It would take rather more than a Solomon to judge which was the best of the fighter aircraft used by the combatant nations during World War II. But as it is virtually impossible to arrive at a fair basis of comparison - having regard to a number of variables - it is safe to say that the Bf 109 (designed by Willy Messerschmitt) was not only one of the great fighter aircraft of the war, but almost certainly the most famous of all German aircraft ever built. If numbers constructed was the criterion, it would have been in first or second place, for it has been estimated that about 35,000 were built, which is not far short of the total production figure estimated for Russia's Ilyushin IL-2 Shturmovik.
Design of the Bf 109 was initiated by Bayerische Flugzeugwerke in late 1933, following issue by the Reichsluftfahrtministerium (RLM) of a specification for a monoplane fighter to replace the Arado Ar 68 and Heinkel He 51 in Luftwaffe service. The need was not then urgent, but the RLM believed that by competitive evaluation and with reasonable time available for development, they would have a worthwhile fighter when the moment came for it to enter operational service. Submissions were made by Arado, Bayerische Flugzeugwerke, Focke-Wulf and Heinkel: those of the second and last companies were selected for construction and evaluation, with each initially to build ten examples. Heinkel's He 112 was the first to fly (in the summer of 1935) but it was the Bf 109 (first flown in mid-September 1935) that was to be built in very large numbers. Strangely both of these prototypes made their first flight under the power of a Rolls-Royce Kestrel in-line engine, as the Junkers Jumo 210 in-line engine - around which both had been designed- was not available in time.
First production version to enter service with the Luftwaffe was the Bf 109B-1 powered by a 473.2kW Jumo 210D engine, followed by the 109B-2 with a 477kW Jumo 210E and later with a 499kW Jumo 210G. A single-seat fighter of all-metal construction, the Bf 109 was a cantilever low-wing monoplane, the wing having automatic leading-edge slots, large slotted trailing-edge flaps, and ailerons which drooped when the flaps were right down. The main landing-gear units were retractable but most versions had a non-retractable tailwheel. The tail unit was conventional, but the tailplane was braced by struts until a tailplane of cantilever structure was introduced with the Bf 109F.
Bf 109B-2 and variants of the Bf 109C were flown by the Condor Legion in the Spanish Civil War. The Daimler-Benz DB 600 engine was introduced in the Bf 109D version: more than 200 of these being in service with the Luftwaffe at the outbreak of war. It was followed into service by the Bf 109E with 820kW DB 601A engine. In addition to production for the Luftwaffe, some 300 examples of this type were exported. The Bf 109E was the principal version
used in the Battle of Britain and was followed by the Bf 109F with an 894.2kW DB 601N or 969kW DB 601E engine. Considered to represent the peak of development of this superb aeroplane, the Bf 109F had much cleaner aerodynamic lines, introducing the unbraced tailplane and retractable tailwheel.
Most extensively built version was the Bf 109G which was inferior in performance to the version which had preceded it, although introducing a more powerful Daimler-Benz engine. Despite the effects of strategic bombing by the Allies, Bf 109G were still being produced in very large numbers right up to the end of hostilities in Europe. Last versions to see limited use were the increased-span Bf 109H and a refined version of the Bf 109G, designated Bf 109K. Production of the Bf 109 continued in Czechoslovakia and Spain during early post-war years, and some Czech-built S-99 were used in a training role until 1957.
Three view belongs to a much older version, a C or D... Look at the squared wing tips, and the sharp nose! Not even an Emily, look at the radiator under the cowling!
Because of the oval shaped panels on the top of the wings, I believe the three view drawing is of the 109K-14 version which had two 30mm cannon mounted internally in the wings.
World speed record: The Heinkel 100 record plane was quite close to the serial one, except for the engine. On contrary the Me 209 record plane was only designed to get the record. Different canopy, different wing. Cooling was provided by a water tank (!), because Messerschmidt (like Heinkel) faced problems with the surface cooling. A serial He 100 using a DB 601 (!) would have had an estimated top speed of 675 km /h, almost 100 km faster than the Bf 109 E. E Udet claimed that "we will win the war with the 80 km slower 109". Interestingly, the He 100 was sold to Japan and Soviet Union. Neither country implemented the surface cooling in a plane.
Always good as a point defense interceptor, it didn't shine so well as an escort in the Battle of Brittain with it's modest range (can you imagine a squadron of Zeros lending a hand like the Italian Macchis did? I guess they were too occupied with China at the time). Even till the end the 109 remained among the shortest range fighters. However it was also always among the fastest climbing too. It could bunt into a negative 'g' dive and escape in the early war years due to fuel injection leaving Spits and Yaks in the dust. Speeds were reportedly survived up to 570 mph but much over 440 was not recommended due to such heavy controls (this high speed stiffness was so of both the Bf 109 and the A6M Zero, the principal 2 Axis fighters, during the whole war). When this advantage was finally countered by heavy US fighters, it could switch to slow horizontal turns close-in and out-dogfight them (unless it had those wing-cannon boots). Stall recovery was much superior to the Fw 190. The Messerschmitt Bf 109 was the mount of so many of the world's leading aces. Like Erich Hartmann with 352 kills in just the last 2 years of the war - when his foes had the upper hand. The Bf 109K-4 version had the twin cowl 13mm MGs upgraded to 15mm MG151 Mauser cannons and the MK108 30mm hub cannon overcoming it's tendency to jam or the slower but more powerful MK103 30mm. 4823 ft /min. was the initial climb rate and level speeds of 452 mph were reached in the Kurfurst. But at high altitudes handling could get squirrelly at such speeds. Endurance even with drop tanks was within 700 miles. Landing accidents was another huge drawback. The wartime production was upwards of 30,000 (perhaps 35 or 36,000 counting postwar) - impressive considering the bomber raids on the factories. One of the greatest fighters of WW2!
I believe this aircraft took the World speed record away from The Heinkel 100 about 2 weeks after the Heinkel set the record. The Bf109 was about 10 KPH faster. The Heinkel was actually designed to replace the bf109 but after the 109 won the International speed record, the Luftwaffe kept the bf 109 for operational service.
the war was in 1948 + it was the first line for "almost" half a year. during that time almost all of them were shoot down or crashed, they were replaced with British Spitfires
My wifes Grandfather Erhardt Schneider flew with the famous JG-52 Staffel 7 under Erich Hartman in a BF109G-6. He ended His flight career with 127 kills mostly over the Eastern front. He said the Bf109 always brought him back, handled like a dream and the tough Sturmovics were the biggest challenges he faced like shooting a wildswine with a bb gun.He went to work for Lufthansa later after the war.
Ironically, the 109 was also the first-line fighter of the fledgling Israeli Air Force when the Palastine Mandate ended in 1947 and the War of Independence took place.
