Messerschmitt Bf-109

From The Air Combat Wiki

Contents 1 Historical Data 2 History 2.1 Bf-109A, B, C and D 2.2 Bf-109E Emil 2.3 Bf-109F Franz 2.4 Bf-109G Gustav 2.5 Bf-109K Kurfurst 3 Version History 3.1 Bf-109A 3.2 Bf-109B 3.3 Bf-109C 3.4 Bf-109D 3.5 Bf-109E 3.6 Bf-109T 3.7 Bf-109F 3.8 Bf-109G 3.9 Bf-109H 3.10 Bf-109K 3.11 Bf-109Z 3.12 Spanish Variants 3.13 Czech Variants 4 Individual Model Data 4.1 Bf-109B-2 4.2 Bf-109C-1 4.3 Bf-109D-1 4.4 Bf-109E-1 4.5 Bf-109E-3 4.6 Bf-109E-4 4.7 Bf-109E-7 4.8 Bf-109T-2 4.9 Bf-109F-2 4.10 Bf-109F-3 4.11 Bf-109F-4 4.12 Bf-109G-2 4.13 Bf-109G-6 4.14 Bf-109K-4 5 Sources 6 See Also

Historical Data

Country: Germany

Type/Role: Interceptor, Photo reconnaissance, and Figher-bomber

Manufacturer: Messerschmitt A.G.

Factories: Regensburg-Prufening, Regensburg-Obertraubling, Leipzig-Mockau, Delitzsch, Wiener-Neustadt, Leipzip-Heiterblick and Kottern

Company Designation: Bf-109

Military Designations: Messerschmitt Bf-109B, Messerschmitt Bf-109C, Messerschmitt Bf-109D, Messerschmitt Bf-109E Emil, Messerschmitt Bf-109F Franz, Messerschmitt Bf-109G Gustav, Messerschmitt Bf-109H, Messerschmitt Bf-109K Kurfurst and Messerschmitt Bf-109T

First Flight: Sep 1935

Service Date: Late spring 1937

Units Equipped: ???

# Produced: ???

History

Bf-109A, B, C and D

Willy Messerschmitt's masterpiece, the Bf-109, was the prototypical modern fighter at the beginning of the war and was still going strong at war's end six years later. Ironically, the plane was almost rejected before it was submitted. Due to several previous run-ins over a previous transport design, Erhard Milch, the Reich Commissioner for Aviation, flatly stated that Bayerische Flugzeugwerke and Willy Messerschmitt wouldn't be allowed to build anything but other peoples' designs.

Despite assurances he would never get a contract, Messerschmitt went ahead and entered the competition to provide a new front-line fighter for the Luftwaffe. Besides using the most advanced technology available in 1934, the Bf-109A was designed to be able to use either the Junkers Jumo 210 or the Daimler-Benz DB-600 engine, both of which were under development at the time.

With the new engines undergoing developmental delays, a Rolls Royce Kestrel engine was installed in the prototype and the Bf-109V-1 first took to the air in September 1935. A month later the Jumo 210A became available and was used to power the second prototype, which commenced flight testing in January 1936. With the completion of the third prototype with the Daimler Benz engine in June, the Luftwaffe was impressed enough to order ten pre-production machines.

By the time the fourth prototype was undergoing testing, the guns had been installed and the Bf-109 was officially a fighter. The initial guns arrangement consisted of a pair of MG-17s in the cowl and another MG-17 firing through the propeller hub.

In late 1936 the third, fourth, and fifth prototypes were sent to Spain for combat evaluations against the Polikarpov I-15 fighters, which were outclassing the older He-51 biplanes. After three months of successful testing, the prototypes were returned to Messerschmitt to allow continuation of the development program.

The first official production machine, the Jumo 210Da powered Bf-109B-1, was delivered in February 1937. The planes were assigned to JG 132 Richtofen and after hasty training, the unit was sent to Spain to counter the I-15s and the new I-16 Ratas that were just starting to appear. Throughout 1937 B models were hurriedly produced, brought into service, and shipped off to the Condor Legion in Spain.

Using the more powerful Jumo 210Ga, the Bf-109C-1 made its first appearance in the early spring of 1938. Originally intended to mount an MG-FF 20mm cannon in the propeller hub, problems with the gun required another alternative to be used, resulting in the installation of an MG-17 in each wing, outboard of the wheel wells.

Bf-109E Emil

Thinking that the new Daimler Benz DB-601 was ready for production, the new "D" model was introduced, but engine production delays meant that the Jumo 210Da had to be used for the Bf-109D-1 Dora. In the summer of 1938, the DB-601A-1 was ready and the first Bf-109E-1 Emils started to roll off the production line by the end of the year. As with the C-1 and D models, the E-1 was fitted with a pair of MG-17s with 1000 rpg in the cowl and another pair of MG-17s with 420 rpg in the wings.

The more heavily armed E-3 version, with a pair of 20mm MG-FF cannon in wings in place of the MG-17s, began to reach front-line units in the fall of 1939. However, the E-1 remained the primary version in service throughout the war in Poland, Scandinavia, the Lowlands and France in 1940. By the time of the Battle of Britain, most of the E-1s had been replaced by the E-3 and E-4 models and were thus relegated to training duties. However, the machine-gun armed Emil filled an important gap and helped seed the reputation that would soon enshroud the little fighter.

During the fall of 1939 Luftwaffe front-line units started to receive the new Bf-109E-3 model equipped with a pair of 20mm MG-FF cannon with 60 rpg in place of the MG-17s in the wings. In addition to the upgraded armament, the 1,175 hp DB-601Aa was installed, boosting top speed from 334 to 348 mph.

A pair of E-3s fell into French hands in early May 1940 and after examination by the French Air Force, were shipped to England on May 14 for trials and evaluations. The lessons learned about the performance of the Spitfire versus the Messerschmitt enabled the RAF to employ improvements to their fleet in time for the Battle of Britain and influenced future development.

During the French campaign several lessons were learned and the E-4 model was intended to incorporate these improvements. In addition to increasing the pilot's armor protection by about 75 lbs., the new MG-FF/M cannon, which employed a more powerful "mine" shell, were mounted in place of the older models.

Additionally, experiments were made with mounting a rudimentary bomb rack on E-3s in combat. This proved successful enough that a bomb rack was mounted on the special E-4/B model at the factory, which was used to equip Erpobungsgruppe 210 for field testing. In addition to bombs, the rack could carry a 300 liter drop tank, thus increasing the range of the fighter.

The E-5 and E-6 models were reconnaissance versions of the E-4, but the E-7 was a fighter variant which incorporated the bomb and drop tank carrying capacity of the E-4/B into the main production run, thus giving all planes the same capability.

The E-4 was the first variant to be "tropicalized" for use in the Western Desert. The conversion consisted of adding a dust filter to the supercharger air intake and installing an emergency desert survival kit in the cargo space of the fuselage, which even included a carbine for personal protection.

Bf-109F Franz

Early in 1940 the Augsburg Messerschmitt factory began work on improving the aerodynamic shape and streamlining of the design in order to obtain maximum performance. Four prototypes were built from the E-4 production run, each intended to test one or more of the changes.

The first change was to the shape of the nose with a steady even slope down to the spinner replacing the "stepped" look of the Emil. The spinner was enlarged and rounded to provide a smooth aerodynamic shape. Finally, the supercharger air intake was changed from square to round and was placed away from the fuselage to improve the ram effect.

The tail section saw a reduction in the size of the rudder from 8.1 to 7.5 sq. ft. and the horizontal stabilizer was moved slightly forward and down, with the elimination of the support struts being the most visible change. This later proved to be a problem when sympathetic vibrations from the engine caused metal fatigue to set in, which resulted in failure of the fuselage just forward of the tail. Installation of external braces in the field fixed the problem for existing planes while production changes were made to improve structural strength.

The largest drag reduction came from a redesign of the under-wing radiators, which were both reduced in height and were recessed into the wing. A boundary layer bypass system was devised to collect turbulent air in front of the radiators, leading it over the radiators and out through a duct in the inner flaps.

The V-21 and V-22 prototypes had the wingspan reduced by two feet but this had a detrimental effect on handling. The V-23 prototype installed a pair of detachable, semi-elliptical wingtips that restored all but 2.16 sq. ft. of the original wing area. This worked well and the wingtips were incorporated as a standard part of the wing on all subsequent versions.

Initially intended to use the 1,375 hp DB-601E, the engine wouldn't be ready for a full year after F-series production commenced. So in the meantime Messerschmitt used 1,200 hp DB-601N, which achieved its performance partly through the use of higher compression ratios and 96 octane fuel.

Similarly, the plane's armament was to be considerably changed from that of the Emil. Replacing the pair of wing-mounted MG-FF/M cannon was to be a single MG-151 cannon, which would be produced in both 15mm and 20mm versions. The higher rate of fire, greater hitting power and higher ammo loads were considered to provide an overall greater firepower. Additionally, removal of the wing-mounted guns improved roll performance, which was a welcome change to pilots. However, the MG-151 wasn't yet ready and a single engine-mounted MG-FF/M was used instead.

This version went into production as the F-1 with the first examples rolling off the assembly line in November 1940. By March and April 1941 JG 2 and JG 26 on the channel coast were converting in large numbers to the F-1 and the newer F-2s, which utilized the 15mm MG-151, the 20mm model not yet being ready.

At the beginning of 1942 the F-3 started coming off the production line using the now available DB-601E. The lower compression ratio of the 601E allowed 87-octane fuel to be used, which was more readily available. Simultaneous with F-3 production was the F-4, which utilized the heavier hitting 20mm MG-151, with the ammo load being reduced from 200 to 150 rounds. Further improvements included additional self-sealing to the fuel tanks and additional pilot armor. The F-4/B added the capability of carrying bombs or a drop tank, while the F-4/Z utilized an experimental nitrous-oxide injection system.

A number of F-4s were used to experiment with various engine and landing gear installations. These included a tricycle landing gear system as well as experiments in using the BMW-801 radial and Junkers Jumo 213 inline with annular radiator (the same as used in the FW-190D).

Despite the increased weight of the Franz over the Emil, the performance was considerably better. Many pilots considered the Franz to be the zenith of 109 development, with the best combination of speed, firepower and turn-rate.

Bf-109G Gustav

To get better performance out of their basic engine design, Daimler-Benz created the DB-605A engine by maximizing the bore size of the DB-601 without changing the bore-center locations. This resulted in a normal take-off output of 1,475 hp. However, the compression ratio was also increased, which necessitated the return to 96 octane fuel. Because of the larger size and heavier weight of the 605 engine, the Gustav series was produced with heavier engine supports and a redesigned cowling. While the armament remained the same as that of the Franz, the Gustav series was outfitted to use the GM-1 nitrous injection system as standard equipment.

The G-1 utilized a pressurized cabin while the simultaneously produced G-2 deleted the pressurization equipment to save weight. Delivered to front-line units at about the same time as the G-1 and G-2, the G-3 and G-4 differed mainly in the installation of an upgraded radio and larger wheels, necessitating bulges in the upper surface of the wing to accommodate them.

Experience with the 20mm MG-151 cannon in North Africa revealed that it could overheat and jam, leaving the pilot with only a pair of 7.9mm guns, which was hardly adequate for anything except strafing soft targets. The G-1/Trop was intended to rectify this problem by replacing the rifle caliber machine guns with larger 13mm models. This required the addition of bulges in the cowling to cover the larger breeches and pilots promptly dubbed it Beule (Bump).

The G-5 incorporated the larger guns into a pressurized G-3 with some examples utilizing the DB-605AS engine, which used the larger supercharger from the DB-603. The pressurization however was found to be fairly useless and the G-6 abandoned the feature to save weight.

The GM-1 nitrous system could be replaced with the far more useful MW50 methanol system, which boosted takeoff power from 1,475 to 1,800 hp. MW50 could be used for 10 minutes at a time, but required 5 minutes between uses. However, this increased fuel consumption by almost 40%, severely reducing range.

The G-6 was the first version intended from the outset to employ a variety of Rüstätze field conversion kits. The /R2 kit installed a pair of Wfr.Gr.21 rocket tubes under the wing for busting up American bomber formations. The /R6 kit added a 20mm gun pod with 125 rpg under each wing, more than doubling the plane's effective firepower. However, their additional weight had a severe impact on handling and roll rate.

As allies of the Germans during the war with the Soviet Union, Finland received Bf-109G-2s, Bf-109G-6s and several Bf-109G-8s. As proof of the capabilities of the Gustav, Finnish pilots had achieved a 12:1 kill-to-loss ratio against the Red Air Force.

Bf-109K Kurfurst

By 1944 the Gustav had become both slow and heavy, which combined with poor pilot training to create ever higher fighter losses. Additionally, the dispersal of the German aircraft industry caused by the American daylight raids had resulted in a sort of chaos in 109 production that was impacting aircraft availability. This chaos also meant that different versions of the same production series began to appear in service, complicating maintenance.

The K series was an attempt to incorporate all the various improvements found in the G-14 and G-10 versions, as well as a few improvements of its own. Coming from the G-10 was the 2,000 hp DB-605DCM, which was a modification of the DB-605AS utilizing a larger supercharger.

Also standard were the high-visibility Erla Haube canopy (also known as the "Galland" hood), the taller wooden tail and retractable tail wheel. The 30mm Mk-108 had been tried in various versions of the Gustav, including the G-6. But problems with jamming prevented its widespread use. However with these problems finally fixed, it replaced the 20mm MG-151 as the standard engine cannon. Equipped with 60 rounds, its hit was devastating and finally gave the 109 bomber-killing power without the use of Rüstätze kits.

Only about 700 K-4s were produced, but it served with a number of different units, including JG 2, JG 3, JG 27, JG 51, JG 52, JG 53 and JG 77.

Version History

Bf-109A

Bf-109a = Construction on the first prototype (Werk-Nr. 758, registration D-IABI) was initiated in August 1934 and the plane was ready for taxiing trials a year later. Initial taxi trials were conducted with a cross brace on the landing gear, which was removed after the first high-speed ground runs. After modification of the damping performance of the oleo struts on the main landing gear, the prototype was flown in early September 1935 by test pilot Bubi Knotsch. Redesignated the Bf-109 V1, it was powered by a Rolls Royce Kestrel V-12 engine rated for 695 hp at take-off and 640 hp at 14,000 ft. The engine drove a two-bladed, fixed-pitch Schwarz wooden airscrew and registered a top speed of 290 mph.

Bf-109 V2 = The second prototype (Werk-Nr. 809, registration D-IUDE) was completed in October 1935 and was powered by the Junkers Jumo 210A engine and had a strengthened main landing gear assembly and provisions were made for installation of a pair of 7.9 mm MG 17 machine guns with 500 rpg, though they were never installed on the V2. The Jumo 210A was rated for 610 hp at take-off and the V2 was first flown in January 1936.

Bf-109 V3 = Owing to delays in production of the Jumo 210A, the third prototype (Werk-Nr. 810, registration D-IHNY) didn't appear until June 1936. It was identical to the V2, except that the two 7.9 mm MG 17 machine guns with 500 rpg were installed in the cowl.

Bf-109B

Bf-109B-0 = A pre-production series of 10 fighters was ordered in summer 1936. All were given a Versuchs number, so Bf-109B-01 (Werk-Nr. 878, registration D-IOQY) became Bf-109 V4, the Bf-109B-02 (Werk-Nr. 879, registration D-IEKS) became the Bf-109 V5, etc.

Bf-109 V4 = Official designation of the first pre-production machine (Werk-Nr. 878, registration D-IOQY), though it was initially part of a pre-production batch of ten (see Bf-109B-0). First flown in November 1936 it was fitted with an additional 7.9 mm MG 17 machine gun with 500 rpg configured to fire through the airscrew and used the Jumo 210A engine. The V4 was sent to Spain in late December 1936 and was joined at Tablada, Seville in January 1937 by the V5 and V6, where they participated in combat operations before the month was over.

Bf-109 V5 = The second pre-production machine (Werk-Nr. 879, registration D-IEKS) was powered by the Jumo 210B engine, which offered 600 hp for five minutes at sea level and a maximum sustained output of 540 hp. The reduction ratio was increased, three gun cooling slots replaced the previous single intake and the wings were strengthened in the area of the main landing gear struts. The Bf-109 V6 (Werk-Nr. 880) was identically configured.

Bf-109 V7 = The fourth pre-production machine (Werk-Nr. 881, registration D-IALY) was powered by the Junkers Jumo 210G equipped with a two-stage supercharger, an automatic boost control and direct fuel injection and driving a two-bladed, variable-pitch, metal Hamilton Standard airscrew built under license by VDM. The engine produced 700 hp at take-off, 750 hp at 3,280 ft and 675 hp at 12,500 ft. The V7 served as the prototype for the Bf-109B-2 series.

Bf-109 V8 = The fifth B-0 pre-production machine (Werk-Nr. 882, registration D-IPLU), assigned to development and powered by the fuel-injected Jumo 210Ga engine. Because of cooling problems with the intended engine-mounted gun, the V8 featured a pair of 7.9 mm MG 17 machine guns in the wings. Firing tests resulted in additional wing strengthening, but the test was considered successful. The V8 served as the prototype for the Bf-109C-1 series. The V8 flown by Major Hans Seidemann won the Circuit of the Alps with the 228 mile distance being covered in 56 min 47 sec, at an average speed of 241 mph and together with two other Jumo powered V-planes won the team award with an average speed of 233.5 mph. Messerschmitt engineer Carl Francke won the individual speed record for four times around a 31.4 mile circuit in the V8.

Bf-109 V9 = Similarly equipped as the V8, the V9 (Werk-Nr. 883) was fitted with two 20 mm MG FF cannons in the wings in the same position as the wing-mounted MG 17s of the V8.

Bf-109 V10 = The seventh B-0 pre-production machine (Werk-Nr. 884, registration D-ISLU) was initially flown with the Jumo 210G, but was re-engined with the new Daimler Benz DB 600Aa engine, which provided 960 hp at take-off, in June 1937. In this configuraton it served as the prototype for the D-series. An engine failure during an attempt to win the Circuit of the Alps by Ernst Udet caused a forced landing that destroyed the airframe, though Udet was unhurt.

Bf-109 V11 = Like the V10, the V11 was initially built with the Jumo 210G, but was re-engined to use the DB 600Aa after the loss of the V10.

Bf-109 V13 Similarly equipped as the V10 and V11, the V13 (Werk-Nr. 887, registration D-IPKY), flown by Messerschmitt engineer Carl Francke, won the Climb and Dive competition of the Circuit of the Alps in 1937 by climbing to 9,840 ft and then diving to 500 ft in 2 min 5.7 sec. On 11 November 1937 it was flown by Messerschmitt engineer Hermann Wurster and set the world air speed record for land-planes at 379.38 mph over a 1.86 mile course flown twice in each direction at an altitude no higher than 245 feet. To achieve the latter record, the V13 was fitted with a specially modified DB 601 engine, which could produce 1,650 hp for short periods of time.

Bf-109B-1 = The first production version was started at Augsburg-Haunstetten in autum 1936 and the first machine followed closely on the heels of the 10 B-0s assigned to the development program. The first B-1 left the assembly line in February 1937 and was intended to be assigned to II/JG 132 Richtofen at Juterbog-Damm. However, the needs of 2.JG 88 in Spain required the transfer of the traied JG 132 pilots and the new machines into combat in April 1937. The B-1 was powered by a Junkers Jumo 210Da engine equipped with a two-stage supercharger and a two-bladed, fixed-pitch wooden Schwarz airscrew. The engine provided 680 hp at take-off, 610 hp continuous at sea-level and 575 hp continuous at 8,860 ft. Armament was limited to the two cowl-mounted 7.9 mm MG 17 machine guns with 500 rpg due to cooling problems with the engine-mounted guns of the V4, V5 and V6. Fewer than 30 examples were built.

Bf-109B-2 = The B-2 replaced the B-1 on the assembly line in early summer 1937 and differed from the previous version in that it used a two-bladed, variable-pitch, metal Hamilton Standard airscrew manufactured under liscense by VDM. The first models were immediately shipped to 1.JG 88 in Spain to replace their He-51s. Initially the B-2 used the Jumo 210Da like the B-1, but later versions used the Jumo 210G, first tested on the Bf-109 V7.

Bf-109C

Bf-109C-1 = First delivered in early spring 1938, the C-1 was powered by the Jumo 210Ga with a deeper radiator bath and revised exhaust ports. Armament consisted of two 7.9 mm MG 17 machine guns with 500 rpg in the cowl and two MG 17s in the wings with 420 rpg and was equipped with the FuG 7 radio, which had only been an option on the B-1 and B-2 series. Almost immediately twelve C-1s were shipped to Spain to replace 3.JG 88's He-51s. The Erla Maschinenwerke plant at Leipzig-Heiterblick and the Focke-Wulf Flugzeugbau G.m.b.H. plant at Bremen were tooled to build C-1s under license.

Bf-109C-2 = Once the cooling problems with the engine-mounted gun were resolved the C-2 series was introduced with a fifth 7.9 mm MG 17 machine gun with 500 rpg firing through the airscrew hub.

Bf-109C-3? = The Swiss government purchased ten Bf-109Cs that were actually hybids, employing the Jumo 210Da engine of the B-series and equipped to accept the four machine gun armament of the C-1. Shipped without radios or guns, they were equipped in Switzerland with 7.45 mm machine guns with 480 rpg for the cowl-mounted guns and 418 rpg for those in the wings. They were subsequently issued to Fliegerkompagnie 15 at Payerne.

Bf-109C-4 = A few C-4s were built with the same configuration as the C-2, but with a 20 mm MG FF cannon in the engine mounting in place of the fifth 7.9 mm MG 17. However, problems with the cannon installation meant that they were never issued to service units and were retained for testing purposes.

Bf-109D

Bf-109D-0 = A small batch of pre-production D-series planes had been ordered in the late autumn 1937 by the RLM. Like the B-0 series, these were almost all assigned Versuchs numbers and used for development testing for the E-series. Structually very little was changed in the airframe other than the changes needed to accomodate the DB 600Aa engine.

Bf-109 V14 = The first D-0 airframe (registration D-IRTT) powered by the DB 601A-1 rated for 1,050 hp for take-off at 2,480 rpm and 1,000 hp at 2,400 rpm and 810 hp at 2,200 rpm at 12,140 ft. The engine used a Bosch fuel injection unit in place of the carburettor of the DB 600Aa. The V14 was equipped with two 7.9 mm MG 17 machine guns in the cowl and two more MG 17s in the wings. The V14 and the V15 were assigned to E-series development and thus served as the prototypes for the Emil.

Bf-109 V15 = The second D-0 airframe (registration D-IPHR) powered by the DB 601A-1 rated for 1,050 hp for take-off at 2,480 rpm and 1,000 hp at 2,400 rpm and 810 hp at 2,200 rpm at 12,140 ft. The engine used a Bosch fuel injection unit in place of the carburettor of the DB 600Aa. The V15 was armed with only the two 7.9 mm MG 17 machine guns in the cowl. The V14 and the V15 were assigned to E-series development and thus served as the prototypes for the Bf-109E-0.

Bf-109D-1 = The D-1 was powered by the DB 600Aa engine driving a three-bladed, controllable-pitch, electrically operated VDM metal airscrew. The landing gear was strengthened and a support strut was added to the tail wheel leg, while the skin was strengthened to accomodate the heavier loads. The deep radiator bath was replaced with shallow glycol radiators in the wings and a small, flattened oil cooler intake occupied the place under the engine. The supercharger intake was situated above the exhaust ports on the left side of the engine. The main fuselage fuel tank capacity was increased to 400 liters and no armor protection of any kind was used. The armament consisted of a pair of 7.9 mm MG 17 machine guns with 500 rpg mounted on an aluminum tub above the engine and a single 20 mm MG FF cannon with 160 rpg firing through the airscrew was mounted above the crankcase. Because the engine-mounted MG FF continued to suffer from a variety of problems, the cannon was removed on some D-1s, while the machine gun ammo was increased to 1000 rpg.

Bf-109D-2 = The D-2 was intended to imrpove the poor guns of the D-1 by removing the troublesome MG FF cannon and installing a pair of 7.9 mm MG 17 machine guns in the wings with 420 rpg. No examples were produced because of the decision to concentrate on the E-series.

Bf-109D-3 = The D-3 was intended to be a further imrpovement in firepower by removing the troublesome MG FF engine cannon and installing a pair of 20 mm MG FF cannons in the wings, where the machine guns were installed on the D-2. No examples were produced because of the decision to concentrate on the E-series.

Bf-109E

Bf-109E-0 = A series of ten pre-production Emils was delivered by the end of 1938 and were based on the V14's four-gun configuration. Most were eventually assigned Versuchs numbers for use in the development program.

Bf-109E-1 = With the DB 601 cleared for service use, the Bf-109E-1 began to roll off the assembly line at Messerschmitt's Regensburg plant, while the company's Augsburg-Haunsttten factory and the Focke-Wulf facilities were tooled for Bf-110 production. The bulk of 109 production during 1939 was concentrated at the Erla Machinenwerk at Leipzig and the Gerhard Fiesler Werke at Kassel, which produced all but 147 of the 1,540 Emils during 1939. Meanwhile, the Wiener-Neustadter-Flugzeugwerke (WNF) in Austria was being tooled for 109 production and another WNF operated factory was being constructed for 109 production. Initially the E-1 was armed with two 7.9 mm MG 17 machine guns in the cowl with 1000 rpg and two MG 17s in the wings with 420 rpg, but the wing-mounted MG 17s were quickly replaced with 20 mm MG FF cannons with 60 rpg, which provided a heavier weight of fire. The primary performance advantage over the D-1 was the use of fuel-injection, which allowed greater freedom in aerial maneuvering without loss of power. Forty Bf-109E-1s had been assigned to the Legion Condor when the Spanish Civil War came to an end and, together with the 27 remaining Bf-109Bs and Bf-109Cs were turned over to the Spanish Air Force, which used them until the last was withdrawn from service in 1954. An order of thirty Bf-109E-1s (without radios or guns) was fulfilled to Switzerland to provide additional foreign currency and an additional order of fifty was delivered by 27 April 1940 (the last batches being E-3s).

Bf-109 V17 = A pre-production Emil (registration D-IWKU) used to test the installation of the DB 601Aa, which had accomodations for engine-mounted gun firing through the airscrew and produced 1,175 hp at 2,480 rpm for take-off and 1,020 hp at 2,400 rpm at 14,765 ft. Some measure of pilot protection was provided by using a heavier canopy frame and almost 82 lb of 8 mm armor plate was provided for the pilot's seat back and head rest. The armament consisted of a 20 mm MG FF/M cannon with 200 rpg on the engine crankcase, firing through the airscrew and a pair of fuselage mounted 7.9 mm MG 17 machine guns with 500 rpg.

Bf-109E-3 = Configured identically to its V17 prototype, the Bf-109E-3 began to reach service units by the end of 1939. However, the engine-mounted cannon continued to have overheating, vibration and jamming problems, resulting in it rarely being used and usually removed by front-line units, which began receiving them by the end of 1939. Two Bf-109E-3s were captured by the French in early May, allowing the plane to be evaluated by the RAF and USAAF. Five Bf-109E-3s were sold to the Soviet Union for raw materials and 73 were sold to the Yugoslavian government, in exchange for iron, chrome and copper ore. These latter E-3s were used in defense against the Luftwaffe during the German invasion in support of their Italian allies in early 1941.

Bf-109E-4 = Lessons learned in the French campaign and disatisfaction with the engine-mounted cannon resulted in the Bf-109E-4. With the removal of the engine cannon, the MG 17 ammo load was returned to 1000 rpg. Returning to the D-3 configuration, a pair of 20 mm MG FF cannons with 60 rpg, resulting in a small bulge on the undersides of the wings to accomodate the ammunition drum. The E-4 rapidly began to replace earlier models in service during the summer and autumn of 1940, at the height of the Battle of Britain.

Bf-109E-1/B = During the French campaign the idea of using the 109 as a Jagdbomber (fighter-bomber) was first put forth and several Bf-109E-1s were retroactively modified to carry a single 50 kg bomb under the fuselage, having the /B appended to the designation to indicate their status as bomb carriers.

Bf-109E-4/B = Some of the E-4s were modified at the factory to carry either one 250 kg or four 50 kg bombs under the fuselage, with the /B designation appendage indicating the ability to carry bombs.

Bf-109E-5 = Produced in parallel with the E-4, the Bf-109E-5 was a reconnaissance-figher, with the wing-mounted 20 mm cannons removed and a Rb 50/30 camera installed in the fuselage, behind the pilot's seat.

Bf-109E-4/N = Some E-4s were powered by the DB 601N engine, which had the compression ratio boosted from 6.9 to 8.2 to one and required the use of 96 octane fuel, rather than the 87 octane used by the DB 601Aa engine. This resulted in 1,200 hp at 2,600 rpm for take-off a maximum emergency boost of 1,270 hp at 16,400 ft for one minute.

Bf-109E-6 = Similar to the E-5 in every other respect, the Bf-109E-6 was a recon-fighter powered by the DB 601N engine, which was used on some of the E-4s (Bf-109E-4/N).

Bf-109E-4/Trop = When I.JG 27 was assigned to operations in North Africa in 1941, their E-4s were retrofitted with tropical dust filters on the supercharger intake and a desert survival kit, including a carbine, installed in the rear fuselage.

Bf-109E-5/Trop = The E-5 recon-fighters assigned to North Africa were fitted with the same dust filters and desert survival equipment installed on the Bf-109E-4/Trop.

Bf-109E-7 = The DB 601N was used as the standard engine installation in the Bf-109E-7, which was also fitted with an ETC 500 bomb/external fuel rack, which could carry either a 250 kg bomb or a 300 liter drop tank, as standard equipment on all fighters. The spinner utilized a pointed tip rather than the earlier, flattened version with the gun port.

Bf-109E-7/Trop = The Bf-109E-7s sent to JG 27 in North Africa were fitted with the standard tropical supercharger filter and desert survival gear of the previous Trop conversions.

Bf-109E-7/U2 = Some Bf-109E-7s were modified at the factory with the addition of 5 mm plate armor under the oil cooler, radiators and fuel pump to reduce the plane's vulnerability to ground fire in the close-support role.

Bf-109E-7/Z = Some Bf-109E-7s were fitted with the GM 1 nitrous-oxide injection system installed behind the pilot's seat. The nitrous was injected into the supercharger intake to improve performance when above the engine's rated altitude. The additional weight in the rear of the aircraft caused a tendency to yaw and eventually stall and spin when pulling out of a steep dive.

Bf-109E-8 = The E-8 was an incremental improvement employing additional back armor for the pilot and a new engine. The DB 601E had a higher rpm limit and an improved supercharger, which combined to increase power output to 1,350 hp at 2,700 rpm for take-off. It was otherwise identical to the E-7. During the winter of '41-42 several E-8s were experimentally fitted with fixed skis and fairings over the wheel wells, but it was not really needed because fighters were able to operate normally from packed snow fields, so the project was abandoned.

Bf-109E-9 = The final Emil variant was a recon-fighter version of the E-8 with the wing-mounted cannons removed and an Rb 50/30 camera installed behind the pilot's seat.

Bf-109T

Bf-109T-0 = Ten Bf-109E-1 airframes were pulled from the production line and converted to Bf-109T-0s, the T indicating the plane as a Trager, or carrier-capable fighter. The wing area was increased by almost 12 sq ft by increasing length of the outer wing panels by about 2 ft. The leading-edge slots were similarly lengthened and the flaps travel was increased. Break points were put in the wings outboard of the wing guns, which allowed the outer wing panels to be manually folded, reducing stowage width to 13 ft 4 in. The armament was the same as the Bf-109E-1, with wing guns being either MG 17 machine guns or MG FF cannons. Catapult points were installed between the fifth and sixth fuselage main frames, an arrestor hook was installed, and the entire area was strengthened to handle the stresses of carrier operations. The landing gear oleo legs were also strengthened and retractable spoilers were placed on the upper surfaces of the wing at the 1/3 chord point to allow a steeper glide angle. The Bf-109T-0 used the DB 601A engine and the project was assigned to the Fiesler plant, an order for 60 Bf-109T-1s being simultaneously placed.

Bf-109T-1 = Essentially identical to the pre-production model, Bf-109T-1 production was halted in May 1940 when it was decided that a single aircraft carrier would be useless against the Royal Navy.

Bf-109T-2 = Almost a year after production of the T-1 was halted, the airframes were converted for use on small airfields in Norway by removing the catapult and arrestor gear and installing a fuselage rack to allow four 50 kg bombs, one 250 kg bomb or a 300 liter drop tank to be carried. The Bf-109T-2 was powered by the DB 601N and had performance similar to that of the Bf-109E-4/N, despite the larger wing. The larger wing and the locking tail wheel made the plane well-suited to operations from small, wind-swept airfields. In operation the wing spoilers were removed after it was determined they provided no benefit under normal take-off conditions. With a loaded, clean weight of 6,173 lb the Bf-109T-2 could take-off and clear a 66 foot obstacle with a take-off run of only 550 yards and at 75 mph unstick speed. The landing distance at 80 mph over the same 66 ft high obstacle was 765 yards without the use of brakes. Because of their short take-off and landing capability, the Bf-109T-2s remained in service until the end of 1944.

Bf-109F

Bf-109F-0 = Early in 1940 the 109 airframe was redesigned for maximum aerodynamic streamling intended to take full advantage of future improvements to the DB 601 engine. With the underwing radiators causing a significant portion of the excessive drag, a boudary layer bypass system was developed, which collected turbulent air on the underside of the wing, directed it over the radiators, and ejected it from a duct on the upper surface of the lower flaps, allowing the upper and lower flaps to act in opposite directions to serve as a radiator flap. The leading edge slots and ailerons were reduced in width, but the airlerons were changed from slotted to Friese type and their chord was increased so that their overall area remained the same. The cowl was made deeper and more symmetrical, while the propeller gear cover was increased in size and streamlined into the cowl. The supercharger intake was extended further away from the cowl to improve the ram effect and a new airscrew was introduced, which featured both a manual pitch control and an automatic control that followed the throttle setting. The prop diameter was also reduced in diameter from 10 ft 2 in to 9 ft 9 in. The rudder area was reduced from 8.1 to 7.5 sq ft and the braces for the horizontal stabilizer were removed. The rake of the main landing gear was increased by 6 degrees and the tail wheel was made semi-retracaible. Ten pre-production Bf-109F-0s were produced, most of which received Versuchs numbers for use in developmentt.

Bf-109 V21 = The first F-0 (Werk-Nr. 5601) retained the earlier DB 601Aa engine, but used a wing that was 2 feet narrower as part of the previously planned aerodynamic enhancements.

Bf-109 V22 = The second F-0 (Werk-Nr. 5602) was the same as the first, but used a pre-production version of the DB 601E engine and was thereafter used for engine development testing.

Bf-109 V23 = The third F-0 (Werk-Nr. 5603, registration CE+BP) also used a pre-production DB 601E and featured detachable, rounded wing tips, which restored all but about 2 sq ft of the original wing area and resolved the handling problems associated with the smaller wing of the previous two machines.

Bf-109 V24 = The fourth F-0 (Werk-Nr. 5604, registration VK+AB) was produced in parallel with the V23 and, although it also used a pre-production DB 601E, it lacked the extended wing tips of the V23. The V24 featured a deeper oil cooler beneath the engine and a rounded supercharger intake, which became standard on all subsequent models.

Bf-109 V?? = An F-0 pre-production machine was powered by the DB 601N engine and fitted with a single 20 mm MG FF/M cannon firing through the airscrew in place of the wing-mounted cannons. Service evalutions were positive and the plane proved to have a substantial improvement in maneoverability over the Bf-109E4/N. The time to make a 360 degree turn at 3,280 ft was reduced from 25 to 17 seconds and the height increase during a combat turn was improved from 1,970 ft to 2,900 ft. The initial climb rate was increased from 3,420 to 3,730 ft/min and the time to 16,400 ft was reduced from 6.1 to 5.2 minutes. However, there was some criticism of the reduced weight of fire from the single MG FF cannon.

Bf-109F-1 = The production F-1s were a combination of the V23's rounded wing tips, the V24's supercharger and oil cooler intake changes, the DB 601N engine, and a single engine-mounted MG FF/M cannon instead of the wing-mounted cannons. With the return of the engine-mounted cannon the machine gun ammo was again reduced to 500 rpg. Shortly after service deliveries began several crashes took place and, after initially suspecting the DB 601N engine, it was discovered that the removal of the horizontal stablizer struts allowed a sympathetic vibration to occur at certain engine rpms, which weakened the tailplane structure, eventually causing structural failure and ripping the tail off the plane. This problem was solved with the application of external plates, which were moved inside the airframe on subsequent production models.

Bf-109F-1/B = Jabo variant of the F-1 with an SC 250 bomb rack for carrying one 250 kg bomb.

Bf-109F-1/Trop = Tropicalized field conversion of the F-1 using an Italian-made external dust filter on the supercharger intake and lacked the desert survival gear of factory conversions.

Bf-109F-2 = The engine-mounted MG FF/M cannon was an interim solution until the Mauser MG 51 could be completed. Once the 15 mm version was ready for service use, it replaced the 20 mm MG FF/M, with the higher rate of fire and muzzle velocity being deemed more valuable than the additional 5 mm shell diameter. In all other respects, the Bf-109F-2 was identical to the F-1.

Bf-109F-2/B = Jabo variant of the F-2 with an SC 250 bomb rack for carrying one 250 kg bomb.

Bf-109F-2/Z = Some F-2s were fitted with the same GM 1 nitrous-injection system that was used on E-7/Z model, which increased performance above the engine's rated altitude.

Bf-109F-2/Trop = The F-2s shipped to North Africa were modified with a similar Tropical kit as that installed on the /Trop conversions of the E-4, E-5 and E-7. The kit consisted of an external dust filter for the supercharger and desert survival gear (including a carbine) in the rear fuselage. The Bf-109F-2/Trop began reaching II.JG 77 in September 1941.

Bf-109F-3 = Early in 1942 the DB 601E became available for service use and the Bf-109F-3 employed it in place of the DB 601N of the previous two models. The principal advantage of the F-3, which used the 15 mm MG 151 cannon with 200 rpg, was the return to 87 octane B4 fuel instead of the more expensive 96 octane C3 fuel used by the DB 601N engine.

Bf-109F-4 = Produced almost simultaneously with the F-3, the Bf-109F-4 used the newer Mauser 20 mm MG 151/20 cannon with 150 rpg firing through the airscrew. The F-4 also employed improved self-sealing fuel tanks and pilot armor protection was improved with the use of an armored glass rear headshieid above a 6 mm plate covering the pilot's back and shoulders and below a 5 mm plate placed at an angle above the pilot's head. The FuG 7a radio and Revi C/12D gunsight were used and a fire selection control allowed the pilot to choose whether the cannon and/or machine guns would be fired.

Bf-109F-4/Trop = The standard Tropical kit (supercharger dust filter and desert survival kit) was installed on F-4s sent to North Africa.

Bf-109F-4/B = The standard F-4 fighter was converted to a fighter-bomber by installing an ETC 250 rack on the fuselage, which could carry a single 250 kg bomb, a special rack for four 50 kg bombs, or a 300 liter drop tank..

Bf-109F-4/R1 = To improve the firepower of the plane, a pair of 20 mm MG 151/20 gun pod with 120 rpg were mounted under the wing, outboard of each wheel. This was the first of the Rüstätze field-conversion kits to be used on the 109.

Bf-109F-4/R5 = The R5 variant extended range with the addition of a 300 liter drop tank under the fuselage.

Bf-109F-4/R6 = When the SC 250 bomb rack of the Bf-109F-4/B factory conversion was installed in the field to an existing F-4 fighter, the conversion was known as the Bf-109F-4/R6.

Bf-109F-4/Z = The GM 1 nitrous-oxide kit used on previous /Z models was installed in the Bf-109F-4/Z to attain greater performance above the engine's rated altitude.

Bf-109F-5 = An armed reconnaissance fighter with the engine-cannon removed and a single camera was mounted vertically behind the pilot's seat. Provision was also made for the optional use of a 300 liter drop tank to extend range.

Bf-109F-6 = A full photo-recon version of the F-4, with all armament removed and the installation of a special camera bay to permit use of either the RB 20/30, Rb 50/30 or Rb 75/30 cameras.

Bf-109 V?? = A Bf-109F-2 (Werk-Nr. 9246) was used to test ihe installation of four EG 65 launchers for the 73 mm Rheinmetall-Borsig RZ 65 rockets for salvo firing against both ground and aerial targets. However, the installation proved too complex and the adverse handling qualities too great to proceed beyond the experimental stage.

Bf-109 V?? = A Bf-109F-4 (Werk-Nr. 14003, registration VJ+WC) was modified to accept a V-shaped tail section, which was first flown on 21 January 1943. The change resulted in greater lateral instability and a greater tendency to yaw to the left during landings and a tendency to oscillate during turbulent conditions, while offering nothing positive in return.

Bf-109 V23 = A Bf-109F-0 airframe (Werk-Nr. 5603) modified to utilize a fixed tricycle landing gear arrangement as part of the development of the Me 309.

Bf-109 V24 = A Bf-109F-0 airframe (Werk-Nr. 5604) modified for wind tunnel testing at Gottingen of the ventral radiator bath intended for use on the Me 309. It was later used at Caudron-Renault for development of a flap blowing system.

Bf-109 V30 = A Bf-109F-1 (Werk-Nr. 5716) used for testing the pressurized cabin and air conditioning systems intended for the Me 309.

Bf-109 V30a = A Bf-109F-1 (Werk-Nr. 5717) used for testing the pressurized cabin and air conditioning systems intended for the Me 309.

Bf-109 V31 = A Bf-109F-1 (Werk-Nr. 5642) used for testing the wide-track main landing gear and semi-retractable ventral radiator bath intended for the Me 309.

Bf 109 V?? = A Bf-109F-1 airframe modified to accept the BMW 801 radial engine used on the FW-190A series. Extreme turbulence around the tail forced the experiment to be abandoned.

Bf 109 V?? = A Bf-109F-1 airframe modified to use a Junekrs Jumo 213 engine with an annular radiator, similar that used on the production FW-190D series.

Bf-109G

Bf-109G-0 = With the expected availability of the DB 605 engine, the 109 was modified to accept the new engine, while provision was made for a pressurized cockpit for high-altitude operations. The upper cowl was modified to accomodate the larger size of the DB 605, which resulted in an almost perfect curve from the propeller spinner, and the oil cooler was increased in size. The cockpit was pressurized with a "cold wall" type system, which was a process of sealing the existing cockpit instead of designing an all-new double-wall cabin. The system was designed for a pressure differential of 4.4 lb/sq in, with a safety factor of 1.8. Because the DB 605 was not ready, the pre-production series retained the DB 601E. The first Bf-109G-0 (Werk-Nr. 14-0001, registration VJ+WA) was completed in October 1941.

Bf-109 V?? = The first Bf-109G-0 prototype (Werk-Nr. 14-0001, registration VJ+WA) was fitted with a mock-up of a lengthened canopy for use in a two-seat version and was then subjected to aerodynamic trials. These proved successful, resulting in the conversion of a Bf-109G-5 into a prototye two-seat trainer.

Bf-109G-1 = Once the DB 605A-1 was available, the production Bf-109G-1 began to roll off the assembly lines in early spring 1942. The DB 605 was based on the DB 601 and differed primarily in having a new engine block in which the maximum possible cylinder diameter was achieved without moving the original cylinder centers. The compression ratio was raised to 7.3 on the port side and 7.5:1 on the starboard side cylinders and the maximum rpm was raised to 2800. The result was a maximum power of 1,475 hp for take-off and 1,355 hp at 18,700 ft, and a sustained combat power of 1,310 hp at sea level and 1,250 hp at 19,290 ft. The armament remained the same (1x 20 mm MG 151/20 and 2x 7.9 mm MG 17s), but the GM 1 nitrous-oxide injection system, which boosted power output at 27,890 ft to 1,250 hp at the normal rate of 7.95 lb/min, was included as standard on all fighters, though it could be removed in the field to save the more than 400 lb of additional weight.

Bf-109G-1/U1 = En experimental version using the Messerschmitt P-6 reversible pitch propeller. The intention was that the reverse-thrust would assist during landings on short fields. Only a few were produced.

Bf-109G-1/R3 = The G-1/R3 variant was equipped with a rack for a 300 liter drop tank under the fuselage for extended range.

Bf-109G-1/R6 = A bomber-interceptor version with an additional 2x 20 mm MG 151/20 cannons in gondolas under the wings.

Bf-109G-1/Trop = The higher temperatures of operations in North Africa had revealed a tendency of the MG 151/20 cannon to overheat and jam, leaving the pilot with only a pair of 7.9 mm machine guns. Along with the standard dust filter and survival kit installation, the Bf-109G-1/Trop replaced the 2x MG 17s with 13 mm MG 131 machine guns with 300 rpg to give the pilot something more substantial when the cannon was not available. To accomodate the larger breeches of the MG 131, the cowl was reshaped with a pair of bulges over the larger breeches, which caused pilots to nickname it Beule (Bulge). Because of continuing difficulties with the supercharger filters, a filter of Italian type was standardized for use in the Mediterranean and southern Russian theaters.

Bf-109G-2 = Lacking the pressurized cockpit, the Bf-109G-2 was identical to the G-1 in every other way and actually the first Gustav to attain service status. The G-2 could be modified in the field for the reconnaissance role by removing the 20 mm engine cannon and the GM 1 nitrous system and installing a camera behind the pilot's seat.

Bf-109G-2/R1 = An attempt was made to create a Jagdbomber mit vergrosserter Reichweite (extended-range fighter-bomber), or Jabo-Rei for short, by strengthening the wing and installing a pair of 300 liter drop tanks outboard of the wheel wells. With a requirement for a single 500 kg bomb, additional ground clearance was needed and the Fiesler factory, which was assigned the project, solved the problem by installing an additional, extra-long rear-wheel assembly ahead of the regular tail wheel. The assembly was then jettisoned after take-off and lowered to the ground with a parachute. Although everything worked perfectly, the project never proceeded any further.

Bf-109G-2/R3 = The G-2/R3 variant was equipped with a rack for a 300 liter drop tank under the fuselage for extended range.

Bf-109G-2/R6 = A bomber-interceptor version with an additional 2x 20 mm MG 151/20 cannons in gondolas under the wings.

Bf-109G-2/Trop = The G-2, which was produced in parallel with the G-1, had a similarly configured tropicalized version with the standard dust filter and survival kit installation, and the 2x MG 17s replaced with 13 mm MG 131 machine guns with 300 rpg to give the pilot something more substantial when the cannon was not available.

Bf-109G-3 = The Bf-109G-3 was identical to the G-1, except that it used the newer FuG 16z radio, rather than the previous FuG 7a model.

Bf-109G-3/R3 = The G-3/R3 variant was equipped with a rack for a 300 liter drop tank under the fuselage for extended range.

Bf-109G-3/U2 = A limited production version utilizing a wooden tailplane with controllable trim tabs, the first wooden unit used on the 109. The tailplane was used on later variants, except the F-14, whose wooden tailplane was of a totally new design.

Bf-109G-4 = The Bf-109G-4 was identical to the G-2 (non-pressurrized), except that it used the newer FuG 16z radio, rather than the previous FuG 7a model. Like the G-2, the G-4 could be modified in the field for the reconnaissance role by removing the 20 mm engine cannon and the GM 1 nitrous system and installing a camera behind the pilot's seat.

Bf-109G-4/R1 = A limited production jabo variant with a fuselage rack for carrying 1x 250 kg bomb.

Bf-109G-4/R2 = An alternate jabo variant utilizing the ETC 50/VIIId bomb rack for carrying 4x 50 kg bombs. None were ever delivered.

Bf-109G-4/R3 = The G-4/R3 variant was equipped with a rack for a 300 liter drop tank under the fuselage for extended range.

Bf-109G-4/R4 = A long-range reconnaissance version with an Rb 50/30 camera in the fuselage and a pair of wing-mounted 300 liter drop tanks. None were ever produced.

Bf-109G-4/R7 = An all-weather variant with the addition of direction finding equipment and a D/F loop antenna.

Bf-109 V?? = A photographic configured Bf-109G-2 was tested with the WT 17 system (WT stood for Waffentropfen, or Weapon Drop"), which consisted of a pair of rearward firing MG 17 machine guns and ammo in a pod beneath the fuselage, but the weight and drag preculed any further development.

Bf-109G-5 = Because an injection system was necessarily limited, and improved supercharger was desired and the Bf-109G-5 was delivered with provision for installation of the standard DB 605A-1 with the GM 1 nitrous kit or a DB 605AS with the improved supercharger of the unauthorized DB 603. The supercharged DB 605AS provided a maximum of 1,200 hp at 26,200 ft and a sustained combat power of 1,150 hp at 25,600 ft. The G-5, and all subsequent models, used the heavier machine gun armament of the Bf-109G-1/Trop (2x 13 mm MG 131s with 300 rpg) along with the standard 20 mm MG 151/20 engine-mounted cannon with 150 rpg. The G-5 also utilized the pressurized cabin system of the G-1 and G-3 models.

Bf-109G-5/R1 = The /R1 field conversion kit added a SC 250 bomb rack for carrying a 250 kg bomb under the fuselage.

Bf-109G-5/R2 = Several G-5s were retrofitted with the Wfr.Gr. 21 mortar-rocket launch tubes to become Bf-109G-5/R2s.

Bf-109G-5/R3 = The /R3 kit added a 300 liter drop tank under the fuselage for extended range.

Bf-109G-5/R6 = The /R6 kit added a pair of underwing gun pods, each with a single 20 mm MG 151/20 cannon. The /R3 and /R6 kits were often combined.

Bf-109G-5/U2 = A wooden tailplane was designed by a group of Latvian engineers at the Riga subsidiary of Espenlaub Werke, which was introduced on the G-5, the result being designed the Bf-109G-5/U2. The wooden tailplane was heavier than the previous version and a counterweight was added to the oil cooler area under the engine.

Bf-109G-5/AS = A limited number of G-5s were equipped with the DB 605AS engine, equipped with an improved supercharger, which necessitated some minor adjustments in the cowl design, and the addition of the tall wooden tail of the /U2 variant.

Bf-109 V?? = A production G-5 (registration CJ+MG) was converted into a prototype two-seat trainer, which was produced as the Bf-109G-12. The cabin pressurization system was removed and a second cockpit was installed aft of the fuselage fuel tank and a lengthened canopy was installed with both sections hinged on the right side. The rear canopy section was bulged outward to give the instructor some forward visibility. Full controls were installed in both cockpits and the armament was retained to prevent center of gravity problems with the rear cockpit.

Bf-109G-6 = The pressurized cabin system had little real value in combat and was deleted from the Bf-109G-6, which was also the first 109 model to be designed from the outset to utilize a variety of Rüstsatze field-conversion kits. Additionally, provision was included for use of an Umrüst-Motor (conversion engine), which made it possible to use the various versions of the DB 605A and DB 605D when it became available in spring 1944. The 113 liter tank used for the GM 1 tank could be used for the MW 50 methanol injection system instead. The differences between the two were that the GM 1 improved performance above the engine's rated altitude by injecting nitrous-oxide into the supercharger intake, the MW 50 system injected methanol for improved performance below the engine's rated altitude. The MW 50 system combined with the DB 605AM boosted take-off power from 1,475 hp to 1,800 hp and 1,700 hp at 13,450 ft. However, it raised fuel consumption from 480 to 640 liters per hour of 87 octane C3 fuel. Some G-6s were shipped with the DB 605ASCM engine, which used 96 octane B4 fuel and provided a maximum emergency (short duration) power of 2,000 hp at sea level, 2,030 hp at 1,640 ft and 1,800 hp at 16,400 ft. It was intended that all G-6 models be equipped with the hard-hitting 30 mm Mk 108 cannon with 60 rpg in the engine mounting, but production delays required many to retain the 20 mm MG 151/20 cannon with 150 rpg instead.

Bf-109G-6/R1 = With a bomb-fusing battery box and a fuselage rack for carrying a 250 kg bomb, the basic fighter became the Bf-109G-6/R1.

Bf-109G-6/R2 = With a pair of Wfr.Gr. 21 mortar rockets mounted beneath the wing, the basic figher became a Bf-109G-6/R2 Pulk-Zerstörer (Formation Destroyer).

Bf-109G-6/R3 = The /R3 kit added a 300 liter drop tank under the fuselage for extended range.

Bf-109G-6/R4 = The basic fighter with the addition of a pair of 30 mm Mk 108 gun pods beneath the wings became a Bf-109G-6/R4.

Bf-109G-6/R6 = The addition of a pair of 20 mm MG 151/20 gun pods beneath the wings was designated the Bf-109G-6/R6.

Bf-109G-6/U2 = This factory conversion utilized a wooden tail assembly similar to that used on the Bf-109G-5/U2 and the earlier G-3/U2. It could be fitted with either the /R4 or /R6 Rüstsätze field-conversion kits.

Bf-109G-6/U4 = This factory conversion used a semi-retractable tailwheel, but the decrease in drag was negligible and few were produced.

Bf-109G-6/AS = A limited number of G-6s were equipped with the DB 605AS engine, equipped with an improved supercharger, which necessitated some minor adjustments in the cowl design, and the addition of the tall wooden tail of the /U2 variant. G-6/AS variants were known to have served with JG 1, JG 11, JG 27 and JG 53.

Bf-109G-6/N = In early 1944 a spealized Wilde Sau night-fighter variant was produced with anti-glare shields, exhaust flame dampers, the FuG 16zy radio with direction and range finding ability, the FuG 25a IFF beacon-homing system and the FuG 350 Naxos Z, which homed in on the emissions of H2S radar carried by RAF pathfinders. Armament consisted of a 30 mm Mk 108 engine-mounted cannon with 60 rpg, a pair of 13 mm MG 131 machine guns with 300 rpg in the cowl, and a pair of 20 mm MG 151/20 cannons in underwing pods. Prior to this purpose built model, standard G-6 fighters had been converted to the Wilde Sau role with the addition of the FuG 16zy, FuG 25a and FuG 350.

Bf-109G-7 = Early in 1943 it was decided to standardize fighter production on a variant combining the wooden tail of the G-6/U2 and the semi-retractable tailwheel of the G-6/U4. the new variant being designated Bf-109G-7. However, the dispersal of manufacturing made it impossible for all facilities to retool in time and the G-7 never reached the assembly lines.

Bf-109G-8 = The Bf-109G-8 was a specialized reconnaissance version of the G-6 and was only produced in small numbres. It was powered by either the DB 605A-1 or DB 605AS engine and had the two MG 131s removed to save weight, leaving only the engine-mounted 30 mm Mk 108 or 20 mm MG 151/20 cannon. Provision was made for either a Rb 12.5/7 or Rb 32/7 camera behind the pilot's seat.

Bf-109G-10 = In early spring 1944 production in the widely dispersed system began to change from the G-6 to a new fighter intended to standardize production on the new DB 605D engine, replacing the variable use of the DB 605A-1, DB 605AS and DB 605ASCM engines. The DB 605D had the compression ratio raised from 7.3/7.5 to 8.3/8.5 and could be produced in versions to use either 87 octane B4 fuel (DB 606DB) or 96 octane C3 fuel (DB 605DC). With B4 fuel and MW 50 methanol injection, the engine produced 1,850 hp for take-off and 1,600 hp at 19,685 ft. With C3 fuel alone, the engine produced 1,800 hp for take-off and 1,530 hp at 19,685 ft, and with C3 fuel and MW 50 it produced 2,000 hp for take-off and 1,800 hp at 16,730 ft. Armament was either a 20 mm MG 151/20 cannon with 150 rpg or a 30 mm Mk 108 cannon with 60 rpg in the engine mount and a pair of 13 mm MG 131 machine guns with 300 rpg in the cowl. The Revi 12B gunsight replaced the 12C or 12D models used in previous variants and a rack and fuel piping were installed for a 300 liter Junkers drop tank. With the DC engine the G-10's maximum speed was 342 mph at sea level and 426 mph at 24,280 ft, and the plane could reach 19,685 in 5.8 min. Most G-10s were shipped with various Rüstätze kits installed at the factory.

Bf-109G-10/R1 = The basic fighter with a bomb rack capable of carrying either a 250 kg bomb or four 50 kg bombs was designated Bf-109G-10/R1. In addition to the electric equipment necessary for fusing and dropping the bomb(s), the G-10/R1 also had additional 5 mm armor plate protecting the oil cooler and fuel pump.

Bf-109G-10/R2 = The Bf-109G-10/R2 was an armed reconnaissance fighter with the MG 131s removed, a rack to mount an Rb 50/30 or Rb 75/30 camera, and a fuselage rack for a 300 liter drop tank. The G-10/R2 had a loaded weight (including drop tank) of 7,280 lb, at which it could reach 404 mph at 29,530 ft and had a range of 526 miles at 388 mph at 27,230 ft with the DB 605DB engine. The G-10 also intended to featur geared tabs on the ailerons and elevators to lighten the controls. However, the elevator tabs were not yet available and the difference in control pressure was too much for pilots, so the aileron tabs on the G-10s were locked into place with dural strips riveted to the ailerons.

Bf-109G-10/R4 = A Pulk Zerstörer (bomber destroyer) variant with a pair of 30 mm Mk 108 gun pods mounted under the wing outboard of the wheel wells.

Bf-109G-10/R6 = A Pulk Zerstörer (bomber destroyer) variant with a pair of 20 mm MG 151/20 gun pods with 120 rpg mounted under the wing outboard of the wheel wells.

Bf-109G-10/U2 = The basic fighter with the wooden tail wheel used on the G-5/U2 and G-6/U2 variants and a counterweight bolted to the oil cooler to offset the additional weight. When Rüstsätze" kits were applied, the counterweight was removed.

Bf-109G-10/U4 = In addition to the wooden tailplane assembly of the G-10/U2, the Bf-109G-10/U4 also utilized wooden tail control surfaces.

Bf-109G-10/U?? = A fully retractible tail wheel was applied as an unidentified Umrüst-Bausätze", factory modification.

Bf-109G-10/U?? = Another modification to the G-10 was the use of the Erle Haube, aka "Galland Hood" canopy. By this point many Umrüst-Bausätze and Rüstsätze kits were being intermingled and coordination of production and squadron delivery became increasingly difficult.

Bf-109G-12 = Rather than being a new production model off the assembly line, the Bf-109G-12 was a two-seat trainer version made by converting existing Bf-109G-1, G-5 and G-6 fighters to the G-12 standard by depot units.

Bf-109G-12/R3 = Longer training flights were made possible with the addition of a ventral 300 liter drop tank with the R3 kit.

Bf-109G-14 = The final Gustav variant, the Bf-109G-14 reverted from the DB 605D engine back to either the DB 605AM with MW 50 methanol injection or the DB 605AS with an larger supercharger and additional intake on the starboard side. The G-14 used the Erla Haube canopy, was armed with a 20 mm MG 151/20 cannon with 150 rpg firing through the airscrew and a pair of 13 mm MG 131 machine guns with 300 rpg in the cowl. Additionally, the G-14 was fitted with the /R1 and /R6 kits standard, providing an additional pair of 20 mm cannon with 120 rpg in underwing pods and a bomb rack for a single 250 kg or four 50 kg bombs or a 300 liter drop tank. The G-14 also featured geared tabs on the ailerons and elevators, originally intended for the G-10.

Bf-109G-14/U4 = While most G-14s used the metal tail assembly, some were fitted wth the all wooden tailplane and tail control surfaces assembly as the Bf-109G-14/U4.

Bf-109G-16 = Utilizing the DB 605D engine and having armored oil cooler and radiators, the Bf-109G-16 was otherwise identical to the standard G-14, but with the addition oof the bomb rack of the /R1 and the 20 mm gun pods of the /R6 variants.

Bf-109H

Bf-109 V49 = As part of the test program for the Me-209-II, a Bf-109G-5 airframe (Werk-Nr. 16-281) was modified to accept a mock-up of the DB 628 engine for aerodynamic testing.

Bf-109 V50 = One the DB 628A, which was basically a DB 603E fitted with the TKS 15 turbo-supercharger, cleared bench testing, it was installed in a Bf-109G-3 airframe (Werk-Nr. 15-338) and was flown for the first time on 18 May 1943 by Flugkapitan Wendel. The Db 628A was similar to the DB 605A, but it was larger and about 375 lb heavier and was fitted with an induction cooler and a two-stage mechanical supercharger. A ducted pinner and broad bladed airscrew were used, but the installation required the forward part of the fuselage to be extended 2 ft 7 in and required counterweights in the tail to compensate for the increased forward weight. After brief flight testing at Augsburg, the V50 was transfered to Daimler Benz at Echterdingen, south of Stuttgart. During two 30-hour test programs the V50 reached a maximum altitude of 50,850 ft. It was calculated that the production series DB 628 would produce 1,490 hp for take-off, 1,580 hp at 6,550 ft, 1,480 hp at 21,000 ft, 1,350 hp at 31,400 ft and 1,130 hp at 39,400 ft.

Bf-109 V54 = Another G-5 airframe (registration DV+JB) was converted to accept the DB 628 engine and a wing with a parallel-chord center section to increase span to 39 ft 1 in. Similarly larger tail planes were attached and the V54 was first flown in June 1943. The V44 was destroyed in a bombing raid on 14 August 1944 at the Daimler Benz Echterdingen flight test center.

Bf-109 V55 = Orignally designated Me-209 V6, the airframe (Werk-Nr. 15-709, registration DV+JC) was transfered to the Bf-109H-0 program and redesignated the Bf-109 V55. While it ketp the lengthened fuselage of the DB 628 engine, the V55 used the DB 605B withthe larger supercharger of the DB 603 engine in a cowl similar to that of a Bf-109G. The wings had extended tips, which increased span to 43 ft 6 in. The wing used commensurately longer leading edge slots and ailerons and the vertical tail section was increased in size. The V55 was destroyed during Big Week in the bombing raid on Messerschmitt's Augsburg factory on 25 February 1944.

Bf-109H-0 = In June 1943 a number of Bf-109F-4 airframes were set aside to begin modifications to become Bf-109H-0 pre-production, high-altitude fighters. The H designation was short for Höchleistungsjäger (High-Performance Fighter) and the fighter was intended to be based on the Bf-109F airframe. The H-0 used the same wing as that used on the V54 and the main landing gear attachment was moved outward to the outer edge of the new section inserted in the middle of the wing. A longer tailplane section was employed, which utilized bracing struts for the horizontal section, similar to those used on the Emil. The H-0 was otherwise identical to the Bf-109F-4/Z, with a DB 601E engine, the GM 1 nitrous injection system, a 20 mm MG 151/20 engine-cannon with 150 rpg and a pair of 7.9 mm MG 17 machine guns with 500 rpg in the cowl. The H-0 conversions were intended for testing the conditions and problems associated with flying at extreme altitudes.

Bf-109H-1 = Utilizing similar structural modifcations as the H-0, the Bf-109H-1 was based on the G-5 airframe and employed the DB 605A engine and GM 1 nitrous injection system. The H-1 was armed with the armament package as the H-0 (1x 20 mm with 150 rpg and 2x 7.9 mm with 500 rpg) and was fitted with a mount for using either an Rb 20/30, Rb 50/30, or Rb 75/30 camera. Several H-1s were delivered to a service evaluation unit at Guyncourt, near Paris, in early 1944. Although the plane could reach a service ceiling of 47,500 ft, a flutter in the wing was discovered when diving in excess of 455 mph. Flugkapitän Wendel commenced a series of tests on a Bf-109H-1 at Augsburg and on 14 April 1944 he conducted a dive test starting at 16,400 ft. At 9.850 ft and an indicated speed of 497 mph the wing began to flutter and as soon as he pulled back on the stick, the port wing was torn off. Although a small amount of additional testing was conducted after the accident, the project was soon abandoned in favor of the Ta-152H.

Bf-109H-2 = An intended derivative of the V55 project, the Bf-109H-2 was to be powered by the Junkers Jumo 213E and was to be armed with 3x 30mm Mk 103 or Mk 108 cannons and 2x 20 mm MG 151/20 cannons (the viability of this configuration is approximately "none").

Bf-109H-3 = Similar to the H-2, the Bf-109H-2 was to have been powered by the Jumo 213E with GM 1 nitrous injection and armed with a more usual single 30 mm Mk 108 engine-mounted cannon and a pair of 13 mm MG 131 machine guns in the cowl.

Bf-109H-4 = Also similar to the H-2, the Bf-109H-4 was to have been an armed reconnaissance fighter with the Jumo 213E engine, GM 1 nitrous injection system and a mount for an Rb 50/30 or Rb 75/30 camera.

Bf-109K

Bf-109K-0 = The Bf-109K series was intended to consolidate the vast number of variations of the 109, which was quicckly getting out of control. The first pre-productin K-0s began appearing in September 1944 was powered by the DB 605DB engine with the GM 1 nitrous injection system. The airframe utlized a larger, wooden tail assembly, with a larger inset rudder tab and a semi-retractible tail wheel. The planes were armed with a 30 mm Mk 108 engine-mounted cannon and a pair of 15 mm MG 151 cannons, which were only paritally enclosed within the cowl, much like the guns on a WWI fighter. The K-0 also featured a longer airscrew spinner and raised cowl line from that of the Gustav and standardized on the Erla Haube high-visibility canopy. Miscellaneous equipment included the Revi 16B reflector gunsight, and the FuG 16zy and FuG 25a radios with range and direction finding capability. Note that the 15 mm MG 151 installation is likely erroneous and the armament was the standard 13 mm MG 131 machine guns of the later G-series.

Bf-109K-2 = Structurally similar to the K-0 pre-production series, the Bf-109K-2 used either the DB 605ASCM or DB 605DCM engine and returned to the 13 mm MG 131 cowl guns enclosed within the upper decking of the cowl. Equipped with the GM 1 nitrous injection system the K-2 began leaving assembly lines in October 1944.

Bf-109K-4 = Produced in parallel with the K-2, the K-4 included the cabin pressurization system used on earlier Gustavs and was otherwise identical to the K-2.

Bf-109K-6 = Intended as a bomber destroyer, the Bf-109K-6 had a 30 mm Mk 103 engine-mounted cannon in place of the smaller Mk 108 model along with the 13 mm MG 131 machine guns in the cowl. It was also fitted with a pair of 30 mm Mk 103 cannons in gun pods under the wings and tipped the scales with a loaded weight of 7,928 lb. Although deliveries began in January 1945, few ever reached operational units.

Bf-109K-6/R3 = Intended as a long-range fighter with the addition of a 300 liter drop tank under the fuselage.

Bf-109K-6/R5 = Intended as a bomber-destroyer variant with the addition of 2x 30 mm Mk 108 cannons in pods under the wings.

Bf-109K-8 = Intended as a photo-recon version of the K-6, without the 2x MG 131 machine guns and with the addition of an Rb 50/30 camera behind the pilot's seat.

Bf-109K-10 = Similar to the K-6, the K-10 was to be armed with the 30 mm Mk 103 cannon in the engine mounting instead of the less effective, and smaller, 30 mm Mk 108.

Bf-109K-10/R3 = Intended as a long-range fighter with the addition of a 300 liter drop tank under the fuselage.

Bf-109K-10/R4 = Intended as an alternate long-range fighter with the addition of 2x 300 liter drop tanks under the wings.

Bf-109K-10/R5 = Intended as a bomber-destroyer with the addition of 2x 30 mm Mk 108 cannons in pods under the wings.

Bf-109K-14 = Powered by the much improved DB 605L engine, the Bf-109K-14 began to reach operrational units within the last two weeks of the war. Using 96 octane C3 fuel and MW 50 methanol injection, the DB 605L produced 1,700 hp for take-off and 1,725 hp at 4,900 ft. At 31,400 ft the engine produced a short-term maximum power of 1,350 hp and a continuous combat and climb output of 1,150 hp. The maximum speed was 452 mph at 37,730 ft, the same speed reached by the K-4 at 19,685 ft. Armament was the same as the K-4

Bf-109Z

Bf-109Z = During 1940 Generaloberst Udet came up with the idea of marrying two He-111s together with a common wing section to produce a plane powerful enough to tow the Me 321 and Ju 322 gliders. The success of this Zwilling conversion led to Messerschmitt experimenting the the idea of merging to Bf-109F airframes in a Zwilling of their own. The fuselages with their DB 601E engines were unchanged apart from the addition of a lower keel member to support the main landing gear legs, which were moved to the centerline and designed to extend to a more vertical configuration. A new parallel-chord center wing section was utilized, which accomodated the revised wheel wells and the connecting wing section. An ETC 250 rack was mounted under each fuselage and a bomb rack was mounted under the wing center section, which allowed up to a 500 kg bomb to be carried. The prototype weighed over 13,000 lb loaded, had an overall winspan of 43 ft 6 in and the wing section conneting the two fuselages was 10 ft 11 in. The prototype was completed in 1943 and was being prepared for flight testing when it was destroyed in an air attack and the project was eventually abandoned in 1944.

Spanish Variants

HA-1109-K1L = The Spanish government acquired 25 Bf-109G-2 airframes without engines before the end of the war. These were initially fitted with the Hispano HS 12Z engine rated for 1,300 hp. Because the engine rotation was a different direction than the DB 605 engine, the changes necessary to counter the opposite torque diminshed overall performance and handling. The K1L was the first of three different weapons packages used on the airframes with the HS 12Z engine.

HA-1109-K2L = The second of three basic weapons packages used on the HS 12Z powered 109G-2s acquired by the Spanish government.

HA-1109-K3L = The third of three basic weapons packages used on the HS 12Z powered 109G-2s acquired by the Spanish government.

HA-1110-K1L = A two-seat training conversion of the HS 12Z powered Gustavs acquired by the Spanish government, only a few examples of which were made.

HA-1112-K1L = An alternate two-seat training version of the 109G built in Spain.

HA-1112-M1L = Dissatisfaction with the Hispano engine installation resulted in the 109 coming back to its origins with the installation of a Rolls Royce Merlin 500-45 engine, which necessitated the loss of the engine-mounted cannon. These planes were finally retired in 1967 and were purchased for use in the film "The Battle of Britain" and are now in private collections, including the Confederate Air Force.

HA-1112-M4L = A two-seat training version of the Merlin-powered HA-1112, which also used the tall wooden tail of later-war Gustavs.

Czech Variants

Avia C 10 = With a 109 plant producing Bf-109G-14s and a reserve of DB 605AS engines at war's end, the Czech continued to produce the model for service use. However, only about 20 were produced before a fire destroyed the remaining DB 605A engines.

Avia S-99 = Having lost their stock of DB 605s it was decided to re-engine the airframe with the Junkers Jumo 211F, which required a new cowling, prop and spinner. However, the coversion did not handle well under any circumstances and was dubbed the "mule" by pilots. Several were sold to the new government of Israel in 1948 where they were as disliked as they were in Czechoslovakia. While in service with the Chel Ha'Avir they faced off against Spitfires flown by the Egyptian Air Force.

Individual Model Data

Bf-109B-2

Role: Single-seat Fighter

Engine(s): 1x 680 hp Junkers Jumo 210Da twelve-cylinder inverted-Vee liquid-cooled engine, providing 640 hp for 5 min at 8,860 ft

Armament: 3x 7.92 mm MG 17 machine guns with 500 rpg

Ordnance: none

Maximum Speeds: maximum speeds at 4,310 lb net weight, 255 mph at sea level, 260 mph at 3,280 ft 276 mph at 8,200 ft, 289 mph at 13,120 ft

Cruising Speeds: 217 mph at 8,200 ft at 4,740 lb

Service Ceiling: 26,900 ft

Range: 430 miles

Time to Altitude: 9.8 min to 19.685 ft

Empty Weight: 3,318 lb

Maximum Weight: 4,740 lb

Wingspan: 32 ft 5 in

Length: 28 ft 1 in

Height: 8 ft 1 in

Wing Area: 176.53 sq ft

Source: Green, William; Warplanes of the Third Reich; Doubleday and Company, Garden City, NY; 1970., Grinsell, Robert; The Great Book Of World War II Airplanes; Bonanza Books. 1984.

Bf-109C-1

Role: Single-seat Fighter

Engine(s): 1x 700 hp Junkers Jumo 210Ga twelve-cylinder inverted-Vee liquid-cooled engine, providing 730 hp at 3,280 ft and 675 hp at 12,470 ft

Armament: 4x 7.92 mm MG 17 machine guns with 500 rpg (2x in cowl) and 420 rpg (2x in wings)

Ordnance: none

Maximum Speeds: maximum speeds at 4,405 lb, 261 mph at sea level, 264 at 3,280 ft, 292 mph at 14,765 ft

Cruising Speeds: 214 mph at 10,170 ft at 5,062 lb

Service Ceiling: 27,560 ft

Range: 405 miles

Time to Altitude: 8.75 min to 16,400 ft

Empty Weight: 3,522 lb

Maximum Weight: 5,062 lb

Wingspan: 32 ft 5 in

Length: 28 ft 1 in

Height: 8 ft 1 in

Wing Area: 176.53 sq ft

Source: Beaman Jr., John R. and Campbell, Jerry L.; Messerschmitt Bf 109 In Action, Part One; Squadron/Signal Publications, Carrollton, TX; 1980., Green, William; Warplanes of the Third Reich; Doubleday and Company, Garden City, NY; 1970., Grinsell, Robert; The Great Book Of World War II Airplanes; Bonanza Books. 1984.

Bf-109D-1

Role: Single-seat Fighter

Engine(s): 1x 986 hp Daimler-Benz DB600Aa twelve-cylinder inverted-Vee liquid-cooled engine, providing 910 hp at 13,120 ft

Armament: 1x 20 mm MG FF cannon with 160 rpg and 2x 7.92 mm MG 17 machine guns with 500 rpg

Ordnance: none

Maximum Speeds: maximum speeds at 5,070 lb net weight, 298 mph at sea level, 357 mph at 11,480 ft

Initial Climb: 2,985 ft / min

Service Ceiling: 32,810 ft

Range: 348 miles at 11,810 ft

Empty Weight: 3,522 lb

Equipped Weight: 4,398 lb

Loaded Weight: 5,335 lb

Wingspan: 32 ft 5 in

Length: 28 ft 3 in

Height: 8 ft 5 in

Wing Area: 176.53 sq ft

Source: Beaman Jr., John R. and Campbell, Jerry L.; Messerschmitt Bf 109 In Action, Part One; Squadron/Signal Publications, Carrollton, TX; 1980., Green, William; Warplanes of the Third Reich; Doubleday and Company, Garden City, NY; 1970., Grinsell, Robert; The Great Book Of World War II Airplanes; Bonanza Books. 1984.

Bf-109E-1

Role: Single-seat Fighter

Engine(s): 1x 1,100 hp Daimler-Benz DB-601A twelve-cylinder inverted-Vee liquid-cooled engine. rated at 1,050 hp at take-off and 1,100 hp at 12,140 ft

Armament: 2x 20 mm MG FF cannon with 60 rpg and 2x 7.92 mm MG 17 machine guns with 1000 rpg

Ordnance: none

Maximum Speeds: maximum speeds at 5,523 lb, 289 mph at sea level, 302 mph at 3,280 ft, 315 mph at 6,560 ft, 342 mph at 13,120 ft, 334 mph at 19,685 ft

Cruising Speeds: maximum continuous 298 mph at 13,120 ft, best range 205 mph at 3,280 ft, 211 mph at 6,560 ft, 236 mph at 22,965 ft

Initial Climb: 3,050 ft / min

Time to Altitude: 1.05 min to 3,280 ft, 3.5 min to 9,840 ft, 6.2 min to 16,400 ft

Service Ceiling: 34,450 ft

Range: 410 miles

Empty Weight: 4,056 lb

Equipped Weight: 4,431 lb

Normal Weight: 5,523 lb

Maximum Weight: ????

Wingspan: 32 ft 5 in

Length: 28 ft 5 in

Height: 8 ft 3 in

Wing Area: 176.53 sq ft

See Also: Messerschmitt Bf-109E-1 Emil

Source: Green, William; War Planes Of The Second World War: Fighters Volume One; Doubleday and Company, Garden City, NY; 1970., Green, William; Warplanes of the Third Reich; Doubleday and Company, Garden City, NY; 1970.

Bf-109E-3

Role: Single-seat Fighter

Engine(s): 1x 1,175 hp Daimler-Benz DB-601Aa twelve-cylinder inverted-Vee liquid-cooled engine providing 1,000 hp at 12,140 ft

Armament: 2x 20 mm MG FF cannon with 60 rpg and 2x 7.92 mm MG 17 machine guns with 1000 rpg OR 1x engine-mounted 20 mm MG FF cannon with 200 rpg and 2x 7.92 mm MG 17 machine guns with 500 rpg

Ordnance: none

Maximum Speeds: at 5,875 lb net weight, 293 mph at sea level, 307 mph at 3,280 ft, 322 mph at 6,560 ft, 348 mph at 14,560 ft, 336 mph at 19,685 ft

Cruising Speeds: maximum continuous 300 mph at 13,120 ft, best range 202 at 3,280 ft, 210 mph at 6,560 ft, 233 mph at 22,965 ft

Initial Climb: 3,280 ft / min, at 5,450 lb

Time to Altitude: 1.0 min to 3,280 ft, 3.1 min to 9,840 ft, 7.1 min to 19,685 ft

Service Ceiling: 34,480 ft

Range: 410 miles

Empty Weight: 4,189 lb

Equipped Weight: 4,685 lb

Loaded Weight: 5,875 lb

Wingspan: 32 ft 5 in

Length: 28 ft 5 in

Height: 8 ft 3 in

Wing Area: 176.53 sq ft

Source: Green, William; War Planes Of The Second World War: Fighters Volume One; Doubleday and Company, Garden City, NY; 1970., Green, William; Warplanes of the Third Reich; Doubleday and Company, Garden City, NY; 1970.

Bf-109E-4

Role: Single-seat Fighter

Engine(s): 1x Daimler Benz DB 601Aa inverted-vee, liquid cooled, inline engine rated for 1,175 hp at take-off, 1,000 hp at 12,140 ft, and 1,020 hp at 1,765 ft

Armament: 2x 20 mm MG FF cannons with 60 rpg in the wings and 2x 7.9 mm MG 17 machine guns in the cowl with 1000 rpg

Ordnance: none

Maximum Speeds: 290 mph at sea level and 348 mph at 14,560 ft

Service Ceiling: 34,450 ft

Internal Fuel: 400 liters

Time to Altitude: 7.75 min to 19,685 ft

Initial Climb: 3,280 ft/min

Empty Weight: 4,685 lb

Normal Weight: 5,534 lb

Maximum Weight: 5,875 lb

Wingspan: 32 ft 5 in

Length: 28 ft 4 in

Height: 8 ft 2 in

Wing Area: 174.05 sq/ft

Source: Chant, Chris; German Warplanes of World War II; Barnes & Noble Books, New York; 1999.

Bf-109E-7

Role: Single-seat Fighter

Engine(s): 1x 1,200 hp Daimler-Benz DB-601N twelve-cylinder inverted-Vee liquid-cooled engine providing 1,000 hp at 12,140 ft

Armament: 1x engine-mounted 20 mm MG FF/M cannon firing through the airscrew, 2x 7.92 mm MG 17 machine guns in the cowl, and 2x 7.9 mm MG 17 machine guns in the wings

Ordnance: none

Maximum Speeds: 359 mph at 12,300 ft

Initial Climb: 3,300 ft / min

Service Ceiling: 36,500 ft

Range: 410 miles

Empty Weight: 4,400 lb

Maximum Weight: 6,100 lb

Wingspan: 32 ft 4 in

Length: 28 ft 8 in

Height: 11 ft 2 in

Wing Area: 174 sq ft

Source: Donald, David; Warplanes of the Luftwaffe; Barnes & Noble Books, New York; 1994.

Bf-109T-2

Role: Single-seat Fighter-bomber

Engine(s): 1x 1,200 hp Daimler-Benz DB-601N twelve-cylinder inverted-Vee liquid-cooled engine, rated for 1,200 hp at take-off and 1,270 hp for 1 minute at 16,400 ft

Armament: 2x 20 mm MG FF cannon with 60 rpg and 2x 7.92 mm MG 17 machine guns with 1000 rpg

Ordnance: 4x 50 kg or 1x 250 kg bombs

Maximum Speeds: at 6,173 lb net weight, 295 mph at sea level, 307 mph at 3,280 ft, 320 mph at 6,560 ft, 332 mph at 9,840 ft, 345 mph at 13,120 ft, 354 at 16,400 ft, 357 mph at 19,685 ft

Emergency Speeds: at 6,173 lb net weight, 304 mph at sea level, 317 mph at 3,280 ft, 328 mph at 6,560 ft, 339 mph at 9,840 ft, 351 mph at 13,120 ft, 354 at 16,400 ft, 357 mph at 19,685 ft

Cruising Speeds: maximum continuous 275 mph at sea level, 289 mph at 3,280 ft, 303 mph at 6,560 ft, 317 mph at 9,840 ft, 330 mph at 13,120 ft, 343 mph at 16,400 ft

Initial Climb: 3,346 ft / min at 6,173 lb net weight

Time to Altitude: 3 min to 9,840 ft, 6.4 min to 19,685 ft, 10 min to 26,250 ft

Service Ceiling: 34,450 ft

Range: with 300 l drop tank, 460 miles at 220 mph at 16,400 ft, 454 miles at 283 mph at 29,530 ft

Empty Weight: 4,409 lb

Equipped Weight: 4,905 - 4,967 lb

Loaded Weight: 6,173 lb

Maximum Weight: 6,786 lb

Wingspan: 36 ft 5 in

Length: 28 ft 9 in

Height: 8 ft 7 in

Wing Area: 188.368 sq ft

Source: Green, William; Warplanes of the Third Reich; Doubleday and Company, Garden City, NY; 1970.

Bf-109F-2

Role: Single-seat Fighter

Engine(s): 1x Daimler-Benz DB-601N twelve-cylinder inverted-Vee liquid-cooled engine producing 1,200 hp at take-off and 1,270 hp at 16,400 ft

Armament: 1x 15 mm MG 151 cannon with 200 rpg and 2x 7.92 mm MG 17 machine guns with 500 rpg

Ordnance: none

Maximum Speeds: at 6,173 lb net weight, 321 mph at sea level, 358 mph at 9,840 ft, 373 mph at 19,685 ft

Cruising Speeds: maximum continuous, 290 mph at sea level, 328 mph at 9,840 ft, 348 mph at 16,400 ft, economical 220 mph at sea level

Initital Climb: 3,860 ft / min

Time to Altitude: 5.2 min to 16,400 ft

Service Ceiling: 36,090 ft

Range: with 300 l drop tank, 442 miles at 314 mph at 16,400 ft, 528 miles at 290 mph at sea level

Internal Fuel: 400 liters

Equipped Weight: 5,188 lb

Loaded Weight: 6,173 lb

Maximum Weight: 6,872 lb

Wingspan: 32 ft 6 in

Length: 29 ft 1 in

Height: 8 ft 6 in

Wing Area: 174.376 sq ft

Source: Green, William; Warplanes of the Third Reich; Doubleday and Company, Garden City, NY; 1970., Chant, Chris; German Warplanes of World War II; Barnes & Noble Books, New York; 1999.

Bf-109F-3

Role: Single-seat Fighter

Engine(s): 1x 1,300 hp Daimler-Benz DB-601E-1 twelve-cylinder inverted-Vee liquid-cooled engine

Armament: 1x 15 mm MG 151 cannon with 200 rpg and 2x 7.92 mm MG 17 machine guns with 500 rpg

Ordnance: none

Maximum Speeds: 390 mph at 22,000 ft, cruising speed 310 mph at 16,500 ft

Maximum Climb: 3,320 ft / min at 5,000 ft

Service Ceiling: 37,000 ft

Range: 440 miles, endurance 1 hr 24 min

Empty Weight: 4,330 lb

Normal Weight: 6,054 lb

Maximum Weight: ????

Wingspan: 32 ft 7 in

Length: 29 ft 1 in

Height: 8 ft 6 in

Wing Area: 174.375 sq ft

Source: Green, William; War Planes Of The Second World War: Fighters Volume One; Doubleday and Company, Garden City, NY; 1970.

Bf-109F-4

Role: Single-seat Fighter

Engine(s): 1x Daimler-Benz DB-601E-1 twelve-cylinder inverted-Vee liquid-cooled engine producing 1,300 hp at take-off and 1,350 hp at 18,045 ft

Armament: 1x 20 mm MG 151 cannon with 150 rpg and 2x 7.92 mm MG 17 machine guns with 500 rpg

Ordnance: none

Maximum Speeds: at 6,393 lb net weight, 334 mph at sea level, 346 mph at 9,840 ft, 388 mph at 21,325 ft

Cruising Speeds: maximum continuous, 310 mph at sea level, 332 mph at 9,840 ft, 355 mph at 16,400 ft

Initital Climb: 4,290 ft / min

Time to Altitude: 0.9 min to 3,280 ft, 2.6 min to 9,840 ft

Service Ceiling: 39,370 ft

Range: with 300 l drop tank, 442 miles at 314 mph at 16,400 ft, 528 miles at 298 mph at sea level

Equipped Weight: 5,269 lb

Loaded Weight: 6,393 lb

Maximum Weight: 6,872 lb

Wingspan: 32 ft 6 in

Length: 29 ft 1 in

Height: 8 ft 6 in

Wing Area: 174.376 sq ft

See Also: Messerschmitt Bf-109F-4/B Franz

Source: Green, William; Warplanes of the Third Reich; Doubleday and Company, Garden City, NY; 1970.

Bf-109G-2

Role: Single-seat Fighter

Engine(s): 1x Daimler-Benz DB-605A-1 twelve-cylinder inverted-Vee liquid-cooled engine rated at 1,475 hp at take-off and 1,355 hp at 18,700 ft, rated at 1,250 hp at 27,890 ft with GM-1 Nitrous injection

Armament: 1x engine-mounted 20 mm MG 151 cannon with 150 rpg, 2x 7.92 mm MG 17 machine guns with 500 rpg

Ordnance: none

Maximum Speeds: at 6,834 lb, 317 mph at sea level, 331 mp h at 3,280 ft, 350 mph at 6,560 ft, 365 mph at 9,840 ft, 369 mph at 16,400 ft, 398 mph at 20,670 ft and 383 mph at 26,250 ft, with GM-1 Nitrous injection 406 mph at 28,540 ft

Initial Climb: 4,950 ft / min at 6,724 lb

Time to Altitude: 1.5 min to 6,560 ft, 3.2 min to 13,120 ft, 5.1 min to 19,685 ft, 7.6 min to 26,250 ft and 12 min to 32,810 ft

Service Ceiling: 39,370 ft

Range: 450 miles at 260 mph at 19,000 ft

Empty Weight: 4,968 lb

Equipped Weight: 5,687 lb

Loaded Weight: 6,834 lb

Maximum Weight: 7,055 lb

Wingspan: 32 ft 7 in

Length: 29 ft 1 in

Height: 8 ft 3 in

Wing Area: 174.376 sq ft

Source: Green, William; Warplanes of the Third Reich; Doubleday and Company, Garden City, NY; 1970.

Bf-109G-6

Role: Single-seat Fighter

Engine(s): 1x Daimler-Benz DB-605AM twelve-cylinder inverted-Vee liquid-cooled engine rated for 1,475 hp at take-off and 1,355 hp at 18,700 ft, rated for 1,800 hp at take-off and 1,700 hp at 13,500 ft with MW 50 methanol-water injection

Armament: 1x engine-mounted 20 mm MG 151 cannon with 150 rpg or 1x 30 mm Mk 108 cannon with 60 rpg, and 2x 13 mm MG 131 machine guns with 300 rpg

Ordnance: none

Maximum Speeds: at 6,940 lb net weight and with MW 50 water-methanol injection, 340 mph at sea level, 366 mph at 6,560 ft, 372 mph at 9,840 ft, 380 mph at 13,120 ft. 386 mph at 22,640 ft

Time to Altitude: 2.9 min to 9,840 ft, 6 min to 18,700 ft

Initial Climb: 3,346 ft/min

Service Ceiling: 37,890 ft

Range: 350 miles at 330 mph at 19,030 ft, 620 miles with 300 l drop tank

Equipped Weight: 5,893 lb

Loaded Weight: 6,940 lb

Maximum Weight: 7,491 lb

Wingspan: 32 ft 7 in

Length: 29 ft 1 in

Height: 8 ft 3 in

Wing Area: 174.376 sq ft

See Also: Messerschmitt Bf-109G-6/R2 Gustav, Messerschmitt Bf-109G-6/R6 Gustav

Source: Green, William; Warplanes of the Third Reich; Doubleday and Company, Garden City, NY; 1970., Grinsell, Robert; The Great Book Of World War II Airplanes; Bonanza Books. 1984.