Messerschmitt Bf-109E JG52.9 (Y9+~) $Hermann Graf Russia 1941
JG52.9 ground crew congratulate Herman Graf May 1942 01
Photo 01: Ground personnel of 9./JG52 with the sign they produced to congratulate Lt. Hermann Graf on his 104th victory on 14 May 1942.

JG52.9 ground crew congratulate Herman Graf Sep 1942 02
Photo 02: On 26 September 1942, Hptm. Hermann Graf became the first pilot to reach 200 victories.

Pilots JG52.3 $Hermann Graf 1941 01
Photo 01: On 1 August 1941, III./JG52 flew from Mizil in Rumania to Belaya-Tserkov in Russia, and at 04.40 hrs the next morning flew its first mission escorting Ju-87s.At this time, III./JG52 was the only Gruppe in the Geschwader equipped with the Bf-109F-4 and on its first day of operations two Bf-109F-4/Bs were seriously damaged after running out of fuel and making emergency landings. This photograph shows members of 9./JG52 in the East with Lt. Hermann Graf (fourth from the right), Utiz. Steinbatz (third from the right) and the Staffelkapitan, Oblt. Franz Hornig (centre), who was also acting Gruppen-kommandeur

Pilots JG52.9 $Graf and Alfred Grislawski Crimea Russia July 1942 01
Photo 01: By the time Fw. Grislawski received the Ritterkreuz, Graf - seen here on the left - had received the Swords. Graf and Grislawski were firm friends and both survived the war, Graf with 212 victories and Grislawski with 132.

Pilots JG52.9 $Alfred Grislawski Crimea, Russia July 1, 1942 01
Photo 01: For most of 1941 and early 1942, FW. A1fred Grislawski of 9./JG52 flew as wingman to Hermann Graf of 9./JG52. Grislawski claimed his first victory on 1 September 1941, but in the Crimea in late April 1942 increased his tally from 18 to 42 in four weeks. Here, Fw. Grislawski is seen being decorated with the Ritterkreuz, awarded on 1 July 1942.

Pilots JG52.3 $Hermann Graf 1941 01
Photo 01: On 1 August 1941, III./JG52 flew from Mizil in Rumania to Belaya-Tserkov in Russia, and at 04.40 hrs the next morning flew its first mission escorting Ju-87s.At this time, III./JG52 was the only Gruppe in the Geschwader equipped with the Bf-109F-4 and on its first day of operations two Bf-109F-4/Bs were seriously damaged after running out of fuel and making emergency landings. This photograph shows members of 9./JG52 in the East with Lt. Hermann Graf (fourth from the right), Utiz. Steinbatz (third from the right) and the Staffelkapitan, Oblt. Franz Hornig (centre), who was also acting Gruppen-kommandeur

Pilots JG52.9 $Herman Graf Russia Sep 16, 1942 01
Photo 01: Hermann Graf shown here as a Major wearing the Diamonds awarded on 16 September 1942 when he was an Oberleutnant.

Pilots JG52.9 $Herman Graf Germany 1942 01
Pilots JG52.9 $Herman Graf Germany 1942 02
Photo 01-02: Graf is seen here in Germany (Photo 01) receiving congratulations and (Photo 02) signing the Golden Book of Flyers in which were entered the names and signatures of the Luftwaffe's top aces.

Skins Compatibility: IL2 Sturmovik Forgotten Battles (FB), Ace Expansion Pack (AEP), Pacific Fighters (PF), 1946, Storm of War.

CF Bf-109E EJG2 (B17+-) $Graf Merseburg 1940
CF Bf-109E EJG2 (B17+-) $Graf Merseburg 1940 NM
This aircraft, Black 17, was flown by Hermann Graf in 2./Erg. JGr. Merseburg in Germany, April 1940
To install: Place the BMP files in .../PaintSchemes/Skins/Bf-109E-4
http://www.graf-grislawski.elknet.pl/index.htm
CptFarrels:cptfarrel@cptfarrels.com
http://www.cptfarrels.com/

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If you have any additional historical information about the person or aircraft featured in our website please email us at info@asisbiz.com so we can add more details about the historic events featured here. Also any photos would be most welcome. If you're a graphic artist and can help with il2 game skins or Microsoft CFS skins we'd be delighted to host your material.
CF Bf-109E EJG2 (B17+-) $Graf 1940 V01-21
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Hermann Graf was born on 24 October 1912 at Engen in Baden. As the son of a blacksmith, his modest family origins and poor academic achievements barred access to a military career. He completed an apprenticeship as a locksmith but dropped the trade and took a clerical post at the local municipal offices. He remained in the job until the outbreak of the war. Graf had taken up gliding in 1932, and by 1936 had also qualified as a pilot of powered aircraft. He was also an enthusiastic soccer player. In 1935, Graf applied for flight training with the Luftwaffe. On 2 June 1936, he joined the FliegeRGührerschule at Karlsruhe to begin his basic flying training, graduating on 25 September 1936. Graf completed advanced flying training on 31 May 1938. Despite being selected to undergo multi-engine flying training, Graf succeeded in being posted to 2./JG51, a fighter unit equipped with the Bf-109E-1, with the rank of Unteroffizier on 31 May 1939. On the outbreak of World War 2, Graf was promoted to the rank of Feldwebel. He flew 21 frontier patrols over the Franco-German border without firing his guns in anger. On 20 January 1940, Graf was transferred as an instructor to Ergänzungs-Jagdgruppe Merseburg. He was promoted to the rank of Leutnant on 1 May. Graf was transferred to JG52 on 6 October 1940 based at Berlin-Schönwalde. Leutnant Graf was assigned to 9./JG52. On 14 October, Graf relocated to Rumania with the unit and instructed Rumanian pilots under the auspicies of the German military mission. During this period 9./JG52 was redesignated 3./JG28 but was reinstated as 9./JG52 in late December. In late May 1941, a detachment of III./JG52 was transferred to Greece to support the invasion of Crete. Graf flew many ground-attck missions over the island. By early June, the detachment had relocated back to Rumania. On 1 August 1941, Graf accompanied 9./JG52 to the Ukrainian airfield of Biyala Tserkov. On 4 August, he recorded his first victory when he shot down a Russian I-16 fighter during an escort mission for German Ju 87 Stuka dive-bombers against Kiev. On 27 September, his Bf-109 was damaged by return fire from the Russian DB-3 twin-engine bomber he was attacking. Graf managed to bring his damaged aircraft back across the front line and a safe landing. In October, Graf claimed 12 victories, including two Russian fighters shot down on 3 October to record his ninth and 10th victories. In December he again claimed 12 victories, including three enemy aircraft shot down on 6 December (32-34), a further three shot down on 8 December (35-37) and four on 27 December (38-41). Graf was awarded the Ritterkreuz on 24 January after reaching 45 victories. On 23 March 1942, following his 50th victory, Graf was appointed Staffelkapitän of 9./JG52. His leadership fostered emerging fighter pilots such as Alfred Grislawski (133 victories, RK-EL), Ernst Süss (68 victories, RK, killed in action 20 December 1943), Leopold Steinbatz (99 victories, RK-S, killed in action 15 June 1942) and Heinrich Füllgrabe (67 victories, RK, killed in action 30 January 1945). Graf, began an incredible run of success when, in three weeks, commencing the last week of April, he shot down 48 Russian aircraft. On 30 April, he claimed six victories (64-69), seven on 2 May (70-76), seven on 8 May (79-86), six on 13 May (91-96) and eight on 14 May (97-104). On 17 May 1942, Graf was awarded the Eichenlaub for reaching 104 victories. He was seventh Luftwaffe fighter pilot to achieve 100 victories. The Schwerten (Nr 11) followed two days later, on 19 May 1942, for reaching 106 victories. Graf continued his amazing success during the battles over and around Stalingrad. He claimed 32 victories in August, including four enemy aircraft shot down on 13 August (112-115), five Russian fighters shot down on 14 August (116-120) and a further four Russian fighters shot down on 23 August (130-133). Graf claimed an incredible 62 victories in September, including four on 2 September (141-145), another four on 3 September (146-149), four on 21 September (182-185) and 10 on 23 September (188-197). On 26 September he shot down three enemy aircraft to become the first fighter pilot credited with 200 victories. On 16 September 1942, Oberleutnant Graf was awarded the Brillanten: only the fifth recipient. After achieving his 200th victory he was ordered not to fly operationally. During this period, Graf had had his fair share of close shaves. On 15 September 1942, he had received a cannon hit in the cockpit, on 16 September, he had received 30 hits to his aircraft and on 19 September, his aircraft received hits from ground fire in the wings and, later that day, had half of his rudder shot away. Graf was much feted by the Nazi media. His “star status” was enhanced by his appearances in goal for “die Roten Jäger” or Red Hunters, a Luftwaffe soccer team, which was effectively the German national soccer squad. In the first half of 1943, Graf commanded Ergänzungs-Jagdgruppe Ost, an advanced fighter pilots’ training school, based at Bordeaux in France. On 21 July 1943, Jagdgruppe Süd der ObdL was formed as a high altitude fighter unit to combat RAF Mosquito twin-engine reconnaisance aircraft. On 15 August 1943, the unit was redesignated JG50. Major Graf was tasked with leading JG50, a role he peRGormed until the unit was disbanded in October 1943 and absorbed into I./JG301. Graf was to claim three victories while serving with this unit, including two USAAF B-17 four-engine bombers shot down on 6 September (204-205). Oberst Graf was appointed Kommodore of JG11 on 11 November 1943. Over the next four months he would be credited with six victories on Reichsverteidigung operations despite being forbidden to take part in combat missions. On 29 March 1944, Graf downed one USAAF P-51 Mustang and rammed another. Wounded, he was forced to bale out of his stricken Bf-109G-6 (W.Nr 26020) “<+”. On 1 October 1944, Oberst Graf was appointed Kommodore of JG52 based on the Eastern front. He led the unit in a constant retreat through East Prussia, Silesia and Böhmen. He surrendered to American forces at Pisek on 8 May 1945. The Americans, however, promptly handed Graf to Russians. Graf was incarcerated by the Soviets, finally being released on 25 December 1949. Graf was to be heavily criticised by his peers for collaborating with his captors during his five years of imprisonment. Graf became a salesman for an electronics manufacturer and rose to become a Branch Manager in Baden and later Head of Sales. He took up flying becoming a member of the Swiss Aeroclub. From 1965, Graf was afflicted with Parkinson’s disease and he died on 4 November 1988 in his hometown of Engen.Herman Graf is credited with 212 victories in over 830 missions. He recorded 202 victories over the Eastern Front. Of his 10 victories recorded over the Western front, six were four-engine bombers.

Victories : 212
Awards :
Ehrenpokal (15 December 1941)
Deutsches Kreuz in Gold (April 1942)
Ritterkreuz (24 January 1942)
Eichenlaub (17 May 1942)
Schwertern (16 September 1942)
Brillanten (16 September 1942)
Units : JG52, JG50, JG11

Asisbiz.com Database:

The Messerschmitt Bf-109E

The lessons of the Spanish Civil War led, as we have seen, to the development of more powerful and better armed versions of which the Bf-109E-1 "Emil" was but the first.The E-1 model which came out of the Augsburg factory at the beginning of February was in fact the mass production of the E-O type. During 1939, more than 1500 Bf-109Es were produced and at the time of the invasion of Poland, no less than 1056 Bf-109s of all types, including 850 Bf-109E-1 and E-1Bs, equipped Luftwaffe units.Armament consisted of two MG-17 engine-mounted machine guns and two of the same calibre mounted in the wings. Trials were carried out on the following E-3 version with a cannon mounted to fire through the propeller hub, but were unsuccessful due to overheating and jamming; firing also produced vibrations.The engine was a Daimler-Benz DB610A producing 1175hp at take off and 1100hp at 14,500ft, driving a threeblade metal variable pitch VDM9-11081A propeller. This engine had been tested on ten pre-production Bf-109D-0 and E-0 before being accepted.The Bf-109E-1 did not have armor plating protecting the pilot and the fuel tank and the frames of the cockpit canopy were the same as the D version.The Battle of Britain showed that the cockpit needed 36 more protection, and the surviving Bf-109E-1s were brought up to E-3 standard with a more resistant canopy. Fighting revealed also that the machine could be more efficient if it was equipped with an underbelly pylon for an electrically launched bomb. This gave rise to the Bf-109E-1/B with an ETC50 pylon for SC50 bombs, tested successfully with the Bf-110Cs from the Erprobungsgruppe 210 over the Channel against English shipping. The German High Command demanded that all Bf-109 Jagdgeschwader include in their number an extra squadron of fighter-bombers, whilst the Bf-109E-4 in production where directly converted in the factory. Bf-109E-1s were also delivered to Spain and Switzerland.The E-4 version came out in May 1940. This was heavier than the E-3. Armor plating weighing about 50 kilos had been installed in the cockpit and behind the pilot whose head and shoulders, were now well-protected. These modifications had turned out to be indispensable following the first fights against the English. If some E-1 sand E-3s were thus equipped later, the armor plating was installed on the E-4s directly on the production lines. The cockpit canopy was changed also (some aircraft at the beginning of the series were still equipped with that of the E-3); an upright appeared higher up joining the side to the top frames, whereas the two little uprights on the windshield disappeared.The two wing-mounted 20 mm cannon were kept. These were MGFF "M" s capable of firing shells called Minen-Geschosspatronen; these had a better penetrating capability and their explosive charge contained within a thinner metal envelope was larger. The number of shells remained the same, 60 per cannon.The engine was also modified. Whereas the first E-4s received the DB601A, in the middle of 1940, they were equipped with the new DB601N with a 15% higher compression rate, giving 1200hp at take-off and 50hp more at altitude thanks to flattened pistons in place of the older more concave ones.From the outside there was nothing to differentiate the DB601N from the DB601A; only the higher octane number, 96 or 100 (or even C-3 petrol) instead of 88, showing on a little yellow and white triangle placed under the tank filler cap behind the cockpit differentiated them. Thus equipped, the aircraft became a Bf-109E-4/N.Following the success of the E-1 fitted with an underbelly bomb, this more powerful version was transformed for fighter-bomber missions (Bf-109E-4/B) by installing ETC 500 and ETC 50 pylons, taking either one 250 kg bomb or four smaller 50 kg ones. For this a little console was fitted at the bottom of the instrument panel controlling the bomb release. The first E-4 fighter-bombers were delivered to the Erprobungsgruppe 210 which was evaluating the Me210, and to the II(Schact)/LG2. These were used against Britain from July 1940. The intervention of the Luftwaffe in North Africa in February 1940 made the engineers adapt a tropical filter to prevent wear and tear from sand. The machines thus modified were indicated by the suffix 'Trap." and arrived with the I/JG27 at Ain el Gazala, in Libya in April 1941.The following models were the Bf-109E-5 and E-6 used for reconnaissance. The former, still with the old DB601A engine and the E-4 canopy, lost its wing-mounted cannon and carried an electrically controlled Rb21/18 camera. The latter was very similar to the E-5 except for the camera, an Rb50/30, which changed.

The Messerschmitt Bf-109E-7 was a long-range fighter, carrying a 66 gallon ventral tank in place of the 550lb bomb and appeared in August 1940. It could be distinguished form the E-4, of which it kept the engine and the canopy, by the propeller boss which now had a little cone closing off the hole for the cannon. It was used for fighter-bombing (E-7/B) or tropicalised with a special filter (E-7/Trop) with the I/JG27. Experiments were carried out on the E-7/Z (Z for Zusatzgerat, or additional system); a power-boosting system, the GM1, used nitrous oxide (N20), injecting oxygen into the engine and giving extra power of around 250-280hp at 24,000ft. 80 aircraft received this system in February 1941 which was adopted by the other Luftwaffe fighters later on. The last sub-variant was the E-7/U2, fitted with 5 mm thick metal plates protecting the engine and radiator from anti aircraft shots.Finally, the Bf-109E-8 and E-9 extrapolated from the E-1 and the E-7, of which they kept the engine and the canopy, appeared in August and September 1940 and were used as long distance fighters and for armed reconnaissance.

History
The Messerschmitt Bf-109 was the quintessential fighter for the Third Reich throughout the Second World War. Clandestine German involvement in the Spanish Civil War allowed Bf-109 pilots to develop tactics and responses that training alone could not provide, laying the groundwork for the coming Blitzkrieg. The Spanish Civil War test bed also allowed engineers to make adjustments to the system, increasing its ability to kill and destroy even more.By the time the Battle of Britain exploded onto worldwide headlines, the Bf-109 was already a highly feared opponent, matched in capability by only that of the Supermarine Spitfire. The Battle of Britain would pit the two awesome machines against one another, with the Spitfire eventually claiming the top prize. The Bf-109 continued on developing into a wide array of variants and subvariants. It is widely agreed that the "E" model was the definitive model of the series, combining lessons learned from models B, C, and D into one formidable package. Subsequently, the "G" model became the most produced and widely used of the series - to which over 36,000 were produced for the entire production line of all Bf-109s. With Germany now fighting wars on multiple fronts, the extension of the Bf-109 line increased into the Soviet Union. Overall, the Bf-109 was numerically superior to most fighters in any involvement at any one time - be it attacking incoming bomber formations or intercepting Soviet supply columns.In the end, the Bf-109 would prove quite resilient and robust, so much so in fact, that the series would continue to be produced (in Spain under license as "Buchons") a full ten years after the war in Europe had concluded. Though the Focke-Wulf Fw-190 was the best German piston-engine aircraft of the war, the Bf-109 remains the most famous, thanks in part to the sheer number of aircraft produces and the total number of engagements involving Bf-109's. The aircraft series is credited with the destruction of more enemy aircraft than any other German fighter.In post-war use, the Bf-109 would see continued use by Spain and Israel. Production would still be continued in Czechoslovakia through an intact Bf-109 plant. Spanish Bf-109's would be fitted with Merlin engines and designated as the "Buchon" (transplated "pigeon") while the new nation of Israel would field them in combat during the early years. Total production of all Bf-109 types is estimated to be at or over 35,000 examples with the last "new build" variant being flown in 1956.

Training to fly the Messerschmitt Me-109E/G-2:
The first Finnish Messerschmitt pilots In February 1943 the first batch of Finnish pilots had been sent to Germany for training into the Messerschmitt. The training period kept extending and the pilots were getting frustrated, as no-one had yet gotten any flights on the Messerschmitts. Finally the group leader, Ehrnrooth, marched angrily to the plane halls, catched the German responsible for the planes and gave him a loud, hard worded dressing in broken German, demanding to get a Messerschmitt. Us others were on side, watching the event amused, as the German was clearly clueless what was going on, not understanding Erhnrooth. Finally the German managed to call his superior, a leutnant, who got the same loud treatment. The poor officer surrendered in front of this mad Finnish major. If he wanted to kill himself, let him. One Me 109E was pulled out of the hangar. The cloud level was 400 meters and the German leutnant suspected, that it is way too low. Ehrnrooth explained, that 400 metes is usual in Finland, at this time of the year. A short inspection of the plane and soon the 1100 HP engine pulled the major into the sky. Erhnrooth was an experienced fighter pilot and he tested how the plane reacted and controlled in different speeds. Then he made some acrobatics and one touch 'n' go. After 45 minutes he landed, with fine 3-pointer. The plane was refueled and also Pive managed to fly a familiarization flight, before the weather got too poor for flying. Both thought the plane was enjoyable and easy to fly, but suggested us to land in slower speed than the Germans taught. Many Germans had ended up in the fields, after running out of runway when landing with too high speeds. Now the German leutnant was conviced of our skills and promised our four planes for the next day. I flew my familiarization flight with an Emil and found it easy and enjoyable to fly. As the day progressed all our pilots managed to fly the Emil at least once. Ehrnrooth, Ervi and Lahtela managed to fly also the Gustav. The German trainer was amazed to see how our Messerschmitt familization flights progressed without difficulty. The most amazing detail was how our pilots were immediately landing 3-pointers even with the Gustav, requiring less than half of the length of runway the Germans needed. The Germans' problem with the 1475 HP Gustav was, that they raised the tail immediately after pushing the throttle fully forward. The strong engine created a tendency to swing the tail. When landing the Germans had way too much speed, so it was hard to control to plane when the wheels touched ground and the plane bounced back into air. On 21st February (1943) I got my second flight with a Emil. I felt ready to move into the Gustav, but the weather turned bad and flights had to be suspended. Finally the fog lifted, on 27.2., I flew my first flight with Gustav and all others finished their flights with Emils.However, on next day all flights were interrupted, when the German pupils wrecked for Messerschmitts. 1 3. I finally got my second flight with Gustav and I felt ready to continue to the Messerschmitt factory, to get our own planes. (Snipped. Jumping over the visit at the factory, the parties and singing and return flight towards Finland, though Germany and Baltics.) The last phase was flown in most perfect weather. We flew a honorary sweep over Helsinki, in tight formation, kind like showing that here we are now, ready to protect you from enemy bombings. The landing to Malmi airport were faultless. The Germans thought the Malmi airfield, with its only partially coated runways, as a hard place. They had lost here many planes, that were transferring towards north (to Luftloffe 5). The local German detachment was waiting for us in the field, with their fire-brigade in readiness, expecting the worst. He had been told that we had only had a few flights in the Messerschmitts. The fire-brigade chief was clearly very relieved after all planes had landed, without mishaps. - Lauri Pekuri, Finnish

Web References:
http://www.virtualpilots.fi/feature/articles/109myths/

Specifications:
Model Messerschmitt Bf-109E-7
Length 28.67 ft | 8.74 m
Width 32.35 ft | 9.86 m
Height 11.15 ft | 3.40 m
Engine(s) 1 x Daimler-Benz 1,200 hp DB 605A liquid-cooled inverted V12-cylinder piston engine.
Empty Weight 4,440 lbs | 2,014 kg
MTOW 6,100 lbs | 2,767 kg
Max Speed 359 mph | 578 km/h | 312 kts
Max Range 680 miles | 1,094 km
Ceiling 36,499 ft | 11,125 m | 6.9 miles
Climb Rate 3,300 ft/min (1,006 m)
Hardpoints 1
Armament
1 x 20mm cannon in propeller hub
4 x 7.9mm machine guns (2 in engine cowling; 2 in wings)
Provision for one bomb under fuselage.
Variants listing below covers armament variation in other models.
Accommodations 1
Operators Nazi Germany, Czechoslovakia, Israel and Spain.

Major Variants
* Bf-109V-7 - Prototype for first series production model; armed with 2 x machine guns and 1 x MG
FF 20mm cannon.
* Bf-109A - Preproduction Model
* Bf-109B - First Series Production Model; fitted with Jumo 210 engine of 610hp.
* Bf-109B-2 - 24 examples produced
* Bf-109C - Preproduction Model
* Bf-109D - Preproduction Model fitted with Daimler-Benz DB 600A inline piston engine.
* Bf-109E - Initial Production Model Designation.
* Bf-109E-1
* Bf-109E-2
* Bf-109E-3
* Bf-109E-4
* Bf-109E-5
* Bf-109E-6
* Bf-109E-7 - DB 605A engine; 1 x 20mm cannon firing through propeller hub; 2 x 7.9mm machine
guns in engine cowling; 2 x 7.9mm machine guns in wings.
* Bf-109E-8
* Bf-109E-9 - Fitted with Daimler-Benz DB 601A engine generating 1,100hp.
* Bf-109F - Aerodynamic refinements; fitted with Daimler-Benz DB 601E or 601N powerplants;
redesigned cowling, wings and tail.
* Bf-109F-1
* Bf-109F-2
* Bf-109F-3
* Bf-109F-4
* Bf-109F-5
* Bf-109F-6
* Bf-109G - "Definitive Bf-109"; fitted with Daimler-Benz DB 605 inline piston engine.
* Bf-109G-0 - Preproduction "G" Model
* Bf-109G-1 - Fitted with DB 605A engine; provision for pressurized cockpit; emergency power boost
system.
* Bf-109G-2 - Sans power boost system
* Bf-109G-3 - Provision for pressurized cockpit; emergency power boost system.
* Bf-109G-4 - Sans power boost system
* Bf-109G-5 - Provision for pressurized cockpit; emergency power boost system.
* Bf-109G-6
* Bf-109G-7
* Bf-109G-8
* Bf-109G-9
* Bf-109G-10 - Fastest of "G" Model variants; sans wing machine guns; power boost enabled;
increased endurance.
* Bf-109G-11
* Bf-109G-12
* Bf-109G-13
* Bf-109G-14
* Bf-109G-15
* Bf-109G-16
* Bf-109H - High-Altitude Variant; increased wingspan.
* Bf-109H-1
* Bf-109K - Improved Bf-109G Model fitted with Daimler-Benz 605 inline piston engine.
* Bf-109K-1
* Bf-109K-2
* Bf-109K-3
* Bf-109K-4 - Last of operational Bf-109's; power boost enabled; DB 605D engines; 2 x MG 151
15mm cannons semi-recessed above engine; 1 x MK 108 20mm cannon OR 1 x MK 103 30mm
cannons firing through propeller hub.
* Bf-109K-5
* Bf-109K-6 - Last of operational Bf-109's; power boost enabled; DB 605D engines; 2 x MG 131
12.7mm machine guns in engine cowling mount; 2 x MK 103 30mm cannons in external underwing
mounts.
* Bf-109K-7
* Bf-109K-8
* Bf-109K-9
* Bf-109K-10
* Bf-109K-11
* Bf-109K-12
* Bf-109K-13
* Bf-109K-14 - Final Bf-109 Variant; fitted with DB 605L engine; limited to 2 production examples.
* Bf-109T - Converted Bf-109E models for planned carrier usage; 10 such examples.
* Ha-1109 - Spanish-production Bf-109G model built by Hispano.
* S-199 - Czechoslovakia-production Bf-109G model built by Avia.