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| Bf 109E-4/N trop, I/JG27, off the coast of North Africa, summer 1941. |
The Messerschmitt Bf 109 is a monoplane fighter aircraft that was designed and initially produced by the German aircraft manufacturer Bayerische Flugzeugwerke (BFW). Together with the Focke-Wulf Fw 190, the Bf 109 formed the backbone of the Luftwaffe's fighter force during the Second World War. It was commonly called the Me 109 by Allied aircrew and some German aces/pilots, even though this was not the official model designation.
The Bf 109 was designed by Willy Messerschmitt and Robert Lusser, who worked at BFW during the early to mid-1930s. It was conceived as an interceptor. However, later models were developed to fulfill multiple tasks, serving as bomber escort, fighter-bomber, day-, night-, all-weather fighter, ground-attack aircraft, and aerial reconnaissance aircraft. It was one of the most advanced fighters when the fighter first appeared, being furnished with an all-metal monocoque construction, a closed canopy, retractable landing gear, and powered by a liquid-cooled, inverted-V12 aero engine. First flown on 29 May 1935, the Bf 109 entered operational service during 1937; it first saw combat during the Spanish Civil War.
During the Second World War, the Bf 109 was supplied to several states and was present in quantity on virtually every front in the western hemisphere; the fighter was still in service at the end of the conflict in 1945. It continued to be operated by several countries for many years after the conflict. The Bf 109 is the most produced fighter aircraft in history, a total of 34,248 airframes having been produced between 1936 and April 1945. Some of the Bf 109 production took place in Nazi concentration camps through slave labor.
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. He scored 58 of his 94 confirmed victories with the Bf 109. Pilots from Hungary, Romania, Bulgaria, Croatia, Slovakia 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.
Design and Development
Origins
During 1933, the Technisches Amt (C-Amt), the technical department of the Reichsluftfahrtministerium (RLM) ("Reich Aviation Ministry"), concluded a series of research projects into the future of air combat. The result of the studies was four broad outlines for future aircraft:
Rüstungsflugzeug I for a multi-seat medium bomber
Rüstungsflugzeug II for a tactical bomber
Rüstungsflugzeug III for a single-seat fighter
Rüstungsflugzeug IV for a two-seat heavy fighter
Rüstungsflugzeug III was intended to be 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.
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 critical altitude of 6,000 meters was to be reached in no more than 17 minutes, and the fighter was to have an operational ceiling of 10,000 m (33,000 ft). Power was to be provided by the new Junkers Jumo 210 engine of about 522 kW (710 PS; 700 hp). It was to be armed with either a single 20 mm MG C/30 engine-mounted cannon firing through the propeller hub as a Motorkanone, or two synchronized, engine cowl-mounted 7.92 mm (.312 in) MG 17 machine guns, or one lightweight engine-mounted 20 mm MG FF cannon with two 7.92 mm MG 17s. The MG C/30 was an airborne adaption of the 2 cm FlaK 30 anti-aircraft gun, which fired very powerful "Long Solothurn" ammunition, but was very heavy and had a low rate of fire. It was also specified that the wing loading should be kept below 100 kg/m2. The performance was to be evaluated based on the fighter's level speed, rate of climb, and maneuverability, in that order.
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; 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. A fourth company, Focke-Wulf, received a copy of the development contract only in September 1934. 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. 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.
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 Rolls-Royce Kestrel VI engines by trading Rolls-Royce a Heinkel He 70 Blitz for use as an engine test-bed. Messerschmitt received two of these engines and adapted the engine mounts of V1 to take the V-12 engine upright. V1 made its maiden flight at the end of May 1935 at the airfield located in the southernmost Augsburg neighborhood of Haunstetten, piloted by Hans-Dietrich "Bubi" Knoetzsch. After four months of flight testing, the aircraft was delivered in September to the Luftwaffe's central test centre at the Erprobungsstelle Rechlin to take part in the design competition.
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 Rechlin, the prototypes were moved to the subordinate E-Stelle Baltic seacoast facility at Travemünde for the head-to-head portion of the competition. The aircraft participating in the trials were the Arado Ar 80 V3, the Focke-Wulf Fw 159 V3, the Heinkel He 112 V4 and the Bf 109 V2. The He 112 arrived first, in early February 1936, followed by the rest of the prototypes by the end of the month.
Because most fighter pilots of the Luftwaffe were used to biplanes with open cockpits, low wing loading, light g-forces and easy handling like the Heinkel He 51, they were very critical of the Bf 109 at first. However, it soon became one of the frontrunners in the contest, as the Arado and Focke-Wulf entries, which were intended as "backup" programs to safeguard against failure of the two favorites, proved to be completely outclassed. The Arado Ar 80, with its gull wing (replaced with a straight, tapered wing on the V3) and fixed, spatted undercarriage was overweight and underpowered, and the design was abandoned after three prototypes had been built. The parasol winged Fw 159, potentially inspired by the same firm's earlier Focke-Wulf Fw 56, was always considered by the E-Stelle Travemünde facility's staff to be a compromise between a biplane and an aerodynamically more efficient, low-wing monoplane. Although it had some advanced features, it used a novel, complex retractable main undercarriage which proved to be unreliable.
Initially, the Bf 109 was regarded with disfavor 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.
The Heinkel He 112, based on a scaled-down Blitz, was the favorite of the Luftwaffe leaders. Compared with the Bf 109, it was also cheaper. Positive aspects of the He 112 included the wide track and robustness of the undercarriage (this opened outwards from mid wing, as opposed to the 109s which opened from the wing root), considerably better visibility from the cockpit and a lower wing loading that made for easier landings. In addition, the V4 had a single-piece, clear-view, sliding cockpit canopy and a more powerful Jumo 210Da engine with a modified exhaust system. However, the He 112 was also structurally complicated, being 18% heavier than the Bf 109, and it soon became clear that the thick wing, which spanned 12.6 m (41 ft 4 in) with an area of 23.2 m2 (249.7 ft2) on the first prototype (V1), was a disadvantage for a light fighter, decreasing the aircraft's rate of roll and maneuverability. As a result, the He 112 V4 which was used for the trials had new wings, spanning 11.5 m (37 ft 8.75 in) with an area of 21.6 m2 (232.5 ft2). However, the improvements had not been fully tested and the He 112 V4 could not be demonstrated in accordance with the rules laid down by the Acceptance Commission, placing it at a distinct disadvantage.
Because of its smaller, lighter airframe, the Bf 109 was 30 km/h (20 mph) faster than the He 112 in level flight, and superior in climbing and diving. The Commission ultimately ruled in favour of the Bf 109 because of the Messerschmitt test pilot's demonstration of the 109's capabilities during a series of spins, dives, flick rolls and tight turns, throughout which the pilot was in complete control of the aircraft.
In March, the RLM received news that the British Supermarine Spitfire had been ordered into production. It was felt that a quick decision was needed to get the winning design into production as soon as possible, so on 12 March, the RLM announced the results of the competition in a document entitled Bf 109 Priority Procurement, which ordered the Bf 109 into production. At the same time, Heinkel was instructed to radically redesign the He 112. The Messerschmitt 109 made its public debut during the 1936 Berlin Olympics when the V1 prototype was flown.
Design Features
As with the earlier Bf 108, the new design was based on Messerschmitt's "lightweight construction" principle, which aimed to minimize 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.
An advantage of this design was that the main landing gear, which retracted through an 85-degree angle, was attached to the fuselage, making it possible to completely remove the wings for servicing without additional equipment to support the fuselage. It also allowed simplification of the wing structure, since it did not have to bear the loads imposed during takeoff or landing. The one major drawback of this landing gear arrangement was its narrow wheel track, making the aircraft unstable while on the ground. To increase stability, the legs were splayed outward somewhat, creating another problem in that the loads imposed during takeoff and landing were transferred up through the legs at an angle.
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. Experienced pilots reported that the swing was easy to control, but some of the less-experienced pilots lost fighters on takeoff.
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. At least 10% of all Bf 109s were lost in takeoff and landing accidents, 1,500 of which occurred between 1939 and 1941. 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.
From the inception of the design, priority was given to easy access to the powerplant, fuselage weapons and other systems while the aircraft was operating from forward airfields. To this end, the entire engine cowling was made up of large, easily removable panels which were secured by large toggle latches. A large panel under the wing centre section could be removed to gain access to the L-shaped main fuel tank, which was sited partly under the cockpit floor and partly behind the rear cockpit bulkhead. Other, smaller panels gave easy access to the cooling system and electrical equipment. The engine was held in two large, forged, Elektron magnesium alloy Y-shaped legs, one per side straddling the engine block, which were cantilevered from the firewall. Each of the legs was secured by two quick-release screw fittings on the firewall. All of the main pipe connections were color-coded and grouped in one place, where possible, and electrical equipment plugged into junction boxes mounted on the firewall. The entire powerplant could be removed or replaced as a unit in a matter of minutes, a potential step to the eventual adoption of the unitized-powerplant Kraftei engine mounting concept used by many German combat aircraft designs, later in the war years.
Another example of the Bf 109's advanced design was the use of a single, I-beam main spar in the wing, positioned more aft than usual (to give enough room for the retracted wheel), thus forming a stiff D-shaped torsion box. Most aircraft of the era used two spars, near the front and rear edges of the wings, but the D-box was much stiffer torsionally, and eliminated the need for the rear spar. The wing profile was the NACA 2R1 14.2 at the root and NACA 2R1 11.35 at the tip, with a thickness to chord ratio of 14.2% at the root and 11.35% at the tip.
Another major difference from competing designs was the higher wing-loading. While the R-IV contract called for a wing-loading of less than 100 kg/m2, Messerschmitt felt this was unreasonable. With a low wing-loading and the engines available, a fighter would end up being slower than the bombers it was tasked with catching.
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 high-lift devices on the wings, including automatically opening leading edge slats, and fairly large camber-changing flaps on the trailing edge. The slats increased the lift of the wing considerably when deployed, greatly improving the horizontal maneuverability of the aircraft, as several Luftwaffe veterans, such as Erwin Leykauf, attest.
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. 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 armor-plate from the back, and the fuel tank was also behind armor. 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.
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. 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.
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.
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.
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.
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. 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.
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); and 135 to 145 rounds were provided per gun. The total weight, including ammunition, was 215 kg. Installation of the under-wing gun pods was a simple task that could be quickly performed by the unit's armorers, and the gun pods imposed a reduction of speed of only 8 km/h (5.0 mph). 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.
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.
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.
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., akin to BMW) during 1935. The company was renamed Messerschmitt AG after 11 July 1938 when Erhard Milch finally allowed Willy Messerschmitt to acquire the company. All Messerschmitt aircraft that originated after that date, such as the Me 210, were to carry the "Me" designation. Despite regulations by the RLM, wartime documents from Messerschmitt AG, RLM and Luftwaffe loss and strength reports continued to use both designations, sometimes even on the same page.
All extant airframes bear the official "Bf 109" designation on their identification plates, including the final K-4 models. 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 German spelling alphabet of World War II, a practice that was also used for other German aircraft designs. The G-6 variant was nicknamed by Luftwaffe personnel as Die Beule ("the bump/bulge") because of the cowling's characteristic, bulging covers for the breeches of the 13 mm (.51 in) MG 131 machine guns, with the separate Beule covers eliminated by the time of the G-10 model's introduction of a subtly reshaped upper cowling.
Record-setting Flights
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.
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. Both the FAI and contemporary publications, such as Flight, have recorded this aircraft as a Messerschmitt Bf 113 (or Bf 113R).
Heinkel, having had the He 112 rejected in the design competition of 1936, designed and built the He 100. On 6 June 1938, the He 100 V3, flown by Ernst Udet, captured the record with a speed of 634.7 km/h (394.4 mph). On 30 March 1939, test pilot Hans Dieterle surpassed that record, reaching 746.61 km/h (463.92 mph) with the He 100 V8. Messerschmitt, however, soon regained the lead when, on 26 April 1939, Flugkapitän Fritz Wendel, flying the Me 209 V1, set a new record of 755.14 km/h (469.22 mph). For propaganda purposes, the Me 209 V1 aircraft (possibly from its post-July 1938 first flight date) was given the designation Me 109R, with the later prefix, never used for wartime Bf 109 fighters. The Me 209 V1 was powered by the DB 601ARJ, producing 1,156 kW (1,550 hp), but capable of reaching 1,715 kW (2,300 hp). This world record for a piston-engined aircraft was to stand until 1969, when Darryl Greenamyer's modified Grumman F8F Bearcat, Conquest I, broke it with a 777 km/h (483 mph) record speed.
Variants
When the Bf 109 was designed in 1934, by a team led by Willy Messerschmitt and Robert Lusser, its primary role was that of a high-speed, short-range interceptor. It used the most advanced aerodynamics of the time and embodied advanced structural design which was ahead of its contemporaries. In the early years of the war, the Bf 109 was the only single-engined fighter operated by the Luftwaffe, until the appearance of the Fw 190. The Bf 109 remained in production from 1937 through 1945 in many different variants and sub-variants. The primary engines used were the Daimler-Benz DB 601 and DB 605, though the Junkers Jumo 210 powered most of the pre-war variants. The most-produced Bf 109 model was the Bf 109G series (more than a third of all 109s built were the G-6 series, 12,000 units being manufactured from March 1943 until the end of the war). The initial production models of the A, B, C and D series were powered by the relatively low-powered, 670–700 PS (493–515 kW; 661–690 hp) Junkers Jumo 210 series engines. A few prototypes of these early aircraft were converted to use the more powerful DB 600.
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 kilometers (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 liters (79 US gallons) drop-tank and used the DB 601N engine of higher power output. 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. (Eight Bf 109Es were assembled in Switzerland in 1946 by the Dornier-Werke, using license-built airframes; a ninth airframe was assembled using spare parts.)
The second big redesign during 1939–40 gave birth to the F series. The Friedrich had new wings, cooling system and fuselage aerodynamics, with the 1,175 PS (864 kW; 1,159 hp) DB 601N (F-1, F-2) or the 1,350 PS (993 kW; 1,332 hp) DB 601E (F-3, F-4). Considered by many as the high-water mark of Bf 109 development, the F series abandoned the wing cannon and concentrated all armament in the forward fuselage with a pair of synchronized machine guns above and a single 15 or 20 mm Motorkanone-mount cannon behind the engine, the latter firing between the cylinder banks and through the propeller hub, itself covered by a more streamlined, half-elliptical shaped spinner that better matched the streamlining of the reshaped cowling, abandoning the smaller, conical spinner of the Emil subtype. The F-type also omitted the earlier stabilizer lift strut on either side of the tail. The improved aerodynamics were used by all later variants. Some Bf 109Fs were used late in the Battle of Britain in 1940 but the variant came into common use only in the first half of 1941.
The G series, or Gustav, was introduced in mid-1942. Its initial variants (G-1 through G-4) differed only in minor details from the Bf 109F, most notably in the more powerful 1,475 PS (1,085 kW; 1,455 hp) DB 605 engine. Odd-numbered variants were built as high-altitude fighters with a pressurized cockpit and GM-1 boost, while even-numbered variants were un-pressurized, air superiority fighters and fighter-bombers. Long-range photo-reconnaissance variants also existed. The later G series (G-5 through G-14) was produced in a multitude of variants, with uprated armament and provision for kits of packaged, generally factory-installed parts known as Umrüst-Bausätze ("conversion kits", usually contracted to Umbau) and adding a "/U" suffix to the aircraft designation when installed. Field kits known as Rüstsätze were also available for the G-series but those did not change the aircraft title. By early 1944, tactical requirements resulted in the addition of MW-50 water injection boost and high-performance superchargers, boosting engine output to 1,800–2,000 PS (1,324–1,471 kW; 1,775–1,973 hp). From early 1944, some G-2s, G-3s, G-4s and G-6s were converted to two-seat trainers, known as G-12s. An instructor's cockpit was added behind the original cockpit and both were covered by an elongated, glazed canopy.
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. 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.
After the war, the 109 was built in Czechoslovakia, as the Avia S-99 and Avia S-199 (with twenty-five S-199s serving with Israel in 1948) and in Spain as the Hispano Aviación Ha 1109 and Ha 1112.
Type: Fighter
Manufacturer:
Bayerische Flugzeugwerke (BFW)
Messerschmitt
Designer:
Willy Messerschmitt
Robert Lusser
Primary users:
Luftwaffe
Royal Hungarian Air Force
National Republican Air Force
Royal Romanian Air Force
Number built:
34,248
+603 Avia S-199
+239 HA-1112
Introduction date: February 1937
First flight: 29 May 1935
Retired:
9 May 1945, Luftwaffe
27 December 1965, Spanish Air Force
Variants:
Avia S-99/S-199
Hispano Aviación HA-1112
Production
Total Bf 109 production was 33,984 units; wartime production (September 1939 to May 1945) was 30,573 units. Fighter production totaled 47% of all German aircraft production, and the Bf 109 accounted for 57% of all German fighter types produced. A total of 2,193 Bf 109 A–E was built prewar, from 1936 to August 1939.
In January 1943, as part of an effort to increase fighter production, Messerschmitt licensed an SS-owned company, DEST, to manufacture Bf 109 parts at Flossenbürg concentration camp. Messerschmitt provided skilled technicians, raw materials, and tools and the SS provided prisoners, in a deal that proved highly profitable for both parties. Production at Flossenbürg started in February. The number of prisoners working for Messerschmitt increased greatly after the bombing of Messerschmitt's Regensburg plant on 17 August 1943. Erla, a subcontractor of Messerschmitt, established Flossenbürg subcamps to support its production: a subcamp at Johanngeorgenstadt, established in December 1943, to produce tailplanes for the Bf 109, and another subcamp at Mülsen-St. Micheln which produced Bf 109 wings, in January 1944. The Flossenbürg camp system had become a key supplier of Bf 109 parts by February 1944, when Messerschmitt's Regensburg plant was bombed again during "Big Week". Increased production at Flossenbürg was essential to restoring production in the aftermath of the attacks.
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.
After the August 1943 Regensburg raid, some Bf 109 production was relocated to Gusen concentration camp in Austria, where the average prisoner's life expectancy was six months. In order to make the new production facilities bomb-proof, other prisoners were forced to build tunnels so that production could be relocated underground. Many died while performing this hazardous duty. By mid-1944, more than a third of the production at the Regensburg factory originated in Flossenbürg and Gusen alone; only the final assembly was done in Regensburg. Separately, Erla employed thousands of concentration camp prisoners at Buchenwald on 109 production. Forced labor at Buchenwald produced approximately 300 Bf 109 fuselages, tail sections, and wings before the end of the war.
Some 865 Bf 109G derivatives were manufactured postwar under license as Czechoslovak-built Avia S-99 and S-199s, with the production ending in 1948. Production of the Spanish-built Hispano Aviación HA-1109 and HA-1112 Buchons ended in 1958.
|
New-production Messerschmitt Bf 109 Fighters, 1936–45 |
|||||||||
|
Factory, location |
Up to 1939 |
1939 |
1940 |
1941 |
1942 |
1943 |
1944 |
1945* |
Totals* |
|
Messerschmitt GmbH, Regensburg |
203 |
486 |
2,164 |
6,329 |
1,241 |
10,423 |
|||
|
Arado, Warnemünde |
370 |
370 |
|||||||
|
Erla Maschinenwerk, |
683 |
875 |
2,015 |
4,472 |
1,018 |
9,063 |
|||
|
Gerhard-Fieseler-Werke, Kassel |
155 |
155 |
|||||||
|
W.N.F., Wiener Neustadt |
836 |
1,297 |
2,200 |
3,081 |
541 |
7,955 |
|||
|
Győri Vagon- és Gépgyár, Győr |
4 |
220 |
399 |
10 |
633 |
||||
|
AGO, Oschersleben |
381 |
381 |
|||||||
|
Totals |
1,860 |
1,540 |
1,868 |
2,628 |
2,662 |
6,609 |
14,281 |
2,800 |
34,248 |
* Production up to end of March 1945 only.
|
Variant |
Number |
Years produced |
|
Bf 109A |
22 |
1937 - 1938 |
|
Bf 109B |
341 |
1937 - 1938 |
|
Bf 109C |
58 |
1938 spring - 1938 late |
|
Bf 109D |
647 |
1938 - 1939 |
|
Bf 109E-1 |
1,183 |
1938 late - 1940 |
|
Bf 109E-3 |
1,276 |
1939 - 1940 |
|
Bf 109E-4 |
561 |
1939 - 1940 |
|
Bf 109E-5 |
19 |
1939 - 1940 |
|
Bf 109E-7 |
438 |
1940 August - 1941 |
|
Bf 109F-1 |
208 |
1940 July - 1941 January |
|
Bf 109F-2 |
1,384 |
1940 October - 1941 August |
|
Bf 109F-3 |
15 |
1940 October - 1941 January |
|
Bf 109F-4 |
1,841 |
1941 May - 1942 May |
|
Bf 109F-5 |
1 |
1940 October |
|
Bf 109G-1 |
167 |
1942 February - June |
|
Bf 109G-2 |
1,587 |
1942 May - 1943 February |
|
Bf 109G-3 |
50 |
1943 January |
|
Bf 109G-4 |
1,246 |
1942 September - 1943 May |
|
Bf 109G-5 |
475 |
1943 February - 1944 June |
|
Bf 109G-5/AS |
16 converted |
1944 April - 1944 June |
|
Bf 109G-6 |
~5000+ |
1943 February-1943 August - October |
|
Bf 109G-6 with Erla Hood |
~2000+ |
1943 August - Sept - 1944 March |
|
Bf 109G-6 with Erla Hood, |
~5,000+ |
1944 January - 1944 Sept |
|
Bf 109G-6/AS with MW-50 |
226 produced + 460 converted |
1944 April - 1944 August |
|
Bf 109G-8 |
906 |
1943 August-1945 February |
|
Bf 109G-10 |
2,600+ |
1944 September - 1945 March |
|
Bf 109G-10/AS |
100 |
1944 September - 1944 November |
|
Bf 109G-12 |
500 planned/converted |
1943 December - 1944 July |
|
Bf 109G-14 |
5,500+ |
1944 July - 1945 February |
|
Bf 109G-14/AS |
~1,373+ |
1944 July - 1945 March |
|
Bf 109K-4 |
1,700+ |
1944 August - 1945 March |
|
Bf 109K-6 |
1 prototype |
1944 Autumn |
|
Totals |
36,901 with conversions |
- |
Operational History
The first Bf 109As served in the Spanish Civil War. By September 1939, the Bf 109 had become the main fighter of the Luftwaffe, replacing the biplane fighters, and was instrumental in gaining air superiority for the Wehrmacht during the early stages of the war. During the Battle of Britain, it was pressed into the role of escort fighter, a role for which it was not originally designed, and it was widely employed as a fighter-bomber, as well as a photo-reconnaissance platform. Despite mixed results over Britain, with the introduction of the improved Bf 109F in early 1941, the type again proved to be an effective fighter during the Invasion of Yugoslavia (where it was used by both sides), the Battle of Crete, Operation Barbarossa (the invasion of the USSR) and the Siege of Malta.
In 1942, it began to be partially replaced in Western Europe by a new German fighter, the Focke-Wulf Fw 190, but it continued to serve in a multitude of roles on the Eastern Front and in the Defense of the Reich, as well as in the Mediterranean Theatre of Operations and with Erwin Rommel's Afrikakorps. It was also supplied to several of Germany's allies, including Italy, Finland, Hungary, Romania, Bulgaria, Croatia and Slovakia.
More aerial kills were made with the Bf 109 than any other aircraft of World War II. Many of the aerial victories were accomplished against poorly trained and badly organized Soviet forces in 1941 during Barbarossa. The Soviets lost 21,200 aircraft, about half to combat. 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 American long-range fighters appeared very early in 1944, that steadily gave the Allies daylight air supremacy over the Reich — led to the highest-ever individual pilot victory scores. One hundred and five Bf 109 pilots were each credited with the destruction of 100 or more enemy aircraft. Thirteen of these men scored more than 200 kills, while two scored more than 300. Altogether, this group of pilots was credited with a total of nearly 15,000 kills. 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. Against the Soviets, Finnish-flown Bf 109Gs claimed a victory ratio of 25:1.
Bf 109s remained in foreign service for many years after the war. The Bf109 was the first aircraft deployed at the beginning 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 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.
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.
Kingdom of 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.
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.
Italy
Regia Aeronautica operated several tens of Bf 109s in the first half of 1943.
Italian Social Republic
Aeronautica Nazionale Repubblicana operated 300 G-6/-10/-14s and two G-12s; three K-4s were also received.
Empire of Japan
Imperial Japanese Army Air Force purchased 5 E-7s in 1941. The aircraft were used for tests and trials.
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 (1939 - 1945)
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.
Turkey – (captured)
Turkish Air Force two aircraft were confiscated after emergency landings.
Yugoslavia
Royal Yugoslav Air Force operated 73 E-3a variants.
SFR Yugoslav Air Force operated several ex-NDH and Bulgarian Bf 109Gs.
Specifications (Bf 109G-6)
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
Empty weight: 2,247 kg (4,954 lb)
Gross weight: 3,148 kg (6,940 lb)
Maximum 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
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)
622 km/h (386 mph; 336 kn) at 8,000 m (26,000 ft)
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)
Ferry range: 1,144–1,994 km (711–1,239 mi, 618–1,077 nmi) 1,144 km without and 1,994 km with droptank
Service ceiling: 12,000 m (39,000 ft)
Rate of climb: 22.7 m/s (4,470 ft/min)
Wing loading: 196 kg/m2 (40 lb/sq ft)
Power/mass: 0.344 kW/kg (0.209 hp/lb)
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 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 gondolas 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: FuG 16Z radio
Bibliography
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Brotzu, Emilio; Casò, Michele; Caruana, Richard E; Cosolo, Gherardo (1972). Dimensione Cielo – Aerei italiani nella 2° guerra mondiale: Caccia Assalto 3 (in Italian). Roma, Italy: Edizioni Bizzarri.
Broucek, Peter (2008). Die österreichische Identität im Widerstand 1938–1945 (in German). Edition Steinbauer.
Caidin, Martin (1968). Me 109 – Willy Messerschmitt's Peerless Fighter. Ballantine's illustrated history of World War II. Weapons book no. 4. New York, US: Ballantine Books.
Cross, Roy; Scarborough, Gerald (1976). Messerschmitt Bf 109, Versions B-E. London, UK: Patrick Stevens.
Deighton, Len (1977). Fighter: The True Story of the Battle of Britain. London, UK: Jonathan Cape.
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.
Ebert, Hans A.; B. Kaiser, Johann; Peters, Klaus (2000). Willy Messerschmitt: Pioneer of Aviation (The History of German Aviation Design). Atglen, Pennsylvania: Schiffer Books.
Ebert, Hans; Kaiser, Johann; Peters, Klaus (1992). Willy Messerschmitt, Pionier der Luftfahrt und des Leichtbaues : eine Biographie (in German). Bonn: Bernard & Graefe.
Feist, Uwe (1993). The Fighting Me 109. London, UK: Arms and Armour Press.
Fernández-Sommerau, Marco (2004). Messerschmitt Bf 109 Recognition Manual. Hersham, Surrey, UK: Classic Publications.
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Green, William; Swanborough, Gordon (2001). The Great Book of Fighters. MBI Publishing.
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Hitchcock, Thomas H. (1976). Gustav: Messerschmitt 109G part 1. Boylston, Massachusetts: Monogram Aviation Publications. I
Kobel, Franz; Mathmann, Jakob Maria (1997). Bf 109. Atglen, Pennsylvania: Schiffer Publishing.
Lawrence, Joseph (1945). The Observer's Book Of Airplanes. London, UK and New York, US: Frederick Warne & Co.
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Messerschmitt Bf 109G; technisch Kompendium, Handbücher, Ersatztelliste, Bewaffnung Bedienungsvorschrift/Fl, Bordfunkanlage, Lehrbildreihe; 1942/1944. [Elektronische Resource] (in German) (Reprint ed.). Ludwigsburg, Germany: Luftfahrt-Archiv. 2006.
Messerschmitt Bf 109K; technisch Kompendium, Handbüch, Ersatztelliste, Rep.-Answeisung, Bewaffnung Bedienungsvorschrift; 1943–1944. [Elektronische Resource] (in German) (Reprint ed.). Ludwigsburg, Germany: Luftfahrt-Archiv. 2006.
Morgan, Eric B.; Shacklady, Edward (2000). Spitfire: The History. Stamford, UK: Key Books Ltd.
Neulen, Hans Werner (2000). In the Skies of Europe. Ramsbury, Marlborough, UK: The Crowood Press.
Nowarra, Heinz (1993). Die Deutsche Luftrüstung 1933–1945, Band 3: Flugzeugtypen Henschel-Messerschmitt (in German). Koblenz, Germany: Bernard & Graefe.
Prien, Jochen; Rodeike, Peter (1995). Messerschmitt Bf 109 F, G & K Series: An Illustrated Study. Atglen, Pennsylvania: Schiffer Publishing.
Radinger, Willy; Otto, Wolfgang (1999). Messerschmitt Bf 109 F-K – Development, testing, production. Atglen, Pennsylvania: Schiffer Publishing.
Ritger, Lynn (2006). Messerschmitt Bf 109 Prototype to 'E' Variants. Bedford, UK: SAM Publications.
Savic, D.; Ciglic, B. (2002). Croatian Aces of World War II (Osprey Aircraft of the Aces 49). Oxford, UK: Osprey.
Schafranek, Hans (2017). Widerstand und Verrat: Gestapospitzel im antifaschistischen Untergrund (in German). Vienna, Austria: Czernin Verlag.
Sinnhuber, Karl (2012). Salzburg To Stalingrad. UK: Milton Keynes.
Stehle, Hansjakob (5 January 1996). "Die Spione aus dem Pfarrhaus" [The spy from the rectory]. Die Zeit (in German). Retrieved 21 November 2022.
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Vajda, Ferenc A.; Dancey, Peter (1998). German Aircraft Industry and Production, 1933–1945. McFarland.
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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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.
Avila Cruz, Gonzalo (May–June 2000). "Bipalas, Tripalas and Knapsacks: Messerschmitt Bf 109s in Spanish Service". Air Enthusiast. 87: 62–71.
Beale, Nick; D'Amico, Ferdinando; Valentini, Gabriele (1996). Air War Italy: Axis Air Forces from Liberation of Rome to the Surrender. Shrewsbury, UK: Airlife.
Bergström, Christer; Pegg, Martin (2003). Jagdwaffe: The War in Russia, January–October 1942. Luftwaffe Colours. Vol. 3. London, UK: Classic Colours Publications.
Burke, Stephen (2007). Without Wings: The Story of Hitler's Aircraft Carrier. Oxford, UK: Trafford Publishing.
Caldwell, Donald L. (1991). JG 26: Top Guns of the Luftwaffe. New York, US: Ballantine Books.
Craig, James F. (1968). The Messerschmitt Bf.109. New York, US: Arco Publishing Company.
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.
Hitchcock, Thomas H. (1973). Messerschmitt 'O-Nine' Gallery. Chicago, US: Monogram Aviation Publications.
Holmes, Tony (2007). Spitfire vs Bf 109: Battle of Britain. Oxford, UK/New York: Osprey.
Hooton, Edward R. (2007). Blitzkrieg in the West, 1939–1940 (Luftwaffe at War: 2). Hersham, Surrey, UK: Midland Publishing.
Jackson, Robert (2003). Aircraft of World War II: Development, Weaponry, Specifications. Edison, New Jersey: Chartwell Books.
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.
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.
Mankau, Heinz; Petrick, Peter (2001). Messerschmitt Bf 110, Me 210, Me 410. Raumfahrt, Germany: Aviatic Verlag.
Marshall, Francis L. (2002). Messerschmitt Bf 109T "Die Jäger der Graf Zeppelin" (in German). Gilching, Germany: Marshall-Verlag.
Marshall, Francis L. (1994). Sea Eagles: The Messerschmitt Bf 109T. Walton on Thames, Surrey, UK: Air Research Publications.
Mason, Francis K. (1973). Messerschmitt Bf 109B, C, D, E in Luftwaffe & Foreign service. London, UK: Osprey Publishing Limited.
Massimello, Giovanni; Giorgio Apostolo (2000). Italian Aces of World War Two. Oxford/New York: Osprey Publishing.
Osché, Philippe; Patrick Laureau (1996). The Messerschmitt Bf 109 in Swiss Service (in French). Boulogne sur Mer, France: Lela Presse.
Price, Alfred (1996). Spitfire Mk. I/II Aces (Osprey's Aircraft of the Aces). London, UK: Osprey.
Punka, György (1995). "Messer" : the Messerschmitt 109 in the Royal Hungarian "Honvéd" Air Force. Budapest, Hungary: OMIKK.
Radinger, Willy; Walter Schick (1997). Messerschmitt Me 109 (Alle Varianten: vion Bf (Me) 109A bis Me 109E) (in German). Oberhaching, Germany: Aviatic Verlag GmbH.
Rimmell, Ray (1986). ME 109: Messerschmitt Bf 109E. Chipping Ongar, Essex, UK: Linewrights Ltd.
Scutts, Jerry (1994). Bf 109 Aces of North Africa and the Mediterranean. Oxford, UK: Osprey Publishing.
Shores; B. Cull; N. Malizia (1987). Air War for Yugoslavia, Greece & Crete – 1940–41. London, UK: Grub Street.
Starr, Chris (May 2005). "Developing Power: Daimler-Benz and the Messerschmitt Bf 109". Aeroplane. Vol. 33, no. 5 #385. London, UK: IPC Media Ltd.
Stenman, Kari; Kalevi Keskinen (1998). Finnish Aces of World War 2 (Osprey Aircraft of the Aces 23). London, UK: Osprey Publishing Limited.
Taylor, John W.R. (1969). Messerschmitt Bf 109. New York, US: G.P. Putnam's Sons.
Thompson, J. Steve; Peter C. Smith (2008). Air Combat Manoeuvres. Hersham, Surrey, UK: Ian Allan Publishing.
U.S. Army Air Force (2000). German Aircraft and Armament: Informational Intelligence, Summary No. 44–32, October 1944 (Informational Intelligence Summary). New York, US: Brassey's Inc.
Vogt, Harald. Messerschmitt Bf 109 G/K Rüstsatze. Flugzeug Profile 21 (in German). Illertissen, Germany: Flugzeug Publikations GmbH.
Weal, John (2001). Bf 109 Aces of the Russian Front. Oxford, UK: Osprey.
Weal, John (1996). BF 109D/E Aces 1939–41. Oxford, UK: Osprey.
Weal, John (2000). Bf 109F/G/K Aces of the Western Front. Oxford, UK: Osprey.
Winchester, Jim (2004). Messerschmitt Bf 109. Kent, UK: Grange Books plc.
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| Bf 109 V1. |
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| Bf 109B-2. |
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| Bf 109C-1. |
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| Bf 109E-3. |
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| Bf 109T-1. |
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| Bf 109F-2. |
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| Bf 109H-1. |
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| Bf 109 K-4. |
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| Bf 109Z-1. |
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| Bf 109E-4/N Trop, I/JG 27, North Africa. |
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| Bf 109Es, I/JG27, over the Western Desert near the coast. |
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| Bf 109E, I/JG 27, showing the effectiveness of its camouflage. |
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| Messerschmitt Bf 109. |
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| Contemporary painting of Bf 109s attacking RAF Blenheim bombers. |
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| Bf 109E-4 during flight trials in standard 1941 color scheme with radio call-sign codes CI+EJ. |
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| Tail of Bf 109 (WerkNr 1559) flown by Walter Oesau showing victory markings. |
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| Bf 109. |
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| Bf 109 makes a low-level pass over its airfield, signifying a successful mission. |
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| Pilots of Bf 109s on the Eastern Front. |
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| Romanian Bf 109 at Stalingrad. |
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| Production line for Bf 109G. |
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| Ground crew performing engine maintenance on Bf 109. |
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| Bf 109G-2, Finnish Air Force, Helsinki Malmi, airport in June 1943. |
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| Werner Mölders in his Messerschmitt Bf 109F-1, Western Front. |
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| Another view of Werner Mölders in his Messerschmitt Bf 109F-1, Western Front. |
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| Bf 109E, 2. Staffel, I. Gruppe, Jagdgeschwader 26. |
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| Bf 109E, Finland. |
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| Adding to the scoreboard on the rudder of an Bf 109. |
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| Bf 109E. |
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| Bf 109E, III. Gruppe, Jagdgeschwader 27, Bulgaria, 1941. |
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| Bf 109E undergoing engine replacement, III. Gruppe, Jagdgeschwader 27, Bulgaria, 1941. |
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| Bf 109Es of a Jagdfliegerschule. |
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| Bf 109E, 1. Ergänzungsgruppe Staffel, Jagdgeschwader 26. |
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| Ground crew loading MG 17 machine guns on a Bf 109E, I. Gruppe, Jagdgeschwader 27, North Africa. |
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| Bore sighting wing machine guns on a Bf 109E, 7. Staffel, III. Gruppe, Jagdgeschwader 27, North Africa. |
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| Bf 109E, Oblt., Walter Stengel, 6. Staffel, II. Gruppe, Jagdgeschwader 51. |
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| An Italian pilot on the Bf 109E of Obfw. Werner Gerhardt, 2. Staffel, I. Gruppe, Jagdgeschwader 1, January 1941. |
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| The Italian pilot with Obfw. Werner Gerhardt, alongside Gerhardt’s the Bf 109E, 2. Staffel, I. Gruppe, Jagdgeschwader 1, January 1941. |
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| The nose of Gerhardt’s Bf 109E, 2. Staffel, I. Gruppe, Jagdgeschwader 1, January 1941. |
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| Gerhardt and other Luftwaffe pilots with Italian pilots in front of Gerhardt’s Bf 109E, 2. Staffel, I. Gruppe, Jagdgeschwader 1, January 1941. |
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| Bf 109G undergoing engine maintenance. |
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| Bf 109F, JG 53, Russia. |
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| Luftwaffe airman holds the funnel while a mechanic pours oil into the engine of a Bf 109E. |
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| Bf 109. |
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| Captured Bf 109, JG 53. |
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| As one ground crewman gives the Bf 109E-3 of JG 2 a final check before a flight, another ground crewman helps the pilot into his parachute. France, 1940. |
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| Hungarian Bf 109F. |
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| Bf 109F-2, 5./JG 52, in an unusual scheme with maroon or brown and gray green RLM 74 with squiggles of light blue RLM 76. |
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| Another view of Bf 109F-2 of 5./JG 52. |
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| Bf 109F, IA-NG, over the Alps en route to North Africa, November 1942. |
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| Bf 109F, SA+NG, taking off from München for North Africa, November 1942. |
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| Bf 109F, Jagdfliegerschule 2. |
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| Bf 109F, 7. Staffel, III. Gruppe, Jagdgeschwader 51, Eastern Front. |
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| Bf 109F, Jagdfliegerschule 2. |
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| Bf 109G, 3. Staffel, I. Gruppe, Jagdgeschwader 53. |
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| Bf 109F, Jagdgeschwader 27, North Africa. |
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| Bf 109F, Hungarian air force, 1942. |
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| Another view of Bf 109F, Hungarian air force, 1942. |
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| Another view of Bf 109F, Hungarian air force, 1942. |
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| Bf 109G. |
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| Bf 109G. |
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| Bf 109F. |
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| Bf 109G/Trop, JG 53 “Pik-As,” Sicily, 1943. |
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| Bf 109Es, JG 53 “Pik As,” Calais, France, August 1940. |
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| Bf 109G undergoing engine maintenance. |
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| Bf 109Ds. |
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| A cartload of hay drawn by oxen has awakened the pilot of this Bf 109, JG 53, at Cancello, a landing strip in the Apennines south of Rome, fall 1943. |
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| German airmen playing cards alongside a Bf 109E-7/Trop, 2./JG 27, El Gazala, Libya. |
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| Hans Joachim Marseille sitting on the edge of the cockpit of a Bf 109F-4 Trop, “Yellow 14,” W.Nr. 8693, 3.JG 27. |
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| Scramble! Pilots of the Condor Legion sprint to their Bf 109E-1 fighters for a combat sortie during the Spanish Civil War. |
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| Bf 109B-2, 6-42, 2/J88 (first unit to operate the Bf 109 in Spain), Condor Legion, Mediterranean coastline near Benicarlo, Spain, early summer 1938. |
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| The Bf 109C-2 was easily identifiable by the protruding exhaust pipes and the large radiator. |
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| The business end of a Bf 109F. |
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| The early Bf 109s had a fixed tail wheel, two-bladed propeller, only small caliber machine guns and a large radiator under the engine. |
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| A fitter wires up the firing button of a Bf 109E-4. The gunsight head with reflector has not yet been installed, although the selector box can be seen at the top of the instrument panel. |
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| Luftwaffe fighter pilots of JG 102 wearing the summer flying suits during a briefing. |
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| Bf 109C-2s of JG 102 prior to the outbreak of the war. |
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| Bf 109C of Geschwader 1A of 1/JG 131 “Richthofen” at Döberitz, November 1938. |
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| Closed cockpit of the Bf 109C. The Revi gunsight is clearly visible behind the unarmored windshield. |
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| The Bf 109C was built under license by Arado, Focke-Wulf, Erla and Fieseler. The total Bf 109 inventory as of September 1938 consisted of 583 machines. |
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| Luftwaffe mechanics of 2/JG 71 during maintenance on the Junkers Jumo 210 engine of the Bf 109C-2 during 1938. The C-2 was armed with five 7.9-mm MG 17 machine guns; one was engine mounted. |
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| A Bf 109C is coming in at Bernberg. |
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| Bf 109C of 2/JG 71 stationed in Friedrichshafen, fall 1939, on take-off. |
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| Maintenance on the two engine-mounted 7.9mm MG 17 of an Bf 109C-1 of the III/JG 54 “Grünherz.” |
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| JG 102 stationed in Bernburg, Austria, 1938. Of the 643 first-line fighters of the Luftwaffe, less than half were Bf 109s. |
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| As can be seen in this photo, the canopy of the Bf 109 was of simple construction, with all parts riveted together. |
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| The pilot in this Bf 109C of 1/JG 37 is wearing the unlined flying helmet with built-in earphones. |
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| Mechanics are checking the FG radio equipment of a Bf 109C-2. |
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| The Bf 109s were kept in constant top readiness. A Bf 109C-2 of the III Gruppe, JG 54, during machine gun maintenance. |
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| The cockpit canopy of the Bf 109 remained almost unchanged through the E model and no armor protection was afforded for the pilot. |
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| Pilot with his Bf 109. |
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| The port wing MG 17 maintenance panel is open and the MG barrel is partly visible. |
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| Bf 109E-4/B, 8/JG 1. |
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| Bf 109E-7. Except for having provision for either a 300-liter drop tank of a bomb load varying from a single 50-kilogram bomb to one of 250 kilograms, this model was identical to the E-4N. |
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| Bf 109 returns safely despite excessive damage caused by British fire. |
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| Bf 109 engines. |
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| Ground crew using a jack to raise a Bf 109E, I./JG 51, after the port landing gear collapsed during a landing. |
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| Bf 109E over the white cliffs of Dover. |
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| An unusual modification to a Bf 109E. Considerable research was carried out in Germany into the possibility of mounting over-wing slipper fuel tanks to Bf 109s and Fw 190s. This in turn led to the “para-capsule” project illustrated here. The upper forward section of the fuel tank was replaced by a transparency, and it was intended that a parachutist with full equipment should be accommodated in the housing. The operational potential was presumably for low-level dropping of agents, or the evacuation of casualties. |
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| Bf 109Es await as the pilots have a pre-flight briefing. |
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| Bf 109E, Russia. |
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| Bf 109F-2, I./JG 3, Lt. Detlev Rohwer. Personal “Goetz” symbol beneath cockpit. |
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| Bf 109E, Russia. Ground crew ride the wings to guide the pilot as he taxis. |
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| Bf 109E. |
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| Shot-down Bf 109, Russia. |
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| Bf 109E-3, 8/JG 51, late 1939/early 1940. |
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| Bf 109E-1, Lt. Josef Priller, Stab I/JG 51. |
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| Lt. Josef Priller in the cockpit of his Bf 109E-1, Stab I/JG 51. |
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| Bf 109E-1, 6./JG 52. |
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| The Bf 109G-10/R6 with a 20mm MG 151/20 cannon under the wings. Each cannon carried 125 rounds of ammunition. |
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| Bf 109E-1 being re-armed. The ground crew are amused by their black cat mascot who is mimicking the cat on the unit’s badge on the nose of the fighter. |
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| Oberleutnant Georg Schentke, on the wing of his Bf 109G, JG 3 “Udet,” Pitomnik airfield, Stalingrad, September 1942. On 25 December 1942, his plane was hit by anti-aircraft fire. He bailed out, was captured by Russian troops who beat him to death. After this incident, a directive from the Russian command of the Don Front, forbid the beating, lynching or killing of captured German pilots. |
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| An Bf 109C-1 of 1/JG 137. Note the oil cooler beneath the port wing and the machine gun opening in the wing center. The fuel hose is leading over the wing to the L-shaped fuel tank located under the pilot’s seat. |
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| The “schwarze Katze” of 8th Staffel, JG 51 “Mölders” on the fuselage side of a Bf 109E. |
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| Bf 109s of Jagdgeschwader 53 about to take off from Wissant, prior to a mission against England in 1940. |
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| Bf 109K-4 of 6./JG 53 captured by American forces near the end of the war. |
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| Bf 109E-1, 6./JG 52. |
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| Bf 109, Russia. |
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| Unteroffizier Walburger’s Bf 109 crash landed near Uckfield after being shot down during the noon raid on 15 September 1940. His aircraft is seen here some weeks later beside the boarded up Nelson’s Column in Trafalgar Square, where it was placed on exhibition as part of a national savings drive. |
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| Bf 109E. |
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| Bf 109. |
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| Gun camera still of the destruction of a Bf 109 by a U.S. fighter. |
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| Another gun camera still of the destruction of a Bf 109 by a U.S. fighter. |
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| Another gun camera still of the destruction of a Bf 109 by a U.S. fighter. |
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| Bf 109C. |
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| Bf 109E. |
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| Bf 109 carrying a bomb about to begin its take-off. |
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| Captured Bf 109G surrounded by Lockheed P-38 Lightings. |
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| Bf 109 on assembly line. |
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| Crashed Bf 109. |
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| Bf 109 flies along the English coast with the masts of British radar in the background. |
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| Bf 109 with bomb on centerline rack. |
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| Bf 109 fighter armed with eight-inch rockets in underwing tubes. |
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| Neat line-up of Bf 109E-4s in 1940. |
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| Bf 109s, DN+YO and DN+YW, on the factory flight line awaiting delivery after flight tests. |
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| Bf 109E-1, III./JG 52, Kabaracie, Rumania, 1941. |
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| Bf 109 brought down by French anti-aircraft fire, 1940. |
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| Bf 109 crash-landed and flipped over on its back in a field in Germany, found by advancing U.S. troops. Good view of seldom seen underside details. |
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| Bf 109 cockpit. |
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| Bf 109F-4, WNr 8334, White 10, Oberleutnant Wolfdieter Huy, III/JG77, winter 1941/42. |
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| Hauptmann Wolfdieter Huy, summer 1942. |
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| Scoreboard on the rudder of Oberleutnant Huy’s Bf 109F-4, WNr. 8282, 1942. |
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| Bf 109E-3, 3./JG 1, after nosing over in the soft earth upon landing, de Kooy, Netherlands, spring 1941. |
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| Interior of fuselage of Bf 109, looking towards tail. |
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| Bf 109E-3, 8./JG 26, France, July 1940. The staffel emblem is angry Adamson, a popular cartoon character. |
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| Bf 109 engine and nose armament. |
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| Bf 109 powerplant. |
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| Bf 109E-1, IV./JG 132, August 1939. |
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| Bf 109E-1, 8./JG 2, 1940-41. Ground crewman has just started engine and holds starter crank. |
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| Bf 109C-1, I./JG 131, Gutenfeld, East Prussia. |
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| Bf 109G-3, III./JG 77. Gruppen’s wolf’s head emblem with “Wander-Zirkus / Ubben” (Traveling Circus / Ubben). |
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| Galland in an Emil of JG26. Galland’s personal emblem was not on the aircraft when this photo was taken |
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| Adolf Galland, Messerschmitt Bf 109 with his personal emblem beneath the cockpit. |
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| Adolf Galland as Commander of III/JG 26 “Schlageter” in his yellow-nosed Bf 109E-3 with personal emblem beneath cockpit in July 1940. Note the telescopic sight. |
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| Major Adolf Galland, the commander of Jagdgeschwader 26, shown here in his personal Bf 109. Galland scored his 33rd aerial victory during the 15 September 1940 raid on London when he shot down Sergeant J. Hubacek of 310 Squadron, who bailed out with minor injuries. |
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| Personal emblem of Maj. Adolf Galland, Jagdgeschwader 26. |
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| Bf 109E-1, 8./JG 2, France, May 1940. With the aircraft stationed at an improvised airfield close to the front, the ground crew stays close to the aircraft with their rifles ready. |
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| Bf 109E-4, II./JG 54, Lt. Steindl, carrying a 550-pound bomb, over Leningrad, 1942. |
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| Bf 109G-5 of a fighter school as indicated by the SL+EF and “26” beneath the cockpit. |
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| Bf 109G-1/Trop, JG 53, southern Italy, 1943. |
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| Bf 109 camouflaged at a German airfield in Russia. |
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| Bf 109E-1, JG 53, 1939. Group insignia is on nose. The insignia beneath the cockpit is unidentified. |
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| Bf 109G (in the series included between the G-4 and the G-8) with R7 aerial during testing. |
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| Bf 109G (412951), white “16,” in front of hangar on Luftwaffe airfield. |
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| Bf 109G (perhaps a G-5 or -6) abandoned as unserviceable. |
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| Interior of Wiener Neustadt factory. |
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| High above the clouds, with smoke trailing from its engine, this Bf 109 was hit and shot down over occupied Europe on 11 November 1943 by Maj. Glenn E. Duncan, 8th Air Force. |
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| Bf 109 pilot returns safely home to his airfield where he is greeted by his ground crew. |
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| One of the very first Bf 109G-6/Trop of II/JG51 shot down in Sicily in the summer of 1943. |
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| Interior of Wiener Neustadt factory shows Bf 109s on assembly line. This picture was taken before the plant was damaged on 2 November 1943. |
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| A French soldier guards an Bf 109 brought down by French anti-aircraft fire. |
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| The rudder of Bf 109, WkNr 2804, adds an-other kill to its tally for a total of 32. |
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| On 5 November 1943, this Bf 109 came out second best in a battle with Lt. Leroy W. Ista, 8th Air Force. |
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| Bf 109 under attack by an Allied fighter. |
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| Now a lame duck after being hit by gunfire from the P-47 of Lt. Leroy W. Ista, 8th Air Force, this Bf 109 plunges earthward, leaving a trail of smoke as a memento of the lost battle. |
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| Bf 109E-3. |
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| While one Bf 109E comes in for a mock attack in December 1939, his wingman follows ready to protect his leader’s tail. |
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| Close-up of instrument panel in cockpit of Bf 109G. |
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| Luftwaffe airmen of JG 53 “Pik As” (Ace of Spades) resting at an airfield in front of a Bf 109 with open engine cowling. Behind in the background is a Junkers Ju 52. |
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| Oberfeldwebel Simon Kastenmüller. |
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| Simon Kastenmüller in his Bf 109F ready for take-off. |
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| At an airfield in southern Germany five pilots, including Oberfeldwebel Simon Kastenmüller (second from right), of 14./JG 53 discuss operations in April 1945. |
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| The award document for Simon Kastenmüller’s Iron Cross, Second Class, awarded on 24 March 1945 while serving with 14./JG 53. |
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| The award document for Simon Kastenmüller’s Fighter Combat Badge in Bronze, awarded 11 April 1945. |
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| A Battle of Britain encounter is reviewed and relived by Hartmann Grasser, left, adjutant at this critical time to Werner Mölders who listens to him here. The two aces had just returned from a sortie over the south of England. In the background, armorers reload the guns on Mölders’ Bf 109. |
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| The “Bernburger Jäger” emblem of 1/JG 137 (later 1/ZG 2) on the fuselage side of a Bf 109E. |
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| Spring-loaded, automatic leading edge slats on a Bf 109E. By using high-lift devices, the handling qualities of the Bf 109 were considerably enhanced. |
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| Luftwaffe ground crew (“black men”) positioning a Bf 109G-6 “Kanonenvogel” equipped with the Rüstsatz VI underwing gondola cannon kit. Note the slats on the leading edge of the port wing. JG 2, France, September 1943. |
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| The unit insignia of 2/JG 71, later 11/JG 51 “Mölders” on the fuselage side of a Bf 109E. |
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| Bf 109E-4, Werknummer 1480, under armed guard after being crash-landed, reportedly due to damage from Lewis gun ground fire, near Marden, Kent, on 5 September 1940. Pilot was Oberleutnant Franz von Werra, Adjutant of II/JG 3. |
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| Captured Bf 109F, given South African Air Force markings and serial ‘KJ-?,’ on the airfield at Martuba No. 4 Landing Ground in North Africa, January 1943. “Operated” by No. 4 Squadron, SAAF. Note tail of B-24 Liberator on right. |
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| Bf 109E-5. |
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| Assembly of Bf 109G-6s in a German aircraft factory, 1943. |
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| Bf 109E-3, CE+BM. |
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| Bf 109F, Gruppen Kommandür, III Gruppe, JG 2. |
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| Bf 109, 6./JG 52, in a sandbag revetment. |
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| Luftwaffe fighter pilots before a mission pose in front of a Bf 109 fighter at a French airfield. |
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| Bf 109E-1, CA+NK. |
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| One of the first Luftwaffe aircraft shot down during the May 1940 campaign against Holland was this Bf 109E flown by Hauptmann Robitsch of JG 26. The Dutch pilot credited with this victory used a deflection shot of about one and a half aircraft lengths to place an effective burst into the German’s engine. Robitsch, aged 26, was a veteran by May 1940. He had trained in Russia and had fought in the Polish campaign. He was named by his younger Luftwaffe compatriots “Der Alte” (the old one). As soon as he was shot down, Robitsch was quickly rounded up, made a POW and sent to England. He later sat out the rest of the war in relative comfort as a POW in Canada. |
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| Bf 109E. Junkers Ju 52 in background. |
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| Bf 109E fighters of I. (J)/JG2 with a He 111 bomber in the background. |
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| Bf 109E, Werk.Nr. 5604, served as a prototype for the Bf 109F but retained the E-series wing. |
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| Bf 109s, JG27. |
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| Bf 109s on assembly line at Regensburg, February 1940. |
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| Bf 109F outside a hanger camouflaged to look like a barn at a fighter airfield, northern France. |
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| Luftwaffe ace Major Heinz Bär holds the mascot which matches the crest on his Bf 109. |
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| Bf 109F-4/Trop of JG 53, the Pikas Jagdgeschwader, in North Africa, 1942. |
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| Bf 109 shot down and crashed in Stalingrad. |
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| Bf 109F-4/Trop, 3./JG 54, shot down over Western Desert, November 1942, during battle of El Alamein. |
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| Bf 109F-1 fighters, PK+HX in the foreground. |
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| Bf 109 undergoing wind tunnel testing. |
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| Oberleutnant Josef Heinzeller in his Bf 109E, 5./JG 3, over the English Channel. |
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| Oberleutnant Josef Heinzeller in the cockpit of his Bf 109E. |
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| Bf 109K-6 postwar with USAAF markings, “T2-12.” |
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| Bf 109E, “5,” Oberleutnant Otto Hahn, 6./JG 52, summer 1940. |
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| Gunsight and cockpit of the Bf 109G-6. |
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| Bf 109E, Oberleutnant Otto Hahn, 6./JG 52, summer 1940. |
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| Bf 109F, Oberfeldwebel Rudolf Ehrenberger, 6./JG 53. |
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| Bf 109 fighter, shot down during the Battle of Britain, crash landed somewhere on the coast of England. |
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| Bf 109G-2, Oberfeldwebel Rudolf Ehrenberger, 1./JG 53, summer 1941, Eastern Front. |
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| Bf 109E, “5,” Oberleutnant Otto Hahn, 6./JG 52, summer 1940. |
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| Bf 109E, “5,” Oberleutnant Otto Hahn, 6./JG 52, summer 1940. |
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| Bf 109G, III Gruppe, Jagdgeschwader 53. |
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| Bf 109G-2, Oberfeldwebel Rudolf Ehrenberger, 1./JG 53, summer 1941, Eastern Front. |
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| Bf 109F, 2/JG53, France, 1941, during an engine change assisted by a captured British crane truck. |
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| Bf 109Cs of 1/JG 137, August/September 1939. |
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| Bf 109E. This is actually a captured machine that has been repainted with RAF camouflage and markings. This photo has been retouched, removing British markings and replacing them with German markings. |
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| Bf 109E, white “3.” |
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| Bf 109C, ??+MB. |
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| A captured German Messerschmitt Bf 109 F-4 (RAF serial NN644) of No. 1426 (Enemy Aircraft Circus) Flight based at Collyweston, Northamptonshire (UK), parked near the control tower at Bassingbourn, Cambridgeshire, during the unit’s 11th tour of operational stations giving flying demonstrations. Although painted in RAF colors, the aircraft retains the ‘White 11’ and bomb symbol markings of its former Luftwaffe unit, 10.(Jabo)/JG 26. |
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| Bf 109 V1. |
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| Bf 109 V1. |
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| Bf 109A, D-IIBA, after crash landing, 7 April 1937. |
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| Bf 109A, D-IIBA, after crash landing, 7 April 1937. |
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| Bf 109A, D-IIBA, crash landing, 7 April 1937. |
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| Bf 109B. |
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| Bf 109A, D-IIBA, in hangar for repairs after crash landing, 7 April 1937. |
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| Bf 109B, red 3. |
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| Ground crew working on engine and landing gear of Bf 109B. |
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| Ground crew working on the nose guns of a Bf 109B. |
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| Bf 109B, Legion Condor. |
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| Bf 109B, 6-19, 2. Staffel, Jagdgruppe 88, Legion Condor, Spain. |
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| Installing new engine on a Bf 109B. |
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| Synchronization of MG 17 machine guns of a Bf 109B, S2+??. |
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| Bf 109Bs. |
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| Bf 109Bs. |
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| Bf 109Bs. |
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| Bf 109C, Jagdfliegerschule 1, white 4. |
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| Bf 109D-1, FO+QU. |
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| Bf 109D cockpit. |
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| Bf 109T, I. Gruppe, Nachtjagdgeschwader 101, 1943. |
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| Bf 109T, I. Gruppe, Nachtjagdgeschwader 101, 1943. |
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| Bf 109G. |
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| Bf 109G. |
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| British airman examining the remains of a He 111, KG 54, with a Bf 109 in the background and further back is a Hawker Hurricane, Egypt. |
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| Bf 109G. |
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| Repaired Bf 109F-2 (9209) prior to test flights at the Soviet Air Forces Scientific Research Institute, March 1942. |
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| Bf 109E-3 captured by the Russians. |
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| Bf 109F-4 captured by the Russians. |
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| Bf 109s in formation. |
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| Bf 109K. |
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| Bf 109G-6. |
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| Hans Joachim Marseille climbs in to a Bf 109F, North Africa. Note the tropical filter on the nose. |
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| Bf 109F being moved into a hangar for maintenance. |
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| Bf 109F in the landing pattern passing over a farmer stacking hay. |
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| Bf 109F banks over the Caucasus Mountains. |
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| Bf 109K on railroad flatcar. |
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| Bf 109E being serviced, North Africa. |
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| Yugoslav Bf 109E-3 during maneuvers, 1940. |
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| Bulgarian Bf 109G-10. |
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| Bf 109s. |
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| Bf 109E. |
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| Bf 109D-1. |
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| Bf 109C-1. |
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| Bf 109A. |
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| Wrecks of Bf 109s, North Africa. |
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| Ground crew loading a bomb onto a Bf 109. |
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| Finnish Bf 109G-2, 1943. |
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| Bf 109. |
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| Relaxing on a Bf 109E with the unit mascot. |
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| Bf 109Fs. |
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| Bf 109E-3 under test by the Japanese. |
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| One of five Bf 109Es sent to Japan for trials and evaluation in 1941. |
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| Bf 109G assembly line, Regensburg. |
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| Bf 109E suspended in the wind tunnel at the “Hermann Göring” Aviation Research Institute, Braunschweig, Germany, 1940. |
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| Bf 109 being moved into a wind tunnel, 1941. |
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| Yugoslav Bf 109E-3, “L-7,” 1940. |
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| Hungarian Bf 109F-4, July 1943. |
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| Performing maintenance on Bf 109E-4, JG 26 Schlageter, Audembert, November 1940. |
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| Bf 109E-4/N, W.Nr. 5819, Audembert, November 1940. |
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| German ace Heinrich Bartels alongside the tail of his Bf 109G-6 with 70 victory bars. Bartels made some 500 sorties during his career and shot down 99 enemy aircraft, 50 on the Eastern Front and 49 on the Western Front defending the Reich from Allied bombing raids. He was shot down while flying a Bf 109G-10, WkNr 130359, during a dogfight with P-47 fighters over Bonn on 23 December 1944. His remains were found near the city of Meckenheim on 26 January 1968. |
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| Refueling Bf 109E-3, 7/JG 51, 1940. |
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| Bf 109E, IV./JG 51 “Mölders,” France, August 1940. |
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| Bf 109 fuselages, Regensburg-Obertraubling. |
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| Almost completely finished airplanes are moved by portal derrick, due to lack of production space in the assembly hall, Erla Maschinenwerke, Leipzig-Mockau. |
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| Bf 109G fighter shot down in Tunisia by British ground forces on 1 March 1943. After being repaired, the plane (named “Irmgard” by its German pilot) was flown by pilots of the USAAF 79th Fighter Group. “Irmgard” ended its life as a structural test vehicle at Wright Field, Ohio, in early 1944. This is where this photo was probably taken, as the aircraft in the background seems to be a Bell P-59 Airacomet. |
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| Wreck of Bf 109F/G at El Aouiana airport, Tunis, Tunisia, May 1943. It wears the markings of the adjutant (<) of the 2nd Group (-) of a fighter wing (maybe II./JG 77). Wrecked Junkers Ju 52 transport planes are visible in the background. |
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| Bf 109 shot down and retrieved by Soviets. |
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| Wreck of Bf 109F/G fighter at El Aouiana airport, Tunis, Tunisia, May 1943. “Yellow 6" denotes it as the sixth plane of the 3rd (yellow) squadron of a fighter wing (maybe JG 77). |
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| Refueling a Bf 109 on an airfield in the Channel Islands. |
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| A German fighter pilot uses models of a Bf 109 and B-24 Liberator bomber to show other pilots the cones of fire of the bomber’s machine guns and how to attack at the best angle to reduce being hit by the bomber’s defensive fire. |
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| Bf 109, Bulgaria, 1941. |
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| Bf 109E-7 (W.Nr. 4148), Stabs, II. Gruppe, Jagdgeschwader 27, Balkans, 25 January 1941. |
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| Bf 109G-2, III./JG 54 “Grünherz,” August 1942. |
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| Bf 109F-4, Russia, 1941. |
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| Bf 109 has two kill markings added to its tail, Russia, 1942. |
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| Another view of the kill markings being added to the tail of a Bf 109, Russia, 1942. |
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| Bf 109F, II./JG 54, Leningrad, Russia, August 1941. |
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| Another view of Bf 109F, II./JG 54, Leningrad, Russia, August 1941. |
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| Cleaning the nose cannon of a Bf 109, Russia, January 1942. |
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| Bf 109, Beneschau airfield, 1945. |
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| Bf 109E-3, CE+BM. |
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| Bf 109G, North Africa, 20 January 1943. |
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| Bf 109 and Ju 88G aircraft in a hangar at Wunsdorf airfield, Germany, captured by the 5th Parachute Brigade, 6th Airborne Division, 8 April 1945. |
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| Bf 109F-4, 9./JG 3. |
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| Bf 109Es, JG 26 “Schlageter,” undergoing maintenance at Gela airfield, Sicily, spring 1941. |
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| Joachim Müncheberg, CO of 7./JG 26, in his Bf 109E, Gela airfield, Sicily, spring 1941. |
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| Bf 109G-6. |
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| Bf 109G, II./JG 51 “Mölders,” with a Macchi MC.202 “Folgore” of the Regia Aeronautica, landing in the background. Comiso, Sicily, spring 1943. |
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| Bf 109s, 3./JG 3 “Udet,” flying into Stalingrad, September 1942. |
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| Bf 109F-2 covered with oil after engine trouble during a flight. |
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| Damage to the fuselage of a Bf 109 after a crash landing upon return from a mission. Note bullet hole at left. |
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| Bf 109 after flipping over during a bad landing. |
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| Applying the unit’s badge using a stencil. Bf 109F-4, JG 51. |
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| Bf 109F-2, III./JG 54 “Grünherz,” near Leningrad, early 1942. The pilot of this fighter had seven kills before he became a “kill.” |
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| Bf 109, winter, Russia. |
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| Ground crew working on the engine of a Bf 109, Russia. |
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| Bf 109F-2, I./JG 51 “Mölders,” undergoing repair, winter, Russia. |
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| Pilots pose for a photo in front of a Bf 109. |
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| Bf 109 after an oil leak in flight. |
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| Bf 109F-4, Gruppenkommander Reinhard Sailer, III./JG 54 “Grünherz,” Siverskaya airfield, Leningrad area, May 1942. |
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| Bf 109F-2, I./JG 51 “Mölders,” with holes from 20mm cannon. |
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| Another view of 20mm cannon damage to the same Bf 109F-2 as above. |
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| Another view of 20mm cannon damage to the same Bf 109F-2 as above. |
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| Bf 109G-6, MT-408, HLeLv 34, Finnish air force, 24 July 1944. Finnish ace Oiva Emil Kalervo Tuominen, 40 victories, piloted this fighter. |
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| Bf 109, IV./JG 51. Supposedly showing an aircraft crashing into the ground in a ball of fire, but looks like a staged event, with a partial fuselage set up, set on fire and a small explosion set off. |
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| Bf 109E-3, still marked in the factory delivery letters, K-+--, having just arrived at the frontline unit. |
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| Russian officers pose on the wing of a flipped Bf 109 after it was shot down and crash landed. |
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| Another view of the same officers of the wing of the Bf 109, Crimea, 1944. The chevron on the fuselage side denotes the commander of a jagdgeschwader. |
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| Bf 109G, 9./JG 54, piloted by Feldwebel Siegfried Müller, Leningrad Front, 1942-43. |
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| Bf 109G-10/C with DB 605ASM engine, WkNr 491333, 1 Gruppo, Regia Aeronautica, taxis out after landing. Carries the Ace of Clubs (Asso di Basrtoni) on the cowling and the Italian flag on the tail. |
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| Bf 109E. |
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| Russian soldiers inspect a Bf 109F-2, 3./JG 3, piloted by Heinz Schmidt, after it was shot down by anti-aircraft fire, west of Kiev, July 1941. |
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| Bf 109s alongside a Ju 52, winter, Russia. |
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| Bf 109, Western Front, 1939. |
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| Burned remains of a Bf 109F or G after a crash landing. |
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| Luftwaffe airmen of Jagdgeschwader 53 (also known as "Ace of Spades") resting at an airfield in front of a Bf 109. Behind in the background is a Junkers Ju 52, 1939. |
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| A captured Bf 109F, "Yellow 5," 6./JG27, piloted by Leutnant Gert Mix, which made a forced landing in the rear of the Australian lines near El Alamein is loaded on to a transport to be taken to RAF workshops for examination by experts. Other German planes had tried to destroy this plane after landing in order to prevent expert examination. Western Desert, Egypt, 14 August 1942. |
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| German airmen inspecting a Bf 109 that made an emergency landing on a French beach, 1940. |
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| Bf 109, Western Front, 1939. |
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| A mechanic rearming a Bf 109, II./JG 54, Leningrad, Russia, August 1941. |
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| Damaged Bf 109F, JG 53 “Pik As,” El Daba, Egypt, 1942. |
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| Ground crewmen cleaning the barrel of a Bf 109’s cannon, North Africa, March 1942. |
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| Willy Messerschmitt. |
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| Bf 109s, JG 53 “Pik As,” southern Italy, 1943. |
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| Another view of Bf 109s of JG 53 in southern Italy, 1943. |
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| Bf 109, JG 51 “Mölders,” landing at an airfield in southern Italy, 1943. |
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| Bf 109, JG 51 “Mölders,” southern Italy, 1943. |
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| Bf 109 with pilot Klaus Mietusch, 1944. |
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| Another view of Klaus Mietusch with his Bf 109, 1944. |
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