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Messerschmitt Bf-109E JG2 (+ BOB, France July 1940 Skins Compatibility:IL2 Sturmovik Forgotten Battles (FB), Ace Expansion Pack (AEP), Pacific Fighters (PF), 1946, Storm of War (SW). Asisbiz Free Virtual High Resolution Images for Screensavers and Wallpaper: The Messerschmitt Bf-109EThe 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 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: 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: Specifications: Major Variants |
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