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.
I like the idea of the inverted V and hub cannon. it improves the view when the nose slopes down more than with standard inline engines used by the Allies. Plus the ideal center-line placement of cannon firepower is a winning combination. I can't understand why it wasn't done on all of them.
I read an article several years ago of an interview with Eric Hartmann. I only remember two of his answers to questions. The answers stuck in my mind like words chizzled in stone. He was asked if the Spitfire could really outturn the Me.109. He replied,"Yes, but not as much as you might think." The second question was asking him if the Me.109 was a better A /C than the FW.190 since he chose to continue flying the 109 even though the 190 was available to him. His reply was,"No, I wouldn't say that. I could just fly it better."
In response to Mike about the cannon going throught the propeller hub.... The propeller was below the line of the crankshaft. It was driven by a hollow shaft in the final drive assembly. The cannon fired through this. The cannon was placed in the inverted valley (the space between the two banks of the cylinders) under the engine.
Yeah, I remember, She was supposed to show up in a Griffon powered ME-109 AND RACE STEVE HINTON IN THE RED BARON. The 2,600 h.p. ME-109 WAS SUPPOSED TO BE FASTER, but Anna Kreisling blew the engine and had to land it dead stick at her ranch outside of Austin, Texas. Her husband did not want her to do any air racing! So she showed up in RENO to see what the Red BARON P-51 Mustang could do!! The crowd thought it was cool to see a Lady take the Mustang around the pylons!No one knew back then that she had flown in the Luftwaffe in World War II. However Martin Caidin wrote about her doing MISTEL FLIGHTS in a JU-88 AND A ME-109, attacking and exploding a bridge in Poland.
At the 1976 RENO AIR RACES, the world's fastest Mustang was the Red Baron. Twin counter rotating props and a speed over 435m.p.h. Anna Kreisling took it around the pylons on a trial run of over 440m.p.h. Later that day Steve Hinton won the Gold Race in it!! Later that day Anna flew back to Texas in her DC-3!
Costerman said he gave chase to a Do335 in his Tempest Mk V once but it flat outran him. I guess that doesn't count for combat. I believe the Bf 109K-4 and Do 335 had the same cowl guns: a pair of 15-mm MG 151 cannon to compliment (according to some) the 30-mm hub cannon. Late production K-4s replaced the rapid fire but short range MK 108 for a long range MK 103 cannon like that on the Dornier. Potent but heavy for a Kurfurst. Yeah, I know, the K-6 added Mk 108s internally in the wings too. The cowl guns being MG 131 machine guns however.
st As an ex-bomberpilot was I supposed to ferry Me 109`s ? Apparebtly because August rthe 10th 1944 I checked the ME 109 -RX+OA ( 8 take off`s) at the airfield Hildesheim My first and one
st As an ex-bomberpilot was I supposed to ferry Me 109`s ? Apparebtly because August rthe 10th 1944 I checked the ME 109 -RX+OA ( 8 take off`s) at the airfield Hildesheim My first and one
Cole, could you explain 1000 mph? Rich, could you explain 650 mph for the Me 262? That must be in a dive or else you meant the Me 163 or 263 rocket. Didn't the Me 262 go 540 mph or so max in level flight?
I just remembered, the P-47M,N and Ta 152 did perhaps better than the Bf 109K and saw combat in WW2 (unlike the 487 mph P-51H). The standard P-51 in combat did no better than 440 mph. That's Yak-9U, Fw 190D, and Tempest V territory. The Spit XIV and Corsair F4U-4 did a bit better.
I am reminded that the DB inline engines did have imperfections too, despite how good they were. Overheating and persistent oil pressure troubles. The first was dealt with, but the second problem was never fully cured during the war.
I have to give the Daimler-Benz motor credit after reading up on the other inline engines. It's too easy now to look back and wonder why the Allies had such trouble developing a motor as good for fighters. The reliability or safety was not a problem with the D-B. Why couldn't Chrysler or continental improve on the D-B with their inverted-V inlines. RR Merlins still had issues with high octane safety late in the war and overheating kept dogging all the others. I know, easy to say that now.
Cole said max speed was 1000mph--WRONG. It was around 375mph depending on armament. The P-51 Mustang was the fastest prop plane of WW11 at around 450mph. The ME 262--first production jet fighter had top speed of 600-650mph.
