MESSERSCHMITT Bf109 WW2 GERMAN LUFTWAFFE FIGHTER PLANE JG VARIANTS FOREIGN USERS

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MESSERSCHMITT Bf109 WW2 GERMAN LUFTWAFFE FIGHTER PLANE JG VARIANTS FOREIGN USERS. Compared to the earlier Bf 109 E, the Bf 109 F was much improved aerodynamically. The engine cowling was redesigned to be smoother and more rounded. Underneath the cowling was a revised, more streamlined oil cooler radiator and fairing. Shipping MESSERSCHMITT Bf109 WW2 GERMAN LUFTWAFFE FIGHTER PLANE JG VARIANTS FOREIGN USERS MESSERSCHMITT Bf109 WW2 GERMAN LUFTWAFFE FIGHTER PLANE JG VARIANTS FOREIGN USERS CLASSICS WW2 AVIATION SERIES HARDBOUND BOOK with DUSTJACKET in ENGLISH by EDWARD SHACKLADY SPANISH CIVIL WAR CONDOR LEGION THE PHONEY WAR THE NORWEGIAN CAMPAIGN THE BATTLE OF FRANCE 1940 BATTLE OF BRITAIN ATTACK OF THE EAGLE ADLER TAG THE Bf109F ENTERS COMBAT THE CHANNEL FRONT 1941-42 OPERATION BARBAROSSA INVASION OF THE SOVIET UNION 1941 RUSSIA EASTERN FRONT NORTH AFRICA AND THE MEDITERRANEAN 1941-42 DAK DEUTSCHE AFRIKA KORPS (HANS JOACHIM MARSEILLE – STAR OF AFRICA) DEFENSE OF THE REICH CAMOUFLAGE & MARKINGS MESSERSCHMITT Bf109 VARIANTS --------------------------------------------------------------------------------------------------------------------- Additional Information from Internet Encyclopedia 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 Vereinigte Deutsche Metallwerke (VDM)-made propeller.[14] 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. 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 just fitted with the two MG 17s mounted above the engine.[16] 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 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.[21] 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,[13] including 496 E-4s built as such: 250 E-4, 211 E-4/B, 15 E-4/N and 20 E-4/BN Development of the new Bf 109 F airframe had begun in 1939. After February 1940 an improved engine, the Daimler-Benz DB 601E, was developed for use with the Bf 109. The engineers at the Messerschmitt facilities took two Bf 109 E-1 airframes and installed this new powerplant. The first two prototypes, V21 (Werknummer (Works number) or W.Nr 5602) and V22 (W.Nr 1800) kept the trapeziform wing shape from the E-1, but the span was reduced by 61 cm (2 ft) by "clipping" the tips. Otherwise the wings incorporated the cooling system modifications described below. V22 also became the testbed for the pre-production DB 601E. The smaller wings had a detrimental effect on the handling so V23 , Stammkennzeichen (factory Code) CE+BP , W.Nr 5603, was fitted with new, semi-elliptical wingtips, becoming the standard wing planform for all future Bf 109 combat versions. The fourth prototype, V24 VK+AB , W.Nr 5604, flew with the clipped wings but featured a modified, "elbow"-shaped supercharger air-intake which was eventually adopted for production, and a deeper oil cooler bath beneath the cowling. On all of these prototypes the fuselage was cleaned up and the engine cowling modified to improve aerodynamics. Compared to the earlier Bf 109 E, the Bf 109 F was much improved aerodynamically. The engine cowling was redesigned to be smoother and more rounded. The enlarged propeller spinner, adapted from that of the new Messerschmitt Me 210, now blended smoothly into the new engine cowling. Underneath the cowling was a revised, more streamlined oil cooler radiator and fairing. A new ejector exhaust arrangement was incorporated, and on later aircraft a metal shield was fitted over the left hand banks to deflect exhaust fumes away from the supercharger air-intake. The supercharger air-intake was, from the F-1 -series onwards, a rounded, "elbow"-shaped design that protruded further out into the airstream. A new three-blade, light-alloy VDM propeller unit with a reduced diameter of 3 m (9 ft 8.5 in) was used. Propeller pitch was changed electrically, and was regulated by a constant-speed unit, though a manual override was still provided. Thanks to the improved aerodynamics, more fuel-efficient engines and the introduction of light-alloy versions of the standard Luftwaffe 300 litre drop tank, the Bf 109 F offered a much increased maximum range of 1,700 km (1,060 mi) compared to the Bf 109 E's maximum range figure of only 660 km (410 miles) on internal fuel, and with the E-7's provision for the 300 litre drop tank, a Bf 109E so equipped possessed double the range, to 1,325 km (820 mi). The canopy stayed essentially the same as that of the E-4 although the handbook for the 'F' stipulated that the forward, lower triangular panel to starboard was to be replaced by a metal panel with a port for firing signal flares. Many F-1s and F-2s kept this section glazed. A two-piece, all-metal armour plate head shield was added, as on the E-4, to the hinged portion of the canopy, although some lacked the curved top section. A bullet-resistant windscreen could be fitted as an option. The fuel tank was self-sealing, and around 1942 Bf 109Fs were retrofitted with additional armour made from layered light-alloy plate just aft of the pilot and fuel tank. The fuselage aft of the canopy remained essentially unchanged in its externals. The tail section of the aircraft was redesigned as well. The rudder was slightly reduced in area and the symmetrical fin section changed to an airfoil shape, producing a sideways lift force that swung the tail slightly to the left. This helped increase the effectiveness of the rudder, and reduced the need for application of right rudder on takeoff to counteract torque effects from the engine and propeller. The conspicuous bracing struts were removed from the horizontal tailplanes which were relocated to slightly below and forward of their original positions. A semi-retractable tailwheel was fitted and the main undercarriage legs were raked forward by six degrees to improve the ground handling. An unexpected structural flaw of the wing and tail section was revealed when the first F-1s were rushed into service; some aircraft crashed or nearly crashed, with either the wing surface wrinkling or fracturing, or by the tail structure failing. In one such accident, the commander of JG 2 "Richthofen", Wilhelm Balthasar lost his life when he was attacked by a Spitfire during a test flight. While making an evasive manoeuvre, the wings broke away and Balthasar was killed when his aircraft hit the ground. Slightly thicker wing skins and reinforced spars dealt with the wing problems. Tests were also carried out to find out why the tails had failed, and it was found that at certain engine settings a high-frequency oscillation in the tailplane spar was overlapped by harmonic vibrations from the engine; the combined effect being enough to cause structural failure at the rear fuselage/fin attachment point. Initially two external stiffening plates were screwed onto the outer fuselage on each side, and later the entire structure was reinforced. The entire wing was redesigned, the most obvious change being the new quasi-elliptical wingtips, and the slight reduction of the aerodynamic area to 16.05 m² (172.76 ft²). Other features of the redesigned wings included new leading edge slats, which were slightly shorter but had a slightly increased chord; and new rounded, removable wingtips which changed the planview of the wings and increased the span slightly over that of the E-series. Frise-type ailerons replaced the plain ailerons of the previous models. The 2R1 profile was used with a thickness-to-chord ratio of 14.2% at the root reducing to 11.35% at the last rib. As before, dihedral was 6.53°. The wing radiators were shallower and set farther back on the wing. A new cooling system was introduced which was automatically regulated by a thermostat with interconnected variable position inlet and outlet flaps that would balance the lowest drag possible with the most efficient cooling. A new radiator, shallower but wider than that fitted to the E was developed. A boundary layer duct allowed continual airflow to pass through the airfoil above the radiator ducting and exit from the trailing edge of the upper split flap. The lower split flap was mechanically linked to the central "main" flap, while the upper split flap and forward bath lip position were regulated via a thermostatic valve which automatically positioned the flaps for maximum cooling effectiveness. In 1941 "cutoff" valves were introduced which allowed the pilot to shut down either wing radiator in the event of one being damaged; this allowed the remaining coolant to be preserved and the damaged aircraft returned to base. However, these valves were delivered to frontline units as kits, the number of which, for unknown reasons, was limited. The armament of the Bf 109 F was revised and now consisted of the two synchronized 7.92 mm (.312 in) MG 17s with 500 rpg above the engine plus a Motorkanone cannon firing through the propeller hub. The pilot's opinion on the new armament was mixed: Oberst Adolf Galland criticised the light armament as inadequate for the average pilot, while Major Walter Oesau preferred to fly a Bf 109 E, and Oberst Werner Mölders saw the single centreline Motorkanone gun as an improvement. With the early tail unit problems out of the way, pilots generally agreed that the F series was the best-handling of all the Bf 109 series. Mölders flew one of the first operational Bf 109 F-1s over England from early October 1940; he may well have been credited with shooting down eight Hurricanes and four Spitfires while flying W.No 5628 , Stammkennzeichen SG+GW between 11 and 29 October 1940. -------------------------------------------------------------------------------------------------------------------- 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. 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 reconnaissance 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 109 F-4; displacement and compression ratio were increased as well as other detail improvements to ease large-scale mass production. Takeoff and emergency power of 1,475 PS (1,455 hp, 1,085 kW) was achieved with 1.42 atm (42.5 inches/6.17 lbs) of boost at 2,800 rpm. The DB 605 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 (38.9 inches/4.4 lbs). The full output was not reinstated until 8 June 1943 when Daimler-Benz issued a technical directive. 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. 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 in the high-altitude DB 605AS engine, 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. 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-10 s and K-4 s. 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. 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. 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 the Erla Maschinenwerk sub-contractor involved in building new examples, and upgrading older examples of the Bf 109. Often misnamed 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. The Bf 109 G-10 , AS-engined G-5s, G-6s and G-14 s as well as the K-4 saw a refinement of the engine cowlings. The formerly separate, added-on Beule blisters which had earlier covered the spent shell-casing chutes of the synchronized fuselage-mount MG 131s were completely integrated into the upper cowling panels, vastly improving their streamlining and allowed them to be 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. Some versions of the G-6 and later Gs had a taller, wood-structure 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. 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. 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, later 605DB) 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. 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. 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. The standardization attempt proved to be a failure, 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. 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 7,5 km (24,600 ft) altitude. Shipping & Handling Back to Top US Shipping Please check eBay's Shipping & Payment tab (FREE) USPS Media Mail® International Shipping Please check eBay's Shipping & Payment tab USPS First-Class Mail International (Worldwide) USPS First-Class Mail International (Canada) FREE scheduling, supersized images and templates. Get Vendio Sales Manager. Make your listings stand out with FREE Vendio custom templates! FREE scheduling, supersized images and templates. Get Vendio Sales Manager. Over 100,000,000 served. Get FREE counters from Vendio today!