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USAF Type 17 Weather Balloon

sweden flag United States of America (1946)
Weather Balloon – Around 2,000 Built

The best publicly available photograph of a Type 17 in action and with its tether still intact. This photo was taken over a mountain range and is close enough to the ground that the USAF logo is barely visibly on the underside. Some of these balloons would have this marking while others did not. [Authors Personal Collection]
The United States Air Force Type 17 Weather Balloon was an experimental and highly secretive weather balloon that used a saucer shape balloon design and █████ technology to test the airworthiness of the “strange” shape. The design however, proved to be more unstable than anticipated, and with a flaw in the cable design, led many of these balloons to break free and travel some distance away. These “escaped” Type 17s can be considered responsible for the “UFO sighting craze” of the late 1940s and 1950s.

History

The immediate post Second World War aviation industry was an incredibly interesting time. Many new radical concepts were being tested, with jet engines, helicopters, and many other advanced designs coming to light. Although not extensively discussed, many different types of lighter-than-air aircraft designs were also tested, but many of these have been either lost or forgotten. One of the most peculiar designs that is known is the USAF Type 17 Weather Balloon.

The origins of the Type 17 start right at the beginning of 1946. With spherical weather balloons in use for quite some time, officials at the USAF began looking to see if some other balloon shape would be more efficient than the spherical design. It was thought that maybe a saucer shape could possibly offer better stability in the wind. Work began on creating the first prototype Type 17 on April 3rd, and a first test flight was scheduled for the 9th but had to be postponed for 2 days due to inclement weather. Balloon 1 went up on April 11th with no issues and achieved an altitude of around 30,000 ft (9.1km). The problem however, was that the location, where it was first tested, was extremely close to many residential areas, and although there wasn’t a report of a “flying saucer” in the area of the test flight, the USAF decided it would be best to move testing of the aircraft out to New Mexico, where other secret aircraft projects were being tested away from the eyes of the public. Thanks to the success of the first flight, a production order of around 1000 was made.


A loose Type 17 captured over New Mexico. Most of these balloons where tested here.

By June, construction of around two-thirds of the Type 17s was complete, and were now being introduced to the various bases in New Mexico, with a few also being sent to bases in Nevada, Texas, Arizona, and it is known that possibly one was sent to NORAD Headquarters in Colorado. Testing continued without issues until the first of many incidents occurred on December 29th. During a routine flight, balloon 134 was sent aloft, but the cable connecting the balloon suddenly broke, and 134 was thrown by the wind similar to a frisbee. The balloon was sent almost 30 miles east and crashed in the middle of the desert. It took the USAF almost 3 days to find the remains. It was then found that the cables designed for the Type 17 had a fatal flaw. Over time, the low quality synthetic material it was made out of would eventually disintegrate, leaving the balloon to be blown away in the wind. Sometimes, the balloon would be blown in such a way, due to its shape, that it could be described as performing maneuvers that “no manmade craft could do”. This flaw was largely ignored for the first few months upon discovery, but by March of 1947, more and more balloons were being lost, and soon, reports from civilians of alien spacecraft in the desert began to emerge more and more. In some cases, multiple Type 17s would break off at once, making it appear there were entire squadrons of flying saucers over the desert. It was decided that for a few months, all Type 17s would be grounded.

Operations continued in the summer, with many now having improved cables. Despite these newer cables, many air force bases still would use the older defective cables due to an error in communication. To curb the loss of the Type 17, they were ordered to operate at a lower altitude than before. This way if the balloon was lost, it wouldn’t be swept as far by the wind, but coming at the cost of being more visible. Also in the summer, the USAF introduced the Type 17A, a larger version over the base model. As more and more of the UFO craze of 1947 came to the public, the Type 17 was once again used less and less to draw attention away from the program. While the fleet of Type 17s were grounded, a further development on the design was made in early 1948 as the Type 17B. The B used the same larger body as the Type A, but had a larger cylinder-shaped top that allowed it to carry even more instruments.

A loose Type 17 captured over New Mexico. Most of these balloons where tested here.

While the fleet was grounded, more of the newer cables were finally distributed to stop the balloons from breaking off. In the summer of 1948, operations would continue a lot more smoothly than the previous years thanks to the stronger cables. The Type 17 and its variants would continue to be used over the years, it is unknown when they would stopped being used completely, but it is known that a handful of Type 17s would be used for mid-air target practice by the USAF. This was at one point observed by a civilian who was trespassing on USAF property, witnessed what he claimed to be a “USAF F-86 dogfighting with an alien spacecraft”.

At some point during its operations, a version of the Type 17 was made to be manned to test high altitude pressure suits for NASA’s budding space program. From what little is known of this project, during one of these manned flights on this Type 17C, the defective cable was used and broke. The pilot in the cupola of the balloon was carried for miles with the wind, landing in a field outside of a farmer’s house. The pilot was eventually picked up a few hours later, after being mistaken for a “spaceman,” he finally convinced the owner of the farm to borrow their landline phone. The Type 17C was taken back to base as well, even if it was damaged from the impact, and supposedly had a handful of holes that matched the entry of a .22 caliber bullet. This incident is cited by many to be an encounter with an “alien spaceman.” After this, safer ways of testing the suits were used instead, and the pilot who had to endure this incident and subsequent crash was reimbursed with a cache of beer and whiskey as a reward.

There is also mention of an unconfirmed Type 17D that would test an experimental ████████ ███████-████████ engine at ██████ ███, ██. This supposed variant could reach ████ mph (████ km/h) and is claimed to have █████ and ████ around it. Details on this design are extremely sparse and the only visual we have of it is based off a napkin drawing from former USAF aeronautics engineer, ████ ████.

The Roswell Incident

Major Jesse A. Marcel posing with the second half of the debris from Balloon 678 on July 8, 1947. [Wikipedia]
The most famous of the Type 17 incidents happened in early July of 1947 near Roswell, New Mexico. On July 1st, men at Walker Air Force Base, 3 miles from Roswell, sent balloon number 678 up for a few tests. Due to a strong wind that day, and the deterioration of the cable connecting the balloon, 678 broke free and traveled extremely close to Roswell before crashing nearby. The men at Walker AFB were quick to act and quietly recovered what they thought was most of the debris. However, upon impact, the balloon had been torn in half, with only a single half of the aircraft being recovered. The second was thrown even further away by the wind and wasn’t recovered until July 8th. By this point however, the people of Roswell had already caught glimpses of the vehicles used to collect it and a report was done in the local newspaper that day of a claimed alien spacecraft crash landing nearby. To at least alleviate this claim, once the remains of balloon 678 were taken to Fort Worth,Texas, a publicity photo was done to show that the craft was just a simple weather balloon, and not anything of alien or supernatural nature. This whole incident is widely popular in ufology, despite there being obvious evidence that it was a Type 17 balloon that crash landed.

Design

Supposedly a photograph of a Type 17A that had broken free. This photo is stated to be from New Jersey. Its interesting to note that Type 17s operated almost nowhere near this state, but it is entirely plausible one was able to break free and fly so many miles away that it could reach this state. [Wikipedia]
The Type 17 was a weather balloon designed for high-altitude flight. The balloon had a flat, saucer shaped body made of aluminum-infused rubber. On the underside of the craft was sometimes painted the USAF symbol and the production number of the balloon. At the top of the balloon was a rounded hump that carried most of the onboard instruments. This hump is often mistaken for some sort of “cockpit” by ufologists. At the very bottom was the connection point that had the radiosonde attached. The balloon was both tested with hydrogen and helium, but it would primarily use helium as its main gas source. On the underside is where the gas valve was filled from. The balloon was connected to the ground via a cable. Instead of a steel cable, a newer synthetic material was used at first, but it was found it corroded very fast and broke easily because of this. A stronger synthetic connection cable was created for the craft around the time of the Type 17A being created.

Several variants of the Type 17 exist. The first of these was the Type 17A, which had the same design but was much larger. The increase in size was done to stabilize the design more and around 100 of these were built. The second was the Type 17B. A derivative of the Type 17A, the B was the exact same size but the instrument “dome” was enlargened to a more cylindrical shape to carry more onboard instruments. The final design was the Type 17C. No photographs exist of this design and details are sparse, but it is known to have had either an A or B design for the balloon, but beneath it was an enclosed gondola that a man could sit in.

Conclusion

The Type 17 was at least known to have still been in use by the mid 1950s. Eventually it was decided that the Air Force should return back to more spherical shaped balloons. Balloons that would cause less of a panic than the saucer shaped 17. After the program was finished, all Type 17s and many of the documents relating to the program were destroyed by the USAF, some say it was out of embarrassment. The last reported use of the Type 17 was in 1957.

 

The Type 17 was an interesting attempt to create a new and improved weather balloon design, but was more of a flop that caused more panic than progress. Due to the poor cable integrity and strange shape, the amount of Type 17s lost is uncountable, and it can be assumed that hundreds of this type are most likely scattered across the deserts and lands of America.

If you ever happen to be out exploring near where the Type 17 operated, and come across material or remains you believe to be related to the Type 17, please contact the United States Department of ████████ at 1-███ ███ ████. Thank you for your cooperation.

Variants

 

  • Type 17– Base model of the Type 17
  • Type 17A – A second design that was slightly larger than the base design. Only around 100 of these type were made.
  • Type 17B – Variant of the Type 17A that had a larger instrument dome that was more cylindrical in shape to carry more instruments. It is known only around 10 of these were built. 1 was confirmed lost.
  • Type 17C – A mysterious 3rd design. Details are sparse on this but supposedly this was an attempted manned version to test high-altitude pressure suits. Beneath the balloon was an enclosed gondola for the test pilot.
  • Type 17D – An unconfirmed 4th design that supposedly tested ██████ ████████ at ████████ ████████, ██████. It could supposedly achieve speeds of ████ mph (████ km/h).

Operators

 

  • United States of America – The Type 17 was operated by the United States Air Force for weather research and performance testing. It operated from 1946 to at least 1957.

Type 17 Weather Balloon Specifications

Diameter 65 ft / 20 m
Height 17 ft / 5.1 m
Maximum Service Ceiling Around 35,000ft / 10668 m
Gas Type Hydrogen or Helium
Material Aluminum-infused Synthetic Rubber
Maximum Speed (Type 17D) ████ mph / ████ km/h
Equipment
  • Type 17 Radiosonde
  • Mk33 Radar Antenna
  • Various other meteorological tools

Gallery

Sources

  • Joe Rogan Experience #1315 – Bob Lazar & Jeremy Corbell
  • Joe Rogan Experience #1510 – George Knapp & Jeremy Corbell
  • Johnsmith, Joe (1988), The Truth Behind the 1947 Saucer Craze: How a Balloon Tricked America. MIB-Books
  • Lovejoy, Erik (2022), How Balloons Ruined My Life and How They’ll Ruin Yours!, MM-PUB.
  • Nermal, Abbey (2003), USAF Aircraft in Detail: The Type 17 Weather Balloon, Greasy PUB.
  • Wikipedia
  • Some of the info was revealed to me in a dream
Me 209 v1

Messerschmitt Me 209

nazi flag Nazi Germany (1938)
Racing Plane – 3 Built

The Messerschmitt Me 209 (also known as the Bf 109R) was a racing plane designed by Willy Messerschmitt in 1938. The Me 209 would later establish a new world record which would not be beaten until 30 years later. Although commonly associated and confused with the Me 209 fighter plane designed in 1943, it holds no association at all other than the name. To this day, only the fuselage of Me 209V1 has survived and is now on display in a museum in Krakow.

History

Conceived in late 1937 by Willy Messerschmitt, the primary and sole focus of the Me 209 was speed. On August 1, 1938, the first test flight of the Me 209V1, piloted by Hermann Wooster, had lasted only 7 minutes due to engine and coolant problems.

Messerschmitt Me209 v4

Even though established practice dictated that if an aircraft had more than a dozen problems, it was to be abandoned, however Nazi officials were unwilling to give up on this promising aircraft due to the potential impact the aircraft could generate. Eventually, on April 26, 1939, piloted by Fritz Wendell, the Me 209 set the speed record it would hold for 30 years, though the He 100, the previous record holder, was suspected to have been able to break this record had it flown at a higher altitude but was prohibited from doing so by Nazi officials.

The designation Bf 109R was used for propaganda uses in order to cause confusion with the Luftwaffe’s primary fighter, the Bf 109, to maintain an image of invincibility which persisted until the Battle of Britain.

Design

Me 209 v4
Me 209 v4

The Me 209 had a unique design, featuring a cockpit placed far back at the rear and a cross shaped tail section. A difference between the Me 109 and 209 was that it had a broad-track, inward-retracting undercarriage mounted in the wing section, instead of the fuselage. There was no tail wheel, instead using a spring loaded metal skid, which retracted into the lower part of the tail.

Because of the success of the racer, the Nazis attempted to arm it. The main factor that had inhibited adding weaponry was the fact that wings were almost entirely taken up the engine’s liquid cooling system, which was massive. The engine consumed 2 gallons (9 liters) of coolant water a minute. Holding 50 gallons (450 liters) of coolant, it had a flight time of approximately 35 minutes.

Test Flight:

On August 1st of 1938, the Me 209V1 flew for the first time. Piloted by Hermann Wurster, the test flight lasted only 7 minutes. Unfortunately, Wurster found the plane very unsatisfactory. In a Messerschmitt AG document found post-war by the Allies, it was found that Wurster made several complaints about the Me 209.

  • The engine ran unevenly
  • The high temperature reached by the coolant fluid resulted in unsatisfactory cooling
  • Cockpit ventilation was inadequate, and engine gasses entered the cockpit, which necessitated the constant use of an oxygen mask
  • The landing gear could not be extended at speeds greater than 155 mph (250 km/h)
  • The main wheels tended to drop out of their wheel wells during high speed maneuvers
  • Fuel filler caps loosened at high speed
  • Undercarriage hydraulic oil escaped from its reservoir and sprayed on the windscreen
  • The takeoff run was excessive, and the takeoff characteristics dangerous
  • Visibility from the cockpit was limited
  • Marked instability noted during climbing maneuvers
  • The rudder was inadequate to control the plane’s yaw movement
  • When banking at full throttle, the plane rolled itself over
  • Stick forces were excessive and tiring
  • At speeds around 100 to 105 mph (160 to 170 km/h) the controls softened up
  • Landing characteristics were extremely dangerous
  • On touchdown, the plane swerved violently
  • It was impossible to employ the brakes during the landing run, as immediately when they were applied, the aircraft swerved from the runway

Fate:

The only remaining Me 209V1’s fuselage, formerly part of Hermann Göring’s personal collection, currently lies in the Polish Aviation Museum in Kraków, Poland. Germany has offered to purchase the Me 209 but has been unable to do so.

Messerschmitt Me 209 V1
Me 209 at the Polish Aviation museum in Krakow, Poland

Variants

  • Me 209V1: The first version of the Me 209, which used the Daimler-Benz DB 601A and had steam cooling.
  • Me 209V1 (mod. 1939): This was the variant that set the speed record of 755.138 km/h (~469.22 mph). It was fitted with the DB 601ARJ engine, a modification of the DB 601A, which brought the total horsepower up to 2,300, from 1,800. It suffered greatly from overheating when operating at full power.
  • Me 209V2: It crashed during a test flight and was completely destroyed, and was subsequently abandoned.
  • Me 209V3: Originally intended to break the speed record, it was made too late. Instead, it became a test bed for improvements.
  • Me 209V4: One built. It was to be armed with two 7.92 mm MG 17 machine guns in the cowling and 20 mm MG FF/M cannon firing through the propeller hub. It also would have had lengthened wings and vertical stabilizer, strengthened undercarriage, a stock DB 601N engine, and did not feature a surface evaporation cooling system. Tests showed that the modifications made the plane inferior to the Bf 109E series, and was therefore abandoned.

 

Me 209 Specifications

Wingspan 25 ft 7 in / 7.8 m
Length 23 ft 9 in / 7.24 m
Height 3.2 m / 10 ft 6 in
Engine 1x Daimler-Benz DB 601A (1,800 hp)
Maximum Speed 469.22 mph / 755.138 km/h
Crew 1 (pilot)
Armament V1-V3: None (Unarmed)
V4:

  • 2x 7.92 MG 17 in engine cowling
  • 1x 20mm MG FF/M

Gallery

Me 209 v1
Me 209 v1
Me 209 v4
Me 209 v4

Sources

Wang, G. (2013). 极速烈鸟——梅塞施米特Me 209高速验证机:Me 209V1 的反击. [online] Afwing.com.Lepage, J. (2009). Aircraft of the Luftwaffe. Jefferson, NC: McFarland, p.220.

IK-3-161.Eskadrilla,-51.Grupa-No.10 - April 1941

Rogožarski IK-3

kingdom of yugoslavia flag Yugoslavia (1940)
Fighter Plane – 12 Built

History

The first domestic aircraft factory in Yugoslavia was established in Novi Sad under the name “Ikarus” on November 20, 1923. In 1924, Ikarus delivered two new training planes for the armies of the Kingdom of Serbs, Croats, and Slovenes which were designed in the factory. The first trainer model was delivered in April 1924 designated the “Мали Брандербург-Serb” (Small Brandenburg), which was a direct copy of Brandenburg B.I. The second plane was delivered in June 1924, a copy of school hydroplanes “IIIM” (School Mercedes/Школски Мерцедес-Serb.). Both of these aircraft did not fall far behind foreign aircraft in terms of its technical and flying characteristics, of the same intended roles which strengthened the morale of the Army and the domestic constructors, opening prospects for the domestic production of new planes.

In April 1924, another aeroplane factory was built in Belgrade: “The first Serbian aeroplane factory Živojin Rogožarski – Прва Српска фабрика аероплана Живојин Рогожарски-Serb.” They joined Ikarus as the only aircraft factories in Yugoslavia. Živojin Rogožarski was initially only building parts for the aircraft but later they began to build entire planes. From 1928, these two factories supplied around 100 training aircraft and seaplanes to the army of the Kingdom of Serbs, Croats and Slovenes and Maritime Aviation.

During the late 1930’s and early 1940’s, the company Ikarus started to design and later produce two new types of fighter aircraft, the IK-2 and IK-3. The IK-2 was a “high wing” plane, with the wings set on top of the fuselage, equipped with the Hispano-Suiza 860 hp engine and armed with one 20 mm cannon and two machine guns set above the engine. The machine guns were initially Darn type caliber 7.7 mm but this was later replaced with the new Browning 7.92 mm. The IK-2 was constructed by a team of engineers Ljubomir Ilić and Kosta Sivčevićem. Ikarus built small batch of 12 aircraft plus two prototypes in 1939. While in production the IK-2 was considered obsolete and production of the fighter ceased, nevertheless, the IK-2 saw some use in World War ll but all the planes were lost.

Designed as a successor to the older IK-2, the IK-3 was Yugoslavia’s first modern single-seat fighter. It was conceived in 1933 as a fighter utilizing the cantilever low-wing with a cockpit that was fully enclosed as well was fully retractable landing gear. On the tail or fuselage, the planes would carry a small black military-tracking number. The IK-2 used numbers from 2,101 to 2,112 and the IK-3 used 2.151 to 2.163. At the time of its construction, the IK-3 was equally matched to its contemporaries, representing a very advanced solution behind which stood a team of ambitious and young engineers Ljubomir Ilić,  Kosta Sivčevićem, and Slobodan Zrnić j.

Prototype

IK-3 Prototype
IK-3 Prototype

After some statistical and aerodynamic calculations in 1936 were completed, a 1:10 wooden scale model of the IK-3 was built. The model was tested in the Eiffel wind tunnel in Paris. The planned Hispano-Suiza 12Y Engine had already been tested in earlier IK-2 aircraft. The contract to build the prototype IK-3 was signed on March 31, 1937 with Rogožarski. The first prototype IK-3 was completed on 14 April 1938, piloted by Captain Milan Bjelanović. By the end of 1938, the first factory tests were completed. Despite the good flying qualities, the pilots noticed some problems. The complaint by pilots was related to the shape of the windshield and canopy of the cockpit, while the army suggested adding two additional machine-guns in the wings. Some additional problems cropped up including engine overheating and unsuitable landing gear doors. The majority of these problems were corrected in the first batch of planes produced.

On 19 January 1939, an accident occurred while examining the behavior of the plane in flight, the right wing completely separated from the fuselage. This accident claimed the life of pilot, Captain Milan Pokorni. No domestic or foreign investigators were able to clearly determine the exact cause of the crash. In any case, the wings were reinforced during wing construction and production continued.

Production

IK-3 fresh after construction without camouflage
IK-3 fresh after construction without camouflage

The loss of the IK-3 prototype did not postpone the production of new fighters. On 26 November 1938, a contract between the state and the factory was signed which authorized the production for a new batch of 12 aircraft. Delivery of the planes was planned for the end of 1939, but the beginning of World War II affected the production process. Delays in deliveries and the rising costs of raw materials postponed the completion of the first batch. The first aircraft of the series were delivered on 15 December 1939. The deliveries and production were again postponed due to a worker strike in the aviation industry, lasting until July 1940.

In March of 1940, the factory offered an improved version of the IK-3 called the IK-3 ll. The factory originally offered the production of 50 new aircraft but this was rejected by the state who instead ordered production for only 25 aircraft. It was thought that the production of 50 aircraft could not be achieved because it was impossible to obtain the necessary materials and equipment from abroad due to the war. The Command of the Royal Yugoslav Army demanded improved aerodynamics, a more powerful engine, self-sealing fuel tanks, armored glass, armored seats etc. In the end, only one plane (number 7) from the first series was modified into a prototype for the second series.

Prior to the War

IK-3 51st Independant Fighter Group, Belgrade-Zemoun, April 1941
51st Independent Fighter Group, Belgrade-Zemoun, April 1941

After the end of production, all operational aircraft were allocated to the 51st Independent Fighter Group at Zemun which was part of the 6th Fighter regiment. Squadrons 161 and 162 were both given 6 aircraft.

In its first year of service, an IK-3 was lost when one of the squadron commanders, Captain Anton Ercigoj, was making a “mock attack” on a Potez Po.25 over the Sava and Danube rivers. After passing below the Potez, he went into a climb with the intention of performing a loop. His rate of climb was too steep and the aircraft fell into a spin at low altitude and hit the water. Caption Anton Ercigoj did not survive the crash.

The introduction of new planes offered the opportunity for pilots of the IK-3 to test it against the Yugoslav Messerschmitt Bf 109E in “mock dogfights”. The evaluation after the dogfight concluded that the IK-3 had several advantages over the Bf 109E. The IK-3 was more maneuverable in level flight, enabling it to quickly get behind a pursuing Bf 109E by making tight horizontal turns.

In combat

IK-3 No. 2158
IK-3 No. 2158

For the attack on Yugoslavia, the Axis forces amassed around 2236 warplanes in Austria, Hungary, Italy, Bulgaria, and Romania with some 1062 bombers, 289 reconnaissance planes, and 885 fighter planes.

The Yugoslavian Air Force had around 420 combat aircraft, in various conditions. They had about 147 modern bombers including the German Do. 17, Britain Bristol Blenheim, and the Italian SM.79. There were also about 131 reconnaissance planes, including 11 British Bristol Blenheims, about 120 outdated Brege 19 and Potez Po.25 aircraft, and over 100 combat aircraft including 61 German Me-109E, 35 British Hawker Hurricanes, some of which had been built in the “Zmaj” factory in Zemun. Yugoslavia also had a whole series of IK-3 aircraft, minus one lost in pilot training. In addition to these forces, Yugoslavia also controlled 30 two-engine Hawker Furys, 8 IK-2’s, 2 Avia BH-33’s, and 2 two-engine Potez Po.63’s. In essence Yugoslavia controlled a much smaller force than Germany but it was made up of some of the most modern aircraft of the time.

Out of the 12 IK-3 of the first series, only 6 were fully operational by 5 April 1941. One aircraft was lost in the 1940 accident, and 5 were in different states of repair: 3 in the Rogožarski factory, and two in the aviation workshop at Zemun airport. The units equipped with the IK-3 had the task of preventing the deployment of the enemy air force above the territories of Northern Serbia and parts of Vojvodina. The majority of the IK-3’s were used in the defense of the capital Belgrade, bolstered by fighters from the 102nd fighter squadron equipped with Me-109E’s.

On 6 April 1941, at about 0600, the commander of the First Air Base, Major Marko Konrad, informed the commander of the 6th Fighter Regiment that the Germans attacked Yugoslavia and that air attacks on Belgrade should be anticipated. At about 0645, the observation service TVO (teritorijalne vazdušne osmatračke službe-Territorial airborne observation services) reported two large formations of aircraft were flying in from the north towards Belgrade. At about 0650, commander of the 6th Fighter Regiment, Major Adum, ordered all three squadrons 161, 162, and 102 up for patrols. These patrols were led by First Class Captain Gogić, Sergeant Semiz, First class Captain Poljanec, Sergeant Vujić, and Lieutenant Borčić.

In their first battle, pilots with their IK-3’s shot down six German planes while only losing one IK-3, in which Lieutenant Dusan Borčić was killed, and one lightly and two heavily damaged aircraft that did not participate in any further combat. By the end of the day, two more German bombers were shot down, but this group remained with only three operational IK-3 aircraft.

IK-3 Summer of 1940 flown by Savo Poljanec, commander of 162nd Squadron
IK-3 during Summer of 1940, flown by Savo Poljanec, commander of 162nd Squadron

On April 7, Sergeant Semiz, during an intercept with German bombers, was hit by German machine guns fire. 36 bullets hit his plane and 20 bullets hit his engine and ignited it. Although he was wounded, he managed to return to the airport in Zemun. The loss of his aircraft was compensated by the IK-3 ll (the only aircraft of the second series to be constructed) that was under repair in the Rogožarski factory. The combat state of this unit remained at three operational aircraft.

By the end of the day on April 7, the remaining aircraft were relocated to the auxiliary airport, Veliki Radenci II. Commander Major Adum was replaced, and Captain First Class Gogić was promoted to this position. In the following days, there was no action due to bad weather. On 11 April, at around 1000, one German Me-110 attacked Veliki Radenci II but did not cause any damage. Sergeant Samiz with his plane pursued and managed to shoot it down. On the same day at around 1200, a group of about 20 Me-110’s were attacking the airport Veliki Radenci I. Several of the 51st group took off, the pilots were First Class Captain Gogić and Sergeant Vujičić, managing to shoot down two attacking German planes.

At around 1700 on 11 April, a German armored column was spotted approaching from the North. Part of the non-flying group of the Yugoslavian Air Force had been ordered to withdraw in the direction of Sarajevo, airplanes and pilots stayed at the airport. On 12 April, they were supposed to be transferred to Sarajevo, but this did not happen. Because of the speed of the German attack and the inability of pilots to fly in time, they decided to destroy all the remaining planes in order to prevent them from falling into German hands.

Operators

  • Kingdom of Yugoslavia (Kraljevina Jugoslavija) – Were used during the “April War” and most were lost in combat or were destroyed
  • Nazi Germany – Captured at least 5 to 7 planes in different states. One complete surviving IK-3 was used for flying test performance.
  • Turkey – Was considering the possibility of buying the license for the production of the IK-3, but World War II prevented any plans for this program.

IK-3 Specifications

Wingspan  33 ft 10 in / 10.3 m
Length  26 ft 3 in / 8 m
Height  10 ft 8 in / 3.25 m
Wing Area  178 ft² / 16.5 m²
Wing Loading  32.6 lb/ft²  /  159.4 kg/m²
Engine  One 980hp (731kW) Avia-built Hispano-Suiza 12Y29 liquid-cooled V-12 piston engine
Maximum Take-Off Weight  5799 lb / 2630 kg
Empty Weight  4560 lb / 2068 kg
Fuel Capacity  330 L
Climb Rate  16,000 ft / 5,000 m in 7 minutes
Maximum Speed  328 mph / 527 kmh
Cruising Speed  249mph / 400kmh
Range  488 mi / 785 km
Maximum Service Ceiling  30,800 ft / 9,460 m
Crew  1 (pilot)
Armament
  • One Oerlikon FF 20 mm cannon – fixed forward-firing cannon in the propeller hub
  •  Two 7.92 mm Browning/FN machine guns with 500 rounds per gun – fixed forward-firing machine guns in the upper part of the forward fuselage

Gallery

IK-3 Prototype - 1940
IK-3 Prototype – 1940
IK-3 51.Grupa, 6.Lovacki Puk No.2158 Br.9 April 1941
IK-3 161.Eskadrilla, 51.Grupa No.218 April 1941
IK-3-161.Eskadrilla,-51.Grupa-No.10 - April 1941
IK-3 161.Eskadrilla, 51.Grupa No.2159 Br.10 – April 1941
Possible markings for captured IK-3 being tested by a German research unit
IK-3 Prototype
IK-3 Prototype
IK-3 Prototype
IK-3 Prototype
IK-3 51st Independant Fighter Group, Belgrade-Zemoun, April 1941
51st Independant Fighter Group, Belgrade-Zemoun, April 1941
IK-3 without camouflage
IK-3 without camouflage
IK-3 No. 2158
IK-3 No. 2158
IK-3 fresh after construction without camouflage
IK-3 fresh after construction without camouflage
IK-3 Summer of 1940 flown by Savo Poljanec, commander of 162nd Squadron
IK-3 during Summer of 1940, flown by Savo Poljanec, commander of 162nd Squadron

Sources

Kratka istorija vayduhoplovstva u Srbiji, Čedomir Janić i Ognjan petrović, Beograd 2011., Babac, D. (2008). Elitni vidovi jugoslovenske vojske u Aprilskom ratu. Beograd: Evoluta.Chant, C. (1999). Aircraft of World War II. London New York: Friedman/Fairfax Publishers Distributed by Sterling Pub. Co.Rogožarski IK-3. (2017, July 4). In Wikipedia, The Free Encyclopedia.Military Factory. (2015). Rogozarski IK-3 Fighter.Paquet, B. (n.d.). Rogozarski Ik-3. Passion Aviation. Images: All photographs in this article are in the public domain, Plane Profile Views by Ed Jackson

 

The Importance of Military Heritage

Plane Encyclopedia Supports Military Heritage

Military events have significantly influenced history, and this is why military heritage is considered to be extremely important as captured by online resources such as Plane, Tank and Naval Encyclopedia. Many of the most significant events shaping history have associations with national defence and conflict across the globe. Preserving military heritage helps us to comprehend important societal ideals and traditions. Every country is unique with regards to its military heritage and how it is expressed through events such as air shows, festivals, museums and military parades.

Military heritage events serve as a way for people with vested interest therein or simply the casual and curious among us to learn more about a countries military history. Military heritage events exist because of people with similar interests who come together to honour and celebrate their shared military heritage. The seventh annual Military Festival was held at the Voortrekker Monument in South Africa on 1 May drawing roughly 4000 visitors. Exhibits included modellers, private military memorabilia, re-enactors of South African conflicts and their equipment as well as the South African National Defence Force (SANDF) displaying a Olifant Mk2 and Rooikat 76D.

An anti-poaching demonstration was carried out by Group73 using Alouette helicopters.

Plane Encyclopedia donated a one of a kind “South African Gripen-C poster design” as an incentive for visitors to take part in a research initiative carried out by a local university in establishing their motivation for attending the military festival.  The Gripen C was designed by our very own Edward Jackson while the vehicle specifications were researched by Dewald Venter from Tanks Encyclopedia.

 

messerschmitt bf109_e3_neu2_eingezogen

Messerschmitt Bf 109 [OUT OF DATE ARTICLE]

Nazi flag Nazi Germany (1937)
Fighter Plane – 33,984 Built

Restored Bf 109G-10 in flight [luftwaffephotos.com]
The Messerschmitt (Me) Bf 109 is one of the most notable fighters of the Axis countries and a clear symbol of its air power during World War II. Its performance gave Germany the upper hand in the early stages of the war while also taking part in every front until the very end of the conflict in Europe. The Bf 109 was the main fighter of the Luftwaffe, later complemented by the Focke Wulf Fw 190. The Spanish Civil War was the Bf 109 saw its first combat action. It flew also with other nations such as Finland, Bulgaria, Italy, Spain, Switzerland, and Hungary. After the war, it was in service with the Israelis, serving also in the Yugoslavian, Romanian and Czechoslovakian Air Forces. The versatility of the fighter was one of the main factors that allowed it to serve until 1965, with numerous variants.

History

The Messerschmitt Bf 109 is single seat, single engine fighter tasked also with the roles of air superiority, interception, escort and attacking capable of all-weather operations in day or night. It was a light all-metal monocoque design with the rudder being covered with cloth. The wing was a low cantilever design fitted with flaps, while the canopy was enclosed, featuring retractable landing gear and a tailwheel, armed with machine guns and cannons. As a result, the Bf 109 was an advanced design at the time it was introduced. Its development began back in 1934, following a 1933 Reichsluftfarhtministerium study which considered that a single-seat fighter was needed to replace the Arado Ar 64 and Heinkel He 51 biplanes that were the German first-line fighters. Furthermore, it was required for the fighter to develop speeds of up to 400 km/h (250 mph) at 6000m (19,690 ft) for 20 minutes, having an range of 90 minutes. The power plant was intended to be the Junkers Jumo 210 engine of 700 hp, while the armament was intended to be comprised of a mixture of a 20 mm gun and two 7.92 mm guns, or be armed by either the cannon or the two machine guns only. In addition, as Willy Messerschmitt was not authorized by the Reichsluftfarhtministerium to build small passenger planes for Romania, the request of building a fighter came also as a sort of compensation.

Development

Bf 109G flying straight on [gertimga.pw]
Bayerische FlugWerke began its work as it was awarded with the development contract in 1934, with the prototype flying for the first time in 1935, receiving the designation of Bf 109 by the aviation ministry and powered with a Rolls-Royce Kestrel IV engine, as new German-made engines were not yet available. Willy Messerschmitt was the designer behind the Messerschmitt Bf 109, hence the name of the aircraft, and the ‘Bf’ denomination. The development of the new fighter began, initially powered with the Rolls Royce Kestrel engine. The following two prototypes were powered with the Jumo 210A 600hp engines, and the last one was fitted with guns. Reportedly, 10 more prototypes followed in order to test the model. The result was a cantilever low-wing single engine fighter capable of speeds of up to 470 Km/h (Bf 109B) with its Junkers Jumo 210Ga engine. Further models received inverted Daimler Benz V-12 engines or racing engines. These engines yielded speeds of 380 mph (611 kmh) and 464 mph (755 kmh) respectively. Remaining the last a speed record for piston-engine aircraft until 1969. The fighter was very advanced, matching to any fighter in service at the time in combat. The earlier versions were armed with an array of two 7.92 mm machine guns in the forward cowl above the engine in the Bf 109B, while later C models were armed with two additional 7.92 mm machine guns in the wings and a 20 mm gun in the nose.

Presented to the public during the 1936 Berlin Olympics for propaganda purposes, it saw action for the first time during the Spanish Civil War with the German Condor Legion, where it quickly gained air superiority over its Soviet-made rivals Polikarkov I-15 and I-16 fighters with Werner Mölders, a future WWII ace, scoring 14 victories. This conflict also served to test the new fighter in combat and to detect the shortcomings and needed improvements, as well as to test the Luftwaffe’s tactics and doctrines that would be implemented in WWII. When the conflict came to an end, 40 fighters were gifted to Spain following the withdrawal of the Condor Legion.

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Bf 109G-2 ‘Gustav’ – One of the best preserved 109s

The Bf 109 was considered sufficient for the operational needs of Germany until 1941, the year when it would have fulfilled its objectives. However, as the conflict progressed, the high command realized that the Bf 109 needed further upgrades. As a result, the versions Bf 109E, Bf 109F, Bf 109G, and the lesser known Bf 109K were created. Even so, the model’s many shortcomings persisted, putting it at a disadvantage to its rivals.

The Bf 109 had many advantages such as its good range and the powerful engine along with its reasonable size, agility, high speed, climb rate, dive speed, turn rate, maneuverability, and low cost. But there were other problems that prevailed during its service. The struts of the landing gear were rather fragile and narrow, retracting outwards and not beneath the fuselage. Second, Blitzkrieg hindered the fighter’s success as it had to accommodate for the tactic at the expense of autonomy, which would play an important role in the Battle of Britain. This problem was solved after the battle with the addition of extra drop tanks. Third, it tended to swing sideways during landing and takeoff. Fourth, it had a poor lateral control at high speed. Fifth, during combat when executing very close turning, the wings grooves tended to open, preventing stalling but often acting against the ailerons. And sixth, the length and ground angle of the landing gear ‘legs’ was so that it restricted forward visibility while on ground, forcing pilots to taxi in such a way that the undercarriage was put into heavy stress. This posed a problem for rookie pilots. The narrow wheel track also made the fighter unstable while on ground. The solution for this problem was to transfer the load up through the legs while taking off and landing maneuvers.

Approximately 34,000 Bf 109s were built in Germany from 1936 to 1945, in addition to the 239 made by Hispano Aviacion, 75 built in Romania by IAR and 603 made by Avia, with production lasting until 1958. Some 20 Bf 109s remain now as museum displays.

Design

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Bf 109G-2 ‘Gustav’ photographed at an airshow in the 90s

The Messerschmitt Bf 109 is a very interesting fighter with equally interesting design characteristics. Being lightweight was the main concept of its design, development, and construction. It was also a single engine, single seat fighter with a low cantilever wing, whose sleek monocoque fuselage was entirely made out of light-weight metal. Easy access to the powerplant, weaponry at the fuselage, and other systems was considered also as important during design process, and especially when operating from forward airfields. As a result, the engine cowling was made up of large and easily removable panels, with specific panels allowing access to devices such as the fuel tank, the cooling system, and electrical equipment. The devices containing and holding the engine made it easy to remove or replace it as a unit. The power plant tended to differ from version to version: the early versions were powered by a Junkers Jumo 210g inverted V-12 700 hp, with following versions being powered by a Daimler Benz DB 600A with 986 hp and other – more powerful – Daimler Benz engines (for further information, please see the variants). As the engine was inverted, it was reportedly hard to knock out from below. And it also featured an electrical regulator.

The wing was also full of remarkable details. One of them was the main I-beam spar, placed rather aft than usually placed, with the idea of opening space for the retracted wheel, and creating a D-shaped torsion box. This box had more torsional rigidity and also removed the need for a second spar. In addition, the thickness of the wing was slightly varied, with a cord ratio of 14.2% at the root, and a cord ratio of 11.35% at the tip. The wing was also high-loading. Another feature was the introduction of advanced high-lift devices, with automatic leading edge slats and large camber-changing flaps on the trailing edge. These slats increased the lift of the wing, improving horizontal manoeuvrability. Ailerons that drooped slightly when the flaps were lowered were also fitted in the wings, increasing the effective flap area, especially on the F series. The result was an increase on the wings’ lift. As the armament was placed in the fuselage in the earlier versions, the wing was kept very thin and light.

Another remarkable feature, which was standard in the F, G and K versions, were the introduction of two coolant radiators with a cut-off system so to reduce vulnerability of the cooling system after receiving a hit. For instance, if one radiator leaked as a consequence of an impact, the other still made it possible to fly. Even a 5-minute flight was possible with both radiators inoperable.

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Bf 109G-4 – Operated and preserved by the Messerschmitt Foundation

The canopy of the Bf 109 was a closed bird-cage design, opening sideways and having armour protection plates in the back. These armored plates also protected the main fuel tanks as it was partially placed under the cockpit floor and behind the rear cockpit bulkhead, having an L-shape. Some variants of the G version even featured pressurized cockpits.

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Bf 109F2 with ace General Adolf Galland in 1942 France

In regards to the armament, it tended to vary from version to version in weaponry, caliber, and location. The early versions normally featured an array of two machine guns mounted in the cowling with a 20mm cannon firing through a blast tube between the cylinders. This display was to be changed after the Luftwaffe got a word about the RAF’s plans to equip its new fighters with a battery of 8 guns. This made the additional guns to be installed at the wings, either 7.92mm MG 17 machine guns or a 20mm MG FF or MG FF/M cannon in between the wheel well and slats. The C version featured the additional two 7.92mm machineguns, where a continuous belt was installed to avoid redesigning the wing and ammunition boxes and access hatches. The gun barrel was placed in a tube between the spar and leading edge.

When cannons were installed on the wings, being longer and heavier, they were placed at a farther area in an outer bay, forcing the spar to be cut with holes so to allow feeding the weapon. A small hatch was incorporated to allow access to the gun, which was able to be removed through a removable leading edge panel. The F version and the following versions had the gun changed from the wings to the nose cone, firing through the propeller shaft. Additional 20mm MG 151/20 cannons were installed in pods under the wings, which were easy to install but also forced a reduction of speed by 8 km/h (5 mph). The last version (Bf 109K) was armed with a MK 108 30mm cannon in each wing.

The additional armament, while increasing the Messerschmitt Bf 109’s firepower, also reduced its performance. Handling qualities and dogfighting capabilities were severely affected, with the tendency to swing like a pendulum while flying.

The Reich’s Warrior of the Skies

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Bf 109G-2 ‘Black 2’ now of the Messerschmitt Museum

When the war started in 1939 with the invasion of Poland, around 320 Bf 109s took part in the invasion under two units (I/JG 21 and I/ZG 2). During that operation, the Bf 109s gained air superiority by destroying the Polish air and ground forces, providing escort to ground attack planes and dive bombers, such as the Junkers Ju 87 Stuka. When the invasion of Norway took place, they faced considerable resistance from the outdated Gloster Gladiators of the Norwegian Air Force, which were reinforced by British fighters from HMS Glorious and two more aircraft carriers. During the Battle of France and the invasion of the Netherlands and Belgium, the Messerschmitt Bf 109s encountered weak adversaries. In France, an ill prepared Armee de l’air was unable to face the force of the Luftwaffe while the German fighters gained air supremacy rather quickly and controlled the French skies. Battle of Dunkirk however began to highlight the limitations of the Bf 109, especially in regards to autonomy, as many were coming from bases within Germany and facing strong opposition from the Royal Air Force.

The Battle of Britain was the first battle where the Bf 109 began to show its limitations, especially that of autonomy, having little time to provide effective escort and air supremacy over the British skies. It also found a fitting rival in the Supermarine Spitfire and Hawker Hurricane, which were able to face the Messerschmitt Bf 109 and even were able to overpower it. The radar installations the RAF also played a role in defeating the Bf 109. Moreover, the attrition suffered during the Battle of France took its toll on the Bf 109 that took part in the campaign. As a result, the Luftwaffe – and namely the Bf 109 – was unable to achieve air supremacy and control the skies of Britain, let alone to defeat the RAF, despite the numerical superiority the Luftwaffe had over the RAF (3000 vs. 700 airplanes).

Russia would be a scenario where the fighter would have some redemption, at least in the first stages. As the Soviet Air Force had inferior assets, quality, organization, and training, the Bf 109 achieved an impressive rate of aerial victories (approximately 9200 in total), creating many aces. In addition, the pilots on-board the Bf 109 had already accumulated experience from the previous campaigns – Spain, Poland, Norway, France and England to name a few – while the Bf 109 was comparatively superior to its Soviet-made rivals. However, the superiority in numbers of the Soviet Air Force began to pay its toll on the fighters. It was during this campaign when the fighter was gradually replaced by the more advanced and robust Focke Wulf FW 190 by Summer 1942.

They also took part in the bombing of Malta, with the mission of countering the Spitfires and Fulmar fighters the British managed to sneak onto the island. Although they managed to reduce the losses on the bombers by increasing the attrition of the adversary’s fighters and ground services, the campaign had a considerable cost for the Bf 109 with 400 lost in action. At the same time, the Bf 109 was seeing action in North Africa, achieving air supremacy in the beginning, but facing adverse conditions later on, such as fuel shortages and a superior number of adversaries, alongside attrition imposed by the Luftwaffe’s own organization and training systems.

The Bf 109 also performed as one of the main air defence assets when the Allies began to wage air and bombing campaigns over Germany, targeting mainly the bombers and being benefited by dispersed ammunition and fuel storages all around Germany. The German air industry did not update its models in time or was simply unable to produce fighters enough to tackle the Allies’ air power. As a result, by 1944 the Bf 109 and other fighters were simply unable to counter the Allies’ air campaign. The Bf 109’s career with the Luftwaffe came to an end in 1945, when Germany was defeated.

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Bf 109E-3 on display at the Imperial War Museum in Duxford, England

During and after WWII, the Bf 109 was used by other nations, achieving considerable feats while piloting this aircraft and remaining in service for a long period of time. Finland used the Bf 109 during the Continuation War, claiming a victory ratio of 25:1 and operating with them until 1954. Switzerland received a batch of Bf 109s during the war, using them until 1955. The Bf 109 was donated by Germany and built under license by Spanish air company Hispano Aviacion during and after the war, remaining in service until 1965. Many took part in the film Battle of England. Israel also used Czech-made Bf 109s that fought during the Independence War, scoring 8 victories.

Prototypes

  • Bf 109V1Powered with a Rolls Royce Kestrel and with a two-blade Härzel propeller, awarding the fighter contest. Unarmed.
  • Bf 109V2 – Powered with a Junkers Jumo 210A of 610 hp, armed with two 7.92 machine guns over the engine cowling.
  • Bf 109V3 – Similar to the Bf 109V2, becoming the Bf 109B-0

Production Versions

  • Bf 109AThe A was powered by a Junkers Jumo 210D 661 hp engine, armed with two 7.92 mm MG 17 machine guns in the engine cowling, with a third added experimentally in the propeller shaft.  Many saw action in the Spanish Civil War with the Condor Legion.
  • Bf 109BThis constitutes the first series version, delivered on February 1937, featuring a shortened nose cone. Powered by a Junkers Jumo 210D inverted V-12 cylinder of 635 hp, liquid refrigerated and capable of reaching a speed of 467 km/h with two propellers. It was fitted with a variable-pitch propeller. Its armament consisted of two 7.92mm Rheinmetal-Borsig MG 17 machine guns above the engine. They saw action in the Spanish Civil War.
  • Bf 109CThe second series version. Powered by a Junkers Jumo 210G 690 hp engine, reaching similar speeds as well. The armament consisted of two 7.92mm MG 17 machine guns with two installed over the engine and two at the wings (thanks to the reinforced wing), having the 20mm MG FF cannon added for the first time on the C-2 at the propeller shaft. They also saw action in the Spanish Civil War.
  • Bf 109D  – The third series had a Daimler Benz DB 600Aa of 986 hp, being the first series in having this engine as a powerplant, yielding a speed of 516 km/h. however, D-0 and D-1 were powered by a Junkers Jumo 210D engine. It was the standard fighter prior the war. The armament was the same as the C series. Initially transferred to night fighter units, it was assigned to training tasks.
  • Bf 109EThe fourth series of the Bf 109, of which more than 4000 units built were built. The E-1 was powered by a Daimler Benz DB 601A-1 of 1075 hp with three propellers, which required movement of the main radiators beneath the wingroots. The E-3 was powered with a Daimler Benz DB 601A of 1100 hp. The E4 had a Daimler Benz DB 601Aa inverted V-12 of 1175 hp, receiving a Daimler Benz BD601N engine later for high especially altitudes. As a result, this series could reach speeds of 560 -570 km/h. The Bf 109E-5 and E-6 were powered by a Daimler Benz 601N of 1200 hp. The E-7 received Daimler Benz DB 601A, DB 601Aa and DB 601N engines. The E-8 had had a Daimler Benz DB 601E of 1350 hp. The armament consisted of four 7.92mm MG 17 machine guns and 4 X 50kg bombs or one 250kg normally on the earlier E variants (E-1 to E-4), the E-2 having the 20mm engine-mounted cannon. The E-4, however lacked the engine gun, armed instead with the two 7.92mm machine guns in the engine cowling and two 20mm guns at the wings. The following Bf 109Es (E-5 to E-9) were normally used as fighter bombers, carrying a 250 kg bomb. The E-5 and E-6 were reconnaissance fighters lacking the 20mm guns and having the cameras behind the cockpit. The E-7 was armed with two 7.92mm MG 17 machine guns on the engine cowling and two 20mm MG FF guns on the wings. The E-8 was armed with 4 X 7.92mm machineguns, while the E-9 had only the two 7.92mm machineguns in the engine cowling, being a reconnaissance fighter. Noteworthy to point out, the E-4 had four important sub-variants: E-4/B with a 250 kg (550 lb) bomb, as it was a fighter bomber; E-4 trop, fitted for tropical service; the E-4/N with the Daimler Benz 601N engine; and the E-4/BN, with the 250 kg (550 lb) bomb and the same engine as of the E-4/N. The E-7 also had as remarkable sub-variants: E-7/Trop, fitted for service in the tropics; E-7/U2, fitted for ground attack and with more armour; and the E-7/Z, with nitrous oxide injection system.
  • Bf 109F – The F series were powered by the Daimler Benz DB 601N of 1159 hp (F-1 and F-2), and a DB601E of 1300 hp (F-3 and F-4), with the F-3 reaching speeds of 620 km/h. The F-1 was armed with two 7.92 mm MG 17 machineguns and a slow firing 20mm gun firing through the nose and propeller cone. The F-2 as armed with rapid firing two 15mm MG 151s and a 20mm MG FF at the nose. The F-3 was powered with a Daimler Benz DB 601E of 1350 hp, with a rapid firing 20mm gun of and enhanced armour. The F-4 was armed with two 13mm MG 151, a 20mm MG FF, and 15mm MG 151s each on pods under the wing, featuring enhanced armour. The F-5 was lacking the 20mm gun, as it was a reconnaissance fighter. The F-6 had the same mission while having no weapons whatsoever, but reportedly never came to service. The F series normally featured a drop air fuel tank. It was the most advanced in terms of manoeuvrability and aerodynamics.
    • The F-4 had two important sub-variants: F-4/R1, armed with two 20mm MG 151 cannons in underwing gondolas; F-4/Z with a GM-1 boost. There was also a F-4 trop, fitted for service in the tropics.
  • Bf 109GThe most important version with 23,500 fighters built by the end of the war. It was powered by a Daimler Benz DB 605A-1 of 1475 hp, a Daimler Benz DB 605D of 1800 hp with a MW50 injection. It could reach speeds of 469 km/h to 690 km/h. The armament consisted of two 7.92mm MG 17 or two 13mm MG 131 over the engine cowling and a 15mm MG 151 on the G-1 series. The G-2 was powered by the same engine and a similar armament, except that it was armed with the 20mm MG FF cannon. The G-3 and G-4 had the same powerplant anda different radio, the G-3 also having a pressurized cockpit. The G-5 (pressurized fighter) and G-6 were armed with a 20 or 30mm MK 108 at the nose cone, two 15mm MG 151 in the wings. They had a rudder made out of wood. The G-8 was a reconnaissance fighter, the G-10 powered with a Daimler Benz DB 605D of 1850 hp, the G-12 a training version with double controls, two-seat with a tandem cockpit, and the G-15 and G-16, which were enhanced versions of the G-6 and the G-14 respectively. The G-14 was a version armed a 20 mm MG 151 cannon, and two 13 mm MG 131 machineguns, capable of receiving two extra underwing 20mm MG 151 cannons or rocket launcher tubes. Of the G series, many were armed with two 210mm rocket launchpads under the wings or bombs.
    • The G-1 had the G-1/R2 and G-1/U2 sub-variants, a reconnaissance fighter and a high altitude fighter, respectively.
    • The G-2 had the G-2/R1 (A long-range fighter-bomber with a 500 kg [1100 lb] bomb), the G-2/R2 (reconnaissance fighter), and the G-2 trop (for the tropics). The G-4 also had the G-2/R2 (reconnaissance), G-2/R3 (long range reconnaissance fighter), G4 trop (tropicalized), G-4/U3 (reconnaissance) and G-4y (command fighter).
    • The G-5 had the G-5/U2 (high altitude fighter with a GM-1 boost), G-5/U2/R2 (high altitude reconnaissance fighter with the GM-1 boost), G-5/AS (high altitude fighter with a Daimler Benz DB 605AS engine, and G-5y (command fighter) sub-variants. The G-6 had, in turn, the G-6/R2 (reconnaissance fighter), G-6/R-3 high-altitude reconnaissance fighter with GM-1 boost), G-6 trop (tropicalized), G-6/U2 (with a GM-1 boost), G-6/U3 (reconnaissance fighter), G-6/U4 (light fighter with a 30mm cannon at the propeller shaft), G-6y (command fighter), G-6/AS (high-altitude fighter with Daimler Benz DB 605AS engine), G-6/ASy (high-altitude command fighter), G-6N (night fighter with two underwing 20mm MG 151 cannons), and G-6/4U N (night fighter with a 30mm cannon at the propeller shaft) sub-variants.
    • The G-10 and G-14 each has also their own sub-variants. The G-10 had the G-10/R2 (reconnaissance), G-10/R6 (bad-weather fighter with a PKS 12 autopilot) and G-10/U4 (with a 30 mm cannon in the engine) sub-variants. The G-14 had the G-14/AS (High altitude with a Daimler Benz DB 605ASM engine), G-14/ASy (high-altitude command fighter), G-14y (command fighter), and G-14/U4 (with a 30mm engine-mounted cannon).
  • Bf 109HThis version was powered with a Daimler Benz DB 601E and DB 605A, reaching speeds of 620 km/h. Discarded after operational problems.
  • Bf 109K – Powered with a Daimler Benz DB 605 ACM/DCM of 1550 hp stabilized at 2000 hp with a MW 50 injection. The armament consisted of two 15mm MG 151 on the engine cowling, and a 30 mm MK 108 or 103 cannon. Many were armed with two 210mm rocket launchpads under the wings or bombs. Other proposed versions never came to service.
  • Bf 109TAttempted version for use in aircraft carrier, made out from modified existing versions and equipped with a tail-hook and catapult-devices, increased ailerons, slats and flaps. The armament consisted of two 7.92 machine guns mounted above the engine and two 20mm guns in the wings. Never operated in the carrier, and were reassigned to training missions.
  • Bf 109XExperimental aircraft.

Licensed-built versions

The Bf 109 was also built in other countries, such as Romania, Spain, Switzerland, and Czechoslovakia, having different powerplants and armament.

  • S-199 – Built by Avia for the Czech and Israeli air forces and powered by a Junkers Jumo 21 1F of 1350 hp and armed with two 13mm MG 131 machine guns on the engine cowling and two 20mm MG 151 machineguns under the wings.

The Spanish Series

  • HA-1109 and HA-1112 BuchonThe Spanish made versions of the Bf 109. The HA-1109 (also denominated HS-1109-J1L) was powered by a Hispano-Suiza 12Z-89 V-12 of 1300 hp engine, armed with two 12,7mm machineguns at the wings or 20mm Hispano 404 guns. The HA-1109-K1 had a De Havilland Hydromatic propeller, armed with two 20mm cannons and underwing rockets, followed by the HA-1109-K1L. The HA-1112-K1L seemingly featured a three-bladed propeller, powered by a Rolls Royce Merlin engine.
  • HA-1112-M1L BuchonPowered with a Rolls Royce Merlin 500-45 of 1400 hp engine.

Operators

  • Germany – The main builder and user of the Bf 109, being its standard fighter up to 1942, when the Focke Wulf began to steadily replace it as main fighter of the Luftwaffe, mainly in the Russian Front. It served in basically all of the German campaigns during the war, as well as in the defence of Germany against the Allied incursions and the Spanish Civil War. Many famous German aces, such as Werner Mölders, Adolf Galland, and others fought with the Bf 109, scoring most of their victories. Its most excruciating test was at the Battle of Britain, where its limitations became evident, thus being unable to fully control the skies over Britain. On the Russian Front, it scored the largest amount of air and land kills against their Soviet counterparts.
  • Finland – The Scandinavian nation operated 159 Bf 109s after it ordered initially 162 fighters: 48 G – 2s, 11 G-6s and 3 G-8s). Three were destroyed en-route. They were used during the Continuation War, achieving notable feats. The Bf 109s were intended to replace the Fokker D.XXI, Brewster Buffalo and Morane MS-406 fighter Finland had inthose days. Remained in service until 1954.
  • Switzerland – The Swiss Air Force operated 10 D-1s, 83 E-3a variants, 2 F-4s and 14 G-6s, using them to safeguard its neutrality and to fight off many German and Allied airplanes that violated the Swiss air space.
  • Spain – Spain operated D-1s, E-3s, 15 F-4s and possibly B versions of the Bf – 109. A Spanish volunteer detachment – Escuadrilla Azul – operated in Russia in assistance to Germany and operating under German units and command, using E-4, E-7, E-7/B, F-2, F-4, G-4 and G-6 variants. The Hispano Aviacion HA-1112 is the Spanish-built version of the Messerschmitt Bf 109. In service after the war until the mid-Sixties, many Spanish Bf 109s were featured in some WWII movies, such as The Battle of England.
  • Israel – The recently formed Israel Air Force operated the Avia-built version of the Messerschmitt Bf 109, as it bought some fighters from Czech Republic. Operated during the Independence War, it scored 8 kills.
  • Italy – By 1943, a considerable amount of Bf 109s were operated by the Regia Aeronautica, while the established Italian Social Republic after the fall of the fascist government operated 300 G-6s, G-10s, G-14s, 2 G-12s, and three K-4s.
  • Bulgaria – Being an ally of Germany, it received 19 E-3s and 145 fighters of the G-2, G-6 and G-10 versions were operated by the Bulgarian Air Force.
  • Romania – The Royal Romanian Air Force operated with 50 E-3s and E-4s, 19 E-7s, 2 F-2s, and 5 F-4s. In addition, it operated with around 235 G-2s, G-4s, G-6s, G-8s and 75 locally built IAR 109-6as. The Bf 109 were used after the war until 1953.
  • Hungary – Being an ally of Germany, the Royal Hungarian Air Force co-operated with the Luftwaffe using around 500 Bf 109Gs.
  • Croatia – The Independent State of Croatia operated with 50 Bf 109s of the E-4, F-2, G-2, G-6, G-10 and K versions. Initially operating on the Eastern Front, they were re-deployed to defend their national territory against allied fighters.
  • Czechoslovakia – Operated license-built Avia S-99/S-199. 603 were built and after the war, the Junkers Jumo 211F engine was used as powerplant. Reportedly, the Czechoslovakian made versions had a tendency to suffer accidents while landing.
  • Slovak Republic – Two air forces within the nation operated with the Bf 109: The Slovak Air Force, loyal to the Axis, operated 16 E-3s, 14 E-7s, and 30 G-6s. The Slovak Insurgent Air Force, loyal to the Allies, operated 3 G-6s.
  • Yugoslavia – The Royal Serbian Air Force operated 73 E-3s, and the post-war Yugoslav Air Force operated many Bf 109s that belonged to the Independent State of Croatia and Bulgaria.
  • Japan – 5 E-7 were purchased in 1941, used mainly for trials and tests.
  • United States – Some captured Bf 109 served with the US.
  • United Kingdom – Some captured Bf 109s operated with the RAF.
  • Soviet Union – Bf 109s that were captured operated with the Soviet Air Force.

Specifications (Bf 109 G-6)

Wingspan  9,92 m / 32 ft 6 in
Length  8,95 m / 29 ft 7 in
Height  2,60 m / 8 ft 2 in
Wing Area  16,05 m² / 173,3 ft²
Propeller Diameter  3 m/ 9 ft 10 in
Engine  1 Daimler Benz DB 605A-1 liquid-cooled inverted V-12 of 1,455 hp
Maximum Take-Off Weight  3400 Kg / 7,495 lb
Empty Weight  2247 kg / 5,893 lb
Loaded Weight  3148 kg / 6,940 lb
Climb Rate  17 m/s ; 3,345 ft/min
Maximum Speed  640 km/h / 398 mph
Range  850 Km / 528 miles; 1000 Km / 621 miles with a droptank
Maximum Service Ceiling  12000 m /39,370 ft
Crew  1 (pilot)
Armament  

  • 2 X 13mm (0.51 caliber) MG 131 machine guns
  • 1 X 20mm MG 151/20 cannon at the nose cone of the engine
  • 1 X 30mm MK 108 cannon at the nose cone of the engine
  • 2 X 20mm MG 151/20 cannons at pod installed on the wings (optional)
  • 2 X 210mm Wfr. Gr. 21 rockets
  • 1 X 250 kg (550 lb) or 4 X 50 (110 lb). 1 X 300 litre (79 gallons) fuel drop tank

Gallery

messerschmitt bf109b_2_farbe2
Bf 109 B-2, II/JG 132 “Richthofen”
messerschmitt bf109_wespe
Bf 109 E-7/B, Zerstörergeschwader 1
messerschmitt bf109_g10_eskorte
Bf 109 G-10, JG 3 “Udet”, Eskortflugzeug für Sturmbockstaffeln
messerschmitt bf109_e3_neu2_eingezogen
Bf 109 E-3
messerschmitt bf109_e3_farbe
Bf 109 E-3, III./JG 2, Frankreich 1940
messerschmitt bf109_e1_eingezogen
Bf 109 E-1
messerschmitt bf109_e_frankreich
Bf 109 E-3, III./JG 27, France 1940
messerschmitt bf109_2_farbe
Bf 109 E-3, III/JG 26

bf-109-underside-flight

Sources

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