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—, Luftwaffe ace with 275 victories. The Bf 109A was the first version of the Bf 109. Armament was initially planned to be just two cowl-mounted 7.92 mm (.312 in). However, possibly due to the introduction of the and, each with eight 7.7 mm (.303 in) machine guns, experiments were carried out with a third machine gun firing through the propeller shaft. V4 and some A-0 were powered by a 640 PS (631 hp, 471 kW) B engine driving a two-blade fixed- propeller, but production was changed to the 670 PS (661 hp, 493 kW) Jumo 210D as soon as it became available. The A-0 was not of a uniform type; there were several changes in their appearance. Visible changes included engine, cockpit and machine gun ventilation holes/slats, and the location of the cooler was changed several times to prevent overheating.
Many of these Bf 109 A-0 served with the and were often misidentified as B-series aircraft, and probably served in Spain with the tactical markings 6-1 to 6–16. One A-0, marked as 6–15, ran out of fuel and was forced to land behind enemy lines. It was captured by troops on 11 November 1937 and later transferred to the Soviet Union for a closer inspection. 6–15 incorporated several improvements from the Bf 109B production program and had been prepared to use a although it had not been installed. According to RLM documentation 22 aircraft were ordered and delivered with V4 as the A-series prototype. The first Bf 109 in serial production, the Bf 109 B-1, was fitted with the 670 PS (661 hp, 493 kW) Jumo 210D engine driving a two-bladed fixed-pitch propeller. During the production run a variable-pitch propeller was introduced and often retrofitted to older aircraft; these were then unofficially known as B-2s.
The Bf 109B saw combat with the Legion Condor during the, although it was apparent that the armament was still inadequate. Several aircraft were produced with an engine-mounted machine gun but it was very unreliable, most likely because of engine vibrations and overheating. Thus the Bf 109 V8 was constructed to test the fitting of two more machine guns in the wings; however, results showed that the wing needed strengthening. In the following V9 prototype, both wing guns were replaced by 20 mm MG FF cannons.
A total of 341 Bf 109 B-1s were built by Messerschmitt,, and the Erla Maschinenwerke. Production of the short-lived Bf 109C began in the spring of 1938. The 109C was powered by a 700 PS (690 hp, 515 kW) Jumo 210G engine with direct fuel injection. Another important change was a strengthened wing, now carrying two more machine guns, giving four 7.92 mm (.312 in) MG 17s in total. The C-0s were pre-production aircraft, the C-1 was the production version, and the C-2 was an experimental version with an engine-mounted machine gun. The C-3 was planned with 20 mm replacing the two MG 17s in the wings, but it is not known how many C-3s (if any) were built or converted. The C-4 was planned to have an engine-mounted Motorkanone MG FF, but this variant was not produced.
A total of 58 Bf 109Cs of all versions were built by Messerschmitt. A standard Luftwaffe 300 litre drop tank The E-7 was the next major production variant, entering service and seeing combat at the end of August 1940. One of the limitations of the earlier Bf 109Es 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, usually the standardized Luftwaffe 300 L (80 US gal) capacity unit mounted on a centre-line rack under the fuselage, which increased its 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. 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. A total of 438 E-7s of all variants were built. 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-2 (Limited production, additional Motorkanone engine mounted MG FF cannon, otherwise as E-3) • E-3 (Similar to E-1 but 2 × 20 mm MG FFs in the wings instead of the MG 17) • E-4 (Armour and structural improvements, change of MG FF cannons to MG FF/M. Messerschmitt Bf 109F-2 of the Escuadrilla Azul, 15.(span.)/Jagdgeschwader 51, Winter 1942/1943 The F-2 introduced the 15 mm Mauser with 200 rounds.
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As the harder-hitting 20 mm Mauser MG 151/20 version become available, a number of F-2s were retrofitted with it in the field. About 1,230 F-2s were built between October 1940 and August 1941 by AGO, Arado, Erla, Messerschmitt Regensburg and WNF. No tropicalized version was built, although individual F-2s were retrofitted with sand filters in the field. The maximum speed of the F-1 and F-2 was 615 km/h (382 mph) at rated altitude. • F-0 (Pre-production aircraft built from E series airframes, Adolf Galland was one of the few to fly one operationally) • F-1 (Armed with 1 × 20 mm MG FF/M Motorkanone cannon and 2 × 7.92 mm/.312 in MG 17 machine guns) • F-2 (Armed with 1 × 15 mm (.59 in) and 2 × 7.92 mm/.312 in MG 17) • F-2 trop (tropicalized version, only as field conversion) • F-2/Z (high-altitude fighter with GM-1 boost, cancelled in favour of the F-4/Z) F-3, F-4, F-5, F-6 [ ]. The 1,350 PS (1,332 hp, 993 kW) DB 601 E was used in the F-3 and F-4 model together with a VDM 9-12010 propeller with broader blades for improved altitude performance. The DB 601 E was initially restricted to 1,200 PS (1,184 hp, 883 kW) at 2,500 rpm; however, the full rating of 1,350 PS at 2,500 rpm was cleared for service use by February 1942.
The DB 601 E ran on standard 87 octane 'B-4' aviation fuel, despite its increased performance; while the earlier DB 601 N required 100 octane 'C-3' fuel. Only 15 examples of the F-3 are believed to have been produced by Messerschmitt Regensburg between October 1940 and January 1941.
Like the F-1, the F-3 was armed with the 20 mm MG-FF/M and two 7.92 mm (.312 in) MG 17s. From the F-4 onward, the new 20 mm Mauser MG 151/20 with 200 rounds was used as the Motorkanone. The first F-4s reached frontline units in June 1941. Production lasted exactly a year between May 1941 and May 1942, with 1,841 of all F-4 variants produced.
Some of the later models were capable of mounting two 20 mm MG 151/20 cannons under the wing in faired gondolas with 135 rpg. These were designated F-4/R1 and 240 of them were produced by WNF in the first quarter of 1942. This optional additional armament was standardized as field kit for later G and K series. A special high-altitude variant, the F-4/Z featuring boost, was also built with a production run of 544 in the first quarter of 1942 and saw extensive use.
Finally, the Erla factory produced 576 tropicalized F-4 trop in the first half of 1942. With its initial engine rating of 1,200 PS, the maximum speed of the F-4 (and F-3) was 635 km/h (394 mph) at rated altitude; and with the clearance of the full rating of 1,350 PS, maximum speed increased to 659 km/h (410 mph) at 6,200 m (20,341 ft).
• F-3 (As F-1 but with 1350 PS DB 601E engine, produced in limited numbers) • F-4 (As F-2 but with DB 601E engine, 20 mm MG 151/20 'Motorkanone' cannon replacing the 15 mm MG 151) • F-4/R1 (capable of mounting two 20 mm MG 151/20 cannons in underwing gondolas) • F-4/R2 (dedicated recon version, 5 built) • F-4/R3 (dedicated recon version, 36 built) • F-4/Z (As F-4, high-altitude fighter with GM-1 boost) • F-4 trop (Tropicalized fighter) • F-5 (planned but not built) • F-6 (planned but not built) • F-8 (planned but not built) Bf 109G [ ]. Bf 109 G-2 remake in the in Berlin G-1, G-2 [ ] The G-1, produced from February 1942, was the first production version of the G-series and the first production Bf 109 with a pressurized cockpit.
It 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. Capsules were placed in each pane of the windscreen and opening canopy to absorb any moisture which may have been trapped in the.
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. Bf 109 G-4 W.Nr. 19310 on display at 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 radio set, which provided much clearer radio transmissions and had three-times the range of the earlier 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.
Due to the steady weight increases of the 109, from the spring of 1943 larger 660 × 160 mm (26 × 6.3 in) mainwheels were introduced, replacing the previously used 650 × 150 mm (25.6 × 6 in) type. The undercarriage legs were altered so that the wheel's vertical axis was nearly upright rather than being parallel with the 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.
In addition, a larger 350 × 135 mm (14 × 5 in) tailwheel replaced the original 290 × 110 mm (11 × 4 in) one; the larger tailwheel no longer fitted the recess, so the retraction mechanism was disconnected and the tailwheel fixed down. 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. 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. Messerschmitt Bf 109G-10 at the in Referred to as the 'bastard aircraft of the Erla factory' in the Luftwaffe 's Aircraft Variants Book of December 1944, the G-10 was a Bf 109 G airframe combined with the new DB 605 D-2 engine, 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.
Contrary to popular belief the G-10 were not rebuilt older airframes but new production. Early production G-10 may have had two data plates (usually with G-14 stamped onto it) as these airframes were originally intended to be used for G-14 assembly but were diverted to G-10 assembly. — Caldwell There were problems with the 30 mm (1.2 in) MK 108 Motorkanone, which often jammed while the aircraft was manoeuvring in battle, leaving the pilot to fight on with the two heavy machine guns. The standard Revi 16C was fitted, which was slated to be replaced by the, although this never happened.
Power was provided in production K-4s by a Daimler-Benz DB 605 DB/DC engine (very early K-4s used the earlier DM).The DB/DC engine had an adjusting screw allowing the engine to use either B4 + MW 50 Methanol Water injection equipment or C3 fuel (DB 605 DB) or C3 fuel, with or without MW 50 (DB 605 DC). Using B4 fuel with MW 50, the DB generated an emergency power rating of 1,600 PS at 6,000 m (1,160 PS maximum continual at 6,600 m), and take-off power of 1,850 PS at 0 m, with a maximum supercharger boost of 1.8 ata. The DB could also be run on higher octane C3 fuel but use of MW 50 was forbidden.
The DC ran on C3 fuel and could generate a potential 2,000 PS when using C3 fuel with MW 50 and a boost of 1.98 ata, otherwise the power ratings were similar to that of the DB. A wide-chord, three-bladed VDM 9-12159A propeller of 3 m (9.8 ft) diameter was used, as on the G-6/AS, G-14/AS and G-10. Deliveries began in mid-October 1944 and 534 examples had been delivered by the Messerschmitt A.G., Regensburg by the end of November and 856 by the end of the year.
Regensburg delivered a total of 1,593 by the end of March 1945, after which production figures are missing. [ ] With such a high rate of production, despite continuous heavy fighting, by the end of January 1945, 314 K-4s – about every fourth 109 – were listed on hand with the first line Luftwaffe units. Ultimately it was intended to equip all Bf 109 units with the 109K, which marked the final stage of 109 development before the jet age. Using MW 50 and maximum boost the Bf 109 K-4 was the fastest 109 of World War II, reaching a maximum speed of 710 km/h (440 mph) at 7,500 m (24,600 ft) altitude. Without MW 50 and using 1.80 ata the K-4 reached 670 km/h (416 mph) at 9,000 m (30,000 ft).
The Initial Rate of climb was 850 m (2,790 ft)/min, without MW 50 and 1,080 m (3,540 ft)/min, using MW 50. The Bf 109 remained comparable to opposing fighters until the end of the war but the deteriorating quality of the thousands of novice Luftwaffe pilots pressed into service by this stage of the war meant the 109's strengths were of little value against the numerous and well-trained Allied fighter pilots. Other Bf 109K projects and prototypes [ ]. Bf 109Z-1 This experimental aircraft was essentially two Bf 109F airframes joined together by means of a new wing centre section and new tailplane, both of constant chord, in a manner paralleled by the. Hardware Id Trivium Keygen Software. In the preproduction model, the right fuselage cockpit was faired over and the pilot flew the aircraft from the left side fuselage.
Additional modifications included setting the main undercarriage hinges further inboard, with associated strengthening of the fuselage and modifications to the wing forward structure. Four variants of this aircraft were proposed. One was an interceptor armed with five 30 mm (1.18 in) cannon and up to a 1,000 kg (2,200 lb) bomb load, another a fighter-bomber armed with two MK 108 cannons and up to two 2,200 lb. Both airframes were to be powered by the DB605 engine. A third and fourth were designed on paper and would be similar to the first two airframes but powered by Jumo 213 engines.
Only one Bf 109Z was built, and it was never flown, having been damaged in its hangar during an Allied bombing raid in 1943. The project was permanently abandoned in 1944. Fieseler und Skoda FiSk 199 [ ] Experimental version of Bf 109G-2/R1 with extra landing gear, one ventral 250 kg bomb and two drop tanks under wings. Developments after World War II [ ] Czechoslovak production [ ].
S 199 After the war, some Bf 109s were produced in as the and. These were modified Bf 109G-14s, the latter with the inferior F engine, which resulted in an aircraft with remarkably poor handling characteristics and a tendency to crash during landings. As noted above, Czech pilots who had previously flown Spitfires for the RAF nicknamed the aircraft Mezek ('Mule').
They were replaced in frontline service by Soviet jets in 1952, but flew on as trainers for another five years. Several of the S-199s were sold to, forming the basis of the fledgeling. Spanish production [ ].
• These factory codes were used by all second line aircraft, such as trainers, communication, some Air Service aircraft and others not engaged in operational use. • The last production G-2s were fitted with the enlarged mainwheels and tailwheel while the first of the G-4s used the smaller wheels. Fta Dish Channel List Download there. • The DB 605D was a one-off prototype engine developed from the DB 605A using internal modifications to raise its altitude rating. The DB 605 D-2 was a development of this using the larger DB 603 supercharger. When fitted with the MW-50 water/methanol injection system this became the DB 605DM.
• The shape of the hatch was changed in that the lower edge sloped up slightly to the front. • The shortage of C3 fuel and other problems meant that it was doubtful that 1.98 ata boost was ever used operationally, apart from being tested by II./JG 11.
• Improved propellers were being developed when the war ended which would have boosted the speed to 727 km/h (452 mph); 741 km/h (459 mph) was expected with an experimental swept-back propeller design. Citations [ ].