/80 US gal
underwing droptanks)
o G-6/U2 (Fitted with GM-1)
o G-6/U3 ((Reconnaissance fighter)
o G-6/U4 (As G-6 but with 30 mm/1.18 in MK 108 Motorkanone engine
cannon)
50

o G-6/AS (High-altitude fighter with DB 605AS engine)
o G-6/ASy (High-altitude command fighter)
o G-6N (Night fighter, usually with Rüstsatz VI (two underwing MG 151/20
cannons) and sometimes with FuG 350Z Naxos)
o G-6/U4 N (as G-6N but with 30 mm/1.18 in MK 108 Motorkanone engine
cannon)
One offensive weapons upgrade for the Bf 109G that was once thought to have been
associated with the /R2 designation, in postwar books on the Luftwaffe, was one that
mounted the Werfer-Granate 21 rocket weapon system with one launching tube under
each wing panel. Intended as a "stand-off" weapon to be employed against Allied bomber
formations, the Wfr. Gr. 21 rocket fitment never received an official Rüstsatz designation
but was inofficially known as the BR21.[citation needed]
Late Bf 109G models
Improvements to the design
During the course of 1943, a number of improvements were gradually introduced. In an

attempt to increase the pilot's field of view an armoured glass head-rest, the so-called
Galland Panzer was developed, and subsequently began replacing the bulky armour plate
in the spring of 1943. Towards the end of the year the clear-view Erla Haube canopy
appeared, named after one of the sub-contractors involved in building the Bf 109. Often
mis-named the "Galland Hood" in postwar Western aviation books and periodicals, it
eventually replaced the older heavily framed two-piece canopy on the Bf 109G. The
canopy structure was completely redesigned to incorporate a greater area of clear
perspex; the welded framing was reduced to a minimum and there was no longer a fixed
rear portion, with the entire structure aft of the windscreen being hinged to swing to
starboard when opened.[108]
51
The Bf 109 G-10, AS-engined G-5s, G-6s and G-14s as well as the K-4 saw a refinement
of the engine cowlings. The blisters which had formally covered the spent shell-casing
chutes of the MG 131s became more streamlined and were lengthened and enlarged to
cover both the weapons and the engine bearers. Initial prototype versions were
symmetrical, but as larger superchargers were fitted, the engines required modified upper
engine bearers to clear the supercharger housing, and as a result the final shape of the
new cowling was asymmetrical, being enlarged on the port size where the supercharger
was mounted on the DB engine. There were also special streamlined panels fitted to the
forward fuselage. These so-called agglomerations could be seen in several different
patterns. Because of their aerodynamically more efficient form in a side-view of DB
605AS and D -powered Bf 109 Gs and Ks, the agglomerations were barely discernible
compared with the conspicuous fairings they replaced.[109]
Late-production G-6, G-14, G-14/AS
Some versions of the G-6 and later Gs had a taller tail unit and redesigned rudder which
improved stability at high speeds. The introduction of the WGr. 21 cm (8 in) under-wing
mortar/rockets and the 30 mm (1.18 in) MK 108 cannon increased firepower. Certain
production batches of the Bf 109G were fitted with aileron Flettner tabs to decrease stick
forces at high speeds. A radio-navigational method, the Y-Verführung (Y-Guidance) was
introduced with the FuG 16ZY.[110]
52
Subsequent Bf 109G versions were essentially modified versions of the basic G-6
airframe. Early in 1944, new engines with larger superchargers for improved high-
altitude performance (DB 605AS), or with MW-50 water injection for improved
low/medium-altitude performance (DB 605AM), or these two features combined (DB
605ASM) were introduced into the Bf 109 G-6. Maximum speed of the G-5/G-6 was
530 km/h (320 mph) at sea level, 640 km/h (391 mph) at 6,600 m (21,650 ft)-rated
altitude at 1.42 atm boost.
The G-14 arrived in July 1944 at the invasion front over France.[111] It represented an
attempt to create a standard type, incorporating many changes which had been introduced
during production of the G-6, and which led to a plethora of variants, plaguing
decentralized mass production.[111] The standardization attempt proved to be a failure,[111]
but overall the type offered improved combat performance, as MW 50 power boosting
water injection (increasing output to 1,800 PS (1,775 hp, 1,324 kW), the clear-view Erla
Haube was now standard installation.[112] Top speed was 568 km/h (353 mph) at sea
level, and 665 km/h (413 mph) at 5 km (16,400 ft) altitude. A high-altitude fighter,
designated G-14/AS was also produced with the DB 605ASM high-altitude engine. The
ASM engine was built with a larger capacity supercharger, and had a higher rated
altitude, and correspondingly the top speed of the G-14/AS was 560 km/h (348 mph) at
sea level, and 680 km/h (422 mph) at 5 km (26,600 ft) altitude.
There was increasing tendency to use plywood on some less vital parts e.g. on a taller
tailfin/rudder unit, pilot seat or instrument panel. A caution estimate based on the
available records suggest that about 5,500 G-14s and G-14/AS were built.[113]
The following variants of the G-14 were produced:
· G-14 (Fighter; standardized late-production G-6; DB 605AM engine, MW 50

boost)
o G-14/AS (High-altitude fighter with DB 605ASM engine, MW 50 boost)
o G-14/ASy (High-altitude command fighter)
o G-14y (command fighter)
o G-14/U4 (As G-14, but with 30 mm/1.18 in MK 108 Motorkanone engine
cannon)
53
G-10
Bf 109G-10, with Erla Haube canopy and taller, wooden vertical fin/rudder
Referred to as the "bastard aircraft of the Erla factory" in the Luftwaffe's Aircraft Variants
Book of December 1944,[114] the G-10 was a Bf 109 G airframe combined with the new
DB 605 D-2 engine,[Notes 10] created to maintain production levels with minimal disruption
of the assembly lines until production of K-series airframes would reach sufficient levels.
Despite what the designation would suggest, it appeared in service after the G-14 in
November 1944, largely replacing previous G-series aircraft on the production lines of
Erla, WNF and Messerschmitt Regensburg factories. Evidence suggests that G-10s were
rebuilt from older airframes, supplementing production of the new K-4s with aircraft of
almost equal value in the cheapest possible manner. One apparent indication was two
aircraft identification plates on the port forward fuselage, below the windscreen rather
than one.[116]
The most recognizable external change was the use of the "Erla-Haube" clear-view
canopy. Internal changes included inheriting the new 2,000 W generator and the DB 605
D-2 engine of the 109K. Apart from the standardised streamlined engine cowlings, G-10s
with the DB605 D-2 were equipped as standard with the MW-50 booster system (DB
54
605DM) and had a larger Fo 987 oil cooler housed in a deeper fairing. Also, because of
the engine's enlarged crankcase and the oil return lines which ran in front of it, these G-
10s had small blister fairings incorporated into the lower engine cowlings, forward of and
below the exhaust stacks.[117]
The following variants of the G-10 were produced:
· G-10 (Light fighter with DB605DM or DB/DC engine)

o G-10/R2 (Bad-weather fighter with PKS 12 autopilot)
o G-10/R6 (Bad-weather fighter)
o G-10/U4 (As G-10 but with 30 mm/1.18 in MK 108 Motorkanone engine
cannon)
Approximately 2,600 G-10s were produced from October 1944 until the war's end.
Miscellaneous variants: G-8, G-12
The G-8 was a dedicated reconnaissance version based on the G-6. The G-8 often had
only the Motorkanone engine cannon or the cowling machine guns installed, and there
were several subversions for short- or long-range reconnaissance missions with a wide
variety of cameras and radios available for use.[118]
The Bf 109 G-12 was a two-seat trainer version of the Bf 109. This was a conversion of
"war-weary" or rebuilt G-4 and G-6 airframes;[114][119] the space needed for the second
cockpit was gained by reducing the internal fuel capacity to only 240 L (60 US gal)
meaning that the 300 L (80 US gal) drop tank was employed as standard equipment. This
version was rarely armed with anything more than one or two cowling machine guns.[120]
The rear cockpit canopy was bowed out to give the instructor, who sat behind the student
pilot in an armoured seat, a clearer view. The rear cockpit was also equipped with a basic
instrument panel and all flight controls.[121]
55
Bf 109G subtypes and variants
The base subtypes could be equipped with Rüstsatz add-on standard field kits; in practice
this meant hanging on some sort of additional equipment like droptanks, bombs or
cannons to standard attachment points, present on all production aircraft. Aircraft could
be modified in the factory with Umrüst-bausatz (Umbau) conversion kits or by adding
extra equipment, designated as Rüstzustand, to convert standard airframes for special
roles – a reconnaissance- or bad-weather fighter, for example. Unlike the Rüstsatz field-
kits, these modifications were permanent.
The Rüstsatz kits were designated by the letter "R" and a Roman numeral. Rüstsatz kits
did not alter the aircraft's designation, so a Bf 109 G-6 with Rüstsatz II (50 kg/110 lb
bombs) remained designated as 'Bf 109 G-6', and not 'G-6/R2' – the G-6/R2 was a
reconnaissance fighter with MW 50, as suggested by most publications. The Umrüst-
Bausatz, Umbau, or Rüstzustand were identified with either an "/R" or "/U" suffix and an
Arabic number, e.g. Bf 109 G-10/U4.
Common Rüstsatz kits: Bf 109G:[122]
· R I (ETC 501/IX b bomb rack under the fuselage, fusing equipment for an SC 250
or SD 250 type 250 kg (550 lb) bomb)
· R II (ETC 50/VIII d bomb rack under the fuselage, fusing equipment, for four SC
50 type 50 kg (110 lb) bombs)
· R III (Schloß 503A-1 rack for one fuselage drop tank (300 L/80 US gal))
· R IV (two 30 mm (1.18 in) Rheinmetall-Borsig MK 108 underwing gunpods)
· R VI (two 20 mm Mauser MG 151/20 underwing gunpods with 135 rpg)
· R VII (Peilrufanlage)
56
Common Umrüst-Bausatz (Umbau) numbers:
· U1 (Messerschmitt P6 reversible-pitch propeller to be used as air brake, only

prototypes)
· U2 (GM-1 boost, during 1944 several hundred converted to MW-50 boost)
· U3 (Reconnaissance conversion, in autumn 1943 G-6/U3 adopted as G-8
production variant)
· U4 (30 mm (1.18 in) MK 108 Motorkanone engine-mounted cannon)
Bf 109H
57
Bf 109H-1
58
The Bf 109H was intended to be a high-altitude fighter, developed from the F-series. The
wingspan was increased through the addition of new, constant-chord inner wing panels to
59
11.92 m (39.11 ft), and the widened stabilizer again received a supporting strut leading
from the fuselage. Maximum speed was 750 km/h (470 mph) at 10,100 m (33,140 ft). A
small number of Bf 109 H-1s were built, flying several sorties over Britain and France.
Bf 109 H-2 and H-5 developments were also planned, but the entire H-series was
scrapped because of wing flutter problems.[123]
· H-0 (Pre-production aircraft, rebuilt from F-4/Z, powered by a DB 601E engine

with GM-1 boost)
· H-1 (Production version, based on G-5 airframes, powered by a DB 605A engine
with GM-1 boost)
Bf 109K "Kurfürst"
Messerschmitt Bf 109 K-4
K-4
The Bf 109K was the last of the series to see operational duty and the last in the Bf 109
evolutionary line. The K series was a response to the bewildering array of series, models,
modification kits and factory conversions for the Bf 109, which made production and
maintenance complicated and costly — something Germany could ill-afford late in the
war. The RLM ordered Messerschmitt to rationalise production of the Bf 109,
60
consolidating parts, types, and so on, to produce a uniform, standard model with better
interchangeability of parts and equipment. At the same time, the existing flaws of the
design were to be remedied. Work on the new version began in the spring of 1943, and
the prototype was ready by the autumn of that year. Series production started in August
1944 with the K-4 model, due to changes in the design and delays with the new DB 605D
powerplant. The K-4 was the only version to be mass produced.[124]
Externally the K series could be identified by changes in the locations of the radio
equipment hatch,[Notes 11] which was moved forward and to a higher position between
frames four and five, and the filler point for the fuselage fuel tank, which was moved
forward to a location between frames two and three. In addition, the D/F loop was moved
aft to sit between frames three and four on the top fuselage spine and a small circular
plate above the footstep on the port side of the fuselage was deleted. The rudder was
fitted as standard with a Flettner tab and two fixed tabs although some rare examples
were not fitted with the fixed tabs. All K-4s were to be fitted with a long retractable
tailwheel (350 x 135 mm/14 x 5 in) with two small clamshell doors covering the recess
when the tail-wheel was retracted.
The wings featured the large rectangular fairings for the large 660 x 190 mm (26 x 7 in)
main wheels. Small wheel well doors, originally planned for the G series, were fitted to
the outer ends of the wheel bays, covering the outer wheels when retracted. These doors
were often removed by front-line units. The ailerons were fitted with small, adjustable
trim tabs. The radio equipment was the FuG 16ZY with an antenna mast fitted under the
port outer wing and FuG 25a IFF as well as the FuG 125 Hermine D/F equipment.
Internally, the oxygen bottles were relocated from the rear fuselage to the right wing.[125]
Flettner tabs for the ailerons were also to be fitted to serial production aircraft to reduce
control forces, but are only seen on photos of later production aircraft.
Armament of the K-4 consisted of a 30 mm (1.18 in) MK 108 engine-mounted cannon

(Motorkanone) with 65 rounds, and two 13 mm (.51 in) MG 131s in the nose with 300
rpg although some K-4s were fitted with the MG 151/20 as the Motorkanone.[126]
Additional Rüstsätze, or equipment kits, such as a 300 L (80 US gal) drop tank (R III),
bombs up to the size of 500 kg/1,100 lb (R I), underwing 20 mm Mauser MG 151/20
cannon gondola pods (R IV) or 21 cm (8 in) Wfr.Gr. 21 rockets (as on the Gustav
models) could be carried after minimal preparations; the latter two however were rarely
used by Bf 109 units at this stage of the war, but there is evidence that III./JG 26 were
almost completely equipped with K-4s which were fitted with R IV. In addition there
were problems with the 30 mm (1.18 in) MK 108 Motorkanone:
The 30mm cannon were extremely potent weapons, but they had a tendency to jam, and
apparently all of the K-4s supplied to III./JG 26 were also equipped with 20mm-guns in
the hated underwing tubs. Uffz. Georg Genth's regular aircraft was a G-10, but on
occasion he flew a K-4. He preferred the G-10 as a dogfighter, as the K-4's bulky
armament sharply reduced its manouevrability.[127]
61
62
Power was provided by a Daimler-Benz DB 605DM (early models) of 1,800 PS output

and later the DB 605DB/DC powerplant with 1,850/2,000 PS output.[128][129] A wide-
chord, three bladed VDM 9-12159 propeller of 3 m diameter[72] was used, as on the G-
6/AS, G-14/AS and G-10.
Deliveries began in mid-October 1944. 534 examples had been delivered by the
Messerschmitt A.G., Regensburg by the end of November 1944,[130] and 856 by the end
of the year.[131] Regensburg delivered a total of 1593 by the end of March 1945, after
which production figures are missing. With such a high rate of production, despite
continuous heavy fighting, by the end of January 1945 314 K-4s - about every fourth 109
- were listed on hand with the 1st line Luftwaffe units. Ultimately it was intended to equip
all Bf 109 units with the 109K, which marked the final stage of 109 development before
the jet age.[132]
The Bf 109 K-4 was the fastest 109 of World War II, reaching 715 km/h (445 mph) at
7,500 m (24,610 ft) altitude; improved propellers were being developed when the war
ended which would boost the speed to 727 km/h (452 mph),[133] and 741 km/h (460 mph)
was expected with a swept-back propeller design.[134] Rate of climb was outstanding
4,820 ft (1,470 m)/min at 1.98 atm[133]. The standard Revi 16C reflector sight was fitted,
which was to be replaced later by the EZ 42 Gyro gunsight.[135] With such improvements
in performance, the Bf 109 remained comparable to opposing fighters until the end of the
war. However, the deteriorating ability of the thousands of novice Luftwaffe pilots by this
stage of the war meant the 109's strengths were of little value against the numerous and
well-trained Allied fighter pilots.
Other Bf 109K projects and prototypes

Several other versions were projected based on the 109K airframe - K-6, K-8, K-10 and
K-14. In the proposed K-6 the armament would have been two 13 mm (.51 in) MG 131
above the engine, along with a 30 mm (1.18 in) MK 108 Motorkanone and an internally-
mounted MK 108 in each wing, with 45 rpg. Alternatively, the wing MK 108s could be
substituted by 20 mm MG 151/20s, with 100 rpg. Armour weight was increased to 200 lb
(91 kg). Takeoff weight was 7,986 lb (3,622 kg). Some K-6 prototypes were built and
tested at the Tarnewitz weapons-testing centre.
Project drawings of the K-10 show an K-series airframe powered by the two-stage DB
605L high altitude engine, a high-velocity 30 mm (1.18 in) MK 103M Motorkanone, and
two 30 mm (1.18 in) MK 108 cannons in the wings; the cowl 13 mm (.51 in) MG 131s
were dispensed with.[citation needed]
Some sources point to limited use of the K-14, intended as high-altitude heavy fighter.
Two airframes are listed as delivered to II./JG52 under Major Wilhelm Batz in late spring
of 1945, these being armed with only one 30 mm (1.18 in) cannon, but the type's
existence cannot be positively confirmed. The K-14 was to be powered by the two-stage
63
supercharged DB 605L engine, with a rumoured use of a four bladed propeller, 460 mph
(740 km/h) and an operational altitude of 38,000 ft (12,000 m) was projected. Armour
and armament were otherwise similar to the K-6.[citation needed]
Common Rüstsatz kits, Bf 109K[136]
· R I ETC 501/IX b or Schloß 503belly bomb rack, fusing equipment for fitting a
250 kg (550 lb) or 500 kg (1,100 lb) bomb
· R III Schloß 503A-1 rack for one fuselage drop tank (300 L/80 US gal).
· R IV two 20 mm Mauser MG 151/20 underwing gunpods with 135 rpg.
· R VI BSK 16 gun-camera in the left wing between nose ribs 3 and 4.
Known variants
· K-0 Pre-production aircraft, powered by a DB 605DM engine

· K-2 proposed version without pressurized cockpit
· K-4 only serial production version without pressurized cockpit, powered by a DB
605DM, DB or DC engine
· K-6 proposed heavy fighter version, as K-4 with reinforced wings holding two
additional 30 mm MK 108 cannons and additional armour
· K-8 proposed reconnaissance version, equipment similar to G-8
· K-10 proposed version, similar to K-6, MK 103M engine cannon instead of MK
108
· K-12 proposed version, dual-seat trainer similar to G-12
· K-14 proposed version, similar to K-6, powered by a DB 605L engine
64
Bf 109T "Trägerflugzeug" (carrier

aircraft)
Bf 109T-1
Prior to the war the German Navy had become fascinated with the idea of the aircraft
carrier. Borrowing ideas from the British and Japanese (mainly Akagi), they started the
construction of Graf Zeppelin as part of the rebuilding of the navy. The air group for the
carrier was settled on Messerschmitt Bf 109T fighters and Ju 87C dive bombers. The
suffix 'T' denotes carrier, 'Träger', in German use.[137]
Despite references to a Bf 109 T-0 version.[137] this version never existed. Seven earlier
versions (Bf 109 B, Bf 109 C, Bf 109 E) were converted to test carrier equipment. This
included, adding a tail-hook, catapult fittings and increasing the wingspan to 11.08 m
(36.35 ft). The ailerons were increased in span, as were the slots, and flap travel was
increased. The wings were not modified to be folding since the ship Graf Zeppelin was
designed around the intended aircraft, so the lifts could accommodate the Bf 109T with
65
its 11 m (36 ft) wingspan. The wings could, however, be detached from the fuselage for
transport purposes, as in every version of the Bf 109.[138][139][140]
Following flight tests, especially the catapult tests, 70 T-1 with DB601Ns were to be
produced at Fieseler in Kassel, but after seven T-1s were built, the carrier project was
canceled. The remaining 63 of 70 T-1s were built as T-2s without carrier equipment and
some of the T-1s may have been "upgraded" to T-2 standard. It was found that the
performance of the T-2 was closely comparable to the E-4/N and, because of its ability to
take off and land in shorter distances, these fighters were assigned to I/JG.77, deployed in
Norway on landing strips which were both short and subject to frequent, powerful cross-
winds.[141] At the end of 1941 the unit was ordered to return their aircraft to Germany and
received E-3s as replacements.[142] The armament of the Bf 109T consisted of two
7.92 mm (.312 in) MG 17s above the engine and one 20 mm MG FF/M cannon in each
wing.[137]
Interest in Graf Zeppelin revived when the value of aircraft carriers became obvious, and
in 1942 the ship was back in the yards for completion. By this time the Bf 109T was
hopelessly outdated and a new fighter would be needed. Messerschmitt responded with
the updated Me 155A series, but work on the ship was again canceled and the Me 155
was later re-purposed as a high-altitude interceptor. Design work was transferred to
Blohm & Voss and the aircraft was then known as the BV 155. The Bf 109Ts were issued
to several training units in 1943. Then, in April 1943 the Jagdstaffel Helgoland was
formed[143] and operated from Düne until late 1943 when the unit transferred to Lister in
south Norway. The unit was re-named as 11./JG 11 as of 30 November 1943[144] and the
Bf 109Ts remained in operations until the summer of 1944, after which some were used
in training units in Germany.
Bf 109Z "Zwilling"
66
To reduce the number of different plane basic models, the RLM ordered to have as less
planes as possible for as many roles as possible. So (equal to the "Heinkel He 111 Z") the
Messerschmitt facilities developed a twin plane. This plane should be used as well as fast
bomber, as fighter-bomber and as heavy fighter. Because many existing parts were used,
the producing and constructing was not so expensive, as constructing a totaly new plane.
From two "Bf 109 G", which were used as base for this plane, both fuselages, a left and a
right wing, both engines and the undercarriage would be used. The center wing and the
elevators had to be new constructed or changed and one of the cockpits has to be changed
in a fuel tank. The pilot was sitting in left fuselage. Two "DB 605 A" engines would have
powered the plane.
Two versions were planned. One was the "Bf 109 Z-1", a heavy fighter and fighter-
bomber, was armed with 5 MK 108, three in the wings and one in each spinner. It was
able to carry a bombload up to 500 kg.
The second version was the so called fast bomber "Bf 109 Z-2". It should only be armed
with two MK 108 canons in the engines. For that, the fuel capacity was increased and one
1000 kg bomb was carried below each fuselage.
The "Bf 109 Z" only existed on the drawing-boards of the constructors. The plane never
was built.
Bf 109Z-1
This experimental aircraft was essentially two Bf 109F airframes (together with outer
wing panels) joined together by means of a new wing, and new tail section, in a manner
67
paralleled by the F-82 Twin Mustang. In the preproduction model, the right fuselage
cockpit was faired over and the pilot flew the aircraft from the left side fuselage. Four
variants of this aircraft were proposed, one an interceptor armed with five 30 mm
(1.18 in) cannons, and up to a 1,000 kg (2,200 lb) bomb load, the second a fighter bomber
version, armed with two MK 108 cannon and up to two 2,200 lb. bombs. Both airframes
were to be powered by the DB605 engine. A third and fourth were designed on paper and
would be similar to the first two airframes but powered by Jumo 213 engines. Only one
Bf 109Z was built, and it was never flown, having been damaged in an Allied bombing
raid while in hangar and the project was permanently abandoned in 1944.[145]
68
Messerschmitt Me 109TL
69
The Messerschmitt 109TL Turbo-Lader Strahltriebwerk ("turbocharger jet engine") was

an alternative design proposed as a backup for the Me 262. The Messerschmitt 109
Turbo-Lader Strahltriebwerk ( turbocharger jet engine) was proposed on January 22,
1943 at an RLM conference as a back-up for the Me 262, of which only three prototypes
had been completed at the time. In order to cut down on design and production time,
various components from existing aircraft was to be used. The fuselage from the Me
155B high-altitude fighter was to be used (with a new nose and tail section), the wing was
from the Me 409 project and the undercarriage came from the Me 309. The armament
was to be two MG 151/20 20mm cannon (120 rounds each) and two MK 103 30mm
cannon, all in the nose. A later proposal included two MK 108 30mm cannon could be
installed in the wing roots. The performance was estimated to be better than the Me 262
due to the Me 109 TL's narrower fuselage. Following intensive study, by March 1943 it
was decided that so many modifications to the various components would be needed that
no time would be gained over the Me 262 development, thus the project was abandoned.
Please see below for Evan Mayerle's fictional technical history of the Me 109 TL...
Development
It was first proposed on 22 January 1943 at an RLM conference; at the time only three
prototypes of the Me 262 had been completed. The Me 109TL would be a backup if the
70
Me 262 did not come to production or as a second fighter to operate alongside the Me
262.
In order to reduce development time, various components from previous aircraft were to
be used. The fuselage was to come from the Me 109H/BV 155B high-altitude fighter
(with a new nose and tail section), the wing was from the Me 409 project and the tricycle
undercarriage came from the Me 309. The powerplant would be the same Junkers Jumo
004B-1 turbojet (900 kgf thrust) or BMW 003A (800 kgf).
The basic armament was to be two 20 mm MG 151/20 cannons (with 120 rpg) and two
MK 103 cannons mounted in the nose. An additional proposal was two 30 mm (1.18 in)
MK 108 cannons to be installed in the wing roots. The pilot cockpit used in the
prototypes was the same as utilized in the Bf 109E/G types.
The performance was estimated to be possibly better than the Me 262 due to the Me
109TL's narrower fuselage, a product of the design for a high-speed high-altitude fighter.
The Me 109TL received intensive research. By March 1943, it was decided that many
other modifications to components would be needed and the project was abandoned in
order to concentrate on the Me 262 project. Originally conceived of as an alternate jet
fighter approach to the all-new Me-262, the Me-109TL was kept in development by the
RLM to provide a back-up if the Me-262 ran into problems. Flying shortly after its
sibling in March of 1943, the Me-109TL equally impressed Gen. Galland during the
demonstrations in May 1943. Gen. Galland proceeded to push his case for rapid jet
fighter development through the system, culminating in a demonstration for Hitler in
September of 1943.
Developments with the engines themselves helped prepare the way for these radical new
fighters. While aircraft development continued at Messerschmitt and elsewhere, Junkers
engineers built two demonstrator engines to show what could be done if the proper
materials were available. Thus prepared, Albert Speer was ready to state his needs if
Hitler approved rapid development.
When Galland finally obtained his demonstration for Hitler, in September of 1943, the
Chancellor was impressed by both aircraft and inquired whether either could carry
bombs. Willy Messerschmitt informed him that both could be adapted to do so, but that
the 'TL, by virtue of its commonality with existing designs, would be easier to adapt.
Accordingly, rapid development of both designs was authorized with the 'TL as a "Jabo"
and the Me-262 as a covering fighter and an interceptor and to help provide resources for
these efforts, production of other fighters by Messerschmitt was to be wound down and
terminated. At this point, Speer reminded Hitler that these aircraft would be useless
without adequate engines and was given all necessary authority to acquire the Finnish
nickel and Turkish chromium ores necessary for this purpose.
To expedite development of an operational aircraft, a small batch of 'TL-0 aircraft were

produced, using the best configuration information then available, for development
testing and evaluation. Two of these aircraft were produced with the originally proposed
71
U1 installation of one Mk 108 in each wingroot, but operations and maintenance

experience encouraged a change to Mk 103 cannons in subsequent aircraft to simplify
logistics (parts, training, manuals, etc.) requirements of the new aircraft.
Refinements from these efforts and the establishment of the definitive production-
standard Jumo 004B led to the production of 20 aircraft for initial operational testing and
development of tactics by an eprobungskommando. One of the first complaints of the
pilots was the inadequate stores capability; you could carry one bomb or one drop tank,
but that was all. Field modifications by the maintenance engineering staff adapted the
piston-powered '109's R4 installation of underwing 300 litre drop tanks, outboard of the
engines, to extend range and similar efforts wer made with the wing bomb rack
installation from the Fw-190. These efforts lead to a related complaint from the
maintenance engineering troops with regard to the effort to change out equipment from
one installation to another. After evaluation of these concerns by Messerschmitt
engineers, it was determined that production aircraft would have three hardpoints, one on
centerline and one outboard of each engine, and that they would share a common pylon
that could handle bombs, drop tanks, and other stores possibilities.
With these changes incorporated, the Me-109TL-2 went into series production. This was
followed closely by the 'TL-3, a two-seat conversion trainer using a canopy similar to that
of the Me-109G-12. Operating in a fighter-bomber role, these aircraft proved especially
valuable to the Luftwaffe & Wermacht in severely containing the D-Day invasion and
greatly slowing the Allied advance from the beachhead.
The Allied bombing offensive was severely disrupted by the combined efforts of the Me-
109TL and Me-262. However, continued bombardment did start to create a shortage of
strategic metals. At the same time, the operational units were screaming for more
capability. The immediate answer to these new requirements was the 'TL-4 using wooden
outboard wings (with some limited stores capacity, R4M's or air-to-air missiles) and tail
surfaces while the center wing was strengthened for a wider variety of stores and carry
methods. During this period of time, the initial development and operational test series
aircraft, followed by some of the first operational aircraft, were brought up to 'TL-4
standards. Following trials with a modified Versuchs aircraft, the 'TL-4 was superseded
by the 'TL-5 series using a V-tail that took less time to build than a normal one. Those
aircraft of the initial operational series that weren't brought up to 'TL-4 standard were
brought up to the 'TL-5 standard. In several cases, the reworked aircraft were offered to
Germany's European allies. The final production version, the 'TL-6 added a sliding
canopy that offered better visibility and was easier to open. Throughout this time, efforts
were made to increase firepower, leading to the U-5 & U-5a installations of the BK-5/Mk
114 cannon.
Two Seat Variants As mentioned above, the 'TL-3 was originally conceived as a two-seat
operational conversion trainer with the same armament and stores options as the single-
seat aircraft, although there were few built with the U1 option. With the increasing
severity of night bombing raids, a high performance nightfighter was called for and the
'TL-3/U-2 was produced by the simple expedient of adding radar to the basic trainer and
72
providing a bit of drag reduction by fairing the drop tank installations on all three
locations. While this effort produced its successes, it was less than fully accepted. As a
result, a redesigned aircraft, with all training elements removed, the rear seat moved
forward (allowing an additional fuselage tank), a streamlined canopy, the wings of the
'TL-4, and reduced drag drop tanks, was put into production as the 'TL-3/U-3.
Development of a radar unit that could be faired into the nose, albeit replacing the two
nose-mounted Mk 103 cannon, produced the 'TL-3/U-4 with the U-1's wingroot cannon
as standard.
Post-War Usage Since much of the production made use of the Czech industry's
capabilities, it is hardly surprising that versions of both the single-seat and two-seat
aircraft were built and used in Czechoslovakia and neighboring countries in the years
after the war. While there was not the variety of versions, there was a profusion of more
colorful markings. Some of the Czech aircraft were exported to the newly formed state of
Israel and, delivered in total secrecy, gave the Arab air forces a strong shock. Overtaken
by developments in technology, this was the last known combat usage of this family.
There are rumors, however, that some two-seat aircraft were adapted as the first ELINT
& EW aircraft of the Israeli Air Force.
Specification (Me 109TL)
73
General characteristics
· Crew: 1
· Length: 9.5 m (31 ft 2 in)
· Wingspan: 12.55 m (41 ft 2 in)
· Height: ()
· Powerplant: 2× Junkers Jumo 004B or BMW 003A
Performance
· Maximum speed: 980 km/h (609 mph)
Armament
· 2 × 20 mm MG 151/20 cannons in nose

· 2 × 30 mm (1.18 in) MK 103 cannons in nose
2 × 30 mm (1.18 in) MK 108 cannons in the wing roots
· Table I. PRODUCTION VERSIONS

BASIC
VERSION DESCRIPTION MODIFICATIONS
Original Prototypes, various engines &
TL/V None
equipment fits
Initial Series for DT & E; Only one
TL-0 hardpoint, on centerline, R1, R2, U1
Jumo 004A engines
First Production Series for OT&E; Only
TL-1 one hardpoint, on centerline, R1, R2, U1
Jumo 004 B engines
Second Production Series, initial large-
scale production;
TL-2 centerline hardpoint and hardpoints U1
outboard of engines using
common bomb/fuel pylons
Two-seat version; initially as trainer, U1 (installed in nightfighters only)
TL-3
then nightfighter U1, U2, U3, U4
TL-2 with upgraded center-section
allowing wider variety of stores
R3, R4, R5, R6, R7,
TL-4 carriage, "non-strategic" material (i.e.
R8, U1,U5, U5a
wood) outboard wings and tail surfaces,
& increased height vertical tail;
74
"Galland" hood fitted to some aircraft; -

0's, -1's, & some �2's rebuilt to �4
configuration with original height
vertical tail
As �4 except uses "non-strategic
material V-tail and "Galland" hood
R3, R4, R5, R6, R7,
TL-5 fitted as standard; -2's not rebuilt to �4
R8, U1,U5, U5a
configuration were rebuilt to �5
configuration
As �5 except using a sliding "bubble" R3, R4, R5, R6, R7,
TL-6
canopy R8, U1,U5, U5a
Post-war Czech-built version of �4;

C-299 None
some with �6 canopy
Post-war Czech-built version of �3

with �4 wing: early aircraft had
CS-299 None
canopy similar to �3, later aircraft had
canopy like that of CS-199
Table II. UMRUST � BAUSTZE / FACTORY

MODIFICATIONS
NUMBER DESCRIPTION
U1 One Mk 103 30mm. Cannon in each wingroot (Originally one Mk 108)
U2 Nightfighter conversion of TL-3 two-seat version, faired drop tanks
New-build nightfighter improved from U2 design, wing center-section
U3
shared with TL-4 including fitting of R7 & R8 tanks for reduced drag
As U3 except streamlined "Berlin / Bremen" radar installation replaced
U4
Mk 103 cannons in nose; U1 installation incorporated as standard
U5 Installation of BK-5/Mk 114 cannon in nose
U5 installation with one Mk 103 cannon in each
U5a
wingroot. (i.e. U1 combined with U4)
75
Table III. RUSTSATZE / FIELD MODIFICATIONS

NUMBER DESCRIPTION
R1 As for piston-powered '109, ETC 500 with 250 kg. Bomb capacity
R2 As R3 for piston-powered '109, 300 Litre centerline droptank
R3 As R1 for Fw-190; two MG151/20 under each wing
R4 As R3 for Fw-190; one Mk 103 under each wing
R5 Installation of one reconnaissance camera in rear fuselage
R6 Installation of twelve R4M rockets under each outer wing
R7 Installation of Wurzelsepp, overwing 300 litre drop tanks
R8 Installation of Irmer-Behalter; 300 litre centerline slipper tank
· Many thanks to Evan Mayerle for the use of the above Me 109 TL
technical history!
Bf 109 X
76
Similar to "Bf 109 V-21" the "Bf 109 X" was an experimental plane, to test the
installation of the "BMW 801" twin radial engine. As experimental plane was used a
"Bf 109 F", which got the mark "D-ITXP". For the installation of the big engine some
changeings were necessary. So the canopy and the cross section of the fuselage were
increased, the wingspan was reduced from 9,92 m to 9,33 m. Also the wing tips were
angulary, like them of "Bf 109 E".
At September, 2´nd 1940, this plane started for the first flight. Until end of 1941 some
more test flights were made. The test pilots made the experience, that the handling for
nosediving was better than wthat with the in-line engine. But the BMW engine had
some problems and lost very much oil.
After the Focke-Wulf "Fw 190" entered duty with the "BMW 801 A" engine the
project "Bf 109 X" was cancelled. The plane was laid up at beginning of 1942.
Bf 109 V-21
77
For an experiment and to get the first basically datas about installing a twin radial engine
in the "Bf 109", the RLM instructed the Messerschmitt construction team, to fit the
american Pratt&Whitney "Twin Wasp" twin radial engine to a "Bf 109 E". This engine
was chosen, because there was still no german twin radial engine. The plane with the
serial number 1770 was called "V-21" and got the marking "D-IFKQ". Later, after
transfered to DSF, it got the military marking KB + II. It was only used for test and
measure flights.
78
Me P. 1091
An interesting project sure was project number "P. 1091". Here a "Bf 109 G-5" was taken
as base for a high-performance, high-altitute fighter. It should get a "DB 605 A" engine
and an additional "DB 603" engine to power the charger of the "DB 605". As armament
were designated one MK 108 in the nose and one MG 151/20 in each wing.
The first further developement got a wider wingspan, the last planings got a changed
fuselage and two contrarotating (!) propellers.
79
P-1091 (Source: Messerschmitt "O-nine" Gallery)
History
In 1942 the RLM announced the need for a new high performance fighter. This fighter should be ready for
operations late in 1944. In order to provide a quick solution to the problem, Messerschmitt offered a design
based on the 109, the P-1091. This was in fact a stretched 109 in which the wings and the rear fuselage were
enlarged. This aircraft was to have been powered by the DB 605 engine and armed with three MG 151
machine guns.
By the summer of 1943 it became clear that a higher operational altitude would be necessary. This led to the
-1091a which was similar to the P-1091 but powered by the DB 603U or DB 632. This last engine was an
adaptation of the DB 603, designed for the use of two 4-bladed contra-rotating propellers.
As it became clear that the P-1091 could not be realized within a reasonable period of time, a new design was
proposed. This was based on the Me-109H using a DB 628 engine. Contrary to the orders of the RLM,
Messerschmitt continued the work on the P-1091, developing it into the P-1091b OR Me209H however.
To test the DB 628 engined design a mock-up of the engine installation was made in the Me-109 V-49, based
on a G-5 airframe. The DB 628 was flight tested in the Me-109 V-50 and V-54. After the tests with the V-54,
Messerschmitt abandonned all projects with the DB 628. The DB 628 program was cancelled in 1944.
P-1091a (Source: Messerschmitt "O-nine" Gallery)
Me 109 W
80
81
History
In 1941 Messerschmitt was asked by the RLM to research the possibility of

creating a floatplane fighter based on the 109. The company choose the F-series
as its basis for this design and added floats from a Arado Ar-196. It is believed
nothing came of this idea and it was abandoned. A float equipped 109 would
have been very heavy and cumbersome and would have been no match for land
based fighters. The same experience was made by the British with their Spitfire
floatplane and the Japanese with the Zero floatplane fighter.
See the Me-109W page from my Airwar 1946 site for a humorous speculation
on the Me-109W
Bf 109 production
Total Bf 109 production was 33,984 units;[146] wartime production (September 1939 to
May 1945) was 30,573 units.</ref> Fighter production totalled 47% of all German
aircraft production, and the Bf 109 accounted for 57% of all German fighter types
produced.[145] A total of 2,193 Bf 109 A–E were built prewar, from 1936 to August 1939.
82
Some 865 Bf 109 derivatives were manufactured postwar under licence as

Czechoslovakian-built Avia S-99 & S-199s and Spanish-built Hispano Aviación HA-
1109 and HA-1112 Buchons.
New production Messerschmitt Bf 109 fighters, 1936–1945.[147]
Up to
Factory, location 1939 1940 1941 1942 1943 1944 1945* Totals*
1939
Messerschmitt,
203 486 2,164 6,329 1,241 10,423
Regensburg
Arado, Warnemünde 370 370
Erla, Leipzig 683 875 2,015 4,472 1,018 9,063
Fieseler, Kassel 155 155
W.N.F., Wiener Neustadt 836 1,297 2,200 3,081 541 7,892
Győri Wagon- és
39 270 309
Gépgyár, Győr
Ago, Oschersleben 381 381
Totals 1,860 1,540 1,868 2,628 2,658 6,418 14,152 2,800 33,984
· Production up to end of March 1945 only.
Operational History
Combat Service with the Luftwaffe
The Bf 109 was credited with more aerial kills than any other aircraft. One hundred and
five (possibly 109) Bf 109 pilots were credited with the destruction of 100 or more enemy
aircraft. Thirteen of these men scored more than 200 kills, while two scored more than
300. Altogether this group were credited with nearly 15,000 kills between them.[148]
Official ace status was granted to any pilot who scored five or more kills. Applying this
to Luftwaffe fighter pilots and their records reveals that "Ace" status belonged to more
than 2,500 German pilots.[149] The majority of Bf 109 pilots scored their kills against the
Soviets, however five pilots did record over 100 claims against the Western Allies.
Luftwaffe records show that during Operation Barbarossa, German pilots claimed 7,355
kills on the Bf 109, between the seven Jagdgeschwader (JG 3, JG 27, JG 51, JG 53, JG
54, JG 77, and LG 2) for exactly 350 losses in aerial combat, a ratio of just over 21:1, and
the highest achieved by the Germans on the Eastern Front.[150][Notes 12] Between January
and October 1942, a further 18 German pilots joined the select group that had now
reached 100 kills over the Eastern Front. During this period Bf 109 pilots claimed 12,000
Soviet aircraft destroyed.[151][Notes 13]
Combat service with Italy

Regia Aeronautica (1942-1943)
83
From November 1942 to April 1943, the Regia Aeronautica received only 160 new
bombers and 758 new fighters from their own production lines. For this reason, the
Italian Air Force decided to use German aircraft. General Kesserling accepted a first
batch of about 30 Bf 109s that were assigned to 150° and 3° Gruppo. The first unit under
command of Maggiore Antonio Vizzotto was ready to operate in April moving to
Caltagirone airfield, then on Sciacca's, in Sicily. Just before the Allies landed in Sicily,
the 150° Gruppo (363ª, 364ª, 365ª Squadriglia) had 25 Bf 109s operative, while 17 other
Bf 109s were with 3° Gruppo (153ª, 154ª, 155ª Squadriglia) on Comiso airfield, in Sicily.
Most of them were destroyed by Allied bombers. On 12 July, the fourth day of combat,
the two Gruppos had lost nearly all the aircraft. By mid-July, the 150° Gruppo was
deployed to Ciampino airfield, just outside Rome with the last three remaining Bf 109s
arriving from Sicily. Meanwhile, 23° Gruppo (70ª, 74ª, 75ª Squadriglia) of 3° Stormo, on
Cerveteri airfield, in Latium, received 11 Bf 109Gs. By 8 September, when Italy signed
the Armistice of Cassibile, only four Bf 109s remained servicable, based on Ciampino
airstrip, with 150 Gruppo.[152]
ANR (1943-1945)
The Aeronautica Nazionale Repubblicana (ANR) was the airforce deployed by the
Repubblica Sociale Italiana (RSI). Although the ANR was organised by the RSI, much of
its operational control came from the Luftwaffe. At first, the ANR fighter units (I°
Gruppo Caccia and II° Gruppo Caccia[Notes 14]) used Macchi C.205s and Fiat G.55s
respectively. It soon became apparent that the Fiat G.55s of II°Gr.C were unsuited to the
low to medium altitude combat operations which dominated air combat over Italy; in
addition many of the unit's pilots had experience flying the Bf 109Gs of the Regia
Aeronautica over Sicily. As a result, the Luftwaffe's Jagdfliegerführer (Fighter Controller
or Jafü) directed that the Fiats would be replaced by Bf 109Gs. Ex-JG 4 G-6 aircraft
started arriving at Cascina Vaga on 29 May, and two Bf 109 G-12 trainers were delivered
two weeks later. By 22 June, the unit was ready for its first operations.[154]
The unit's first operation with the Bf 109 occurred on 22 June 1944; 11 Bf 109s sortied
from the airfield, although nothing was achieved.
I°Gr.C continued to use a combination of Macchi 205s and Fiat G.55s although, for
various reasons,[Notes 15] the unit rarely operated from August 1944 through to December,
when the first Bf 109G-12 trainer arrived. In January 1945, I°Gr.C headed for the
Luftwaffe flying school at Holzkirchen in Germany to convert to the Messerschmitts. At
the beginning of February, 57 of I° Gruppo's pilots were ready for operations with the Me
109; 51 G-6, G-10/AS and K-4s, most of which came directly from Germany, were
available at the end of the month. The fighters were placed on the heath between Lonate
Pozzolo and Malpensa airfields, and carefully camouflaged to protect them from Allied
air raids. The first combat operation occurred on 14 March 1945. I° Gruppo attempted to
intercept B-25 Mitchells of the 321st Bomb Group near Lake Garda but, in turn, were
bounced by P-47 Thunderbolts of the 350th Fighter Group. 1° Gruppo had three pilots
dead, one wounded, three aircraft lost and six damaged; in return one P-47 was claimed
by the Commander Adriano Visconti.
84
On 2 April 1945 the other Me 109 ANR unit, II° Gruppo, began operations. Twenty-one
Bf 109s, from Aviano and Osoppo bases, intercepted a large formation of B-25s over
Ghedi, Brescia, escorted by P-47Ds of 347 Fighter Squadron. In the air battle that ensued,
ANR pilots suffered a heavy defeat: 14 Bf 109s were shot down and six Italian pilots
killed, without scoring a single air victory.[155] On 10 April, three Bf 109s, flown by
Sottotenente (Flying Officer) Umberto Gallori, Maresciallo (Warrant Officer) Mario
Veronesi and Maresciallo Dino Forlani, intercepted P-47s from 57° Fighter Squadron
over Milan and Como. Forlani claimed a P-47 damaged, but the other two Italian fighters
were hit and lightly damaged. On 19 April, 1° Gruppo "Asso di bastoni" had its last
combat, last claim and its last loss.[156]
Combat service with Hungary

In October 1942, the Luftwaffe agreed to partially re-arm Royal Hungarian Air Force
fighter units with the Bf 109. Subordinated to the German Jagdgeschwader 52 on the
Eastern Front, the first Hungarian fighter unit to convert to the Bf 109F-4/B was the
RHAF's 1./1. vadászszázad (fighter squadron). After brief training on the type, zászlós
(ensign) Lukács Ottó flew the first combat sorties on 15 October 1942. The unit was
mainly engaged in fighter-bomber and strafing attacks until 16 December 1942, when
főhadnagy (Lieutenant) György Bánlaky and hadnagy (Second Lieutenant) Imre Pánczél
shot down four Ilyushin Il-2s; the first victims of the RHAF's 109s. Several other fighter
units converted to the 109F and later G models during the course of 1943 and were
heavily engaged in combat on the Eastern Front.[157]
By late 1943 the RHAF realized the locally produced but obsolete Reggiane Re.2000
Héja fighters were not up to the task, and began to equip fighter squadrons in the Home
Air Defense with Bf 109s. During April and May 1944, the new Bf 109Gs were
concentrated into the 101. Honi Légvédelmi Vadászrepülő Osztály (101st Home Air
Defence Fighter Wing). The Hungarian Messerschmitt factory at Győr produced many of
these under licence. The unit, commanded by the experienced Eastern Front veteran
őrnagy (major) Heppes Aladár, was also known as the 'Pumas' after its insignia.[158]
During 'The American Season', between May and August 1944, the 101. had claimed 15
P-51s, 33 P-38s and 56 four-engine bombers.[159] By November 1944 the 101. was re-
organized into a fighter regiment, and was re-equipped with the latest Messerschmitt Bf
109G-10 and G-14 types. However, combat missions against the 15th USAAF came to an
end, and the 101st's main adversary in the air became the Red Air Force.[160] Fighting
while retreating into Austria, the unit set its last remaining Bf 109s on fire on 4 May 1945
at Raffelding airbase to prevent their falling into the hands of advancing U.S. troops.[161]
One example of a Hungarian Bf 109, a G-10/U4 Werknummer 611 943 survives to this
day at the Planes of Fame Museum.
Combat service with Finland

The Finnish Air Force received its first Bf 109s in 1943. A total of 162 aircraft of this
type were to be purchased and the first aircraft landed in Finland on 13 March 1943. In
85
total, 159 aircraft were taken into service, as two G-6s and one G-8 were destroyed en
route to Finland. Forty-eight of these were G-2s, 109 were G-6s and two were G-8s. The
Bf 109 is still the aircraft type that has served in the largest numbers in the Finnish Air
Force. The aircraft was nicknamed "Mersu" in popular speech (the same as the nickname
for Mercedes-Benz cars, whose parent company Daimler-Benz produced the Bf 109
engine) and carried the designation MT and a 3-digit identification number. With the
arrival of the 109s, the Finns once again could fight on a more even basis, as they could
match the latest Soviet fighters. The last of the purchased aircraft arrived in Finland on 20
August 1944, just before the armistice with the Soviet Union.[citation needed]
Finnish Bf 109G-2 at Malmi Airport in 1943
During the Continuation War, Bf 109s were in service with fighter squadrons 24, 28, 30
and 34:
Finnish Bf 109G tally:[162]

HLeLv 24 HLeLv 28 HLeLv 30 HLeLv 34
Victories 304 15 3 345
Losses in combat 14 0 2 18
The Finns scored 667 confirmed victories with the type, losing 34 Bf 109s to enemy
fighters or anti-aircraft fire. A further 16 were lost in accidents and eight aircraft were
destroyed on the ground. Twenty-three pilots were killed.[162]
86
One hundred and two Bf 109s survived the war, and the aircraft remained the main
fighter of the Finnish Air Force for almost a decade after the end of World War II.
Despite the aircraft's expected short lifespan (it was built as a wartime aircraft and was
calculated to last about 100–200 flight hours), it continued in service until spring 1954
when the FAF entered the Jet Age. The last flight was on 13 March 1954 by Major Erkki
Heinilä in aircraft MT-507.
Museum aircraft in Finland
Several Bf 109s are preserved in Finland. MT-452 is on display at the airfield in Utti,[163]
and the Central Finland Aviation Museum displays MT-507, which was the last flying Bf
109 of the FAF.[164] The Finnish airplane constructor Valtion Lentokonetehdas also
manufactured a fighter, called VL Pyörremyrsky, whose appearance greatly resembled
the Bf 109 but which also features some significant improvements, such as significantly
easier handling, different wing construction, and re-designed landing gear. One single
aircraft was produced before the end of the war; it is today displayed at the Central
Finland Aviation Museum. Further, the doctoral thesis by the Finnish aircraft expert
Hannu Valtonen is called "Tavallisesta kuriositeetiksi – Kahden Keski-Suomen
Ilmailumuseon Messerschmitt Bf 109 -lentokoneen museoarvo" (From regular to a
curiosity – The museal value of two Messerschmitt Bf 109s at the Central Finland
Aviation Museum).
Combat service with Switzerland

See also: History of the Swiss Air Force
87
A Bf 109-E3 of the Swiss Air Force.
Switzerland took delivery of the first of its 115 Bf 109s in 1938 when ten Bf 109Ds were
delivered. After this, 80 109E-3s were purchased which arrived from April 1939 until just
before the German invasion of France in summer 1940. During the war, a further four
109s (two Fs and two Gs) were acquired by the Swiss Air Force through internment. The
109Es were supplemented by eight aircraft licence manufactured from spare parts by
Doflug at Altenrhein, delivered in 1944.
In April 1944, 12 further G-6s were acquired in exchange for the destruction of a highly
secret Messerschmitt Bf 110G night fighter which made an emergency landing in
Switzerland. The new 109Gs suffered from numerous manufacturing defects and after
problematic service were withdrawn from use by May 1948. The 109Es continued in
service until December 1949.[165]
On 10 May 1940, air combat between Switzerland and Germany was initiated. Several
Swiss Bf 109s engaged a German Dornier Do 17 near the border at Bütschwil; in the
ensuing exchange of fire, the Dornier was hit and eventually forced to land near
Altenrhein.
On 1 June, the Flugwaffe dispatched 12 Bf 109 E-1s to engage 36 unescorted German

Heinkel He 111s of Kampfgeschwader 53 that were crossing Swiss airspace to attack the
Lyon - Marseilles railway system. The Swiss Air force sustained its first casualty in the
engagement when Sub Lieutenant Rudolf Rickenbacher was killed when the fuel tank of
his Bf 109 exploded after being hit by the Heinkel's return fire. However, the Swiss
"Emils" shot down six He 111s.[166]
On 8 June, a C-35 observation aircraft, an antiquated biplane, was attacked over the Jura
Mountains by two German Bf 110s; the pilot and observer were killed. Later on the same
day, Swiss Captain Lindecker led about 15 Swiss Emils to intercept a formation of
German He 111s escorted by II./Zerstörergeschwader 1's Bf 110s. The engagement
resulted in five Bf 110s being shot down (including the Staffelkapitän Gerhard Kadow)
for the loss of one Swiss Bf 109.[166]
In the latter stages of the war, Swiss Messerschmitts were painted with red and white
striped "neutrality markings" around the fuselage and main wings to avoid confusion with
German 109s.
Combat service with Yugoslavia
88
Bf 109 E-3 from 6th fighter regiment of Yugoslav Royal Air Force, April 1941
From 1939-1941, Yugoslavia received 83 Bf 109E-3s with the first two aircraft delivered
in beginning of 1939. However, the aircraft were grounded most of the time due to a lack
of spare parts, which was a German war tactic. The Yugoslav pilots were not happy with
the Bf 109 after several landing accidents due to the Messerschmitt's narrow landing gear
and constant mechanical failures. During the Axis Invasion of Yugoslavia in April 1941,
the Royal Yugoslav Air Force for the first time deployed their Bf 109's in combat. The
defense of Belgrade (6 LP 31 and 32nd group) saw the heaviest fighting with both
Yugoslav and German Bf-109s going head to head. The Yugoslav pilots performed
bravely and shocked their German counter parts by ramming their planes, a tactic of
desperation, eventually used by German pilots themselves in the final stages of the war
against Allied bombers. By the end of the first day of the battle, Yugoslav pilots managed
to destroy several German planes. Almost every pilot claimed a German plane despite
facing overwhelming odds of 5:1. Some elite squadrons escaped Yugoslavia to Egypt and
Great Britain eventually becoming battle veterans and taking part in the Battle of Britain
flying for the RAF. Yugoslav ace Captain Miha Klavora was shot down and killed near
the airfield of Krušedol when, returning from combat and having run out of ammunition,
he was trailed by two German Bf-109sh. By the end of the 12 day campaign almost all Bf
109s had been destroyed, either in combat, or by their crews to prevent capture. Some of
the surviving aircraft were later captured and sold to Romania.[167] By the end of the war,
17 Luftwaffe and Croatian Air Force Bf 109s were found by Yugoslav Partisans on
Yugoslav territory.[168] These were stored until 1949 while more were acquired from
Bulgaria. The new Yugoslav Air Force used a mix of G-2, G-6, G-10 and G-12 aircraft
until mid-1952.
Aces flying the Bf 109

The Bf 109 was flown by the three top-scoring fighter aces of World War II: Erich
Hartmann, the top scoring fighter pilot of all time claiming 352 victories, Gerhard
Barkhorn with 301 victories, and Günther Rall claiming 275 victories. All of them flew
with Jagdgeschwader 52, a unit which exclusively flew the Bf 109 and was credited with
over 10,000 victories, chiefly on the Eastern Front. Hans-Joachim Marseille, the highest
scoring German ace in the North African Campaign, also claimed all of his 158 victories
flying the Bf 109, against Western Allied pilots.[4]
89
The Bf 109 was also used with good results by non-German pilots, such as the Finnish
fighter ace Ilmari Juutilainen with 94 victories, the highest scoring non-German fighter
ace in World War II,[169] Romanian fighter ace Alexandru Şerbănescu with 47 victories,
Croatian fighter ace Mato Dukovac with 44 victories and Hungarian fighter ace
Szentgyörgyi Dezső with 29 (+1 German) confirmed and six unconfirmed victories.
90
Developments after World War II
91
S 199
92
Hispano Aviacion Ha 1112 Buchon, the second and last Spanish version built by Hispano
Aviacion
Bf 109 G-2 in the Wings of Dream Museum in São Carlos, Brazil
Czechoslovak production
After the war, some Bf 109s were produced in Czechoslovakia as the Avia S-99 and Avia
S-199. These were modified Bf 109G-14s, the latter with the inferior Junkers Jumo 211F
engine, which resulted in an aircraft with remarkably poor handling characteristics and a
tendency to crash during landings. As noted above, Czech pilots who had previously
flown Spitfires for the RAF nicknamed the aircraft Mezek ("Mule"). They were replaced
in frontline service by Soviet jets in 1952, but flew on as trainers for another five years.
[170]
Several of the S-199s were sold to Israel, forming the basis of the fledgeling Israeli Air
Force.[171]
93
Spanish production
Hispano Aviación HA-1112
HA-1112 K. 1. L Tripala
Role Fighter
Messerschmitt
Manufacturer
Hispano Aviacion
First flight 1951
Retired 1965
Status Retired
Primary user Spanish Air Force
Developed from Messerschmitt Bf 109
94
A HA-1112 rebuilt to represent a Bf 109 G-6, in Luftwaffe markings, sans swastikas due
to current laws
The Hispano Aviacion HA-1109 and HA-1112 were license-built versions of the
Messerschmitt Bf 109G-2 developed in Spain during and after WWII. Spain first met
the 109 in 1937 when it was flown by the Condor Legion in the Spanish Civil
war. When the Condor Legion left Spain they left a number of 109's behind.
Later Spain received a number of F-series aircraft.
In 1942 Spain approached Germany with a request to produce the G-2 under
license. The request was granted and the designation Me-109J was assigned but
Spain received very little assistance from Germany in starting the production.
Twenty-five G-2 airframes were delivered but the promised 200 DB 605
engines never arrived. So like the Czech after the war the Spanish had to find a
new engine for the 109. The first option was the Hispano Suiza 12Z 89 engine.
This was a 12 cylinder rated at 970hp. A test installation was made in a E-1
airframe after which the 25 airframes delivered from Germany were finished.
When these were delivered production of 175 completely Spanish aircraft was
started. This type was designated HA-1109-J1L and the first flew in 1947.
Due to the bad performance of the 12Z 89 engine this was replaced by the 12Z
17 in 1951. Only 25 aircraft had been delivered by then. The 12Z 17 engined
aircraft were designated HA-1109K1L. Trials made obvious that the aircraft
could not be used as a fighter and a ground attack role was envisaged instead.
During 1951 work began on a two seat trainer version, the HA-1110-K1L. Two
prototypes were built.
95
The supply of Hispano engines was limited however and again a new engine
had to be found. The only alternative was the Rolls Royce Merlin engine which
became available after the dropping of arms embargos in 1952. In 1953 the
Merlin 500-45 was ordered, which provided 1610hp for take-off. The first Rolls
Royce powered aircraft, the HA-1109M1L flew for the first time on 30
December 1954. The aircraft was fitted with a four bladed propeller. This
aircraft performed much better than the Hispano engined types. The production
version of the Merlin powered type was the HA-1112-M1L which entered
service in 1956. The two two-seaters were also re-engined and became the HA-
1112-M4L.
The HA-1112 served in the Spanish air force from 1957 to 1965 and fought in
the ground attack role over the Sahara and Morocco. So the last operational
109's were powered by the same engine that powered the first prototype, the
Rolls Royce Merlin.
Contents
· 1 Design and development
· 2 Variants
· 3 Specifications
o 3.1 HA-1112-K1L
o 3.2 HA-1112-M1L
· 4 See also
· 5 References
Design and development

The Spanish government in 1942 arranged a manufacturing licence with Messerschmitt
AG to build the Bf 109G-2, with DB605A engines, propellers, instruments, and weapons
to be supplied from Germany. This proved impossible, as Germany was incapable of
meeting her own needs, let alone Spain's; in the event, only twenty-five airframes (minus
their tails) and not even half the necessary drawings were delivered.[1]
As a result, Hispano substituted the 1,300 hp Hispano-Suiza 12Z-89 engine, which flew
at Barcelona in 1944, while the first HA-1109-J1L made its maiden flight 2 March 1945
at Seville, using a VDM prop and lash-up engine mounting.[2] The other twenty-four
airframes were flown during 1947-9 with Escher-Wyss props, but never became
operational.
96
A developed version, with an improved installation for the Hispano-Suiza 12Z-17 engine,
appeared in May 1951 as the HA-1109-K1L.[3] Fitted with a three bladed DH
Hydromatic[4] propeller, it was nicknamed Tripala ("three blades"). Its armament
consisted of one or two 12.7mm Breda machineguns[5] and Pilatus eight-packs of 80mm
rockets.
It first flew in 1951, and although 200 units were planned, only 65 were ever built. The
aircraft in the upper picture was posted to Tablada, Morón, Torrejón and León. It was
retired from service in 1955. On 6 May 1971 it was placed in the Museo del Aire. These
Hispano V12-powered versions of the German design, since the Hispano engines used a
clockwise rotation propeller, with the Bf 109F-introduced asymmetric vertical fin still
present that was airfoiled to produce a slight left movement of the tail, that counteracted
the left-side torque reaction from the counterclockwise rotation Daimler-Benz DB 601 &
605 inverted V12 engines that they were designed for, created a hard-to-counteract right
swing on takeoff instead, from the combination of the airfoiled fin and the Hispano
engine's clockwise-turning propeller essentially "working" in the same direction.
97
A second version, the HA-1110-K1L, was a two-place tandem trainer model.[6]
The final variant was the HA-1112-M1L Buchon (literally, "big throat"), which is both a
male dove or a pelican in Spanish. It first flew 29 March 1954. The 1112-M1L was
equipped with the 1,600 hp Rolls-Royce Merlin 500-45[7] engine and Rotol propeller.[8]
This engine required the addition of a deep chin intake, whence the name Buchón. Its
armament consisted of two 20 mm Hispano-Suiza 404/408 cannons and two Oerlikon or
Pilatus eight-packs of 80 mm rockets. It remained in service until 27 December 1965.
HA-1112-M1Ls remained in flying condition until the mid-1960s. This made them
available for theatrical use, disguised as Bf 109Es and Gs in movies like "Battle of
Britain", "Memphis Belle", and "The Tuskegee Airmen". Remarkably, Buchons also
played the Bf 109's opposition, the Hawker Hurricane, in one scene in "Battle of Britain".
Variants
· HA-1109-J1L - The initial 25 Bf109 G-2 aircraft, from German production, with
Hispano-Suiza 12Z-89 engines fitted, in lieu of Daimler-Benz DB 605A's, using
VDM or Escher-Wyss propellers. Not used operationally.
· HA-1109-K1L "Tripala" - Fitted with a Hispano-Suiza 12Z-17 engine and de
Havilland Hydromatic propeller in an improved installation, this version appeared
in May 1951 armed with one or two 12.7mm Breda machine guns and 80mm
rockets. 65 built.
· HA-1109-M1L - A single aircraft modified with a Rolls-Royce Merlin 500-45
engine. One conversion from a HA-1109-K1L.
· HA-1110-K1L - A Hispano powered two-seat trainer version. One built.
· HA-1110-M1L - A RR Merlin powered two-seat trainer version. Project only
· HA-1111-K1L - A Hispano powered two-seat trainer version with wingtip
mounted fuel tanks. Project only.
· HA-1112-M1L "Buchon" - The final variant fitted with a RR Merlin engine and
armed with two Hispano HS-404 20mm cannon.
98
· HA-1112-M4L - A Merlin engined two-seat trainer (conversion or production?)
Specifications
99
HA-1112-K1L
· Wing span: 9,92 m (32 ft, 6 inches)
· Length: 8.49 m (26 ft, 3 inches)
· Height: 2.60 m (8 ft, 6 inches)
· Wing surface: 16 m² (172 square ft)
· Wing load: 200 kg/m2 (41 lb/square ft)
· Empty weight: 2,475 kg (5456 lb)
· Maximum weight: 3,200 kg (7054 lb)
· Engine: 1,300 hp Hispano-Suiza 12Z-17 V12; three-bladed Hamilton propeller
· Maximum speed: 600 km/h (324 knots)

· Cruise speed: 400 km/h (216 knots)
· Service ceiling: 9800 m (32,150 ft)
· Range: 690 km (373 NM) without external fuel containers
100
· Crew: 1 person
· Armament: two 20 mm Hispano-Suiza 404/408 cannons; two 80 mm, eight rocket
Pilatus devices
101
102
103
HA-1112-M1L
Hispano Aviación HA-1112-M1L Buchon
104
· Wing span: 9.92 m (32 ft, 6 inches)

· Length: 9.13 m (30 ft)
· Height: 2.60 m (8 ft, 6 inches)
· Wing surface: 16 m² (172 square ft)
· Wing load: 206 kg/m² (42.2 lb/square ft)
· Empty weight: 2,666 kg (5877 lb)
· Maximum weight: 3,330 kg (7341 lb)
· Engine: 1,600 hp Rolls-Royce Merlin 500/45 V12, a four-bladed Rotol propeller
· Maximum speed: 665 km/h (360 knots)

· Initial climb rate: 1.700 m/min (5,580 ft/min)[9]
· Service ceiling: 10,200 m (33,500 ft)
· Range: 765 km (415 NM) without external fuel containers
· Crew: 1 man
· Armament: two 20 mm Hispano-Suiza HS.404/408 cannons; and two 80 mm,
eight rocket Oerlikon devices
In Spain, two versions of the Bf 109G-2, the Hispano Aviacion Ha 1112 "Tripala" and
"Buchon",[172] were built under license, the former with the Hispano-Suiza engine, and
the latter with the same Rolls-Royce Merlin engines which had powered Spitfires. Many
of these aircraft have been used for theatrical purposes, posing (rather unconvincingly,
given their very distinctive undernose air intakes, mandated by the R-R Merlin engines
they used) as "Emils" and "Gustavs" in Battle of Britain and Tuskegee Airmen,
respectively. These modifications were carried out in the Hispano Aviacion factory in
Seville. Germany had agreed to let Spain have 25 un-assembled Bf 109G-2s to help
familiarize the Spanish with the Messerschmitt plane. The wings and airframes arrived
105
but not the engines, so the Spanish installed the French Hispano-Suiza engine, and then
fitted Rolls-Royce Merlins as late as 1956. A few were still in active service until the late
1960s.[170] The Ha 1112 was produced until 1958.
The end of the Bf 109 era

Some Bf 109s remained in service for many years after the war.
While Hungarian 109s were destroyed in Germany by their own crews on 6 May 1945,
Romania used its Bf 109s until 1955. The Finnish Air Force did not retire their Bf 109Gs
until March 1954. The Spanish Hispanos, however, flew longer. Some were still in
106
service into the late 1960s. They appeared in films (notably The Battle of Britain) playing
the role of the Bf 109. Some Hispano airframes were sold to museums which rebuilt them
as Bf 109s. The Swiss used their Bf 109Gs well into the 1950s.
Operators
Bulgaria
· Bulgarian Air Force operated 19 E-3s and 145 G-2/-6/-10s.
Independent State of Croatia
· Zrakoplovstvo Nezavisne Države Hrvatske operated over 50 Bf 109s, including E-

4, F-2, G-2/-6/-10 and Ks.
Finland
· Finnish Air Force operated 162 aircraft (48 G-2s, 111 G-6s and three G-8s).
Germany
· Luftwaffe was main operator of the Bf 109.
Hungary
· Royal Hungarian Air Force operated three D-1s, 50 E-3/-4s, 66 F-4s and ~490 G-
2/-4/-6/-8/-10/-14s.
Italy
· Regia Aeronautica operated some F-4s and G-6s.
Italian Social Republic
· Aeronautica Nazionale Repubblicana operated 300 G-6/-10/-14s and two G-12s;

three K-4s were also received.
Romania
· Royal Romanian Air Force operated 69 E-7s and 135 G-2/-6/-8s.
Czechoslovakia
· Czechoslovakian Air Force - operated captured aircrafts and continued building

Messerschmitt Bf 109Gs after the war under the Avia S-99 name, but soon ran out
107
of the 109's Daimler-Benz DB 605 engine after many were destroyed during a
explosion at a warehouse in Krásné Březno.
Slovak Republic
· Slovenské vzdušné zbrane operated 16 E-3s, 14 E-7s and 30 G-6s.

· Slovak Insurgent Air Force operated three G-6s.
Spanish State
· Spanish Air Force operated some D-1s, E-3s and 15 F-4s, and may have received
several older B-types. Volunteers of Escuadrilla Azul on the Eastern Front
operated E-4, E-7, E-7/B, F-2, F-4 (belonged in JG-27 under the command of
Luftflotte 2,until April 1943) among G-4 and G-6 (detached in JG-51 under the
command Luftflotte 4,until June 1944)
Switzerland
· Swiss Air Force operated ten D-1s, 89 E-3a variants,2 F-4 and 12 G-2s.
Yugoslavia
· Royal Yugoslav Air Force operated 73 E-3a variants.

· SFR Yugoslav Air Force operated several ex-NDH and Bulgarian Bf 109Gs.
Israel
· Israeli Air Force operated a variant bought from Czechoslovakia. Despite the
types shortcomings the Israeli scored 8 victories. Egypt and Syria claimed four S-
199 kills, and one probable.[173]
108
109
Specifications (Bf 109 G-6)

Data from The Great Book of Fighters[174] and the Finnish Air Force Bf 109 Manual
General characteristics
· Crew: One
· Length: 8.95 m (29 ft 7 in)
· Wingspan: 9.925 m (32 ft 6 in)
· Height: 2.60 m (8 ft 2 in)
· Wing area: 16.05 m² (173.3 ft²)
· Empty weight: 2,247 kg (5,893 lb)
· Loaded weight: 3148 kg (6,940 lb)
· Max takeoff weight: 3,400 kg (7,495 lb)
· Powerplant: 1× Daimler-Benz DB 605A-1 liquid-cooled inverted V12, 1,475 PS
(1,455 hp, 1,085 kW)
· Propellers: VDM-9 propeller
Performance
· Maximum speed: 640 km/h (398 mph) at 6,300 m (20,669 ft)

· Cruise speed: 590 km/h (365 mph) at 6,000 m (19,680 ft)
· Range: 850 km (528 mi) with droptank 1,000 km (621 mi)
· Service ceiling: 12,000 m (39,370 ft)
· Rate of climb: 17.0 m/s (3,345 ft/min)
· Wing loading: 199.8 kg/m² (40.9 lb/ft²)
· Power/mass: 330 W/kg (0.21 hp/lb)
Armament
· 2 × 13 mm (.51 in) MG 131 machine guns with 300 rpg

· 1 × 20 mm MG 151/20 cannon as Motorkanone with 200 rpg. G-6/U4 variant: 1 ×
30 mm (1.18 in) MK 108 cannon as Motorkanone with 65 rpg
· 1 × 300 L (79 US gal) drop tank or 1 × 250 kg (551 lb) bomb or 4 × 50 kg (110
lb) bombs
· 2 × 21 cm (8 in) Wfr. Gr. 21 rockets (G-6 with BR21)
· 2 × 20 mm MG 151/20 underwing cannon pods with 135 rpg (optional kit -
Rüstsatz VI)
Avionics
FuG 16Z radio
110
Specification
MODEL Bf 109G-6
CREW 1
ENGINE 1 x Deimler Benz DB 605AM, 1342kW
WEIGHTS
Take-off weight 3150 kg 6945 lb
DIMENSIONS
Wingspan 9.92 m 32 ft 7 in
Length 9.02 m 29 ft 7 in
Height 3.40 m 11 ft 2 in
Wing area 16.05 m2 172.76 sq ft
PERFORMANCE
Max. speed 621 km/h 386 mph
Ceiling 11750 m 38550 ft
Range 720 km 447 miles
ARMAMENT 2 x 13mm machine-guns, 3 x 20mm cannons
111
Related development
· Me 209-II
· Me 109TL
· Hispano Aviacion HA-1109
· Avia S-99/S-199
112
113
Comparable aircraft
· Bell P-39
· Curtiss P-40
· Dewoitine D.520
· Fiat G.55 Centauro
· Focke Wulf Fw 190
· Hawker Hurricane
· Heinkel He 112
· Kawasaki Ki-61 Hien
· Lavochkin La-7
· Macchi C.202 Folgore
· Macchi C.205 Veltro
· Martin-Baker M.B.5
· North American P-51 Mustang
· Supermarine Spitfire
· Yakovlev Yak-9
114

Messerschmitt BF 109 FIGHTER 1935

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Messerschmitt BF 109 FIGHTER 1935

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Messerschmitt

But as it is virtually impossible to arrive at a fair basis of comparison - having regard

Design of the Bf 109 was initiated by Bayerische Flugzeugwerke in late 1933,

Design of the Bf 109 was initiated by Bayerische Flugzeugwerke in late 1933,

§ 5.2.3.4 Miscellaneous variants: G-8, G-12

Designation and nicknames

· Rüstungsflugzeug I for a multi-seat medium bomber

Rüstungsflugzeug III was intended to be an interceptor, replacing the Arado Ar 64 and

Bf 109Cs of 1/JG 137, August/September 1939

JG 53 Bf 109E-1, summer 1941

Armament and gondola cannons

A cannon-armed Bf 109E, showing the 20 mm MG FF installations in the wing to good

A total of 58 Bf 109C of all versions were built by Messerschmitt.[46][47]

Bf 109E in the Battle of Britain

Bf 109E variants and sub-variants

· E-0 (Pre-production aircraft with 4 × 7.92 mm/.312 in MG 17 machine guns)

o E-7/N (Similar to E-4/N but with optional 300 L tank)

Messerschmitt Bf 109 F-2

Bf 109F variants and sub-variants

F-3, F-4, F-5, F-6

Messerschmitt Bf 109F-4 in the Canada Aviation Museum

Bf 109G-2/Trop "Black 6", Now on static display RAF Hendon London

Early Bf 109G models

Gustav Rödel Bf 109 G-2 remake in the Luftwaffenmuseum in Berlin

The following variants of the G-1 and G-2 were produced:

· G-0 (Pre-production aircraft, powered by a DB 601E engine)

The following variants of the G-3 and G-4 were produced:

· G-3 (Pressurized fighter, as G-1 with FuG 16 VHF radio; 50 built)

o G-4/R2 (Reconnaissance fighter)

Bf 109G-6 on display in the Polish Aviation Museum in Kraków

The following variants of the G-5 and G-6 were produced:

· G-5 (Pressurized fighter)

o G-6y (Command fighter)

Late Bf 109G models

Improvements to the design

During the course of 1943, a number of improvements were gradually introduced. In an

Late-production G-6, G-14, G-14/AS

The following variants of the G-14 were produced:

· G-14 (Fighter; standardized late-production G-6; DB 605AM engine, MW 50

The following variants of the G-10 were produced:

· G-10 (Light fighter with DB605DM or DB/DC engine)

Miscellaneous variants: G-8, G-12

Bf 109G subtypes and variants

Common Rüstsatz kits: Bf 109G:[122]

Common Umrüst-Bausatz (Umbau) numbers:

· U1 (Messerschmitt P6 reversible-pitch propeller to be used as air brake, only

· H-0 (Pre-production aircraft, rebuilt from F-4/Z, powered by a DB 601E engine

Messerschmitt Bf 109 K-4

Armament of the K-4 consisted of a 30 mm (1.18 in) MK 108 engine-mounted cannon

Power was provided by a Daimler-Benz DB 605DM (early models) of 1,800 PS output

Other Bf 109K projects and prototypes

Common Rüstsatz kits, Bf 109K[136]

· K-0 Pre-production aircraft, powered by a DB 605DM engine

Bf 109T "Trägerflugzeug" (carrier

The Messerschmitt 109TL Turbo-Lader Strahltriebwerk ("turbocharger jet engine") was

To expedite development of an operational aircraft, a small batch of 'TL-0 aircraft were

U1 installation of one Mk 108 in each wingroot, but operations and maintenance

Specification (Me 109TL)

· Maximum speed: 980 km/h (609 mph)

· 2 × 20 mm MG 151/20 cannons in nose

2 × 30 mm (1.18 in) MK 108 cannons in the wing roots

· Table I. PRODUCTION VERSIONS