Messerschmitt Bf 109

Bf 109
A Bf 109G-6 of JG 27 "Afrika" in flight, 1943
Role	Fighter Type of aircraft
Manufacturer	Messerschmitt AG
Designer	Willy Messerschmitt, Robert Lusser
First flight	29 May 1935[1]
Introduction	February 1937
Retired	9 May 1945, Luftwaffe 27 December 1965, Spanish Air Force
Primary users	Royal Hungarian Air Force National Republican Air Force Royal Romanian Air Force
Number built	34,248 HA-1112
Variants	Avia S-99/S-199 Hispano Aviación HA-1112

The Messerschmitt Bf 109 is a German World War II fighter aircraft that was, along with the Focke-Wulf Fw 190, the backbone of the Luftwaffe's fighter force.^[3] The Bf 109 first saw operational service in 1937 during the Spanish Civil War and was still in service at the end of World War II in 1945.^[3] It was one of the most advanced fighters when it first appeared, with an all-metal monocoque construction, a closed canopy, and retractable landing gear. It was powered by a liquid-cooled, inverted-V12 aero engine.^[4] It was called the Me 109 by Allied aircrew and some German aces, even though this was not the official German designation.^[5]

The plane was designed by

The Bf 109 was flown by the three top-scoring fighter aces of all time, who claimed 928 victories among them while flying with Jagdgeschwader 52, mainly on the Eastern Front. The highest-scoring, Erich Hartmann, was credited with 352 victories. The aircraft was also flown by Hans-Joachim Marseille, the highest-scoring ace in the North African campaign who shot down 158 enemy aircraft (in about a third of the time). It was also flown by many aces from other countries fighting with Germany, notably the Finn Ilmari Juutilainen, the highest-scoring non-German ace, who scored 58 of his 94 confirmed victories with the Bf 109. Pilots from Hungary, Romania, Bulgaria, Croatia, and Italy also flew the fighter. Through constant development, the Bf 109 remained competitive with the latest Allied fighter aircraft until the end of the war.^[6]

Design and development

Origins

During 1933, the Technisches Amt (C-Amt), the technical department of the

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.^[8]

The projected fighter needed to have a top speed of 400 km/h (250 mph) at 6,000 m (20,000 ft), to be maintained for 20 minutes, while having a total flight duration of 90 minutes. The

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 BFW—received the development contract for the L.A. 1432/33 requirements at the same time in February 1934.^[8] A fourth company, Focke-Wulf, received a copy of the development contract only in September 1934.^[8] 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.

Prototypes

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 design as type "Bf 109", the next available from a block of numbers assigned to BFW.^[8]

The first prototype (Versuchsflugzeug 1 or V1), with civilian registration D-IABI, was completed by May 1935, but the new German engines were not yet ready. To get the "R III" designs into the air, the RLM acquired four

In 1935, the first Jumo engines became available, so V2 was completed in October using the 449 kW (610 PS; 602 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.

Design competition

After Luftwaffe acceptance trials were completed at their headquarters Erprobungsstelle (E-Stelle) military aviation test and development facility at

Initially, the Bf 109 was regarded with disfavour by E-Stelle test pilots because of its steep ground angle, which resulted in poor forward visibility when taxiing; the sideways-hinged cockpit canopy, which could not be opened in flight (but could be dropped by the emergency arm). They were also concerned about the high wing loading.[12]

The

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

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

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 inexperienced 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" tailwheel on some of the late G-10s and −14s and the K-series helped alleviate the problem to a large extent.^[21]

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

Another example of the Bf 109's advanced design was the use of a single, I-beam main

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.^{[citation needed]}

A fighter was designed primarily for high-speed flight. A smaller wing area was optimal for achieving high speed, 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

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]

Armament and gondola cannons

Reflecting Messerschmitt's belief in low-weight, low-drag, 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 propeller arc. An alternative arrangement was also designed, consisting of a single autocannon firing through a blast tube between the cylinder banks of the engine, known as a Motorkanone mount in German.^{[7][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, 37 mm cannon-armed fighters in France.

When it was discovered in 1937 that the RAF was planning eight-gun batteries for its new Hawker Hurricane and Supermarine Spitfire fighters, it was decided that the Bf 109 should be more heavily armed. The problem was that the only place available to mount additional guns was in the wings. Only one spot was available in each wing, between the wheel well and slats, with room for only one gun, either a 7.92 mm MG 17 machine gun, a 20 mm MG FF or a 20 mm MG FF/M cannon.^[30]

The first version of the Bf 109 to have wing guns was the C-1, which had one MG 17 in each wing. To avoid redesigning the wing to accommodate large ammunition boxes and access hatches, an unusual ammunition feed was devised whereby a continuous belt holding 500 rounds was fed along chutes out to the wing tip, around a roller, and then back along the wing, forward and beneath the gun breech, to the wing root, where it coursed around another roller and back to the weapon.^[30]

The gun barrel was placed in a long, large-diameter tube located between the spar and the leading edge. The tube channeled cooling air around the barrel and breech, exhausting from a slot at the rear of the wing. The installation was so cramped that parts of the MG 17's breech mechanism extended into an opening created in the flap structure.^[30]

The much longer and heavier MG FF had to be mounted farther along the wing in an outer bay. A large hole was cut through the spar allowing the cannon to be fitted with the ammunition feed forward of the spar, while the breech block projected rearward through the spar. A 60-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]

From the 109F-series onwards, guns were no longer carried inside the wings. Instead, the Bf 109F had a 20 mm gun firing through the propeller shaft. The change was disliked by leading fighter pilots such as Adolf Galland and Walter Oesau, but others such as Werner Mölders considered the single nose-mounted gun to compensate well for the loss of the two wing guns.^[31] Galland had his Bf 109F-2 field-modified with a 20 mm MG FF/M autocannon, the "/M" suffix indicating the capability of firing thin-walled 20mm mine shells, installed internally in each wing.^{[nb 4]}

In place of internal wing armament, additional firepower was provided through a pair of 20 mm MG 151/20 cannons installed in conformal gun pods under the wings. The conformal gun pods, exclusive of ammunition, weighed 135 kg (298 lb);^[32] and 135 to 145 rounds were provided per gun. The total weight, including ammunition, was 215 kg.^[32] Installation of the under-wing gun pods was a simple task that could be quickly performed by the unit's armourers, and the gun pods imposed a reduction of speed of only 8 km/h (5.0 mph).^[32] By comparison, the installed weight of a similar armament of two 20 mm MG 151/20 cannon inside the wings of the Fw 190A-4/U8 was 130 kg (287 lb), without ammunition.^[33]

Although the additional armament increased the fighter's potency as a bomber destroyer, it had an adverse effect on the handling qualities, reducing its performance in fighter-versus-fighter combat and accentuating the tendency of the fighter to swing pendulum-fashion in flight.^[31][34]

Some of the projected 109K-series models, such as the K-6, were designed to carry 30 mm (1.18 in) MK 108 cannons in the wings.^[35]

Designation and nicknames

Originally the aircraft was designated as Bf 109 by the RLM, since the design was submitted by the Bayerische Flugzeugwerke (literally "Bavarian Aircraft Works", meaning "Bavarian Aircraft Factory"; sometimes abbreviated B.F.W.,^[36] akin to BMW) during 1935. The company was renamed

All extant airframes bear the official^[5] "Bf 109" designation on their identification plates, including the final K-4 models.^[38] The aircraft was often referred to by the folk-designation, 'Me 109', particularly by the Allies.

The aircraft was often nicknamed Messer by its operators and opponents alike; the name was not only an abbreviation of the manufacturer but also the German word for "knife". In Finland, the Bf 109 was known as Mersu, although this was originally (and still is) the Finnish nickname for Mercedes-Benz cars.

Soviet aviators nicknamed the Bf 109 "the skinny one" (худо́й, khudoy), for its sleek appearance compared, for example, 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

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, D-IPKY flown by Messerschmitt's chief pilot Dr. Hermann Wurster, powered by a 1,230 kW (1,672 PS; 1,649 hp) DB 601R racing engine, set a new world air speed record for landplanes with piston engines of 610.95 km/h (379.63 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 kW (1,672 PS; 1,649 hp) for short periods.^{[40][41][nb 5]}

When the Bf 109 was designed in 1934, by a team led by

The first redesign came with the E series, including the naval variant, the Bf 109T (T standing for Träger, carrier). The Bf 109E (Emil) introduced structural changes to accommodate the heavier and more powerful 1,100 PS (809 kW; 1,085 hp) Daimler-Benz DB 601 engine, heavier armament and increased fuel capacity. Partly due to its limited 300 kilometres (190 miles) combat radius on internal fuel alone, resulting from its 660 km (410 mi) range limit, later variants of the E series had a fuselage ordnance rack for fighter-bomber operations or provision for a long-range, standardized 300 litres (79 US gallons) drop-tank and used the DB 601N engine of higher power output.^[5][49] The Bf 109E first saw service with the "Condor Legion" during the last phase of the Spanish Civil War and was the main variant from the beginning of World War II until mid-1941 when the Bf 109F replaced it in the pure fighter role.^[50] (Eight Bf 109Es were assembled in Switzerland in 1946 by the Dornier-Werke, using licence-built airframes; a ninth airframe was assembled using spare parts.)^[51]

The

The final production version of the Bf 109 was the K series or Kurfürst, introduced in late 1944, powered by the DB 605D engine with up to 2,000 PS (1,471 kW; 1,973 hp). Though externally akin to the late production Bf 109G series, a large number of internal changes and aerodynamic improvements were incorporated that improved its effectiveness and remedied flaws, keeping it competitive with the latest Allied and Soviet fighters.^[6][54] The Bf 109's outstanding rate of climb was superior to many Allied adversaries including the P-51D Mustang, Spitfire Mk. XIV and Hawker Tempest Mk. V.^[55]

After the war, the 109 was built in

Total Bf 109 production was 33,984 units;^[2] wartime production (September 1939 to May 1945) was 30,573 units. Fighter production totalled 47% of all German aircraft production, and the Bf 109 accounted for 57% of all German fighter types produced.^[57] A total of 2,193 Bf 109 A–E was built prewar, from 1936 to August 1939.^{[citation needed]}

In January 1943, as part of an effort to increase fighter production, Messerschmitt licensed an SS-owned company,

The Austrian resistance group, led by Heinrich Maier, very successfully passed on plans and production facilities in the Austrian area for Messerschmitt Bf 109 to the Allies from 1943. With the location of the production sites, the Allied bombers were able to attempt "precise" air strikes.^{[61][62][63][64]}

After the August 1943 Regensburg raid, some Bf 109 production was relocated to

Some 865 Bf 109G derivatives were manufactured postwar under licence as Czechoslovak-built Avia S-99 and S-199s, with the production ending in 1948.[3] Production of the Spanish-built Hispano Aviación HA-1109 and HA-1112 Buchons ended in 1958.^[3]

* Production up to end of March 1945 only.

Operational history

The first Bf 109As served in the

More aerial kills were made with the Bf 109 than any other aircraft of World War II.[77] Many of the aerial victories were accomplished against poorly trained and badly organized Soviet forces in 1941 during Operation Barbarossa. The Soviets lost 21,200 aircraft at this time, about half to combat.^[78] If shot down, the Luftwaffe pilots might land or parachute to friendly territory and return to fight again. Later in the war, when Allied victories began to bring the fight closer, and then in German territory, bombing raids supplied plenty of targets for the Luftwaffe. This unique combination of events — until a major change in American fighter tactics occurred very early in 1944, that steadily gave the Allies daylight air supremacy over the Reich — led to the highest-ever individual pilot victory scores.^[79] One hundred and five Bf 109 pilots were each credited with the destruction of 100 or more enemy aircraft.^{[nb 15]} Thirteen of these men scored more than 200 kills, while two scored more than 300. Altogether, this group of pilots was credited with a total of nearly 15,000 kills.^[77] Though no official "ace" status existed in the Luftwaffe - 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, more than 2,500 Luftwaffe fighter pilots were considered aces in World War II.^[80] Against the Soviets, Finnish-flown Bf 109Gs claimed a victory ratio of 25:1.^[81]

Bf 109s remained in foreign service for many years after World War II. The Bf109 was the first aircraft deployed in the first years of the Israeli Air Force. 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 Battle of Britain) playing the role of Bf 109Es. Some Hispano airframes were sold to museums, which rebuilt them as Bf 109s.

Operators

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

 Bulgaria

• The Bulgarian Air Force operated 19 E-3s and 145 G-2/-6/-10s.

 Croatia

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

 Czechoslovakia – (captured)

• 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.

 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 Bf 109s. FAF pilots had 663 air victories during 1943–44 with Bf 109 G's and lost 34 in combat (20 shot down by enemy aircraft). 23 were non-combat losses and other write-offs. 102 Bf 109 G survived the war.

 Greece – (captured)

• Royal Hellenic Air Force
  operated a number of captured G-6 109s which had been left during the German withdrawal in October 1944

 Nazi Germany

• Luftwaffe was the main operator of the Bf 109.

 Hungary

• Royal Hungarian Air Force operated 3 D-1s, 50 E-3/-4s, 66 F-4s and ~490 G-2/-4/-6/-8/-10/-14s.^{[citation needed}
  ]

 Israel

• Israeli Air Force operated the Avia S-199 derivative, bought from Czechoslovakia. Despite the type's shortcomings the Israelis scored 8 victories. Egypt and Syria claimed 4 S-199 kills, and 1 probable.^[82]

 Italy

• Regia Aeronautica operated several tens of Bf 109s in the first half of 1943.^[83]

 Italian Social Republic

• Aeronautica Nazionale Repubblicana
  operated 300 G-6/-10/-14s and two G-12s; three K-4s were also received.

 Japan

• Imperial Japanese Army Air Force purchased 5 E-7s in 1941. The aircraft were used for tests and trials.^[84]

 Romania

• Royal Romanian Air Force operated 50 E-3/4s, 19 E-7s, 2 F-2s, 5 F-4s and at least 200+ G-2/G-4/G-6/-8s plus 124 IAR assembled Ga-2/Ga-4/Ga-6.
• Romanian Air Force – Postwar.

Slovak Republic

• Slovak Air Force
  operated 16 E-3s, 14 E-7s and 30 G-6s.
• Slovak Insurgent Air Force operated 3 G-6s during the Slovak National Uprising
  .

 Spanish State

• Spanish Air Force operated some D-1s, E-3s and 15 F-4s, and may have received several older B-types. Volunteers of Escuadrilla Azul on the Eastern Front operated E-4, E-7, E-7/B, F-2, F-4 (belonged in JG-27 under the command of Luftflotte 2, until April 1943) among G-4 and G-6 (detached in JG-51 under the command Luftflotte 4, until June 1944). 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, 2 F-4s and 14 G-6s.

 Yugoslavia

• Royal Yugoslav Air Force operated 73 E-3a variants.
• NDH
  and Bulgarian Bf 109Gs.

Surviving aircraft

Specifications (Bf 109G-6)

Data from The Great Book of Fighters ^[85] and the Finnish Air Force Bf 109 Manual^{[citation needed]}

General characteristics

• Crew: 1
• Length: 8.95 m (29 ft 4 in)
• Wingspan: 9.925 m (32 ft 7 in)
• Height: 2.6 m (8 ft 6 in)
• Wing area: 16.05 m² (172.8 sq ft)
• Airfoil: NACA 2R1 14.2; tip: NACA 2R1 11.35^[86]
• Empty weight: 2,247 kg (4,954 lb)
• Gross weight: 3,148 kg (6,940 lb)
• Max takeoff weight: 3,400 kg (7,496 lb)
• Powerplant: 1 ×
  Daimler-Benz DB 605A-1
  V-12 inverted liquid-cooled piston engine 1,475 PS (1,455 hp; 1,085 kW)
• Propellers: 3-bladed VDM 9-12087, 3 m (9 ft 10 in) diameter light-alloy constant-speed propeller

Performance

• Maximum speed: 530 km/h (330 mph, 290 kn) at sea level

588 km/h (365 mph; 317 kn) at 4,000 m (13,000 ft)

642 km/h (399 mph; 347 kn) at 6,300 m (20,700 ft)^[87]

622 km/h (386 mph; 336 kn) at 8,000 m (26,000 ft)^[88]

• Cruise speed: 590 km/h (370 mph, 320 kn) at 6,000 m (20,000 ft)
• Range: 880–1,144 km (547–711 mi, 475–618 nmi)
• Combat range: 440–572 km (273–355 mi, 238–309 nmi) 440-572 km to the front and back home
• Ferry range: 1,144–1,994 km (711–1,239 mi, 618–1,077 nmi) 1144 without and 1994 with droptank
• Service ceiling: 12,000 m (39,000 ft)
• Rate of climb: 20.1 m/s (3,960 ft/min)
• Wing loading: 196 kg/m² (40 lb/sq ft)
• Power/mass: 0.344 kW/kg (0.209 hp/lb)

Armament

• Guns:
  
  • 2 × 13 mm (.51 in) synchronized MG 131 machine guns with 300 rpg
  • 1 × 20 mm (.78 in) MG 151/20 cannon as centerline Motorkanone with 200 rpg^[89] or
  • 1 x 30 mm (1.18 in) MK 108 cannon as centerline 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)
• Bombs: 1 × 250 kg (551 lb) bomb or 4 × 50 kg (110 lb) bombs or 1 × 300-litre (79 US gal) drop tank

Avionics

See also

• Sonderkommando Elbe

Related development

• Messerschmitt Bf 108
• Messerschmitt Me 209-II
• Hispano Aviacion HA-1109
• Avia S-99/S-199
• Messerschmitt Me 309

Aircraft of comparable role, configuration, and era

• Bell P-39 Airacobra
• Dewoitine D.520
• Fiat G.55
• Hawker Hurricane
• Heinkel He 100
• Kawasaki Ki-61
• Lavochkin LaGG-3
• Macchi C.202
• Mikoyan-Gurevich MiG-3
• Morane-Saulnier MS.406
• North American P-51 Mustang
• Rogožarski IK-3
• Supermarine Spitfire
• Yakovlev Yak-1

Related lists

• List of military aircraft of Germany
• List of aircraft of World War II
• List of aircraft of Germany in World War II

References

Notes

Citations

1. ^ Forsgren 2017, p. 41.
2. ^ ^{a b c} U.S. Strategic Bombing Survey, Aircraft Division Industry Report, Exhibit I – German Airplane Programs vs Actual Production.
3. ^ ^{a b c d e} Nowarra 1993, p. 189.
4. ^ ^{a b} Green 1980, pp. 7, 13.
5. ^ ^{a b c d} Wagner & Nowarra 1971, p. 229.
6. ^ ^{a b} Radinger & Otto 1999, pp. 35–37.
7. ^ ^{a b c} Kobel & Mathmann 1997, p. 3.
8. ^ ^{a b c d e f} Ritger 2006, p. 6.
9. ^ Green 1980, pp. 11–12.
10. ^ Beaman & Campbell 1980, p. 13.
11. ^ Green 1980, pp. 18–21.
12. ^ Green 1980, p. 14.
13. ^ Caidin 1968, p. ^{[page needed]}.
14. ^ Green 1980, pp. 15–17.
15. ^ Feist 1993, p. 14.
16. ^ ^{a b} Nowarra 1993, p. 190.
17. ^ Cross & Scarborough 1976, pp. 56–66.
18. ^ ^{a b c d} Cross & Scarborough 1976, pp. 60–61.
19. ^ ^{a b} Valtonen 1999, p. ^{[page needed]}.
20. ^ Boyne 1994, p. 30.
21. ^ Radinger & Otto 1999, p. 36.
22. ^ Lednicer, David. The Incomplete Guide to Airfoil Usage. Archived 20 April 2010 at the Wayback Machine Champaign, Illinois: UIUC Applied Aerodynamics Group, 2010. Retrieved: 18 May 2011.
23. ^ "Bf 109 Slats". 109lair.hobbyvista.com. Retrieved 15 February 2022.
24. ^ "virtualpilots.fi: 109myths". Virtualpilots.fi. Retrieved 1 April 2015.
25. ^ Messerschmitt Bf 109G 2006, pp. 117–118.
26. ^ Prien & Rodeike 1995, p. 169.
27. ^ Messerschmitt Bf 109K 2006, Rumpfwerk, Baugruppe 209.728.
28. ^ ^{a b} Drabkin 2007, p. 74.
29. ^ Cross & Scarborough 1976, p. 74.
30. ^ ^{a b c d} Cross & Scarborough 1976, p. 15.
31. ^ ^{a b} Deighton 1977, p. 281.
32. ^ ^{a b c} Radinger & Otto 1999, p. 21.
33. ^ Hahn 1963, p. 35.
34. ^ Green 1980, p. 88.
35. ^ Prien & Rodeike 1995, p. 177.
36. ^ "Flight (Oct 5, 1939)". flightglobal.com.
37. ^ Bf or Me 109? Which is correct?" hobbyvista.com. Retrieved: 3 January 2010.
38. ^ Prien & Rodeike 1995, pp. 167–176.
39. ^ "German phonetic alphabet of World War II." feldgrau.com. Retrieved: 2 January 2010.
40. ^ Ebert, Kaiser & Peters 1992, p. 137.
41. ^ Nowarra 1993, p. 193.
42. ^ Feist 1993, p. 22.
43. ^ "Grumman F8F-2, Bearcat, "Conquest I"". si.edu. Retrieved 1 April 2015.
44. ^ Green 1980, p. 7.
45. ^ Cross & Scarborough 1976, pp. 7–8.
46. ^ Green 1980, p. 8.
47. ^ Prien & Rodeike 1995, pp. 99–100, 113–114.
48. ^ Green 1980, pp. 29–34, 41.
49. ^ Green 1980, pp. 41–45, 63–64, 76–81, 82–83.
50. ^ Green 1980, pp. 38–39, 80.
51. ^ Green 1980, p. 78.
52. ^ Prien & Rodeike 1995, pp. 9–25.
53. ^ Prien & Rodeike 1995, pp. 56–165.
54. ^ Prien & Rodeike 1995, pp. 166–174.
55. ^ Wolf 2009, p. 763.
56. ^ Green 1980, pp. 131–138.
57. ^ Feist 1993, p. 45.
58. ^ Uziel 2011, p. 180.
59. ^ Uziel 2011, pp. 56, 180.
60. ^ ^{a b c} Uziel 2011, p. 182.
61. ^ Boeckl-Klamper, Mang & Neugebauer 2018, pp. 299–305.
62. ^ Schafranek 2017, pp. 161–248.
63. ^ Broucek 2008, p. 163.
64. ^ Stehle 1996.
65. ^ ^{a b} "Messerschmitt GmbH Regensburg". Mauthausen-memorial.org. Retrieved 28 July 2018.
66. ^ Bartrop & Dickerman 2017, p. 427.
67. ^ "Gusen". Ushmm.org. United States Holocaust Memorial Museum. Retrieved 28 July 2018.
68. ^ "Relocating arms production underground". Mauthausen-memorial.org. Retrieved 28 July 2018.
69. ^ ^{a b} Vajda & Dancey 1998, p. 118.
70. ^ U.S. Strategic Bombing Survey, Aircraft Division Industry Report. Exhibit I – German Airplane Programs vs Actual Production.
71. ^ Messerschmitt Bf 109 the complete monography 2016 by Jean-Claude Mermet and Christian-Jacques Ehrengardt page 176.
72. ^ Prien & Rodeike 1995, p. ^{[page needed]}.
73. ^ Mermet 1994, p. 1.
74. ^ Prien & Rodeike 1995, p. 167.
75. ^ Mermet 1994, pp. 43–47.
76. ^ Die Messerschmitt-Werke im 2.Weltkrieg
77. ^ ^{a b} Feist 1993, p. 50.
78. ^ Bergström 2007, p. 117.
79. ^ Toliver & Constable 1965, pp. 235–236.
80. ^ Feist 1993, p. 51.
81. ^ Neulen 2000, p. 217.
82. ^ "List of Israeli Air-to-Air Victories 1948–1966." Archived 9 June 2009 at the Wayback Machine acig.org. Retrieved: 2 January 2010.
83. ^ Brotzu et al. 1972, pp. 59–60.
84. ^ Lansdale, Jim. "Messerschmitt Me-109". J-aircraft.com. Retrieved 13 July 2014.
85. ^ Green & Swanborough 2001, p. ^{[page needed]}.
86. ^ Lednicer, David. "The Incomplete Guide to Airfoil Usage". m-selig.ae.illinois.edu. Retrieved 16 April 2019.
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• Beaman, John R. Jr.; Campbell, Jerry L. (1980). Messerschmitt Bf 109 in action, Part 1. Carrollton, Texas: Squadron/Signal Publications.
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• Broucek, Peter (2008). Die österreichische Identität im Widerstand 1938–1945 (in German). Edition Steinbauer.
  ISBN 978-3-902494-74-0
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• Caidin, Martin (1968). Me 109 – Willy Messerschmitt's Peerless Fighter. Ballantine's illustrated history of World War II. Weapons book no. 4. New York:
  ISBN 978-0-345-01691-1
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• Cross, Roy; Scarborough, Gerald (1976). Messerschmitt Bf 109, Versions B-E. London: Patrick Stevens.
  ISBN 978-0-85059-106-4
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• ISBN 978-0-7126-7423-2
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• Drabkin, Artem (2007). 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.
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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.
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• Ebert, Hans; Kaiser, Johann; Peters, Klaus (1992). Willy Messerschmitt, Pionier der Luftfahrt und des Leichtbaues : eine Biographie (in German). Bonn: Bernard & Graefe.
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• Feist, Uwe (1993). The Fighting Me 109. London: Arms and Armour Press.
  ISBN 978-1-85409-209-0
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• Fernández-Sommerau, Marco. Messerschmitt Bf 109 Recognition Manual. Hersham, Surrey, UK: Classic Publications, 2004.
  ISBN 1-903223-27-X
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• Forsgren, Jan (2017). Messerschmitt Bf 109: The Design and Operational History. Fonthill Media.
  ISBN 978-1-78155-586-6
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• Glancey, Jonathan. Spitfire: The Illustrated Biography. London: Atlantic Books, 2006.
  ISBN 978-1-84354-528-6
  .
• Green, William (1980). Messerschmitt Bf 109: The Augsburg Eagle; A Documentary History. London: Macdonald and Jane's Publishing Group Ltd.
  ISBN 978-0-7106-0005-9
  .
• Green, William; Swanborough, Gordon (2001). The Great Book of Fighters. MBI Publishing.
  ISBN 978-0-7603-1194-3
  .
• Griehl, Manfred. Das geheime Typenbuch der deutschen Luftwaffe: Geheime Kommandosache 8531/44 gKdos (in German). Friedberg, Germany: Podzun-Pallas Verlag, 2004.
  ISBN 978-3-7909-0775-9
  .
• Hahn, Fritz (1963). Deutsche Geheimwaffen, 1939–1945 [German Secret Weapons, 1939–1945] (in German). Heidenheim, Germany: E. Hoffmann.
  OCLC 2219140
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• Hitchcock, Thomas H. (1976). Gustav: Messerschmitt 109G part 1. Boylston, Massachusetts: Monogram Aviation Publications.
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• Kobel, Franz; Mathmann, Jakob Maria (1997). Bf 109. Atglen, Pennsylvania:
  ISBN 978-0-88740-919-6
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• Lawrence, Joseph (1945). The Observer's Book Of Airplanes. London and New York: Frederick Warne & Co.
• Mermet, Jean-Claude (1994). Les Messerschmitt Bf 109, G-1 à K-4, et leurs moteurs [Messerschmitt Bf 109 G-1 through K-4. Engines and Fittings] (in French). Marnaz, France: Jean Claude Mermet SA.
  OCLC 463935941
  .
• Messerschmitt Bf 109G; technisch Kompendium, Handbücher, Ersatztelliste, Bewaffnung Bedienungsvorschrift/Fl, Bordfunkanlage, Lehrbildreihe; 1942/1944. [Elektronische Resource] (Reprint ed.). Ludwigsburg, Germany: Luftfahrt-Archiv. 2006.
  ISBN 3-939847-13-5
  .
• Messerschmitt Bf 109K; technisch Kompendium, Handbüch, Ersatztelliste, Rep.-Answeisung, Bewaffnung Bedienungsvorschrift; 1943–1944. [Elektronische Resource] (Reprint ed.). Ludwigsburg, Germany: Luftfahrt-Archiv. 2006.
  ISBN 3-939847-14-3
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• Morgan, Eric B. and Edward Shacklady. Spitfire: The History. Stamford, UK: Key Books Ltd, 2000.
  ISBN 0-946219-48-6
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• Neulen, Hans Werner (2000). In the Skies of Europe. Ramsbury, Marlborough, UK: The Crowood Press.
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• Nowarra, Heinz (1993). Die Deutsche Luftrüstung 1933–1945, Band 3: Flugzeugtypen Henschel-Messerschmitt. Koblenz, Germany: Bernard & Graefe.
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• Prien, Jochen; Rodeike, Peter (1995). Messerschmitt Bf 109 F, G & K Series: An Illustrated Study. Atglen, Pennsylvania:
  ISBN 978-0-88740-424-5
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• Radinger, Willy; Otto, Wolfgang (1999). Messerschmitt Bf 109 F-K – Development, testing, production. Atglen, Pennsylvania:
  ISBN 978-0-7643-1023-2
  .
• Ritger, Lynn (2006). Messerschmitt Bf 109 Prototype to 'E' Variants. Bedford, UK: SAM Publications.
  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
  .
• Schafranek, Hans (2017). Widerstand und Verrat: Gestapospitzel im antifaschistischen Untergrund (in German). Vienna: Czernin Verlag.
  ISBN 978-3-7076-0622-5
  .
• Sinnhuber, Karl (2012). Salzburg To Stalingrad. UK: Milton Keynes.
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• Stehle, Hansjakob (5 January 1996). "Die Spione aus dem Pfarrhaus" [The spy from the rectory]. Die Zeit (in German). Retrieved 21 November 2022.
• Toliver, Raymond F.;
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• Vajda, Ferenc A.; Dancey, Peter (1998). German Aircraft Industry and Production, 1933–1945. McFarland.
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• Valtonen, Hannu (1999). Messerschmitt Bf 109 ja saksan sotatalous [Messerschmitt Bf 109 and the German War Economy] (in Finnish). Helsinki, Finland: Keski-Suomen Ilmailumuseo (Central Finnish Aviation Museum).
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  .
• Wagner, Ray; Nowarra, Heinz (1971). German Combat Planes: A Comprehensive Survey and History of the Development of German Military Aircraft from 1914 to 1945. New York: Doubleday.
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• Wolf, Manuel (2009). Luftkrieg über Europa 1939–1945, die Angst im Nacken (in German). Stuttgart: Motorbuch-Verlag.
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  .

Further reading

• Andreev, J. & Boshniakov, S. (December 1998). "Les Messerschmitt 109 bulgares (fin)" [Bulgarian Messerschmitt 109s]. Avions: Toute l'aéronautique et son histoire (in French) (69): 24–30.
  ISSN 1243-8650
  .
• Avila Cruz, Gonzalo. Bipalas, Tripalas and Knapsacks: Messerschmitt Bf 109s in Spanish Service.
  ISSN 0143-5450
• 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 1-903223-23-7
  .
• Burke, Stephen. Without Wings: The Story of Hitler's Aircraft Carrier. Oxford, UK: Trafford Publishing, 2007.
  ISBN 1-4251-2216-7
  .
• Caldwell, Donald L. JG 26: Top Guns of the Luftwaffe. New York: Ballantine Books, 1991.
  ISBN 0-8041-1050-6
  .
• Craig, James F. The Messerschmitt Bf.109. New York: Arco Publishing Company, 1968.
• Grasset, Philippe (May 1976). "Encore un "Gustave" tout neuf!: Le Messerschmitt Bf 109G du National Air and Space Museum des USA à Washington" [Return of a Brand New "Gustav": The Messerschmitt Bf 109G of the National Air and Space Museum in Washington]. Le Fana de l'Aviation (in French) (78): 32–35.
  ISSN 0757-4169
  .
• Hitchcock, Thomas H. Messerschmitt 'O-Nine' Gallery. Chicago: Monogram Aviation Publications, 1973.
  ISBN 978-0-914144-00-7
  .
• Holmes, Tony. Spitfire vs Bf 109: Battle of Britain. Oxford, UK/ New York: Osprey, 2007.
  ISBN 1-84603-190-7
  .
• Hooton, Edward R. Blitzkrieg in the West, 1939–1940 (Luftwaffe at War: 2). Hersham, Surrey, UK: Midland Publishing, 2007.
  ISBN 978-1-85780-272-6
  .
• Jackson, Robert. Aircraft of World War II: Development, Weaponry, Specifications. Edison, New Jersey: Chartwell Books, 2003.
  ISBN 0-7858-1696-8
  .
• Kulikov, Victor (March 2000). "Des occasions en or pour Staline, ou les avions allemands en URSS" [Golden Opportunities for Stalin, or German Aircraft in the USSR]. Avions: Toute l'Aéronautique et son histoire (in French) (84): 16–23.
  ISSN 1243-8650
  .
• Kulikov, Victor (April 2000). "Des occasions en or pour Staline, ou les avions allemands en URSS". Avions: Toute l'Aéronautique et son histoire (in French) (85): 44–49.
  ISSN 1243-8650
  .
• Mankau, Heinz and Peter Petrick. Messerschmitt Bf 110, Me 210, Me 410. Raumfahrt, Germany: Aviatic Verlag, 2001.
  ISBN 3-925505-62-8
  .
• Marshall, Francis L. Messerschmitt Bf 109T "Die Jäger der Graf Zeppelin". Gilching, Germany: Marshall-Verlag, 2002.
  ISBN 3-00-008220-4
  .
• Marshall, Francis L. Sea Eagles: The Messerschmitt Bf 109T. Walton on Thames, Surrey, UK: Air Research Publications, 1994.
  ISBN 1-871187-23-0
  .
• Mason, Francis K. Messerschmitt Bf 109B, C, D, E in Luftwaffe & Foreign service. London: Osprey Publishing Limited, 1973.
  ISBN 0-85045-152-3
  .
• Massimello, Giovanni and Giorgio Apostolo. Italian Aces of World War Two. Oxford/New York, Osprey Publishing, 2000.
  ISBN 978-1-84176-078-0
  .
• Osché, Philippe (translated by Patrick Laureau). The Messerschmitt Bf 109 in Swiss Service. Boulogne sur Mer, France: Lela Presse, 1996.
  ISBN 2-914017-31-6
  .
• Price, Alfred. Spitfire Mk. I/II Aces (Osprey's Aircraft of the Aces). London: Osprey, 1996.
  ISBN 84-8372-207-0
  .
• Punka, György. "Messer" : the Messerschmitt 109 in the Royal Hungarian "Honvéd" Air Force. Budapest, Hungary: OMIKK, 1995.
  ISBN 9789635932160
  .
• Radinger, Willy and Walter Schick. Messerschmitt Me 109 (Alle Varianten: vion Bf (Me) 109A bis Me 109E). Oberhaching, Germany: Aviatic Verlag GmbH, 1997.
  ISBN 3-925505-32-6
  .
• Rimmell, Ray. ME 109: Messerschmitt Bf 109E. Chipping Ongar, Essex, UK: Linewrights Ltd., 1986.
  ISBN 0-946958-18-1
  .
• 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 0-425-03633-2
  .
• 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
  .
• Vogt, Harald. Messerschmitt Bf 109 G/K Rüstsatze. Flugzeug Profile 21. Illertissen, Flugzeug Publikations GmbH.
• Weal, John. Bf 109 Aces of the Russian Front. Oxford, UK: Osprey, 2001.
  ISBN 978-1-84176-084-1
  .
• 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 978-1-85532-905-8
  .
• Winchester, Jim. "Messerschmitt Bf 109." Aircraft of World War II: The Aviation Factfile. Kent, UK: Grange Books plc, 2004.
  ISBN 1-84013-639-1
  .

External links

Wikimedia Commons has media related to Messerschmitt Bf 109.

• Messerschmitt Bf 109G-10 – National Museum of the United States Air Force