Tag Archives: Messerschmitt

A7He1 (He 112) in Japanese Service

Empire of Japan (1937)
Fighter Aircraft – Number Operated 30

During the war with China, the Japanese Air Forces encountered enemy fighters that were much better than what they currently had in their inventory. As their modern fighters were either under development or only available in limited numbers, they tried to acquire new fighters from aboard.  The options for acquiring such fighters were rather limited, and the Japanese turned to the Germans for a solution. This came in the form of 30 He 112 known in Japanese service as the A7He1.

The He 112 in Japanese service. Source: D. Bernard Heinkel He 112 in Action

A brief He 112 history

Before the Second World War, the Luftwaffe was in need of a new and modern fighter that was to replace the older biplane fighters in service, such as the Arado Ar 68 and Heinkel He 51.  For this reason, in May 1934 the RLM issued a competition for a new and modern fighter plane. While four companies responded to this request, only the designs from Heinkel and Messerschmitt were deemed sufficient. The Heinkel He 112 was a good design that offered generally acceptable flight characteristics and possessed a good basis for further improvements. The Bf 109 on the other hand had slightly better overall flight performance and was much simpler and cheaper to build. Given the fact that the Germans were attempting to accelerate the production of the new fighter, this was seen as a huge advantage over the He 112. Ultimately it would not be accepted for service, and only 100 or so aircraft would be built. These would be mainly sold abroad, with those remaining in Germany used for various testing and evaluation purposes.

He 112 the unsuccessful competitor of the Bf 109. Source: www.luftwaffephotos.com

While the He 112 project was canceled by the RLM, to compensate for the huge investment in resources and time into it, Heinkel was permitted to export this aircraft. A number of countries such as Austria, Japan, Romania, and Finland showed interest, but only a few actually managed to procure this aircraft, and even then, only in limited numbers.

Attempts to make a deal with Japan 

In 1937 a war between Japan and China broke out. While Japan had a better-equipped and more organized army, it faced stiff resistance. The Chinese were supported by the Soviet Union which supplied them with weapons and equipment, including aircraft. These caused huge concern within the Imperial Japanese Navy. Their newest fighters were either present only in small numbers or were still under development. As a temporary solution, IJN officials decided to approach Germany for assistance in the hope of acquiring new fighters.

For this reason, a military delegation was dispatched to Germany in the Autumn of 1937. Despite its later known fame, the German Air Force at that time was still in its early stage of rebuilding and realistically did not have much to offer, being in need of modern fighters themselves.  This would come in the form of the Messerschmitt Me 109. Its competing Heinkel He 112 lost the competition but was allowed to be sold abroad if anyone was interested. It was probably for this reason that the Japanese delegation visited the Heinkel factory at Marienehe. There they had the choice to observe the He 112 V9 aircraft. They were generally satisfied with what they saw and placed an initial order for 30 He 11Bs. If these proved to be as good as they hoped they would be, another, larger order for 100 more aircraft was to be given. As a confirmation of this agreement, the Japanese delegation returned with one He 112 aircraft that was to be used for familiarization and evaluation.

One of the 30 He 112 sold to Japan in 1938, Source: D. Bernard Heinkel He 112 in Action

Naming Scheme

As this aircraft was expected to enter service, it was designated as A7He1 by the IJN. The capital ‘A’ stands as a designation for a fighter. The number ‘7’ represents that this aircraft was to supersede the type 6 designation fighter. He stands for the Heinkel, and lastly the ‘1’ stands for the first variant of this type.  The Allied intelligence services discovered its existence within the IJP and awarded it the code name Jerry. 

Testing In Japan

Four aircraft arrived in 1937, and the last one arrived at the end of 1938. As the first aircraft began to arrive, the IJN began testing the A7He1’s performance in contrast to other fighters that they had in inventory, namely the Mitsubishi A5M2. While the A7He1 proved to be some 65 km/h faster, in other regards such as climbing speed and general maneuverability it proved equal or even worse than the Japanese fighter.  The Japanese were not satisfied with the A7He1 engine which was deemed too complex. These factors ultimately led the commission which examined it to propose that it should not be adopted, nor that any further orders should be given. After the arrival of the last A7He1, the order for an additional 100 aircraft was canceled.

Ultimate Fate 

As the A7He1 was not adopted for service, the IJN had to decide what to do with the 30 aircraft. They still represent a financial investment that could not be simply discarded. Some of these were allocated to various research institutes for future studies and evaluation, the remainder were given to training schools. None were ever used operationally in combat either in China or in the Pacific.

Quite surprisingly given their age and the rather limited numbers that were acquired, a few He1 survived the war and were captured by the Allies. One example was found in Atsugi airfield near Honshu in early October 1945. Unfortunately, the fate of these captured aircraft is not known but they were likely scrapped at some point after the war.

Despite the limited number of acquired aircraft, some of them survived the war and were later captured by the Allies. Source: www.destinationsjourney.com
Another aircraft (on the left) is being photographed by the Allied soldiers. It is possible that it was the same aircraft as in the previous photograph just taken later when it was being scraped. Source: www.destinationsjourney.com

Technical Characteristics

The He 112 was an all-metal single-engine fighter. The monocoque fuselage consisted of a metal base covered by riveted stress metal sheets. The wing was slightly gulled, with the wingtips bending upward, and had the same construction as the fuselage with a combination of metal construction covered in stressed metal sheets.

During its development life, a great number of engines were tested on the He 112. For the main production version, the He 112 B-2, the 700 hp Jumo 210G liquid-cooled engine was used, and some were equipped with the  680 hp Jumo 210E engine. The He 112 had a fuel capacity of 101 liters in two wing-mounted tanks, with a third 115-liter tank placed under the pilot’s seat.

The landing gear was more or less standard in design. They consisted of two larger landing wheels that retracted into the wings and one semi-retractable tail wheel. The He 112 landing gear was wide enough to provide good ground handling and stability during take-off or landing.

The cockpit received a number of modifications. Initially, it was open with a simple windshield placed in front of the pilot. Later models had a sliding canopy that was either partially or fully glazed.

While the armament was changed during the He 112’s production, the last series was equipped with two 7.92 mm MG 17 machine guns and two 2 cm Oerlikon MG FF cannons. The ammunition load for each machine gun was 500 rounds, with 60 rounds each for the cannons. If needed, two bomb racks could be placed under the wings.

Conclusion

While the He 112 was often portrayed as a modern fighter, from the Japanese point of view it proved to be disappointing in any case. While expecting a potentially effective fighter that was better with everything they had, the He 112 proved to be quite the opposite. After the 30 aircraft arrived no further orders were given. This only serves to prove that the old saying the grass is always greener on the other side is correct once in a while.

He 112B-2 Specifications

Wingspans 29  ft 10  in / 9.1 m
Length 30  ft 2 in / 9.22 m
Height 12 ft 7 in  / 3.82  m
Wing Area 180  ft² / 17 m²
Engine One 700 hp Jumo 210G liquid-cooled engine
Empty Weight 3,570  lbs / 1,620 kg
Maximum Take-off Weight 4,960 lbs / 2,250 kg
Climb Rate to 6 km In 10 minutes
Maximum Speed 317 mph / 510 km/h
Cruising speed 300 mph / 484 km/h
Range 715 miles / 1,150 km
Maximum Service Ceiling 31,170 ft / 9,500 m
Crew 1 pilot
Armament
  • Two 20 mm (1.8 in) cannons and two machine guns  7.92 mm (0.31 in) machine guns and 60 kg bombs

 

He 112 v5 as it was tested by Japan

Credits

  • Written by Marko P.
  • Edited by  Henry H.
  • Illustrations by Godzilla

Source:

  • Duško N. (2008)  Naoružanje Drugog Svetsko Rata-Nemаčaka. Beograd
  • J. R. Smith and A. L. Kay (1990) German Aircraft of the Second World War, Putnam
  • D. Monday (2006) The Hamlyn Concise Guide To Axis Aircraft OF World War II, Bounty Books
  • D. Bernard (1996) Heinkel He 112 in Action, Signal Publication
  • R.S. Hirsch, U, Feist and H. J. Nowarra (1967) Heinkel 100, 112, Aero Publisher
  • C. Chants (2007) Aircraft of World War II, Grange Books.
  • https://airpages.ru/eng/lw/he112_combat_use.shtml

 

He 112 in Hungarian Service

Hungarian Flag Kingdom of Hungary (1938)
Fighter Aircraft – 4 aircraft operated

Despite being not adopted for service by the German Luftwaffe, the He 112 had great potential as an export aircraft. Spain, Romania, and Japan were some of the countries that got their hands on fighter aircraft. Hungary, with its close ties to Germany, also wanted this fighter in its inventory, though it was not to be. Unfortunately for them, despite their efforts, only a few of these aircraft would ever see service with their Air Force. This was mainly due to the reluctance of Germany to provide the necessary parts and licenses, and the start of the Second World War. The few aircraft that did reach Hungary were mainly used for crew training and even saw limited combat use.

One of few He 112 in Hungarian service. Source: www.destinationsjourney.com

A brief He 112 history

Prior to the Second World War, the Luftwaffe was in need of a new and modern fighter to replace the older biplanes that were in service, such as the  Arado Ar 68 and Heinkel He 51.  For this reason, in May 1934, the RLM issued a competition for a new, modern fighter plane. While four companies responded to this request, only the designs from Heinkel and Messerschmitt were deemed sufficient. The Heinkel He 112 was a good design that offered generally acceptable flight characteristics and possessed a good foundation for further improvements. The Bf 109 on the other hand, had slightly better overall flight performance and was much simpler and cheaper to build. Given the fact that the Germans were attempting to accelerate the production of the new fighter, that alone was seen as a huge advantage over the He 112. Ultimately it would not be accepted for service, and only 100 or so aircraft would be built. These would be mainly sold abroad, with those remaining in Germany being used for various testing and evaluation purposes.

He 112 the unsuccessful competitor of the Bf 109. Source: www.luftwaffephotos.com

While the He 112 project was canceled by the RLM, to compensate for the huge investment in resources, Heinkel was permitted to export this aircraft.  A number of countries such as Austria, Japan, Romania, and Finland showed interest, but only a few actually managed to procure this aircraft, and even then, only in limited numbers.

Hungarian Interest in the He 112

Being that it was on the losing side of the First World War, the Hungarians were in a similar situation to Germany in regard to military restrictions under the Treaty of Versailles. Crucially, it prohibited the Hungarians from developing their air forces. In time though, the Allies became less and less involved in maintaining the Treaty, and the Hungarians began slowly rebuilding their air force.  By 1938 the  Magyar Királyi Honvéd Légierő MKHL (English: Royal Hungarian Home Defence Air Force) was openly presented to the world. At that time, the Hungarians undertook steps to rebuild their armed forces in the hope of reclaiming some of their lost territories. For a modern air force, they needed better fighter designs, as their aged biplanes would not be sufficient. By 1938, they had improved their relations with Germany, and it was then possible to acquire new equipment from them.

The Hungarian military delegation that was in Spain during the civil war observed the relatively new Heinkel He 112 fighter in action and immediately became interested in it. In June 1938, a military group disguised as a civilian delegation visited Heinkel’s company. Three Hungarian pilots had the chance to flight test the He 112V9 aircraft. They were highly impressed and urged the Hungarian Army officials to adopt this aircraft. Unsurprisingly, based on the glowing report, the Hadügyminisztérium (Ministry of War Affairs) asked Heinkel for 36 such aircraft.

Unfortunately for them, Heinkel never actually put the He 112 into mass production, given the fact that it was not adopted for service with the German Air Force. It did, however, build a small series that was intended for Spain and Japan. The Hungarian offer was not considered as important, and thus no aircraft would be delivered to them. The Reichsluftfahrtministerium RLM (English: German Ministry of Aviation) also intentionally delayed the delivery of weapons to Hungary. This was done to politically and economically pressure the Hungarians and Romanians who were on the brink of war at that time, in an attempt to reduce tensions.

Still, the Hungarians persisted, and at the start of 1939, they requested again for the 36 aircraft, and once again, the Germans denied this request. However, a single He 112 V9 was given to Hungary and was used for flight testing near Budapest. On the 5th of February 1939, it crashed during a test flight against a CR-32 biplane fighter.  In March 1939, another aircraft was sent to Hungary, this one being a He 112 B-1. It was extensively tested by the Hungarians who generally liked its design.

The He 112 V9 was lost in an accident during its first test flight. Source: D. Bernard Heinkel He 112 in Action

As the Romanians acquired a batch of 24 He 112 In 1939, the Hungarians were concerned over their neighbor’s growing military strength. Realizing that the Germans would not deliver the promised aircraft, they decided to ask for a production license instead. This was granted, and Heinkel also delivered two more He 112 B-1 with the Jumo 210E engine. When the license document arrived in Hungary in May 1939, a production order for the 12 first aircraft was given to the Weiss Manfréd aircraft manufacturer. Several changes were made, including the installation of 8 mm 39.M machine guns and the addition of bombing racks. In addition, the original 2 cm cannons were to be replaced by the Hungarian, domestically built, Danuvla 39, though it is unclear if any were actually installed. As the preparation for the production was underway the three available He 112 were adopted to service. This received coded designation V.301 to 303 where the V stands for Vadász (English: Fighter).

The B-series was in many aspects a complete redesign of the previous series. Including the introduction of a new tail unit, and part of the fuselage, to name a few. Source: www.luftwaffephotos.com

Despite the best Hungarian attempts to put the He 112 in production, the situation was made impossible by the coming war between Poland and Germany. The RLM would officially prohibit the export of any German aircraft engines and equipment at the start of the war. This meant that the vital delivery of the Jumo 210 and DB 601 engines could not be made. Based on this fact, all work on the Hungarian He 112 was canceled. Instead,  Weiss Manfréd investigated to see if it could reuse most of the He 112 production line to produce a new domestic design named WM–23 Ezüst Nyíl (English: Silver arrow). While one prototype was built it was lost in an accident which ended the project.

The WM–23 Ezüst Nyíl prototype. Source: www.destinationsjourney.com
The V.303 during pilot training in 1940. Source: www.destinationsjourney.com
Despite their best efforts, the Hungarians managed to operate only three He 112 (not including the single aircraft last way back in Budapest) Source: www.destinationsjourney.com

In Combat

In the Summer of 1940, the rising tension between Romania and Hungary over Transylvania reached a critical point. Transylvania was once part of Hungary but was lost after the First World War when it was given to Romania. By 1940, the Hungarian Army began preparing for a possible war with Romania over the territory. As neither side was willing to enter a hastily prepared war, negotiations began to find a possible solution. But despite this, there were some minor skirmishes, and Hungarian aircraft made several reconnaissance flights over Romania. The three Hungarian He 112 were stationed near the border, and the Romanians also had some He 112 in their inventory. While the Hungarian He 112’s did take up to the sky, no combat action by them was reported. Ultimately, at the end of August, Romania asked Germany to arbitrate the issue regarding the disputed territory, With Hungary being given the northern part of Transylvania in the settlement.

During the Axis invasion of Yugoslavia in April 1940, Hungary once again mobilized its He 112s. These were stationed near the border with Yugoslavia but they were not used in any combat operations.

By the time the Axis attacked the Soviet Union in June 1941 all three He 112 were used as training aircraft, with their secondary role being to protect the Weiss Manfréd factory. Due to a lack of spare parts, there was no point in sending this aircraft to the frontline. Two aircraft were involved in a landing accident where they were damaged. While their final fate is not completely clear, they may have been destroyed in 1944 when the Allies intensified their bombing campaign against Hungary. It is unlikely that the He 112s were operational at this point.

The V.301 had an accident where the pilot forgot to activate the landing gear. This is not surprising given that most pilots at that time mainly flaw on the older biplanes that had fixed landing gear. Source: www.destinationsjourney.com
In the Summer of 1941 the V.303 was damaged during a landing where the left landing gear wheel simply broke off. Source: www.destinationsjourney.com

Technical Characteristics

The He 112 was an all-metal, single-engine fighter. The monocoque fuselage consisted of a metal base covered by riveted stress metal sheets. The wing was slightly gulled, with the wingtips bending upward, but otherwise had a conventional construction.

During its development life, a great number of different engines were tested on the He 112. For the main production version, the He 112 B-2, it carried a 700 hp Jumo 210G liquid-cooled engine, with some others being equipped with the  680 hp Jumo 210E engine. The He 112 had a fuel capacity of 101 liters in two wing-mounted tanks, with a third 115-liter tank placed under the pilot’s seat.

The landing gear was more or less standard in design. It consisted of two larger landing wheels that retracted into the wings and one semi-retractable tail wheel. The He 112 landing gear was wide enough to provide good ground handling and stability during take-off or landing.

The cockpit received a number of modifications. Initially, it was open with a simple windshield placed in front of the pilot, with Later models having a sliding canopy.

The armament was changed throughout the He 112’s production, and the last series was equipped with two 7.92 mm MG 17 machine guns and two 2 cm MG FF cannons. The ammunition load for each machine gun was 500, with 60 rounds for each of the cannons. If needed, two bomb racks could be placed under the wings.

Conclusion

The He 112, although few in number, provided the Hungarian Air Force with one of its first modern fighter aircraft. Despite the Hungarian attempts to acquire over 30 aircraft from Germany, this was never achieved. In the end, the Hungarians only had three operational He 112, and one  was lost in an accident during testing. While these were stationed on the front line on two occasions they never saw actual combat action. By 1941 due to a lack of spare parts, they were allocated for training purposes. The Hungarians eventually got a production license for the Messerschmitt Bf 109G making the few available He 112 unnecessary.

 

He 112B-1 Specifications

Wingspans 29  ft 10  in / 9.1 m
Length 30  ft 2 in / 9.22 m
Height 12 ft 7 in  / 3.82  m
Wing Area 180  ft² / 17 m²
Engine One r 680 hp Jumo 210E  liquid-cooled engine
Empty Weight 3,570  lbs / 1,620 kg
Maximum Take-off Weight 4,960 lbs / 2,250 kg
Climb Rate to 6 km In 10 minutes
Maximum Speed 317 mph / 510 km/h
Cruising speed 300 mph / 484 km/h
Range 715 miles / 1,150 km
Maximum Service Ceiling 31,170 ft / 9,500 m
Crew 1 pilot
Armament
  • Two 20 mm (1.8 in) cannons and two machine guns 8 mm (0.31 in) machine guns and 60 kg bombs

Credits

  • Article written by Marko P.
  • Edited by  Henry H.
  • Ported by Marko P.
  • Illustrated By Godzilla

Illustrations

Source:

  • Duško N. (2008)  Naoružanje Drugog Svetsko Rata-Nemаčaka. Beograd
  • G. Punka (1994) Hungarian Air Force, Squadron Publication
  • J. R. Smith and A. L. Kay (1990) German Aircraft of the Second World War, Putnam
  • D. Monday (2006) The Hamlyn Concise Guide To Axis Aircraft OF World War II, Bounty Books
  • D. Bernard (1996) Heinkel He 112 in Action, Signal Publication
  • R.S. Hirsch, U, Feist and H. J. Nowarra (1967) Heinkel 100, 112, Aero Publisher
  • C. Chants (2007) Aircraft of World War II, Grange Books
  • S. Renner. (2016) Broken Wings The Hungarian Air Force, 1918-45, Indiana University Press

 

Messerschmitt Me 209

Nazi flag Nazi Germany (1942)

Experimental record-breaking aircraft

Number built: 4 prototypes

The Me 209 aircraft. Source: www.luftwaffephotos.com

In the years prior to the Second World War, in Europe, there was significant interest in the development of aircraft intended to be used for breaking various world records. International competitions and exhibitions of new aircraft technology were quite common in this period. While at first glance this may seem like a hobby or sports event, in reality, these were often used for propaganda purposes to glorify a nation’s own aviation industry as superior to those of other countries. Achieving the greatest possible speed was often regarded as a clear measure of engineering supremacy over other countries. Germany was one of these, which took up the task in the late 1930s to achieve the greatest possible speed. They successfully achieved with the Me 209, an excellent record-setter, but completely unsuited for military use.

History of the Me 209

Due to restrictions imposed by the Western Allies, the Germans were partially limited from researching certain aircraft technologies. This did not stop them, however, as German aviation enthusiasts and aircraft manufacturers found numerous ways to bypass these restrictions. In the early 1930s the German aircraft industry worked at full capacity in order to increase the production of ever-needed new aircraft designs, but also introduced a series of new technologies. When the Nazis came to power in 1933, huge investments were made in order to build one of the most modern air forces in the world. Thanks to these resources, the Germans introduced a series of excellent aircraft designs that would dominate the skies over Europe in the first years of the war.

Some of these aircraft were specially modified so that they could be reused as propaganda tools. Their purpose was to achieve as many world records as possible. On the other hand, these were never actually accepted for service. One aircraft developed by Heinkel, the He 100, managed to achieve great success by reaching a speed of 764 km/h. However, this was not enough in the minds of the leading officials of the Reichsluftfahrtministerium – RLM ( German Air Ministry) who wanted something more imposing to show to the world. Adolf Hitler himself wanted to show off the superiority of the German aviation industry. So to win worldwide prestige in aviation, in 1937 Messerschmitt was instructed by the RLM to begin developing an experimental aircraft that set the world speed record. Given its specialized nature as a high-speed record-breaker, Messerschmitt received production orders for three prototype aircraft.

Willy Messerschmitt and his team of engineers began working on such a project, codenamed P.1059 in the early stage of development, soon after the requisite was made and the first working prototype was now under the designation Me 209 V1 (D-INJR).

The Me 209 mock-up in its early development stage. Most evident is the unusually rear-positioned pilot cockpit. Source: ww2fighters.e-monsite.com

The Prototype Development

The Me 209V1 prototype made its maiden flight at the start of August 1938. This flight was rather short at only 7 minutes.  It was flown by the Messerschmitt chief engineer J. H. Wurster who was also a pilot. It was initially planned to use the experimental DB 601ARJ engine. As it was not yet available, a more orthodox 1,100 hp DB 601A engine was used instead. Almost from the start, the Me 209V1 was shown to be a troublesome design. Numerous issues were detected during flight testing. Some of these included the aircraft’s tendency to abruptly dive in mid-flight, the controls being heavy and hard to work with either in the air or on the ground, cockpit ventilation was poor, engine overheating problems were evident due to insufficient cooling, and cockpit visibility was quite limited. During landings, the Me 209 showed that it had a high sinking rate which usually led to a harsh landing, potentially causing damage to the landing gear. Despite all of this, which would in other circumstances lead to a sure cancellation of the project, the RLM officials urged that the Me 209 development should go on.

The side view of the Me 209V1 prototype. Interestingly the Messerschmitt workers did not even border apply any paint job to it. The natural aluminum color is quite evident in this photograph.

The side view of the unpainted Me 209V1 prototype. Source: ww2fighters.e-monsite.com

The second prototype Me 209 V2 (D-IWAH) was completed in early 1939. It was flight-tested for the first time on the 8th of February 1939. At that time Wurster gave up his position as the Messerschmitt test pilot to Fritz Wendel.  On the 4th of April, there was an accident where this aircraft would be lost. After a short flight, the pilot Fritz Wendel was preparing for a landing approach on Haunstetten airfield. Suddenly, and without warning, the engine stopped working and the aircraft rapidly lost altitude. In another version of this event, the engine stopped working shortly after take-off. Regardless of which event was true, the aircraft was lost but surprisingly the pilot Fritz Wendel survived the forced landing without injury.

The Me 209V2 aircraft during its construction. While it was to be used for breaking the world record, its early demise meant the V1 had to be used instead. Source: ww2fighters.e-monsite.com

In the meantime, with the loss of the V2 aircraft, the testing continued using the first prototype which was finally equipped with the DB 601ARJ engine. This engine was rated for 1800 PS on take-off, with its emergency power setting reaching 2,465 PS.

A New World Record

As the V2 was lost and the other two prototypes were still under construction, it was devised to use the V1 aircraft for the anticipated world record flight. On the 26th of April 1939, while piloted by Fritz Wendel, the Me 209V1 reached a phenomenal speed of 755 km/h. It would take nearly 30 years before the record was beaten by a modified American Grumman F8F-2 in 1969.

German Minister of Propaganda Joseph Goebbels was quick to exploit this successful flight. Goebbels propaganda machine soon published this news as a great success of the German aviation industry. To hide the experimental nature of the Me 209, in propaganda news it was renamed Bf 109R. This was also done to deceive the general foreign public that this was an actual operational fighter. Shortly after that, all further work on beating the speed record was strictly forbidden. Following this success, Me 209 V3 (D-IVFP) was completed and flight-tested in May 1939. Its flight career would end shortly as its frame was mostly used for various testing and experimentation duties.

Technical Characteristics

The Me 209 was a low-wing, all-metal, single-seat, experimental record-breaking aircraft. Unfortunately due to its experimental nature, not much is mentioned about its precise construction in the sources.

The fuselage and the wings were made of a metal frame covered in aluminum sheets. The rear tail unit had an unusual design with the rudder being greatly enlarged. This was done to help the aircraft design cope with propeller torque.

The Me 209 landing gear consisted of two landing gear units that retracted outward towards the wings. The Me 209 used a more common type of landing gear that retracted inward to the wings. To the rear, a sliding skid was placed at the bottom part of the large tail fin. The skid was connected with a spring to the tail unit and could be completely retracted to reduce the drag.

The cockpit was placed quite to the rear of the aircraft fuselage. This design had a huge flaw, as it severely restricted the pilot’s front view.  The canopy of this cockpit opens outwards to the right. It was likely taken directly from Messerschmitt’s early design of the Bf 109. In an emergency, the canopy could be jettisoned.

The Me 209 was to be powered by the DB 601ARJ engine, a twelve-cylinder, liquid-cooled V-12 engine. This engine used a Messerschmitt P8 three-bladed propeller. The engine cooling system was rather unusual. As the Messerschmitt engineer wanted to avoid using a standard radiator to avoid unnecessary drag, they came up with a new design. The engine was cooled with water, which was nothing unusual, but the way the water itself was cooled was quite a new and complicated process. The hot water steam from the engine was redistributed to the wings through pipes. Once in the wings, through a series of specially designed openings, the hot water stream would be condensed back to a liquid state. The cooled water would then be brought back to the engine, where the process would be repeated again and again. The negative side of this system was the constant loss of water due to evaporation, which depending on the conditions like speed may differ widely from 4 to 7 liters per minute. Due to this huge loss in a short amount of time, the aircraft had to be equipped with a 200 (or 450)  liter water container. With this water load capacity, the Me 209 had an endurance time of only 35 minutes.

The Me 209 cockpit canopy opens outwards to the right. This design had a flaw as it could not be left open during takeoff or landing. In an emergency, the canopy could be jettisoned. Source: ww2fighters.e-monsite.com
The Me 209 was to be powered DB 601ARJ engine which used a Messerschmitt P8 three-bladed propeller Source: aviadejavu.ru
The rear view of the Me 209V1, where the enlarged vertical stabilizer could be seen. Its purpose was to help the aircraft cope with propeller torque. Source: ww2fighters.e-monsite.com

Attempt To Develop a Combat Version of Me 209

In May 1939 the Me 209 V4 (D-IRND) was flight tested. While the previous prototypes were to be used for beating international world records, the V4 was an attempt to adopt the Me 209 for potential military use. It was not requested by the RLM but instead a Messerschmitt private venture.

This prototype would receive a military code CE-BW in 1940. Its design was modified to include new and enlarged wings. The racing engine was replaced with a military model, the 1,100 hp DB 601. Due to the limitations of the wing-mounted cooling system, it had to be replaced with conventional radiators, which were changed several times in the Me209 V4’s development. The wing design was also changed as it was somewhat larger and longer than that used on the original Me 209. These were also provided with an automatic leading-edge slat.

In addition to its new purpose, it was to be equipped with offensive armament. The sources disagree on its precise armament. According to,  D. Myhra (Messerschmitt Me 209V1) it consisted of two 7.92 mm MG 17 machine guns placed above the engine, a 2 cm cannon that would fire through the propeller shaft, and two 3 cm Mk 108 cannons to be installed in the wings.  The potential use of this wing-mounted armament is quite questionable for a few reasons. The installation of such a cannon would not be possible given the limited room inside the wings. In addition, the MK 108 would be introduced to service in the later stages of the war, years after the Me 209 V4 was tested.

Authors J. R. Smith and A. L. Kay (German Aircraft of the WW2) on the other hand mentioned that the wing armament was to consist of two MG 17 machine guns, but this had to be abandoned as there was no room in the wings for them.

During testing of the much modified Me 209V4 it was shown to have weaker general flight performance than the already produced Bf 109. Attempts to further improve it by installing a stronger engine failed, as the Me 209 was still underpowered as its airframe was designed around a phenomenally powerful engine.  Despite all this work the Me 209V4 was simply not suited for use as a fighter and thus the project had to be abandoned.

The Me 209V4 was a failed attempt to introduce to service a new and improved fighter aircraft that would potentially replace the Bf 109. It was not requested by the RLM but was instead Messerschmitt’s own private venture. Source: www.luftwaffephotos.com

The Fate of the Me 209 prototypes

Following the completion of its original goal, the Me 209V1 aircraft was given to the Berlin Air Museum in April 1940. While initially the Messerschmitt workers simply kept the natural aluminum color for the Me 209. This was not appropriate for an exhibit; it would be repainted in dark blue with its code painted to its fuselage sides. Interestingly during its brief service, the Me 209 was often nicknamed by its crew as Fliegend Eber (Eng. flight boar).

The Me 209V1 just prior to being allocated to the Berlin Air Museum in April 1940. The pilot is Fritz Wendler, and next to him it is Willy Messerschmitt. Source: ww2fighters.e-monsite.coml

In 1943 the Berlin Air Museum was hit during an Allied bombing raid and many aircraft were lost. The Me 209V1 was damaged but its fuselage was left relatively intact. It and other exhibits were moved to Poland for safekeeping, where it was simply forgotten. It was not until 1967 that Norman Wiltshire from the International Association of Aviation Historians actually discovered its remains during his visit to the Polish Air Museum in Krakow. The preserved Me 209V1 fuselage is still located at the Polish Museum, despite many attempts by the Germans to buy it back. The Me 209V3 was completely destroyed in one of many Allied bombing raids of Germany, while the V4 was scrapped at the end of 1943.

Me 209  fuselage at the Polish Aviation museum in Krakow, Poland Source: www.wikiwand.com

Japanese Interest

Despite being obvious from the start that the Me 209 would not enter production, a Japanese attaché showed interest in the project. In 1943 he approached the RLM officials with a request for technical data and that one aircraft to be shipped to Japan.  In the end, it appears that nothing came of this and no Me 209 was ever sent to Japan.

An Me 209 but not a Me 209

As the war progressed, Messerschmitt engineers were trying to design a new piston-powered aircraft that would replace the Bf 109. That would initially lead to the creation of the Me 309 which proved to be a failure, and in 1943 a new project was initiated named Me 209. This project, besides having the same name, had nothing to do with the original Me 209 record holding aircraft. The first prototype of this new design was designated Me 209V5 in order to avoid confusion with the previous Me 209 aircraft design. It used many components of the already existing Bf 109G and had a fairly sound design. The few prototypes built would receive the designation Me 209A (sometimes referred to as Me 209II) designation. Despite their improved performance over the Bf 109G, the Luftwaffe opted for the Fw 190D instead, which proved to be a better use of the Junkers Jumo 213 engine.

The Me 209A, besides the name, had nothing in common with the first Me 209 aircraft. Source: www.luftwaffephotos.com

Production

Production of the Me 209 was carried out by Messerschmitt at Ausburg. The RLM ordered three prototypes to be built which were completed by 1938.  The fourth prototype was Messerschmitt’s own project which ultimately proved to be a failure.

Production Versions

  • Me 209 V1 –  First prototype was successfully managed to break the world speed record.
  • Me 209 V2 –  Lost in a landing accident
  • Me 209 V3 –  Third prototype that did see limited use
  • Me 209 V4 –  This prototype was intended to serve as a base for a new fighter, but due to its poor performance, this project was canceled.

Conclusion

Despite its problematic design, it managed to reach an extraordinary speed of 755 km/h and thus set a record that would take decades to be beaten. For this alone, the Me 209 held a great place in aviation development and achievement history. That same could not be said for its attempt to be modified and used as a fighter aircraft. Despite a series of modifications and improvements, it was simply unfit to be used in this role.

Me 209V1  Specifications

Wingspans 7.8 m / 25  ft 6  in
Length 7.3 m / 23  ft 8 in
Wing Area 10.6 m² / 115 ft²
Engine (early rating) 1,800 hp DB 601ARJ
Maximum Takeoff Weight 2,512 kg / 5,545 lbs
Maximum Speed 755 km/h / 470 mph
Flight duration 35 minutes
Crew 1 pilot
Armament
  • None

 

Me 209V4  Specifications

Wingspans 10 m / 32  ft 11  in
Length 7.24  m / 23  ft 9 in
Wing Area 11.14 m² /  120  ft²
Engine 1,100 hp DB 601A
Maximum Takeoff Weight 2,800 kg / 6.174 lbs
Maximum Speed 600km/h / 373 mph
Cruising speed 500 km/h / 311 mph
Climb rate per minute 1,125 m / 3,690 ft
Maximum Service Ceiling 11,000 m / 36.080 ft
Crew 1 pilot
Armament
  • One 2 cm cannon and two 7.92 mm MG17  machine guns with additional weapons that were to be installed in the wing

Gallery

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

Credits

  • Article written by Marko P.
  • Edited by  Henry H. and Ed
  • Ported by Henry H.
  • Illustrated by Ed

Source:

  • D. Nesić  (2008)  Naoružanje Drugog Svetsko Rata-Nemačka. Beograd.
  • R. Jackson (2015) Messerschmitt Bf 109 A-D series, Osprey Publishing
  • J. R. Smith and A. L. Kay (1972) German Aircraft of the WW2, Putham
  • D. Myhra (2000) Messerschmitt Me 209V1, Schiffer Military History
  • M. Griehl () X-planes German Luftwaffe prototypes 1930-1940, Frontline Book
  • E. M. Dyer (2009) Japanese Secret Projects Experimental Aircraft of the IJA and IJN 1939-1945, Midland

 

Messerschmitt Bf 109G-1,3,5: Pressurized, High Altitude Series

Nazi flag Nazi Germany (1942)

High Altitude Fighter – Reconnaissance

Approximately 690 Built

The small compressor scoop behind the inertial starter is among the only features to differentiate this G-5 from its unpressurized counterpart. (asisbiz)

Introduction:

The end of the battle of Britain was the beginning of an escalating air war which would claim nearly all of Europe as its theater. While neither air force could be said to claim the Channel in its entirety, low level fighter sweeps, tactical bombing raids, and high level photoreconnisance efforts would be conducted with ever more sophisticated methods and technology over the coming years. High flying recon planes, in particular, would prove the most challenging to combat, as specialized aircraft, like the Ju 86p, began to appear alongside ever faster fighter planes equipped with cameras. With the air war quite literally being taken to new heights, it would take a considerable effort to modify existing fighter planes to enable them to deal with an enemy operating at extreme altitude. In Germany, such efforts would produce the high altitude, ‘odd numbered’ variants of the Bf 109G, which would incorporate nitrous boosting systems and pressurized cockpits to enable them to chase targets far above their unmodified counterparts.

No laughing matter

Prior to the Second World War, high altitude fighter development was a largely secondary issue, in comparison to the build up of aircraft geared for combat at low and medium altitude. The premier fighters of the battle of Britain, the Spitfire Mk I and the Bf 109E, both exemplified this, the latter possessing a single stage, two speed supercharger, and the former a single stage mechanically driven variable speed type. The performance of both aircraft declined considerably as the planes rose above six kilometers. After the battle of Britain, the once highly active theater of Western Europe became secondary to the battles waged in the Mediterranean and the East. The primary activities there soon became focused on intelligence gathering and nuisance raids; there was an escalating nightly strategic air war, however, it was largely dislocated from the efforts of both the RAF’s and Luftwaffe’s daylight forces.

The Ju 86p, with its turbocharged engines and pressurized cabin, caused great alarm among the RAF in 1940, as the peculiar looking recon plane flew at altitudes that made it nearly untouchable. (Rods warbirds)

In 1941, both sides would introduce two aircraft which would largely shape the high altitude mission, namely the Ju 86P and the DeHavilland Mosquito. Neither aircraft could be caught by the conventional models of either the Bf 109 or the Spitfire, and thus a race to design high altitude models of the fighters began. For the Germans, the process would be far more complicated, as the reduced supply of certain critical materials meant that the traditional methods of increasing performance were off the table. There was insufficient nickel for corrosion resistant exhaust valves, no tin for heavy duty bearings, and eventually, less cobalt and chromium for heat resistant alloys. On top of this, a transition to synthetic fuels would further complicate matters. While the Battle of Britain-era Bf 109E could boast of both good performance and reliability, its succeeding F model would be plagued by a number of issues, and its increased performance was accompanied with horrible mechanical reliability. In short, nickel poor exhaust valves corroded and failed and the untested C3 synthetic fuel degraded in rubber fuel tanks and escaped into the oil system. Fuel escaping into the oil system was common on most aircraft, but it often happened in small quantities that were subsequently boiled off. The droplets which failed to aerosolize in the DB 601N tended to be of a larger than normal volume, and combined with Daimler Benz engines running cooler than most, they often failed to boil off.

With the new model of Bf 109 in such a sorry state, any new major modification of the engine was forgone, and boosting high altitude performance would fall on some external system. However, the Germans already possessed and employed such a system the year before. GM-1, or Goering Mixture-1, was a nitrous oxide injection system which was used to boost the high altitude performance of a late and uncommon model of the previous aircraft, the Bf 109E-7NZ. The mixture worked as a means of delivering oxygen into the engine’s combustion cycle at altitudes where the supercharger’s boost could not supply the boost pressure to run the engine at emergency power. Additionally, the mixture had the added benefit of cooling the engine when the mixture was injected at a low temperature. Carried in bottles behind the pilot’s seat, the mixture would be pumped into the compressed air circulating in the supercharger, after which it entered the manifold. Even when the supercharger was failing to produce the compression needed, any decrease in the volume of oxygen would be offset by that which was being delivered by GM-1. However, the system was not without its disadvantages. Namely, it increased the weight of the aircraft and provided only a marginal increase in power at low to medium altitudes, where a supercharger had no difficulties in providing sufficient boost to the engine. In short, GM-1 was dead weight below an engine’s full throttle height and, thus, the system had no real place on board a general use fighter plane. Transporting the mixture was also an issue, as GM-1 had to be transported either by pipeline or refrigerated trucks, after which it was transferred to smaller bottles. As it was kept cool, it could not be kept aboard a grounded aircraft and was usually loaded aboard as part of its pre-flight preparations.

Its limitations aside, it was clear that GM-1 was the only means by which the Bf 109 could achieve the much needed high altitude performance.

One Step Forward, Two Steps Back

The trouble with the Bf 109 F’s DB 601N engine would be solved mostly by the introduction of the DB 601E. The new engine switched the fuel source to the lower octane B4, its direct injection pumps were adjusted to prevent fuel drops from entering the oil system, and some of the more fragile components of the engine were redesigned. Prior to this, the Bf 109F ran at a reduced maximum output prior to the Spring of 1942. With the restriction rescinded, it was allowed for the maximum rated manifold pressure to rise from 1.3 ata to 1.42, and it could finally run at its intended, full emergency power.

The new engines were installed aboard the Bf 109F-3 and F-4, and were largely satisfactory, but the delay in achieving their full performance was considerable. The success of the new model DB 601E meant that high altitude developments could continue, and the first new model, after over a year, was the Bf 109F-4/Z. The engine was similar to the early DB 601N aboard the high altitude E-7Z, and delivered roughly the same level of performance, however, the structural and aerodynamic improvements of the F model allowed for better handling and maneuverability. Like the earlier E-7Z series high altitude fighter, there were no standardized provisions for photoreconnisance equipment. The GM-1 system too was improved and expanded on. The tanks were moved from behind the pilot into the wings, which increased the total to 100 kg. The mixture too was stored in a chilled, liquid state which increased its potential horsepower increase from +3 bhp per gram to +4.

A Bf 109E-7Z being prepared at a frontline airfield (asisbiz)

It is difficult to ascertain the success these aircraft had, as no distinction was made between F-4 subtypes for kill claims. However, an F-4 of JG 1, a unit which did possess the high altitude variant, brought down a Mosquito at high altitude on August 19, 1942. Lieutenant Gerd Scheiger engaged Mosquito W4065 on a bombing raid to Bremen, at a height of 8.8 km. Given the extreme altitude of the engagement, it is very likely the aforementioned Bf 109 was a high altitude model.

The few Bf 109F-4Zs would serve on every front with considerable success, though access to GM-1 could be problematic across the Mediterranean and on the Eastern Front. However, these troubles were nothing compared to the issues soon to arise with the aircraft’s successor. The Bf 109G series hoped to bring a much desired increase in performance with its DB 605A engine. Effectively developed by boring out the cylinders of the preceding DB 601E, its volume and compression ratios were increased considerably. Along with improvements to its supercharger, and built with a crankshaft able to handle higher RPMs, great hopes were placed on the engine. They were soon shattered. Almost as troublesome as the DB 601N, the engine faced a variety of harsh teething issues. Worst of all were its fragile, corrosion prone exhaust valves and an insufficient oil scavenge system made worse by a switch from ball to sleeve bearings. The series would not reach its potential for almost two years, as Daimler Benz worked through these issues. However, in perhaps the clearest example of the confusing and disjointed relationship between the Luftwaffe and its contractors, they failed to ensure a continuity in materials between the engines in its development branch and those being produced for the Luftwaffe. At an RLM meeting on May 19, 1942, it was revealed that the valves on the test engines had a nickel content of 14%, while those shipped to the Luftwaffe possessed only 8%. This, and similar discrepancies delayed effective testing for some time.

Ground crew performing maintenance on a Bf 109E-7Z. (Asisbiz)

Regardless of the disasters brought on by the lower quality economy alloys, and the misadventures between the Luftwaffe and its contractors, development of the high altitude Bf 109 continued apace.

Under Pressure

The new supercharger on the Bf 109G was extremely promising, and was one of the only things that really worked when the aircraft was introduced. With it, a new high altitude model and standard fighter were produced. The G-1 and 2 were largely built along the same lines as the late F-4 series, with a series of improvements to its armor and instrumentation. The G series also incorporated a series of standardized, modular Rustsatz kits, which could represent anything from bomb racks to photographic equipment. However, these initial models brough little improvement, as they were soon prohibited from running above 1.3 ata in manifold pressure, or in other words, without an emergency power setting. However, the G-1 would prove fairly innovative thanks to a number of new features.

Of the two, the G-1 was the specialized high altitude model, which would include both the ability to carry the GM-1 system, and was equipped with a pressurized cockpit. The cockpit pressurization allowed for a pilot to remain at extremely high altitudes without encountering any of the discomfort one would otherwise experience. Without these aches, pains, and numbness, a pilot was far less likely to become fatigued after long flights at extreme altitudes. The cockpit pressurization system was rudimentary, and was kept pressurized by a compressor which drew from a small scoop left and forward of the pilot. Silica pellets were also installed in the canopy and windscreen to prevent fogging. The GM-1 system too was improved, being made modular and paired with a set of fuselage racks which allowed for the fitting of a reconnaissance camera. GM-1 would also be made available to all subsequent models of the Gustav, regardless of pressurization gear.

The compressor scoop above the supercharger intake is the only major external difference between this aircraft and the non-pressurized G-2. (asisbiz)

The first of these aircraft were built in May of 1942 at the Erla plant and were subsequently handed off for testing and familiarization with Luftwaffe crews. These planes were then used by the 11th staffel of JG 2, noted as their high altitude unit, and began operations on July 17. The unit was first based in St. Pol in the Netherlands and would be assigned to the area before later being redeployed to Germany, and then to the Mediterranean in November, and then transferred to JG 53 before the end of the year. JG 5 also received a number of the planes some weeks after JG 2, the unit being assigned to various bases in Western Europe until the end of the war. Beyond these combat units, the aircraft was operated by the training units Ergänzungs-Jagdgruppe West and JG 105.

In service, the aircraft performed well. In particular, the pressurized canopy was well regarded, and performed well enough to see its inclusion in several succeeding models of the aircraft. Curiously enough, the aircraft were not reserved exclusively for high altitude use and was instead used much like the standard version of the fighter. Their use as high altitude interceptors was more typical of the European squadrons, which had the benefit of better access to GM-1. Even then, G-1’s were still sortied to engage targets at all altitudes. Among the earliest victories came on July 11,1942, when Unterofficier Herbert Biermann engaged and downed a low level Mosquito which had attacked rail traffic near the Danish town of Tonder, after a raid on the U-boat pens in Flensburg. The plane had been damaged during the raid, which undoubtedly helped the pursuing Messerschmitt.

The Up Swing

In spite of the debacle that was getting the DB 605A into service, improvements were slowly being made. Experiments with face hardened, chrome plated exhaust valves would give way to a workable solution to corrosion, and combined with added oil throwers and a new oil centrifuge, would eventually allow the plane to run at its highest power setting. The restrictions would finally be released by August 1943, over a year after the aircraft first entered service.

At the beginning of the year, the Bf 109G-3 had superseded its predecessor. The aircraft’s largest difference, apart from its engine improvements, were its larger tires. Small bulges were added to the top of the wing to accommodate the enlarged landing gear, and the larger tail wheel was now non-retractable, adding a not inconsiderable amount of drag. These changes were made to give the aircraft better ground handling and allow it to better operate out of rough airfields in the Eastern Front and the Mediterranean.

Unlike the previous model, the G-3 saw increasing use against USAAF daylight bombing raids. The raids had started small in late 1942, often against targets nearest England. By the Summer and Autumn of 1943, the raids had escalated continuously and were increasingly focused on targets within Germany. By then, the major focus was on the so called ‘panacea’ targets, which numerous war planners thought could bring an early end to the fighting. Ball bearing and aircraft assembly plants received particular attention.

Bf 109G-3s parked among non-pressurized models. (asisbiz)

The bombers of the 8th Air Force often flew at extreme heights, with B-24’s averaging about 22,000 ft, and the lighter loaded B-17 at or above 25,000. Despite being above the altitude where most Luftwaffe fighters could not sustain emergency power, this advantage, and the heavy defensive armament of these bombers, did not translate into a sufficient defense against fighters. While the high altitude Bf 109G-3’s did have the edge, it was largely unnecessary, as the Luftwaffe only made massed attacks against the formations until after the bombers had passed over the Low Countries, where their fighter cover could not follow them. Thereafter, they were harassed by all manner of fighters, from light single-engined types, to night fighters pressed into daylight use.

In the case of the Bf 109, they followed Generalmajor Adolf Galland’s recommendation. The method involved attacking bomber formations at frontal angles in massed attacks using formations no smaller than the four plane schwarm. These attacks were conducted to help cope with the somewhat inadequate armament of the Bf 109, and to reduce the likelihood of being hit by the defensive gunners of the bomber. During a frontal attack, a bomber’s pilots and engines are the most vulnerable, which is quite important considering the single 20 mm aboard the Bf 109 was regarded as inadequate for bringing down a heavy bomber and thus needed to be directed toward these critical areas. Underwing gunpods were somewhat commonly fitted, though their impact on flight performance was considerable. The real breakthrough in anti-bomber weaponry came with the 30 mm Mk 108 autocannon, though its late introduction meant supplies were tight until mid 1944. The frontal attack also ensured the highest possible closure rate with the formation, making the small fighter a much more difficult target for any defensive gunner, and allowed the fighter to strike at the bomber’s engines and cockpit.

Large scale anti-bomber tactics employed early warning radar to track bombers during their ingress into German held airspace, and after they had passed the range limitations of their escorts, the Luftwaffe tracked the formation using trailing Ju 88’s and other long range aircraft. Fighter units would be massed over radio beacons until they received the order to attack and were vectored on to the bomber formations, where they could meet them in numbers. The height of their success was seen in Autumn of 1943, when USAAF planners were hoping to accelerate their progress on Operation Pointblank, seeking to cripple the German aviation industry. On August the 17th, the 8th Air Force prepared for its largest raid yet, with 376 B-17’s dispatched to attack the ball bearing works at Schweinfurt and a Messerschmitt factory at Regensburg. Both of these facilities were located deep within Germany and most of the journey would see the B-17’s outside the area where they could be escorted. To compensate for this, the flight over Regensburg would continue over the Alps and into Allied controlled Tunisia. It was hoped that flight over the Alps would prove easy, and in the case of the Schweinfurt force, they believed that the German fighter squadrons would still be on the ground refueling after their first attacks while the bombers made their return. Both waves would be met with disaster, as the Luftwaffe would hit both forces after their escort fighters turned for home, and the Luftwaffe fighters had taken to the air again as the Schweinfurt raiders made the return trip.

Of the 376 bombers to leave England, 60 would be shot down, 176 were damaged, and 30 remained in North Africa, where they awaited repairs at the overburdened facilities in Tunisia. Losses in combat and written off airframes amounted to 31% of the dispatched force; in contrast, the Germans lost only 28 fighters. In effect, the Luftwaffe was able to effectively deny large portions of their airspace to the raiders. A stalemate in the air ensued in the following months, with new challengers further shifting the balance of power next spring.

Wilde Sau

In addition to the typical daylight squadrons, several Bf 109G-3’s and 5’s were passed on to the single engine night fighter unit JG 300, its sister squadrons 301 and 302, NJG 11, and the first staffel of the 10th Night Combat division. The new G-5 was much the same as the 3, save for its 7.92 mm guns being swapped for 13 mm ones. Originally formed as an experimental unit in the spring of 1943, JG 300 was meant to test the suitability of single engine fighters for night interception use. The initial premise of the unit was to engage RAF bombers over their targets, where the light of the fires and searchlights would make the planes more visible against the ground and cloud cover, and thus enable interception without the use of ground control and onboard radar systems. The squadron saw mixed success and was expanded upon after the bombing of Hamburg, when the RAF succeeded in spoofing the shared frequency of Wurzburg ground based and Fug 202 airborne radar systems with chaff. The Luftwaffe would recover in the span of several weeks, though the attack made the idea of radar-less night fighting alluring.

A Bf 109G-5 nightfighter of JG 300 under inspection. The reinforced canopy hood is easily discernible here, as are the window silica cartridges. (asisbiz).

The group was expanded upon with the 301st and 302nd squadrons being established. While the hope of transitioning daytime fighter squadrons to night use was deemed infeasible due to the amount of training required, the combined unit would continue its task, being joined by a staffel of the 10th Night Combat Division. The task of carrying out the interceptions over raided cities was an exceptionally dangerous one, as they shared the space with flak units, and by the end of the year, enemy night fighters.

There was also a transition away from the unguided wild boar tactics to ground directed interception in order to deal with high flying Mosquito pathfinders and bombers, which no Luftwaffe aircraft could effectively catch until the Me 262B provisional night fighter was introduced. In this role, the single engine night fighter would be directed into a fixed ‘Himmelbett’ intercept zone which covered either the approach, or departure path of the detected enemy aircraft. There, the target would be tracked by the Himmelbett zone’s dedicated radar and searchlight units while the fighter would be guided on to the target. This was an exceptionally difficult task owing to the speed of the Mosquito, and could prove exceptionally dangerous if the aircraft being chased turned out to be a night fighter. As RAF night fighters began to escalate their intruder missions, transiting to and from interception areas became much more dangerous. While the Mosquito night fighters were larger and less nimble than the Bf 109, their radar systems allowed them to catch the otherwise “blind” daylight fighter.

This matte pale gray paint scheme was intended to reduce visibility against clouds at night, it was also standard for heavier, twin engined nightfighters. (asisbiz)

The success of these units was mixed, though some extraordinarily capable pilots achieved some very impressive results. The best of them was Lt. Kurt Welter, who by the end of the war was in command of the only night fighter unit equipped with Me 262’s. On the night of August 30th, 1944, Lt. Welter flew a Bf 109 which had been vectored over the Stettin raid area. In the span of ten minutes, he attacked four Lancaster heavy bombers, two of which were later confirmed destroyed, these being 115 Squadron’s PB131 and 12 Squadrons’s PD 273, representing his 14 and 15th confirmed victories. Most pilots, however, achieved considerably less success owing to the extremely high level of flying and combat proficiency their missions demanded. Mosquito interception duties were the most difficult owing to the speed and altitude of the light bomber, which could often exceed 8 km. To aid these pilots, a number of rare Bf 109G-5’s with high altitude DB-605 AS engines were made available to these squadrons. Nonetheless, Mosquito interception remained a gamble depending on the distance at which the bomber was detected, whether a fighter could be launched fast enough to climb, and still have enough time to be vectored into its flight path.

Crowded Skies

By the end of 1943, the newest and last iteration of the high altitude series was in service. The new Bf 109G-5 now carried a pair of 13 mm MG 131’s in the place of its 7.92 mm MG 17s, this increase being installed after long standing complaints regarding the inadequacy of the machine guns in the upper cowling of the plane. The heavier guns and the enlarged cowling meant the aircraft was slower than the one it replaced. This proved fairly concerning, as no major improvements in engine output were expected for the foreseeable future. These aircraft were distributed to units on all fronts and used much like their standard, non-pressurized counterparts. Most were deployed in the strategic air defense of Germany, where they soon faced a new, and very dangerous opponent.

The P-51B Mustang appeared to be the solution to bomber offensive’s ills, being a fast, maneuverable fighter with incredible range and high altitude performance. The danger of this new threat was quickly recognized by one Generalmajor Joseph Schmidtt, who began to advocate for the need for GM-1 equipped Bf 109s to act as top cover for the previously secure massed fighter formations. In this, the aircraft proved a mostly adequate stop gap, performing much better than other models, but it still lagged behind the American P-51B and the P-47D at altitude. In short, the Bf 109 was an old airframe, operating with an engine which had become fairly outdated after significant delays in getting it to reach its highest power ratings. Even worse, many of the airframe’s changes over the years had negatively impacted its performance, especially the addition of the non-retractable tail wheel, and the enlarged upper cowling to accommodate the larger machineguns.

A pair of Bf 109G-5’s depart. (asisbiz)

However, there were still some areas of improvement. In particular, the supercharger was swapped for an enlarged version which came from the DB 603 engine. Switching the engine entirely was completely unfeasible. The Luftwaffe’s research and development could be chaotic at the best of times, and 1944 certainly was not the ideal environment for such a big risk. The bombing raids too were making their mark as, while they had failed to curtail the German aviation industry entirely, they had forced a consolidation of existing designs. In effect, German bomber production plummeted in order to bolster production of a series of fighter designs which saw very slow modification rates. The vastly expanded use of slave labor in the following months also created no shortage of trouble, with quality slipping sharply as skilled workers were increasingly drafted into the Wehrmacht, and slaves increasingly sabotaged components.

The final models of the G-5 used the DB 605AS engine, with the much larger supercharger designed to improve high altitude performance. The effort was largely successful, though only a few Bf 109G-5’s would ever be equipped with the engine. As much as pilots enjoyed the comfort of the pressurized canopy, it was an expense that Messerschmitt and their directors at the Jagerstab were no longer willing to accept. The G-5 would be the last model to carry it. The Luftwaffe’s fortunes too declined sharply, as P-51 fighter sweeps periodically attacked airfields once considered safe, and the brutal war of attrition had eroded the number of remaining experienced pilots further. Attacks on Germany’s synthetic fuel production in the summer of 1944 introduced a final, and catastrophic crisis which largely left the Luftwaffe crippled for the remainder of the war.

G-5 production was phased out entirely in June of 1944, as Messerschmitt moved to consolidate Bf 109 production with the G-14. The supply chain would however remain disjointed, as they produced models using the standard DB605A, and the high altitude DB605AS. The G-14, with its standardized, low altitude MW50 boost system, did help reduce the performance disparity at low altitudes, with the aircraft possessing an excellent rate of climb and acceleration, but high altitude performance equivalent to the best Allied fighters would elude the Bf 109 for the rest of the war.

Handling and Flight Characteristics

With a service life beyond all other fighters of the Second World War, the Bf 109 didn’t age gracefully, but in many ways it was able to keep pace with newer models. (asisbiz)

The Gustav, as with nearly all Bf 109 models, was maneuverable, but its increased weight had made it somewhat more cumbersome than its predecessors. Initially developed to be as light as possible while carrying with it a powerful engine, the continued added weight with a comparatively little increase in horsepower resulted in control harmony compared to earlier models. Test pilots noted that while aileron and rudder forces were light, while the elevator was fairly heavy, an issue which was exacerbated at high speed. While the aircraft was exceptionally nimble at low speeds, which was well aided by the wing’s leading edge slats, heavy rudder forces and stiff elevator controls severely impacted handling at high speed. At lower altitudes, the rudder forces became excessive at around 500km/h IAS, at higher altitudes, upwards of 7 km, the controls remained lighter at higher speeds and permitted better control. Dive performance was respectable, though given that the controls were nearly seized in a high speed dive, it could prove very dangerous at lower altitudes. Maximum level speed was decidedly mediocre, though the aircraft boasted a high climb rate and good acceleration thanks to its high thrust to weight ratio.The plane was otherwise stable and, by most accounts, with good level flight performance.

This Bf 109G-6/R3 cockpit is largely identical to the pressurized model. The centerline cannon has been removed. (Smithsonian)

The cockpit was both cramped and provided exceptionally poor visibility. The deep set seat, with its heavy cockpit framing, greatly restricted the pilot’s view, especially towards the forward and rear aspects. A few late production Bf 109G-5s were equipped with the improved Erla canopy, as became standard on late war 109’s, and provided much better visibility to the sides and rear of the aircraft. The cockpit was among the smallest on any fighter during the time period. Pilots often felt it claustrophobic, which is understandable considering the centerline cannon for the aircraft rested between the pilot’s shins.

Operation of the Gustav was extremely straightforward, given the high level of automation the DB 605A possessed. The engine was controlled through a series of linkages between components which adjusted one another as the pilot adjusted the throttle lever. The supercharger, radiator, propeller RPM, and mixture were all managed automatically, though manual control was also possible. The core of these linkages was the propeller RPM, which was preset to an accompanying manifold pressure. The rest of the engine largely adjusted itself around this setting. In stark contrast to this truly modern feature, the plane still had manually operated flaps, which were retained through the end of the war. The aircraft lacked traditional trim tabs. Instead, the aircraft’s trim was set on the ground to match its cruise speed. The pilot could however correct for pitch by adjusting the angle of the horizontal stabilizer. Flying the aircraft was otherwise very convenient.

The takeoff run was fairly simple and the aircraft could easily be corrected for the torque produced by the engine. Visibility was poor on the initial run up, but given the relatively controllable nature of the aircraft, it was something pilots easily adjusted to. The same cannot be said of late war versions of the 109, which possessed engine outputs upwards of +1800 PS. Landings under ideal conditions were notably very easy, though were much more difficult in poor weather or when operating from hastily constructed frontline airfields. There was some improvement after the G-1, when the tire tread was increased, but landings and ground handling required a pilot to ensure solid directional control, as the narrow landing gear base could cause trouble.

Comparison with other single engine high altitude fighters, up to the Summer of 1944

Aircraft Speed at Sea level (km/h) Maximum speed at critical altitude, unboosted (km/h) Speed at 10 km (km/h) Maximum Output (hp)
Bf 109G-1 -Mid 1942- 506 630 at 6.6 km 640 (with GM-1) 1213
Bf 109G-5 -Late 1943- 510 620 at 6.5 km 635 (with GM-1) 1454
Bf 109G-6AS -Early 1944- 506 653 at 8.3 km 630 1415
Bf 109G-5AS w/GM-1 (estimated) -Mid 1944- 660* 1415
MiG-3 (AM 35) -Early 1941- 472 621 at 7.8 km <550 1350
Spitfire HF Mk IX -Late 1943- 529 668 at 8.5 km 651 1710
Spitfire Mk XIV -End of 1943- 583 717 at 7.6 km 706 2050
P 47D-10 -Late 1943- 535 700 at 9.4 km 692 2300
P-51B-15 w/wing pylons -Early 1944- 586 685 at 7.2 km 667 1720

*It should be noted that the Spitfire Mk XIV saw service in low numbers, and was a very rare sight until almost a year after its introduction at the end of 1943. The rest of these planes were otherwise quite common.

The MiG-3 was among the most advanced Soviet fighters, though the high altitude fighter performed poorly in a theater defined by its low altitude skirmishes. (WWII photos)

Along with the Bf 109E-7Z, Mikoyan Gurevich’s MiG-3 debuted as one of the earliest high altitude fighters of the Second World War. The MiG-3’s AM-35A engine had high compression ratios and possessed a single speed supercharger which had been geared for high altitude performance. This allowed the aircraft to achieve a respectable level of performance above 7 km. It did, however, come at the steep cost of having mediocre low altitude performance, and above 8 km, its top speed fell dramatically. The aircraft also earned a reputation of being challenging to fly, a chief issue being its minimum landing speed, which was considerably higher than other Soviet fighters. Due to the lack of action at high altitudes over the Eastern Front, the aircraft was subsequently re-equipped with the AM-38 engine, for low altitude use. Production ceased early in the war, and its assembly lines were turned over to produce IL-2s.

The British followed the Germans in developing high altitude fighters with specialized boost systems. They would go on to produce a series of pressurized, liquid oxygen boosted Spitfires, operating on a very similar set of principles as the GM-1 boosted 109s. These however, did not see as widespread a use, as they were not quite as versatile or reliable, though this is not to say they were unimpressive. The Spitfire Mk VII with a Merlin 71 and LO could reach a speed of 618 km/h at an altitude of 12 kilometers. However, owing to a lack of available information, it will not be discussed in depth here.

A spitfire Mk IX and a Spitfire Mk XIV prototype. The Spitfire’s career was nearly as long as the Bf 109’s and generally speaking, aged better, thanks to access to better engines. (wwiiphotos, asisbiz)

A more versatile high altitude Spitfire also existed in the form of the HF Mk IX, which was powered by the Rolls Royce Merlin 71. This aircraft featured an intercooled engine with a two stage two speed supercharger, which provided it phenomenal high altitude performance, along with its broad elliptical wings. The addition of the second stage allows for further compression once the first stage alone reached its limit, and the use of the intercooler increases the upper limit of compression by reducing the temperature of the air entering the manifold. This allowed the engine to be run at a higher boost and was able to maintain combat power at altitudes far higher than the previous single stage 40 and 50 series Merlin engines. In comparison to the Bf 109, the engine can be could at combat power at high altitudes without needing to worry about depleting the supply of nitrous, which at most could last 22 minutes. In comparison, the Bf 109’s DB 605A, which operated using a variable speed supercharger which, while less powerful than the intercooled two stage type, lacked the performance gaps that came with the fixed gearing of the Merlin’s supercharger. In the case of the GM-1 powered series, however, there would have been a similar gap between roughly 7 and 8 km, between the aircraft’s critical altitude and the minimum height for GM-1 use. The use of GM-1 on the later DB 605AS powered Bf 109’s would have likely allowed them to exceed these high altitude Spitfires in respect to linear speed at extreme altitude. The performance figures for the Spitfire Mk XIV, equipped with the significantly more powerful Rolls Royce Griffon, speak for themselves.

The P-47 series of fighters achieved their tremendous high altitude performance through a different method entirely, turbocharging. Much of the interior space below and aft of the cockpit was taken up by a turbo supercharging system which managed to prevent any significant loss in horsepower up to 25,000 ft. The exhaust driven turbine proved a phenomenal means of attaining high altitude performance. Like the variable speed supercharger on the DB605A, the turbo-supercharger was not dependent on mechanically geared stages and thus lacked the associated performance gaps. However, a clear drawback to the system was its complexity, as in addition to the throttle and RPM levers, there was also a turbine lever. While it was possible to link the supercharger and throttle levers together on all but the early models, this was advisable only at certain altitudes. Running the turbine at higher speeds than necessary resulted in some horsepower loss. Regardless of this, many US pilots considered the P-47 far and away the best fighter above 30,000 ft. At high altitudes, where drag was minimal, and with over 2000 hp driving it, the P-47 possessed a speed and maneuverability far greater than its size might suggest possible. Further refinements to the design saw the aircraft exceed 720 km/h above 32,000 ft (~10 km).

A P-47D and P-51B.  These were the USAAF’s premier fighters over Europe and boasted tremendous high altitude performance. (Wikimedia, National Archives)

The P-51B was driven by largely the same engine as the Spitfire Mk IX and it was eventually geared with usage at medium altitude in mind. In addition to its powerful Packard Merlin, which gave good high altitude performance, what set the P-51 above most was its extremely low drag airframe and wings. Having been designed later than most of the aircraft discussed here, it had the benefit of being able to incorporate the most recent breakthroughs in aerodynamics. Most notably, the use of laminar flow theories in its wing design, its drag eliminating radiator scoop, and its superbly streamlined fuselage, made it among the most exceptional fighters of the Second World War. Its high speed maneuverability too was largely unparalleled, as the laminar flow wing gave it an exceptionally high critical mach number, and its internally sealed control surfaces ensured effective control at very high speed. While its Packard V-1650-7 engine was geared for medium altitude use, it still outpaced both the standard high altitude models of the Bf 109 and Merlin powered Spitfire. When run on 150 octane fuel, as was more or less standard by mid-summer 1944, its performance largely matched that of the Spitfire Mk XIV, though the Griffon engine gave the Spitfire an incredible edge above 30,000 ft. Only the Bf 109G’s equipped with the DB 605AM high altitude engine could give comparable high altitude performance with the Mustang. They could both keep pace with one another above around 9km, though few of the pressurized high altitude model were built.

Production

Production of the Bf 109G began with centralizing supply chains around the Messerschmitt factory in Regensburg, and the subcontracted Erla machine factory. The escalating bombing campaign in 1943 forced a dispersion of the industry, and many components were built at dispersal sites before final assembly took place at either the Regensburg plant, the one at Erla, and later, the Wiener Neustadt aircraft factory. The Bf 109 was fairly well suited to this scheme, but nowhere near as suited as the Fw 190, which made use of much more convenient sub-assemblies. By the start of 1944, the Jagerstab was established to boost fighter production further, in order to compensate for potential losses incurred by bombing raids. They were very successful in this regard; production surged, and the average construction time of a Bf 109G declined from around 5000 hours to approximately 2500. The cost, however ,was substantial. Bomber production was cut to the bone, fighter designs were frozen over long periods, and the long standing use of slave labor skyrocketed. Bf 109G production became more complex as the war went on and the number of subtypes expanded. These would grow to G-1 through 6 and a separate high altitude series of Bf 109G-5/G6-AS aircraft. There was some consolidation between the disparate models with the G-14, though the still separate standard and high altitude models continued to complicate production and supply chains.

Messerschmitt was among the first to mass implement slave labor in late 1942, when they requested and received 2,299 inmates who were forced to work at the aircraft plant at Augsburg. They subsequently requested the construction of co-location camps for the rest of their factories. This marked a transition from skilled paid workers, who were of a dwindling number due to conscription, to a largely unskilled base of prisoners who sought opportunities for sabotage. Brutal retaliation from the SS, who managed security, and a severely declining standard of living saw rates of sabotage climb heavily as the war went on. By the Autumn of mid 1944, it was fairly common to see aircraft losses attributed specifically to sabotaged components. Other unsafe corner cutting practices became more common as well, and even saw the re-use of components scavenged from downed aircraft.

Bf 109G-1 Production

Werknummer Factory Period
10299-10318 (20) Erla May to June 1942
14004-14150 (147) Regensburg February to June 1942

Bf 109G-3 Production

Werknummer Factory Period
16251-16300 (50) Regensburg January to February 1943

Bf109G-5 Production

Werknummer Factory Period
15200-16000 ( with G-6) WNF March to August 1943
26000-26400 (mixed with G-6) Erla August to September 1943
27000-27200 (mixed with G-6) Erla September to October 1943
110001-110576 (dedicated production) Erla November 1943 to June 1944
*a total of 475 G-5s were built, at least 16 converted to G-5AS/R2 recon planes at the Erla plant in Antwerp

Construction

Much like its predecessors, the Bf 109G was a fairly conventional late 1930s fighter design, which sought to install the most powerful engine in a small, lightweight airframe.  At its fore was the engine section, mounted on a steel mount with rubber vibration isolation. The engine oil cooler was mounted to the lower engine cowling, in order to give better access to the Bosch PZ 12 fuel injectors, with the section otherwise containing all of the motor associated systems save for the coolant radiators and GM-1 boost system. Above the engine and on the port side was the compressor scoop for the cockpit pressure system, where it remained until the Bf 109G-5, whereafter it was moved to the starboard side and slightly ahead of the MG 131 fairing. The system consisted of the compressor equipped with a relief valve, an air filter, a three way cock, a pressurizing valve, a negative pressure relief valve, a compensating valve, a pressure line, and removable silica gel cartridges. These components were distributed around the engine and canopy. The system proved fairly robust and was a much welcomed addition to the aircraft. The rest of the fuselage followed a largely conventional semi-monocoque construction, aside from the landing gear, which was mounted to the fuselage and swung inward when deployed. On the G-3, the tires were increased by a width of roughly a centimeter, such that they possessed a tread of 16 cm and a diameter of 66 cm. The associated bumps on the wing tops are the only external feature that allow differentiation between it and G-1. The control surfaces at the rear of the fuselage were operated through a standard cable linkage and were fabric skinned. The incidence of the horizontal stabilizer was adjustable in flight to set the pitch of the aircraft.

Control surface and flap rigging on the Bf 109G. (Bf 109 G-2 (mit Motor DB 605) [Bedienungsvorschrift] (1942))
The cockpit was seated deep within the fuselage, in order to reduce the frontal windscreen area, though this choice drastically decreased the pilot’s visibility. The thick canopy framing made this issue worse, especially on the pressurized aircraft, which possessed reinforced beams and a non-removable armored seatback formed the rear of the pressurized canopy hood. The cockpit itself was noted as quite cramped by virtually all who flew it, offering little in the way of headspace and shoulder room, and made all the more claustrophobic by the lack of adjustable rudder pedals. At the front of the canopy was an integral 60 mm armor glass windscreen. As with the rest of the canopy frame, it contained silica to prevent condensation at low altitudes, which could then cause icing higher up. Several Bf 109G-5AS aircraft received higher visibility Erla canopies, though they lost their pressurized features. The layout of the instrumentation was clean if dense, though the pilot was aided by a high level of automation, which meant he could largely fly the plane through just the throttle lever. Raising or lowering the flaps and adjusting the stabilizer was done manually through a pair of wheels at the pilot’s left.

The plane’s elliptical wings were attached to the fuselage through a main, centerline bracket and possessed only a single mid wing spar. Connections for the hydraulic lines, which drove the flaps and landing gear, and radiator coolant lines, connected automatically when the wings were bolted to the fuselage. Each wing possessed a radiator located inboard, with airflow controlled by two outlet covers at the rear of the radiator matrix. These covers moved along with the outboard section of flaps when the plane was adjusted for takeoff and landing. The outermost rear section contained the fabric skinned ailerons. The leading edge of the wing had a slat which would extend during hard maneuvers and improve the turning abilities of the aircraft. These could prove troublesome on earlier models in regards to unwarranted deployment and jamming in place, but had been worked out by the G model.

The GM-1 system consisted of the nitrous bottles, compressed air, and the control system. On the Bf 109G, the system existed as part of a Rustzustand or Umbausatz kit which could be installed at a Luftwaffe field workshop or maintenance center, in the latter’s case. The pressurized models shared this with the standardized models, however, they differed in that the glass-wool insulated nitrous bottles were installed in the port wing, instead of in the fuselage, behind the pilot. Later models could have the tanks stored in either position. The GM-1 was kept in a chilled liquid state, which was found to provide a higher boost effect, providing +4 bhp per second per gram over the gaseous +3 bhp. The total volume of the bottles was 115 L, not counting the compressed air which was used to force the mixture through the system. The chilled nature of the nitrous did, however, bring a drawback in that it was released as it warmed and evaporated. An aircraft would need to have its tanks filled immediately before take off in order to have the longest duration. The boost could be maintained up to 22 minutes if the tanks were filled immediately before flight, falling to 19 minutes in the winter and 16 in the summer if the aircraft departed twelve hours later. In the summer, all of the GM-1 could be expended if the aircraft was left parked for two days. The weight of the entire system was considerable, at roughly 100 kg.

Use of GM-1 on the DB605A was prohibited below 8 km, where it provided little benefit, and below which the system was mostly dead weight. With the larger supercharger on the DB 605 AS, this height increased to 10 km. In the cockpit, the pilot possessed a pressure gauge and an on and off switch to control the system. Once activated, it took up to five minutes to have the greatest effect, whereafter the pilot could turn the system on or off as they pleased. At the initial activation height, the mixture could boost the top speed of an equipped Bf 109 by approximately 30 km/h and recover as much as 300 PS at high altitude.

A DB 605A mounted in a preserved Bf 109G-6. (wikimedia)

The Bf 109G-3 through G-5 carried either the DB 605A or high altitude DB 605AS, both being an inverted, 35.7 liter, V-12. The reason for it being inverted was to ensure the propeller shaft was as low as possible. This would enable the low mounted, centerline cannon to fire through the eye of the engine without its recoil seriously jeopardizing the aircraft’s stability. This was achieved through the use of direct fuel injection, which was fairly common practice in German aviation by the start of the war, though rare elsewhere. The engine also possessed a high level of automation, which let the pilot manage the engine and most of its associated systems just through the throttle lever. These were essentially a series of linkages between components that adjusted one another as the pilot increased or decreased engine power. It did not possess a true engine control unit, as was used in the BMW 801. Additionally, the engine used a single stage, variable speed, centrifugal supercharger which was mechanically driven by the engine and used a hydraulic coupling for variable transmission. The fluid coupling supercharger automatically adjusted itself via barometric control and was easily the most impressive feature of the engine, allowing it to smoothly adjust its boost as it climbed or descended. This allowed the aircraft to avoid the performance gaps otherwise encountered with engines using fixed speed settings. The engine used B4, which was originally 87 octane, as most of the C3 high performance stocks were dedicated to squadrons flying Fw 190s.

In spite of these innovative features, the engine’s performance was fairly modest for its day. It produced up to 1475 PS, though this was only possible after several major modifications which saw the replacement of the original exhaust valves for chrome plated sets, among other major modifications. The system also had its oil system improved through the use of additional oil throwers to improve flow, and an oil centrifuge to address issues with foaming. Between 1942 and late ‘43, the high power settings on almost all of these engines were disabled in order to keep failure rates manageable. The supercharger too would eventually lag behind its contemporaries, as despite its smoothness, its volume became a bottleneck. This was most apparent in any comparison to the two-stage, intercooled models of the Merlin engine. Some later models would mount an enlarged supercharger with 30% greater volume, derived from the larger DB 603. Nearly all would be equipped with an anti-knock boost system in the form of MW50 by the summer of 1944, which would boost output up to 1800 PS, though the corrosive mixture of methanol and water decreased the engine’s lifespan. Engines with the larger supercharger were designated DB 605AS, those with the boost system 605M, and those with both were 605ASMs. Several Bf 109G-5’s were fitted with the high altitude engine, though none received the low altitude boost system, for obvious reasons.

The engine measured 101.1 × 71.9 × 174 cm, had a bore and stroke of 154 mm (6.1 in.) x 160 mm (6.3 in.), and weighed 745 kg (1,642 lb). Two coolant header tanks were set to either side of the engine, while the oil tank was placed at the front. Compression ratios were 7.5/7.3:1 (left and right blocks) with B4 aviation gasoline, ratios were different using C3 fuel, though this was not used aboard this series of fighters.

Armament profile for the Bf 109G-5. Unlike the standard Bf 109G-6, it could not mount a 30 mm Mk108 cannon. (Bf 109 G-5,6 D(Luft)T 2109 G-5,6 Wa, Bedienvorschrift Wa(1943))

Early models were equipped with a pair of MG17 7.92 mm machine guns and a single, centerline MG151/20 autocannon. On the G-5, the MG17s were swapped for 13 mm MG131 heavy machine guns, which both provided a heavier armor piercing bullet, and a round with a small explosive core. While the standard G-6 could carry a centerline 30 mm autocannon, the modification was not available for any of the high altitude fighters. This was likely due to the necessary changes in the canopy required for mounting the larger weapon, which may have been incompatible with the pressurized model. As a firing platform, the 109G was excellent, especially in that all its weapons were placed at the center of the aircraft and thus required minimal adjustments for weapon convergence. However, the aircraft was very lightly armed, especially on the MG17 equipped models. Many pilots considered the armament inadequate, and the addition of supplementary underwing guns severely hampered the aircraft’s performance. These sentiments went as high as the General of Fighters, Lt. General Adolf Galland.

Conclusion

A surviving Bf 109G-1 at the Norwegian Air Museum at Sola. The other remaining aircraft is a G-5 at the Dutch Air Museum at Steppe. (Flyhistorisk Museum Sola)

The pressurized models of the Bf 109G proved to be an expedient means of boosting the performance of high altitude squadrons. The pressurized canopy, while later seen as an expensive luxury, was well appreciated by pilots who often flew at great heights on interception and photorecononniance missions. As with their standard counterparts, the series was handicapped considerably by the limitations and troublesome DB 605A. While the aircraft offered good performance for 1943, without any substantive increase in power, the pressurized Gustav series fighters began to lag considerably behind their Allied opponents the following year.

Bf 109G-1 configuration (shared with G-2) Modification type Specification
Bf 109G-1/R 1 Rüstsatz Mid fuselage bomb rack. ETC 500 or Schloss 503 A-1.
Bf 109G-1/R 2 Rüstsatz ETC 50 rack for four SC 50 bombs
Bf 109G-1/R 3 Rüstsatz 300 liter centerline drop tank
Bf 109G-1/R 4 Rüstsatz SD-2 cluster munition dispenser rack, 24 SD-2 submunitions
Bf 109G-1/R 6 Rüstsatz Two underwing MG 151/20 cannons
Bf 109G-1/R2 Rüstzustand GM-1 high altitude boost system, fuselage racks for camera fitting
Bf 109G-3 Configuration (shared with G-4) Modification type Specification
Bf 109G-3/R 1 Rüstsatz Mid fuselage bomb rack. ETC 500 or Schloss 503 A-1.
Bf 109G-3/R 2 Rüstsatz ETC 50 rack for four SC 50 bombs
Bf 109G-3/R 3 Rüstsatz 300 liter centerline drop tank
Bf 109G-3/R 6 Rüstsatz Two underwing MG 151/20 cannons
Bf 109G-3/R1 Rüstzustand Two wing mounts for 300 liter drop tanks and an ETC 500 rack
Bf 109G-3/R2 Rüstzustand GM 1 high altitude boost system, fuselage racks for camera fitting
Bf 109G-3/R3 Rüstzustand Reconnaissance aircraft conversion: Two drop tank pylons, machine guns removed, fuselage camera being either Rb 75/30 or Rb 50/30.
Bf 109G-3/U2 Umbausatz Alternate GM-1 fitting, no camera provisions
Bf 109G-5 configuration (shared with G-6) Modification type Specification
Bf 109G-5/R 1 Rüstsatz Mid fuselage bomb rack. ETC 500 or Schloss 503 A-1.
Bf 109G-5/R 2 Rüstsatz ETC 50 rack for four SC 50 bombs
Bf 109G-5/R 3 Rüstsatz 300 liter centerline drop tank
Bf 109G-5/R 4 Rüstsatz SD-2 cluster munition dispenser rack, 24 SD-2 submunitions
Bf 109G-5/R 6 Rüstsatz Two underwing MG 151/20 cannons
Bf 109G-5/R 7 Rüstsatz PR 16 radio direction finding gear, designation not usually applied
Bf 109G-5/U2 Umbausatz GM-1 boost system
Bf 109G-5/R2 Rüstzustand Rb 50/30 camera fitted

*Rüstsatz kits are removable on a mission basis, Rüstzustand are installed at workshops, Umbausatz are kits that are built into an aircraft at the factory or a maintenance and recovery center.

Aircraft with FuG 16y radio sets, for command aircraft, received a -y suffix. For example, Bf 109G-5y/U2/R 3 would be a fighter equipped with a radio set for ground control, GM-1, and an external fuel rack.

Bf 109G-1 Specification
Engine DB 605A
Output 1475 PS
Gross Weight 3050 kg
empty weight
Combat Range (internal fuel only) 668 km
Maximum speed (prior to downrating) 660 km/h at 7 km
Armament 2x 7.92 mm MG 17, 1x 20 mm MG 151/20
Crew Pilot
Length m 8.84
Height (without propeller) m 2.6
Wingspan m 9.924
Wing Area m2 21.6
Bf 109G-5 Specification
Engine DB 605A, DB 605 AS
Output (DB 605 AS) 1475 PS (1415 PS)
Gross Weight 3350 kg
Empty weight 2543 kg
Combat Range (internal fuel only) 625 km
Maximum speed (DB 605 AS) 630 km/h at 6.5 km (650 km/h at 8.5 km)
Armament 2x 13 mm MG 131, 1x 20 mm MG 151/20
Crew Pilot
Length m 8.84
Height (without propeller) m 2.6
Wingspan m 9.924
Wing Area m2 21.6
Plane In use with
Bf 109G-1 I/JG2, 11./JG2, 11./JG26, II./JG51, JG 53,
Bf 109G-3 11./JG 2, 11./JG26, I./JG1 (later II./JG11)
Bf 109G-5 III./JG 1, II./JG 2, I.& II./JG3, II./JG11, III./JG 26, II./JG27, I./JG300, I.&II./JG302, II./JG 11, II.&III./EJG 1, NAG 2, NAG 12, NAG 13, (F)/123

Credits

  • Article written by Henry H.
  • Edited by  Henry H. and Stan L.
  • Ported by Henry H.
  • Illustrated by Hansclaw

Illustration:

Bf 109G-1 of JG2 flown by Julius Meimberg, WNr-14063 Poix, France November 1942.  The G-1 was beset with serious teething issues, but even with engine restrictions, its high altitude performance was exceptional for its day. The G-3 saw these limitations removed, though its tail wheel was non-retractable. It should be noted that the tail wheel on this G-1 was semi-retractable.
Bf 109G-5, 1944. The G-5 was better armed than its predecessors with its 13mm machineguns, but this came at the cost of added weight and drag.
Bf 109G-5, JG 300, 1944. A number of G-5’s were turned over to night fighter squadrons using both Wilde Sau free roaming tactics, and Himmelbett directed interception against high altitude Mosquitos. The non-reflective, gray camouflage was also standard on twin engine night fighters.
Bf 109G-5AS of JG 5, flown by Hauptmann Theodore Weissenberger, June, 1944.  The Bf 109G-5AS incorporated a larger supercharger that required an enlarged engine cowling. Further modifications included the much improved Erla factory canopy, and a larger horizontal stabilizer and rudder. These were very rare aircraft and used mostly for reconnaissance and high altitude Mosquito interception.

Sources:

Primary:

Bf 109G-2 Flugzeug Handbuch (Stand Juni 1942).Der Reichsminister der Luftfahrt und Oberbefehlshaber der Luftwaffe, Berlin. November 1942.

Bf 109G-4 Flugzeug Handbuch (Stand August 1943). Der Reichsminister der Luftfahrt und Oberbefehlshaber der Luftwaffe, Berlin. September 1943.

Bf 109G-2 Flugzeug Handbuch (Stand August 1943). Der Reichsminister der Luftfahrt und Oberbefehlshaber der Luftwaffe, Berlin. October 1943.

Flugzeug Flugleistungen Me 109G-Baureihen. Messerschmitt AG Augsburg. August 1943.

Daimler-Benz DB 605 Inverted V-12 Engine. National Air and Space Museum Collection. Inventory number: A19670086000.

Flugzeugmuster Bf 109 G-1 mit Motor DB 605A. Rechlin E`Stelle Erprobungsnummer 1586. 1943.

Memorandum Report on P-47D-10 Airplane, AAF No. 43-75035. Army Air Forces Material Command. Wright Field Dayton, Ohio. 11, October 1943.

The performance of Spitfire IX aircraft fitted with high and low altitude versions of the intercooled Merlin engine. Aircraft and Armament Experimental Establishment Boscombe Down. 4 March 1943

Leistungszusammenstellung Me 109G. Messerschmitt AG. Augsburg. 1 January, 1944.

Leistungen Me 109G mit DB 605 AS. Messerschmitt AG. Augsburg. 22, January 1944.

Leistungsmessung Me 109 G mit GM 1 – Zusatzeinspritzung. Messerschmitt AG. Augsburg. 21, September 1943.

Me 109 G-1. Ausführung. Messerschmitt AG. Augsburg. 21 May, 1942.

Speed vs Altitude P-51B-15 43-24777. Flight Test Engineering Branch Memo Report No. Eng-47-1749-A. 20 May 1944.

Kurz-Betriebsanleitung für Flugzeugführer und Bodenpersonal für GM 1-Anlagen in Bf 109 G. E-Stelle Rechlin R 3 a 1.

Me 109 G DIMENSIONS, WEIGHTS AND PERFORMANCE. A.I.2(g) Report No. 2142. 31, December 1942.

Spitfire F. Mk. VIII(Conv) (Prototype Mk.XIV) JF.319 (Griffon RG5SM). Aeroplane and Armament Experimental Establishment Boscombe Down. 27 October 1943.

Power Boosting By Liquid Oxygen and Nitrous Oxide Injection On Spitfire & Mosquito Aircraft Respectively. Engineering Report. Eng. 8723.

Secondary:

Douglas, Calum E. Secret Horsepower Race: Second World War Fighter Aircraft Engine Development on the Western Front. TEMPEST, 2020.

THE EFFECTS OF POOR QUALITY ASSURANCE DURING GERMAN AVIATION MANUFACTURING ON THE LUFTWAFFE DURING WORLD WAR II. MICHAEL J. GALLANT, MAJOR, UNITED STATES MARINE CORPS

B.A Florida State University, Tallahassee, Florida, 2006.

Radinger, W. & Otto W. Messerschmitt Bf 109F-K Development Testing Production. Schiffer Publishing. 1999.

Prien J. & Rodeike P. Messerschmitt Bf 109 F,G, &K Series An Illustrated Study. Schiffer Publishing Ltd. 1997.

Mosquito Fates, based on AirBritain files. Donated files, Mossie.org.

Messerschmitt Bf 109A & B

Nazi flag Nazi Germany (1935)
Fighter Aircraft– 20 to 22 Bf 109A and 341 Bf 109B Built

When the Nazis came to power in Germany during the early 1930’s they sought to modernize their armed forces with more modern military equipment. The founding of a new air force, the Luftwaffe as it was known in Germany, was one of the main priorities of the new regime. Massive resources were channeled into the construction of a great number of airfields and other forms of infrastructure necessary for the air force. In addition, many new and thoroughly developed military aircraft designs were requested. Among these new designs was the Bf 109, which would go on to later become the most widely produced fighter aircraft in the world.

The Bf 109B (R. Jackson Messerschmitt Bf 109 A-D series)

Rise of the Luftwaffe

After the collapse of the German Empire following their defeat in the First World War, the Allies prohibited the development of many new military technologies, including aircraft. The Germans bypassed this prohibition by focusing on developing gliders which provided necessary initial work in aircraft development and crew training. Another solution was to develop civil aircraft that could be relatively quickly rebuilt and modified for military use. The efforts to hide these developments were finally discarded when the Nazis came to power in 1933.  One of the first steps that they undertook was to openly reject the terms of the Treaty of Versailles that prohibited the Germans to expand their army and develop new military technologies.

The founding of the Luftwaffe was seen as a huge military priority among Nazi officials. The Luftwaffe would then begin a massive reorganization and expansion project that would see it expand into a formidable fighting force. Much of the Luftwaffe’s attention and energy during this period was focused on developing a new fighter aircraft to replace the then obsolescent Ar 68 and He 51 biplanes. For this reason, in 1934 the Reichsluftfahrtministerium RLM (German Air Ministry) issued a competition for a new and modern fighter plane that could reach speeds of 400 km/h. For this competition, four companies were initially contacted including Arado, Focke-Wulf, and Heinkel. Besides them was a rather small and less-known manufacturer, Bayerische Flugzeugwerke BFW (Bavarian Aircraft Works,) which was under the leadership of Willy Messerschmitt. Despite lacking the experience of their contemporaries in military aviation designs, this small company despite its inexperience would go on to win the contract and build what would become Germany’s then-most modern combat aircraft

The man behind the design

Wilhelm Emil ‘Willy’ Messerschmitt was from his early years interested in aviation. When he was 13, he met Friedrich Harth who was an enthusiast and a pioneering glider designer. He would become a mentor and help Messerschmitt develop his passion for building gliders,  together designing and building several gliders. When the First World War broke out in 1914, Harth was drafted into the Army, and in 1917 Messerschmitt would follow. Fortunately for both of them, however, they were stationed at the same flight training school near Munich and were thus able to continue their work. Both of them survived the war and went back to doing what they both loved: designing and building gliders. As gliding was something that became highly popular in Germany after the war, Messerschmitt undertook further education by enrolling in Munich Technical College. With this knowledge, Messerschmitt managed to design and build his first glider in 1921, which he designated simply as S9. After gathering sufficient financial resources, Messerschmitt and Harth together opened a flying school in 1922. This did not last long, however, and the following year disagreements between Messerschmitt and Harth arose.

Messerschmitt then decided to work on his own and opened a small aviation company which he named Flugzeugbau Messerschmitt. His first proper aircraft design was the M17. It was a small all-wood, high-wing, sport aircraft powered by a British Bristol 29 hp engine. This aircraft was quite successful and even managed a 14-hour flight from Bamberg to Rome in 1926. The pilot was a World War One veteran Theodor Croneiss. A little-known fact, this was actually the first flight of such a small aircraft over the Alps ever attempted successfully. The M17 would later be lost in an accident when Messerschmitt himself was learning how to fly an aircraft. He crashed, losing the aircraft but surviving the hard landing, after which Messerschmitt spent some time in hospital. This did not greatly affect Messerschmitt’s new company as his next design M18 also proved to have good overall performance. Now in partnership with Croneiss, they managed to make a deal with Lufthansa, a German civil airline, to use the M18 for passenger transport.

The high wing, sport aircraft M17, was the first Messerschmitt aircraft design. (www.histaviation.com)

Messerschmitt’s company received a number of production orders for their M18 aircraft. However, Messerschmitt lacked the money, resources, and production capabilities to actually deliver these aircraft. At some point, he came in contact with the Bavarian government in hope of finding a solution to his problem. He got an answer, that the Bavarian government was willing to help with one condition, Messerschmitt would have to merge his own company with the Bayerische Flugzeugwerke BFW. This company itself was in the midst of a huge financial crisis but possessed a great number of skilled workers and equipment that could greatly help Messerschmitt in his future work. While both companies would be technically independent, Messerschmitt was to give first production rights for any of his new designs to BFW. BFW on the other hand would provide the necessary manpower and equipment. Messerschmitt agreed to this condition and was positioned as chief designer of both companies. Representation of the company was relocated from Bamberg to Ausburg.

In 1928 Messerschmitt focused his work on a civil design intended for transporting passengers. His next design was the 10-passenger transport aircraft designated M20. During a flight test, part of the wing fabric cover peeled away, and pilot Hans Hackman possibly in a panic decided to bail out at a height of 76 m. His parachute failed to open properly and he died. This led to the cancellation of production orders for the M20 by Lufthansa. Messerschmitt developed an improved second M20 prototype which was presented to, and tested by Lufthansa officials.  After an evaluation, the aircraft was deemed safe and a production order for 12 improved M20. However, tragedy would strike in two serious accidents involving the M20 aircraft, in which 10 people were killed. The first accident happened near Dresden in October 1930, where two pilots and six crew members were killed. The second occurred in April of the next year, with the death of both pilots. To make matters even worse, German Army officers were among the casualties. This affected Messerschmitt’s further work, who despite developing more aircraft designs failed to gain many production orders for them. While his own company did not suffer much, BFW was not so lucky and was forced into bankruptcy in 1931. In the next few years, Messerschmitt’s work was relatively stable as he saw some success selling his aircraft aboard. With better financing, he managed to acquire sufficient funds to reinstate BFW in May of 1933. The name was changed to BFW AG, a publicly-traded company. Unfortunately for Messerschmitt, a newly appointed Secretary of State for Air, Erhard Milch, opposed the idea of BFW operating under Messerschmitt. Erhard Milch’s hatred for Messerschmitt was personal, as the test pilot who flew on the doomed M20 prototype was his friend. He never forgave Messerschmitt who he deemed responsible for the accident. He forced  BFW AG to accept production orders for Heinkel aircraft designs. This was also partly done to provide adequate financial resources so that the company could operate successfully.

Despite this distrust by Nazi officials, Messerschmitt was contacted in the summer of 1933 by the RLM to design a sports aircraft to represent Germany on the Challenge de Tourisme Internationale. Seeing a new opportunity Messerschmitt took great care in fulfilling this order. His ultimate design would be the highly successful Bf 108 (initially designated M37.) This aircraft would be crucial in the later stages of Bf 109 development. With the success of the Bf 108, Messerschmitt managed to gain support from some top Luftwaffe officials. One of these was the newly appointed Hermann Goring who replaced Erhard Milch in the position of commander-in-chief of the Luftwaffe. While there were still some who wanted the Bf 108 to be canceled, with the support of Hermann Goring they could do little about it.

The highly successful Bf 108. (www.luftwaffephotos.com)

A new fighter

In March of 1933 RLM issued a document (designated L.A. 1432/33) that laid the foundations for the development of the future German fighter aircraft. In it a shortlist of general characteristics that this aircraft should meet was given. It was to be designed as a single-seat fighter that must be able to reach speeds of at least 400 km/h at a height of 6 km. In addition, that height had to be reached in no more than 17 minutes. The maximum service ceiling was set at 10 km. Armament was to consist of either two machine guns each supplied with 1,000 rounds of ammunition or one cannon with 100 rounds of ammunition.

In February 1934 this document was given to three aircraft manufacturers, with these being Arado Heinkel and BFW AG. The last to enter the competition was Focke-Wulf who received this document in September of 1934. While not completely clear as some sources suggest, Messerschmitt and the BFW AG were not initially contacted but were later included in this competition. Realizing this competition as a great opportunity, Messerschmitt gathered the best team he could find. Some of these included the former Arado fighter designer Walther Rethal, who became Messerschmitt’s deputy. Another prominent figure was Robert Lusser who took a great part in the Bf 108 development. He would also later play a great part in the future Bf 110 aircraft design.

According to RLM conditions, all interested companies were to provide a working prototype that was to be tested before a final decision was to be made. Arado and Focke-Wulf completed their prototypes, the Ar 80 and Fw 159, by the end of 1934. Heinkel and Messerschmitt’s prototypes took a bit longer to complete. Messerschmitt and his team set a simple but ambitious plan. Their aircraft would be simple, cheap, and possess lightweight overall construction. It was to be powered by the strongest engine they could get their hands on. Work on this new fighter began in March 1934, at this early stage, the project was designated as P.1034 (while sometimes in the sources it is also mentioned as Bf 109a). A simple airframe mock-up was completed shortly in May the same year, but the work on a more complex and detailed mock-up took some time. By January 1935 it was finally ready. The engine chosen for it was the Jumo 210A. As this engine was not yet available, the license-built 583 hp Rolls-Royce Kestrel engine was used temporarily instead. Ironically this engine was available thanks to the good business relationship between Heinkel and the British Rolls Royce motor company. Thanks to this cooperation the Germans managed to purchase a number of these engines.

The first prototype named Bf 109 V1 (registered as D-IABI) was flight tested by Hans Dietrich Knoetzsch at the end of May 1935. The first flight was successful as no problems were identified with the design. While later prototypes would be tested with a weapon installation, the V1 was not outfitted with any armament.

The Bf 109 V1 (registered as D-IABI). (www.asisbiz.com)

Messerschmitt designation

Before we continue, it is important to clarify the precise designation of this aircraft. Sometimes it is referred to as Me 109 (or as Me-109). While technically speaking this is not completely incorrect given that it was designed by Messerschmitt and his team. The Bf stands for Bayerische Flugzeugwerke, the company which constructed the aircraft. While the 109 has no specific meaning, it was just next in the line after the 108 design.

In 1938 this company would be renamed Messerschmitt AG and all future designs from this point on would receive the prefix ‘Me’. The older designs including the 108 and 109 would retain the Bf prefix during the war. It is worth pointing out that both the Bf and Me designation was used in Messerschmitt’s own archives. In German service prior to and during the war, it was not uncommon to see both designations being used. So using either of these two designations would be historically accurate, this article would use the Bf 109 designation for sake of simplicity but also due to the fact that in most sources this designation was used.

The Bf 109 trials

As no major issue was noted in its design, the Bf 109 V1 was to be transported to the test centers located at Rechlin and Travemunde starting in October 1935. Here, together with all competitor designs, they would be subjected to a series of evaluations and tests. The Ar 80 and Fw 159 proved inadequate almost from the start after many mechanical breakdowns and even crashes, which ultimately led to both being rejected. The He 112 and Bf 109 on the other hand proved to be more promising designs. The Bf 109 had a somewhat bumpy start as the Rechlin airfield was unfinished and had a rough runway. During a landing, one of the Bf 109’s landing gear collapsed. Despite what appeared at first glance to be catastrophic damage, turned out to be only minor.

The He 112 V1, was used for the trials held at Rechlin and Travemunde. (www.luftwaffephotos.com)
The Bf 109V1 was damaged during a failed landing. (R. Jackson Messerschmitt Bf 109 A-D series)

The second prototype was completed and tested by the end of 1935. The V2 (D-IILU or D-IUDE according to some sources) was powered by a domestically developed 680 hp Jumo 210A engine. It was moved to Travemunde for evaluation and testing in February 1936. The V2 was put into a series of test flights where it showed superb flying performance, in contrast to the other competitors. Unfortunately, during one test flight undertaken in April, part of the pilot’s canopy peeled away, forcing the pilot to make an emergency landing. A decision was made to not repair this prototype but instead to use its fuselage for ground testing and experimentation.

That same month that the V2 was damaged, the V3 (D-IQQY) was flight tested. This prototype served as the test aircraft for the installation of offensive armament. There is a disagreement between sources, as J. R. Beaman and J. L. Campbell mentioned that the armament was actually tested on the V2 aircraft. Regardless of which prototype was first armed, it possessed two 7.92 mm MG 17 machine guns. These were placed above the engine, close to the cockpit. The engine was once again changed, this time with the installation of the even more powerful 700 hp Jumo 210C. Another experimental feature was the installation of a FuG 7 radio unit. This necessitated adding a triple wire antenna, which was connected to the top of the fin, and the edges of the stabilizers to the cockpit. This aircraft would be extensively used for testing, and would later serve as the basis for the first production version. Later prototypes were used to test various additional equipment and weapon installations.  For example, prototypes V4 to V7 were used to test various different armament arrangements. The V5 was used to test the installation of an automatic reload and firing system, among other features.

The V3 in a flight. (en.topwar.ru)

During the initial evaluation flights carried out on both the Bf 109 and He 112, the latter was favored by many test pilots. Heinkel at that time was among the largest and most well-known German aviation manufacturers. It supplied the new Luftwaffe with a series of aircraft, and thus was well connected to RLM top officials. Further examination of the Bf 109 showed that the aircraft had several persistent issues. The most serious problems were the Bf 109’s tendency to widely swing to the left during landing and take-off. Another major issue was the design of landing gear, which was too narrow and generally weak. This in turn would often lead to crash landings. In retrospect, these two problems would never be fully resolved, but with sufficient training and experience, these problems could be overcome by the pilots. Other complaints included the limited visibility due to the canopy’s small design. The cockpit interior was also regarded as too cramped. The Bf 109 was also notorious for its high wing loading, which was pointed out by the test pilots.

Most of these complaints do not necessarily indicate a flawed design.  We must take into account that the test pilots were mostly experienced in older biplanes. This new single-wing fighter concept was completely strange to them. For example, the biplanes had a simple and open cockpit, so complaints regarding the Bf 109 cockpit design represented a refusal to adapt to newer technologies rather than a bad design.

During the series of test flights, the performance of the two competitors was quite similar, with some minor advantages between them. In the case of the Bf 109, it was slightly faster, while the He 112 had lower wing loading. In addition, the He 112 had a better-designed and safer landing gear assembly. As the He 112 had to be constantly modified in order to keep pace with the Bf 109, the RLM commission was getting somewhat frustrated. Despite Heinkel’s connections and experience in designing aircraft, the Bf 109 was simply more appealing to the RLM commission, given that it was simpler, faster, and could be put into production relatively quickly. At that time the Germans were informed by the Abwehr intelligence service that the British were developing and preparing for the production of the new Spitfire. RLM officials were simply not willing to risk taking a chance on an aircraft design that could not quickly be put into production. Thus the Bf 109 was seen as the better choice under the circumstances.

Technical characteristics

The Bf 109 was a low-wing, all-metal construction, single-seat fighter. In order to keep the production of this aircraft as simple as possible, Messerschmitt engineers decided to develop a monocoque fuselage that was divided into two halves. These halves would be placed together and connected using simple flush rivets, thus creating a simple base on which remaining components, like the engine, wings, and instruments would be installed.

The central part of the fuselage was designed to be especially robust and strong. Thanks to this, it offered the aircraft exceptional structural integrity. It also provided additional protection during emergency crash landings. The fuselage itself and the remainder of the aircraft were covered with standard duralumin skin.

Its wings also had an unusual overall design. In order to provide room for the retracting landing gear, Messerschmitt intentionally used only a single wing spar which was positioned quite to the rear of the wing. This spar had to be sufficiently strong to withstand the load forces that acted on the wings during flight. The wings were connected to the fuselage by four strong bolts. This design enables the wings to have a rather simple overall construction with the added benefit of being cheap to produce. During the Bf 109 later service life, the damaged wings could be simply replaced with others on hand. The wings were also very thin, which provided the aircraft with better overall control at lower speeds but also reduced drag which in turn increased the overall maximum speed. At the wing’s leading edge were slats that automatically opened to provide better handling during maneuvers at lower speeds. This had a secondary purpose to greatly help the pilot during landing. The tail unit of the Bf 109 was a conventional design and was also built using metal components. It consists of a fin with a rudder, and two vertical stabilizers each equipped with an elevator.

The cockpit was placed in the center of the fuselage. It was a fully enclosed compartment that was riveted to the fuselage. The Bf 109 cockpit itself was quite cramped. Most of the available space was allocated to the control stick. Left and right of the pilot were two smaller control panels with the main instrumental panel being placed in front of him. While the side control panels were a bit small, their overall design was more or less the standard arrangement used on other aircraft. The front instrumental panel contained various equipment such as the compass, and an artificial horizon indicator. Messerschmitt engineers also added an ammunition counter, which was somewhat unusual on German fighters. Another innovative feature was the installation of a FuG 7 radio unit. In front of the cockpit, a firewall was positioned to shield the pilot in case of an engine fire.

The overall framework for the canopy was fairly small, but despite this provided decent all-around visibility for the pilot. Its main drawback was limited forward visibility during take-off. The canopy opened outwards to the right. This was a major issue as it could not be open during the flight. To overcome this, it was designed to be relatively easily jettisoned. In case of emergency, the pilot would actuate a lever positioned in the rear. It was connected to two high-tension springs. When activated, the lever would release the two springs, which in turn released the canopy, which would then simply fly away due to airflow.

The Bf 109 canopy opens outwards to the right, this causes problems as it was unable to be open during the ground drive or in flight. (R. Jackson Messerschmitt Bf 109 A-D series)

When designing the Bf 109 great care was taken for it to have a simple design. This is especially true for the engine compartment. The engine was easily accessible by simply removing a series of panels. The engine was mounted on two long ‘Y’ shaped metal bars and held in place by two quick-release screws. The necessary electrical wires were connected to a junction box which was placed to the rear of the engine. All parts inside the engine compartment were easily accessible and thus could be replaced in a short period of time.  The Bf 109 “L” shaped fuel tank was located aft of the pilot’s seat and slightly underneath it. It too had easy access by simply removing a cover located inside the center of the wing. The total fuel capacity was 250 liters.

Once the Bf 109 was accepted for service, a small production run of the Bf 109B-0 was completed. It was powered by a 610 hp Jumo 210B, and served mainly to finalize the later production version. The Bf 109B-1 was powered by a 635 hp Jumo 210D engine and had a fixed-pitch two-blade wooden propeller. Later during the production, it would be replaced with a new all-metal two-bladed variable pitch propeller. This engine was equipped with a two-stage supercharger. The maximum speed achieved with this engine at the height of 3,350 meters (11,000 ft) was 450 km/h (280 mph). The engine oil cooler, which was initially placed close to the radiator assembly, would be repositioned under the right wing.

The Bf 109 had a simple engine housing that could be easily removed if the engine needed to be removed. (R. Cross, G. Scarborough, and H. J. Ebert (Messerschmitt Bf 109 Versions B-E)

The Bf 109 possessed quite an unusual landing gear arrangement. The landing gear was mainly connected to the lower center base of the fuselage, which meant that the majority of the weight of the aircraft would be centered at this point. The two landing gear struts retracted outward towards the wings. The negative side of this design was that the Bf 109, due to its rather narrow wheel track, could be quite difficult to control during taxiing. Messerschmitt engineers tried to resolve this issue by increasing the span of the two wheels. This actually complicated the matter as it necessitated that the two wheels be put at an angle. In turn, this created a weak point where the wheels were connected to the gear strut, which could easily break during a harsh landing.  This also caused problems with the Bf 109 tendency to swing to the side prior to take-off. When the pilot was making corrections to keep the aircraft headed straight, excessive force could be applied to the pivot point of the landing gear leg, which sometimes cracked.

The Bf 109 possessed a quite unusual landing gear that retracted outward towards the wings. (www.worldwarphotos.info)

The first series of the Bf 109 were only lightly armed, with two 7.92 mm electrically primed MG 17 machine guns. While this may seem like underpowered armament, we must not forget that in the period between the wars, mounting larger caliber guns in fighters was rare. Larger calibers at this time used were usually 12.7 mm. The two machine guns were placed in the upper fuselage, just forward of the cockpit. The port-side machine gun was slightly more forward than the starboard. This was done to provide more space for ammunition magazines. These were fully synchronized to be able to fire through the propellers without damaging them. In the early stages, the ammunition load consisted of 500 rounds for each machine gun, but this was later increased to 1,000 rounds.

The MG 17 was used as the main armament of the early Bf 109’s. (airpages.ru)

However, the double MG 17 layout was eventually deemed somewhat weak, so Messerschmitt was instructed to increase the offensive firepower. As Messerschmitt initially did not want to add any armament in the wings, another solution was needed. The installation of a third machine gun inside the centerline of the engine block was tested. While this would be initially adopted, this installation proved to be problematic mostly due to overheating and jamming problems. So this machine gun was often not installed and removed on those aircraft that had it. A possible installation of a 20 mm cannon in its place was also tested. This was the 20 mm MG FF cannon, which was in fact a license-built version of the Swiss Oerlikon cannon. While it was tested on a few prototypes, it too proved unusable due to excessive vibration. On the other hand, the installation of two non-synchronized machine guns in the wings proved to be more promising, and this was implemented and installed on the later Bf 109E.  For the reflector gunsight, a Revi C/12C type was used.

Main armament side view. (Bf 109B LDv.228-1 Document)
The left machine gun was slightly moved forward in order to avoid problems with ammunition supply. (Bf 109B LDv.228-1 Document)

The Bf 109A and B versions

The Bf 109 A version is somewhat of a mystery in the sources. Usually this version, besides a few mentions, is rarely described in the sources. According to Messerschmitt’s own documents, a small series of 20 to at least 22 aircraft of this version were built. It appears that in every aspect, it was the same as the later B version. The only major difference between these two versions was that the A was solely equipped with the two machine guns in the upper engine cowling.

This is probably why most sources barely mentioned the A version, likely lumping them in with the B version. To further complicate matters author D. Nesić mentioned that while version A was planned to enter production, it was abandoned due to its weak armament.

Once the Bf 109 was accepted for service, a small pre-production run of 10 Bf 109B-0 was completed. It was powered by a 610 hp Jumo 210B, and served mainly to finalize the later production version. The Bf 109B-1 was powered by a 635hp Jumo 210D engine. This engine was fitted with a fixed-pitch two-blade wooden propeller. It was armed with three machine guns, with two placed above the engine compartment, and the third fired through the centerline of the engine and propeller hub. During the production run of the B-1, some minor changes were introduced. The three-wire radio antennas were replaced with a single one. To provide better cooling of the machine guns, several vent ports were added. The Bf 109B-1 was then replaced with the Bf 109B-2. The 109B-2 was initially powered by a 640 hp Jumo 210E but was replaced with a stronger 670 hp Jumo 210G. The wooden propeller was upgraded to a new completely metal, variable-pitch, two-bladed propeller.

During early production, three-wire radio antennas were used. These would be replaced with a single one. (www.luftwaffephotos.com)

While at first glance, the infamous Bf 109 seems to be a well-documented aircraft, this is not quite the case. Namely, there are significant differences in the sources regarding the precise designation of the B series. For example sources like R. Jackson (Messerschmitt Bf 109 A-D series) and J. R. Smith and A. L. Kay (German Aircraft of the WW2) divided the B series into three sub-series: the B-0, B-1, and B-2.

On the other hand sources like  R. Cross, G. Scarborough and  H. J. Ebert (Messerschmitt Bf 109 Versions B-E) mentioned that in the Messerschmitt archives, no evidence for the existence of a B-2 series was found. In addition, while the Jumo 210G may have been tested on the Bf 109B series, there is also little evidence that it was actually installed in them. This is also supported by sources like Lynn R. (Messerschmitt Bf 109 Part-1: Prototype). This particular source indicated that all alleged modifications to the B-2 were actually implemented on the B-1 aircraft.

Early Bf 109 operational use

The Bf 109 was shown to the general public for the first time during the 1936 Olympic Games held in Germany. The following year several Bf 109’s (including the V10, V13, two B-1, and one B-2) participated in the international flying competition held in Zurich, Switzerland, easily winning several awards including fastest dive, climbing, and flew a circuit of the Alps, etc. The event was not without incident, as the Bf 109 V10 had an engine problem, and its pilot Ernst Udet, was forced to crash land it.

In Spain

When the Spanish Civil War broke out in 1936, Francisco Franco, who was the leader of the Nationalists, sent a plea to Adolf Hitler for German aid in providing military equipment including aircraft. At the early stages of the war, nearly all of Spain’s mostly outdated aircraft were in the hands of the Republicans. To make matters worse for Franco nearly all forces loyal to him were stationed in Africa. As the Republicans controlled the Spanish navy, Franco could not move his troops back to Spain safely. Franco was therefore forced to seek foreign aid. Hitler, seeing Spain as a potential ally, was keen on helping Franco and agreed to provide assistance. At the end of July 1936, some 86 aircrew personnel, together with 6 He 51 and 20 Ju 57 were secretly transported to Spain. This air unit would serve as the basis of the so-called German Condor Legion which operated in Spain during the war. The Ju 52 transport aircraft proved instrumental in transporting the Francoist forces to Spain. The operation was a success, but the enemy was quite busy with their own preparations.

On the other side, the Republicans were greatly supported by the Soviets, providing them with some 30 I-15 fighters in late 1936. Additionally, the Republicans operated a number of Soviet SB-2 bombers. The few He 51 fighters of the Condor Legion were outdated and outnumbered by the enemy air force, so a request was made to send additional and more modern aircraft. Seeing an opportunity to test the performance of the Bf 109 in real combat situations, it was agreed to send a few to Spain. One of the first Bf 109 V4 to be sent to Spain was unfortunately damaged in an accident. Several delays later on the 14th of December, the Bf 109 V3 arrived in Spain. These arriving aircraft were initially used for a few weeks for testing and training. Initial evaluation of these early aircraft proved to be more than satisfactory, and additional aircraft of this type was requested. Besides the V3 and V4, the V6 was also sent to Spain. The fate of the V5 is not clear; some sources mentioned (like R. Jackson) that it was also used in the Spanish Theater. Lynn R. (Messerschmitt Bf 109 Part-1: Prototype) on the other hand informs us that the V5 was used during 1937 for weapon trials and thus not sent to Spain.

In early 1937 the first of the Bf 109s began to arrive. It is unclear which exact version was first issued for service, these were either version A or B. Author  Lynn R. ( Messerschmitt Bf 109 Part-1: Prototype) mentioned that the first aircraft used were of the A version. He indicated that this was the case for several reasons, one of which was the use of only two machine guns. In addition, these were not equipped with the later-developed automatic cycling gun mechanism, which alleviated ammunition jam and misfeed issues.  In total, at least 16 aircraft of the early Bf 109 would be sent in this shipment. Sources like R. Jackson (Messerschmitt Bf 109 A-D series) mentioned that only the B version was used in Spain.

During the Spanish Civil war, initially only smaller quantities of Bf 109A and B were available for service. (me109.airwar1946.nl)

In March 1937, with the arrival of the first group of the new Bf 109, two fighter groups were formed. These were the I and II/Jagdgruppe J.88 under the command of Lieutenant Günther Lützow. Interestingly, these aircraft were initially to be given to JG 132 stationed at Döberitz-Elsgrund. Due to the urgent need to reinforce the Condor Legion, JG 132 pilots with the Bf 109 were transported to Spain instead. Besides markings, they also received numerical designations beginning with 6-1, 6-2, and so on. The precise method which was used to determine the numbering designation is not clear. For example, the V3, which arrived second, received the 6-2, and later 6-1 designation. The Bf 109 that served with the Condor Legion received a large black circle on the fuselage for identification. Two additional black circles with a large white “X” were painted on the wings. An additional black X was painted on the rear tail.

The Bf 109 that saw service during the Spanish Civil War could be easily distinguished by their unique markings. Those received a large black circle marking on the fuselage. Two additional black circles with a large white “X” were painted on the wings. An additional black X was painted on the rear tail. ( www.luftwaffephotos.com)

Initially, it was planned that the Germans would act as instructors for their Spanish allies. As the Spanish had problems piloting the newly supplied aircraft, many German instructors would themselves see extensive combat action during the war.

Lützow was also the one who achieved the first kill of the Bf 109B that was used in Spain. He managed to shoot down a Republican I-15 on the 6th of April 1937. Three more victories were achieved during that month. At the end of April, the II.J/88 provided protection for bombers that raided the small town of Guernica. Initially, the few Bf 109 that were available did not have much effect on the war efforts of the Nationalists. The Republicans had nearly 150 modern Soviet fighters and thus had a clear advantage. During the heavy fighting at Madrid in July 1937, the Bf 109 engaged the enemy I-16’s for the first time in the conflict.

In July of 1937, a Bf 109 from the II.J/88, managed to shoot down three SB-2 bombers, one Aero A.101 light bomber, and three I-16. But the J.88 also suffered its first casualty of the war, a Bf 109B which was piloted by Guido Honess was shot down by an I-16 on the 12th of July. On the 17th, another Bf 109 was shot down but the pilot Gotthard Handrick managed to survive. The next day, another Bf 109 was lost but the pilot was only lightly wounded.

In August 1937, the Nationalists launched an offensive toward Republican-held positions around Santander. The heavy fighting that lasted up to October saw extensive use of air forces on both sides. The Nationalists were reinforced with the I.J/88 under the command of Harro Harder. By late October this commander managed to bring down 7 enemy aircraft. At the end of 1937, an incident of note occurred where a Bf 109A piloted by Otto Polenz was forced to land on Republican-held territory. His aircraft was captured almost intact and shipped to the Soviet Union for examination. During the German Invasion of the Soviet Union in 1941, this particular aircraft would be recaptured.

The captured Bf 109A was shipped to the Soviet Union for examination. Ironically it would be recaptured by the Germans in 1941. (Lynn R. (1980) Messerschmitt Bf 109 Part-1: Prototype to ‘E’ Variants, SAM Publication)

On the 16th of December, the Republicans launched an offensive toward the city of Teruel. Given the severe winter, the J.88 was unable to provide air support and the city fell to the Republicans.  From late January and early February on, thanks to better weather, the German Bf 109s were once again active. On the 7th of February 1938, Wilhelm Balthasar managed to alone shoot down four SB-2 bombers alone during one flight. He too was forced to a harsh landing having received numerous hits by the bomber’s defensive fire, but Balthasar survived the landing.

By April 1938 the Nationalists realized that a direct attack on Madrid would be almost impossible without heavy casualties, and decided on another approach. They instead focused on the southern parts of Spain. The J.88 too was repositioned there and took on the enemy aircraft. Several Bf 109s were lost during this time, but most of these were either to mechanical breakdowns or pilot errors. For example, on one occasion two Bf 109s collided in midair on the 4th of April. While one pilot was killed, the second managed to escape by using a parachute. The following month saw extensive fighting on the ground and in the air. The Bf 109 pilots, thanks to their better machines and experience, achieved a series of victories over their opponents. On one occasion in late July 1938, three squadrons of Bf 109 took on a group of 40 I-15 and I-16. After a long engagement, the enemy lost six planes, while the Nationalists lost none. The Germans pilots were achieving so many victories that they had to invent excuses in order to not be sent back to Germany. According to official regulations, once a pilot had achieved 5 kills, he was to be replaced by another pilot. This regulation was clearly ignored as pilots like Werner Molders achieved some 14 victories. Other pilots were also very successful, Otto Bertram achieved four victories during August. While Werner Molders scored 8 victories through this period. During 1938, an additional 26 Bf 109B-1 with coded numbers, ranging from 6-19 to 6-45 arrived in Spain.

By early 1939, the Nationalists managed to gain almost complete air supremacy, thus air to air combat became a rare event.  The J.88 aircraft were from this point on mostly used for ground attack operations. The last J.88 air victory of the war was achieved on the 5th of March when an I-15 was shot down. Out of some 130 Bf 109s that saw service in Spain, between 20 to 40 aircraft were lost (depending on the source). Not all were lost in air combat, most were lost due to mechanical breakdowns, pilot errors, or hard landings.

While the Republicans would fly in loose formations with any proper tactics, the Germans would employ a so-called Schwarm (swarm) tactic. This basically consisted of using a group of four aircraft, which would fly in a reverse ‘V’ shaped formation, with some 200 meters separating each aircraft. When attacking, these would be divided into two groups of two aircraft. Which were intended to provide each other with cover in the event enemy fighters gave chase.

In German Service

While the Bf 109 was initially used for various tests and participated in sporting events, these aircraft were soon allocated to Luftwaffe units. The first such unit to receive the Bf 109 B-1 was the Jagdgeschwader (fighter squadron) JG 132 in February of 1937, being supplied with 25 aircraft. Due to some delays in production, the second unit equipped with the Bf 109, II./JG 234, was formed nearly nine months later. In early 1938, the production of the Bf 109 was greatly increased which provided a sufficient number of aircraft to equip additional units.

The early Bf 109s were prepared to see potential action during the political crisis regarding the German relationship with Austria and later Czechoslovakia. Even by the end of 1937, the pressure on Austrian politicians was great as the Germans wanted to install a more friendly government. All these political machinations ended in March 1938 when German troops entered Austria without any resistance.

The German request for territories belonging to Czechoslovakia was initially met with fierce resistance from the Western Allies, France, and the United Kingdom. These tensions could have easily cascaded into open war. This particularly caused huge concern in the RLM, as the German Air Force was not yet ready for a war. The situation was so desperate that even some He 112 were accepted for service. In the end, the Western Allies backed down, not willing to go to war, and allowed the Germans to take disputed Czechoslovakian territory.

As the new and improved models of the C and D versions began to be available, the Bf 109B were slowly being allocated to secondary roles, such as training. In this role, some would survive up to 1943. By the time of the invasion of Poland in September, the majority of Bf 109 in use were the D version, with ever-increasing numbers of the new E version. While some Bf 109B were still present in frontline units, their fighting days were over.

Production

For the upcoming Bf 109 production, initially BFW AG was responsible. As it lacked production capabilities given that it was already under contract (made earlier with RLM) to build several other aircraft types, another solution was needed. When BFW AG completed all previously ordered aircraft, it was to focus its production capabilities on the Bf 109.

To increase overall Bf 109 production, other manufacturers were also contracted. Some 175 were built at Erla Maschinenwerk from Leipzig, with 90 more by Fieseler, and only 76 aircraft by BFW. The production run of the Bf 109A lasted from December 1936 to February 1937.  In 1937 some 341 Bf 109B would be built.

Production Versions

  • Bf 109 V –  Prototypes series aircraft
  • Bf 109 A –  Proposed production version built in small numbers
  • Bf 109 B-0 – A small pre-production series
    • Bf 109 B-1 –  Production version
    • Bf 109 B-2 –  Slightly improved B-1 version incorporating a new propeller. Note that the existence of this particular version is disputed in sources.

Surviving Aircraft

Today only one Bf 109B-0 V-10 is known to have survived. Given its rather low production numbers, this is not surprising. It is in a private collection of the “Bayerische Flugzeug Historiker” Oberschleissheim in Munich, Germany.

Conclusion

Despite focusing mainly on civilian aircraft, Messerchmitt and his team of engineers managed to design a fighter that bested all the other well-established manufacturers for Luftwaffe’s new fighter program. The Bf 109 was inexpensive to build and possessed good overall flight capabilities. While a good design, there was plenty of room for improvement, mainly regarding its armament and engine, which would be greatly improved in subsequent iterations.

Me 109B-1 Specifications

Wingspans 9.9 m / 32  ft 4  in
Length 8.7 m / 28  ft 6 in
Height 2.45 m / 8 ft
Wing Area 16.4 m² /  174 ft²
Engine Jumo 210D
Empty Weight 1,580 kg / 3,483 lbs
Maximum Takeoff Weight 1,955 kg / 4,310 lbs
Maximum Speed 450 km/h / 280 mph
Cruising speed 350 km/h / 220 mph
Range 690 km / 430 miles
Maximum Service Ceiling 8,200 m
Crew 1 pilot
Armament
  • Initially three 7.92 mm MG 17 machine guns, later changed to four same type machine guns

Illustrations

Credits

  • Written by Marko P.
  • Edited by Stan L. Henry H.
  • Illustrations by Hansclaw

Source

  • D. Nesić  (2008)  Naoružanje Drugog Svetsko Rata-Nemačka. Beograd.
  • D. Monday (2006) The Hamlyn Concise Guide To Axis Aircraft OF World War II, Bounty Books.
  • R. Jackson (2015) Messerschmitt Bf 109 A-D series, Osprey Publishing
  • J. R. Smith and A. L. Kay (1972) German Aircraft of the WW2, Putham
  • R. Cross, G. Scarborough and  H. J. Ebert (1972) Messerschmitt Bf 109 Versions B-E Airfix Products LTD.
  • J. R. Beaman and J. L. Campbell (1980) Messerschmitt Bf 109 in action Part-1, Squadron publication
  • Lynn R. (1980) Messerschmitt Bf 109 Part-1: Prototype to ‘E’ Variants, SAM Publication
  • http://www.warbirdsresourcegroup.org/LRG/luftwaffe_messerschmitt_bf109.html

 

Messerschmitt Me 163C

Nazi flag Nazi Germany (1944)

Rocket-Powered Interceptor Fighter: Reached Prototyping Stage

A diagram of the improved rocket interceptor. (Nevingtonwarmuseum)

When the Me 163B entered service, it was a unique aircraft by virtue of its rocket engine. It was used as a short range interceptor for German air defense, and while it could achieve extremely high speeds, its overall design left much to be desired. These faults included a highly restrictive view from the cockpit, a lack of retractable landing gear, and limited operational endurance. In order to address some of these issues,  Messerschmitt engineers developed the Me 163C.

 

History 

While the Me 163B Komet proved to be a remarkable design, it was quite dangerous to fly  and there was plenty of room for improvement.  In order to make the whole aircraft as cheap as possible, some limitations had been introduced. To save weight, the aircraft had rather small dimensions which, in turn, limited the fuel load that could be stored inside. This led to a limited powered flight time of fewer than 8 minutes. In combat operations, this proved to be insufficient, but there was little that the German engineers could do to improve this. Adding internal or external auxiliary fuel tanks was not possible given the design restrictions.

Me 163B rocket interceptor, accepted into limited service. (militaryimages.net)

The position and layout of the cockpit also offered a number of issues. Most importantly, it provided the pilot with a limited field of view behind his aircraft. Another issue was the lack of retractable landing gear. The Me 163 was instead forced to use a two-wheeled detachable dolly. This was intentionally done in order to reduce weight.

Once the aircraft was in the air, the dolly was jettisoned. There were accidents regarding this system when, for example, the dolly refused to be detached from the aircraft, or even worse, when it bounced off the ground and hit the aircraft from below. On landing, the Me 163 was to use a simple retractable landing skid, placed beneath the fuselage. After landing, the aircraft was immobile and became an easy target for enemy fighters. For this reason, a normal retracting landing gear unit was desirable, but once again for the same reason as the fuel load, this could not be implemented.

To redress the previously mentioned issues, engineers at Messerschmitt began working on an improved version, the Me 163C. It incorporated a longer fuselage, an improved cockpit, and had an engine with two combustion chambers. The development of this version likely started in late 1944 or early 1945.

Production and service

The precise development history, and how many aircraft of this version were built, are the subject of considerable speculation. The fact that there are no photographs of it complicates the matter further. Most sources mentioned that only a few incomplete airframes were built by the Germans. In some sources, for example B. Rose’s Secret Projects Flying Wings and Tailless Aircraft, it is mentioned that three prototypes were completed and flight-tested in early 1945.  Source E. T. Maloney and U. Feist on the other hand, mentions that only a few pre-prototype airframes were built by the time the war ended in Europe. So there are two completely different accounts in the sources.

Technical characteristics

The Me 163C, like its predecessor, was designed as a high-speed, rocket-powered, swept-wing, tailless aircraft. Given its experimental nature and its late development into the war, not much is known about its precise technical characteristics. Its overall construction would probably be similar to the previous version, with its fuselage being built of metal, and possessing wooden wings. The semi-monocoque fuselage was longer and was now 7 m compared to the original 5.84 m length.

The Me 163C was to be powered by an improved Walter 109-509C or an HWK 109-509A-2 rocket engine. In the case of the first engine, it could generate a thrust of some 1.500 kg.  An auxiliary HWK 509 rocket engine would be used to provide additional endurance once the aircraft reached its cruising altitude. The maximum speed of the Me 163C was estimated at 915 km/h while the operational range was 125 km.

While the introduction of retractable landing gear was desirable, the Me 163C was not to be equipped with one, but it still received some modifications in this regard. It was to have a fully retractable tail wheel located at the bottom of the tail assembly.

The cockpit was completely redesigned. It received a fully glazed bubble-type canopy. This offered the pilot a much improved all-around view. In addition, there were provisions for pressurization equipment.

The armament used on this aircraft is not quite clear in the sources. It would have consisted of either two 2 cm MG 151 with 100 rounds of ammunition for each cannon, two 30 mm MK108 cannons with 60 rounds, or less realistically, four 30 mm MK108 cannons with 40 rounds of ammunition.

Note the redesigned canopy, auxiliary engine, and extended fuselage. (www.walterwerke.co.uk)

Cancelation of the project

While the precise development of this aircraft is unclear, most sources agree on the reasons why it was not adopted, beyond the obvious end of the war. Basically, there were two main reasons for this. First, was the lack of landing gear. The Me 163C still had to take off and land using the take-off dolly and the landing skid. This was far from perfect as the dolly, as mentioned, could potentially damage the aircraft itself after release, and the use of a sliding skid made the aircraft immobile after landing. Lastly, the auxiliary engine only extended the operational flight by an additional 1-minute, which was deemed insufficient.  It was for these reasons that  the Me 163C would not be adopted, and instead the development of the much improved Me 163D was prioritized.

Conclusion

Given its experimental nature, it’s late introduction, and the disagreement between sources, it is quite difficult to make the final decision on the general properties of this aircraft. Given that the project was canceled by the Germans, it is likely that besides a few experimental prototypes, no actual production aircraft were be assembled. Regardless it served as a stepping stone for the next version, the Me 163D, which was built, but it too would not be adopted for service due to the end of the war.

Me 163C Specifications

Wingspans 32 ft 2 in / 9.8 m
Length 23 ft 1 in / 7 m
Height 3 m / ft  in
Wing Area 220 ft² /  20.41 m²
Engine Walther HWL 509C-1 liquid fuel  rocket engine with a max thrust of 1.500 kg
Empty Weight 4,850 lbs / 2,200 kg
Maximum Takeoff Weight 11,680 lbs / 5.300 kg
Maximum Speed 570 mph / 915 km/h
Operational range 78 mil / 125 km
Engine endurance 12 minutes
Maximum Service Ceiling 40,000 ft /  12,200 m
Crew One pilot
Armament
  • Two 20 cm MG 151 (100) / Two 30 mm MK108 cannons  60
The Me 163C Rocket powered interceptor.

Credits

  • Article written by Marko P.
  • Edited by  Henry H. and Medicman11
  • Ported by Marko P.
  • Illustrations by Carpaticus

Source:

  • D. Nešić (2008)  Naoružanje Drugog Svetsko Rata-Nemcaka. Beograd.
  • E. T. Maloney and U. Feist (1968) Messerschmitt Me 163, Fallbrook
  • M. Emmerling and J. Dressel  (1992) Messerschmitt Me 163 “Komet” Vol.II, Schiffer Military History
  • J.R. Smith and A. L. Kay (1990) German AIrcraft of the Second World War, Putnam
  • W. Spate and R. P. Bateson (1971) Messerschmitt Me 163 Komet, Profile Publications
  • M. Ziegler (1990) Messerschmitt Me 163 Komet, Schiffer Publishing
  • D. SHarp (2015) Luftwaffe secret jets of the Third Reich, Mortons Media Group
  • M. Griehl (1998) Jet Planes of the Third Reich, Monogram Aviation Publication
  • B. Rose (2010) Secret Projects Flying Wings and Tailless Aircraft, Midland
  • http://www.walterwerke.co.uk/walter/me163d.htm

 

Messerschmitt Me 163D Komet

Nazi flag Germany (1944)
Rocket-Powered Interceptor Prototype – 1 Built

The Me 163D prototype [luftwaffephotos.com]
The Me 163 showed to have great potential as a fast rocket-powered interceptor, but its design had some shortcomings. These included a limited view from the cockpit, lacking of landing gear, increased fuel storage, etc. The German companies Messerschmitt and later Junkers tried to resolve this by implementing a number of improvements to its design leading to the Me 163D of which only a few prototypes were built given the late start of the program.

History 

The Me 163 small size, while reducing the overall cost of the aircraft, enforced limitation of the fuel that could be stored inside which in turn led to a limited operational powered flight time of fewer than 8 minutes. In combat operations, this proved to be insufficient but no auxiliary tanks could be added to the Me 163 wings not inside of it. Another issue was the lack of proper landing gear. The Me 163 was instead forced to use a two-wheel dolly. Once the aircraft was in the air, the dolly was jettisoned. On occasion, there were accidents regarding this system when for example the dolly refused to be detached from the aircraft or even worse when it bounced off the ground and hit the aircraft from below. On the landing, the Me 163 were to use a simple retractable landing skid, placed beneath the fuselage. After landing the aircraft was immobile and essentially an easy target for enemy crafts.  For this reason, a normal retracting landing gear unit was desirable but once again due to Me 163 small size impossible to install.

To redress the previously mentioned issues engineers at Messerschmitt began working on an improved version named Me 163C. It incorporated a longer fuselage, extended cockpit, having an engine with two combustion chambers, and other modifications. The work on this version was rather slow and by war end not much was done on it besides a few incomplete airframes.

Illustration of a Me 163C aircraft, which was to replace the Me 163B. [walterwerke.co.uk]
One or two Me 163B prototypes had their fuselage extended in order if such modification was possible. [walterwerke.co.uk]
Parallel with the Me 163C development another project was carried out in early 1944 once again by Messerschmitt. This project was initially designated as Me 163D and was to have substantial numbers of improvements mostly regarding the overall shape of the aircraft, engine use, weaponry etc. For testing this new concept of substantially extending the aircraft fuselage if it was feasible at all. One or two (depending on the source) Me 163 (BV13 and BV18) was to be experimentally modified with an extended fuselage. In addition, experimental landing gear was also to be added. The testing of this rebuilt aircraft proved to be feasible and so the work on a fully built prototype began in earnest.

Name

The Me 163D project, due to Messerschmitt being simply overburdened with the Me 262 production, would instead be given to Junkers company. Once in their hands, the project was renamed Ju 248. The Me 163D obviously had an identity crisis as in late 1944 it was once again given back to Messerschmitt. Once back to its original designers, the project once again changed its name, this time to Me 263. As all three designations are basically correct for this aircraft, this article will use the original Me 163D designation for the sake of simplicity and to avoid any possible confusion.

First Prototype

Despite being originally designed by Messerschmitt, it was actually assembled in Junkers factories sometime during August 1944 or in early 1945 (the sources are not clear here). After that it would be returned to Messerschmitt where it was planned to examine and test its overall performance. While it was intended to have an increase in fuel capacity and an improved engine, the first prototype had actually no engine installed at that time. The Me 163D V1 (DV-PA) prototype was also provided with a new retractable tricycle landing gear which was to help with the mobility during the ground drive.

Given that no engine was fitted to the Me 163D, first flight testing was done as a glider, in late 1944. After these were conducted the prototype was in a series of wind-tunnel testings. The results of these two test trials (flight and wind tunnel) showed that the Me 163D was not capable of safely achieving dive speeds that were greater than its normal flight speed. In this regard, it was inferior to the original Me 163 aircraft which could achieve extensive dive speed but still managed to preserve good flight controls. The Messerschmitt engineers at this phase even considered redesigning the rear tail unit, but nothing came of it. The tricycle landing gear units did not offer good mobility on the ground, this was mainly due to it being too narrow. The Germans had plans to test using a parachute that was to be released during landing to help reduce the need for a long airfield. If this was tested or even installed on a Me 163D is unknown.

Technical characteristics

The Me 163D like its predecessor was designed as a high-speed, rocket-powered, swept-wing tailless aircraft. Given its experimental nature and its late development into the war, not much is known about its precise technical characteristics. Its overall construction would probably be similar to the previous versions, with a fuselage being built of metal and wooden wings.

The semi-monocoque construction fuselage was longer and was now 7.88 m ( 25 ft 10 in) compared to the original 5.84 m (9 ft 2 in) length. It had a good overall aerodynamic shape. The wings were swept to the back at a 19° angle, compared to the Me 163B 23.3° angle.

The Me 163D like its predecessor had wings that were swept to the back at a 19° angle. The fuselage had an excellent aerodynamic shape. [forum.warthunder.com]
The pilot cockpit received a new ‘bubble-shaped canopy. This provided the pilot with a much greater field of view. Given that it was intended to operate at great heights, the Me 163 D cockpit was to be pressurized and for this was bolted to the fuselage.

The Me 163D received a much better canopy which offered a much better all-around view. It was also completely pressurized so that the pilot could effectively fly it, on great heights. [forum.warthunder.com]
Interior of the Me 163D pilot cockpit. [forum.warthunder.com]
The Me 163D was to be powered by an improved Walter 109-509C rocket engine. It was provided by two combustion chambers.  While the sources are not clear if this engine was ever installed in the Me 163D, the estimated maximum speed was noted to be 950 km/h (590 mph) or up to 1,000 km/h (620 mph) depending on the source. It should also provide more economical consumption of fuel providing an operational range of some 160-220 km (100-140 mile) once again depending on the source. The operational flight endurance was increased from 7 minutes and 30 seconds to 15 minutes.

To overcome the previous Me 163B version’s lack of proper landing gear, the Me 163D was provided with the retractable tricycle landing gear. It consisted of a forward smaller and two larger wheels in the rear, just below the wing roots. All three of these retracted to the rear into the fuselage.

The fuel load consisted of 1040 liters (229 gallons) of T-Stoff and 492 liters of C-Stoff. The Me 163 was notorious for having only a limited endurance flight ofOnce the fuel was spent the pilots were to simply glide the aircraft back to the base.

The armament consisted of two 30 mm (1.18 in) MK 108 cannons, which were placed in the wing roots. Depending on the source the ammunition storage for each cannon ranged between 40 to 75 rounds.

Production

It is often mentioned in the sources that one complete and one partially complete prototype were built, by the war’s end. According to M. Griehl (Jet Planes of the Third Reich)  on the other hand, mentioned that at least three prototypes were built with less than 20 aircraft being in various states of construction when these were captured by the Allies in 1945.

Service

The limited operational test use of the Me 163D  and the German plans for it is not clear. Once again depending on the sources, there are mostly two versions. It appears that despite some faults in its design the Germans were willing to proceed with its further development. Given the end of the war, it should not be surprising that this was ever achieved. In another version, the work on the Me163D after some testing flight in February 1945 was officially terminated by the Luftwaffe officials. Mostly due to the fact that production of its unique and dangerous fuel is no longer possible.

The fate of these aircraft is not clear, given either information that these were either destroyed or captured by the Soviets. The latter option seems more likely as some sources suggest that the Soviets based on the Me 163D after the war developed their own version of it, the I-270. The project led nowhere and it would be abandoned.

    • Me 163D V1 – Completed prototype
    • Me 163D V2 –  Incomplete second prototype
    • Me 163D V3 –  Possible third prototype being built with additional 18 airframes

Conclusion

Given its experimental nature and its late introduction, it is quite difficult to make the final decision on the general properties of this aircraft. While it introduced some improvements in comparison to the previous version it also had issues regarding its reaching speed during dive flights. Despite offering the Germans a relatively cheap aircraft the whole Me 163 project by 1945 was essentially over given the general impossibility of production of its unique fuel. Nevertheless despite its downsides, the Me 163 whole series was certainly an interesting concept that had some merits that unfortunately for the Germans were never completely implemented.

Me 163D V1 Specifications

Wingspans 31 ft 2 in / 9.5 m
Length 25 ft 10 in / 7.88m
Height ft  in  /  3.17 m
Wing Area 192.6 ft² /  17.91 m²
Engine HWL 509  rocket engine
Empty Weight 4,400 lbs / 2,000 kg
Maximum Takeoff Weight 11,660 lbs / 5.300 kg
Maximum Speed 590 mph / 950 km/h
Operational range 100 mil / 160 km
Engine endurance 15 minutes
Maximum Service Ceiling 52,480 ft /  16,000 m
Crew One pilot
Armament
  • Two 30 mm MK108 cannons

Gallery

Artist Conception of the Me 163C – by Carpaticus

Artist Conception of the Me 263 – by Carpaticus

Credits

  • Written by Marko P.
  • Edited by Henry H. & Ed J.
  • Illustrated by Carpaticus

Source:

  • D. Nešić (2008)  Naoružanje Drugog Svetsko Rata-Nemcaka. Beograd.
  • E. T. Maloney and U. Feist (1968) Messerschmitt Me 163, Fallbrook
  • M. Emmerling and J. Dressel  (1992) Messerschmitt Me 163 “Komet” Vol.II, Schiffer Military History
  • J.R. Smith and A. L. Kay (1990) German AIrcraft of the Second World War, Putham
  • http://www.walterwerke.co.uk/walter/me163d.htm
  • W. Spate and R. P. Bateson (1971) Messerschmitt Me 163 Komet , Profile Publications
  • M. Ziegler (1990) Messerschmitt Me 163 Komet, Schiffer Publishing
  • D. SHarp (2015) Luftwaffe secret jets of the Third Reich, Mortons Media Group
  • M. Griehl (1998) Jet Planes of the Third Reich, Monogram Aviation Publication

Messerschmitt Me 163A Komet

Nazi flag Nazi Germany (1943)
Rocket Powered Fighter – 10 Built

The first operational Me 163 prototype. [luftwaffephotos.com]
During the Second World War, the Luftwaffe experimented with a number of unorthodox designs. This included a handful of rocket-powered aircraft, like the Me 163. This particular aircraft was created thanks to the somewhat unexpected combination of two different projects. One was the airframe designed by Alexander Martin Lippisch, and the second was the rocket engine developed by Helmuth Walter. Following the testing of the first prototypes, a small series of some 10 aircraft were built that were mainly used for testing and training.

Alexander Martin Lippisch and Helmuth Walter

The history of Me 163 was closely related to the work and design of aircraft engineer Alexander Martin Lippisch and rocket development pioneer Helmuth Walter. Lippisch was somewhat unorthodox in his aircraft design work, to say the least. He was quite interested in the development of gliders and later aircraft that were either completely lacking a tail unit or of an all-wing configuration.

In 1921, Lippisch, together with a colleague, participated in the formation of the so-called Weltensegler GmbH (World Glider Ltd.) company. At that time, the Germans were prohibited from developing and building military aircraft. The Germans worked around this prohibition by instead focusing on gliders and civilian aircraft which if needed would be quickly converted for military use, and conducted secret experiments. While glider development may seem like a waste of effort, it actually provided the Germans with an excellent foundation on which they managed to develop the Luftwaffe during the 1930s, becoming a formidable force at the start of the war. In 1925, Lippisch joined Rhön Rossitten Gesellschaft RRG, where he soon began working on his first glider. It was named Storch I, and incorporated his unusual all-wing design.

Over the years, Lippisch also became interested in rocket technology. With assistance from Fritz von Opel, Lippisch managed to build a rocket-assisted glider. This contraption was flight tested in June 1928. This was actually the first-ever rocket-assisted flight in the world. While initially successful, the glider crash-landed, and caught fire. The plane would be lost in the accident.

This accident did not prevent Lippisch from experimenting with rocket-powered all-wing gliders. He focused his work on a powered version of his Storch V glider. For this project, he used an 8 hp DKW engine. His work was successful and he managed to find investors who were willing to provide funds for the project. This led to the development of the Delta I all-wing aircraft during the late 1920s, and it was followed by Delta II, III, and IV.

Lippisch Delta I prototype. [aviastar.org]
Following this, Lippisch joined the Deutsche Forschungsinstitut DFS, where he worked as an engineer. There, he developed a series of new glider designs, like the DFS 40. In 1938, the work of Helmuth Walter came to his attention. Walter was a young scientist who was highly interested in rocket propulsion. He managed to gain military funding, which greatly helped in his work. In 1937, he even managed to gain attention from the Reichsluftfahrtministerium RLM (German Air Ministry). The RLM formed a Sondertriebwerke (Special Propulsion System Department) with the aim of experimenting with rocket engines in the aircraft industry. While this department was mainly focused on developing rocket engines for short take-off assistance, Walter desired a more prominent role in rocket propulsion. He intended to develop a rocket engine that could replace standard piston engines. Walter managed to develop such an engine, named Walter TP-1, which was fueled by the so-called ‘T-Stoff’ (hydrogen peroxide) and ‘Z-Stoff’ (water solution of either calcium or sodium permanganate). His engine design would be tested in 1939 on the He 176. However, the final results were disappointing and the engine did not go into production.

The DFS 194 predecessor

Lippisch and his design team began working on a new project incorporating the Walter rocket engine. Initially, the project was designated simply as Entwurf X (Design X), before being changed to 8-194 and finally DFS 194. Work on the prototype came to a temporary halt as the DFS lacked proper production capabilities to finish the aircraft. To keep the project going, the RLM instructed Messerschmitt to provide the necessary manpower and production support.

Given the small chance of progression in the DFS and in order to increase the speed of the project, Lippisch and his team moved to Messerschmitt’s base at Augsburg at the start of 1939. He also tried to negotiate with Heinkel for the production and development of the DFS 194 project, but nothing came of this. At Augsburg, Lippisch and his team worked in Messerschmitt’s newly formed Department L (which stands for Lippisch).

The DFS 194 prototype served as the base for the future Me 163. [nevingtonwarmuseum.com]
The first calculations were promising, as the plane would be able to reach a speed of 550 km/h (342 mph). Once completed the DFS 194, was transported to the secret German rocket test center at Peenemunde-West Airfield during the summer of 1939. During ground tests, it was noted that the engine installation was poorly designed and too dangerous to be actually flight tested. Instead, it was decided to use the design as a glider. Surprisingly, despite this huge setback, production orders for three prototypes were given. Initially, these were designated simply as Lippisch V1, V2, and V3, but would be renamed to Me 163A V1 to V3. This was mainly done to mask the true purpose of this aircraft, as this was the name given to an older, rejected Bf 163 Messerschmitt reconnaissance aircraft project.

The Me 163A Prototype Series

The RLM was not satisfied with the general design of the engine compartment initially tested on the DFS 194. They requested that for further Me 163 development, it would need to be substantially changed. In addition, the engine was to be replaced with the Walter R II-203 engine. This engine was to have a manually regulated thrust ranging from 150-750 kg of thrust (330-1,650 lbs). The engine compartment was also to be completely redesigned in order to have easy access to the main components for maintenance.

Following the start of the Second World War in September 1939, the work on the Me 163 slowed down but still went on. The first unpowered flight by the Me 163 V1 prototype, in some sources marked as V4, (KE + SW) was carried out during early 1941. This prototype was towed by a Bf 110 heavy fighter. Once at a sufficient altitude, the V1 was released. During the test flight, the pilot, Heini Dittmar, managed to reach a speed of some 850 km/h (528 mph) during a dive. While this was a great starting point for the project, Hitler, following military victories in Poland and in the West, ordered that funds for such projects be reduced. In the case of the Me 163, this meant that only two more additional prototypes were to be built.

Side view of the Me 163 V1 (V4).[luftwaffephotos.com]
In May 1941, a wooden mock-up of a Me 163 was completed, which was then transported to the Walter Werke. Once there, it was to be equipped with the R II-203 engine. Once the first prototype was fully completed and equipped with this engine, the first tests were carried out at Peenemunde-West in August 1941. The test pilot was once again Heini Dittmar. After a series of test flights that lasted from August to September 1941, the Me 163 prototype showed promising results. The pilot managed to reach top speeds of 800 km/h (500 mph). At this time, the second V2 prototype was also equipped with a rocket engine and used in various test flights. Ernst Udet, Director-General of the Luftwaffe, was highly impressed with its performance. He even gave orders that an additional 8 prototypes were to be built, bringing the total to 13 at this time.

Once the prototype was equipped with the R II-203 engine, the first tests were carried out in August 1941. These proved to be highly successful, which led to an increase in interest for the Me 163 project. [Spate & Bateson]
At the start of October, Heini Dittmar said that, in order to fully test the Me 163’s flying performance, the fuel load had to be increased. On his personal insistence, the V3 (CD + IM) prototype, was fully fueled. This is according to W. Spate and R. P. Bateson (Messerschmitt Me 163 Komet). Other sources like M. Griehl (X-Planes German Luftwaffe Prototypes 1930-1945) this aircraft was described as being the V8 prototype instead. On the 2nd of October 1941, he took to the sky, initially towed by a Bf 110. At an altitude of 3,960 meters (13,000 ft), Dittmar activated the engine. After reaching a speed of 965 km/h (600 mph), he lost control of the aircraft as the result of compressibility effects. The prototype began a rapid descent toward the ground. He then switched off the engine, which enabled him to regain control, after which he landed safely on the ground. Later analysis of the flight indicated that Dittmar managed to reach a speed of 1002 km/h (623 mph). As the whole project was undertaken under great secrecy, this success was not published at the time.

The Me 163 in the middle was the aircraft that Heini Dittmar flew when he reached a speed of 1002 km/h (623 mph). [Spate & Bateson]
Following these events, the Me 163 project got a temporary boost in prominence, with Herman Goring himself placing great interest in it. Ernst Udet additionally placed an order for 70 new Me 163 airframes together with engines for the B version in October 1941. A month later, things changed dramatically for Me 163 after Udet committed suicide. His replacement, Erhard Milch, was less interested in unconventional aircraft designs, like the Me 163. Work on the project nevertheless continued.

A breakup with Messerschmitt

While the Me 163 project was underway, relations soured between Willy Messerschmitt and Lippisch. Messerschmitt personally disliked the Me 163, partly due to its unique overall design, but also given that he was not involved in its development. By 1943, Lippisch left Augsburg and moved to Vienna. While not physically present in the design bureau, he tried to maintain contact with the Me 163 development team at a distance.

In the meantime, Messerschmitt was unwilling to be involved in the Me 163 project, under the excuse that his company was already overburdened with the production of other aircraft. For this reason, the production of further Me 163 aircraft was instead given to Klemm Leichtflugzeugbau, a relatively small aircraft company owned by Hans Klemm.

Production of the A-0 series

While the V1 prototype was mainly used for initial testing, the V2 would serve as a base for the A-0 series. An initial order for ten A-0 aircraft was previously given to Messerschmitt, but only seven were completed. The remaining three aircraft were actually completed by the Klemm factory. These were all completed from 1941 to 1942. The number of prototypes built is not clear in the sources. The numbers range from 1 to 8 prototype aircraft. According to S. Ransom and H.H. Cammann (Jagdgeschwader 400), while three prototypes were meant to be built initially, not all met the requested specifications, except one, which received the V4 designation. Author M. Griehl (Jet Planes of the Third Reich) on the other hand noted that the V4 was the first prototype. He explained that the previous three prototypes were actually related to the initial Bf 163 reconnaissance project that was rejected.

In-Service

Of the 10 built Me 163 A-0 planes, not all were equipped with fully operational engines. A number of them were instead operated as unpowered gliders. This version was not intended for combat operations and was mainly used for crew training and further experimentation.

At the end of November 1943, the V6 aircraft was lost in an accident with the loss of the pilot. In another accident at the end of 1943, another pilot died when the engine stopped working during a takeoff. While the pilot tried to turn back for a landing, having limited control, the aircraft hit a ground station radio antenna before hitting the ground and exploding. It was discovered in an investigation that the undercarriage dolly bounced off the ground much higher than usual, and struck the aircraft, damaging the rocket engine. Some prominent pilots, like Hanna Reitsch, actually had the chance to flight-test the Me 163 aircraft. At least one aircraft was still operational by February 1945 and was used for testing the 55 mm R4M rockets by Erprobungkommando 16.

Me 163A at Peenemunde, 1943. [Ransom & Cammann]
At least one Me 163A survived up to February 1945. It was used by Erprobungkommando 16 (Eng. testing or evaluation-coomand) in Silesia to test the 55 mm R4M rockets. This unit had the primary function of testing and examining the newly built Me 163 and helping in the development and improvement of its overall design. Besides these, no other armament was installed on the Me 163 A series. Source Source: W. Spate and R. P. Bateson Messerschmitt Me 163 Komet

Technical Characteristics

The Me 163A was a high-speed, rocket-powered, swept-wing, short fuselage, mixed-construction tailless aircraft. The Me 163A fuselage was built using metal, divided into three sections, the front cockpit, central fuel tank, and the aft engine compartment.

The wooden wings had a very simple design consisting of two spars covered in thick fabric. If needed, the wings could be detached from the fuselage for transport. At the wings’ trailing edges ailerons were placed, which the pilot during flight used for pitch and roll. The wing area was 17.5 m² (57.4 ft²). The tail did not have the standard horizontal stabilizers, instead of having a single large vertical stabilizer. Despite this, no major problems during flights were ever noted on the Me 163A.

For the pilot to enter the cockpit he was provided with a ladder placed on the left side of the aircraft. The cockpit canopy opened upwards. Overall visibility was poor, and later versions would have an improved canopy. While it did offer some improvements for the pilot’s line of sight, it would not resolve the overall poor visibility of the aircraft. Given that the Me 163A was based on a DFS 194 glider, it was equipped with minimal instrumentation needed for the aircraft to be flown.

View of the Me 163A’s cockpit interior. [Spate & Bateson]
The Me 163A was powered by a single HWK R II 203 rocket engine, which gave 750 kg (1,650 lb) of thrust. The main fuel consisted of a mix of T and Z Stoff. These two chemicals were highly reactive, volatile, and prone to explosion. To avoid this, extensive preparation and security measures were necessary. The maximum speed this engine achieved was some 850 km/h (530 mph). This high speed was achieved to some extent thanks to the aircraft’s low weight. The empty weight was 1,140 kg (2,513 lbs) while the maximum takeoff weight was 2,200 kg (4,850 lbs).

Interestingly, in order to save weight, the Me 163 did not have a conventional landing gear unit. Instead, during take-off, it was provided with a specially designed two-wheel dolly. It would be jettisoned upon take-off. When landing on the airfield, the Me 163 used a retractable skid located beneath the fuselage.

Despite the A series having not been designed to have any weapon systems, at least one Me 163A was tested with the installation of the 5.5 cm (2.16 in) R4M air-to-air rockets.

Production Versions

  • DSF 194 – Prototype whose further development led to the creation of the Me 163
  • Me 163 Prototype Series– Prototype aircraft
  • Me 163A-0 – 10 Pre-production aircraft built

Conclusion

The Me 163A series, despite its unusual appearance and overall design, proved to be a rather successful aircraft. It had some shortcomings, mostly regarding its dangerous fuel load. Upon completion of successful testing, order for the Me 163B version was given.

Me 163A Specifications

Wingspans 8.85 m / 29 ft 3 in
Length 5.25 m / 17 ft 2 in
Height 2.16 m / 7 ft 8 in
Wing Area 17.5 m² / 57.4 ft²
Engine One HWK R II 203 rocket engine with 750 kg (1,650 lbs) of thrust
Empty Weight 1,140 kg / 2,513 lbs
Maximum Takeoff Weight 2,200 kg / 4,850 lbs
Maximum Speed 850 km/h / 530 mph
Crew 1 pilot

Gallery

Me 163A – Illustrated by Carpaticus

Credits

  • Written by Marko P.
  • Edited by by Ed Jackson & Henry H.
  • Illustrations by Carpaticus

Sources

  • D. Nešić (2008) Naoružanje Drugog Svetsko Rata-Nemcaka. Beograd.
  • W. Spate and R. P. Bateson (1971) Messerschmitt Me 163 Komet , Profile Publications
  • M. Ziegler (1990) Messerschmitt Me 163 Komet, Schiffer Publishing
  • M. Emmerling and J. Dressel (1992) Messerschmitt Me 163 “Komet” Vol.II, Schiffer Military History
  • E. T. Maloney and U. Feist (1968) Messerschmitt Me 163, Fallbrook
  • S. Ransom and H.H. Cammann (2010) Jagdgeschwader 400, Osprey publishing.
  • D. Donald (1990) German aircraft of the WWII, Brown Packaging books ltd
  • D. Monday (2006) The Hamlyn Concise Guide To Axis Aircraft OF World War II, Bounty Books.
  • M. Griehl (1998) Jet Planes of the Third Reich, Monogram Aviation Publication
  • M. Griehl (2012) X-Planes German Luftwaffe Prototypes 1930-1945, Frontline Book

Avia S-199 in Israeli Service

Israeli flag Israel (1948-1949)
Fighter – 25 Purchased 

The Avia S-199 was a post Second World War fighter produced in Czechoslovakia. A total of 532 airplanes of different versions were built and used by the Czechoslovenské letectvo (Czechoslovak Air Force) from 1947 to 1955, and 25 planes were used by the Israeli Air Force (IAF) of the newly formed State of Israel between 1948 and 1949.

An Avia S-199 of the Israeli Air Force. Source: m.calcalist.co.il

After the Second World War, the fate of many European Jewish survivors of the Holocaust was bleak. Some returned to their homes across war-ravaged Europe, starting their lives from scratch. Others, who had lost entire families in the concentration camps or had lost everything for the war, decided to move to Palestine to establish the State of Israel.

Many of these, however, were blocked at the border of Palestine by the British, who were worried that the thousands of Jewish migrants could overrun the region. Others still ended up in British camps for displaced persons in Cyprus.

Some World War II veterans of different nationalities, Jewish or not, decided to take matters into their own hands. One such person was Lou Lenart ,who had lost 14 relatives in concentration camps, who wanted to retaliate and help displaced persons by joining the Haganah, an Israeli military organization, and becoming a so-called ‘Mahal’ ,Mitnadvei Hutz LaAretz’ or “volunteer from abroad”. During the Independence War, the Mahal numbered about 3,500 persons from 58 different countries. At the start of the hostilities, of the 18 fighter pilots of the Haganah, 15 were Mahal.

Czechoslovakian Necessity

After World War Two, Czechoslovakia had a shaky democracy dominated by communists, many of whom were of Jewish descent and pro-Zionist, despite discrimination and oppresion of Jewish people by the Soviets.

Czechoslovakia had found itself in possession of a large quantity of German weapons, many of which had been produced under occupation within its borders. Some types remained in production after the war ended with raw materials left in warehouses and factories or surrendered by the Anglo-Americans.
The Czechoslovakian arms stockpile would continue to grow as its soldiers returned, often with foreign supplied weapons.

Czechoslovakia was looking for a way to restore its economy, which was at an all-time low after the German occupation and the destruction caused by the war. Selling weapons was an excellent way to do this.

Mutual Aid

The Czech delegation to the UN voted for a Jewish state only a few months before a communist coup turned Czechoslovakia into a Soviet satellite state. Czechoslovakia then became one of the most important partners in helping arm the Jewish people.

Surplus German and Czech arms from World War II were purchased by the Czechoslovakian government and shipped to Palestine. Not only did they provide light weapons, but the country became a center for all forms of material aid.

While light weapons were important, the Israelis needed tanks and an air force to counter neighbouring Arab armies. All of this aid incurred a huge financial burden for the Czechs. Joseph Stalin allowed support to continue after the Czechoslovak communist coup, not so much as to support the Israelis, but to undermine the British Empire. The first contract was signed on January 14th, 1948 by Jan Masaryk, the Czech foreign minister.

The contract included 200 MG 34 machine guns, 4,500 K98 rifles, and 50,400,000 7.92 x 57 mm Mauser rounds for these rifles and machine guns.

Syria also purchased a quantity of weapons from Czechoslovakia for the Arab Liberation Army, but the shipment arrived in Israel due to the intervention of the Haganah.

After the communist coup in Czechoslovakia in February 1948, military support for the nascent state of Israel increased temporarily. However, Stalin’s brief policy of support for the state of Israel soon faded, and in the wake of the Tito-Stalin split, all Communist parties had to put their foreign policy on par with that of the Kremlin in order to prove their loyalty. In this context, the Czechoslovakian communists put an end to arms sales to Israel.

The first shipment of 200 rifles, 40 MG 34 machine guns and rounds landed secretly on the night of March 31st-April 1st 1948 at an improvised airport in Beit Daras on an American Douglas C-54 Skymaster cargo plane. The second larger shipment, covered with onions and potatoes, consisting of 450 rifles, 200 machine guns and rounds, arrived at the port of Tel Aviv aboard the merchant ship Nora on April 2nd, while a third shipment of ten thousand rifles, 1,415 machine guns and rounds reached Israel by sea on April 28th. Finally, the Haganah command had a stockpile of thousands of small arms on hand, but, as mentioned, other equipment was also needed to create an air force and armored units.

The Aircraft

In the final phase of the Second World War, it was decided that the factory of the Avia company located in Prague-Cakovice would assemble the Messerschmitt Bf109G-6, Bf109G-14 fighters and the Bf109G-12 two-seater trainer aircraft for the needs of the Luftwaffe. This production was based around components supplied by German factories.

After the war, a large stock of remaining spare parts was left and it was studied, along with the original blueprints, by the new authorities in order to begin local production of the aircraft. With the remaining spare parts, some aircraft were assembled, but there was a shortage of engines.

On 31st July 1945, at about 15:30, the ammunition depot at Krásný Březno exploded, killing 27 people and injuring several dozen more. The explosion and subsequent fire destroyed the depot, including the chemical plant buildings. The explosion was interpreted as being a result of sabotage carried out by the local Germans. In retaliation, the locals carried out the Ústí Massacre, killing about 80-100 ethnic Germans.

In addition to munitions, the warehouses that exploded also contained almost all Daimler-Benz DB 605 engines available in Czechoslovakia.

As a result, the Czechoslovak Air Force had to equip the aircraft with the Junkers Jumo 211 F-12 engine ,produced in Czechoslovakia as M-211F, of which there were several left after the war.

The Jumo 211 was not very suitable for installation on fighters, as it was originally intended only for bombers, such as the Heinkel He 111, Focke-Wulf Ta 154 and Junkers Ju 87. It was less powerful and heavier than the Daimler-Benz DB 605 engine, at 720 kg and 1,350 hp versus the DB 605AM’s 700 kg and 1,775 hp (on the Bf109G-14 variant).

Engine maintenance on a Czechoslovakian Avia S-199. The enormous propeller is clearly visible. Source: valka.cz

In addition, the Junkers engines did not provide for the installation of synchronizers, so it was necessary for the Avia engineers to modify them to synchronize the turn of the propellers with the aircraft’s guns, and create a new propeller. The first Avia S-199 fighter ,C-210, took off on April 25th, 1947 from Prague-Kakovice airport, flown by test pilot Petr Široký. After solving some mechanical problems, the series production of the machine began almost immediately.

The Avia fighter differed from the original Messerschmitt Bf.109 only in terms of propulsion and armament. Because of the new engine, the engine cowling, propeller, and spinner were modified.

The armament of the S-199 consisted of two 13 mm Mauser MG 131 machine guns with 600 rounds above the engine, and either two 7.92 mm machine guns in the wings or two 20 mm MG 151 cannons mounted under the wings in gunpods.

Because of the new engine, the Czechoslovakian aircraft was inferior to the German Bf 109 G-10. The maximum speed of the S-199 was 590 km/h compared to 690 km/h of the Messerschmitt. The maximum altitude was 9,000 m compared to 11,000 m. The worst problem was the change in the center of gravity of the aircraft, which greatly complicated takeoff and landing.

An Avia S-199 of the Czechoslovenské letectvo. Source: smartage.pl

The S-199 had another serious defect: the machine guns placed under the engine hood were not always synchronized with the propeller, which led to serious accidents.

Several plants were set up for the production and assembly of the Avia S-199, the Prague Automobile Plant, Plant No. 2 of Avia, and the plants of the Aero company where they assembled the aircraft. Rudders and ailerons were supplied by Letecké Závody in Letňany. The Letov company in Malešice produced the M-211 engines and the propellers and spinners were manufactured in Jinonice.

A total of 450 S-199 single-seaters and 82 CS-199 two-seaters were produced for training purposes, of which 24 were later converted from single-seater fighters.

First Aircrafts

The Czechoslovaks helped create the Israeli Air Force by selling the nascent Israeli state 25 Avia S-199 fighter planes in 1948.

The agreed cost was 180,000 USD (~2 million USD adjusted for inflation) per aircraft, including armament, ammunition, spare parts, pilot training and support equipment. This was a disproportionate price for what was, by now, a mediocre aircraft. At that time, an American surplus P-51D Mustang was sold second hand for only 4,000 USD (~44,000 USD adjusted for inflation).

Unfortunately, due to the embargoes imposed on Israel, it would have taken weeks or months to find other offers, time that Israel did not have given the conflict with the neighboring Arab states. A few weeks could make the difference between destruction and survival for the new state.

David Ben Gurion, the Prime Minister of Israel, did not hesitate and gave the order to buy the planes and to send the pilots to training as quickly as possible. A contract was signed for 25 Avia S-199 at a total cost of 4.5 million USD (~50 million adjusted for inflation).

Pilot Training

The first 10 Israeli pilots departed from Sde Dov on 6th May 1948 and arrived at the Czechoslovakian air base in České Budějovice on May 11th, 1948. Of the 10 pilots, 2 were US volunteers and one was South African, these last three were veteran pilots of the Second World War, having served with the US Army Air Force and Royal South African Air Force respectively. The other seven were British or Palestinian Jews, some of which were World War II veterans, while others had only completed Royal Air Force training in Rhodesia in early 1945, failing to actively participate in World War II.

The first to fly the Czechoslovakian fighter was former Marine Corps pilot Lou Lenart. As soon as he started to gain speed, due to the larger propeller, the aircraft started to yaw to the left. He was aware of this problem but he was likely unable to do anything about it.

When he returned to the runway, he managed to take off after several attempts, having to fight against the plane to avoid going off the runway. After a few minutes, he returned to the airfield and the pilot again had to fight to keep the plane straight during landing.

When all 10 pilots made their first flights, they gave their impressions of the plane. None were positive. The landing gear was narrow and made the S-199 difficult to keep straight during take off due to the huge torque of the propeller. The plane was unwieldy and very hard to handle, the cockpit was cramped and the canopy was hard to open.

The Jewish volunteers discovered that the Czech pilots called the S-199 ‘Mezec’, which means “mule,” and they quickly understood why.

The Jewish volunteers were accustomed to spacious, agile and fast Allied fighters, such as the Spitfire, P-51D Mustang and P-47 Thunderbolt. The shock of flying an aircraft with completely different characteristics upset them, but the Avia was all they had and they had to make do.

IAF foreign pilots on an Avia S-199 in Israel. Some of them are US, British, Canadian and South African, Jewish and non-Jewish. Source: asisbiz.com

After only 4 days from the beginning of the training, on May 15th, the pilots of the Sherut Avir, Air Service in Hebrew, the ancestor of the Israeli Air Force, were recalled to Israel.

During training in Czechoslovakia, only five of the volunteers, those with World War II experience, had qualified to fly the Avia and none had flown it more than twice. The first S-199s were disassembled and loaded, along with other equipment, onto a Douglas C-54 Skymaster named Black-5. This plane landed on May 20th, 1948 at Be’er Tuvia, 40 km south of Tel Aviv, with the first disassembled Avia S-199, some bombs, Avia’s machine-gun rounds for the aircraft’s guns, artillery spare parts, and five fighter pilots who had “completed” their training in Czechoslovakia, American Lou Lanart, American Milton Rubenfeld (former RAF and USAF), South African Eddie Cohen (former RAF), Israeli Ezer Weizmann (former RAF) and Israeli Mordecai ‘Modi’ Alon (former RAF).

On the night between 23rd and 24th May 1948, one of the Douglas C-54 Skymasters carrying the fifth Avia for the fifth pilot crashed during landing due to poor visibility. The navigator, Moses Rosenbaum, died crushed by the fuselage of the Avia S-199 they were carrying, while the other three crew members were only injured.

Some sources report that the number of Avia S-199s that arrived in Israel was only 24. This could be a simple error or it could mean that Czechoslovakia delivered all the Avia but that the one that crashed on the night of May 23rd, perhaps because of the damage suffered, could not fly anymore and was used for spare parts.

Operational Use

The Israeli Air Force gave the Czechoslovakian fighter the nickname “סכין”, meaning “knife” in Hebrew. After being reassembled, the aircraft received the Israeli air force’s coat of arms and a number ranging from 100 to 125 for identification.

Aviator Rudy Augarten on board a Willys Jeep. In the background is the Avia S-199 D. 123 (123 .ד‎). Source: asisbiz.com

After the outbreak of hostilities, the war was going badly for the State of Israel, which had been invaded by anArab force composed of Egyptians, Syrians and Iraqis with the support of other nations such as Jordan and Lebanon. The Egyptian Army was advancing north along the Mediterranean coast, arriving less than 30 km from Tel Aviv.

Despite the fact that the Israeli engineers of the Givati Brigade had blown up the bridge over the Lachish river, the Egyptians continued to amass along the south bank of the river. It would take them a few hours to repair the bridge and they could arrive in Tel Aviv during the next day.

That evening, the last phases of the assembly of the first four aircraft had been completed in a hangar. An attack was being organized for the following days against the Royal Egyptian Air Force airport in El Arish, in order to take the REAF by surprise and announce in a very daring way the existence of the IAF.

Due to the proximity of the Egyptians to Tel Aviv, the Israeli pilots were ordered to take off with the only four S-199s that had arrived from Czechoslovakia. The planes had not yet been tested in flight, not all four had radios and those that had them did not work. The guns had never been tested, not even during the training of the pilots, who had flown on these fighters only twice.

Lou Lenart watches the ground crew during the final assembly of one of the four Avia S-199s, May 29th, 1948. Source: wikipedia.org

The four S-199s, piloted by Lou Lenart, Ezer Weizman, Modi Alon and Leonard Cohen, took off one hour before dark. Lenart, who commanded the unit, had never flown in Israel before, and he did not know where Ashdod, which was less than 15 km away from their airport, was located.

Anachronistically, he gestured to the other pilots the direction to go. Having clarified the direction to go, there was another problem, as the villages along the coast looked similar. Fortunately, columns of smoke were seen and, shortly afterwards, a column of Egyptian trucks and light armored vehicles was spotted stretching for more than a mile south of the Ashdod bridge. These belonged to engineering units trying to repair the bridge for the forces that were to take Tel Aviv the next day.

The pilots of the four planes attacked the column, which immediately dispersed. The Egyptians were not aware of the existence of an Israeli air force, lacked sufficient anti-aircraft weapons and, in some cases, had never seen an aircraft before.

The fighters swooped down on the Arabs, dropped the two 70 kg bombs they had and started to strafe the scattering soldiers. After a few shots, the guns jammed. In reality, the bombs and the following machine gun strafing did little damage. However, the psychological impact on the Egyptian troops was so devastating that, the next day, the order to attack Tel Aviv was cancelled. After that, the Egyptian offensive strategy became purely defensive.

During the attack, South African Leonard ‘Eddie’ Cohen’s Red Four plane was shot down by anti-aircraft fire. Cohen was the first loss of the Israeli Air Force. During landing, Modi Alon’s Red Two aircraft went off the runway and was damaged.

At 0530 hrs on May 30th, in order to take advantage of the surprise appearance of the IAF, the two remaining S-199s, piloted by Weizman ,Red 1, and Milt Rubenfeld,Red 3, attacked the village of Tulkarm in northern Israel, which controlled by a Jordanian-Iraqi force.

In this case as well, the real damage was insignificant but the psychological effect was devastating. A bomb had hit the police station where the Arabs were hiding themselves and 4 tanks were machine-gunned.

Rubenfeld’s plane was hit, probably by two anti-aircraft cannon shots, one in the wing and one in the fuselage. Due to the damage sustained by the aircraft, he could only return to the territory controlled by the Israeli Defense Force and then bail out at low altitude into the sea. He jumped from about 370 meters, but the parachute did not open properly and he fell into the water and was injured. He swam towards the shore, andafter two hours, he realized that the water in which he was swimming was very shallow and he had reached land.

He became the target of rifle shots from a nearby kibbutz, being mistaken for an Arab pilot ,the Israeli Air Force had remained a secret until the day before. He was then rescued and, after treatment, brought back by cab to Tel Aviv and then returned to the United States.

Ezer Weizmann sitting on the wheel of the landing gear of an Avia S-199 with the 101st Squadron’s coat of arms. Weizmann would become the seventh president of Israel some year after. Source: wikipedia.org

On May 30th, the unit was officially named the 101st Squadron or First Fighter Squadron, a name that was very impressive for a unit that had two fighters, one of which was operational, and four pilots, one of which was wounded.

On June 3rd, 1948, two Douglas C-47 Dakotas, escorted by two Egyptian Supermarine Spitfires, arrived from over the sea to bomb Tel Aviv. This practice had been ongoing for a long time and had cost the lives of hundreds of civilians in the city. The Egyptian tactic was to drop bombs out the back door onto the city below.

That day, late in the afternoon, 101st Squadron was alarmed that the Egyptian bombers were again on their way to Tel Aviv. Modi Alon took the only available S-199 and took off.
Arriving in the skies over the city, he spotted the two C-47s with two Spitfires escorting them.

Modi Alon first flew west over the Mediterranean Sea, thus being able to approach with the sun behind him. The enemy aircraft would thus have a hard time seeing him, a tactic RAF instructors in Rhodesia had taught him.

Arriving behind the first C-47, he hit it with a long burst of cannons and machine guns and sent it crashing to the ground. With a very risky maneuver, he passed in front of a Supermarine Spitfire and then turned around again to attack the second C-47 head-on.

The slow and clumsy Douglas tried to turn around to get rid of the attacker while the two Spitfires tried to line up the Avia, trying to hit it to defend the bomber.

Alon’s S-199 shots hit the second C-47, which crashed into the Mediterranean shortly after. Alon then pushed the throttle to full and sped away at top speed, without the Spitfires being able to hit it.

Alon’s Avia S-199 attack on the first C-47 in Tel Aviv’s sky on 3rd June 1948. Source: fly.historicwings.com

On June 8th, 1948, during his first mission aboard an S-199, Gideon Lichtman, who had trained for only 35 minutes aboard the Avia, flew the first dogfight of the war against an Egyptian Spitfire that was strafing civilians in Tel Aviv.

Lichtman didn’t even know which trigger to fire, so he kept pressing buttons, levers and switches until he found the right one, and chasing one of the Spitfires, he opened fire, shooting it down. The U.S. pilot was forced to land without fuel because he had only 40 minutes of fuel when he intercepted the enemy plane.

Gideon Lichtman left, Modi Alone (center) and Defence Minister Ben Gurion (right) in front of an Avia S-199. Photo taken the day when Gurion visited the 101 Squadron during the Independence War. Source: pinterest.com

Exactly one month later, on July 8, (some other sources claim 18 July) Modi Alon left with other 2 Avias to attack an Egyptian reinforcement column at Bir Asluj in the Negev Desert.
After the successful attack, on their way back Alon noticed two Egyptian Spitfires Mark VCs in flight, attacked them and managed to shoot down one of them which was the one of the Wing Commander Said Afifi al-Janzuri.

Although the career of the few Israeli Avias seemed good, due to its poor handling characteristics on the ground, no more than four planes were operational together, recalled pilot Mitchell Flint, veteran of the Pacific Campaign.
On the morning of July 9 Lou Lenart was ordered to attack the Egyptian air base of El Arish with four fighters. The fuel was low and the tanks could not be filled to capacity.
During takeoff the Avia S-199 number two piloted by ex-USAF aviator Stan Andrews swerved to the left during takeoff, flipped over and blocked the runway for 15 minutes causing the other fighters to consume fuel.

An Israeli Avia D. 107 (107 .ד‎). overturned on an airstrip side. Source: asisbiz.com

The three remaining operational S-199s running out of fuel hit the much closer Egyptian-controlled Gaza port.

Only two S-199s returned to base while the third, piloted by former USAF Bob Vickman, had not returned. Despite efforts Vickman was never found again.

The next day there was a similar situation, a pair of S-199s attacked two Syrian bombers near the Sea of Galilee. Ex-RAF pilot Maury Mann, shot down one of the two bombers within seconds while his South African ex-RAF wingman Lionel Bloch , in aircraft 108 .ד‎, attacked the second one chasing it as it retreated into Syria.That was the last time Bloch was seen, neither he nor his S-199 returned to base.

The next morning Sydney ‘Syd’ Cohen, a former South African medical student, member of 101 Squadron and future leader of the squadron, took off to search for Bloch or the remains of his plane.

Syd had spent more time training in Czechoslovakia so he realized that there was something wrong with the disappearance of two planes in two days, he acted on instinct and fired a very short burst with the machine guns mounted in the engine cowling.

When he landed, everyone noticed that all three propeller blades had bullet holes in them. The synchronizer was faulty, Vickman, Bloch and some thought also Leonard Cohen had all likely shot their own propellers while firing their guns.

On October 16, 1948, Airman Rudy Augarten, a former USAF pilot who had shot down two Messerschmitt Bf.109s during World War II, was on a reconnaissance mission over El Arish Air Base, which had been attacked the previous day. As he flew south toward the coast in the distance, he saw two Spitfires flying in formation.

Augarten followed the two Egyptian planes, trying not to be detected.
Augarten lined up with one of the Spitfires and fired a burst, sending the Egyptian plane plunging toward the Israeli lines. The other Spitfire, pursued by Augarten’s wingman Leon Frankel, fled the battle.

Rudy Augarten on the doorstep of the Airbase. Note the coat of arms probably cutted from the Spitfire he shooted down. He had the possibility to visit the site where its victim landed some days after it’s victory. Source: pinterest.com

That same day Alon and Weizmann departed at 1658 hrs for a mission near Ashdod where both had done the first IAF mission. After the success of the mission Alon had returned and during the approach to the runway he reported by radio that he had a problem with the landing gear, a common problem on Avias that was never solved. One or both of the pistons that lowered the struts would not extend fully. The Israeli pilots learned the hard way that they had to pull the nose of the fighter up and down to get the landing gear fully retracted into the wing.

While Alon was working out his problem, observers on the ground noticed something more troubling. A trail of gray smoke was coming out of his fighter’s nose.
Alon was told over the radio to check the temperatures of the plane’s various gauges. “They were fine” Alon replied seconds before his fighter crashed in flames next to the runway, killing him. His daughter born 6 months later could not meet him but served in the same squadron as her father.

From that moment on, the Avia S-199 were more and more rarely used by the Israelis.
Very few of them were still operational and, starting from September 25, 1948, about fifty ex-Czech Supermarine Spitfires IX were arriving in Israel, which would have been much more reliable.
The S-199 fighters flew with the Coat of Arms of the Israeli Air Force until June 1949.

The last surviving examples of Avia S-199 in Israel in the Isaeli Air Force Museum, the 120 .ד‎. during a takeoff in 1948 and today. Source: m.calcalist.co.il and asisbiz.com

The aircraft maintained the Czechoslovakian sand coloration but the Israeli Air Force coat of arms (Stars of David) were applied in light blue on a white circular background on the sides of the fuselage and on the wings, top and bottom.

Two views of the Avia numbered 106 .ד‎. The Israeli letter was written behind the David’s Star. Sources: asisbiz.com

During the first missions the Stars of David were painted without paying attention to size, but later they were painted in standard size. Behind the David’s Star there were three bends white-light blue-white and the Israeli identification number, from 100 .ד‎ to 125 .ד‎.

The Avia S-199 numbered 107 .ד‎ with a non standard dimensions David’s Star in the first weeks of war. Note that the star was painted between the number and the Hebrew letter ד‎. Source: asisbiz.com

In front of the propeller nosepiece (which was painted red or blue in some cases) was painted the 101 Squadron coat of arms, a skull with wings inscribed in a red circle.

From September 1948 the rudders were painted with red and white oblique lines but photographic evidence shows that not all aircraft received them, at least until December 1948.

At least one aircraft, towards the end of the war, was painted in two-tone camouflage, dark brown and sand yellow with the underside of the aircraft in Mediterranean blue.

The 123 .ד‎ at the Tel Mid airfield. Note the two tone camouflage and the identification number now painted bigger and in white. Source: asisbiz.com

Conclusion

The Avia S-199, although an extremely unreliable aircraft, was the first aircraft of the Israeli Air Force, the only one that at that time they could acquire due to UN embargoes.
During the 13 months of IAF service the Israeli pilots shot down a total of 8 Arab aircraft without losing a single Avia to Arab aircraft.
The major losses were due to mechanical problems of the aircraft leading to the conclusion that the Avia S-199s were more dangerous for the Israeli pilots than for the Arab pilots.

Avia S-199 Specifications

Wingspans 32 ft 6.5 in / 9,92 m
Length 29 ft 2 in / 8,98 m
Height 8 ft 5.9 in /2,59 m
Wing Area 54134 ft² / 16,500 m²
Engine 1x 1350 hp ( 790 kW ) M-211F V-12 inverted liquid-cooled piston engine
Empty Weight 6305 lb / 2,860 kg
Climb Rate 44.9 ft/s / 13.7 m/s
Maximum Speed 371 mph at 19685 ft / 598 km/h at 6,000 m
Range 534 mi / 860 km
Maximum Service Ceiling 37729 ft/ 11,500 m
Crew One Pilot
Armament
  • 2x 13 mm MG 131 machine guns
  • 2x 20mm MG 151/20 cannons

Gallery

Avia S-199 D. 115 (115 .ד‎) 101 Squadron (Tajeset) IDF Herzliya Sep 1948
Avia S-199 D. 107 (107 .ד‎) 101 Squadron (Tajeset) IDF Herzliya Jun 1948
Avia S-199 D. 123 (123 .ד‎) 101 Squadron (Tajeset) IDF Herzliya Sep 1948

Credits

  • Written by Arturo Giusti
  • Edited by Stan L. & Henry H.
  • Illustrations by Ed Jackson
  • airspacemag.com
  • fly.historicwings.com
  • miamiherald.com
  • tabletmag.com
  • machal.org.il
  • valka.cz
  • Avia S-199 – Miroslav Khol
  • vhu.cz
  • iaf.org.il
  • m.calcalist.co.il