Messerschmitt Bf 109

With the Bf 109 model Messerschmitt entered the field of military aviation. It was the standard fighter of the Luftwaffe (German air force) for many years. At the same time it was the fighter with piston engine that was manufactured in the largest numbers.

At the beginning of 1934 the Reichsluftfahrtministerium (RLM; the German air ministry) made an invitation of tender for a light fighter. Initially the aircraft manufacturers Heinkel, Arado and Focke-Wulf took part. Willy Messerschmitt's Bayerische Flugzeugwerke were involved only later from March 1934 on.

The invitation of tender was issued at a time when the turning away from the classic biplane design slowly began to gain acceptance. Nonetheless the RLM regarded Messerschmitt's Bf 109 still critically in 1934, though the Bf 109 was based on the constructional experiences with the successful sports aeroplane Bf 108.

The Bf 109 was a monospar cantilever low-wing aircraft with a fuselage attached retractable gear, which should enable the easy transport of the fuselage on a flat car after dismounting the wings. The fuselage was manufactured with a semi-monocoque design and comprised a closed cabin. The wings had automatic slats and slotted flaps. The intended power plant was an in-line engine, either the Jumo 210 by Junkers or the DB 600 by Daimler Benz. Both engines were still in their development stage in the middle of the thirties.

The first prototype of a Bf 109 took off at Augsburg-Haunstetten on May 23rd 1935 and was equipped with a Rolls-Royce Kestrel V engine with a power of 695 HP. The flight itself was problem-free, only some difficulties occurred with the retractable gear.

In October 1935 the first Bf 109 arrived at the testing station of the Luftwaffe in Rechlin. In the following period the aircraft was subjected to an intensive testing program. The second prototype, that was powered by a Jumo 210 engine with 680 HP participated in a direct comparative flight with the contending models by Arado, Focke-Wulf and Heinkel in February and March 1936. The models Arado Ar 80 and Focke-Wulf Fw 159 had no chance against the Bf 109. But the Heinkel He 112 was a more than serious rival. Although the direct comparison turned out to be more favourable for the Bf 109 in several regards the RLM came to no definite decision on mass production. The Bayerische Flugzeugwerke and Heinkel each received an order of ten pre-series aircraft.

The Bayerischen Flugzeugwerke started immediately with series manufacturing. Heinkel's project management was forced to make alterations to each pre-series aircraft. This circumstance and the higher manufacturing costs resulted in the decision on mass production being decided in favour of the Bf 109.

Already the second and the third prototypes could be used as the model for the planned first series version. This aircraft had the designation Bf 109 A but because its armament was assessed as being too light only a small series of about 20 units was manufactured. Incidentally, the problem of the armament was going to be characteristic of the first series versions of the Bf 109.

The next three test models were equipped with JUMO 210 engines and had a heavier armament. For the first time a machine gun firing through the hollow propeller shaft was installed. In December 1936 all three aircraft were sent to Spain for testing under mission conditions. They constituted the basis for the following Bf 109 B series. Equipped with a Jumo 210 D engine (680 HP) the first aeroplanes were delivered to the Luftwaffe at the beginning of 1937, which sent some of the them to Spain.

With the practical experience in mission the problems with the still too light armament of the Bf 109 became more evident. Therefore Messerschmitt carried out a conversion of the wings in order to incorporate an automatic weapon. Two testing models were accordingly designed and formed the basis for the Bf 109 C and the Bf 109 D series that was manufactured from the end of 1937 on. The Bf 109 C was equipped with a Jumo 210 G-1 with fuel-injection (700 HP), the Bf 109 D series was equipped with the less powerful Jumo 210 D again. Switzerland was the first export customer to acquire ten aircraft of the Bf 109 D type.

At the international flying meeting that took place in Switzerland at the end of July of 1937 the Bf 109 caused an international sensation for the first time. Six testing models participated in the competitions for military aircraft and won all competitions. Three of the aeroplanes were equipped with special versions of the Daimler Benz DB 600 engine. Inspired by the successes in Zurich the Bayerische Flugzeugwerke were going set a new world absolute speed record for landplanes. The Bf 109 V13 was equipped with a specially boosted Daimler Benz engine that produced a momentary power of 1,660 HP. On November 11th 1937 test pilot Dr Hermann Wurster flew 610.95 km/h and brought the record to Germany for the first time.

With the availability of the much more powerful engines DB 600 A (1,000 HP) and DB 610 A (1,100 HP) a new stage of development in the history of the Bf 109 was entered. The incorporation of the engines required extensive alterations in the front part of the airframe and in the cooling system but resulted in a speed increase of more than 100 km/h. At the end of 1938 the series production of the new series with the designation Bf 109 E - the first real mass series - could start with the model E-1.

After the successes at the international flying meeting several nations were interested in the export version of the Bf 109 "Emil". It got the designation Bf 109 E-3a. For secrecy reasons all equipment that was not declared free had to be removed or not installed. Until 1941 19 aircraft were delivered to Bulgaria, 12 to Japan, 73 to Yugoslavia, 65 to Romania, 80 to Switzerland and 3 to the USSR. Further prospective customers were Turkey, Norway and Sweden, which however couldn't be supplied anymore.

The "Emil" was the standard fighter of the Luftwaffe at the beginning of the Second World War. It was equal to all other fighters and often even superior.

Because of the existing requirements further series modifications of the Bf 109 E were designed. The modifications pertained mainly to the armament and the engine. From 1940 on the E-3 type was delivered that had additional automatic weapons in the wing and was equipped with a DB 601 Aa engine (1,175 HP) with an improved take-off power.

As a further improvement a heavier wing armament was mounted from the E?4 series on. The machines with the designation E-4/N were equipped with the DB 601 N engine (1,175 HP) that had an improved altitude performance. The E-5 and E-6 series, both manufactured in only small numbers, were reconnaissance aircraft.

For the E series there was a number of equipment and conversion kits for the first time. The kits emerged from the mission experiences and offered a rather simple method to adapt the mission possibilities of the planes without much effort to the continuously changing requirements as for example to tropical services. The mounting of the equipment kits could be done on-site, but the mounting of the conversion kits had to be done in a workshop and was partly carried out during repairs.

The last variant of the Bf 109 E series to be built in large numbers was the E-7 that distinguished itself through its increased operational range. The external store device of the series made it possible to take a jettisonable auxiliary tank. On top of that the DB 601 N engine allowed a further improvement of the performance in high altitudes through the injection of a comburent. The possible maximum increase was 280 HP in an altitude of 8,000 m. This additional equipment with the designation GM-1 was mounted in many machines of the E-7 series that were called E-7/Z. The E-8 and E-9 series, both built in small numbers, specified a fighter with a DB 601 A engine and a reconnaissance aircraft with a DB 601 N engine respectively for which the operational range was attempted to be further increased.

Until the end of fabrication about 4,000 Bf 109 E of the E-1 to E-9 series came off the conveyor belt.

A peculiarity were the carrier-based Bf 109 T that were developed from the Bf 109 E. With catapult fitting, catch hook and enlarged wings the machines of the Bf 109 T-1 type were intended for operations from the aircraft carrier "Graf Zeppelin". However, already during their development it became apparent that the single German aircraft carrier would never be built. From the eighth machine on the production was switched over to the T-2 series - the aircraft carrier specific equipment was omitted. The 70 manufactured machines were employed in Norway and Helgoland because of their very good capabilities for taking off and landing at small airfields. The other aeroplanes were used for night-fighter training form the end of 1943 on.

Particularly during the second half of 1940 the limits of the Bf 109 E showed clearly. In spite of the now introduced jettisonable auxiliary tank the operational range of the plane originally only intended as a fighter for home guard proved to be too small for many of the facing tasks.

Already in 1939 Messerschmitt began a fundamental revision of the Bf 109 E. The airframe and the wings were aerodynamically refined, the internal fuel tanks were enlarged and the armour plating for the pilot were improved. Another important part of the conversion was the reduction of the manufacturing costs.

The new series with the designation Bf 109 F was heavier than its predecessor model but although it had the same engine (DB 601 N) its speed was clearly increased. The production costs could be reduced by 3,000 work hours in comparison with the Bf 109 E. For the production of an "Emil"-version 9,000 work hours were required.

In November 1940 the delivery of the first "Friedrich" started with the F-1 series. Its production was soon supplemented and eventually taken over by the F-2 that was equipped with a heavier armament.

In the middle of 1941 the variant F-4 made its appearance. Equipped with a DB 601 E engine (1,350 HP) it represented the variant of the Bf 109 F series manufactured in the largest numbers. As with the predecessor model equipment and conversion kits were available.

The production comprised about 2,400 planes of the F-1, F-2 and F-4 series. Die F-5 model existed only as a prototype and the F-3, F-6 and F-8 series were not realised.

From the spring of 1941 on the new DB 605 A engine (1,475 HP) was available. The better and better performances of the enemy aircraft urgently required the incorporation of this engine into the Bf 109, especially since the design had reached the end of its possibility for development with regard to aerodynamics. An increase of performance could therefore only be attained through a more powerful engine. In addition, air combat was continuously shifted to higher altitudes. In the spring of 1941 a pilot series of the new variant Bf 109 G with pressurized cabin was developed. The 109 G-0 aeroplanes were still equipped with the DB 601 E engine. In April 1941 the first aeroplane arrived at Daimler-Benz in Echterdingen and was there re-equipped with the DB 605 A.

Although again heavier than its predecessors the "Gustav" was the up to this time fastest version of the Bf 109, though its flight characteristics were much worse, especially the manoeuvrability.

The required manufacturing work hours could be further reduced in comparison with the Bf 109 F. Besides almost numberless alterations in the series construction the employment of equipment and conversion kits reached its peak with the Bf 109 G series. The engine, too, was subjected to continuous alterations after the not always problem-free testing was completed. The focus was on the improvement of the altitude performance.

The model G-1 initially only manufactured in small numbers from 1941 on comprised a pressurized cabin. The variant G-2 was identical with the exception of a pressurized cabin. Further models were the Bf 109 G-3 equipped with a pressurized cabin and the Bf 109 G-4.

The following Bf 109 G-6 series was manufactured in the largest numbers. The G-6 of which a production of about 12,000 was manufactured didn't have a pressurized cabin either. It was called by the not very favourable nickname "Beule" (bump) that referred to the characteristic bumps on the upper surface of the engine cowl that were caused by a change of the armament. Due to the immense numbers and the partly decentralized manufacturing the G-6 model didn't have a uniform appearance. For example there were different standards for the cockpit enclosure. Depending on the manufacturing site there was an additional number of alterations, for example the equipment with a DB 605 AS engine. This version had the designation Bf 109 G-6/AS.

From May 1943 on a smaller series production of the Bf 109 G-5 started that was equipped with a pressurized cabin but in all other regards identical with the Bf 109 G-5. The Bf 109 G-8, only manufactured in small numbers, was a reconnaissance aircraft for which existed numerous conversion possibilities.

The numerous modifications of the Bf 109 G also comprised a conversion to a two-seated training aeroplane, the Bf 109 G-12, which allowed the flying student to better acquaint himself with the problematic taking off and landing characteristics in the presence of a flying instructor. For the conversions already manufactured airframes of several Bf 109 G series were used. Only 93 aeroplanes were converted, much too few for reducing the appallingly high casualties in accidents during taking off and landing.

From the summer of 1944 on the new G-14 series made its appearance. This series realised some improvements of the G-6 series. Above all the incorporation of the altitude-optimized DB 605 AS was intended. However, many of the machines were equipped with a DB 60 AM engine (with refrigerant injection for an increase of performance). The equipment of the standard aircraft was similarly heterogeneous as with the G-6 series. Depending on the factory different wings, landing wheels, rudders or tail wheels were mounted. About 5,500 machines left the different manufacturing sites.

The series G-10 was only delivered from autumn 1944 on. It represented a link between the variants G-2, G-6 and the just finished K-4 series. The performance of the G-10 series was intended to follow the K-series. About 2,600 aeroplanes of this type were produced. The intended power plant was a DB 605 D engine (1,550 HP). However, some aeroplanes were equipped with a DB 605 AS engine or were afterwards re-equipped with it. Several design differences were taken in account from the beginning.

With a production of 24,000 the "Gustav" was the most numerous variant of the Bf 109 series. A total of eleven different series came to manufacturing (G-0 to G-6, G-8, G-10, G-12, G-14) that comprised 80 variants. The versions G-7, G-9, G-11, G-13 and G-16 never left the development stage. Apart from aircraft factories in Germany the production took place in Hungary and in some quantities in Romania. Spare parts were to a considerable extent produced in factories in France and Italy.

The Bf 109 G was also delivered to several other air forces. 150 aircraft went to Finland, 170 to Bulgaria, 140 to Romania, 100 to Hungary and 15 to Slovakia.

The Bf 109 G formed the basis for the high-altitude fighter Bf 109 H of which only a small number was manufactured. In the middle of 1943 Messerschmitt received the order to construct a high-altitude fighter by means of a modification of standard aeroplanes as soon as possible. So his engineers enlarged the wings of two Bf 109 G-5. The intended power plant was a DB 628 high-altititude engine, the development of which was however stopped soon. The few delivered aeroplanes were equipped with DB 605 A engines and were only occasionally employed in mission.

The immense number of alterations of the Bf 109 G made repairs and logistics more and more difficult. The aircraft became a real nightmare for the maintenance personal.

Therefore in the beginning of 1943 a development office under the leadership of Ludwig Bölkow in Wiener Neustädter Flugzeugwerke started to integrate the about 1,000 alterations that had accumulated until this time into a new design with the designation Bf 109 K. The intended power plant was again an improved high-altitude engine of thy DB 605 D type (1,550 HP). The design works as well as the production proceeded very slow. The performance of the "Kurfürst" was further improved in comparison with its predecessor models so that the limits of the construction were almost transcended.

The K-1 and K-3 models were never built; of the K-2 there was just built a prototype.

The K-4 series was the only model of the Bf 109 K to be built in larger numbers. It was delivered from the autumn of 1944 on and more than 1,200 aeroplanes of this finally last series of the Bf 109 were produced until the end of the war.

A single machine of the K-6 series reached the flight testing stage. The K-8, K-10, K-12 and K-14 versions were in the development stage but couldn't be realised anymore.

Until the end of the war in 1945 more than 32,000 Bf-109 of all series left the factories. This was the end of the production history of the Bf 109 in Germany.

After the war two other European nations, Czechoslovakia and Spain, produced modified Bf 109 until the fifties.

The series production of the Bf 109 G-14 for the Luftwaffe was intended to be performed at the Czech company Avia from the beginning of 1945 on. But that wasn't possible anymore. After the end of the war the Czech military decided to take over and continue the series production to have a starting point for their newly to be built up air force.

On February 22nd 1946 the first machine with the designation C-10 1 (later C 99) and with a DB 605 A engine took off for its maiden flight. Because the DB 605 A engine wasn't available on large scale anymore only a small series was produced that also included some two-seated training aeroplanes with the designation C-110 (later CS 99).

The Jumo 211 F engine (1,340 HP) that was available in large numbers was intended as a substitute for the DB 605 A engine. After the modification of the airframe to incorporate the new power plant and the corresponding propeller the maiden flight took place on April 24th 1947. Until 1949 450 machines of the single-seated fighter with the designation Avia S-199 and 82 machines of the two-seated training version with the designation CD-199 were delivered. The aircraft proved its worth and the last aeroplanes of this type were employed until 1957.

At the end of May 1948 25 S-199 were given to the Israeli air force - but only 23 of them came to Israel. They belonged to the first equipment of the Israeli air force and were very successful.

In Spain the interest for the Bf 109 was so great that they acquired the manufacturing rights for the Bf 109 G-2 in 1942. The contract couldn't be completely fulfilled on the German side so that only 25 Bf 109 G without engines, armament and tail assembly came to Spain for the initial support of the series construction at Hispano Aviacion. The Spanish aircraft manufacturers were forced to look for another engine for the machines. They chose the Hispano-Suiza 12Z-89 engine (1,300 HP). Similarly as at Avia at Hispano Aviacion the complete engine area had to be newly constructed. A Bf 109 E1 that still dated from the times of the civil war was taken as testing carrier. It took off with the new engine for the first time on March 2nd 1945.

In 1949 the series production of the airframes started. Until 1951 350 airframes were built that however could not be equipped with an engine since the problems with the Hispano-Suiza 12Z-89 could not be overcome. This situation was remedied by the Hispano-Suiza 12Z-17 (1,300 HP) that was manufactured in France and the first numbers of which reached Spain in 1951. The incorporation of this engine caused static and structural problems which eventually were solved by a German. In 1951 Willy Messerschmitt signed an advisory contract that enabled him to re-enter into aircraft manufacturing again. In the time following a total of 21 single-seated aeroplanes of the versions HA 1.109.K1L - K3L and two aircraft of the two-seated training aeroplanes with the designation HA-1.110 K1L were equipped with this engine.

Still the aeroplanes built up to this time only presented a transitional solution because from 1954 on the more powerful Rolls-Royce Merlin 500-45 (1,610 HP) was incorporated. Until 1957 the remaining airframes and the machines with a Hipano-Suiza engine were converted accordingly. With the designation HA-1.112 M1L-M4L these aeroplanes were employed by the Spanish air force until 1965.

The exact number of the world wide manufactured Bf 109 can only be estimated. A rough estimation would be 33,000. Original aeroplanes still preserved are rare and are normally shown as static exhibits in museums. Of German manufacturing there's only one airworthy original aeroplane at the moment. Nearly all the airworthy aeroplanes originate from Spanish production and are partly reconverted to the German standard.

The traditional aeroplanes operated by EADS with much commitment include a Bf 109 G-6. Originally manufactured as HA 1.112, WNr. 156 by Hispano Aviacion the aeroplane came to Manching via France in 1983. There it was first modified for the incorporation of a DB 605 A engine from Swedish licence manufacturing and then expertly and lovingly restored with the equipment of a Bf 109 G-6. On June 23rd 1986 it took off for its maiden flight and has regularly delighted an enthusiastic public on flying meetings since then.

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