Messerschmitt bf 109

Messerschmitt Bf 109 1.1 Origins

The Messerschmitt Bf 109, sometimes incorrectly called the Me 109 (most often by Allied pilots and aircrew), was a German World War II fighter aircraft designed by Willy Messerschmitt and Robert Lusser during the early to mid-1930s.[2] The “Bf 109” Designation was issued by the German ministry of aviation and represents the developing company Bayrische Flugzeugwerke (at which the engineer Messerschmidt led the development of the plane) and a rather arbitrary figure. It was one of the first truly modern fighters of the era, including such features as all-metal monocoque construction, a closed canopy, a retractable landing gear, and was powered by a liquid-cooled, inverted-V12 aero engine.[2]

During 1933, the Technisches Amt (C-Amt), the technical department of the Reichsluftfahrtministerium (RLM) (“Reich Aviation Ministry”), concluded a series of research projects into the future of air combat. The result of the studies was four broad outlines for future aircraft:[6] • 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

The Bf 109 first saw operational service during the Spanish Civil War and was still in service at the dawn of the jet age at the end of World War II, during which time it was the backbone of the Luftwaffe's fighter force.[3] From the end of 1941, the Bf 109 was steadily being supplemented by the superior Focke-Wulf Fw 190.

Originally conceived as an interceptor, later models were developed to fulfill multiple tasks, serving as bomber escort, fighter-bomber, day-, night-, all-weather fighter, ground-attack aircraft, and as reconnaissance aircraft. It was supplied to and operated by several states during World War II, and served with several countries for many years after the war. The Bf 109 was the most produced fighter aircraft in history, with a total of 33,984 airframes produced from 1936 up to April 1945.[1][3] The Bf 109 was flown by the three top-scoring German fighter aces of World War II, who claimed 928 victories among them while flying with Jagdgeschwader 52, mainly on the Eastern Front, as well as by Hans-Joachim Marseille, the highest scoring German ace in the North African Campaign,[4] scoring 158 victories. It was also flown by several other aces from Germany’s allies, notably Finn Ilmari Juutilainen, the highest scoring nonGerman ace on the type with 58 victories flying the Bf 109G, and pilots from Italy, Romania, Croatia, Bulgaria and Hungary. Through constant development, the Bf 109 remained competitive with the latest Allied fighter aircraft until the end of the war.[5]

1

Bf 109 in flight

Rüstungsflugzeug III was intended to be a short range interceptor, replacing the Arado Ar 64 and Heinkel He 51 biplanes then in service. In late March 1933 the RLM published the tactical requirements for a single-seat fighter in the document L.A. 1432/33.[7] The fighter needed to have a top speed of 400 km/h (250 mph) at 6,000 m (19,690 ft), to be maintained for 20 minutes, while having a total flight duration 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.[7] 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 20 mm MG C/30 engine-mounted cannon firing through the propeller hub as a Motorkanone, or two engine cowlmounted 7.92 mm (.312 in) MG 17 machine guns, or one lightweight engine-mounted 20 mm MG FF cannon with

Design and development

1

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1 DESIGN AND DEVELOPMENT

two 7.92 mm MG 17s.[8] The MG C/30 was an airborne adaption of the 2 cm FlaK 30 anti-aircraft gun, which fired very powerful “Long Solothurn” ammunition, but was very heavy and had a low rate of fire. It was also specified that the wing loading should be kept 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.[7]

gines and adapted the engine mounts of V1 to take the V-12 engine upright. V1 made its maiden flight at the end of May 1935 at the airfield located in the southernmost Augsburg neighborhood of Haunstetten, piloted by Hans-Dietrich “Bubi” Knoetzsch. After four months of flight testing, the aircraft was delivered in September to the Luftwaffe’s central test centre at the Erprobungsstelle Rechlin to take part in the design competition.

It has been suggested that Bayerische Flugzeugwerke (BFW) was originally not invited to participate in the competition due to personal animosity between Willy Messerschmitt and RLM director Erhard Milch;[nb 1] 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.[7] A fourth company, Focke-Wulf, received a copy of the development contract only in September 1934.[7] The powerplant was to be the new 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.[10] Each was asked to deliver three prototypes for head-to-head testing in late 1934.

In the late summer of 1935, the first Jumo engines became available so V2 was completed in October using the 449 kW (600 hp) Jumo 210A engine. V3 followed, the first to be mounted with guns, but it did not fly until May 1936 due to a delay in procuring another Jumo 210 engine.

1.2

Prototypes

Messerschmitt Bf 109 V1

1.3 Design competition After Luftwaffe acceptance trials were completed at their headquarters Erprobungsstelle (E-Stelle) military aviation test and development facility at Rechlin, the prototypes were moved to the subordinate E-Stelle Baltic seacoast facility at Travemünde for the head-to-head portion of the competition. The aircraft participating 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, followed by the rest of the prototypes by the end of the month.

Because most fighter pilots of the Luftwaffe were used to biplanes with open cockpits, low wing loading, light g-forces and easy handling like the Heinkel He 51, they were very critical of the Bf 109 at first. However, it soon became one of the frontrunners in the contest, as the Arado and Focke-Wulf entries, which were intended as “backup” 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, potentially inspired by the same firm’s earlier Focke-Wulf Fw 56, was always considered by the E-Stelle Travemünde facility’s staff to be a compromise between a biplane and an aerodynamically more efficient, low-wing monoplane. Although it had some advanced features, it used a novel, complex retractable main undercarriage which proved to be unreliable.[11]

Design work on Messerschmitt Project Number P.1034 began in March 1934, just three weeks after the development contract was awarded. The basic mock-up was completed by May, and a more detailed design mock-up was ready by January 1935. The RLM designated the de- Initially, the Bf 109 was regarded with disfavour by sign as type “Bf 109,” the next available from a block of E-Stelle test pilots because of its steep ground angle, numbers assigned to BFW.[7] which resulted in poor forward visibility when taxiing; The first prototype (Versuchsflugzeug 1 or V1), with civil- the sideways-hinged cockpit canopy, which could not be ian registration D-IABI, was completed by May 1935, opened in flight; and the automatic leading edge slats on but the new German engines were not yet ready. In or- the wings which, it was thought, would inadvertently open der to get the “R III” designs into the air, the RLM ac- during aerobatics, possibly leading to crashes. This was quired four Rolls-Royce Kestrel VI engines by trading later borne out in combat situations and aerobatic testRolls-Royce a Heinkel He 70 Blitz for use as an engine ing by various countries’ test establishments. The leading test-bed.[nb 2] Messerschmitt received two of these en- edge slats and ailerons would flutter rapidly in fast tight

1.4

Design features

3 At the same time, Heinkel was instructed to radically redesign the He 112.[15] The Messerschmitt 109 made its public debut during the 1936 Berlin Olympics, when the V1 prototype was flown.[16]

1.4 Design features

JG 53 Bf 109 E-3, c. 1939/1940

turns, making targeting and control difficult, and eventually putting the aircraft into a stall condition. They were also concerned about the high wing loading.[12] 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.[13] Positive aspects of the He 112 included the wide track and robustness of the undercarriage (this opened outwards from mid wing, as opposed to the 109s which opened from the wing root), considerably better visibility from the cockpit, and a lower wing loading that made for easier landings. 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 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. 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 ). 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, placing it at a distinct disadvantage.

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. The Commission ultimately 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.[14] In March, the RLM received news that the British Supermarine Spitfire had been ordered into production.

It was felt that a quick decision was needed in order to get the winning design into production as soon as possible, so on 12 March the RLM announced the results of the competition in a document entitled Bf 109 Priority Procurement, which ordered the Bf 109 into production.

As with the earlier Bf 108, the new design was based on Messerschmitt’s “lightweight construction” principle, which aimed to minimise the number of separate parts in the aircraft. Examples of this could be found in the use of two large, complex brackets which were fitted to the firewall. These brackets incorporated the lower engine mounts and landing gear pivot point into one unit.

A large forging attached to the firewall housed 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 structure via a series of strong-points. By concentrating the loads in the firewall, the structure of the Bf 109 could be made relatively light and uncomplicated.[17] An advantage of this design was that the main landing gear, which retracted through an 85-degree angle, was attached to the fuselage, making it possible to completely remove the wings for servicing without additional equipment to support the fuselage. It also allowed simplification of the wing structure, since it did not have to bear the loads imposed during takeoff or landing. The one major drawback of this landing gear arrangement was its narrow wheel track, making the aircraft unstable while on the ground. To increase stability, the legs were splayed outward somewhat, creating another problem in that the loads imposed during takeoff and landing were transferred up through the legs at an angle.[18] The small rudder of the Bf 109 was relatively ineffective at controlling the strong swing created by the powerful slipstream of the propeller during the early portion of the takeoff roll, and this sideways drift created disproportionate loads on the wheel opposite to the swing. If the forces imposed were large enough, the pivot point broke and the landing gear leg would collapse outward into its bay.[18] Experienced pilots reported that the swing was easy to control, but some of the less-experienced pilots lost fighters on takeoff.[19] Because of the large ground angle caused by the long legs, forward visibility while on the ground was very poor, a problem exacerbated by the sideways-opening canopy.

This meant that pilots had to taxi in a sinuous fashion which also imposed stresses on the splayed undercarriage legs. Ground accidents were a problem with rookie pilots, especially during the later stages of the war when pilots received less training before being sent to operational units.[19] At least 10% of all Bf 109s were lost in takeoff and landing accidents, 1,500 of which occurred between 1939 and 1941.[20] The installation of a fixed “tall” tail-

4

1 DESIGN AND DEVELOPMENT

wheel on some of the late G-10s and 14s and the K-series smaller wing area was optimal for achieving high speed, helped alleviate the problem to a large extent.[21] but low-speed flight would suffer, as the smaller wing would require more airflow to generate enough lift to maintain flight. 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. The slats increased the lift of the wing considerably when deployed, greatly improving the horizontal maneuverability of the aircraft, as several Luftwaffe veterans, such as Erwin Leykauf, attest.[23][24] Messerschmitt also included ailerons that “drooped” when the flaps were lowered (F series and later the lower radiator flap operated as part of the flap system), thereby increasing the effective flap area . When deployed, these devices effectively increased the wings’ coefficient of lift.

Spring-loaded, automatic leading edge slats on a Bf 109E. By using high-lift devices, the handling qualities of the Bf 109 were considerably enhanced.

From the inception of the design, priority was given to easy access to the powerplant, fuselage weapons and other systems while the aircraft was operating 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 Lshaped 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 system and electrical equipment.[18] The engine was held in two large, forged, magnesium alloy Y-shaped legs which were cantilevered from the firewall. Each of the legs was secured by two quick-release screw fittings on the firewall. All of the main pipe connections were colour-coded and grouped in one place, where possible, and 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.[18] Another example of the Bf 109’s advanced design was the use of a single, I-beam main spar in the wing, positioned more aft than usual (to give enough room for the retracted wheel), 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 the NACA 2R1 14.2 at the root and NACA 2R1 11.35 at the tip,[22] with a thickness to chord ratio of 14.2% at the root and 11.35% at the tip.

Another major difference from competing designs was the higher wing-loading. While the R-IV contract called for a wing-loading of less than 100 kg/m2 , Messerschmitt felt this was unreasonable. With a low wing-loading and the engines available, a fighter would end up being slower than the bombers it was tasked with catching.

Fighters with liquid cooled engines were vulnerable to hits in the cooling system. For this reason, on later Bf 109 F, G and K models the two coolant radiators were equipped with a cut-off system. If one radiator leaked, it was possible to fly on the second, or to fly for at least five minutes with both closed.[25][26][27][28] In 1943, Oberfeldwebel Edmund Roßmann got lost and landed behind Soviet lines. He agreed to show the Soviets how to service the plane. Soviet machine gun technician Viktor M. Sinaisky recalled: The Messer was a very well designed plane.

First, it had an engine of an inverted type, so it could not be knocked out from below. It also had two water radiators with a cut-off system: if one radiator leaked you could fly on the second or close both down and fly at least five minutes more. The pilot was protected by armour-plate from the back, and the fuel tank was also behind armour. Our planes had fuel tanks in the centre of their wings: that’s why our pilot got burnt. What else did I like about the Messer? It was highly automatic and thus easy to fly. It also employed an electrical pitch regulator, which our planes didn't have. Our propeller system, with variable pitch was hydraulic, making it impossible to change pitch without engine running. If, God forbid, you turned off the engine at high pitch, it was impossible to turn the propeller and was very hard to start the engine again. Finally, the German ammo counter was also a great thing.[28]

1.5 Armament and gondola cannons

Reflecting Messerschmitt’s belief in low-weight, lowdrag, simple monoplanes, the armament was placed in the fuselage. This kept the wings very thin and light. Two synchronized machine guns were mounted in the cowling, firing over the top of the engine and through the proA fighter was designed primarily for high-speed flight. A peller arc. An alternative arrangement was also designed,

1.6

Designation and nicknames

5 round ammunition drum was placed in a space closer to the wing root causing a bulge in the underside. A small hatch was incorporated in the bulge to allow access for changing the drum. The entire weapon could be removed for servicing by removing a leading edge panel.[30]

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

consisting of a single cannon firing through a blast tube between the cylinder banks of the engine, known as a Motorkanone mount in German.[6] [nb 3] This was also the choice of armament layout on some contemporary monoplane fighters, such as the French Dewoitine D.520, or the American Bell P-39 Airacobra, and dated back to World War I's small run of SPAD S.XII moteur-canon, 37mm calibre cannon-armed fighters in France.

Luftwaffe ground-crew (“black men”) positioning a Bf 109 G-6 “Kanonenvogel” equipped with the Rüstsatz VI underwing gondola cannon kit. Note the slats on the leading edge of the port wing. JG 2, France, autumn of 1943.

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.)[nb 4] Only When it was discovered in 1937 that the RAF was plan- some of the projected 109K-series models, such as the ning eight-gun batteries for its new Hawker Hurricane and K-6, were designed to carry 30 mm (1.18 in) MK 108 [31] Supermarine Spitfire fighters, it was decided that the Bf cannons in the wings.

109 should be more heavily armed. The problem was that In place of internal wing armament, additional firethe only place available to mount additional guns was in power was provided through a pair of 20 mm MG the wings. There was only one spot available in each wing, 151/20 cannons installed in conformal gun pods under between the wheel well and slats and there was room for the wings. Although the additional armament increased only one gun, either a 7.92 mm MG 17 machine gun, or the fighter’s potency as a bomber destroyer, it had an ada 20 mm MG FF or MG FF/M cannon.[30] verse effect on the handling qualities, reducing its perforThe first version of the 109 to have wing guns was the C-1, mance in fighter-versus-fighter combat and accentuating which had one MG 17 in each wing. To avoid redesigning the tendency of the fighter to swing pendulum-fashion in [32] the wing to accommodate large ammunition boxes and flight. The conformal gun pods, exclusive of ammuni[33] access hatches, an unusual ammunition feed was devised tion, weighed 135 kg (298 lb); and 135 to 145 rounds [33] whereby a continuous belt holding 500 rounds was fed were provided per gun. along chutes out to the wing tip, around a roller and then The total weight, including ammunition, was 215 kg.[33] back along the wing, forward and beneath the gun breech, Installation of the under-wing gun pods was a simple task to the wing root where it coursed around another roller that could be quickly performed by the unit’s armourers, and back to the weapon.[30] and the gun pods imposed a reduction of speed of only [33] The gun barrel was placed in a long, large-diameter tube 8 km/h (5 mph). By comparison, the installed weight located between the spar and the leading edge. The tube of a similar armament of two 20 mm MG 151/20 cannon channeled cooling air around the barrel and breech, ex- inside the wings of the FW 190A-4/U8 was 130 kg (287 [34] hausting out of a slot at the rear of the wing. The instal- lb), without ammunition. lation was so cramped that parts of the MG 17’s breech mechanism extended into an opening created in the flap 1.6 Designation and nicknames structure.[30] The much longer and heavier MG FF had to be mounted farther along the wing in an outer bay. A large hole Main article: RLM aircraft designation system was cut through the spar allowing the cannon to be fitted with the ammunition feed forward of the spar, while the Originally the aircraft was designated as Bf 109 by the breech block projected rearward through the spar. A 60- RLM, since the design was submitted by the Bayerische

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2 VARIANTS

Flugzeugwerke (literally “Bavarian Aircraft Works”) during 1935. The company was renamed Messerschmitt AG after 11 July 1938 when Erhard Milch finally allowed Willy Messerschmitt to acquire the company. 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.[35] All extant airframes bear the official[36] “Bf 109” designation on their identification plates, including the final K-4 models,[37] with the notable exception of aircraft either initially built or re-fitted by Erla Maschinenwerk at Leipzig, which sometimes bear the erroneous Me 109 stamping.

6 June 1938, the He 100 V3, flown by Ernst Udet, captured the record with a speed of 634.7 km/h (394.4 mph).

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, however, soon regained the lead when, on 26 April 1939, Flugkapitän Fritz Wendel, flying the Me 209 V1, set a new record of 755.14 km/h (469.22 mph). For propaganda purposes, the machine was called the Bf 109R, suggesting it was just another variant of the standard fighter, but in fact it was a racing aircraft having little in common with the Bf 109. It was powered by the DB 601ARJ, producing 1,156 kW (1,550 hp), but capable of reaching 1,715 kW (2,300 hp). This world record for a piston-engined aircraft was to stand until 1969,[41] when Darryl Greenamyer's modified Grumman F8F Bearcat, Conquest I, broke it with a 777 km/h (483 mph) record speed.[42]

The aircraft was given several nicknames by its operators and opponents, generally derived from the name of the manufacturer (Messer, Mersu [originally the Finnish nickname for the prestigious Mercedes-Benz cars], Messzer 2 Variants etc.), or the external appearance of the aircraft: the G6 variant was nicknamed by Luftwaffe personnel as Die Main article: Messerschmitt Bf 109 variants Beule (“the bump/bulge”) because of the cowling’s char- When the Bf 109 was designed in 1934, by a team acteristic, bulging covers for the breeches of the 13 mm (.51 in) MG 131 machine guns, with the separate Beule covers eliminated by the time of the G-10 model’s introduction of a subtly reshaped upper cowling, while Soviet aviators nicknamed it “the skinny one” for its sleek appearance (compared to the more robust Fw 190).

The names “Anton”, “Berta”, “Caesar”, “Dora”, “Emil”, “Friedrich”, “Gustav” and “Kurfürst” were derived from the variant’s official letter designation (e.g. Bf 109G – “Gustav”), based on the German spelling alphabet of World War II, a practice that was also used for other German aircraft designs.[38]

1.7

Record-setting flights

D-FWME, a restored Bf 109G-4.

In July 1937, not long after the public debut of the new fighter, three Bf 109Bs took part in the Flugmeeting airshow in Zürich under the command of Major Seidemann.

They won in several categories: First Prize in a speed race over a 202 km course, First Prize in the Class A category in the international Alpenrundflug for military aircraft, and victory in the international Patrouillenflug category.[16] On 11 November 1937, the Bf 109 V13, DIPKY flown by Messerschmitt’s chief pilot Dr. Hermann Wurster, powered by a 1,230 kW (1,650 hp) DB 601R racing engine, set a new world air speed record for landplanes with piston engines of 610.95 km/h (379.62 mph), winning the title for Germany for the first time. Converted from a Bf 109D, the V13 had been fitted with a special racing DB 601R engine that could deliver 1,230 Bf 109 at the National Air and Space Museum kW (1,650 hp) for short periods. [39][40][nb 5] Heinkel, having had the He 112 rejected in the design led by Willy Messerschmitt and Robert Lusser,[43] its competition of 1936, designed and built the He 100. On primary role was that of a high-speed, short range

7 interceptor.[44] It utilized the most advanced aerodynamics of the time and embodied advanced structural design which was ahead of its contemporaries.[45] In the years of the Blitzkrieg, the Bf 109 was the only single-engined fighter operated by the Luftwaffe, until the appearance of the Fw 190.

The 109 remained in production from 1937 through 1945 in many different variants and sub-variants. The primary engines used were the Daimler-Benz DB 601 and DB 605, though the Junkers Jumo 210 powered most of the pre-war variants. The most-produced Bf 109 model was the 109G series (more than a third of all 109s built were the G-6 series, some 12,000 units being manufactured Bf 109 Gustav cockpit from March 1943 until the end of the war).[46] The initial production models of the A, B, C and D series were powered by the relatively low-powered, 670–700 PS (660-690 HP) Junkers Jumo 210 series engines. A handful of prototypes of these early aircraft were converted to ers with a pressurized cockpit and GM-1 boost, while even numbered variants were non-pressurized, air supeuse the more powerful DB 600.[47] riority fighters and fighter-bombers. Long-range photoThe first major redesign came with the E series, including reconnaissance variants also existed. The later G series the naval variant, the Bf 109T (T standing for Träger, or (G-5 through G-14) was produced in a multitude of varicarrier). The Bf 109E, or “Emil”, introduced a number ants, with uprated armament and provision for a numof structural changes in order to accommodate the heavber of kits of pre-packaged, generally factory- installed ier, but significantly more powerful 1,100 PS (1,085 HP) parts known as Umrüst-Bausätze (usually contracted to Daimler-Benz DB 601 engine, heavier armament and inUmbau) and adding a "/U” suffix to the aircraft designacreased fuel capacity. Later variants of the Es introduced tion when installed. Field kits known as Rüstsätze were a fuselage bomb rack or provision for a long-range, stanalso available for the G-series but those did not change dardized 300 litre (79 US gallon) drop-tank, and used the the aircraft designation.) By early 1944 tactical requireDB 601N engine of higher power output.[48] The 109E ments resulted in the addition of MW-50 water injecfirst saw service with the "Condor Legion" during the last tion boost and high-performance superchargers, boostphase of the Spanish Civil War and was the main variing engine output to 1,800–2,000 PS (1,775-1,973 HP). ant from the beginning of World War II until mid-1941 From early 1944 a number of G-2s, G-3s, G-4s and G[49] when the 109F replaced it in the pure fighter role.

6s were converted to two seat trainers, known as the G(Eight 109Es were assembled in Switzerland in 1946 by 12. An instructor’s cockpit was added behind the original the Dornier-Werke, using licence built airframes; a ninth cockpit and both were covered by an elongated, glazed [50] airframe was assembled using spare parts.) canopy.[52] The so-called Rüstsätze field modification kits The second major redesign during 1939–40 gave birth to and Umrüst-Bausätze factory conversion kits were part of the F series. The “Friedrich” saw a complete redesign of a system promulgated by the RLM as a whole, throughthe wings, the cooling system and fuselage aerodynamics, out the German military aviation industry, with each airand was powered by the 1,175 PS (1,159 HP) DB 601N frame type number having its own set of "/R” and/or "/U” (F-1, F-2) or the 1,350 PS (1,332 HP) DB 601E (F-3, F- numbered designations for such upgrade packages.

4). Considered by many as the high-water mark of Bf 109 The final production version of the Bf 109 was the K sedevelopment, the F series abandoned the wing cannon ries, or “Kurfürst”, introduced in the autumn of 1944, and concentrated all armament in the forward fuselage powered by the DB 605D engine with up to 2,000 PS with a pair of synchronized machine guns above and a sin(1,973 HP). Though externally akin to the late producgle 15 or 20mm Motorkanone-mount cannon behind the tion Bf 109G series, a large number of internal changes engine, the latter firing between the cylinder banks and and aerodynamic improvements were incorporated that through the propeller hub. This configuration was used improved its effectiveness and remedied existing flaws, by all subsequent variants. A handful of Bf 109Fs were keeping it competitive with the latest Allied and Soviet used late in the Battle of Britain in 1940, but the variant fighters.[5][53] The Bf 109’s outstanding rate of climb was only came into wide use in the first half of 1941.[51] superior to all Allied adversaries including the P-51D The G series, or “Gustav”, was introduced in mid-1942. Mustang, Spitfire Mk. XIV and Hawker Tempest Mk. Its initial variants (G-1 through G-4) differed only in V.[54] minor details from the Bf 109F, most notably in the Postwar, the 109 was built in Czechoslovakia, as the Avia more powerful 1475 PS (1,455 HP) DB 605 engine.

S-99 and S-199 and in Spain as the Hispano Aviación Ha Odd numbered variants were built as high-altitude fight1109 and 1112[55]

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5

OPERATORS

Production

as in the Mediterranean Theatre of Operations and with Erwin Rommel's Afrikakorps. It was also supplied to sev[1] Total Bf 109 production was 33,984 units; Wartime eral of Germany’s allies, including Finland, Hungary, Roproduction (September 1939 to May 1945) was 30,573 mania, Bulgaria, Croatia, and Slovakia. units. Fighter production totalled 47% of all German air- More aerial kills were made with the Bf 109 than any craft production, and the Bf 109 accounted for 57% of other aircraft of World War II.[58] Many of the aerial all German fighter types produced.[56] A total of 2,193 Bf victories were accomplished against poorly trained and 109 A–E were built prewar, from 1936 to August 1939. badly organized Soviet forces in 1941 during Operation lost 21,200 aircraft at this time, Some 865 Bf 109G derivatives were manufactured post- Barbarossa. The Soviets [59] about half to combat.

If shot down, the Luftwaffe piwar under licence as Czechoslovak-built Avia S-99 & S[3] lots might land or parachute to friendly territory and re199s, with the production ending in 1948. Production turn to fight again.

Later in the War, when Allied vicof the Spanish-built Hispano Aviación HA-1109 and HA[3] tories began to bring the fight closer, and then to Ger1112 Buchons ended in 1958. man territory, bombing raids supplied plenty of targets New production Messerschmitt Bf 109 fighters, 1936– for the Luftwaffe. This unique combination of events 1945.[57] led to the highest-ever individual pilot victory scores.[60] One hundred and five Bf 109 pilots were each credited with the destruction of 100 or more enemy aircraft.[nb 6] Thirteen of these men scored more than 200 kills, while two scored more than 300. Altogether, this group of pilots were credited with a total of nearly 15,000 kills.[58] Though there was no official “ace” status in the Luftwaffe (unofficially, the term Experte (expert) was used for an experienced pilot irrespective of his number of kills), using the Allied definition of pilots who scored five or more kills, there were more than 2,500 Luftwaffe fighter aces in World War II.[61] Against the Soviets, Finnish-flown Bf 109Gs claimed a victory ratio of 25:1.[62] Assembly of Bf 109G-6s in a German aircraft factory.

* Production up to end of March 1945 only.

4

Operational history

Bf 109s remained in foreign service for many years after World War II. The Swiss used their Bf 109Gs well into the 1950s. The Finnish Air Force did not retire their Bf 109Gs until March 1954. Romania used its Bf 109s until 1955. The Spanish Hispanos flew even longer. Some were still in service in the late 1960s. They appeared in films (notably The Battle of Britain) playing the role of Bf 109Es. Some Hispano airframes were sold to museums, which rebuilt them as Bf 109s.

Main article: Messerschmitt Bf 109 operational history The first Bf 109As saw service in the Spanish Civil War.

By September 1939, the Bf 109 had become the main fighter of the Luftwaffe, replacing the biplane fighters, and was instrumental in gaining air superiority for the Wehrmacht during the Blitzkrieg. During the Battle of Britain, it was pressed into the role of escort fighter, a role for which it was not originally designed, and it was widely employed as a fighter-bomber as well as a photo-reconnaissance platform. Despite mixed results over Britain, with the introduction of the improved Bf 109F in the spring of 1941, the type again proved to be an effective fighter during the Invasion of Yugoslavia, the Battle of Crete, Operation Barbarossa, the invasion of the USSR and the Siege of Malta.

In 1942, it began to be partially replaced in Western Europe by a new German fighter, the Focke Wulf Fw 190, but it continued to serve in a multitude of roles on the Eastern Front and in the Defense of the Reich, as well

5 Operators Note, this list includes operators who used Bf 109s for active service or combat. It does not include the United States, the United Kingdom and the Soviet Union, who all operated small numbers of captured aircraft for testing and evaluation (see: Messerschmitt Bf 109 operational history#Allied Bf 109s).

Bulgaria

• Bulgarian Air Force operated 19 E-3s and 145 G2/−6/−10s.

NDH

9

A Bf 109-E3 of the Swiss Air Forceat the Flieger-Flab-Museum.

Finnish Messerschmitt Bf 109 G-2s during the Continuation War.

Romanian Messerschmitt Bf 109 at Stalingrad

Bf 109G-2 14792 Yugoslavian Aviation Museum

S-199 782358 IAFM

Bf 109F captured by the South African Air Force in 1943

and Ks. Czechoslovakia

Hispano Aviación HA-1112 Buchon, the second and last Spanish version built by Hispano Aviación

• Zrakoplovstvo Nezavisne Države Hrvatske operated over 50 Bf 109s, including E-4, F-2, G-2/−6/−10

• Czechoslovak Air Force operated captured aircraft and continued building Messerschmitt Bf 109Gs after the war under the Avia S-99 name, but soon ran out of the 109’s Daimler-Benz DB 605 engine after many were destroyed during an explosion at a warehouse in Krásné Březno.

10

6

Finland • Finnish Air Force ordered 162 aircraft (48 G-2s, 111 G-6s and three G-8s) from Germany, but 3 were destroyed during transit, leaving the FAF with 159 Bf109s.

Nazi Germany

• Luftwaffe was the main operator of the Bf 109.

Hungary

• Royal Hungarian Air Force operated three D-1s, 50 E-3/−4s, 66 F-4s and ~490 G2/−4/−6/−8/−10/−14s.

Israel • Israeli Air Force operated the Avia S-199 derivative, bought from Czechoslovakia. Despite the type’s shortcomings the Israeli scored 8 victories.

Egypt and Syria claimed four S-199 kills, and one probable.[63] Italy • Regia Aeronautica operated some F-4s and G-6s.

Italian Social Republic

AIRCRAFT ON DISPLAY

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 JG27 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). A variant under license by the name Hispano Aviación HA-1112 was produced until 1958.

Switzerland • Swiss Air Force operated 10 D-1s, 89 E-3a variants, two F-4s and 14 G-6s.

Yugoslavia • Royal Yugoslav Air Force operated 73 E-3a variants.

• SFR Yugoslav Air Force operated several ex-NDH and Bulgarian Bf 109Gs.

6 Aircraft on display

• Aeronautica Nazionale Repubblicana operated 300 Main article: List of surviving Messerschmitt Bf 109s G-6/−10/−14s and two G-12s; three K-4s were also Australia received.

Japan • Imperial Japanese Army Air Force purchased five E-7s in 1941. The aircraft were used for tests and trials.[64] Romania Bf 109 G-10 (Messerschmitt foundation) flight demonstration

• Royal Romanian Air Force operated 50 E-3/4s, 19 E-7s, two F-2s, five F-4s and at least 235+ G-2/G4/G-6/−8s plus 75 IAR built 109G-6a.

• Romanian Air Force - Postwar.

• A Bf 109 G-6 is on display at the Australian War Memorial, Canberra.[65] It is the last example to retain its original wartime camouflage and markings.

11 Brazil • A Bf 109 G2/R3 is on display at the Museu TAM near São Carlos, some 250 km northwest of São Paulo City in the State of São Paulo, Brazil. It was recovered from the bottom of a lake in Norway. it’s painted in wrong colours, depiciting the plane of the German ace Hans-Joachim Marseille. It also received a filter to resemble a Trop series aircraft.

Canada • A Bf 109 F-4/trop is on display at the Canada Aviation and Space Museum in Ottawa, Ontario.

Finland • A Bf 109 G-6 “MT-452” is on display at Finnish Aviation Museum.

• A Bf 109 G-6 “MT-507” is on display in the Aviation Museum of Central Finland, Tikkakoski.[66] Germany • A Bf 109 G-4 of JG 52 salvaged from Black Sea is displayed at the Technikmuseum Speyer.[67] • A Bf 109 G-6 is on static display at the Sinsheim Auto & Technik Museum.[68][69] • A Bf 109 E-3/E-4 is on static display at the Deutsches Technikmuseum Berlin.[70] • A Bf 109 E is on display at the Deutsches Museum, Munich, Germany.

• A Bf 109 G-2 is displayed at the Militärhistorisches Museum Flugplatz Berlin-Gatow.

Poland • A Bf 109 G-6 163306, ex-RQ + DR, ex-JGr. West “Red 3” - crashed 28 May 1944, Red 3, displayed

by Fundacja Polskie Orły.

Russia • A Bf 109 G-6 (Werk-Nummer 411768) has been restored to display status at the Zadorozhny Technical Museum, Moscow.

South Africa • A preserved Bf 109 F-2 is on display at the South African National Museum of Military History in Johannesburg. This museum also has on display a Bf 109 E which crashed during the Battle of Britain.

United Kingdom • A Bf 109 G-2/trop and a Bf 109 E-3 are on public display at the Royal Air Force Museum London; both aircraft were captured intact during the war and flown by the No. 1426 Flight RAF.[71] • A Bf 109 E-3, is at the Imperial War Museum Duxford.[72] United States • A Bf 109 G-6 is on display at the Mighty Eighth Air Force Museum outside of Savannah Georgia.

• A Bf 109 G-6 is displayed at the National Air and Space Museum in Washington DC. • A Bf 109 G-10 is on display at the Evergreen Air Museum.[73] in McMinville, Oregon. This aircraft is flightworthy.

• A Bf 109 G-6 610824 (N109MS), ex-II/JG 52 “Black 2”, ex-USAAF FE-124, T2-124, " Blue 4 ", National Museum of the United States Air Force, Wright-Patterson AFB, Ohio, USA. • A Bf 109 E-3 ex-6./JG51 in flying condition is on display at The Flying Heritage Collection in Everett, WA. This aircraft deployed in October 1939. Piloted by Eduard Hemmerling, it flew primarily over France. Hemmerling shot down a British Spitfire on July 7, 1940, while escorting Stuka dive-bombers that were attacking British ships in Dover harbor.

Later that month he destroyed a British Blenheim bomber and another British plane. This accounts for the three yellow kill marks on the rudder. But his own aircraft was mortally wounded, and Hemmerling turned back toward France. His failing airplane crashed off the coast of Cap Blanc Nez, killing the 27-year-old pilot.

Serbia • A Bf 109 G-2 14792, ex-GJ + QJ, ex-Yugoslavian AF 9663 “63”, obtained from Bulgaria after the war, and restored, displayed at Museum of Aviation (Belgrade).

7 Specifications (Bf 109 G-6) Data from The Great Book of Fighters[74] and the Finnish Air Force Bf 109 Manual General characteristics • Crew: One • Length: 8.95 m (29 ft 7 in)

12

8 SEE ALSO • 2 × 13 mm (.51 in) synchronized MG 131 machine guns with 300 rounds per gun • 1 × 20 mm (.78 in) MG 151/20 cannon as Motorkanone with 200 rpg.[75] • 1 x 30 mm (1.18 in) MK 108 cannon as Motorkanone with 65 rpg (G-6/U4 variant) • 2 × 20 mm MG 151/20 underwing cannon pods with 135 rpg (optional kit—Rüstsatz VI) • Rockets: 2 × 21 cm (8 in) Wfr. Gr. 21 rockets (G-6 with BR21)

Orthographically projected diagram of the Bf 109 G-6.

• 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: 3,148 kg (6,940 lb) • Max. takeoff weight: 3,400 kg (7,495 lb)

• Bombs: 1 × 250 kg (551 lb) bomb or 4 × 50 kg (110 lb) bombs or 1 × 300-litre (79 US gal) drop tank Avionics

• FuG 16Z radio

8 See also • List of surviving Messerschmitt Bf 109s

• Sonderkommando Elbe • Powerplant: 1 × Daimler-Benz DB 605A-1 liquidcooled inverted V12, 1,475 PS (1,455 hp, 1,085 Related development kW) • Propellers: VDM 9-12087 three-bladed light-alloy propeller • Propeller diameter: 3 m (9 ft 10 in) Performance

• Me 209-II • Me 109TL • Hispano Aviacion HA-1109 • Avia S-99/S-199

• Maximum speed: 640 km/h (398 mph) at 6,300 m Aircraft of comparable role, configuration and era (20,669 ft) • A6M Zero • Cruise speed: 590 km/h (365 mph) at 6,000 m • Bell P-39 (19,680 ft) • Range: 850 km (528 mi) 1,000 km (621 mi) with droptank

• Curtiss P-40

• Service ceiling: 12,000 m (39,370 ft)

• Dewoitine D.520

• Rate of climb: 17.0 m/s (3,345 ft/min)

• Fiat G.55 Centauro

• Wing loading: 196 kg/m² (40 lb/ft²)

• Focke Wulf Fw 190

• Power/mass: 344 W/kg (0.21 hp/lb)

• Hawker Hurricane

Armament

• IK-3

• Heinkel He 112 • IAR 80

• Guns:

• Kawasaki Ki-61 Hien • Lavochkin La-7

9.2

Citations

• Macchi C.202 Folgore • Macchi C.205 Veltro • North American P-51 Mustang

13

[4] “Luftwaffe Aces of the Western Front.” luftwaffe.cz. Retrieved: 2 January 2010.

[5] Radinger and Otto 1999, pp. 35–37.

[6] Zobel and Mathmann 1995, p. 3.

• Supermarine Spitfire

[7] Ritger 2006, p. 6.

• Yakovlev Yak-1

[8] Kobel and Mathmann 1997, p. 3.

• Yakovlev Yak-9

[9] Green 1980, pp. 11–12.

Related lists

[10] Beaman and Campbell 1980, p. 13.

[11] Green 1980, pp. 18–21.

• List of military aircraft of Germany

[12] Green 1980, p. 14.

• List of aircraft of World War II

[13] Caidin 1968

• List of aircraft of Germany in World War II

[14] Green 1980, pp. 15–17.

[15] Feist 1993, p. 14.

9

References

[16] Nowarra 1993, p. 190.

[17] Cross and Scarborough 1976, pp. 56–66.

9.1

Notes

[1] In 1929 Milch, then managing director of Deutsche Luft Hansa cancelled an order for 10 Messerschmitt M20b light transport aircraft after Hans Hackman, a close friend of Milch, was killed testing the prototype.[9] [2] This aircraft was instrumental in testing the Roll-Royce PV-12, later to become the Rolls-Royce Merlin [3] The engine’s mass helped buffer the recoil. British reports on captured DB 601 series engines describe “a double walled cannon tube housing” as part of the crankcase.

Few if any Bf 109s used weapons firing through the propeller hub before the F-series, which mounted 15 mm (.59 in) and 20 mm weapons.[29]

[18] Cross and Scarborough 1976, pp. 60–61.

[19] Hannu Valtonen — Messerschmitt Bf 109 ja saksan sotatalous [20] Boyne 1994, p. 30.

[21] Radinger and Otto 1999, p. 36.

[22] Lednicer, David. The Incomplete Guide to Airfoil Usage. Champaign, Illinois: UIUC Applied Aerodynamics Group, 2010. Retrieved: 18 May 2011.

[23] Bf 109 slats explained, Bf 109 Lair. Retrieved: 31 August 2013.

[24] http://www.virtualpilots.fi/feature/articles/109myths/

[4] Galland also flew another F-2/U1 the which the MG 17s above the engine were replaced by 13 mm MG 131s

[25] Ersätzteiliste Bf 109G, pp. 117–118.

[5] World speed records and other aviation records were and still are set by the Fédération Aéronautique Internationale (FAI). A record attempt must be made over a recognized course at a set altitude to be considered. The Bf 109 and 209s came under the category “CLASS C, GROUP 1d”“FAI record (current).” fai.org. Retrieved: 29 April 2008.

[27] Ersätzteiliste Bf 109K, Rumpfwerk, Baugruppe 209.728.

[6] Some sources state one hundred and nine pilots were credited with more than 100 enemy aircraft.

[26] Prien and Rodeike 1995, p. 169.

[28] Drabkin 2007, p. 74.

[29] Cross and Scarborough 1976, p. 74.

[30] Cross and Scarborough 1976, p. 15.

[31] Prien and Rodeike 1995, p. 177.

[32] Green 1980, p. 88.

[33] Radinger and Otto 1999, p. 21.

9.2

Citations

[1] U.S. Strategic Bombing Survey, Aircraft Division Industry Report, Exhibit I – German Airplane Programs vs Actual Production.

[2] Green 1980, pp. 7, 13.

[3] Nowarra 1993, p. 189.

[34] Hahn 1963, p. 35.

[35] Bf or Me 109? Which is correct?" hobbyvista.com. Retrieved: 3 January 2010.

[36] Wagner, Ray and Nowarra, Heinz. German Combat Planes: A Comprehensive Survey and History of the Development of German Military Aircraft from 1914 to 1945,New York: Doubleday, 1971, pg. 229

14

[37] Prien and Rodeike 1995, pp. 167–176.

[38] “German phonetic alphabet of World War II.” feldgrau.com. Retrieved: 2 January 2010.

[39] Ebert, Hans J.; Johann B., Kaiser; Peters, Klaus (1992).

Willy Messerschmitt - Pionier der Luftfahrt und des Leichtbaues: eine Biographie. Bernard & Graefe. p. 137.

[40] Nowarra 1993, p. 193.

[41] Feist 1993, p. 22.

[42] [43] Green 1980, p.7.

[44] Cross and Swanborough 1972, pp. 7–8.

[45] Green 1980, p. 8.

9

REFERENCES

[67] “Messerschmitt Bf 109 G-4.” speyer.technik-museum.de.

Retrieved: 16 August 2010.

[68] Goldmann, Andreas. “Messerschmitt Me 109.” Sinsheim Technik Museum. Retrieved: 16 August 2010.

[69] “Bf 109 on static display.” adlertag.de. Retrieved: 16 August 2010.

[70] Retrieved: 28 August 2012.

[71] “Bf 109-G2.” Royal Air Force Museum. Retrieved: 16 August 2010.

[72] “Bf 109 on Static Display”. Messerschmitt Bf 109. Retrieved 6 April 2011.

[73] “Messerschmitt Bf 109 G-10 Gustav.” Evergreen Air Museum. Retrieved: 16 September 2010.

[46] Prien and Rodeike 1996, pp. 99–100, 113–114.

[74] Green, William and Gordon Swanborough. The Great Book of Fighters. St. Paul, Minnesota: MBI Publishing, 2001. ISBN 0-7603-1194-3.

[47] Green 1980, pp. 29–34, 41.

[75] Hitchcock 1976, p. 7.

[48] Green 1980, pp. 41–45, 63–64, 76–81, 82–83.

[49] Green 1980, pp. 38–39, 80.

[50] Green 1980, p. 78.

[51] Prien and Rodeike 1996, pp. 9–25.

[52] Prien and Rodeike 1996, pp. 56–165.

[53] Prien and Rodeike 1996, pp. 166–174.

[54] Wolf 2009, p. 763.

[55] Green 1980, pp. 131–138.

[56] Feist 1993, p. 45.

9.3 Bibliography • Beaman, John R. Jr. and Jerry L. Campbell.

Messerschmitt Bf 109 in action, Part 1. Carrollton, Texas: Squadron/Signal Publications, 1980. ISBN 0-89747-106-7.

• Boyne, Walter J. Clash of Wings. New York: Simon & Schuster, 1994. ISBN 0-684-83915-6.

• Burke, Stephen. Without Wings: The Story of Hitler’s Aircraft Carrier. Oxford, UK: Trafford Publishing, 2007. ISBN 1-4251-2216-7.

[58] Feist 1993, p. 50.

• Caidin, Martin. Me 109 – Willy Messerschmitt’s Peerless Fighter (Ballantine’s illustrated history of World War II. Weapons book no. 4). New York: Ballantine Books, USA, 1968. ISBN 0-345-016912.

[59] Bergström, Christer. Barbarossa – The Air Battle: July– December 1941, p. 117. London: Chevron/Ian Allen, 2007. ISBN 978-1-85780-270-2.

• Caldwell, Donald L. JG 26: Top Guns of the Luftwaffe. New York: Ballantine Books, 1991. ISBN 0-8041-1050-6.

[60] Toliver, Raymond F.; Constable, Trevor J. (1965). Fighter Aces MacMillan, New York, pp. 235-236.

• Craig, James F. The Messerschmitt Bf.109. New York: Arco Publishing Company, 1968.

[57] U.S. Strategic Bombing Survey, Aircraft Division Industry Report. Exhibit I – German Airplane Programs vs Actual Production.

[61] Feist 1993, p. 51.

[62] Neulen 2000, p. 217.

[63] “List of Israeli Air-to-Air Victories 1948–1966.” acig.org.

Retrieved: 2 January 2010.

[64] Lansdale, Jim. “Messerschmitt Me-109”. http://www. j-aircraft.com''. Retrieved 13 July 2014.

[65] http://cas.awm.gov.au/item/REL/16285 [66] “Messerschmitt Bf 109.” k-silmailumuseo.fi. Retrieved: 16 August 2010.

• Cross, Roy and Gerald Scarborough. Messerschmitt Bf 109, Versions B-E. London: Patrick Stevens, 1976. ISBN 0-85059-106-6.

• Dimensione Cielo: Caccia Assalto 3, Aerei Italiani nella 2a Guerra Mondiale (in Italian). Rome: Edizioni Bizzarri, 1972.

• Drabkin, Artem. The Red Air Force at War: Barbarossa and the Retreat to Moscow – Recollections of Fighter Pilots on the Eastern Front. Barnsley, South Yorkshire, UK: Pen & Sword Military, 2007. ISBN 1-84415-563-3.

9.3

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• Ebert, Hans A., Johann B. Kaiser and Klaus Peters.

Willy Messerschmitt: Pioneer of Aviation (The History of German Aviation Design). Atglen, Pennsylvania: Schiffer Books, 2000. ISBN 0-7643-0727-4.

15 • Mason, Francis K. Messerschmitt Bf 109B, C, D, E in Luftwaffe & Foreign service. London: Osprey Publishing Limited, 1973. ISBN 0-85045-152-3.

• Feist, Uwe. The Fighting Me 109. London: Arms and Armour Press, 1993, ISBN 1-85409-209-X.

• Massimello, Giovanni and Giorgio Apostolo. Italian Aces of World War Two. Oxford/New York, Osprey Publishing, 2000. ISBN 978-1-84176-078-0.

• Fernández-Sommerau, Marco. Messerschmitt Bf 109 Recognition Manual. Hersham, Surrey, UK: Classic Publications, 2004. ISBN 1-903223-27-X.

• Mermet, Jean-Claude. Messerschmitt Bf 109 G-1 through K-4. Engines and Fittings. Marnaz, France: Jean Claude Mermet SA, 1999.

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ISBN 0-7106-0005-4.

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Ludwigsburg, Germany: Luftfahrt-Archiv, 2006.

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ISBN 0-946219-48-6.

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ISBN 0-88740-919-9.

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The Messerschmitt Bf 109 in Swiss Service. Boulogne sur Mer, France: Lela Presse, 1996. ISBN 2914017-31-6.

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16 • Radinger, Willy and Wolfgang Otto. Messerschmitt Bf 109 F-K – Development, testing, production. Atglen, PA: Schiffer Publishing Ltd., 1999. ISBN 07643-1023-2.

• Rimmell, Ray. ME 109: Messerschmitt Bf 109E. Chipping Ongar, Essex, UK: Linewrights Ltd., 1986. ISBN 0-946958-18-1.

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ISBN 978-0-9551858-0-9.

• Savic, D. and B. Ciglic. Croatian Aces of World War II (Osprey Aircraft of the Aces 49). Oxford, UK: Oxford, 2002. ISBN 1-84176-435-3.

• Scutts, Jerry. Bf 109 Aces of North Africa and the Mediterranean. Oxford, UK: Osprey Publishing, 1994. ISBN 978-1-85532-448-0.

• Shores, C., B. Cull and N. Malizia. Air War for Yugoslavia, Greece & Crete – 1940–41. London: Grub Street, 1987. ISBN 0-948817-07-0.

• Starr, Chris. “Developing Power: Daimler-Benz and the Messerschmitt Bf 109.” Aeroplane magazine, Volume 33, No. 5, Issue No 385, May 2005.

London: IPC Media Ltd. • Stenman, Kari and Kalevi Keskinen. Finnish Aces of World War 2 (Osprey Aircraft of the Aces 23).

London: Osprey Publishing Limited, 1998. ISBN 1-85532-783-X. • Taylor, John W.R. “Messerschmitt Bf 109.” Combat Aircraft of the World from 1909 to the present.

New York: G.P. Putnam’s Sons, 1969. ISBN 0-42503633-2.

• Thompson, J. Steve with Peter. C Smith. ‘’Air Combat Manoeuvres’’. Hersham, Surrey, UK: Ian Allan Publishing, 2008. ISBN 978-1-903223-98-7.

• U.S. Army Air Force. German Aircraft and Armament: Informational Intelligence, Summary No. 44– 32, October 1944 (Informational Intelligence Summary). New York: Brassey’s Inc., 2000 (first edition 1944). ISBN 1-57488-291-0.

• Valtonen, Hannu. Messerschmitt Bf 109 ja saksan sotatalous (Messerschmitt Bf 109 and the German War Economy). Helsinki, Finland: Keski-Suomen Ilmailumuseo (Central Finnish Aviation Museum), 1999. ISBN 978-951-95688-7-4.

• Vogt, Harald. Messerschmitt Bf 109 G/K Rüstsatze.

Flugzeug Profile 21. Illertissen, Flugzeug Publikations GmbH. • Wagner, Ray and Heinz Nowarra. German Combat Planes: A Comprehensive Survey and History of the Development of German Military Aircraft from 1914 to 1945. New York: Doubleday, 1971.

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EXTERNAL LINKS

• Weal, John. Bf 109 Aces of the Russian Front. Oxford, UK: Osprey, 2001. ISBN 978-1-84176-0841.

• Weal, John. BF 109D/E Aces 1939–41. Oxford, UK: Osprey, 1996. ISBN 978-1-85532-487-9.

• Weal, John. Bf 109F/G/K Aces of the Western Front.

Oxford, UK: Osprey, 2000. ISBN 978-1-85532905-8.

• Winchester, Jim. “Messerschmitt Bf 109.” Aircraft of World War II: The Aviation Factfile. Kent, UK: Grange Books plc, 2004. ISBN 1-84013-639-1.

• Wolf, Manuel. Luftkrieg über Europa 1939-1945, die Angst im Nacken (in German). Stuttgart: Motorbuch-Verlag, 2009. ISBN 978-3-613-030848.

10 Additional resources • Beale, Nick, Ferdinando D'Amico and Gabriele Valentini. Air War Italy: Axis Air Forces from Liberation of Rome to the Surrender. Shrewsbury, UK: Airlife, 1996. ISBN 1-85310-252-0.

• Bergström, Christer and Martin Pegg. Jagdwaffe: The War in Russia, January–October 1942. Luftwaffe Colours, Volume 3 Section 4. London: Classic Colours Publications, 2003. ISBN 1-90322323-7.

11 External links • Nazi fighter: The Messerschmitt Me 109: A German Design Which Just Missed Being a Success, Flight, 24 October 1940 • Falcon’s Messerschmitt Bf 109 Hangar – Photoarchive (text mostly in German, some in English) • The 109 Lair • BF-109 Markings 1939-1940 {Reference only} • Das Leistungsvermögen der Bf 109 F-4 (“109F-4 documents”) (German) • Photo gallery of Messerschmitt Bf 109G-5 (text in Polish) • Resource on Messerschmitt Bf 109 performance.

• Messerschmitt 109 – myths, facts and the view from the cockpit • Japanese Army tests of Messerschmitt Bf 109 E in Japan.

• Swiss Bf-109 E3 Walkaround

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12 12.1

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• Messerschmitt Bf 109 Source: http://en.wikipedia.org/wiki/Messerschmitt%20Bf%20109?oldid=647865322 Contributors: TwoOneTwo, Sjc, Yooden, Johan Dahlin, Maury Markowitz, Infrogmation, Michael Hardy, Sannse, Ahoerstemeier, Rlandmann, Jll, Tristanb, Wik, Tpbradbury, Maximus Rex, Nv8200p, Ark30inf, Morven, Kirk, Klaus Leiss, Robbot, Astronautics, Kizor, Kristof vt, Modulatum, Chris Roy, Jondel, Kamakura, Danceswithzerglings, Wile E. Heresiarch, GreatWhiteNortherner, Carnildo, DocWatson42, Paul Richter, Oberiko, Greyengine5, Wolfkeeper, Ferkelparade, Grant65, Gzornenplatz, Bobblewik, Jrdioko, Neilc, Keith Edkins, Weasel75, Sca, Kjetil r, Jossi, SimonArlott, One Salient Oversight, Hammersfan, Sam Hocevar, Janneok, Trevor MacInnis, Ericg, N328KF, EugeneZelenko, Milkmandan, Vague Rant, YUL89YYZ, Dave souza, Pavel Vozenilek, El C, Asmirnov, Sietse Snel, Perfecto, Bobo192, Fir0002, Viriditas, Cmdrjameson, R. S. Shaw, Russ3Z, La goutte de pluie, Carders, Patsw, 119, Joshbaumgartner, Ashley Pomeroy, H27kim, Ynhockey, Denniss, Hohum, Dalillama, Fdedio, Gene Nygaard, Drbreznjev, Dziban303, Xmort, Feezo, Woohookitty, Sandius, Spettro9, Daniel Case, Tabletop, Abel29a, GregorB, GraemeLeggett, Palica, Rjwilmsi, Himasaram, DeltaSigma, Ian Dunster, JanSuchy, Wikiliki, Ground Zero, Ysangkok, Catsmeat, Lonfa, Ahunt, MoRsE, Sus scrofa, YurikBot, Noclador, Ajaypp, Arado, Conscious, Kurt Leyman, Anders.Warga, Hellbus, Friedfish, Gaius Cornelius, CambridgeBayWeather, Lavenderbunny, Stele, Manxruler, Bachrach44, Pronsias, Spot87, Awiseman, Rmackenzie, Brian Crawford, Gooberliberation, OettingerCroat, Tony1, PS2pcGAMER, Sandstein, Zzuuzz, Curpsbot-unicodify, Jinxs, Attilios, SmackBot, Monkeyblue, Jdoniach, TestPilot, C.Fred, 0x6adb015, Chairman S., Kurfürst, Gjs238, Onebravemonkey, Likeem, Andres C., Francisco Valverde, IstvanWolf, Peter Isotalo, Hmains, Mikoyan21, Chris the speller, Bjmullan, Emt147, SeanWillard, Hibernian, DHN-bot, Oatmeal batman, Trekphiler, DevSolar, SuperDeng, Snowmanradio, Gjcoy, AzaBot, Flyboy Will, Brainhell, Evil Merlin, Nakon, Dreadstar, Fods12, The PIPE, Toniosky, ZScarpia, SashatoBot, Ulfmichel, RareAviation, Zahid Abdassabur, John, Ergative rlt, Marko M, Vgy7ujm, LWF, JohnI, Statsone, MilborneOne, WhiteShark, Harryurz, Andrwsc, Jrt989, Clarityfiend, JoeBot, Butcherbird52, 5shot, GrahamBould, Tawkerbot2, Pudeo, Ehistory, HDCase, CmdrObot, Shyland, Diego Dabrio, Keithh, Badseed, Necessary Evil, Cydebot, Tim hole, Travelbird, Barry Slemmings, R-41, Trident13, RottweilerCS, D-fens, Aldis90, Zastavafan76, Kubanczyk, EVAngelion, Marek69, Piotr Mikołajski, Jannaspookie, DPdH, Wartimepress, AntiVandalBot, Akradecki, Oz Cro, Steelpillow, Thumper 1, Bzuk, Rig0, Parsecboy, VoABot II, Torb37, Bg007, Dekimasu, Appraiser, Adnan Rahman, Ling.Nut, Cobrachen, Luka 012, WhatamIdoing, Eqdoktor, BilCat, NJR ZA, JaGa, Saburny, Edward321, B. 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• File:Avia-S199-hatzerim-2.jpg Source: http://upload.wikimedia.org/wikipedia/commons/6/65/Avia-S199-hatzerim-2.jpg License: CC BY 2.5 Contributors: ? Original artist: ?

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