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One of the
few remaining airworthy Bf 109s in the
world is D-FEHD, a G-10 model that belongs to
The Old Flying Machine Co.; it was restored by
Hans Dittes. (photo
by John Dibbs).
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The Me 109 was one of the world's great fighter planes, and it enjoyed the
distinction of having been built in greater numbers than any other; some
33,000 were built. It was mass-produced in Germany from 1936 through 1945,
and it was built in other countries after the War, serving in Spain until
1967.
The Me 109 originated in 1934 in a four-way competition for a modern fighter
design to be used by the brand-new Luftwaffe. Although it was intended to
use the new 610hp Junkers Jumo inverted V-12 engine, when it flew in September
1935, the Me 109V-1 prototype had to use an upright 625hp British Rolls-Royce
Kestrel engine. Though it differed little in outline from the new monoplane
fighters that were being developed in other countries, the Me 109 was almost
revolutionary in its use of a greatly simplified, all-metal structure for
mass production and ease of maintenance in the field.
The design was also suitable for "stretch"-the use of higher power, heavier
armament and other state-of-the art changes that kept it competitive with
Allied fighters until the War's end. Almost its only serious deficiency
was with its landing-gear design. The gear was on a narrow track, and the
wheels weren't at 90 degrees to the ground. This often gave the pilots serious
problems on landing.
Prototypes
In 1934, three Me 109 prototypes were ordered. Designated "Me 109V-1" through
"V-3" (Versuchs, or "experimental"), these were followed by 10 more prototypes
mixed with preproduction Me 109B models. Designated V models were made until
late in the War (reaching V-55). Most were adapted from production models
rather than built from scratch as experimental models.
Me 109B. This was the first production model; there was no Me 109A
as such. It used the 635hp Jumo 210 engine and drove a fixed-pitch wooden
propeller that was later replaced by a two-blade metal controllable-pitch
type. Its initial armament was a pair of 7.9mm machine guns that fired through
the propeller and a third gun that fired through the propeller's hollow
shaft. Early combat experience was gained with 45 109Bs that were sent to
the German Condor Legion, which was fighting in the Spanish Civil War. The
Me 109B's gross weight was 4,740 pounds, and its top speed was 289mph at
13,120 feet (4,000 meters).
Me 109C. This model was outwardly similar to the B, but it had an
improved Jumo 210C engine and two more guns in the wings. Some Cs were used
to test a 20mm cannon that fired through the propeller shaft, but this wasn't
yet standard equipment.
Me 109D. The Me 109D, which kept the Jumo engine and two-blade propeller,
was the first true mass-produced model; several hundred were built. Although
it was soon obsolete, some D models saw action during the German invasion
of Poland in September 1939, after which they were "retired" to fighter-pilot
schools.
Me 109E. A major change came with the Me 109E, which used the 960hp
Daimler-Benz DB 600 engine (an inverted V-12 like the Jumo) but had a three-blade
propeller and a markedly different radiator arrangement under the nose.
Production Es with 1,100hp DB 600A engines entered service with the Luftwaffe
early in 1939. During its production life, a wide variety of armament was
incorporated in the E, and the nose-mounted cannon was standard equipment.
Certain other
Es had cannon in their wings. Provision was also made for the installation
of under-wing bomb racks, and a 300-liter drop tank or a 550-pound bomb
could be carried under the fuselage.
In the early
spring of 1944, Bf 109G-10 production
replaced Bf 109G-6 production. The G-10 was to use the
DB 605B series engine, which had an increased-
diameter supercharger and a raised compression ratio.
(photo by John
Dibbs) |
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In combat, the Me 109E was slightly superior to the British Hurricane I
and far better than the Curtiss Kittyhawk. Its performance equaled that
of the early British Spitfires.
Me 109F. With the late-1940 Me 109F came major changes in appearance.
Most notable were the greatly enlarged, nearly hemispherical propeller spinner,
rounded (instead of squared) wingtips and horizontal, cantilevered tail
that did not have bracing struts. From the F-3 model onward, the 1,350hp
DB 601 E engine was used; its gross weight was 6,063 pounds and its top
speed was 391mph at 19,680 feet (6,000 meters).
Me 109G. The Me 109G of 1942 was the most produced model. Some featured
cockpit pressurization (a new feature for fighters at the time), and from
the G-3 onward, the nose guns were 13mm. The larger ammunition drums required
for these guns necessitated conspicuous bulges on both sides of the fuselage
ahead of the cockpit. Again, wing armament varied-cannon, extra machine
guns and rockets. Its gross weight was 6,945 pounds, and its top speed was
387mph at 22,967 feet (7,000 meters).
Me 109H. J. A small series of Me 109H prototypes (intended to be
high-performance fighters) was started using F-4 airframes for prototypes
and G-5s for early production models. Only a few were delivered before the
program was canceled. The "J" designation was used by Messerschmitt for
25 G airframes that were shipped to Spain without engines.
Me l09K. The final production model, which was similar to the 109G,
appeared late in 1944. The Me 109K used the 1,500hp DB 605L engine with
a two-stage supercharger that could deliver up to 2,000hp for short dashes.
Its gross weight was 7,400 pounds, and its top speed was 452mph at 19,606
feet. These figures emphasized the ability of the 1934 design to grow and
remain competitive with later fighter designs.
Postwar production
The Avia plant in Czechoslovakia had been building Me 109Gs, and after the
War, it continued to build them for the new Czech Air Force, using both
DB 605 and Jumo engines. Spain also built Me 109Gs after the War, using
Hispano-Suiza engines, which were later replaced by Rolls-Royce Merlins.
Peter
M. Bowers |