Messerschmitt Bf 109H

Messerschmitt Bf 109H

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Messerschmitt Bf 109H

The Bf 109H was an attempt to design a high-altitude fighter to fill a gap in the Luftwaffe inventory left by the failure of the earlier Me 155 and Me 209 projects. The 109H was based on the same fuselage as the Bf 109G. It was to be equipped with a high-altitude pressurized cockpit. The standard 109 wings were lengthened from 9.92m to 13.25m by the addition of a rectangular central section.

The first prototype (Bf 109 V.54) flew on 5 November 1943. Initial tests were satisfactory. A second prototype, the Bf 109 V.55, was destroyed in an air raid on 25 February 1944. Further tests on the V.54 produced less impressive results, but work continued on the project. A small number of the pre-production H-0 and H-1s were produced, and were tested by a reconnaissance unit based at Guyancourt, near Paris, but performance was not satisfactory.

By mid-July production was almost ready to begin, but on 18 July 1944 the project was cancelled by the Air Ministry. Other projects, including the Focke-Wulf Ta 152 and the Messerschmitt Me 262 looked likely to produce better aircraft.



The H-0 was produced by converting Bf 109F airframes. It was equipped with a DB 601E engine, capable of producing 1350 hp and was armed with 2 MG 18 machine guns and 1 Mk 108 cannon. It was capable of reaching a maximum speed of 750 km/h (466 mph) at 10,100m/ 33,135 feet.

Green: converted from Bf 109F airframes. Issued to a fighter-recon unit near Paris (Guyancourt) in 1944 (as was H-1).
Nowara: 1943. DB 601 E engine, 1350 hp. 2 MG 17 + 1 MK 108
B & N: max speed was 750 km/h/ 466 mph at 10100m/33135 ft


The H-1 was similar to the H-0. It had DB 601E engine with GM1 power boost, the same combination of two 7.9 mm MG 17 machine guns and an engine mounted cannon (either the MJ 108 or the MG 151/20). This was the last version of the 109H to be produced.


The 109H-2 was to be produced around the Junkers Jumo 213E “Power Egg” engine. It was to be very heavily armed, with one engine-mounted MK 108 cannon, two 20-mm MG 151 or 13 mm MG 131 guns above the engines and two MG 108 cannon under the wings/

Green: Proposed version with Jumo 213E “Power Egg”. Two suggested varients – one with RB 50/30 or RB 75/30 camera and no guns; the other with a MK 108 cannon in engine, two 20-mm MG 151 above the engine and two 30-mm MK 108 cannon under the wings.
Nowara: project only. Jume 213E engine (1750 hp), 2 MG 131 + 3 MK 108, GM1


A proposed reconnaissance version, equipped with either the Rb 50/30 or Rb 75/30 camera, the Jumo 213E engine and no guns. This may have been a variant of the H-2.


A possible fighter-bomber version, with the Jumo 213E engine, 3 Mk108 guns and one 500-kg bomb.


A proposed version built around the DB 605L engine and armed with 3 MK 108s and 2 MG 131 guns.

[2.0] Second Generation Bf 109s / Unusual Variants

* Although the Bf 109E was an excellent aircraft, Willy Messerschmitt felt he could do more with the design. As a result, the Messerschmitt concern developed the substantially modified and faster "Bf 109F", which would lead to the heavily produced "Bf 109G" and the final German variant of the line, the "Bf 109K". These fighters were mainstays of the defense of the Reich, struggling on against ever-worsening odds as the Allies gained the upper hand.

Given the large numbers of Bf 109s built, it was no surprise that all through its evolution there were side-branches in the form of special modifications and unusual variants that didn't reach full production. This chapter describes the second-generation Bf 109s and the unusual variants.

Bf 109E

In late 1938, the Bf 109E entered production. To improve on the performance afforded by the 441–515 kW (600–700 PS) Jumo 210, the larger, longer Daimler-Benz DB 601A engine was used, yielding an extra 223 kW (300 PS) at the cost of an additional 181 kg (400 lb). A much bigger cooling area was needed to disperse the extra heat generated by the DB 601 and this led to the first major redesign of the basic airframe. Enlarging the existing nose mounted radiator sufficiently to cool the engine would have created extra weight and drag, negating some of the performance gains afforded by the increased power, so it was decided to move the main radiators to beneath the wings' undersurfaces immediately outboard of the juncture between the wing root and wing panel, just forward of the trailing edges' inner ends, leaving the oil cooler under the nose in a small, streamlined duct. The new radiator position also had the effect of counterbalancing the extra weight and length of the DB 601, which drove a heavier three-bladed VDM propeller. [13] To incorporate the new radiators the wings were almost completely redesigned and reinforced, with several inboard ribs behind the spar being cut down to make room for the radiator ducting. Because the radiators were now mounted near the trailing edge of the wing, coinciding with the increased speed of the airflow accelerating around the wing's camber, the overall cooling installation was more efficient than that of the Jumo engined 109s, albeit at the cost of extra ducting and piping, which could be vulnerable to battle damage. In addition the lowered undercarriage could throw up mud and debris on wet airfields, potentially clogging the radiators. [14]

To test the new 1,100 PS (1,085 hp, 809 kW) DB 601A engine, two more prototypes (V14 and V15) were built, each differing in their armament. While the V14 was armed with two 7.92 mm (.312 in) MG 17s above the engine and one 20 mm MG FF in each wing, the V15 was fitted with the two MG 17s mounted above the engine only. [15] After test fights the V14 was considered more promising and a pre-production batch of 10 E-0 was ordered. Batches of both E-1 and E-3 variants were shipped to Spain for evaluation, and first saw combat during the final phases of the Spanish Civil War.

The production version E-1 kept two 7.92 mm (.312 in) MG 17s above the engine and two more in the wings. Later, many were modified to the E-3 armament standard. The E-1B was a small batch of E-1s becoming the first operational Bf 109 fighter bomber, or Jagdbomber (usually abbreviated to Jabo). These were fitted with either an ETC 500 bomb rack, carrying one 250 kg (550 lb) bomb, or four 50 kg (110 lb) bombs. The E-1 was also fitted with the Reflexvisier "Revi" gunsight. Communications equipment was the FuG 7 Funkgerät 7 (radio set) short-range radio apparatus, effective to ranges of 48–56 km (30–35 mi). A total of 1,183 E-1 were built, 110 of them were E-1/B. [11] [12]

Only very limited numbers of the E-2 variant were built, for which the V20 prototype served as basis. It was armed with two wing mounted, and one engine mounted Motorkanone MG FF cannon, which gave considerable trouble in service, as well as two synchronized MG 17s cowl machine guns. In August 1940, II./JG 27 was operating this type. [16] [17]

To improve the performance of the Bf 109E, the last two real prototypes, V16 and V17 were constructed. These received some structural improvements and more powerful armament. Both were the basis of the Bf 109 E-3 version. The E-3 was armed with the two MG 17s above the engine and one MG FF cannon in each wing. [18] [19] A total of 1,276 E-3 were built, including 83 E-3a export versions. [11] [12]

The E-3 was replaced by the E-4 (with many airframes being upgraded to E-4 standards starting at the beginning of the Battle of Britain) which was different in some small details, most notably by using the modified 20 mm MG-FF/M wing cannon and having improved head armour for the pilot. With the MG FF/M it was possible to fire a new and improved type of explosive shell, called Minengeschoß (or 'mine-shell') which was made using drawn steel (the same way brass cartridges are made) instead of being cast as was the usual practice. This resulted in a shell with a thin but strong wall, which had a larger cavity in which to pack a much larger explosive charge than was otherwise possible. The new shell required modifications to the MG FF's mechanism due to the different recoil characteristics, hence the MG FF/M designation.

The cockpit canopy was also revised to an easier-to-produce, "squared-off" design, which also helped improve the pilot's field of view. This canopy, which was also retrofitted to many E-1s and E-3s, was largely unchanged until the introduction of a welded, heavy-framed canopy on the G series in the autumn of 1942. The E-4 would be the basis for all further Bf 109E developments. Some E-4 and later models received a further improved 1,175 PS (1,159 hp, 864 kW) DB601N high-altitude engine known as the E-4/N owing to priority being given to equipping Bf 110s with this engine, one fighter gruppe was converted to this version, starting in July 1940. [20] The E-4 was also available as a fighter-bomber with equipment very similar to the previous E-1/B. It was known as E-4/B (DB 601Aa engine) and E-4/BN (DB 601N engine). A total of 561 of all E-4 versions were built, [12] including 496 E-4s built as such: 250 E-4, 211 E-4/B, 15 E-4/N and 20 E-4/BN. [11]

E-5, E-6

The E-5 and E-6 were both reconnaissance variants with a camera installation behind the cockpit. The E-5 was a reconnaissance variant of the E-3, the E-6 was a reconnaissance variant of the E-4/N. Twenty-nine E-5s were built and nine E-6 were ordered. [11]

The E-7 was the next major production variant, entering service and seeing combat at the end of August 1940. [21] One of the limitations of the earlier Bf 109E was their short range of 660 km (410 mi) and limited endurance, as the design was originally conceived as a short-range interceptor. The E-7 rectified this problem as it was the first Bf 109 subtype to be able to carry a drop tank, usually the standardized Luftwaffe 300 L (80 US gal) capacity unit mounted on a centre-line rack under the fuselage, which increased their range to 1,325 km (820 mi). Alternatively, a bomb could be fitted and the E-7 could be used as a Jabo fighter-bomber. Previous Emil subtypes were progressively retrofitted with the necessary fittings for carrying a drop tank from October 1940. [22] Early E-7s were fitted with the 1,100 PS DB 601A or 1,175 PS DB 601Aa engine, while late-production ones received 1,175 PS DB 601N engines with improved altitude performance – the latter was designated as E-7/N. [23] A total of 438 E-7s of all variants were built. [24]

Bf 109E variants and sub-variants

  • E-0 (Pre-production aircraft with 4 × 7.92 mm/.312 in MG 17 machine guns)
  • E-1 (Similar to E-0)
    • E-1/B (Fighter-bomber version of E-1, usually with DB 601Aa)
    • E-4/B (Fighter-bomber version of E-4, 1 × 250 kg/550 lb bomb, usually with DB 601Aa)
    • E-4 trop (Version of E-4 modified to serve in tropical regions)
    • E-4/N (E-4 with DB601N engine)
    • E-4/BN (Fighter-bomber version of E-4/N, 1 × 250 kg/550 lb bomb)
    • E-7/N (Similar to E-4/N but with optional 300 L tank)
    • E-7/NZ (also known as E-7/Z, an E-7/N with additional GM-1 nitrous oxide injection system)
    • E-7/U2 (Ground attack variant of E-7 with additional armour)

    Messerschmitt Bf 109H - History

    The Messerschmitt Bf 109
    Late Series

    Valiant Wings Publishing
    Airframe and Miniature No.11

    S u m m a r y

    Valiant Wings Publishing
    The Messerschmitt Bf 109 Late Series
    Airframe and Miniature No.11
    by Richard A. Franks

    and stockists worldwide.

    This is a great, should have, reference for modellers of all scales interested in the late Bf 109 series aircraft.

    HyperScale is proudly supported by


    The Messerschmitt Bf 109 is one of the most popular aircraft modelling subjects around.

    Valiant Wings Publishing new release book goes some way towards unpicking the bewildering choices of variants and schemes available. This second volume follows the first volume covering the early versions published in 2013.

    Release Number 11 in its Airframe & Miniature series, entitled The Messerschmitt Bf 109 Late Series (F to K including the Z Series): A Complete Guide to The Luftwaffe's Famous Fighter is authored by Richard Franks, and the illustrations are shared between Richard Caruana, Jacek Jackiewicz, and Wojciech Sankowski. At 240 pages, this is without doubt the largest of all the Valiant Wings publications. The book is A4 sized, on high quality glossy paper and is quite weighty. I do apologise for some of the grey areas on the sample pages but the size and quality of the binding gave some scanning problems&hellipbad for reviewing but good for those who purchase this book.

    This book contains a great wealth of period photographs of the Bf-109 in action during WWII and in general service for several nations that flew them. The photographs selected are all clear and crisp in nature, with details clearly visible. There are quite a number of coloured profiles produced by Richard Caruana, illustrating the many schemes of the Bf-109 and in liveries of the nations that also used this versatile aircraft. Complementing the photos and profiles are numerous line drawings taken from Flight Manuals of the Bf-109.

    The contents are broken up into nine separate chapters, grouped into two distinct sections:

    Airframe Chapters

    • Evolution - Bf 109F Series
    • Evolution - Bf 109G Series
    • Evolution - Bf 109H, K and Z Series
    • Camouflage and Markings and Colour Profiles

    Miniature Chapters

    • Bf 109 F to K-series Kits
    • Building a Selection
    • Building a Collection
    • In Detail: The Bf 109F to K

    Appendices at the rear of the book:

    • Bf 109 F to K-series Kit List
    • Bf 109 F to K-series Accessory List
    • Bf 109 F to K-series Decal List
    • Bibliography

    This book has been specifically written for the modeller so the opening preface and chapters give us the history and development in detail of the Bf-109 from the F to the K series aircraft. The preface alone is 18 pages of historical information including which units flew which versions etc with some excellent accompanying photographs of great detail. What is really useful is that they have supplied a full page glossary at the start to explain Luftwaffe terminology.

    The Technical Description section of the book, being 47 jammed packed pages, covers the airframe quite comprehensively from nose to tail. The cockpit and engine jam packed with photographs, technical drawings, excerpts from Sea Fury Flight manuals and photos of restored examples. These sections have provided that special emphasis for details that will be of most interest to modellers.

    The Evolution chapters of 45 pages on the airframe gives a very clear overview of the development of the various F, G, K, H and Z from the initial version prototypes and pre-production airframes, right through to the multi-seat variants.

    The Camouflage and Markings section (40 pages) provides many schemes used by the Luftwaffe in the various theatres and stages of the war. Included are schemes for the nations that had procured the airframes for their services such as Italy and Finland. There is a comprehensive explanation for each of the countries camouflage and colour schemes. It then moves into 8 dedicated pages of Richard J Caruana produced colour profiles as well as many other interspersed through the pages giving you, the modeller a great range to reference your builds from.
    This brings you to the end of the general sections and onto the more modeller specific sections as a series of Miniature Chapters.

    The first of these chapters is a look at Bf-109 F to K kits. This 9 page section looks at a range of more popular kits in 1/72, 1/48 and 1/32 scales from some of the major manufacturers such as Fine Molds, Eduard, Zvezda and Hasegawa in a good deal of detail including how the model parts are presented such as wings, fuselage, tailplanes, propellers and canopies as well as decal schemes provided.

    The next section on &lsquoBuilding a Selection&rsquo section of the book of 16 pages with many photographs of stages of construction, covers the specially commissioned kit builds, showing construction of the following

    Fine Molds 1/72 Bf 109F-4 by Libor Jekl

    Eduard 1/48 Bf 109G-5 by Steve Evans

    Tamiya 1/48 Bf 109G-6 by Steve Evans

    Trumpeter 1/32 Bf 109G-6 by Dani Zamarbide

    The next mini chapter is one of &lsquoBuilding a Collection&rsquo. This is a series of annotated isometric 3D line drawings by Wojciech Sankowski detailing the differences between the various development and production airframes of these Bf-109 series. This is a highly detailed section of 31 pages with a myriad of drawings within it. You will not be needing to find any more details on any specific version and variant in other reference material as it is so comprehensive.

    Following along then is the &lsquoIn Detail: The Bf 109F to K&rsquo chapter of 55 pages of excellent visual references for these version incorporating walk around photographs from surviving aircraft in museums, historical photographs from flight and maintenance manuals as well as still more isometric 3D drawings, especially of the many versions of the engine cowls. Information in this section is presented in itemised sections such as cockpits, engines, wings and so on. Again, incredibly and comprehensively detailed.

    Finally we hit the Appendices, again specifically for modellers, lists all Bf-190 F to K kits available,6 full pages of them, 5 pages of aftermarket accessories and a further 6 pages of aftermarket decals produced in all scales.

    It&rsquos good to see that there is also a bibliography including all previous book titles for the Sea Fury so you may chase up further information for your references.

    To finish up this great book is a gatefold section of drawings in 1/48 scale by Jacek Jackiewicz on heavy non-glossy paper with full drawings of an F-2, G-6 and K-4 version of the Bf-109. There are also a number of smaller drawings with common variants for the G and K variants. The drawings also provide section drawings which is very useful at times.


    This book has been deliberately produced for the modeller, providing an absolute wealth of reference photographs and detail, profiles and anything else one could wish for to produce and accurate, and even different, late series Bf-109. Whilst I&rsquom not a heavy Luftwaffe builder, I do have a real liking for the F series and especially the tropical F-4 version, so this book will be future go to reference. I can&rsquot recommend this highly enough to all wishing to build a late series Bf-109 in any scale.

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    Bf 109G "Gustav"


    The Bf 109 G-series was developed from the largely identical F-series airframe, although there were detail differences. Modifications included a reinforced wing structure, an internal bullet-proof windscreen, the use of heavier, welded framing for the cockpit transparencies, and additional light-alloy armour for the fuel tank. It was originally intended that the wheel wells would incorporate small doors to cover the outer portion of the wheels when retracted. To incorporate these the outer wheel bays were squared off. Two small inlet scoops for additional cooling of the spark plugs were added on both sides of the forward engine cowlings. A less obvious difference was the omission of the boundary layer bypass outlets, which had been a feature of the F-series, on the upper radiator flaps. [55] [56]

    Like most German aircraft produced in World War II, the Bf 109 G-series was designed to adapt to different operational tasks with greater versatility larger modifications to fulfil a specific mission task like long-range recon or long-range fighter-bomber were with "Rüststand" and given a "/R" suffix, smaller modifications on the production line or during overhaul like equipment changes were made with kits of pre-packaged parts known as Umrüst-Bausätze, usually contracted to Umbau and given a "/U" suffix. Field kits known as Rüstsätze were also available but those did not change the aircraft designation. Special high-altitude interceptors with GM-1 nitrous oxide injection high-altitude boost and pressurized cockpits were also produced.

    The newly fitted Daimler-Benz DB 605A engine was a development of the DB 601E engine utilised by the preceding Bf 109F-4 displacement and compression ratio were increased as well as other detail improvements. Takeoff and emergency power of 1,475 PS (1,455 hp, 1,085 kW) was achieved with 1.42 atm of boost at 2,800 rpm. The DB605 suffered from reliability problems during the first year of operation, and this output was initially banned by VT-Anw.Nr.2206, forcing Luftwaffe units to limit maximum power output to 1,310 PS (1,292 hp, 964 kW) at 2,600 rpm and 1.3 atm manifold pressure. The full output was not reinstated until 8 June 1943 when Daimler-Benz issued a technical directive. [57] Up to 1944, the G-series was powered by the 1,475 PS Daimler-Benz DB 605 driving a three-blade VDM 9-12087A variable-pitch propeller with a diameter of 3 m (9.8 ft) with even broader blades than used on the F-series. Pitch control, as on the 109F, was either "electro-mechanical"" (automatic) or "manual-electric" using a thumb-switch on the throttle lever. [57] From 1944 a new high-altitude propeller with broader blades was introduced, designated VDM 9-12159, and was fitted to high-altitude variants with the DB 605AS or D-series engines.

    The early versions of the Bf 109G closely resembled the Bf 109 F-4 and carried the same basic armament however, as the basic airframe was modified to keep pace with different operational requirements, the basically clean design began to change. From the spring of 1943, the G-series saw the appearance of bulges in the cowling when the 7.92 mm (.312 in) MG 17 were replaced with 13 mm (.51 in) MG 131 machine guns (G-5 onwards) due to the latter's much larger breechblock, and on the wings (due to larger tyres), leading to the Bf 109 G-6's nickname "Die Beule" ("The Bulge"). The Bf 109G continued to be improved: new clear-view cockpits, greater firepower in the form of the 30 mm (1.18 in) MK 108 cannon were introduced in late 1943 and a new, enlarged supercharger for the DB605, a larger vertical stabilizer (G-5 onwards), and MW 50 power boost in 1944.

    Erich Hartmann, the World's top scoring fighter ace, claiming 352 victories, flew only the Bf 109G, of which he said:

    From the Bf 109 G-5 on an enlarged wooden tail unit (identifiable by a taller vertical stabilizer and rudder with a morticed balance tab, rather than the angled shape) was often fitted. This tail unit was standardised on G-10s and K-4s. Although the enlarged tail unit improved handling, especially on the ground, it weighed more than the standard metal tail unit and required that a counterweight was fitted in the nose, increasing the variant's overall weight. [59]

    With the Bf 109G, a number of special versions were introduced to cope with special mission profiles. Here, long-range fighter-reconnaissance and high-altitude interceptors can be mentioned. The former were capable of carrying two 300 L (80 US gal) drop tanks, one under each wing and the latter received pressurized cockpits for pilot comfort and GM-1 nitrous oxide "boost" for high altitudes. The latter system, when engaged, was capable of increasing engine output by 223 kW (300 hp) above the rated altitude to increase high-altitude performance.

    Early Bf 109G models

    G-1, G-2

    The G-1, produced from February 1942, was the first of the G-series. This was the first production Bf 109 with a pressurized cockpit and could be identified by the small, horn-shaped air intake for the cockpit compressor just above the supercharger intake, on the left upper cowling. In addition, the angled armour plate for the pilot's head was replaced by a vertical piece which sealed-off the rear of the side-hinged cockpit canopy. Small, triangular armour-glass panels were fitted into the upper corners of this armour, although there were aircraft in which the plate was solid steel. Silica gel capsules were placed in each pane of the windscreen and opening canopy to absorb any moisture which may have been trapped in the double glazing. The last 80 G-1s built were lightweight G-1/R2. In these GM-1 nitrous oxide 'boost' was used, and the pilot's back armour was removed, as were all fittings for the long-range drop tank. A few G-1 flown by I./JG 1 are known to have carried the underwing 20 mm MG 151/20 cannon gondolas. [60]

    The G-2, which started production in May 1942, lacked the cabin pressurization and GM-1 installation. [61] Performance-wise it was identical to the G-1. The canopy reverted to one layer of glazing and incorporated the angled head armour used on the F-4, although several G-2 had the vertical type as fitted to the G-1. Several Rüstsätze could be fitted, although installing these did not change the designation of the aircraft. Instead the "/R" suffix referred to the G-2's Rüstzustand or equipment condition of the airframe, which was assigned at the factory rather than in the field. There were two Rüstzustand planned for G-2s:

    • G-2/R1: had one 300 L (80 US gal) drop tank beneath each wing, plus an ETC bomb rack under the fuselage, capable of carrying a 500 kg (1,100 lb) bomb and an auxiliary undercarriage unit beneath the fuselage. Also could carry a large jettisonable tail wheel, just aft of the cockpit. [61]
    • G-2/R2: a reconnaissance aircraft with GM-1 and camera equipment.

    The rack and internal fuel lines for carrying a 300 L (80 US gal) drop-tank were widely used on G-2s, as were the underwing 20 mm MG 151/20 cannon gondolas. Several G-2s were fitted with the ETC 500 bomb rack, capable of carrying one 250 kg (550 lb) bomb. The final G-2 production batches built by Erla and Messerschmitt Regensburg were equipped as tropical aircraft (often referred to as G-2 trop), equipped with a sand-filter on the front of the supercharger intake and two small, teardrop-shaped metal brackets on the left side of the fuselage, below the cockpit sill. These were used as mounts for specially designed sun umbrellas (called Sonderwerkzeug or Special tool), which were used to shade the cockpit. [62]

    A total of 167 G-1s were built between February and June 1942, [63] 1,586 G-2s between May 1942 and February 1943, and one further G-2 was built in Győr, Hungary, in 1943. [64] Maximum speed of the G-2 was 537 km/h (334 mph) at sea level and 660 km/h (410 mph) at 7,000 m (22,970 ft) rated altitude with the initial reduced 1.3 atm rating. Performance of the G-1 was similar, but above rated altitude the GM-1 system it was equipped with could be used to provide an additional 350 horsepower. [65] With his G-1/R2, pilot R. Klein achieved 660 km/h (420 mph) at 12,000 m (39,370 ft), and a ceiling of 13,800 m (45,275 ft). [65]

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

    • G-0 (Pre-production aircraft, powered by a DB 601E engine)
    • G-1 (Pressurized fighter, powered by a Db 605A engine)
      • G-1/R2 (Reconnaissance fighter)
      • G-1/U2 (High-altitude fighter with GM-1)
      • G-2/R1 (Long-range Fighter-bomber or JaboRei, with 2 × 300 L/80 US gal underwing drop tanks, one 500 kg/1,100 lb bomb under fuselage, extended second tail wheel for large bombs, only prototype)
      • G-2/R2 (Reconnaissance fighter)
      • G-2 trop (Tropicalized fighter)

      G-3, G-4

      In September 1942, the G-4 appeared this version was identical to the G-2 in all respects, including performance, except for being fitted with the FuG 16 VHF radio set, which provided much clearer radio transmissions and had three-times the range of the earlier HF sets. Externally this could be recognised by the position of the fuselage antenna lead-in which was moved further aft to between frames seven and eight on the fuselage spine. [66] Due to the steady weight increases of the 109, from the spring of 1943 larger 660 x 160 mm (26 x 6.3 in) mainwheels were introduced, replacing the previously used 650 x 150 mm (25.6 x 6 in) type. The undercarriage legs were altered so that the wheel's vertical axis was nearly upright rather than being parallel with the oleo leg. These changes resulted in the fitting of teardrop-shaped fairings to the upper wing surface above the wheel-wells to accommodate the upper part of the mainwheels. The larger wheels and fairings were often retrofitted to G-2s. [Notes 2] In addition, a larger 350 x 135 mm (14 x 5 in) tailwheel replaced the original 290 x 110 mm (11 x 4 in) one the larger tailwheel no longer fitted the recess, so the retraction mechanism was disconnected and the tailwheel fixed down. [67] Up to July 1943, 1,242 G-4s were produced, with an additional four in Győr and WNF factories in the second half of 1943. [68] Between January and February 1943, 50 examples of a pressurized version, the G-3 were also produced similar to the G-1 although it was equipped with the same FuG 16 VHF radio set as the G-4. [69]

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

      • G-3 (Pressurized fighter, as G-1 with FuG 16 VHF radio 50 built)
      • G-4 (Fighter)
        • G-4/R2 (Reconnaissance fighter)
        • G-4/R3 (Long-range reconnaissance fighter, with 2 × 300 L/80 US gal underwing droptanks)
        • G-4 trop (Tropicalized fighter)
        • G-4/U3 (Reconnaissance fighter)
        • G-4y (Command fighter)

        G-5, G-6

        In February 1943, the G-6 was introduced with the 13 mm (.51 in) MG 131s, replacing the smaller 7.92 mm (.312 in) MG 17 – externally this resulted in two sizeable blisters over the guns, reducing speed by 9 km/h (6 mph). Over 12,000 examples were built well into 1944 although contradictory factory and RLM records do not allow an exact tally. [70] The G-5 with a pressurized cockpit was identical to the G-6. A total of 475 examples were built between May 1943 and August 1944. [71] The G-5/AS was equipped with a DB 605AS engine for high-altitude missions. GM-1-boosted G-5 and G-6 variants received the additional designation of "/U2". [72] and were clearly identifyable as they use a modified, aerodynamically cleaner, engine cowl without the usual blisters.

        The G-6/U4 variant was armed with a 30 mm (1.18 in) MK 108 cannon mounted as a Motorkanone firing through the propeller hub instead of the 20 mm MG 151/20. [73] The G-6 was very often seen during 1943 fitted with assembly sets, used to carry bombs or a drop tank, for use as a night fighter, or to increase firepower by adding rockets or extra gondola guns.

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

        • G-5 (Pressurized fighter)
          • G-5/U2 (High-altitude fighter with GM-1 boost)
          • G-5/U2/R2 (High-altitude reconnaissance fighter with GM-1 boost)
          • G-5/AS (High-altitude fighter with DB 605AS engine)
          • G-5y (Command fighter)
          • G-6/R2 (Reconnaissance fighter, with MW 50)
          • G-6/R3 (Long-range reconnaissance fighter, with 2 × 300 L/80 US gal underwing droptanks)
          • G-6 trop (Tropicalized fighter)
          • G-6/U2 (Fitted with GM-1)
          • G-6/U3 ((Reconnaissance fighter)
          • G-6/U4 (As G-6 but with 30 mm/1.18 in MK 108 Motorkanone engine cannon)
          • G-6y (Command fighter)
          • G-6/AS (High-altitude fighter with DB 605AS engine)
          • G-6/ASy (High-altitude command fighter)
          • G-6N (Night fighter, usually with Rüstsatz VI (two underwing MG 151/20 cannons) and sometimes with FuG 350Z Naxos)
          • G-6/U4 N (as G-6N but with 30 mm/1.18 in MK 108 Motorkanone engine cannon)

          One offensive weapons upgrade in 1943 for the Bf 109G was one that mounted the Army`s Werfer-Granate 21 rocket weapon system with one launching tube under each wing panel. [74] The rockets, fitted with a massive 40,8 kg (90 lbs) warhead, were aimed via the standard Revi reflector sights, and were spin-stabilized in flight. [74] In emergency, the tubes could be jettisoned via a small explosive charge. [74] Intended as a "stand-off" weapon, fired from a distance of 1,200 meters and outside the effective range of the formations defensive guns, it was employed against Allied bomber formations, the Wfr. Gr. 21 rocket was unofficially known as the BR 21 (Bordrakete 21 cm) for the Bf 109G-5, G-6 and G-14. [74] The weapons system received the designation of Rüstsatz VII on the G-10. [74]

          Late Bf 109G models

          Improvements to the design

          During the course of 1943, a number of improvements were gradually introduced. In an attempt to increase the pilot's field of view an armoured glass head-rest, the so-called Galland Panzer was developed, and subsequently began replacing the bulky armour plate in the spring of 1943. Towards the end of the year the clear-view Erla Haube canopy appeared, named after one of the sub-contractors involved in building the Bf 109. Often mis-named the "Galland Hood" in postwar Western aviation books and periodicals, it eventually replaced the older heavily framed two-piece canopy on the Bf 109G. The canopy structure was completely redesigned to incorporate a greater area of clear perspex the welded framing was reduced to a minimum and there was no longer a fixed rear portion, with the entire structure aft of the windscreen being hinged to swing to starboard when opened. [75]

          The Bf 109 G-10, AS-engined G-5s, G-6s and G-14s as well as the K-4 saw a refinement of the engine cowlings. The blisters which had formerly covered the spent shell-casing chutes of the MG 131s became more streamlined and were lengthened and enlarged to cover both the weapons and the engine bearers. Initial prototype versions were symmetrical, but as larger superchargers were fitted, the engines required modified upper engine bearers to clear the supercharger housing, and as a result the final shape of the new cowling was asymmetrical, being enlarged on the port side where the supercharger was mounted on the DB engine. There were also special streamlined panels fitted to the forward fuselage. These so-called agglomerations could be seen in several different patterns. Because of their aerodynamically more efficient form in a side-view of DB 605AS and D -powered Bf 109 Gs and Ks, the agglomerations were barely discernible compared with the conspicuous fairings they replaced. [76]

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

          Some versions of the G-6 and later Gs had a taller tail unit and redesigned rudder which improved stability at high speeds. The introduction of the WGr. 21 cm (8 in) under-wing mortar/rockets and the 30 mm (1.18 in) MK 108 cannon increased firepower. Certain production batches of the Bf 109G were fitted with aileron Flettner tabs to decrease stick forces at high speeds. A radio-navigational method, the Y-Verführung (Y-Guidance) was introduced with the FuG 16ZY. [77]

          Subsequent Bf 109G versions were essentially modified versions of the basic G-6 airframe. Early in 1944, new engines with larger superchargers for improved high-altitude performance (DB 605AS), or with MW-50 water injection for improved low/medium-altitude performance (DB 605AM), or these two features combined (DB 605ASM) were introduced into the Bf 109 G-6. Maximum speed of the G-5/G-6 was 530 km/h (320 mph) at sea level, 640 km/h (391 mph) at 6,600 m (21,650 ft)-rated altitude at 1.42 atm boost.

          The G-14 arrived in July 1944 at the invasion front over France. [78] It represented an attempt to create a standard type, incorporating many changes which had been introduced during production of the G-6, and which led to a plethora of variants, plaguing decentralized mass production. [78] The standardization attempt proved to be a failure, [78] but overall the type offered improved combat performance, as MW 50 power boosting water injection (increasing output to 1,800 PS (1,775 hp, 1,324 kW), the clear-view Erla Haube was now standard installation. [79] Top speed was 568 km/h (353 mph) at sea level, and 665 km/h (413 mph) at 5 km (16,400 ft) altitude. A high-altitude fighter, designated G-14/AS was also produced with the DB 605ASM high-altitude engine. The ASM engine was built with a larger capacity supercharger, and had a higher rated altitude, and correspondingly the top speed of the G-14/AS was 560 km/h (348 mph) at sea level, and 680 km/h (422 mph) at 5 km (16,400 ft) altitude.

          There was increasing tendency to use plywood on some less vital parts e.g. on a taller tailfin/rudder unit, pilot seat or instrument panel. A caution estimate based on the available records suggest that about 5,500 G-14s and G-14/AS were built. [80]

          The following variants of the G-14 were produced:

          • G-14 (Fighter standardized late-production G-6 DB 605AM engine, MW 50 boost)
            • G-14/AS (High-altitude fighter with DB 605ASM engine, MW 50 boost)
            • G-14/ASy (High-altitude command fighter)
            • G-14y (command fighter)
            • G-14/U4 (As G-14, but with 30 mm/1.18 in MK 108 Motorkanone engine cannon)

            Referred to as the "bastard aircraft of the Erla factory" in the Luftwaffe ' s Aircraft Variants Book of December 1944, [81] the G-10 was a Bf 109 G airframe combined with the new DB 605 D-2 engine, [Notes 3] created to maintain production levels with minimal disruption of the assembly lines until production of K-series airframes would reach sufficient levels. Despite what the designation would suggest, it appeared in service after the G-14 in November 1944, largely replacing previous G-series aircraft on the production lines of Erla, WNF and Messerschmitt Regensburg factories. Evidence suggests that G-10s were rebuilt from older airframes, supplementing production of the new K-4s with aircraft of almost equal value in the cheapest possible manner. One apparent indication was two aircraft identification plates on the port forward fuselage, below the windscreen rather than one. [83]

            The most recognizable external change was the use of the "Erla-Haube" clear-view canopy. Internal changes included inheriting the new 2,000 W generator and the DB 605 D-2 engine of the 109K. Apart from the standardised streamlined engine cowlings, G-10s with the DB605 D-2 were equipped as standard with the MW-50 booster system (DB 605DM) and had a larger Fo 987 oil cooler housed in a deeper fairing. Also, because of the engine's enlarged crankcase and the oil return lines which ran in front of it, these G-10s had small blister fairings incorporated into the lower engine cowlings, forward of and below the exhaust stacks. [84]

            The following variants of the G-10 were produced:

            • G-10 (Light fighter with DB605DM or DB/DC engine)
              • G-10/R2 (Bad-weather fighter with PKS 12 autopilot)
              • G-10/R5 (Reconnaissance fighter)
              • G-10/R6 (Bad-weather fighter)
              • G-10/U4 (As G-10 but with 30 mm/1.18 in MK 108 Motorkanone engine cannon)

              Approximately 2,600 G-10s were produced from October 1944 until the war's end.

              Miscellaneous variants: G-8, G-12

              The G-8 was a dedicated reconnaissance version based on the G-6. The G-8 often had only the Motorkanone engine cannon or the cowling machine guns installed, and there were several subversions for short- or long-range reconnaissance missions with a wide variety of cameras and radios available for use. [85]

              The Bf 109 G-12 was a two-seat trainer version of the Bf 109. This was a conversion of "war-weary" or rebuilt G-4 and G-6 airframes [81] [86] the space needed for the second cockpit was gained by reducing the internal fuel capacity to only 240 L (60 US gal) meaning that the 300 L (80 US gal) drop tank was employed as standard equipment. This version was rarely armed with anything more than one or two cowling machine guns. [87] The rear cockpit canopy was bowed out to give the instructor, who sat behind the student pilot in an armoured seat, a clearer view. The rear cockpit was also equipped with a basic instrument panel and all flight controls. [88]

              Bf 109G subtypes and variants

              The base subtypes could be equipped with Rüstsatz add-on standard field kits in practice this meant hanging on some sort of additional equipment like droptanks, bombs or cannons to standard attachment points, present on all production aircraft. Aircraft could be modified in the factory with Umrüst-bausatz (Umbau) conversion kits or by adding extra equipment, designated as Rüstzustand, to convert standard airframes for special roles – a reconnaissance- or bad-weather fighter, for example. Unlike the Rüstsatz field-kits, these modifications were permanent.

              The Rüstsatz kits were designated by the letter "R" and a Roman numeral. Rüstsatz kits did not alter the aircraft's designation, so a Bf 109 G-6 with Rüstsatz II (50 kg/110 lb bombs) remained designated as 'Bf 109 G-6', and not 'G-6/R2' – the G-6/R2 was a reconnaissance fighter with MW 50, as suggested by most publications. The Umrüst-Bausatz, Umbau, or Rüstzustand were identified with either an "/R" or "/U" suffix and an Arabic number, e.g. Bf 109 G-10/U4.

              Common Rüstsatz kits: Bf 109G: [89]

              • R I (ETC 501/IX b bomb rack under the fuselage, fusing equipment for an SC 250 or SD 250 type 250 kg (550 lb) bomb)
              • R II (ETC 50/VIII d bomb rack under the fuselage, fusing equipment, for four SC 50 type 50 kg (110 lb) bombs)
              • R III (Schloß 503A-1 rack for one fuselage drop tank (300 L/80 US gal))
              • R IV (two 30 mm (1.18 in) Rheinmetall-Borsig MK 108 underwing gunpods)
              • R VI (two 20 mm Mauser MG 151/20 underwing gunpods with 135 rpg)
              • R VII (Peilrufanlage)

              Common Umrüst-Bausatz (Umbau) numbers:

              • U1 (Messerschmitt P6 reversible-pitch propeller to be used as air brake, only prototypes)
              • U2 (GM-1 boost, during 1944 several hundred converted to MW-50 boost)
              • U3 (Reconnaissance conversion, in autumn 1943 G-6/U3 adopted as G-8 production variant)
              • U4 (30 mm (1.18 in) MK 108 Motorkanone engine-mounted cannon)



              Lancer31, that's certainly true. Also, actual paint colors varied quite a bit, especially late in the war as paint stocks were often mixed to accomodate a particular need.

              I'd say that since the Bf-109H V55 was about the same vintage as the Bf-109K, you could depict a paint scheme such as these and be in the ballpark.


              I am writing an e-mail to MPM model if they have the a picture of the camouflage of their BF-109 H1 plastic kit.

              VEKA model is preparing an electric version for MEGA 16/25/3 for me. This photo is from yesterday.


              Space Ghost is correct. Because it carries the prefix V this denotes a pre-production aircraft. The code 'V' started at V 01 with the very first pre-production Bf 109. As far as I am aware no other Luftwaffe aeroplane reached a 55th. pre-production serial number.

              Have done a bit more looking. The highest 'V' prefix for the Bf. 109 I could find was V 31. This was a Bf. 109-G airframe used as a flying u/c test-bed for the proposed Me. 209.
              I have also discovered that the Bf. 109-H did go into production. They were the Bf. 109- H1 and the Bf. 109-H2 and saw service in France in December 1943.
              The 109-H was to be a high altitude interceptor but it failed against Kurt Tank's Ta 152. The H1 and H2 models were to test Messerschmitt's high altitude wing but were quickly withdrawn due to excessive 'wing flutter' No mention is made of the units to which the H1 and H2 were allocated but most likely would have been EprBK 109 [Erprobungs Kommando 109 = 109 experimental flight Unit]

              German Messerschmitt Me-109 Bf-109 World War 2 Military Aircraft Books.

              World War 2 Messerschmitt Bf-109 Military Aircraft Books. The spearhead of the Luftwaffe's fighter force between 1939 and 1941, the Bf 109E progressed from the -1 to the -7 variant, over time incorporating improvements in engine performance, armament, windshield and canopy, and pilot protection. From the Spanish Civil War to the end of WWII the Messerschmitt was one of the most famous aircraft of its era, the Bf-109 / Me-109 Prop Fighter. The aircraft evolved over the course of its career, with late-war fighters possessing upgraded weapons and equipment in response to previous combat experience. Performance specifications: Max Speed 398 mph @ 20,670 ft. Cruise Speed 365 mph. Range 528 miles, 621 with droptanks. Ceiling 39,370 ft. Rate of Climb 3345 ft / min.

              Bf 109 / Me 109 Military Aircraft Books

              This book will help you model the standard Luftwaffe single-seat fighter of the early war years - the Bf 109, mount of aces such as Adolf Galland and Werner Mlders. Detailed, step-by-step modeling instructions and expert tips provide everything you need to model a range of Bf 109 variants, including the Mistel composite aircraft, in camouflage schemes ranging from Northwest Europe to the Eastern Front and Western Desert. 64 pgs., 145 color photos, color profiles, scale drawings and more. 7"x 9", sfbd.

              Classic WWII Aviation, Vol. 2
              Hardbound Book

              Edward Shacklady. This is the history of Willy Messerschmitt's Bf 109, which saw service with the Luftwaffe for nearly a decade. Although no exact figures are available, it is thought that over 33,000 were built, representing more than 60% of all the single-engine fighters produced by Germany during WWII. Adolf Galland and Helmuth Wick are just two of the leading Luftwaffe pilots who amassed high victory scores in this dominant Luftwaffe fighter. 160 pgs., 7"x 10", hdbd.

              Weal. This volume tells the story of the daylight air battles over Germany as seen through the eyes of the Bf 109 aces involved. You'll see tactics change from the early days - when Luftwaffe pilots waited for short-ranged Allied fighters to turn back before attacking invading bombers - through the see-saw battle for aerial supremacy, the advent of the P-51, the growing might of the heavy bomber streams, and the final desperate measures against overwhelming odds. 96 pages, 87 B&W photographs, 36 color profiles, 7"x 9", softcover.

              Weal. The four-year Eastern Front campaign fought between Germany and Russia produced the greatest number of Luftwaffe aces of World War II - many with staggering victory numbers. This heavily illustrated book, through never-before-published photographs and firsthand accounts from the combat veterans, examines the Luftwaffe pilots who are credited with 50-100 victories and their successful tactics and planes. 96 pages, 95 B&W photographs, 36 color profiles, 7"x 9", softcover.

              Aircraft of the Aces Vol. 11
              Softbound Book

              Weal. The period covered in this volume was considered to be the "glory years" for the Jagdwaffe–fresh from the experience gained in the Spanish Civil War–and for the Bf 109 in particular. Bf 109 pilots swept all before them in support of the Blitzkrieg across continental Europe, but suffered badly during the Battle of Britain. 96 pgs including 3-view drawings and 12 pgs. of color profiles and portraits., 100+ photos, 7"x 9". sfbd.
              # 0001687 2

              Aircraft of the Aces Vol. 29
              Softbound Book

              Weal. A follow-on to Bf 109D/E Aces 1939-41 (Historic Aviation product #1687), this book charts the story of the myriad aces who flew the later marks of Messerschmitt fighter through to VE-Day. As good as the early 109s had been during the opening 18 months of the war, the aircraft was being progressively bettered in aerial combat by the Spitfire come 1941, so Messerschmitt updated and improved the breed with these F, G and K variants. 96 pgs. including 10 pages of color profiles, 100+ photos, 7 " x 9 ", sfbd.
              # 0002856

              Aircraft of the Aces Vol. 50

              Punka. In June 1941, Hungarian armed forces joined the Germans in the invasion of the Soviet Union, and by the time those pilots were flying Bf 109F/Gs in 1942, many of them had built up numerous aerial scores. By 1944, the Hungarians were defending their homeland, and they remained Germany's Eastern European allies even during the Soviet advances of 1944-45. 96 pages, 105 B&W photographs, 32 color profiles, 7"x 9", softcover.
              # 0006371

              Aircraft of the Aces Vol. 2
              Softbound Book

              Scutts. Totally outnumbered throughout their short two-year sojourn in the Western Desert, the crack fighter pilots in the theater fought an effective campaign in support of Rommel's Afrika Korps. Here is the story of these Bf 109 pilots! 96 pgs including 18 pgs. of color profiles and portraits., 100+ photos, 7"x 9". sfbd.

              Engage the Enemy Duel 5
              Softbound Book

              Battle of Britain
              Holmes. This volume explores the clash between the Spitfire and the Bf 109 in the Battle of Britain, showing you not only critical elements - such as the airframe, engine, armament and flying characteristics - of both aircraft types, but also examining the pilots' training and tactics, the growing influence of radar and other British coastal defense systems, and actual engagements through German and British firsthand accounts that put you at the heart of the desperate battle. 80 pages, B&W photographs and color illustrations, 7"x 9", softcover.
              # 0015431

              Miller. WWII inspired the invention of weapons the likes of which the world had never seen. Explore the technology and battle-zone achievements of such groundbreaking tanks as German Tigers and Panthers, Russian T-34s, and American M3s. Then review superb aircraft such as the Messerschmitt Bf 109 , the British Hurricane and Spitfire, the American Mustang and B-17, and the Japanese Aichi Val and Zero. Finally, look at mighty battleships including the Bismarck, aircraft carriers like the Yorktown, and lethal undersea submarines. All of these and many more are described in dramatic detail and illustrated in stunning photos, color artwork, and maps. 272 pages, 400 B&W and color photographs, maps, 8"x 11", hardcover.
              # 0006857

              The Life Story of the World's Highest Scoring Ace
              Jager. With 352 aerial victories and ten years in a Soviet prison, Erich Hartmann survived uprisings, hunger strikes, and forced labor. His will to do his duty was remarkable - after being released, he was still mentally and physically fit enough to fly F-86 jet fighters in the post-World War II German Air Force. This photo album presents the different stages of his life - a man who wished to become a doctor, but whose fate it was to become and remain a soldier.

              The BF-109 took it's first flight on May 29 1935. It was built by the Bayerische Flugzeugwerk Messerschmitt Airplane Company. It was introduced into action on 1937 and retired after Germany lost the war in 1945 but flew for the Spanish Air Force until 1965. There were 33,984 Bf 109s built in total.

              Defenders of the Reich Volume 10015122vspace="4" border="1" align="left">

              Defenders of the Reich Volume 1
              Jagdgeschwader 1, Volume One, 1939-1942
              Mombeek. This heavily illustrated volume covers the creation and early combat history of the Luftwaffe's elite Jagdgeschwader 1 air defense unit, including the Polish campaign, the attack on France and the invasion of Russia. You'll meet top aces such as Heinz Baer, Walter Oesau and Herbert Ihlefeld and view color illustrations of the unit's Bf 109s and Fw 190s. 96 pages, 200+ B&W photographs and color profiles, 9"x 12", softcover.

              Fighter Boys" 224"0020950vspace="4" border="1" hspace="10" align="left">

              Messerschmitt Bf 109
              Combat Legend

              Scutts. This aircraft first saw action in the Spanish Civil War and by the time of the major German offensives in 1939-40 it was the Luftwaffe's principal fighter. This book includes chronology, prototypes, operational history, aces, variants, technical specifications, model kit information and more. 96 pgs., 75 B&W photos, 19 color profiles, 3-views and more. 7"x 9", sfbd.

              Payne. This photo-essay, one of a 21-volume series, covers every aspect of the Luftwaffe in World War II, examining the men and the aircraft they flew as it charts the rise and fall of this mighty force. This softbound, 72 pg. volume contains 105 B&W photos along with 8 pages of color and measures 7"x 10".
              The Bf 109 was the dominant fighter of early WWII and a revolutionary aircraft in its time. This superbly illustrated volume traces the Bf 109's story from its origins to triumph over French and British opposition in the conquest of France and its fate over southern England in late 1940. The intervening years are also covered with images of the men and planes of the Legion Condor, fighting in the Spanish Civil War, plus details of the tactical lessons learned from the Polish campaign of 1939, when the Bf 109 went a long way towards making victory quick and complete.
              With images drawn largely from private collections and mostly never published in book form before, this volume reveals much on the Bf 109s early career. The drama of this period of revolution in aviation technology is captured in this original and analytical study.

              Please Note: I took the photo of the clouds used in the background picture
              while we were flying from a Northern Siberian city named Khatanga
              on our way to the North Pole in April 2002. C. Jeff Dyrek, webmaster
              Click Here to Join the next expedition

              Click Here are some misspellings that people type in the search engines when looking for this page:
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              Great Planes: The Messerschmitt Bf 109

              In July 1933, the Technical Office for Development of the Luftwaffe issued a tactical requirement calling for a single-seat fighter that would be armed with a minimum of two machine guns, with 500 rounds per gun, a radio, an oxygen system with heat, and a service ceiling of 19,500 feet. The result was the Bf 109, produced by the Bayerische Flugzeugwerke (Bavarian Aircraft Factory), a company which would be renamed Messerschmitt AG, after the principle designer of the 109, Willy Messerschmitt (all Messerschmitt aircraft designed after the name change would have the "Me" prefix). The Bf 109 would first fly on 29 May 1935, and would first see combat in December 1936, with the German Condor Legion in the Spanish Civil War. The simplicity of Willy Messerschmitt's design would allow for improvements and modifications that would keep the 109 in front line service until the end of the Second World War. The highest scoring ace of all time, Erich Hartmann, scored all 352 of his victories against allied aircraft flying the 109. Ironically, following World War II, the 109 would be flown by Israeli pilots in the 1948 war in Palestine.

              A note on the photo above: Most airworthy 109s are versions built under license by Spain designated HA-1112s (the 109s used in the movie The Battle of Britain were HA-1112s recently retired by the Spanish Air Force). More recently, some German built 109s that had crashed in Russia have been restored and made airworthy (about 20 surviving 109s in the 21st century were flown by Jagdgeschwader 5). The aircraft in the photo is Bf 109 E-3 3579 ex-JG 2"White 14", ex-Bf 109E-7 4/JG 5 "White 7" - crashed 2 August 1942. The aircraft was restored by The Russell Group, Ontario, of Canada, and has since been sold to a buyer in the United Kingdom with it expected to fly during the Battle of Britain 75th anniversary in 2015.
              Falcon's Messerschmitt Bf 109 Hangar:
              Aviation History Online Museum:
     . bf109.html
     . f_109.html
              Stof's Bf 109 Page:
              http://christophe.arribat.pagesperso-or . of109.html
              Military Factory:
     . raft_id=83

              Jun 14, 2015 #2 2015-06-14T19:24

              Watch the video: Air Warriors - Messerschmitt BF 109. S08E04 (October 2022).

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