Messerschmitt Bf 109

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The Messerschmitt Bf 109 is a German World War II fighter that is the backbone of the Luftwaffe combat troops. Bf 109 first saw operational services in 1937 during the Spanish Civil War and was still operating at the beginning of the jet age at the end of World War II in 1945. This was one of the most advanced fighters of this era, including features such as the all-metal monocoque construction , closed canopy, and retractable landing gear. It's powered by a liquid-cooled, averaged-V12 Aero engine. From late 1941, Bf 109 continued to be added by Focke-Wulf Fw 190.

It's commonly called Me 109 , most often by Allied Aircrew and even among Germans own ace, even though this is not the official German appointment. The designation of "Messerschmitt Bf 109" is issued by the Ministry of Aviation (Germany: Reichsluftfahrtministerium /RLM) and represents the company that originally built it, "Bavarian Aircraft Works", or Bayerische Flugzeugwerke (BFW) in German. The confusion arose because the design work started in 1934 at the BFW company and, as always, this model was designated by the prefix Bf . On July 11, 1938 the company changed its name to Messerschmitt AG because Willy Messerschmitt became its new owner, and the prefix Me was applied to all new models after that date, while the existing types retained the prefix Bf them.

It was designed by Willy Messerschmitt and Robert Lusser, who worked at Bayerische Flugzeugwerke during the early to mid 1930s.

While 109 were conceived as interceptors, the model was then developed to fulfill many tasks, serving as a bomber, bomber, day-, night-,-fighter, ground attack aircraft, and as a reconnaissance aircraft. It was supplied and operated by several countries during World War II, and was presented with several countries for many years after the war. Bf 109 is the most widely produced fighter in history, with a total of 33,984 airframes produced from 1936 to April 1945.

Bf 109 was flown by three German top-scoring World War II fighters, who claimed 928 wins between them while flying with Jagdgeschwader 52, especially on the Eastern Front. The highest scoring hunter of all time, Erich Hartmann, flew Bf 109 and was credited with 352 air wins. The aircraft was also flown by Hans-Joachim Marseille, Germany's highest scoring ace in the North African Campaign, which won 158 wins in the air. It was also flown by several other aces from German allies, most notably Finn Ilmari Juutilainen, the highest non-German ace score on the type, and pilots from Italy, Romania, Croatia, Bulgaria and Hungary. Through constant development, Bf 109 remains competitive with the latest Allied fighters until the end of the war.

Video Messerschmitt Bf 109

Design and development

Origins

During 1933, the technical department of the Reichsluftfahministerium (RLM) (Reich Aviation Ministry), concluded a series of research projects into the future of air combat. The results of this study are four outlines for future aircraft:

RÃƒÆ'Ã‚Â¼stungsflugzeug I for a multi-seat middle bomber
RÃƒÆ'Ã‚Â¼stungsflugzeug II for tactical bombers
RÃƒÆ'Ã‚Â¼stungsflugzeug III for a one-seat fighter
RÃƒÆ'Ã‚Â¼stungsflugzeug IV for a two-seat weight fighter

RÃƒÆ'Ã‚Â¼stungsflugzeug III is meant to be a short distance interceptor, replacing Aras Ar 64 and Heinkel He 51 biplane later in service. At the end of March 1933, the RLM published tactical requirements for single seat fighters in document L.A. 1432/33.

The warrior must have a top speed of 400 km/h (250 mph) at 6,000 m (19,690 ft), which will be maintained for 20 minutes, while having a total duration of 90 minutes. The 6,000 meter critical altitude should be reached in no more than 17 minutes, and the fighter has an operational ceiling of 10,000 meters. Power will be provided by the new Junkers Jumo 210 engine of approximately 522 kW (700 hp). It should be armed with either single 20 mm mm C/30 engine-mounted shooting cannon through a propeller hub as Motorkanone , or two synchronized, cowl-mounted engines 7.92 mm (0.312 in) MG 17 machine gun, or one MG MG FF 20 mm light machine with two MG 7.92 mm. MG C/30 is an air adaptation of a 30 cm FlaK anti-aircraft gun, which fires very powerful "Long Solothurn" ammunition, but is very heavy and has a low fire rate. It was also determined that the loading of the wings should be kept below 100 kg/m ². The performance should be evaluated based on the speed of the fighter level, climbing rate, and maneuverability, in that order.

It has been suggested that Bayerische Flugzeugwerke (BFW) was initially not invited to participate in the competition due to personal hostility between Willy Messerschmitt and RLM director Erhard Milch; However, recent research by Willy Radinger and Walter Shick suggests that this is unlikely, because the three competing companies - Arado, Heinkel and BFW - received development contracts for LA 1432/33 requirements at the same time in February 1934. A fourth company, Focke-Wulf, received a copy of the development contract only in September 1934. Powerplant was to become the new Junkers Jumo 210, but proviso made that it would be exchanged with a stronger, but less developed Daimler-Benz DB 600 powerplant. Each was asked to provide three prototypes for head-to-head testing at the end of 1934.

Prototype

The design work on Messerschmitt Project Number P.1034 began in March 1934, just three weeks after the development contract was awarded. The basic model was completed in May, and a more detailed mock-up design was ready in January 1935. The RLM designs the design as type "Bf 109," which is further available from the block of numbers assigned to BFW.

The first prototype ( Versuchsflugzeug 1 or V1 ), with civil registration D-IABI , was completed in May 1935, but the new German machine was not ready. To get the design "R III" into the air, RLM acquired four Rolls-Royce Kestrel VI engines by trading Rolls-Royce, Heinkel He 70 Blitz to be used as a test machine. Messerschmitt received two of these machines and adapted the V1 engine holder to bring the V-12 engine up. V1 made its inaugural flight at the end of May 1935 at the airstrip located in the southernmost Augsburg neighborhood of Haunstetten, driven by Hans-Dietrich "Bubi" Knoetzsch. After four months of flight testing, the plane was delivered in September to the Luftwaffe center test center at Rechlin's Erprobungsstelle to take part in the design competition.

In 1935, the first Jumo machine became available, so V2 was completed in October using the Jumo 210A 449 kW (600 hp) engine. V3 followed, first installed with weapons, but did not fly until May 1936 due to delays in procurement of other Jumo 210 engines.

Design competition

After a trial of Luftwaffe reception completed at their headquarters of the Military aviation and development facility in Rechlin, the prototype was moved to the subordinate of E- Stelle E- Stelle i> Baltic Sea Shore facility at TravemÃƒÆ'Ã‚Â¼nde for head-to-head section of the competition. The aircraft participating in the trials are Arado Ar 80 V3, Focke-Wulf Fw 159 V3, Heinkel He 112 V4 and Bf 109 V2. The He 112 arrived first, in early February 1936, followed by the rest of the prototype at the end of the month.

Since most Luftwaffe fighter pilots are used for biplane with open cockpit, low wing loading, lightweight g-force and easy handling like Heinkel He 51, they are very critical of the Bf 109 at first. However, it soon became one of the pioneers in the contest, because the entries of Arado and Focke-Wulf, intended as a "backup" program to protect against the failures of two favorites, proved completely defeated. Arado Ar 80, with its gull wings (replaced with straight wings, tapered on V3) and undercarriage attached, overweight and underpowered, and designs abandoned after three prototypes were built. The Fw 159 winged umbrella, potentially inspired by the same company formerly Focke-Wulf Fw 56, is always considered by the TravemÃƒÆ'Ã‚Â¼nde E-Stelle facility staff to be a more efficient biplane and aerodynamic compromise, low wing monoplane. Despite having several powerful features, it uses a novel, retractable primary undercarriage that proves to be unreliable.

Initially, Bf 109 was deemed displeased by E-Stelle test pilots because of its steep terrain angle, resulting in poor visibility when sliding; cockpit swinging canopy, which can not be opened in flight; and an automated lead edge blade on the wing which, according to him, will be accidentally exposed during aerobatics, which is likely to cause a collision. This is then proven in situations of combat and aerobatic testing by various testing companies in various countries. The front edge rims and ailerons will vibrate rapidly in fast bends, making targeting and control difficult, and eventually placing the aircraft in an enclosure. They are also concerned about high wing loading.

Heinkel He 112, based on the lower-scaled Blitz , is a favorite of the Luftwaffe leaders. Compared to Bf 109, it's also cheaper. Positive aspects of the He 112 include the wide lane and the robustness of the undercarriage (this opens out of the center wing, compared to 109 that opened from the wing roots), much better visibility than the cockpit, and lower wing loading which makes for easier landing. In addition, the V4 has a one-piece, one-piece cockpit canopy, clear view, and a stronger Jumo 210Da engine with a modified exhaust system. However, the He 112 is also structurally complicated, becoming 18% heavier than Bf 109, and it soon becomes clear that the thick wings, which extend 12.6 m (41 ft 4 in) with an area of â€‹â€‹23.2 m ^{2 (249.7Ãƒ, ft ²) on the first prototype (V1), is a loss for the lightweight fighter, lowering the roll rate and aircraft maneuvers. As a result, the He 112 V4 used for testing has a new wing, stretching 11.5 m (37Ãƒ, ft 8.75 in) with an area of â€‹â€‹21.6 m ² (232.5 ft ²). However, the repair has not been fully tested and Dia 112 V4 can not be shown in accordance with the rules set by the Acceptance Commission, placing it at a distinct disadvantage.}

Due to its smaller shape, lighter airframe, Bf 109 is 30 km/h (20 mph) faster than the flight level of 112, and superior in climbing and diving. The Commission finally decided to support Bf 109 for a demonstration of a Messerschmitt pilot's trials of 109 skills during a series of spins, dives, flick-rolls and tight turns, in which the pilot was in complete control of the aircraft.

In March, RLM received news that Supermarine Spitfire UK had been ordered to be produced. It is expected that a quick decision is needed to get the winning design into production as soon as possible, so that on March 12, the RLM announces the results of the competition under the document entitled Priority Procurement Bf 109 , which commands the production of Bf 109. At the same time , Heinkel was instructed to radically redesign the He 112. The Messerschmitt 109 made its public debut during the 1936 Berlin Olympics, when the prototype V1 was flown.

Design features

As in the previous Bf 108, the new design is based on Messerschmitt's "lightweight construction" principle, which aims to minimize the number of separate parts on the plane. This example can be found in the use of two large and complex brackets attached to the firewall. These brackets incorporate the lower engine base and pivot landing gear point into a single unit. A large wire attached to the firewall places the main pick points, and carries most of the wing load. Contemporary design practices typically have main load structures mounted on different parts of the fuselage, with loads distributed through structures through a series of strong points. By concentrating the load on the firewall, the Bf 109 structure can be made relatively light and uncomplicated.

The advantage of this design is that the main landing gear, pulled through a 85-degree angle, is attached to the fuselage, allowing it to completely remove the wing for service without additional equipment to support the fuselage. It also allows simplification of the wing structure, therefore it should not bear the burden imposed on takeoff or landing. One major drawback of this landing gear arrangement is its narrow axle, making the plane unstable while on the ground. To improve stability, the legs are dilated outward, creating another problem because the loads imposed during takeoff and landing are diverted through the foot at an angle.

The small wheel Bf 109 is relatively ineffective in controlling the powerful swing made by the powerful slipstream of the propeller during the early part of the roll of the takeoff, and this lateral deviation creates a disproportionate load on the wheel opposite to the swing. If the forces are enforced large enough, the pivot point broke and the landing gear will fall out into the bay. Experienced pilots reported that the swing was easy to control, but some less experienced pilots lost fighters while taking off.

Because of the large ground angle caused by long legs, the visibility of the front while on the ground is very bad, the problem worsened by the side opening canopy. This means that the pilot must ride in a tortuous way that also impose pressure on the outstretched undercarriage legs. Land crashes are a problem with rookie pilots, especially during the final stages of the war when pilots receive less training before being sent to operational units. At least 10% of all Bf 109 was lost in takeoff and landing accidents, 1,500 of which occurred between 1939 and 1941. The "high gear" fixed fixture on some G-10 and 14 and K-series helped alleviate the problem for the most part.

From the start of the design, priority was given for easy access to powerplants, aircraft guns and other systems when the aircraft was operating from the front airfield. For this purpose, the entire cowling machine consists of a large, removable, secured panel with a large toggle hook. A large panel beneath the center of the wing can be removed to gain access to the L-shaped main fuel tank, located partially below the cockpit floor and partly behind the cockpit rear seal. Others, smaller panels provide easy access to cooling systems and electrical appliances. The machine is held in two large magnesium legs, forged, Electrons , one foot apart next to the engine block, which is supported by a cantilever from the firewall. Each leg is secured by two fast screw fixes on the firewall. All major pipe connections are color-coded and grouped in one place, where possible, and electrical equipment plugged into a firewall-installed junction box. All power plants can be moved or replaced as units within minutes, a potential step for adopting the concept of installing the Kraftei power plant engine used by many German fighter designs, then the years of war.

Another example of the sophisticated design of the Bf 109 is the use of one, the main I-beam pole on the wing, positioned further back than normal (to provide sufficient space for the retractable wheel), thus forming a rigid D-shaped torque box. Most of the plane of the era used two spars, near the front and rear of the wing, but the D-box was much more rigidly torsional, eliminating the need for rear spars. The wing profile is NACA 2R1 14.2 at the root and NACA 2R1 11.35 at the tip, with a ratio of thickness to chord 14.2% at the root and 11.35% at the end.

Another major difference from competing designs is the loading of higher wings. While the R-IV contract calls for the loading of wings of less than 100 kg/m ², Messerschmitt feels this does not make sense. With low wing loading and available machines, a fighter will end up slower than the bombers assigned to capture.

A fighter is designed primarily for high-speed flight. The smaller wing areas are optimal for reaching high speeds, but low-speed flights will suffer, since smaller wings will require more airflow to generate enough lift to maintain flight. To compensate for this, Bf 109 incorporates a sophisticated high-lift device on the wing, including an automatically opened front edge, and a flap that converts a large camber on the trailing edge. The blades increase the wing appointment significantly when used, greatly improving the horizontal plane's horizontal maneuverability, as some Luftwaffe veterans, such as Erwin Leykauf, prove. Messerschmitt also includes a "drooping" ailerons when the flap is lowered (series F and then the lower radiant flap is operated as part of the flap system), thereby increasing the effective flap area. When used, this device effectively increases the wing lifting coefficient.

Fighters with liquid-cooled engines are vulnerable to attacks on cooling systems. For this reason, on the Bf 109 F, G, and K models, two cooling radiators are equipped with a cut-off system. If one radiator leaks, it's possible to fly on the second, or fly for at least five minutes with both closed. In 1943, Oberfeldwebel Edmund RoÃƒÆ'Ã…Â¸mann got lost and landed behind a Soviet line. He agreed to show the Soviet how to serve the plane. Soviet machine gun technician Viktor M. Sinaisky recalled:

Messer is a very well designed plane. First, it has an inverted type machine, so it can not be struck out from below. It also has two water radiators with a cut-off system: if one radiator leaks, you can fly in a second or close both and fly at least five minutes longer. The pilot was protected by the armor plate from behind, and the fuel tank was also behind the armor. Our plane has a fuel tank in the middle of their wings: that's why our pilot was on fire. What else do I like about Messer? It is very automated and thus easy to fly. It also uses an electric pitch regulator, which our plane does not own. Our propeller system, with variable pitch is hydraulic, so it is not possible to change pitch without running machine. If, God forbid, you turn the machine on a high note, it is impossible to rotate the propeller and it is very difficult to start the engine again. Finally, the German ammunition counter is also a remarkable thing.

Gun weapons and gondolas

Reflecting the Messerschmitt's confidence in a lightweight monoplane, low drag, and simple, weaponry is placed on the fuselage. This makes the wings very thin and light. Two synchronized machine guns were mounted on the cowling, firing on the top of the engine and through the propeller bow. An alternate arrangement was also designed, consisting of a single autocannon firing through an explosion tube between the cylinder banks of the machine, known as the Motorkanone in German. It is also an armaments layout option for some contemporary monoplane fighters, such as French Dewoitine D.520, or American Bell P-39 Airacobra, and dates back to World War I ran from SPAD S.XII moteur -canon , 37 mm armed fighter cannon in France.

When it was discovered in 1937 that the RAF planned an eight-weapon battery for the new Hawker Hurricane and Supermarine Spitfire aircraft, it was decided that Bf 109 should be more armed. The problem is the only place available to install additional weapons is on the wing. Only one spot is available on each wing, between wheel and blade wells, with only one rifle room, MG 17.92 mm machine gun, or 20 mm MG FF or MG FF/M cannon.

The first version of the 109 to have a wing gun is the C-1, which has one MG 17 on each wing. To avoid redesigning the wings to accommodate large ammunition boxes and hatch access, an unusual ammunition feed is made where a continuous belt holding 500 rounds is fed along the launch to the wingtips, around the roller and then back along the wing, to front and under the breech pistol, to the wing root, where it ran around another roller and returned to the weapon.

The barrel gun is placed in a large long-diameter tube located between the pole and the leading edge. The tubes channel the cooling air around the barrel and the breech, tiring out of the crack in the back of the wing. The installation is so narrow that parts of the MG 17 breeching mechanism extend into a crack created in the closing structure.

The longer and heavier MG FF should be fitted further along the wings outside the bay. A large hole is cut through the spars allowing the cannon to be fitted with the ammunition feed forward from the pole, while the breech block is projected backward through the spar. A 60-round ammunition drum is placed in a room closer to the wing root causing the bulge at the bottom. A small hold is mounted on the bulge to allow access to replace the drum. All weapons can be removed for service by removing the front edge panel.

From series 109F and beyond, weapons are no longer carried inside the wings. Instead, the Bf 109F has a 20 mm gun that fires through the propeller shaft. The change was disliked by leading fighter pilots such as Adolf Galland and Walter Oesau, but others like Werner MÃƒÆ'Ã‚Â¶lders considered a single nose-mounted gun to compensate well for the loss of two gun wings. Galland has a modified Bf 109F-2 field with MG FF/M 20 mm autocannon, the "/M" suffix which shows the ability to fire 20mm thin-walled skin Minengeschoss, mounted internally on each wing..

In place of internal wing arsenal, additional weapons are provided through a pair of 20 mm MG 151/20 cannons mounted in conformal rifles under the wings. The conformal rifle pods, exclusive ammunition, weighed 135 kg (298 Ã‚ Â£); and 135 to 145 rounds are given per rifle. The total weight, including ammunition, is 215 kg. Installation of gun pods under the wing is a simple task that can be done quickly by armor unit units, and pod powers impose a speed reduction of only 8 km/h (5 mph). For comparison, the weight attached from a similar armament of two 20Mm MG 151/20 cannons inside the wing of FW 190A-4/U8 is 130 kg (287 pounds), without ammunition.

Although additional weaponry increases the potential of fighters as a bomber's destroyer, it has a detrimental effect on handling quality, reduces its performance in combat-combat fighters and accentuates the tendency of fighters to swing the in-flight mode pendulum.

Some projected 109K-series models, such as the K-6, are designed to carry a 108 mm canon (1.18 inch) MK canon on the wing.

Names and nicknames

Initially the aircraft was designated as Bf 109 by RLM, since the design was filed by Bayerische Flugzeugwerke (literally "Bavarian Aircraft Works", meaning "Bavarian Aircraft Factory" sometimes abbreviated to BFW, similar to BMW) during 1935. The company changed its name to Messerschmitt AG after July 11, 1938 when Erhard Milch finally allowed Willy Messerschmitt to acquire the company. All Messerschmitt plane originating after that date, such as Me 210, must carry the "I" designation. Despite regulations by RLM, wartime documents from Messerschmitt AG, RLM and Luftwaffe lost and power reports continued to use both titles, sometimes even on the same page.

All of the remaining airframes have an official "Bf 109" mark on their identification plate, including the final K-4 model. The plane was often referred to by the appointment of the people, 'Me 109', mainly by the Allies.

The plane was often dubbed Messer by the operator and his opponent; the name not only stands for the manufacturer, but also the German word for "knife". In Finland, Bf 109 is known as Mersu , although this was originally the Finnish nickname for Mercedes-Benz cars.

Soviet aviators were nicknamed the "skinny" (khudoy) khudoy, â€‹â€‹for a slimmer look than, for example, with a stronger Fw 190.

The names "Anton", "Berta", "Caesar", "Dora", "Emil", "Friedrich", "Gustav", and "KurfÃƒÆ'Ã‚Â¼rst" are derived from the official letter of the variant (eg Bf 109G - "Gustav") , based on the German spelling alphabet of World War II, a practice also used for the design of other German aircraft. The G-6 variant is dubbed by Luftwaffe personnel as Die Beule ("bulge") due to cowling characteristics, a protruding cover for 13 mm (.51 in) machine-gun trousers MG 131, with a separate cover Beule removed by the introduction of the G-10 model of the finely reshaped cowling top.

Flight record settings

In July 1937, shortly after the public debut of the new fighters, three Bf 109Bs took part in the Flugmeeting air show in ZÃƒÆ'Ã‚Â¼rich under the command of Major Seidemann. They won in several categories: First prize in a speed race over 202 km course, first prize in category A class in international Alpenrundflug for military aircraft, and international wins Patrouillenflug category. On November 11, 1937, Bf 109 V13, D-IPKY was flown by chief pilot Messerschmitt, Dr. Hermann Wurster, powered by a 1,230 kW (1,650 hp) racing engine DB 601R, sets a new world speed record for landplanes with piston engines <610/59/km/h (379.62 mph), won the title for Germany for the first time. Converted from Bf 109D, the V13 has been fitted with a special DB 601R racing engine that can deliver 1,230 kW (1,650 hp) for a short time.

Heinkel, after being rejected by He 112 in a design competition in 1936, designed and built He 100. On June 6, 1938, He 100 V3, flown by Ernst Udet, took the record at 634.7 km/h (394.4 mph). On March 30, 1939, test pilot Hans Dieterle surpassed the record, reaching 746.61 km/h (463.92 mph) with He 100 V8. Messerschmitt, however, soon regained the lead when, on April 26, 1939, FlugkapitÃƒÆ'Ã‚Â¤n Fritz Wendel, flying Me 209 V1, set a new record of 755.14 km/h (469.22 mph). For propaganda purposes, the machine was called the Me 109R, indicating it was just another variant of a standard fighter, but actually it was a racing plane that had little in common with Bf 109. It was powered by the DB 601ARJ, generating 1,156 Ãƒ, kW (1,550Ãƒ, hp), but capable of reaching 1,715 kW (2,300 hp). The world record for this piston-engined aircraft lasted until 1969, when Darryl Greenamyer modified the Grumman F8F Bearcat, Conquest I , breaking it at a record speed of 777 km/h (483 mph).

Maps Messerschmitt Bf 109

Variant
When the Bf 109 was designed in 1934, by a team led by Willy Messerschmitt and Robert Lusser, its main role was high speed, short distance short distance interceptors. It uses the most advanced aerodynamics of the time and embodies the advanced structure design that preceded its contemporaries. In the early years of the war, Bf 109 was the only single-engined fighter operated by the Luftwaffe, until the advent of Fw 190.
The 109 remained in production from 1937 to 1945 in various variants and sub-variants. The main engines used are Daimler-Benz DB 601 and DB 605, although Junkers Jumo 210 supports most of the pre-war variants. The most widely produced Bf 109 model is the 109G series (more than a third of all 109 built is the G-6 series, 12,000 units produced from March 1943 to the end of the war).
Early production models of the A, B, C and D series were powered by the relatively low-powered Jumo 210 Junkers series, 670-700 PS (660-690 HP). Some prototypes of these early aircraft were converted to use a more powerful DB 600.
The first major redesigns come with the E series, including the naval variant, Bf 109T (T stand for TrÃƒÆ'Ã‚Â¤ger , or operator). Bf 109E, or "Emil", introduces structural changes to accommodate the larger Daimler-Benz DB 601 (1,100 PS) engine, but much stronger, heavier, heavier weaponry, and increased fuel capacity. Partly because of the limited 300 km (186 miles) combat radius on internal fuel alone, generated from the 660 km (410 miles) range limit, the next Ice variant introduces an aircraft armor rack for bomber duties, or a long term, standard 300 liter (79 US gallon) drop-tanks, and uses a higher power 601N DB engine output. The 109E first saw service with "Condor Legion" during the last phase of the Spanish Civil War and was a major variant from the start of World War II until mid-1941 when 109F replaced it in a pure warrior role. (Eight 109E assembled in Switzerland in 1946 by Dornier-Werke, using a license to build airframes; ninth airframe assembled using spare parts.)
The second major redesign during 1939-40 gave birth to the F series. The "Friedrich" has a complete redesign of the aircraft wings, cooling systems and aerodynamics, and is supported by 1,175 PS (1,159 HP) DB 601N (F-1, F-2) or 1,350 PS (1,332 HP) DB 601E (F-3, F-4). Regarded by many as a high watermark of the development of Bf 109, the F series leaves the wing cannon and concentrates all the weaponry on the front fuselage with a pair of synchronized machine guns on top and one 15 or 20 mm Motoronone guns on the back of the machine, the latter firing between the cylinder banks and through the propeller hub, is itself covered by a slimmer, half-elliptical spinner that is more suited to the downsizing of the reformed cowling, leaving the smaller, cone-shaped spinner of the subtype Emil. The F-type also eliminates previous stable stabilizer struts on both sides of the tail. Improved aerodynamic configurations of subtype F are used by all subsequent variants. Some Bf 109F was used at the end of the Battle of Britain in 1940, but the variant began to be commonly used only in the first half of 1941.
The G series, or "Gustav", was introduced in mid-1942. The initial variants (G-1 through G-4) differ only in the small details of the Bf 109F, especially on the more powerful DB 605 1475 PS (1,455 HP) machines. Even-numbered variants were built as high-altitude fighters with a pressurized cockpit and a GM-1 push, while even-numbered variants were unpressured, air superiority fighters, and combat bombers. Photo-remote reconnaissance variations also exist. The later G Series (G-5 to G-14) is produced in many variants, with enhanced weaponry and equipment for package packages, generally factory-installed spare parts known as UmrÃƒÆ'Ã‚Â¼st-BausÃƒÆ'Ã‚Â¤tze (usually contracted to Umbau ) and add a "/U" suffix to the plane's appointment when it is installed. The field equipment known as RÃƒÆ'Ã‚Â¼stsÃƒÆ'Ã‚Â¤tze is also available for the G-series, but that does not change the plane's appointment. In early 1944, tactical requirements resulted in the addition of MW-50 water injection and high-performance supercharger, increasing engine output to 1,800-2,000 PS (1,775-1,973 HP). From early 1944, several G-2s, G-3s, G-4s, and G-6s were converted into two-seat trainers, known as the G-12. The cockpit of an instructor is added behind the original cockpit and both are covered by an elongated glass canopy.
The final production version of Bf 109 is the K series, or "KurfÃƒÆ'Ã‚Â¼rst", introduced in late 1944, powered by a DB 605D engine up to 2,000 PS (1,973 HP). Though externally similar to the final production of the Bf 109G series, a large number of internal changes and incorporated aerodynamic improvements have increased effectiveness and repaired existing defects, keeping them competitive with the latest Allied and Soviet fighters. The climbing rate of Bf 109 is unbelievably higher than many Allied enemies including the Mustang P-51D, Spitfire Mk. XIV, and Hawker Tempest Mk. V.
After the war, 109 were built in Czechoslovakia, as Avia S-99 and S-199, and in Spain as Hispano AviaciÃƒÆ'Ã‚Â³n Ha 1109 and 1112
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Production
Total production Bf 109 is 33,984 units; The wartime production (September 1939 to May 1945) was 30,573 units. Production of fighter aircraft reached 47% of all German aircraft production, and Bf 109 accounted for 57% of all types of German fighter aircraft produced. A total of 2,193 Bf 109 A-Es were built before the war, from 1936 to August 1939.
Some 865 BG 109G derivatives were manufactured postwar under license as Czechoslovak-built Avia S-99 and S-199s, with production ending in 1948. Spanish-built production Hispano AviaciÃƒÆ'Ã‚Â³n HA-1109 and HA-1112 Buchon > ended in 1958.
The new fighter of Messerschmitt Bf 109, 1936-45.
* Production until the end of March 1945 only.
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Operational history
The first Bf 109A served in the Spanish Civil War. In September 1939, Bf 109 had been the main fighter of the Luftwaffe, replacing biplane fighters, and was instrumental in gaining air superiority for the Wehrmacht during the early stages of the war. During the Battle of Britain, it was pressed into the role of bodyguards, whose role was not originally designed, and it was widely used as a bomber, as well as a photo-reconnaissance platform. Despite the mixed results of the British, with the introduction of the improved Bf 109F in early 1941, the species again proved to be an effective fighter during the Yugoslav invasion (where it was used by both sides), the Cretaceous Battle, Operation Barbarossa, the invasion of the Soviet Union, and The Maltese siege.
In 1942, it began partly replaced in Western Europe by a new German warrior, Focke Wulf Fw 190, but continued to serve in many roles on the Eastern Front and in the Reich Defense, as well as at the Operations Theater of the Mediterranean and with Afrikakorps Erwin Rommel. It was also supplied to several German allies, including Finland, Hungary, Romania, Bulgaria, Croatia, and Slovakia.
More air killing was done with Bf 109 than any other aircraft from World War II. Much air victory was achieved against the poorly trained and unorganized Soviet troops in 1941 during Operation Barbarossa. The Soviets lost 21,200 aircraft today, about half to battle. If shot down, the Luftwaffe pilot may land or parachute into a friendly area and fight again again. Later in the war, when the Allied victory began to bring a closer fight, and then to German territory, the bombing raid gave many targets for the Luftwaffe. The unique combination of these events - until major changes in American combat tactics occurred in early 1944, which regularly gave USAAF morning air supremacy over the Reich - produced the highest ever individual pilot scores ever. One hundred five bf 109 pilots are each credited with the destruction of 100 enemy planes or more. Thirteen of these people scored more than 200 kill, while the other two scored more than 300. Overall, this pilot group is credited with a total of nearly 15,000 kill. Although there is no official "ace" status in the Luftwaffe (unofficially, the term Expert is employed for experienced pilots regardless of the number of murders), using a pilot Allied definition that prints five or more kills, more of 2,500 Luftwaffe fighter pilots were considered ace in World War II. Against the Soviets, the Finn Bf 109Gs claimed a 25: 1 victory ratio.
Bf 109s remained in the foreign service for many years after World War II. Switzerland used their BG 109Gs well into the 1950s. The Finnish Air Force did not retire their Bf 109Gs until March 1954. Romania used Bf 109s until 1955. The Spanish Hispanics flew longer. Some still operate in the late 1960s. They appear in the movie (especially the Battle of Britain) playing the role of Bf 109Es. Some of Hispano airframes are sold to museums, which rebuild them as Bf 109s.
src: upload.wikimedia.org

Operator

Note, this list includes operators that use Bf 109 for active services or combat. This does not include the United States, Britain and the Soviet Union, all of which operate a small number of aircraft captured for testing and evaluation (see: Messerschmitt Bf 109 operational history # Allied Bf 109s ).

Ãƒ, Bulgarian

The Bulgarian Air Force operates 19 E-3 and 145 G-2/-6/-10.

Croatia

Zrakoplovstvo Nezavisne Dr? ave Hrvatske operates above 50 Bf 109s, including E-4, F-2, G-2/-6/-10 and Ks.

Czechoslovakia

The Czechoslovakia Air Force operated the captured aircraft and continued to build Messerschmitt Bf 109Gs after the war under the name Avia S-99, but soon ran out of 109 Daimler-Benz DB 605 engines after much destruction. when there is an explosion in the warehouse in KrÃƒÆ'Ã‚Â¡snÃƒÆ'Ã‚ Â© B? ezno.

Ãƒ, Finnish

Messerschmitt Bf 109

Rabu, 13 Juni 2018

Messerschmitt Bf 109

Video Messerschmitt Bf 109