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Modellers Datafile 9

THE MESSERSCHMITT

Bf 109

Part 1: Prototype to 'E' Variants

The Bf 109 Part 1: Prototype to E Variants

by Lynn Ritger

9 78095 5 1 85 809

SAM Publications

Printed in UK

SAM Publications

ISBN 0-9551858-0-7

SAM Publications

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Page 1

THE MESSERSCHMITT

Bf 109

Part 1: Prototype to 'E' Variants

by Lynn Ritger

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Cover:
In this piece created
exclusively for SAM
Publications by noted aviation
artist Jerry Boucher,
Fw. Norbert Flegel is seen
engaging a Spanish
Republican I-16 Type 5 in his
Messerschmitt Bf 109A coded
6-7 in the late spring of 1937

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Modellers Datafile No.9

The Bf 109 Part 1: Prototypes to E Variants
by Lynn Ritger
First published in 2005 by SAM Publications
Media House, 21 Kingsway, Bedford, MK42 9BJ, United Kingdom
2005 SAM Publications
Lynn Ritger Text
Jerry Boucher Colour artwork
Jacek Jackiewicz Scale plans
All rights reserved. No part of this publication may be reproduced or transmitted in any form or by any means, electronic or mechanical, including
photocopy, recording, or any other information storage and retrieval system, without permission in writing from the publishers.
ISBN 0-9551858-0-7
Typeset by SAM Publications, Media House, 21 Kingsway, Bedford, MK42 9BJ, United Kingdom
Designed by Simon Sugarhood
Printed and bound in the United Kingdom by Unwins, United Kingdom
The Modellers Datafile Series
No.1 De Havilland Mosquito *
No.2 Hawker Hurricane *
No.3 Supermarine Spitfire (Part 1: Merlin-Powered)
No.4 Avro Lancaster (Inc Manchester & Lincoln)
No.5 Supermarine Spitfire (Part 2: Griffon-Powered)
No.6 Bristol Beaufighter
No.7 English Electric Lightning
No.8 Gloster (& Armstrong-Whitworth) Meteor
No.9 Messerschmitt Bf 109 (Part 1 Prototype to E Variants)
* Out of print
Acknowledgments
My heartfelt thanks are extended to those who offered their time and assistance in compiling this volume:
John Beaman,Arthur Bentley, Jerry Boucher, Jules Bringuier, Jerry and Judy Crandall, Jim Crow, Ferdinando DAmico, Steven Eisenman, Don Flynn,
Wayne Funderburk, Brett Green, Tomislav Haramincic, Gary Hatcher, Georg Hoch, Denis Keegan, Charles Landrum, Olivier Lefebvre, Mark Mills,
William Moore of AeroLocker, Pam Nelson, Dr. Jochen Prien, Robert Rensch, Neil Robinson, David Wadman, David Weiss, Peter Wells, Erik and Julie
Whipple, the staff of the RAF Museum at Hendon, the staff of The Russell Group, and of course my beautiful and patient wife Debra.
The author also wishes to acknowledge the tireless efforts of the following historians and researchers in creating the production and loss records which
have been used in the compilation of the loss lists in this book:
Kjetil Aakra,Winfried Bock,Andreas Brekken, Donald Caldwell, Olve Dybvig,Werner Girbig, George Hopp, James Kitchens III, George R. Morrison, Jim
Perry, Dr. Jochen Prien, Hans Ring, Peter Rodeike, Gerhard Stemmer, and David Wadman.

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Contents
Preface 5
Glossary 6

1
2
3
4
5
6
7

Chapter

Chapter

Chapter

Chapter

Chapter

Chapter

Chapter

Prototypes 7
Early company and prototype history

Iberian Debut 11
Operations in Spain, 19361939

Prewar Expansion 18
Luftwaffe Bf 109 units, 19371939

War, Again 24
Operational overview through early 1940

Baltic Battles 30
Bf 109 operations in Norway

Lightning Strikes 34
The invasion of France and the Low Countries

Reel, Britannia 45
The Battle of Britain, JulyNovember 1940

Colour Side-views 65
Colour Photos 76
Colour Plan-views 78
Camouflage of Spanish Bf 109s 79

8
9
10
11
12
13

Chapter

Chapter

Chapter

Chapter

Chapter

Chapter

Balkan Domination 82
The invasion of Yugoslavia, Greece, and Crete

Emils in the Sun 88

Mediterranean and North African operations

Eastern Twilight 92
Bf 109 operations on the Eastern Front

The Bf 109 as Trainer 97

Luftwaffe Training units and the use of early Bf 109s in those units

Foreign Users 99
A brief overview of non-German operations

Bf 109E Camouflage & Markings 104

Colors and markings of the Bf 109E in 19391940; by David Wadman

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Modelling the Bf 109

14
15
16
17
18
19
20

Chapter

Chapter

Chapter

Chapter

Chapter

Chapter

Chapter

Detailing 111
Diagrams from official Messerschmitt factory manuals

Bf 109A Walkaround 124

Detailed photographs of Fw. Otto Polenz' Bf 109A

Bf 109E WNr 3579 Walkaround 129

An extensive photo series on the former H.J. Marseille machine in Ontario, CA

Bf 109E-3a WNr 2422 Walkaround 136

A series of walkaround photos of the preserved Swiss Emil at Dbendorf

Bf 109E WNr 4101 Walkaround 138

Detailed closeups of the Emil currently on display at the RAF Museum in Hendon

Building the Bf 109 146

The early Bf 109 in scale

What do judges look for? 162

How to separate the contenders from the pretenders

Appendices
Appendix

I Kit Listing 165

A listing of currently available Bf 109 construction kits

II Accessories & Conversions 166

Appendix

A listing of accessories produced for Bf 109 kits

Appendix

III Decals 167

A concise listing of Bf 109 decal sheets

Appendix

IV Bf 109 Units 168

A complete listing of the technical specifications of all the different Bf 109 variants

Appendix

V Bf 109 Airframes & Production 170

A detailed listing of Bf 109 technical information

Appendix

VI Bf 109 Bibliography 174

A concise list of books, journals and periodicals

Index 175
Fold-out Plans 1/48th scale

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Preface
Pictured in flight over the
North Sea on a lovely
spring afternoon (left and
below), this Bf 109E-4/B from
the Ergnzungsgruppe of JG 1
showcases the classic shape
of this famous fighter

eventy years have passed since the first flight of the

Messerschmitt Bf 109, and the story of the aircraft
and the men who flew it continues to intrigue
historians, enthusiasts, and modelers. The mechanical
genius of the designer has been greatly overshadowed by the
dark purpose for which it was designed; the men who flew
this aircraft, the most sophisticated and capable in the world
at the time it entered service, used it in service of a regime
responsible for the deaths of millions. This work seeks
neither to glorify nor condemn those who flew the Bf 109 in
the service of Hitlers Luftwaffe.
It must also be stated that this is not intended to be a
definitive history; the full story of the Bf 109 has yet to be told.
As those whove spent time researching the Bf 109 have found,
the exception is often the rule when it comes to deciphering
variants, equipment, or units. One of the most useful tools for
researchers in unraveling these mysteries are original
documents which give the reader an insight into the day-to-day
operations of a unit, pilot, or even a specific aircraft. During the
war, the Germans had a penchant for highly effective record
keeping, outweighed only by their desire to torch and burn any
records dealing with the wartime period as the conflict drew to a
close. Sixty years later, we are left with some reasonably (but not
fully) complete production and loss records for Bf 109s, but we
are also missing a vast amount of operational detail, especially
in the 1944 time frame. In an attempt to help modelers broaden
their choice of subject when researching that next 109 to build,
detailed loss lists are being included in this volume. These lists
are not complete, nor are they meant to be definitive; the
researchers who spend hours upon hours of their time poring
over old microfilms and collating and collecting data from log
books and manuals are constantly revising and updating these
lists. The loss records selected for inclusion in this volume are
limited to those which contain sufficient information to make a

reasonable estimate as to the aircrafts appearance, and are

based in large part on the work of Jim Perry and George R.
Morrison. It is hoped that this volume will prove to be a useful
addition to the body of work dealing with Messerschmitts
groundbreaking fighter.
Lynn Ritger
October, 2005

Preface

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Glossary

After receiving significant

damage from a 54 Sqn
Spitfire, Ltn. Wilhelm
Fronhfer of 9./JG 26 glided
his Bf 109E-3 WNr 1184 to a
skilful landing at Jubilee
Farm, Ulcombe on 31 August
1940, and was taken prisoner
(Photo: Wadman)

Glossary

AA . . . . . . . . . Anti-Aircraft
AG . . . . . . . . . Aktiengesellschaft Joint Stock Company
ARR . . . . . . . . Aeronautica Regala Romana, Romanian Air
Force
Balkenkreuz . . Straight (literally beam) cross German
national aircraft identity mark
BEF . . . . . . . . British Expeditionary Force
Bf . . . . . . . . . . RLM prefix code for BFW aircraft designed
before 1937
BFW . . . . . . . . Bayerische Flugzeug Werke Parent firm of
Messerschmitt
Dipl.Ing . . . . . Diplom Ingenieur title given to those with an
engineering degree
DVL . . . . . . . . Deutsche Verkehrsluftfahrtministerium
German Air Transport Ministry
Emil . . . . . . . . Letter E in German phonetic alphabet
(e.g. Anton, Berta, Csar, Dora, Emil)
EPAD . . . . . . . Auto Reload & Firing Mechanism
E Stelle . . . . . . Erprobungstelle Test Centre
FAI . . . . . . . . . Federation Aeronautique Internationale
Fg Off . . . . . . Flying Officer (RAF)
Fhr . . . . . . . . . Fhnrich (Luftwaffe) Officer Cadet
Fliegerkorps . . Air Fleet
Flt Lt . . . . . . . Flight Lieutenant (RAF)
Flt Sgt . . . . . . Flight Sergeant (RAF)
FuG . . . . . . . . Funkgert Radio Apparatus
Fw . . . . . . . . . Feldwebel (Luftwaffe) Sergeant ranked
between Uffz and Ofw
Gefr . . . . . . . . Gefreiter (Luftwaffe) Aircraftman, 1st Class
Geschwader . . (Luftwaffe) (equiv. RAF Group)
Gp Capt . . . . . Group Captain (RAF)
Gruppe . . . . . . (Luftwaffe) (equiv. RAF Wing)
Hakenkreuz . . Hooked cross also known as a swastika. Nazi
Party symbol
Hptm . . . . . . . Hauptmann (Luftwaffe) (equiv. RAF Flight
Lieutenant)
JFS . . . . . . . . . Jagdfliegerschule (Luftwaffe) Fighter School
JG . . . . . . . . . . Jagdgeschwader (Luftwaffe) Fighter Group

JKRV . . . . . . . Jugoslovensko Kraljevsko Ratno Vazduhoplovstvo

Royal Yugoslav Air Force
JVS . . . . . . . . . Jagdfliegervorschule (Luftwaffe) Primary
Fighter School
KG . . . . . . . . . Kampfgeschwader (Luftwaffe) Bomber Group
Ltn. . . . . . . . . Leutnant (Luftwaffe) (equiv. RAF Pilot
Officer)
Luftwaffe . . . . Air Force
Maj . . . . . . . . . Major (Luftwaffe) (equiv. RAF Squadron
Leader)
Me . . . . . . . . . RLM prefix code for Messerschmitt aircraft
designed after 1937
Oberst . . . . . . (Luftwaffe) (equiv. RAF Group Captain)
Oberstlt . . . . . Oberstleutnant (Luftwaffe) (equiv. RAF Wing
Commander)
Oblt . . . . . . . . Oberleutnant (Luftwaffe) (equiv. RAF Flying
Officer)
Ofhr . . . . . . . . Oberfhnrich (Luftwaffe) Senior Officer Cadet
Ofw . . . . . . . . Oberfeldwebel (Luftwaffe) (equiv. RAF Flight
Sergeant)
Ogefr . . . . . . . Obergefreiter (Luftwaffe) (equiv. RAF
Corporal)
Plt Off . . . . . . Pilot Officer (RAF)
RLM . . . . . . . . Reichsluftfahrtministerium Reich Aviation
Ministry
Sqn Ldr . . . . . Squadron Leader (RAF)
Stab . . . . . . . . (Luftwaffe) Staff, e.g: Geschwaderstab Group
HQ Staff
Staffel . . . . . . . (Luftwaffe) (equiv. RAF Squadron)
Staffelzeichen . Unit emblem
Stkz . . . . . . . . Stammkennzeichen, delivery codes on aircraft
Uffz . . . . . . . . Unteroffizier (Luftwaffe) (equiv. RAF
Sergeant)
V . . . . . . . . . . Versuchs Trials or prototype (aircraft) e.g: Bf
109 V3
WNr . . . . . . . . Werknummer Aircraft factory-applied serial
number

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Prototypes

Chapter

Originally coded D-2005,

Messerschmitt M 20b2
WNr 540 later received the
registration D-UNAH
Odenwald when it entered
service with Deutsche
Lufthansa in March 1931. The
aircraft crashed on 27 April
1936 at Kiel

ermann Wrster strode purposefully towards the sleek,

solitary aircraft waiting across the field.Ground crew busied
themselves checking and rechecking every system and
surface of the highly polished machine,taking care not to mar the
flawless surface.Wrster wasted little time in clambering up to the
cockpit and getting down to business it was almost 2 oclock,and
the skies were not getting any clearer.After completing the required
preflight checks,the ground crew hand-cranked the 1,660
horsepower,supercharged Daimler-Benz inverted V12 into life.
Wrster carefully checked all the gauges,focusing intently on the
coolant temperature gauge as he ran the engine up.Satisfied that all
was well,he quickly taxied out and roared aloft at exactly 2:09pm.
It was 11 November 1937. Screaming through the hazy,
afternoon skies near Augsburg, Germany,Wrster was at the
controls of the Messerschmitt Bf 109 V13, registered D-IPKY
the thirteenth prototype of an aircraft type which was raising
eyebrows across all of Europe. Four months previously in July, a
handpicked team of Germanys best pilots had taken part in the
fourth annual flying meet at Dbendorf, Switzerland. That team
of pilots, including Wrster, had positively decimated competition
by utilizing carefully prepared Messerschmitts for each contest.
Two of the aircraft, the V13 (WNr 1050) and V14 (WNr 1029),
were equipped with heavily modified Daimler-Benz DB601
engines, and it was these aircraft which made the greatest
impression. Unfortunately, while being flown by Generalmajor
Ernst Udet, the beautiful, wine red V14 (registered as D-ISLU)
suffered a catastrophic oil loss due to a high-pressure oil line
coming off and the aircraft was subsequently heavily damaged in
the ensuing high-speed forced landing near Thn, Switzerland.
Udets fabled fliers luck held fast, though, and he emerged from
the ruined aircraft with nothing more than a bruised elbow and a
damaged sense of pride.
The V13 (registered as D-IPKY) returned home intact, and a
new goal was set forth for the aircraft to wrest the absolute
speed record away from Howard Hughes. Set on 13 September
1935, the current mark stood at 352 mph (566.49 km/h), and
Wrsters timed runs on 11 November easily eclipsed the record,
setting a new FAI (Federation Aeronautique Internationale)
certified mark of 379.8 mph (611.23 km/h). Hitlers decision to
showcase a resurgent Germany and her technological prowess
was paying handsome dividends.

Early company history

The early development of the Bf 109 and the history of its parent
company, Bayerische Flugzeugwerke (BFW), did not initially hint
at the greatness to come. BFW went through several
manifestations before joining forces in August, 1926 with a small
manufacturing firm led by Willy Messerschmitt. The newly
reconstituted BFW utilized the tooling and machinery of the
former Udet Flugzeugbau, a firm launched in 1921 by William
Pohl. Pohl, an American from Milwaukee,Wisconsin, recruited the
well-respected Great War ace Ernst Udet to act as the companys
front man, and this he did with enthusiasm. Unfortunately, too
much money was spent on development of too many different

types of aircraft, so a firm production base was never established

and the company entered into receivership.
Messerschmitt had produced a number of moderately
successful designs before the merger, including the M 19, which
won the prestigious Sachsenflug competition in September 1937
despite both M 19s encountering problems and not finishing the
race! The superiority shown by the M 19 design earned
Messerschmitt a firm ally in Theo Croneiss, one of the Sachsenflug
pilots, and another decorated WWI ace. The firm entered into an
agreement with Lufthansa shortly after the merger which would

have Messerschmitt design a small airliner for inter-city use. This

aircraft, the M 20, held great promise for both BFW and Lufthansa,
but the first prototype crashed on its first flight in February 1928,
killing the pilot Hans Hackmack. Two years later, another M 20
crashed in Dresden on 6 October 1930, killing the two crew and six
passengers, and this was followed six months later in April, 1931
by yet another fatal M 20 crash, again killing both crew members.
The passengers in this last flight survived with only minor injuries,
but the director of Lufthansa, Erhard Milch, had had enough and
refused the delivery of any further M 20s.
In spite of having a few other successful designs, including the
U-12 Flamingo two-seat biplane inherited from the Udet
Flugzeugbau as part of the lender-forced merger in 1926, the M20
was essentially the sole source of significant income for BFW, and
with no further deliveries on the books, BFW was forced to file for
bankruptcy on 1 June 1931. As negotiations between creditors

The basic design of the

Bf 109 can be seen in this
pair of M 29 racers; D-2306
is an M 29b powered by a
Siemens SH 14A radial
engine, while D-2309 is an
M 29a powered by an Argus
AS 8R inline engine. The
aircraft are pictured wearing
their race numbers for the
1932 Europarundflug; D-2306
carried the number C3,
flown by Leander, while
D-2309 carried B4 and was
flown by Dinort

Prototypes

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A pleasing view of M 29a,

displaying the 1932
Europarundflug competition
number. Again, the similarity
to the later Bf 109 can be
seen in the slim fuselage,
low-set angular wing, and
centrally arranged landing
gear

The Bf 109 V3, coded D-IOQY,

is seen here in the summer or
fall of 1936, possibly at
Frankfurt. The single-piece
windscreen side panels,
starboard-mounted pitot tube,
and cylindrical oil cooler
beneath the port wing root
(just visible) provide valuable
clues in identifying this
aircraft in later photos taken
during its Spanish service

Chapter 1

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Two months later, the rationale for Grings suggestion became

clear when the RLM published its tactical requirements for singleseat fighter aircraft in document L.A. 1432/33. Briefly, the
specifications sought were a single seat day fighter capable of 400
km/h at 6000 meters, reaching that altitude in no more than 17
minutes; an operational service ceiling of 10,000 meters; and two
fixed machine guns with 1000 rounds, or one fixed 20mm cannon
with 100 rounds. Interestingly, the document states that the
performance of prospective designs would be evaluated in a very
specific order... horizontal speed, rate of climb, and then
maneuverability. This is a key insight into the basic design
ideology behind the Bf 109.
and BFW proceeded through 1932, design work continued on the
two-seat M 29 racer intended to compete in the Challenge de
Tourisme International. But yet again, another series of tragic
accidents took place when D-2308 crashed fatally on 8 August
1932, followed by another M 29 crash the very next day. The pilot
managed to parachute from the latter machine, but the mechanic
in the aft seat was killed. The Deutsche
Verkehrsluftfahrtministerium (DVL, the German Air Transport
Ministry) thus immediately banned the remaining M 29s from
competing in the contest.
Despite the new setbacks, Messerschmitt continued to work
behind the scenes towards rebuilding the company into a viable
enterprise, and BFW ultimately reached an amicable agreement
with their creditors in December 1932. Effective 1 May 1933, BFW
was reborn as Bayerische Flugzeugwerke,AG (Aktiengesellschaft, or
a corporation owned by shareholders).As part of the
reconstitution and repayment process, BFW AG was obligated to
begin license production of aircraft from other firms to help
generate necessary cash flow. Just as this program was getting
underway, however, a newly elected socialist government was
sworn into power on 30 January 1933. The fortunes of
Messerschmitt and his corporation were about to undergo a
dramatic change.

On the same day that BFW AG recommenced official

operations, a portly, ex-WWI fighter ace took office as the head of
the Reichsluftfahrtministerium (RLM, or Reichs Aviation
Ministry). Hermann Gring had maintained contact with many of
his former comrades-in-arms throughout the turbulent 20s and
early 30s, and as one of Hitlers earliest and most loyal supporters,
he was a natural choice for the post overseeing all German
aviation activity. Gring was well aware of Messerschmitts design
capabilities, and in a letter sent to his old friend Theo Croneiss in
October 1933, he offered hearty words of encouragement... as well
as a firm suggestion to begin investigating the possibility of
building a single-seat, high speed courier aircraft.

The Bf 109 Takes Shape

The development contract for L.A. 1432/33 was initially issued to
three companies in February 1934: Arado, Heinkel, and BFW. Over
the years, some degree of political intrigue has been attributed to
Erhard Milch and his influence over the bid tendering process. It
has been suggested that BFWs entry into the competition was
only allowed after significant negotiation due to the animosity
between Milch and Messerschmitt, but research by Willy Radinger
and Walter Schick has indicated this may not be the case. Each of
the aforementioned firms received the development contract at
the same time, with Focke Wulf receiving a copy of the contract as
late as September, 1934. The Arado Ar 80 design was a relatively
conservative open-cockpit monoplane, with the characteristic
forward-set vertical fin, while the Heinkel He 112 was a relatively
portly aircraft, featuring the Gnther brothers signature elliptical
wing planform as first seen on the He 70. The latecomer Focke
Wulf Fw 159 was a peculiar mix of complex technology and
outmoded basic design, being a parasol-winged monoplane with
a devilishly complex gear retraction system.
Design work began on Messerschmitt project number P.1034 in
March 1934,just three weeks after the development contract was
awarded.A basic airframe mockup was ready by May,and a more
detailed design mockup was prepared by January 1935.The design
was issued the designation Bf 109by the RLM;Bffor Bayerische
Flugzeugwerke,and 109having no further significance outside of
being the next in line from a batch of type numbers assigned to
BFW.It is worth noting at this point that after renaming the
company to Messerschmitt AG in July 1938,all subsequent designs
created after this name change carried the prefix Me,and surviving
company documents and contemporary wartime records also refer
to the 109 as Me 109.In fact,one factory document in the authors
collection refers to both the Bf 109and Me 109on the same page.
So,for those who have wondered which usage is correct,the answer
is both.For the sake of thoroughness,the aircraft will be referred to
as the Bf 109 throughout this volume.
The overall basic design of the Bf 109 was extremely forwardthinking for the day, if not terribly revolutionary. Metal
monocoque fuselages were rapidly replacing the time-honored
practice of steel tube frames with wooden stringers and fabric
covering, and enclosed canopies and retractable gear were being
seen on smaller, high-speed passenger aircraft such as the Heinkel
He 70 and the Lockheed Orion.What made the Bf 109 such a
standout was that it brought all of these elements together for the
first time in an aircraft intended for front-line service.
Extraordinary attention was paid to ease of manufacture during
the development process with the fuselage structure being made
up of two shell halves with flush-riveted longerons joined by a
seam at the top and bottom. The cockpit area was essentially a
box, with the lower forward area being formed by the central spar
section. The firewall formed the front of this box, and the aft
fuselage shell assembly was riveted to this central section. This
allowed for great strength without the weight penalties of excess
stiffening structure within the fuselage itself.

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The wings themselves were formed around a single,

extraordinarily strong spar which required all of four bolts to
attach to the central spar section. They could be removed in short
order, and swapped out as necessary; indeed, there are numerous
wartime photos of Bf 109s whose wing markings do not match
each other, including the well-preserved G-6 WNr 163824
currently exhibited at the Treolar Centre in Australia. This design
was carried over from the earlier Bf 108 four-seat touring aircraft.
The Bf 108 was originally designed to compete in the 1934 edition
of the Europa-Rundflug (flight around Europe), and one of the
design requirements for the race was that the wings be able to be
folded back along the fuselage. Messerschmitt handled this with
extraordinary efficiency, and their solution has inadvertently led
to much confusion among researchers and modelers decades
after the fact.
The single-spar design was patented by Messerschmitt, and
was to prove helpful in more ways than one. One of the primary
goals of the design team was to reduce parasitic drag; that is, to
reduce the amount of airframe exposed to the air while at speed.
As such, a relatively thin airfoil design (NACA 2R1 14.2 at the
wing root, and NACA 2R1 11 at the wing tip) was chosen after
much experimentation as it offered the best combination of high
speed characteristics and low speed controllability. The planform
of the wing was designed with ease of production in mind, being
a simple double trapezoid design with a fully hinged trailing edge
consisting of large flaps inboard and ailerons outboard. The
ailerons were linked to the flaps and would droop to 11 degrees
when the flaps were at their full 42 degree extension.Aileron
response remained positive even in this configuration; this was
incorporated to increase the overall camber of the wing at low
speeds, offering a greater degree of controllability when landing.
One area of concern was the performance of the chosen airfoil
at high angles of attack, as the airfoil would have a tendency to stall
as the wing angle relative to the direction of airflow was increased
in a tight turn. However, a solution to this issue was found across
the English Channel. Sir Frederick Handley Page had patented a
leading edge slat design which would extend forward of the wing
and keep the airflow attached to the wing as the angle of attack
increased. Messerschmitt recognized this as an ideal solution when
developing the Bf 108 in 1933, and worked out a deal with Handley
Page which allowed use of Messerschmitts patented single-spar
design in exchange for BFWs use of the Handley Page slat. It
should be noted that the slats are not motorized or linked in any
way, and can be extended from the wing while at rest with only
fingertip pressure. The design of the slats and the pivot
mechanisms changed during the production life of the Bf 109, and
these changes will be discussed in later chapters.
The remainder of the basic design was conventional, with a
small metal fin, counterbalanced rudder and braced horizontal
stabilizers carrying counterbalanced elevators mounted
somewhat high on the fuselage. The genesis of this basic design
dated back to the M 29 racer of 1932. The aircraft was intended
to use the Junkers Jumo 210 inverted V12 engine, but
development delays forced Messerschmitt to look elsewhere for
a powerplant to use in the V1. Somewhat ironically in retrospect,
an English firm proved once again to be the solution to
Messerschmitts needs. Rolls Royce had purchased an He 70
from Heinkel for use as an engine testbed, and the RLM was
able to obtain several Rolls Royce Kestrel V12 engines thanks to
Heinkels contacts within that firm.
With the Kestrel mounted and the airframe completed, the
Bf 109 V1 (WNr 758) was ready to begin flight testing in the late
spring of 1935. Issued the civil registration D-IABI, test pilot
Hans-Dietrich Knoetzsch lifted the V1 into the air on 28 May
1935 with little drama or fanfare. The first flight was very
cautious, with the gear remaining extended.Afterwards, gear

retraction tests showed that the balloon-style tires fitted to the

prototype would not allow the gear to fully retract. This problem
was solved by simply cutting holes in the wings where the tires
touched, and affixing streamlined fairings along the length of
the wing chord at those points.As later variants would
demonstrate, this would not be the last time a 109 would carry
wing bulges due to fat tires.
Knoetzsch continued the testing program throughout the
summer, and ferried the aircraft to the Erprobungstelle Rechlin
(E-Stelle for short: testing center) on 15 October 1935. However,
while attempting to land after an aerobatic display, Knoetsch got
it all wrong and the 109 wound up in a bent heap on Rechlins
landing ground. The aircraft was repairable, but Knoetzschs
reputation with Messerschmitt was not... he was fired
immediately after the crash. Sent back to Augsburg for repair,

the V1 later moved to the E-Stelle Travemnde on the Baltic

coast to continue flight tests. Eventually returned to Augsburg
when newer Bf 109s were available, the V1 was left outside and
eventually scrapped.

The first of many... The

Bf 109 V1 is seen here
warming up its Rolls Royce
Kestrel engine in mid-May
1935, before the application
of the civil registration D-IABI

Details of the Bf 109 V1

Aside from the Kestrel engine, which is of course the primary
identifier, the V1 featured the following identification points:
A leading edge oil tank was located at the port wing root, and an
external finned oil cooler was mounted in the same location on
the starboard wing root.
The wings had a shallow dihedral angle of 4 degrees, giving a
much flatter impression when viewed from head-on.
The gear doors had a more rounded contour to the lower
sections, with the wheels retracting into circular outer wells
The ailerons carried two counterweights per unit, looking rather
like reversed TACAN aerials
The slats extended well inboard from the tip; their inner edges
nearly line up with the outer edges of the wheel wells
The wheel bulges noted earlier are much narrower than
subsequent models, and extend in an elongated teardrop shape
from the leading edge all the way to just forward of the flap/wing
juncture.
Two small inlets were positioned on the wing roots just inboard
of the oil tank and oil cooler
The pitot tube was mounted on the port side just forward of the
windscreen forward edge.
The aircraft was painted in L40/52, a light grey similar to the
forthcoming RLM63 Hellgrau, and the registration D-IABI was
carried in black on the fuselage sides and upper and lower wing
surfaces. The only other national marking was the Hakenkreuz
painted on a white background against a red band, centered at

Prototypes

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Dipl.Ing Carl Francke used the

Bf 109 V7 (coded D-IJHA) to
great effect at the Dbendorf
flying meet in late July 1937,
winning the Climb and Dive
competition outright

3:59 pm

Page 10

the rudder/fin hinge line. There was a data block on the aft port
fuselage, which read:
Bayerische Flugzeug-Werke GmBH
Augsburg Haunstetten (the entire address line is not known at this time)
Leergewicht
kg
Gesamtlast
kg
Fluggewicht
kg
Hchstzul. Fluggewicht kg

No radio or armament was fitted to this prototype, nor was a

bar fitted between the wheels as has been suggested in other
publications. Other details remained remarkably consistent
throughout the production of the Bf 109, including the fin and
rudder shape, the horizontal stabilizers and elevators, the basic
fuselage and canopy design, and of course the landing gear.

Further early prototype development

The Bf 109 V6 originally wore
the code D-IALY in German
service; the aircraft was later
sent to Spain

10

Chapter 1

At the time of Knoetzschs unfortunate accident, the V1 was being

delivered to Rechlin to begin a testing program in conjunction
with the RLMs fighter requirements.With the V1 therefore
unavailable, the preparation of the second prototype was
expedited. The V2 (WNr 759, registered D-IILU) was the first to
be fitted with the 680HP Jumo 210A engine intended for series
production, and as such provided a better benchmark for testing
versus the lower powered (583 HP) Kestrel fitted to the V1. First
flown on 12 December 1935, the V2 was flown to Travemnde by
Dr. Ing. Hermann Wrster in February 1936 to begin
comparative flight testing. Two months later, on 1 April, the V2
came to grief following an odd incident; the windscreen became
detached in flight, and the Travemnde-based test pilot was
obliged to execute a forced landing. Rather than repair the
aircraft, however, the fuselage was kept for further
experimentation, and the V2 was written off.
In that brief span of time between first flight and the crash,
however,the V2 established a clear superiority over the other entries
in the fighter competition.From late February through late March,
the aircraft was put through punishing tests at Travemnde,
including a spin test flown by Dr.Wrster on 2 March which
consisted of 21 consecutive spins to the right,then 17 spins to the
left... a dramatic demonstration of both the capabilities of the
Bf 109 as well as the superb piloting skills of Dr.Wrster!
Given its brief life span, photos of the V2 are not plentiful;
however, some important details can be gleaned from those
photos which are available:
The pitot tube was moved from the left side of the fuselage to the
right, in approximately the same position as the V1.
The engine installation was very similar to early B-1s, with an
underslung radiator
The engine cover panel was essentially the same as a B, except
that the cover extended all the way aft to the firewall. This was
changed from the V3 onwards into a two-piece affair, to allow
better access to the fuselage guns and ammo boxes.
The ground power plug was beneath the aft edge of the canopy
on the starboard side, again mirroring later installations in the B
series aircraft.
The fuel filler was located beneath the canopy to port.

Balloon-style tires (580x165) were still carried on this prototype,

and as such the wings carried the same narrow teardrop-style
bulges.
The aircraft was painted in L40/52 overall, and very highly
polished. The registration D-IILU was painted in black on the
fuselage and upper and lower wing surfaces, while the
Hakenkreuz was applied within a white circle over red band,
centered at fin/rudder junction.
The exhaust panel was in the same color as the fuselage, while
the radiator outer shell in an unknown darker color.
The oil tank remained in the port wing root, and a new, flowthrough style of oil cooler was mounted beneath the port wing
immediately aft of the gear well, immediately outboard of the
wing/fuselage joint.
Exactly one week after the crash of the V2, the third prototype
(WNr 760, registered D-IOQY) flew for the first time at Augsburg.
The V3 was the first Bf 109 to be outfitted with armament,
carrying two MG17s in a staggered arrangement above and aft of
the engine. In addition, it was intended to equip the V3 with a
centerally-mounted machine cannon, but this installation was
abandoned due to continuous problems with the gun itself.A new
FuG (Funkgert- radio apparatus) VII radio set was fitted to this
aircraft, as was a more advanced 700HP Jumo 210C. In many
ways, the V3 represented the first Bf 109 which could be
considered representative of a production machine. There were a
number of minor but distinctive external changes to the aircraft,
which are listed below:

The FuG VII necessitated an antenna mast with a triple wire

setup... one wire led to a rather tall fin post, while two others led
from the antenna to the leading edges of the horizontal
stabilizers
The cowling was now separated into two large pieces, with
closely-spaced indentations for the two MG17s located in the
uppersurface of the engine hood.A pair of staggered gas ejection
slots were included in the newly detachable aft cowling section,
an inverted-L shaped cowling cover that allowed rapid access to
the armament and engine accessory section.
Low-pressure balloon tires were still used.
The upper wing bulges were slightly different than those on the
V1 or V2, being slightly wider, and terminating just past 2/3 of
the way across the wing chord in a squared-off end.
The spinner is a major identifying point; as the aircraft was
originally intended for centerline armament, the pointed spinner
gave way to a hollow tube projecting from the blunted propeller
end.
The windscreen had no angled quarter panels on each side;
rather, the side panels were one complete piece.
A cylindrical oil cooler was mounted beneath the port wing root.
The V3 had a considerably longer and more interesting career
than its two predecessors.After two months of factory tests
involving the armament system, the aircraft was turned over to
the Luftwaffe at the beginning of July 1936 for a more rigorous
testing program. Two weeks after the aircraft arrived at
Travemnde, a series of events began to unfold with lightning
speed that would usher in a revolution in aerial combat.

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Page 11

Iberian Debut
Chapter

n mid-July 1936, longstanding political and social

tensions in Spain exploded into civil war. Several generals
allied with political factions favoring an overthrow of the
Populist Front government staged a coordinated rebellion
beginning on 17 July, and many civilians immediately joined
in the fray. The Nationalists, as the rebellious forces called
themselves, were vastly outnumbered and sought to have a
large contingent of sympathetic troops brought from Spanish
Morocco across the Straits of Gibraltar. However, the Spanish
Navy remained allied to the Republican cause, and would
surely sink any ships carrying Nationalist troops. Thus, only
five days after hostilities commenced, a Ju 52 flew to Berlin
with an official request on behalf of General Francisco
Franco to airlift his Moroccan contingent over to Spain. He
met with little success in this quest, until the politically wellconnected Germans accompanying Francos emissary
managed to bend the ear of a Gauleiter who counted Rudolf
Hess among his contacts.
Hess recognized an opportunity when he saw one, and
authorized the men to take their plea directly to Hitler, who
was currently enjoying the Bayreuth festival. Hitler
immediately jumped at the chance to make a powerful ally to
the south, essentially turning the unwitting Nationalists into
political pawns. Thus, by the evening of 26 July, only four
days after the men first arrived in Berlin, a basic framework
for German assistance was in place. The first order of
business was to begin organizing the necessary men and
machines to effect the airlift. This was rapidly accomplished
using 20 Ju 52s along with Lufthansa crews, and the ensuing
airlift proved to be a rousing success. As the Republicans
controlled most of the Spanish air force, however, it was
decided that a few fighters were necessary to protect the slow
Junkers. Thus, six Heinkel He 51 biplane fighters were quietly
tucked into the hold of the steamer Usaramo in Hamburg,
along with a large quantity of other war materiel, and she set
sail for Spain on 31 July.
On board the Usaramo were also 86 German tourists,
ostensibly visiting Spain on holiday. Among this group was a
particularly tall fellow named Hannes Trautloft. Rather than
an ordinary businessman on an Iberian getaway cruise,
Trautloft was a Leutnant (lieutenant) in the Luftwaffe. As with
so many other enthusiastic members of the Luftwaffe, he had
volunteered his services as a pilot and was fortunate to be
selected for the first trip down. Trautlofts flying skill had
been honed several years earlier, at a clandestine German
airfield built at Lipezk, Russia in 1925. Here, along with
future Luftwaffe luminaries such as Gnther Ltzow, Max
Ibel, and Wolfgang Falck, Trautloft learned the basics of flight
and fighter tactics. He graduated from the course in
September 1932, joining the other Lipezk graduates which
formed the core of the reborn Luftwaffe in 1934.
After several frustrating months of losing Heinkels to
Russian-built Polikarpovs and being outpaced by Republican
Tupolev SB-2 bombers, a decision was made to send several

examples of the Luftwaffes latest fighter to Spain to evaluate

their suitability for combat. In December, Trautloft was
summoned by the commander of the German Legion
Kondor, Gen. Wolfram von Richthofen, to report to Seville to
retrieve the first example of the Bf 109 to reach Spain. The V3
had undergone extensive endurance testing while at
Travemnde, and Luftwaffe officials were eager to see how the
aircraft would compare to the Republican I-15s which had
run rampant over the Nationalist aircraft up until that point.
Trautloft immediately set out from Vittoria, but bad weather
forced him to make the rest of the trip via automobile.
When he arrived on 11 December, he found that the aircraft
he was scheduled to fly, the Bf 109 V4 (WNr 878, coded D-IALY
as built and coded 6-1) had been wrecked by Lt. Erwin Kley
just the day before. Trautloft was forced to wait until 14
December to fly the V3, now coded 6-2, but the performance
of the Messerschmitt more than repaid the time spent
waiting. He chased down a Nationalist Fiat CR.32 and passed
it with remarkable ease, which made a significant impression
on him. This initial test period lasted approximately eight
weeks, during which the prototypes encountered their share of
teething troubles; in one instance, the hydraulically actuated
tailwheel of the V3 did not extend, leading to a damaged
rudder when landing. Despite these minor setbacks, the
increase in capability from the old He 51 to the new Bf 109

One of the first A models to

reach Spain, 6-7 was
ordinarily flown by Fw.
Norbert Flegel, although Lt.
Rolf Pingel and Oblt. Werner
Mlders are also listed as
having flown this aircraft.
Like other early A models
sent to Spain, 6-7 displays a
multi-hued silver paint job on
the fuselage with the
cowlings, fin, and stabilizer in
natural metal. Also
noteworthy is the virtual lack
of any fuselage panel lines;
close study of period photos
suggests that this first batch
of 109s had their fuselage
seams taped or puttied, not
unlike the later Me 262

6 o 60 was the tenth D-1 sent

to Spain. Here, the relocated
oxygen fill point and ground
power connection of the D
model can be seen on the
starboard side of the aircraft,
just forward of the 60. The
overall dark tone of the
aircraft is consistent with
very fresh 63, or possibly 62
Lichtgn.

Iberian Debut

11

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The majority of Emils which

were sent to Spain were
cannon-armed E-3 models.
However, at least a few E-1s
were included in the
deliveries as well. The second
aircraft in this lineup is an E1, possibly 6 o 128 or 6 o 129
based on the visible contours
of the third fuselage digit. It is
not 6 o 126, however, as
photos show this to be an E-3
variant

6:54 pm

Page 12

was so great that events were immediately set in motion to

have all of J./88 re-equipped with the new fighter.

A brief examination of the early 109 series

The 109 was assigned the type number 6 in Spanish service.
The first three 109s sent to Spain were numbered 6-1, 6-2,
and 6-3... but in what order? A photo has surfaced which
clearly shows the V3 wearing the code 6-2, but later photos
show this same aircraft to wear the code 6-1. Telltale
recognition points of the V3 in this early photo are the
unframed windshield side panels, the exposed oil cooler
beneath the port wingroot, and the distinctively shaped nose.
The V3 was also the last prototype to be fitted with a pitot
tube on the starboard side of the aircraft, just forward of the

the V5 was retained for armament trials with the ElektroPneumatisch Abzugs- und Durchladevorrichtung 17 (EPAD
17- an automatic reload and firing mechanism for the cowlmounted MG17 guns), and then transferred to Rechlin at the
end of 1937 for further testing. Thus, it seems relatively
certain that the three prototypes sent to Spain for initial
evaluation were the V3, V4, and V6.
Further confusion surrounds the first batch of production
machines sent by sea to Spain. Messerschmitt factory
documents clearly indicate the existence of a Bf 109A series,
although the total number produced is not clear; some
sources suggest 20, others say 22. The majority of these
aircraft were sent to Spain with the Legion Kondor, being
delivered between January and February, 1937. The main
difference between the A and the B variants was the provision
for a centrally mounted gun firing through the propeller shaft
on the B.
This brings up a very interesting point. In the vast
majority of publications dealing with the Messerschmitt 109,
there is little agreement on designations or configuration of
the early Jumo-engined aircraft. Through careful
examination of photographs, official Messerschmitt
documents, and loss records, a pattern begins to emerge and
the picture becomes a bit clearer... it appears that the initial
batch of 109s sent to Spain were actually Bf 109As, not Bs.
Further research is ongoing, but we have the following
information to draw from:
The Bf 109A had no provision for a centrally-mounted gun.
There were approximately 20 Bf 109As constructed (22
according to Delivery Program No. 8 of 15, from August
1938- Nr. 138/38 Geheime Kommandosache)
The production dates of known Bf 109As range from
December 1936 to February 1937.
VJ./88 began operations in March of 1937.
The highest-numbered aircraft in Spanish service seen in
published photographs with the Schwarz wooden propeller
is 6-16.
There are no factory or loss records suggesting the existence
of a Bf 109B-2, a frequent claim in other publications when
referring to aircraft with the controllable pitch metal
propeller.
Records indicate the first batch of 109s to enter Spanish
service were coded 6-3 through 6-18 a total of 16 aircraft.
There are several other details often overlooked when
examining the first batch of 109s to be sent to Spain:

The first batch of B-1s sent to

Spain in early 1937 were
delivered in the standard
Luftwaffe scheme of 70 and
71 over 65. The uppersurface
colors faded fairly quickly,
and all surviving aircraft later
received an overall coat of 63
on the uppersurfaces, which
proved to be better suited to
the Spanish climate. This
early B with the long slats
and no wing guns has had a
variable pitch propeller
retrofitted in the field; the
spinner paint has not held up
very well, with large areas of
natural metal showing
through

12

Chapter 2

cockpit; this provides an instant recognition point. In later

photos, the V3 has received a production-style windscreen
with the characteristic triangular lower windows, but the
pitot remains in the same place.
It would appear that the V4 was first to arrive, and
therefore originally wore the number 6-1, with V3 receiving
the code 6-2 and the V6 being coded 6-3. However, with
Kleys accident on 10 December, the V3 seems to have been
renumbered as 6-1, and the V6 was renumbered 6-2. This is
further borne out by the initial deliveries of the 16 A models,
which were coded 6-3 through 6-18. The whole affair is quite
confusing, but given the photo documentation and known
facts, this seems to be a reasonable conclusion.
Some sources have listed the V5 as being sent to Spain in
addition to V3 and V4, but there are records indicating that

The oil cooler on these initial aircraft is located at the

wingroot joint, just aft of the port gear leg... later aircraft
had the oil cooler moved outboard somewhat, clear of the
disturbed airflow behind the gear leg
The cowling MG17s were still manually cocked... the EPAD
17 was not fitted (recall that this was still being tested in
early 1937)
Photos of 6-15 taken after capture show the cockpit
arrangement to be completely different from later 109s
All aircraft in this initial batch featured the longer slats.
Examination of photos of these initial aircraft show the
fuselage panel lines to be invisible, even close up in strong
light. This strongly suggests the joints were covered in
pinking tape and faired in.
Photos also indicate that this first batch of aircraft appears
to have been painted in a matte silver overall; the paint has
a different reflective quality when compared to later photos
of Bf 109Ds and Es which are known to have been painted

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Page 13

Three early B-1 models are seen here with a Nationalist Ju 52 on a rather well-appointed
airfield sometime in mid to late 1937. Note that the custom-fitted canvas engine covers
provided with all early 109s are visible on the two aircraft in the background

Ofw. Otto Polenz force-landed his Bf 109A coded 6-15 behind Republican lines at Bujaraloz
on 4 December 1937, and the aircraft was extensively test-flown by noted French pilot
Konstantin Rozanoff, seen here in the cockpit of the aircraft which now sports the red
wingtips of Republican aircraft. Later, the aircraft was extensively examined in Russia, where
the remains were recaptured during the early advances of the Wehrmacht in mid-1941

This unknown Legion Kondor pilot is posing in front of a C or D model. The casual dress is worthy of note, as is the seat-pack parachute and the very early helmet

A pair of young Spanish ladies are seen here with a Spanish soldier in front of Gnther
Ltzow's old mount, Bf 109A 6 o 10, later nicknamed Altertum

This Emil has suffered a gear collapse, and is in the process of being recovered, using a
fairly primitive but effective crane

Iberian Debut

13

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Page 14

Production Table 1
WNr
760 (V3)
808
809
810
883
884
994
995
996
997
1000
1001
1002
1003
1004
1005
1006
1007
1008
1009

Registration
D-IOQY
D-IIBA
D-IUDE
D-IHNY
D-ITGE
D-IXZA
D-IMRY
D-IPLA
D-IVSE
D-IZQE
D-IMTY
D-IPSA
D-IQMU
D-IVTO
D-ILZY
D-IJFY
D-IBLE
D-IHDU
D-IYTY
D-IOMY

Engine
Jumo 210C
Jumo 210D
Jumo 210D
Jumo 210D
Jumo 210D
Jumo 210D
Jumo 210B
Jumo 210B
Jumo 210B
Jumo 210D
Jumo 210D
Jumo 210B
Jumo 210B
Jumo 210B
Jumo 210B
Jumo 210D
Jumo 210D
Jumo 210D
Jumo 210D
Jumo 210D

First Flight
8 Apr 36
31 Dec 36
8 Jan 37
8 Jan 37
31 Dec 36
30 Dec 36
6 Jan 37
9 Jan 37
8 Jan 37
12 Jan 37
22 Jan 37

Delivery
30 June 36
21 Jan 37
19 Feb 37
21 Jan 37
14 Jan 37
19 Jan 37
1 Feb 37
19 Feb 37
19 Feb 37
14 Jan 37
19 Feb 37

28 Jan 37
28 Jan 37
2 Feb 37
5 Feb 37
4 Feb 37
10 Feb 37
12 Feb 37
16 Feb 37

18 Feb 37
20 Feb 37
19 Feb 37
20 Feb 37
20 Feb 37
20 Feb 37
20 Feb 37
20 Feb 37

With the arrival of the C and

D models, photographic
evidence points to all 109s
currently in Spain receiving a
uniform paint job of RLM 63
Lichtgrau over RLM 65
Lichtblau, including the
surviving A models such as 6
o 6 seen here baking in the
Spanish sun. This aircraft
was regularly flown by future
Ritterkreuztrger Fw. Herbert
Ihlefeld, and later written off
by Uffz. Franz Jnisch in July
1938

in RLM 63 Lichtgrau (or RLM 62 Lichtgrn) on their

uppersurfaces. In his new work on Luftwaffe camouflage,
Kenneth Merrick suggests the aircraft were in bare metal
with a very thin, green-tinted protective coating; the
complete absence of panel lines on the fuselage in many
period photos and heavy wingroot paint wear visible in a
photo of 6-4 strongly suggest a painted surface, however.
All of these details are consistent in photographs of the
first 15 Spanish Bf 109s. Based on this evidence, it seems to
be a reasonable conclusion that this first batch of 16 aircraft
were not Bf 109B-1s, but rather Bf 109As.
Production Table 1 lists known Bf 109A airframes; this is
based on an excerpt of an original Messerschmitt factory
document dated 25 August 1937 titled Delivered Bf 109 As
and B-1s. This document was first brought to light by the
research of Willy Radinger and Walter Schick in their book
Messerschmitt Bf 109A-E: Development, Testing, Production:
Another RLM document (LC 7/1 Nr. 183.8/38 from 15 Aug

Fate
To Spain, Dec 36
Delivered to Rechlin
To Spain, VJ./88. Fate not known
Delivered to Rechlin
Fate not known
Delivered to Rechlin (as original V10)
Delivered to Berlin-Tempelhof
Fate not known
Fate not known
Fate not known
Fate not known
Wrecked, written off 26 Feb 37
Fate not known
Fate not known
Fate not known
Fate not known
Fate not known
Fate not known
Fate not known
Fate not known

1938, covering deliveries through May 1938) indicates that

series production of the B-1 (featuring 3 MG17s) began at
WNr 1021, while those aircraft from WNr 1010 to 1020 were
to be retrofitted with the central MG17. This small batch
included additional Versuchs aircraft, as indicated in
Production Table 2.
The May 1938 delivery document is not clear about the
initial designation of these eleven aircraft, but the document
does state that retrofitting the central MG17 would bring the
aircraft up to B-1 production standards.
No written documentation has been found which covers
the relocated oil cooler on the port wing, but later photos of
these early Spanish 109s indicate that the oil cooler location
remained inboard, even though all the aircraft were
retrofitted with the new VDM variable pitch propeller. It is
not currently known whether the early aircraft were also
retrofitted with the centrally mounted MG17; as we can see
with the later Emil, the presence of a spinner with a port does
not necessarily mean a gun was fitted. It is also not known if
the EPAD17 system was retrofitted to these early aircraft to
facilitate automatic cocking of the cowl guns.
The changeover to the new propeller was relatively rapid
within the Luftwaffe; indeed, propaganda photos taken upon
the delivery of 25 Bf 109B-1s to II./JG 132 Richthofen at
Jterbog-Damm in February 1937 show the aircraft to be
fitted with a mixture of the Schwarz wooden units and the
later metal props. The metal units appear on all subsequent
Spanish deliveries as well.
The next batch of 109s to reach Spain were 26 actual B-1
production aircraft, coded 6-19 through 6-45. Among the
many conflicting detail variances on the B-1 models sent to

Production Table 2

14

Chapter 2

WNr
1010

Registration
D-IAKO

Versuchs Nr
V10a

First flight
Unknown

1012

D-IFMO

V11

1 March 37

1016

D-IVRU

V12

13 March 37

Test purpose
On loan to BFW for testing; remains recovered and
currently in storage
Prototype of gun wing, testing fitment and operation
of MG17s
Testing of MG-FF fitment in gun wing

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Page 15

Production Table 3
Code
6-26
6-27
6-29
6-30
6-34
6-36
6-38
6-42

Unit
N/A
N/A
2.J/88
2.J/88
1.J/88
1.J/88
1.J/88
1.J/88

Pilot
N/A
N/A
N/A
Fw. Reinhard Seiler
Oblt. Erich Woitke
Oblt. Harro Harder
Uffz. Ernst Terry
N/A

Disposition
N/A
N/A
N/A
A/C
N/A
N/A
N/A
N/A

Spain as well as those introduced into Luftwaffe service are

the differences in the leading edge slats. As related earlier,
the initial A models all featured the same longer, full-length
slats as fitted to the prototypes. Many of the initial B-1s had
these slats as well, but at some point in the production run,
the new gun wing was introduced. to make room for the MG
17s, the slats were shortened by 635mm on their inboard
sides. This configuration was successfully tested on the V1
prior to production; the stall characteristics of the aircraft
were found to improve with these shorter slats as well.
Many of these aircraft were delivered in the standard
Luftwaffe splinter scheme of 70/71 over 65 the following chart
indicates those aircraft identified through photos as wearing
this scheme, as well as their units, pilot and disposition.
Comparing the above listing of aircraft positively
identified as being delivered in 70/71 against the second
shipment of aircraft to be sent to Spain, it may be reasonable
to conclude that other aircraft in that batch were also
delivered in this scheme. 6-32 was photographed in 63 (or
possibly 62) over 65, but this appears to have been a later
repaint based on a similar treatment being applied to 6-38
(see note above). Previous publications have speculated on a
number of different paint colors being used on these aircraft,
but comparison of Spanish aircraft to Luftwaffe B-1s serving
during the same time period show similar color
demarcations between the uppersurface colors and the 65
undersurfaces, as well as a clearly identifiable splinter pattern
in some of the better Spanish photos.
Following the completion of the B-1 deliveries were five C
models, coded 6-46 through 6-50; few photos have surfaced
of these aircraft and all known photos show the aircraft
wearing the 63 over 65 scheme. Again referring to the recent
work from Ken Merrick, the possibility has been suggested
that the uppersurface color may have been 62 green as
opposed to 63; research continues on this issue. Given how
few C models were constructed by BFW, the low delivery total
is not unexpected. These were quickly followed by the main
Jumo production variant, the Bf 109D-1. Whereas the C was
powered by the fuel injected Jumo 210G, the D-1 reverted to
the earlier carbureted Jumo 210D due to reliability issues
with the more powerful injected motor. A total of 647 Bf
109Ds were built, with contracts spread between BFW, Focke
Wulf, Erla, Fieseler, AGO, and Arado-Warnemnde. In
contrast, only 58 C models were constructed, all by BFW.
Externally, the C and D are virtually indistinguishable, but if
one is fortunate enough to find a photo with the engine
cowling off, a glimpse at the coolant header tank in the nose
of the aircraft will readily differentiate between a C and a D.
The C model had a header tank resembling the later Emil,
being smooth with a flat top; the D model featured a large
vent apparatus atop the ends of the tank on either side of the
reduction gear housing. A total of 35 D-1s were sent to Spain,
numbered from 6-51 through 6-86.

Notes

Lost in forced landing Aug 37

Later repainted in RLM 63 over 65 (ref: Laureau, p. 106)

Into Service
The first batch of service-ready 109s to arrive was issued to
2.J/88, and the first victory for the 109 was scored by none
other than Gnther Ltzow on 6 April. Another three
victories were added to the roster by the end of April, and
2.J/88 had the dubious distinction of providing escort for the
infamous raid on Guernica on 26 April. Oblt. Herwig Knppel
led six aircraft of the Staffel as high cover while the Ju 52s of
K/88 droned in unopposed and destroyed the Basque town.
The Northern campaign continued with a push into Bilbao
(located west-southwest of Guernica), but in July, 2.J/88 was
rushed southwards to the Brunete area near Madrid to
oppose a sudden, strong Republican offensive.
The air battles around Brunete were the first meeting
between Republican Polikarpov I-16s and the Nationalist
Messerschmitts. After a series of inconclusive contacts, a full
fight took place on 12 July with Uffz. Guido Honess falling

victim to the nimble I-16s and perishing in the crash of

Bf 109A 6-4. On the 17th, Olympic pentathlon winner and
future JG26 Kommodore Lt. Gotthard Handrick was downed
by the US expatriate Frank Tinker, again flying an I-16. Uffz.
Haarbach was shot down and slightly wounded on the 18th.
Despite these losses, the Nationalist forces succeeded in
pushing back the Republican offensive around Brunete, with
a total of 8 victory claims by the 109s of 2.J/88. Once the
situation was secure, Ltzows unit returned to Vitoria... a
new Nationalist offensive was imminent.
August 1937 witnessed the all-out westward push towards
Santander, on the Biscay coast, and this campaign was
successfully concluded with the citys surrender to Nationalist
forces on the 26th. The Republican forces had been thrown
into disarray by the strength of the Nationalist attack, and
they were continually pushed westward. Eventually, Gijon was
captured in late October, and the majority of the Biscay coast
then lay in Nationalist hands. Air operations were intense
during this period, with 1.J/88 under Oblt. Harro Harder

One of the principal

opponents of the Bf 109 in
Spain was the nimble
Polikarpov I-15 Chato. This
example, CA-108, was flown
to La Ciena airfield on 2
November 1938 by defecting
Republican pilot Sargento
Arranz. As was the case on
both sides of the conflict, the
Nationalists immediately
pressed any captured aircraft
into service, and CA-108 has
already received the
characteristic white wingtips
of the Legion Kondor

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An afflicted aircraft seen from

the front; note that the black
walkway is limited to the port
wingroot only. The sharp paint
demarcation line bisecting
the rocker covers on the
lower cowling is noteworthy
as well

6 o 42, an early B-1 with long

slats and no wing guns, is
seen patrolling the Spanish
coast sometime after early
1938. Originally delivered in
70/71/65, the aircraft was
repainted in 63 over 65 at
approximately the same time
as the C and D models were
reaching Spain

The most appropriate code

for a Bf 109 6 o 109! Flown
during the civil war by Kurt
Sochatzki, this E-3 is seen
after the end of the conflict.
The Falangist markings were
added to the black disc when
the remaining Legion Kondor
aircraft were transferred to
Grupo 5-G-5

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Page 16

joining its sister squadron in battle. The Messerschmitt

squadrons wreaked havoc among the Republican aircraft,
with Harder personally accounting for as many as seven
victories by October 21.
Following the consolidation of the northern territory
gains, planning commenced for a strike towards Madrid. J/88
was not idle during this period, flying attacks on enemy
airfields and this was to result in the capture of Ofw. Otto
Polenz on 4 December. He was brought down during an
attack on Bujaraloz airfield, and his Bf 109A 6-15 was
delivered virtually undamaged into Republican hands. The
aircraft later made its way to Russia, where a thorough
technical evaluation was prepared on it. In an odd twist of
fate, the aircraft was later recaptured by German forces
during their drive through Russia, although its subsequent
fate is not known. It is worth noting that Polenz aircraft still
wore the early overall silver scheme and carried the Schwarz
wooden propeller, suggesting that no movement towards a
common paint scheme for all of J/88s 109s took place before
this time.

Republican forces were tipped off to the planning of the

Madrid offensive by a Nationalist deserter, and to forestall
such an attack, a vicious offensive was launched against the
tiny mountain town of Teruel on 16 December. Teruels
primary claim to fame was being home to the coldest spot in
Spain during the winter, and the weather of December and
January lived up to that reputation. Nationalist aircraft and
equipment encountered significant reliability problems,

hindering the ability of K/88 and J/88 to help support the

defenders. The city fell to the Republicans in January, but a
fresh push in February returned Teruel to the Nationalist
fold. Air activity picked up in the latter part of January, and
intensified significantly in February. In one fierce
engagement, future JG 2 Kommodore Oblt. Wilhelm Balthasar
achieved the then-unheard of feat of downing four Tupolev
SB-2 bombers (referred to as Martin Bombers, for some
reason) but his aircraft was positively riddled from defensive
fire and he was forced to crash-land his flying sieve.
Interestingly, this encounter was mentioned in passing to
Charles Lindbergh by JG 132 Kommodore Gerd von Massow
at a Berlin dinner party in October. Massow was quoted as
saying,I know one fellow I wont say who that shot down
four Martin bombers in twenty minutes with a
Messerschmitt 109. When queried by Lindbergh as to
whether they were actually Martins or copies, Massow replied
that they were Russian copies of Martin bombers used by the
government side.
The next two months saw a realignment of priorities in the
Nationalist camp. Rather than a push towards Madrid, which
was certain to be heavily defended, Francos troops began
heading for the Mediterranean, with the intention of
bisecting the country. Beginning in the Teruel area, the
Mediterranean was reached on 15 April 1938 despite fierce
Republican resistance. J/88 suffered a few losses in combat
during this period, as well as several losses due to operational
causes. Among those losses were Uffz. Adolf Borchers in 6-21
collided with Lt. Fritz Awe over Lanaja on 4 April. Awe lost his
life, but Borchers managed to escape via parachute. As the

Nationalists continued to move northwards towards Valencia,

government resistance began to increase, until Francos
offensive slowed to a crawl in June along the Ebro River. The
Republicans continued to pour troops into the Tortosa area,
and on 24 July, they launched a counteroffensive which
caught the Nationalists completely off-guard.
It was along the Ebro River front that the first shades of
Blitzkrieg were seen, with Nationalist aircraft bombing and
strafing the Republican forces to a standstill by early August.
The intensity of the fighting took a significant toll on the men
and machines of both sides. The victories racked up by the
Messerschmitt pilots were increasing exponentially, despite
losing only three 109s of J/88 to enemy action during the
initial phase of the battle between late July and September.
Improvisation in battle led to improved tactics and fighting
formations, and the Nationalist forces were quick to capitalize
on these advantages. The Messerschmitt pilots soon began
running up impressive scores, and doing all they could to
duck the official requirement for transfer back home after
five victories. A recent arrival to Spain, Otto Bertram,
managed four kills from 12 to 31 August alone, and the
brilliant Werner Mlders had reached eight victories by the
end of September. Localized combats took place along the

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stalled Ebro front through the fall, until the Nationalists

renewed their offensive on 31 October. Their first targets were
the bridgeheads across the Ebro River, followed closely by a
series of attacks on Republican airfields which effectively cut
short any possible retaliatory air support. Combat still
occurred, however, and J/88 pilots who scored victories
during this period include Oblt. Walter Grabmann, Lt. Walter
Oesau, and Mlders, who raised his score to fourteen on 3
November. However, Otto Bertram, the wunderkind of August,
was shot down in Bf 109D 6-67 on 4 October, and taken
prisoner by Republican forces.
After breaking through the Republican line along the Ebro,
Franco renewed his push towards Barcelona in late December
and the city was taken on 26 January 1939. Aerial combat
took a back seat to ground attack during this period, with
both J/88 as well as Italian units destroying Republican
airpower on their own fields in a series of quick but
devastating attacks. The Republicans were in full retreat
towards France under unrelenting pressure, and the
Nationalists succeeded in reaching the French border on 10
February. The last combat victory for the Legion Kondor fell
to Oblt. Hubertus von Bonin, Gruppenkommandeur of 3.J/88,
who downed a Polikarpov I-15 over Alicante on 5 March. Six
days later, J/88 relocated to Torrijos to take part in the last
Nationalist offensive of the war. By this time, the unit was

fully re-equipped with brand new Bf 109Es, and their old,

faithful Jumo-engined 109s were transferred to Grupo 5-G-5
of the Nationalist air force. A total of 45 Emils were received,
with codes from 6-87 through 6-131. The majority of the
Emils sent to Spain were the cannon-armed E-3 model,
although a few E-1s such as 6-118 have been noted in
photographs (such as 6-118).
As the last desperate acts played out in the Spanish capital

of Madrid between demoralized Republican factions, the

Nationalists launched attacks in the Toledo area on 26 March.
Two days later, Madrid fell peacefully to Francos forces, and
by 31 March, all fighting in Spain had come to an end. It had
been a long and costly struggle, but the lessons taught in the
fire of combat were destined to be absorbed by only one side.
Those Soviet volunteers who returned home were soon to
find themselves targets yet again; this time, there was to be
no escape from the bloodthirsty purges of Josef Stalin, who
massacred soldiers, pilots, generals, and civilians alike.
The men of the Legion Kondor returned home to an
entirely different kind of welcome; they were greeted as
conquering heroes by an adoring public and an appreciative
government. Awards and promotions followed, and the
Spaniards, as they called themselves, brought back with
them a great deal of combat experience as well as a newly
refreshed sense of pride. Germany was no longer the
demoralized and defeated whipping boy of 1918 she was now
the most powerful nation in Europe. While the Legion
Kondor was mopping up Republican resistance in midMarch, regular German troops and Luftwaffe units had
moved out of the Sudetenland in Czechoslovakia and simply
taken over the country. The democratic nations of Europe
were aghast, but collectively did nothing to oppose the
annexation they would have another chance soon enough.

Gunther Ltzow's Bf 109A 6 o

10 is seen resting at La Ciena

An interesting photo, for more

than one reason this BF 109
is seen in the markings of
Gotthard Handrick, 1936
Olympic Pentathlon
champion, but this does not
appear to be the same
aircraft that was frequently
photographed in Spain. The
heraldic H in the black
fuselage disc has a very
distinctive Germanic font,
rather than the flowing, lower
case h seen in Spain. The
setting for the photo is
definitely not La Ciena; the
location has not been
identified, although there has
been speculation that this
was a presentation aircraft
photographed in Germany
and marked as Handrick's
aircraft

Bf 109 losses in Spain

Current research indicates that the Legion Kondor lost a total of 40 Bf 109s (of a total of 131). Not all of these aircraft have been tied to pilots, or even
dates and locations; the list below contains only those aircraft for which comprehensive loss documentation exists. As discussed above, all aircraft
coded between 6-4 and 6-19 are listed as Bf 109A, to differentiate from the later production B-1 models.
Date
10.12.36
11.02.37
12.07.37
18.07.37
??.08.37
??.09.37
??.09.37
04.12.37
04.04.38
04.04.38
14.6.38
25.07.38
04.10.38
06.02.39

Type
Bf 109A
Bf 109 V6
Bf 109A
Bf 109A
Bf 109B-1
Bf 109A
Bf 109A
Bf 109A
Bf 109B-1
Bf 109B-1
Bf 109B-1
Bf 109A
Bf 109D-1
Bf 109E

Pilot
Kley, Uffz. Erich
Rehahn, Lt. Paul
Hness, Lt. Guido
Haarbach, Uffz.
Seiler, Ofw. Reinhard
Flegel, Fw. Norbert
Stange, Uffz. Hermann
Polenz, Fw. Otto
Awe, Lt. Fritz 6-20
Borchers, Uffz. Adolf
Priebe, Lt. Eckehardt
Jnisch, Lt. Franz
Bertram, Lt. Otto
Windemuth, Uffz. Heinrich

Code
6-3
6-2
6-4
6-14
6-30
6-7
6-12
6-15
6-21
6-33
6-6
6-67
6-98

Location
Tablada
Cceres
Brunete
unk.
Alar del Rey
Santander-Ost
Santander-Ost
Bujaraloz
Lanaja
Lanaja
Villafames
unk.
Venta de C.
Vilajuiga

Cause
Crashed on takeoff
Accident, KIFA
Shot down, KIA
Shot down
Crash landing
Crash landing
Crash landing
Force landing, captured
KIFA- collision with Borchers, 6-21
WIFA- collsion with Awe, 6-20. Parachuted
Shot down (I-15?)
Crash landing
Shot down (I-16, Cortizo- 21/4)
Shot down, KIA (I-15 of G23)

Key:
KIA = killed in action
KIFA = killed in flying
accident
WIA = wounded in action
WIFA = wounded in flying
accident

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Prewar Expansion
Chapter

This attractive 8. Staffel

Bf 109D-1 exhibits an unusual
Gruppenwelle aft of the
fuselage cross. This form of
III. Gruppe marking was not
commonly seen until several
years later

he Luftwaffe had not been idle while the men of the

Legion Kondor fought in Spain between 1936 and 1939.
A vast expansion scheme was underway, spearheaded
initially by General Walther Wever, but later taken over by
Generalmajor Ernst Udet after Wevers death in an He 70 in
1936. Wever had been a strong proponent of the strategic
bombing ideas of Giulio Douhet, but his influence on the
course of German rearmament was lost just as Germany was
beginning to offer military assistance to Francos rebels in
Spain. The experiences of the Legion Kondor gave rise to the
idea that quick-reacting tactical forces were of the utmost
importance; hence, the vast majority of the Luftwaffes
offensive striking power lay in fleets of medium bombers and
single-engined dive bombers.
The Jagdwaffe was not ignored in the expansion scheme,
either. Spain had shown how dominant the Bf 109 was over
all opposition, and the flying meet at Dbendorf in July 1937
further reinforced the concrete fact that there was nothing in
continental Europe to match the performance of the
Messerschmitt. At that time, the Bf 109 was just beginning to
enter service with the Luftwaffe, with II./JG132 Richthofen
having the honor of introducing the type into squadron
service in February 1937 at Jterbog-Damm. As noted
previously, the initial batch of 25 aircraft received by JG 132
were fitted with the wooden Schwarz propeller, but these were
quickly exchanged for the variable-pitch metal units
manufactured by VDM. The timing of the deliveries would
suggest that II./JG 132 received the very first B-1 models of
the BFW production line, immediately following cessation of
A production in February 1937. Another nine months would
pass before a second Luftwaffe unit would be equipped with
Messerschmitts, with II./JG 234 receiving their new aircraft
in November 1937.
To the uninitiated, the numbering schema of prewar
Luftwaffe squadrons is positively Byzantine in its complexity.
With the introduction of the newly reconstituted Luftwaffe in

18

Chapter 3

1935, all of Germany was divided into six individual

administrative districts, each one known as a Luftkreis
(literally,air circle). Each squadron would then have a three
digit designator which indicated the following:
First digit:
Second digit:
Third digit:

the consecutive number of the specific

squadron type in the Luftkreis
the specific type of squadron
the number of the Luftkreis to which it
was assigned

For example, the designator for JG 132 Richthofen can be

broken down as follows:

JG:
1:
3:
2:

Jagdgeschwader (fighter wing)

the first fighter squadron assigned to Luftkreis 2
identifier code for a fighter squadron
Luftkreis 2 (the units home base)

The second number (3) identifying a fighter squadron may

seem redundant, but the Jagdgeschwader designation was also

Given the propensity of the

Jumos radiator to dig in and
cause the engine mounts to
completely buckle during a
forced landing, the pilot of
this B-1 coded red 1 did a
fantastic job in minimizing
damage

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The local inhabitants find the aircraft fascinating

Photographed against the Gruppenkommandeurs aircraft, these three black men took a
few moments for an informal photo. The tremendous early successes of the Luftwaffe were
due in large part to the tireless efforts of the mechanics who kept the aircraft servicable
under incredible pressure

Bf 109E-1 Red 10, WNr 3276 of 2./JG 77 is seen with other 2. Staffel aircraft at BreslauSchngarten during the summer of 1939
Safety first must be a foreign concept to this mechanic... This E-1 from the 5. Staffel of an
unidentified Jagdeschwader is seen undergoing minor maintenance. The prominent WNr on
the fin and the fully retracted slats and flaps are noteworthy

The E-1 in this posed propaganda photo displays a simple, straight demarcation line to the
lower cowling camouflage. Also noteworthy are the fully extended radiator cooling flaps; the
DB601 heated up quickly when idling on the ground, so it was common practice to open the
flaps as wide as possible for maximum cooling effect

A beautiful summer day sees these groundcrew members using a pristine Bf 109E-1 as a
park bench. The very tightly feathered edge to the paint along the lower cowling is
noteworthy

At the outbreak of WWII, Hptm. Wilhelm Balthasar was serving as Staffelkapitn of 1./JG 1.
Here, Balthasar towers over three ground crew as they pose next to his Emil, white 1

Prewar Expansion

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identify at a glance what unit that aircraft belonged to; the II.
Gruppe used a horizontal bar in the Staffel color, while the III.
Gruppe used a welle, a wave design with one lower and two
upper loops. Thus, if we see a Messerschmitt with the
following code:

we know immediately that the aircraft belongs to the 2.

Staffel, I. Gruppe of an individual Geschwader. If, however, the
code reads as follows:

This D-1, coded yellow 1 of

the 6. Staffel of an
unidentified unit, experienced
an engine problem and has
become something of an
inconvenience for the usual
occupants of this farmland!

right: A brand new Bf 109E-1

of 4./JG 333 seen at Eger. The
polished metal propeller front
is particularly noteworthy
(Photo: Petrick via J. Prien)

used for heavy fighters (Bf 110s), and those units to be

equipped with the Bf 110 utilized the number 4 (e.g. JG 142,
formed in late 1938).
Each Geschwader was made up of three Gruppen, and
within each Gruppen were three Staffeln. There was also a
Stab (staff) flight of four aircraft for the Geschwader itself,
and each Gruppe had a staff flight of three aircraft. The
nominal strength for a Staffel was nine aircraft, equating to
30 aircraft for a Gruppe, and 94 for the full Geschwader. The
numbering schema for the individual aircraft within the
Staffeln and Gruppen was somewhat easier to understand:

then we can identify the aircraft as being from the 6. Staffel,

in the II. Gruppe. An aircraft from the 7. Staffel, III. Gruppe
would carry the following markings:

White numbers (often with black trim) for the first Staffel
in each Gruppe
Red numbers (often with white trim on prewar aircraft)
for the second Staffel in each Gruppe
Yellow numbers (often with black trim) for the third
Staffel in each Gruppe
The second and third Gruppen each had their own
distinctive graphic device aft of the fuselage cross to help

These two jolly pilots at a

Jagdfliegerschule share a
joke while posing with one of
the units Bf 109B-1s

far right: The deeper

windscreen assembly
introduced with later B
models is seen in this
dramatic photo. Note also the
canvas liner just visible along
the aft edge of the wheel well

20

Chapter 3

Later in the war, the Gruppen structure would be expanded

to cover four units, with four Staffeln apiece. As the prewar
dark green camouflage gave way to the lighter schemes, the
red numerals in the 2., 5., and 8. Staffeln were gradually
replaced with black numbers. Some units such as 6./JG 26
and 3.(J)/LG 2 experimented with replacing their yellow
numbers with brown, in an attempt to reduce the visibility of
the numerals. The Staffelfhrers aircraft traditionally carried
the number 1, although by 1944 this was being dispensed
with. The small prewar B1-style cross measured 660mm, and
the numbers measured 650 mm high and 440 mm wide. The
width of the stroke measured 110 mm.
The Stab flights of each Gruppe and the Geschwader itself

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White 5 of 1./JG 1 is seen at Sitzbereitschaft; the pilot is in the cockpit

ready to go, awaiting the order to start. Note the sheen of the paint, the
white aft half of the spinner, and the light grey gun troughs

This mechanic passes a lazy afternoon using a Bf 109D-1 of an

unidentified unit as a backrest

This E-3 of 2.(J)/LG 2 exhibits a whole host of interesting marking features. The full color Hakenkreuz and
band are very rare to see on an Emil; the style of the 7 is definitely non standard; the entire forward part of
the spinner is in red as well; and the gear legs are in a very dark shade, RLM 66 Schwartzgrau would seem to
be a likely candidate, as they seem a bit dark to be RLM 70 Schwartzgrn

This pair of Bf 109D-1s from 2./ZG 76 has been caught in a particularly pleasing pose. The rarely-seen unit
badge of I./ZG 76 is the coat of arms of the city of Olmtz (Photo: Matthiesen via J. Prien)

A pair of Emils from I./JG 77 are seen at Breslau-Schngarten, their base

of operations from May through August 1939

One early model which still seems to generate a bit of confusion is the Bf 109C-3. This was the first service
variant fitted with the wing-mounted 20mm MG-FF cannon. They were modified from standard C-3s, and
known examples are scattered throughout the 58 aircraft in the single C-model production batch. This
example from 2./JG 130 is seen at Jesau in the spring of 1938 (Photo: Urbanke via Prien)

II./JG 77 was based at Pilsen, 80km SW of Prague from May through

August of 1939, where this 4. Staffel E-3 is seen

When is a Messerschmitt a Zero? When its the aircraft in the background of this photo! These two B-1s from
I./136 (not JG 136, just 136) are seen over Ostfriesland in the summer of 1938 (Photo via J. Prien)

Prewar Expansion

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Seen at Dusseldorf in the

summer of 1939, this
Bf 109E-3 of 4./JG 26
displays an unusual
numbering style also seen in
6./JG 26

4:02 pm

Page 22

had their own set of unique markings, all of which were

designed to facilitate quick recognition of unit leaders while
airborne. Many variations of the basic designs are to be
found in period photographs, but the samples below depict
RLM standards for the most common Geschwaderstab and
Gruppenstab markings.

Gruppenadjutant

Geschwaderkommodore

Gruppen Techniker Offizier

The Winkel was to be set at 60 degrees, with 110 mm wide

arms. The forward and aft bar devices were to be 200mm
away from the Balkankreuz; the length of the aft bar was to
be 1150mm, and the length of the forward bar and Winkel
was to be 970 mm. These standards apply to all following
Stab markings.

Geschwaderadjutant
The vertical bar was to be 110 mm wide, and set 200 mm
forward of the Balkankreuz.

Geschwader Techniker Offizier

Gruppenkommandeur

22

Chapter 3

As noted previously, II./JG 234 based in Kln was the second

home-based Geschwader to be equipped with the Bf 109,
receiving their machines in November, 1937. The remaining
Jagdgeschwadern were still operating with a mix of Heinkel
He 51B and Arado Ar 68E and F biplanes; capable aircraft in
their own right, but decidedly inferior to the sleek
Messerschmitts. By early 1938, the license production
agreements with other, larger manufacturing concerns were
finally producing enough aircraft to not just re-equip current
units, but also create new ones. As an example of how rapidly
the Luftwaffe was growing, the following units were in place
as of 1 April 1937, two months after II./JG 132 took delivery
of their first Messerschmitts:
I./ JG 131
II./ JG 132
II.(schwere J)/ LG
I./ JG 136
I./ JG 232
II./ JG 234
II./ JG 334

I./ JG 132
I./ JG 134
I./ JG 135
4./ JG 136
I./ JG 234
I./ JG 334

Fifteen months later, as of 1 July 1938, there were an

additional eight fighter Gruppen, and the majority of these
units were equipped with the Bf 109B and D. The original
Luftkreis system had been modified, being replaced with
three Luftwaffegruppenkommando, as well as three additional
Luftwaffekommando command structures covering Austria,
East Prussia, and maritime aircraft operations. A number of

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units were split, with the offshoot Gruppen either being

subordinated to a previously existing Geschwader. Others
were incorporated as entirely new units (such as JG 138,
formed in Vienna after the annexation of Austria).
I./ JG 131
II./ JG 132
I./ JG 134
II. (schwere J)/LG
I./ JG 135
I./ JG 136
I./ JG 137
I./ JG 138
II./ JG 234
I./ JG 334
III./ JG 334

I./ JG 132
III./JG 132
II./ JG 134
IV./ JG 134
II./ JG 135
I. (leicht J)/LG
II./ JG 137
I./ JG 234
III./ JG 234
II./ JG 334

As Germany raced to build her air arm, political

maneuvering in Berlin was bringing the country closer to
war. Through late 1937 and into the first months of 1938, proNazi sympathizers and agitators in Austria were causing
difficulties for the democratically elected Chancellor
Schussnig. These activities were largely orchestrated behind
the scenes by Berlin, with the ultimate goal of having a Naziled government installed. The Austrian Nazis proved to be
incapable of taking a patient route to power, and began
orchestrating anti-government rallies, even going so far as to
plan an assassination attempt on a German diplomat which
would then be blamed on pro-government forces. Schussnig
was not blind to this manipulation, and called for a plebiscite
to be held on whether Austria should merge with Germany.
Enraged, Hitler demanded his forces prepare to march on
Vienna and forcibly install a pro-German government, while
making no secret of these military preparations. The pressure
broke Schussnig, and he was replaced by the pro-Nazi Arthur
Seyss-Inquardt. A memo with his name on it was created and
circulated which invited German troops into Austria, and on
12 March 1938, German forces marched across the border to
the unbridled joy of thousands upon thousands of Austrians.
Hitler himself could scarcely believe how successful this
maneuvering had been, and decided on the spot to declare an
Anschluss... Austria was to be annexed by Germany and
incorporated into the Greater German Reich.
The Anschluss had scarcely been completed when Hitler
turned his attention towards another southern neighbor,
Czechoslovakia. Created after the First World War from a
loose confederation of states, one of the Czech provinces was
comprised primarily of people of German ethnic origin.
These inhabitants of the Sudetenland were rabidly proGerman, and Hitler was only too happy to make plans to
bring them back into the fold. Unlike Austria, however, the
Czechs had no intention of caving to German territorial
demands, and this time, the British and the French were
involved. Throughout the spring and summer of 1938,
pressure on the Czech government increased, and it was
becoming increasingly evident that Germany would resort to
war to claim the Sudetenland.
In England, Chamberlain had watched with dismay as
Germany went from strength to strength, while he steadfastly
held to the erroneous belief that Hitler was a basically decent
man who only wanted the best for his countrymen, preferably
through negotiation. The French were understandably
nervous as well, with substantial German forces massing in
the southern part of the country. The overwhelming strength
of a newly resurgent Germany was finally sinking in, and
neither France nor Britain was in any way prepared for an

armed conflict. Both countries had begun to make reluctant

preparations for war, when Benito Mussolini had surprisingly
suggested a four-way conference to discuss the Czech
question. Chamberlain had already met privately with Hitler
twice in September 1938, with no substantial breakthroughs,
and he was desperate to preserve peace by any means
necessary. When Mussolini offered to broker discussions,
Chamberlain leapt at the opportunity, leaving Daladier in
France little choice but to play along. The farce which
followed in Munich was a mockery of diplomacy, and
tarnished Chamberlains reputation forever. Chamberlain
acceded to Hitlers territorial demands for the Sudetenland
without so much as consulting the Czech representative
whose country he was dismantling and Daladier signed off
on the agreement without comment. Hitler gave his solemn
word that he had only peaceful intentions, and simply wanted
to unify all Germans under one flag. Chamberlain returned to
England to declare,We have achieved peace in our time... he
was not to know that what he considered a grand victory for
diplomacy was to lead instead to the most destructive
conflict in the history of man.

This D-1 of Stab I./JG 131

exhibits an unusual
Gruppenstab marking for the
Nachrichtenoffizier, in
addition to the characteristic
black/white/black spinner
applied to I. Gruppe Stab
aircraft during 1938-39

This pilot seems rather

pleased with himself after
crunching his D-1 brown 7
into a rocky field thanks to a
failed engine. The extremely
dark aft bulkhead to the
cockpit stands in stark
contrast to the RLM 02
interior which is just visible;
note also the light grey gun
troughs just behind the pilots
arm

Prewar Expansion

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War, Again
Chapter

s 1939 dawned, a distinct feeling of unease began to

settle in among the democratic nations of Europe.
Thanks to skillful manipulation of Konrad Henleins
Sudeten-Deutschen Partei by Hitler, Britain and France had
been browbeaten into accommodating Hitlers territorial
demands to have the Sudetenland in Czechoslovakia placed
under German control. By signing the Munich Pact of 1938,
Chamberlain and Daladiers policy of political appeasement
effectively removed over 40 divisions of fully trained troops,
a reasonably well-equipped air force, and a first-rate
munitions manufacturing capability from possible use in
any potential conflict.
Emboldened by his continued successes in political
brinksmanship, Hitler began ratcheting up the rhetoric
concerning the so-called Polish Corridor, a small bit of
Polish land established after the Great War to allow Poland
access to the Baltic Sea. Of all the Versailles dictates, this
remained one of the biggest blows to German pride. East
Prussia was still sovereign German territory, and Hitlers
initial demands to the Poles centered upon the return of
Danzig (now Gdansk) to German control, as well as an
extraterritorial corridor to be opened between Germany and
East Prussia.
Naturally, Poland objected strenuously to these demands,
but unlike Austria and Czechoslovakia, the Poles had what
they thought was an ace up their sleeve; they had signed
treaties with Britain and France that would guarantee
assistance in the event of invasion. Unfortunately for the
Poles, they had not read the details of those treaties closely
enough; the British guarantee was strictly for Polish
independence, and did not make a single mention of Polish
territorial sovereignty. Hitler was well aware of that fact,
however, and took this as a sign that the British and French
would back down as they had when he went into the
Rhineland, then Austria, then Czechoslovakia.
Hitler had one more nasty surprise to offer which
effectively sealed the fate of the Poles. On 23 August 1939,
the German foreign minister Jochaim von Ribbentrop and
his Soviet equivalent Molotov signed the Russo-German
Non-Aggression Pact. Each party agreed not to interfere in
the military actions of the other, and not to enter into
alliances against each other as well. Among the provisions of
this document was a proposal to divide Poland
approximately in half. The effect the pact had on the
remainder of Europe cannot be underestimated... at the
stroke of a pen, Hitler had removed any possibility of a twofront war, and created what amounted to an unholy alliance
between the Nazis and Communists.
The timing of the pact was designed to coincide with the
commencement of hostilities with Poland, originally
scheduled for 25 August. However, Englands announcement
that she would honor her treaty obligations to Poland caused
Hitler to briefly reconsider... would they declare war? Hitlers
bet was that they would not. However, for all of his mastery of

24

Chapter 4

political intrigue, there was one factor he did not take into
account. Public opinion in England and France had finally
reached a breaking point with the continual signing away of
European territory. This sea change in public opinion was the
driving force behind the actions of Chamberlain and Daladier
over the next week.
After a few days of consideration, Hitler reinstated Fall
Weiss (Plan White), the invasion of Poland, and had a
number of commando teams in operation along the
Polish/German border in the days leading up to the actual
invasion. Hitlers plan was to blame Polish provocation for
Germanys defensive response, and the efforts at maintaining
this charade were certainly thorough. In the most celebrated
instance, the Gleiwitz radio station was taken over by nonuniformed SS troops, who then broadcast a call for a Polish
uprising from the radio station, and left behind the body of a

The ground crew have

gathered on this damaged
and worn-out D-1, yellow
13, for an informal portrait.
The aircraft has been shuttled
to various units, as evidenced
by the newer paint beneath
the current Kennzeichen, and
is missing its propeller. Also
note that the gear legs are
splayed out much further than
they should be; having an
extra thousand pounds worth
of personnel lazing about on
the airframe cant be helping
matters!

Whatever it was, it mustve

been hilarious... The pilot of
this Emil, red 13, was
obviously humored by his
compatriot. Note once again
the very even tone of the
camouflage finish, consistent
with the use of a single color

murdered Pole clad in an SS unifrom as evidence of the

alleged Polish incursion.
To combat this enormous threat, Hitler unleashed an
offensive on western Poland on the morning of 1 September
1939, the likes of which had never been experienced in
modern warfare. Ju 87s and Henschel Hs 123s screamed

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Another heavily worn D-1, this time showing a distinct camouflage pattern as well as
repainted gun troughs. These were given a coat of high-temperature light grey paint (not
RLM 65) to help prevent damage to the steel inserts. The grey paint is similar to L40/52 or
early RLM 41; colour photos shown elsewhere in the book depict this very well

Any landing you walk away from... The pilot of this Emil got it all wrong and scattered parts
of his aircraft across this field. Note, however, that the cockpit section appears to be
relatively intact. The sturdy central monocoque of the Bf 109 saved many a pilot during
forced landings

This derelict PZL P.11c, white 4 of the 152 Eskadra Mysliwska force-landed into a ditch and
was later found by German troops. This aircraft may have been one of the four PZLs badly
shot up during pursuit of German bombers after a raid on Modlin fortress.This was one of
eight total losses for the 152 EM in the September campaign, out of a total of 10 PZLs on
hand at the beginning of the war. 152 gave as good as they got, however, with eight total
claims for enemy aircraft and observation balloons destroyed, and one aircraft damaged

Bf 109Es of I./JG 77 are seen at Juliusburg in late August 1939

Clad in dress whites, this Kriegsmarine officer casts a glance at something next to the
downed British bomber. The separated forward section can be seen to the right of the photo

This pristine PZL P.7 is seen from beneath the wing of an RWD-8 at Deblin airfield in
Poland, shortly after the Germans occupied it. This aircraft was stored in the hangar seen in
the background, and then pushed out to be used as a photographic prop for souvenir photos
of the conquering soldiers

Fw. Alfred Helds rote 1 of 5./JG 77 sits at Sitzbereitschaft during the long, cold winter of
1939-1940. Held flew this machine during the intercept of the 9 Squadron Wellingtons
which resulted in a victory each for both himself and Fw. Alfred Troitzsch. At the time, Held
was credited with the first British success, but subsequent research would seem to indicate
that Troitzsch actually had first honors in downing an RAF aircraft

The first day of war found 1. and 2.(J)/LG 2 on alert, with photographers present to capture
the drama... or lack thereof (Prien)

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Yellow 6, a Bf 109D of an unknown unit, warms up for another sortie. Interestingly, there is no discernible camouflage pattern in either photo, and the aircraft displays one Abschuflbalken on
the fin

As the Wehrmacht rolled eastwards through Poland, the Luftwaffe moved to forward bases to operate as close
as possible to the front. Here, a group of KG77 Dornier Do 17Es shares the field with red 10, a Bf 109D-1 of
an unknown unit

This D-1, Red 1, has presented quite a challenge to these ground

crewmen, as they try to figure out how best to get it back up on its gear.
Note the color of the aft bulkhead in the cockpit; it appears to have been
repainted in 66 Schwartzgrau over RLM 02, as traces of the original paint
can be seen around the circumference of the bulkhead where the aft
canopy retaining mechanism is located

Bf 109D-1 Red 12 has its Jumo 210 and cowling guns attended to. The
aircraft formerly belonged to an unidentified II. Gruppe, as based on the
overpainted aft bar on the fuselage

In this series of photos, the remnants of a 107 Squadron Blenheim (serial N5240) are seen on the quay at
Wilhelmshaven. One of four 107 machines to fall on 4 September, this Blenheim was shot down by antiaircraft
fire. Only one 107 Squadron machine succeeded in regaining its base an ominous sign of things to come.
Here, a Kriegsmarine officer helpfully points out the serial number of the downed aircraft

As 1 September 1939 dawned, a new era of aerial warfare dawned as well with the Bf 109s entry into combat. These two machines are seen in the early morning light, before the ground
crew preps them for the days missions

26

Chapter 4

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down from the sky to deliver horrifyingly accurate attacks on

Polish troop concentrations while the German tanks and
mechanized equipment surged across the border. While this
took place, fleets of Dornier Do 17Es and Heinkel He 111s
headed towards Polish population centers such as Warsaw,
Lvov, and Wielun.
As the Dorniers and Heinkels fought their way through to
drop their fiery cargoes, the Jagdwaffe was engaged in
chasing down the Polish air force, and finding that the
bravery of the Polish pilots in their fixed-gear PZL P.7s and
P.11s was little match for a Schwarm of Messerschmitts. The
Luftwaffe pilots exacted a terrible toll of those pilots which
did manage to get airborne. It should be noted, though, that
the battle was not entirely one-sided; Kpr. Wawrzyniec
Jasinski of 132 Eskadra Mysliwska (Fighter Squadron) filed a
claim for a Bf 109 near the Poznan-Lawica area on the first
day of the war, and four more Messerschmitts would fall to
the guns of the PZLs of this unit by 11 September. 113 and
114 EM were heavily active on 1 September as well, scoring a
total of four victories over Bf 109s in addition to a large
number of bomber victories.
Those victories came at a significant cost, however; fifteen
precious PZLs were downed in combat on the first day alone,
not counting those aircraft destroyed on the ground.
Approximately 158 PZL fighters (both P.7 and P.11) were
available to the Polish Air Force on 1 September 1939. Ranged
against this meager force were the Bf 109-equipped
Jagdgeschwadern listed in the table below.
The magnitude of the challenge facing the Poles is clearly

UNIT AND COMMAND

I. Fliegerkorps
I.(J)/LG 2
II./ZG 1 (JGr. 101)
LftwKdo Ost Preussen
I./JG 1
I./JG 21
2. Fliegerdivision
I./JG 76
I./JG77
Fliegerfhrer zbV
I./JG 20

seen; no matter how stiff the resistance, the outcome was

scarcely in doubt. Whatever lingering hopes of success the
Poles might have entertained were dashed with the entry of
Soviet forces into eastern Poland on 17 September, as agreed
upon in a secret clause to the Russo-German Non-Aggression
pact of three weeks earlier. During all of this action, one
overriding question remained to be answered... where were
the British and French?
As the combined offensive rolled swiftly through Polish
territory, a series of frantic meetings were held in London
and Paris, with representatives of both the English and
French governments arguing whether they should attempt to
honor their treaty obligations to Poland. On 2 September, in
fact, Chamberlain was still entertaining the idea of a
conference with Hitler to discuss ceding some Polish territory
in exchange for peace. Ultimately, however, enough was
enough. Any doubts about the sincerity of Hitlers Munich
promises had been dashed in March 1939, when German
troops simply walked into Czechoslovakia and took over the
entire country without firing so much as a shot. The people of
England and France recognized that they, too, would soon be
on the chopping block if something was not done to stop
German expansion. Thus, on 3 September 1939, Chamberlain
wearily announced to his countrymen that a state of war
existed between England and Germany. Daladier followed
suit, and called for a general mobilization.

LOCATION

KOMMANDEUR

Lottin
Mackfitz

This Bf 109D-1, WNr 2877,

suffered a forced landing at
some point which damaged
the flaps and cowling. Here it
is seen prior to a test flight
after repairs have been
completed, but before
camouflage has been applied
to the aircraft

UNIT STRENGTH

TYPES

Maj. Hans Trbenbach

Maj. Joachim-Friederich Huth

37
36

Bf 109E
Bf 109D

Gutenfeld
Gutenfeld

Maj. Bernhard Woldenga

Hptm. Martin Mettig

54
28

Bf 109E
Bf 109C, E

Stubendorf
Juliusburg

Hptm. Wilfired von Mller-Rienzburg

Hptm. Johannes Janke

45
37

Bf 109E
Bf 109E

Sprottau

Maj. Siegfried Lehmann (until 23 Sept when

Hptm. Hannes Trautloft assumed command)
Hptm. Hannes Gentzen

20

Bf 109E

40

Bf 109C,D

48
45
9

Bf 109C,E
Bf 109E
Bf 109E

I./ZG 2 (JGr 102)

Gross-Stein
Luftgau 3 (Reichs Defense)
JG 2 Richthofen
Frstenwalde
JG 3
Zerbst
11.(N)/LG 2
Kln/Ostheim
Total available Bf 109s, excluding home defense

Oberstlt. Von Massow

Oblt. Max Ibel

Heinz Br was one of the very

few Luftwaffe aces to survive
action from the first day of
the war to the last. He ended
the war with 220 victories
and the Swords to the
Knights Cross, flying the
Messerschmitt Me 262. Here,
he is seen in the cockpit of
his Emil white 13 of 1./JG 51

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Seemingly oblivious to the

wreckage behind them, these
two men discuss the days
success. The Blenheim pilots
shoulder harness can be seen
in the background, hanging
uselessly amidst the twisted
cockpit section

The laundry never waits, even

in wartime! A damaged Bf
109D-1 serves as an
impromptu clothesline for this
resourceful Luftwaffe crew

Key:
FSA = Fallschirmabsprung,
parachute jump
POW = prisoner of war
MIA = missing in action
KIA = killed in action
WIA = wounded in action
DOW = died of wounds
Stfhr = Staffelfhrer
Stkp = Staffelkapitn
Kom = Kommandeur
T.O. = Technischer Offizier

4:04 pm

Page 28

The Poles were anticipating direct help from their allies,

but were taken aback by how their western Allies decided to
assist them; England dispatched ten bomber squadrons to
France, along with four fighter squadrons, and the French
mobilized their troops. The stated goal was to apply pressure
to Germanys western border, which would theoretically
require a similar massing of forces on the German side of the
border, thereby removing a number of fighting units from the
Polish front. This may have seemed a good idea in theory, but
in reality this was seen as a paper tiger by the Germans,
despite periodic raids and small battles taking place. In the
first bombing raid of the war on 4 September, the RAF
dispatched an unescorted force of Blenheims and Wellingtons
to attack German naval units in Wilhelmshaven and
Brnsbuttel, and they were met by fierce flak along with the
Bf 109s of II./JG 77. Fw. Hans Troitzsch and Fw. Alfred Held
each downed a 9 Squadron Wellington, marking the first
Luftwaffe victories over the RAF in WWII. The French were
mounting standing patrols over the western German frontier
at the same time, and on 5 September, a dogfight between
four Bf 109s from I./JG 53 and six Hawk 75s of GC II/4
resulted in two claims for the French... hardly an auspicious
beginning for the Pik As Geschwader.
In truth, these operations were little more than stalling
tactics, an attempt by the Allied powers to offer a show of
support to a doomed ally while attempting to build up their
own forces. The Germans, having seen that there was no
imminent threat of invasion, certainly did not feel compelled
to reinforce their western defences, so it must be said that the
Allied plan to assist Poland can only be considered a failure.
Dismayed but undeterred, the Poles continued their

struggle against the might of the Wehrmacht, and they

ensured that the battles were not always so one-sided... such
future Luftwaffe Experten as Dietrich Hrabak and Friederich
Geisshardt were damaged or brought down in combat.
Despite the losses incurred, the Luftwaffe felt assured enough
of the outcome of Fall Weiss by 16 September to transfer a
couple of units back west; I./JG 77 moved to Oedheim for a
short stay, thence to Frankfurt at Rhein-Main field and
I.(J)/LG 2 moved from Pultusk in Poland to Garz on 20
September. As the Wehrmacht began consolidating the gains
made in Poland, thousands of Polish troops and refugees
swarmed towards the borders and ports while they still
could. It is significant to note that of all the countries overrun
by Nazi Germany during WWII, Poland was the only
government to never surrender. Her leaders escaped to
Romania, then onwards to France. They had scarcely arrived
when Germany invaded France and the Low Countries in
May; after the capitulation in June, the exhausted expatriates
made their way across the Channel to England, and Polish
pilots and troops later became some of the most feared
fighters in the war. They longed for the opportunity to kill
Germans... but that opportunity would have to wait.

Bf 109 losses in Poland

Below is a list of recorded Bf 109 damage and losses to all causes between 1 and 22 September 1939, which marked the effective end of Polish aerial operations. This list is extracted
from a compilation provided by Jim Perry, and any transcription errors are solely the responsibility of the author. Please note that this is not a fully comprehensive listing.
Date
1.9.39
1.9.39

Model
Bf 109C-3
Bf 109D-1

1.9.39

Name
Mller, Ofw. Kurt
Gutezeit, Ltn. Fritz

Unit
3./ ZG 2
3./ JG 21

Bf 109D-1

Wolz, Uffz. Otto

1./ JG 21

1.9.39

Bf 109D-1

Behrens, Ltn. Friedrich

1./ JG 21

1.9.39

Bf 109D-1

Rauhut, Gefr. Johannes

1./ JG 21

28

Chapter 4

WNr
1722

Code
yellow 11 +

Reason
Crashed while landing.
POW after emergency landing due to fuel
shortage. Returned 6.10.39
POW after emergency landing due to fuel
shortage after combat. Returned 12.11.39
POW after emergency landing due to fuel
shortage after combat. Returned 6.10.39
Crash landing after transfer flight

Location
Fl.Pl. Gross-Stein
near Suwalki

% Damage
100%
100%

Warsaw area

100%

Warsaw area

100%

Arys-Rostken

25%

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Date
1.9.39

Model
Bf 109D-1

1.9.39
1.9.39

7:00 pm

WNr

Page 29

Name
Mettig, Major Martin

Unit
Stab I./JG 21

Bf 109D-1
Bf 109D-1

Dickow, Uffz. Erwin

Reymann, Ltn. Rudolf

1./ JG 21
2./ JG 21

1.9.39

Bf 109D-1

Dettmer, Uffz. Heinz

3./ JG 21

1.9.39

Bf 109D-1

Ahrendt, Gefr. Werner

3./ JG 21

1.9.39

Bf 109D-1

Nieswandt, Ltn. Hans

1./ ZG 2

1.9.39
1.9.39

Bf 109D-1
Bf 109D-1

Rderer, Ltn. Hans

Zimmermann, Major Otto

2./ ZG 2
3./ ZG 2

1.9.39

Bf 109D-1

1.9.39
2.9.39
2.9.39
3.9.39
3.9.39

Bf 109E
Bf 109D-1
Bf 109D-1
Bf 109D-1
Bf 109E-1

4.9.39
4.9.39
6.9.39
6.9.39
6.9.39
6.9.39
7.9.39

Bf 109E
Bf 109E
Bf 109D-1
Bf 109D-1
Bf 109D-1
Bf 109D-1
Bf 109D-1

8.9.39
8.9.39
9.9.39
9.9.39
9.9.39
9.9.39

Bf 109D-1
Bf 109D-1
Bf 109D-1
Bf 109D-1
Bf 109E
Bf 109E

2920
2921
1737
3108

10.9.39
10.9.39
10.9.39
10.9.39

Bf 109D-1
Bf 109D-1
Bf 109D-1
Bf 109D-1

497
2256
2598

10.9.39

2704, 2257
or 2604
2704, 2257
or 2604
2704, 2257
or 2604

2238
2252
2691

red 15 +
yellow 7 +

South of Johannisburg

b
100%
100%

Berznicki/
Litauen
near Bitschullen/
East Prussia
Fl.Pl. Gross-Stein
Fl.Pl. Gross-Stein

100%
100%
20%
100%

Hrabak, Oblt. Dietrich

1.(J)/ LG 2
1./ JG 21
1./ JG 21
3./ ZG 2
1./ JG 76

20%
35%
100%
50%
100%

Sannemann, Ltn. Heinrich

Kdderitzsch, Ltn. Gerhard
Ussmann, Uffz. Julius
Zimmermann, Major Otto
Brutzer, Ltn. Arthur
Nuhn, Ogefr. Walter
Rdel, Ltn. Gustav

2./ JG 1
I./ JG 77
I./ ZG 2
3/ ZG 2
Stab I./ ZG 2
2./ JG 21
2./ JG 21

Injured in crash landing

Crashed on landing
Arys-Rostken
Crashed on landing
Arys-Rostken
Combat with PZL P-23
Radomsko
Stkp. Reported lost after emergency landing
behind the lines following combat with PZL P-23. Returned 4.9
WIA due to own Flak. Safe landing
Mhlen
Crash landing due to engine trouble
North of Kreuzburg
Belly landing after becoming lost
Crash landing
Fl.Pl. Kruszyca
T.O. Take-off accident
Fl.Pl. Gross-Stein
Emergency landing
near Sensburg
Reported lost after emergency landing due to Stawisky
engine trouble during ground attack. Returned 8.9.39
Cause unknown during Verlegungsflug.
Zipser-Neudorf
Reported lost after combat. Returned WIA
Sanok/Krosno
Crash landing
Crash landing
Reported lost after emergency landing. Returned Stargard
Reported lost after emergency landing due
South of Warsaw
to Flak. Returned 10.9
Takeoff accident
Takeoff accident
Takeoff accident
Stkp. Reported lost after emergency landing
near Goniondz
due to engine trouble. Returned
POW after combat with PZL 11.
Wloclawck
Freed at surrender
Kdr. belly landing due to engine trouble.
Prasnicze
Date uncertain, between 1.9 & 10.9
Crash landing
Crash landing
Taxiing accident
Wolberz
Belly landing due to Flak
20km ENE Krakow
Combat with PZL P-24
Bialobrzegi
Crashed on take-off
Debrica
Crash landing due to ground fire during
10km SW of Warka
ground attack
MIA due to Flak
NE of Garwolin
Crash landing due to Flak
Luck
Kdr. Flak.
Luck
Landing accident. Rolled into grenade crater
Sadkow
Crashed while landing
Debica
Emergency landing, cause unknown
near Lancut
Emergency landing, cause unknown
near Jaroslaw
Crash landing due to darkness
near Klein Zechen
Landing accident
Fl.Pl. Sokoly
Emergency landing, cause unknown
near Gleiwitz
Emergency landing due to Flak
near Bialo-Brzegi
Collision in flight with Bf 109D-1 WNr 2260
near Liegnitz
Collision in flight with Bf 109D-1 WNr 2254
near Liegnitz
FSA
Crashed on take-off. Verlegungsflug
Debrica
Struck the ground and crashed
near Bialystok
Killed in collision in flight with Bf 109D-1
Freundlingen, near
of Vogemann
Gehlenburg
Killed in collision in flight with Bf 109D-1
Freundlingen,
of Langstorf
near Gehlenburg

white 1 +
red 7 +

red 14 +

Eggers, Oblt. Leo

I./ ZG 2
I./ ZG 2
I./ ZG 2
2./ JG 21

Bf 109E

Geisshardt, Uffz. Friedrich

2.(J)/ LG 2

red 13 +

10.9.39

Bf 109E

Reichardt, Major Hellmuth

Stab II./ ZG 2

black << + -

11.9.39
11.9.39
11.9.39
11.9.39
11.9.39
12.9.39
12.9.39

Bf 109D-1
Bf 109D-1
Bf 109D-1
Bf 109E
Bf 109E
Bf 109D-1
Bf 109E

2596
2701
2912
Keitel, Ltn. Hans-Karl
Schulten, Ltn. Bernhard
Zimmermann, Major Otto
Aspern, Ltn. Roloff von

I./ ZG 2
I./ ZG 2
I./ ZG 2
Stab I./ JG 77
2./ JG 76
3./ ZG 2
2./ JG 76

13.9.39
14.9.39
14.9.39
14.9.39
15.9.39
15.9.39
15.9.39
16.9.39
16.9.39
16.9.39
17.9.39
21.9.39
21.9.39

Bf 109D-1
Bf 109D-1
Bf 109D-1
Bf 109E
Bf 109D-1
Bf 109E
Bf 109E
Bf 109D-1
Bf 109D-1
Bf 109E
Bf 109E
Bf 109D-1
Bf 109D-1

507
2515

Koch, Fw. Wolfgang

Voigt, Ltn. Gnther
Gentzen, Hptm. Johannes
Schulten, Ltn. Bernhard
Rosenkranz, Ltn. Hans
Mader, Ltn. Anton
Wyhlidal, Fw. Leopold
Lange, Ltn. Heinz
Merker, Uffz.
Knehs, Fw. Walter
Wyhlidal, Fw. Leopold
Hoermann, Oblt. Kurt
Otterbach, Uffz. Ernst

1./ ZG 2
1./ ZG 2
Stab I./ ZG 2
2./ JG 76
3./ ZG 2
2./ JG 76
2./ JG 76
1./ JG 21
1./ JG 21
1./ JG 76
2./ JG 76
3./ ZG 2
3./ ZG 2

21.9.39
21.9.39
21.9.39

Bf 109D-1
Bf 109D-1
Bf 109D-1

Ariwaldt, Uffz.
Merker, Uffz.
Langstorf, Uffz. Gottfried

I./ ZG 2
1./ JG 21
3./ JG 21

21.9.39

Bf 109D-1

Vogemann, Ltn. Eberhard

3./ JG 21

2602

% Damage
5%

100%

Loy, Uffz.
Wyhlidal, Fw. Leopold

2254
2260

Crashed landing. Undercarriage didn't open

Crashed while landing

Location
Arys-Rostken

Crash landing

2./ ZG 2
I./ ZG 2
I./ ZG 2
I./ ZG 2
3.(J)/ LG 2
2./ JG 76

2572

Reason
Kdr. Injured when signal flare went off
in cabin. Safe landing
Emergency landing due to engine trouble
POW after emergency landing.
Returned 6.10.39
POW after emergency landing, cause
unknown. Returned 6.10.39
Interned after emergency landing.
Returned 6.10.39
Killed in crash, cause unknown

I./ ZG 2
Voigt, Ltn. Werner
Rauhut, Gefr. Joahannes
Milbauer, Gefr. Otto

2919
3311

Code
black << +

Jrg, Uffz. Heiner

white 4 +

white 12 +

red 1 +

b
60%
50%
60%
30%
80%
100%
60%
100%
30%
30%
30%
100%
30%
30%
30%
100%
100%
b
60%
40%
30%
80%
40%
b
50%
100%
20%
10%
30%
60%
b
b
5%
5%
b
b
100%
100%
100%
100%
100%
100%

War, Again

29

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Page 30

Baltic Battles

Chapter

A group of interested
Wehrmacht men gathers
around this 4./JG 77 E-1 in a
photo taken in approximately
mid-1940, based on the
oversprayed fuselage sides
and full foliage on the trees.
Note that a bit of overspray
has reached the II. Gruppe
bar aft of the Balkankreuz, as
well as the lack of armor in
the early, rounded cockpit
hood.The high demarcation
line of the early 1940
71/02/65 scheme can be
seen along the cowling and
aft spine of the aircraft; the
overspray appears to have
been applied in 71 and 02

t is not commonly realized that the Russo-German NonAggression Pact signed by Molotov and von Ribbentrop in
August 1939 led to the expulsion of the Soviet Union from
the increasingly ineffective League of Nations, and the
branding of the USSR as an aggressor nation. This point of
view was further underscored by the invasion of Poland by
Soviet troops on 17 September 1939, and the offensive
launched against tiny Finland on 30 November 1939. The
causes and operations of the Winter War in Finland are
beyond the scope of this book, but subsequent actions by the
British and French government deserve mention, as they had
a direct effect on the future course of the war.
Public opinion in both countries was heavily swayed by the
valiant fight put up by the Finns, and there was a strong
feeling that something must be done. A number of Gloster
Gladiators was immediately dispatched, and Hurricanes and
Blenheims were also made available to the Finns, although
these arrived after a cease-fire took effect on 13 March 1940.
The US agreed to sell 44 Brewster 239s to the Finns, and the
French were also generous... 50 Morane MS 406s were
donated, along with a few Caudron C.714s (which saw little to
no service). These were of some help, but even with the skill
and tenacity of the Finnish pilots, the situation deteriorated
quickly throughout January and February.
A plan was hatched by the French premier Daladier to aid
Finland by sending an Allied expeditionary force through
Norway and Sweden, which were then neutral. The idea was
that a such an operation would have several side benefits, not
the least of which would be to cut off the significant iron ore
shipments from Sweden to Germany. French intelligence was

30

Chapter 5

of the opinion that this would quickly cause a breaking point

in the German economy, thereby leading to a quick end to the
war. It would also quiet public dissent about the lack of
action on the part of the French armed forces.
When approached with the proposal, however, Chamberlain
was extremely reluctant to act. In his view, much of the
success of such an operation would lie with the Norwegians
and Swedes allowing access through their territory and that
was not going to happen, as they immediately said no to such
a proposal. So, instead of a grand operation featuring 50,000
men and a hundred aircraft being dispatched immediately to
aid the Finns, the British government proposed that a small
force be dispatched the long way around via the Baltic. Even
this token force would not even be ready before April.
The trouble with this proposal was that Daladier had
already gone public with the previously mentioned grand
plan, as he believed an agreement had been reached that
would allow this action. The resulting outcry over broken
An unidentified E-4 or E-7 sits
at readiness at a
Scandinavian field; this may
be a JG 5 aircraft at Herdla,
judging by the proximity of
the tree-covered mountain in
the background. Note the full
yellow cowling and the yellow
tip to the full spinner

MDF9-Chap-05.qxd

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Page 31

promises, weak leadership, and even alleged high-level graft

caused the fall of Daladiers government, and Reynaud
replaced him as the French premier. Reynaud was no less
enthusiastic about cutting off the iron ore supply to Germany,
though, and after some back-and-forth negotiations, a plan
was agreed upon by both Chamberlain and Reynaud to begin
dropping mines in Norwegian waters. This was scheduled to
begin on Sunday, 8 April 1940. The expeditionary force plan
was revived, as it was anticipated that Germany would
attempt to protect the vital iron ore shipment lanes, and
would likely invade Norway to capture those ports. That
estimate was correct, although the British and French had no
idea how quickly that prediction would come true.
On Monday, 9 April 1940, several British warships began
sowing mines in Norwegian coastal waters, as the British
expeditionary force sailed northwards. At 6 AM local,
however, Luftwaffe bombers from KG4 and KG26 began
bombing Norwegian military emplacements, and this was
followed by landings at Oslo-Fornebu by troop-carrying Ju
52s around 8:30. II./JG 77 was the only Luftwaffe singleengine fighter unit to be committed en masse to the
Norwegian operation, and even then, they received orders to
wait at Aalborg in Denmark for three days. The Gruppe did
not get into the thick of the action until 12 April, when

5./JG 77 suffered heavily in their attack on a force of RAF

Hampdens enroute to attack a German ship off Kristansand;
Ofw. Erich Herfeld, Uffz. Kurt Opolski, Oblt. Wilhlem
Ruthammer, Ofw. Herman Stierle, and Fw. Ertel were all shot
down and killed in the course of the air battle.
In spite of fierce resistance from Norwegian and British
forces which resulted in the loss of several German destroyers
as well as the brand new heavy cruiser Blcher, the strength
of the German forces quickly made the situation untenable
for the defenders. An English expeditionary force was thrown
together and sent to the Trondheim area, but there was little
hope of recovering the lost territory, and the last troops were
evacuated around 3 May. Strong resistance continued around
Narvik in the north, with the combined Norwegian and
British offensive actually forcing the occupiers out of the
town by early June, but by this time the Allied forces were
desperately needed in France. Thus, the remains of Narvik
were abandoned to the Wehrmacht, and the Allies headed
south to new battles in the Low Countries.
With the departure of the last remaining Allied military
forces, the ways and means to secure Germanys vital iron ore
shipments were in place, and more airfields were established
all through the country. Norways importance at this stage in
the war centered mainly on being an ideal hiding place for
German capital ships as well as a staging ground for U-boats

patrolling the northern convoy routes to Murmansk.

Aside from II./JG 77, elements of Tr.Gr. 186 (originally
formed as the fighter component of the carrier Graf
Zeppelins air wing) landed in Oslo within days of the
invasion. With the invasion of France and the Low Countries
on 10 May, air operations in Norway dropped considerably.
Other units were transferred in piecemeal, including I./JG 77
and IV./JG 1. Eventually, an entirely new Jagdgeschwader was
formed on 25 January 1942 from these disparate Staffeln and
Gruppen, the appropriately named JG 5 Eismeer Geschwader
(Arctic Sea squadron). JG 5s primary equipment was still the
Bf 109E at this late date, reflecting the lack of priority
attached to fielding first-line equipment to remote bases such
as Petsamo, Trondheim, and Stavanger. With the increasing
air activity against convoys bringing Lend-Lease equipment
and vital supplies to Russia, however, it was not long before
JG 5 was re-equipped with later models of the Bf 109 as well
as Fw 190s.
Norway was essentially the sole operating ground for one
of the most interesting variants of the Bf 109, the T (for
Trger, as it was originally designed to be aboard the carrier
Graf Zeppelin). Jagdgruppe Drontheim, JG 77 and Tr.Gr. 186
initially had several on strength, and there were a few used as
late as 1944 as high-altitude interceptors by JG 11, a role for
which they were admirably suited thanks to the Bf 109Ts
extended length wings. Because of the continual cancellation
then restarting of construction on the Graf Zeppelin, the
RLM wanted to keep the Ts in one collective area, subject to
immediate recall. The entire production run of 79 (WNr 7728
through 7797) was constructed by Fieseler, but only the first
seven were completed as T-1s with equipment specific to
carrier operations such as catapult spools, landing hooks,
seats with armrests, etc. The remainder of the construction
batch was completed as T-2s, with no carrier equipment
fitted. The best known of these, and the one most commonly
built by modelers, is black 6 as flown by Herbert Christmann
of JG 11 in 1944. He had a very striking red flame design
applied to the nose of the aircraft, with a full red spinner. The
rest of the aircraft was in a standard 74/75/76 day fighter
scheme, with small squiggles of 76 applied in a random
pattern along the uppersurfaces.
Norway and Finland have proven to be ideal wreckchasing
locations for WWII aircraft, and there have been at least two

The Adjutant of II./JG 77

closes up on the starboard
wing of a Heinkel He 111.
Here again, the heavily
oversprayed fuselage sides
are displayed to advantage,
as is the relatively clean
lower cowling. The fuselage
Balkankreuz is a bit narrower
and further forward than
usual on this particular
aircraft

This E-1 of 4./JG 77 is seen in

the spring of 1940, location
unknown. The 4. Staffel
marking of a skeleton
reaching for Chamberlains
umbrella is just visible
beneath the cockpit; note also
that this aircraft has had the
later style squared-off canopy
retrofitted. The aircraft was
repainted in the field in the
new 71/02/65 scheme, as
evidenced by the nonstandard coolant fill door
marking at the extreme
forward part of the cowling

The wreck of a Royal Navy

Skua lies on the rocky shore
near Narvik. Skuas scored a
notable success early in the
Norwegian campaign by
sinking the German light
cruiser Kngisberg, but
suffered high losses to the
Emils of II./JG 77 and
shipboard flak

Baltic Battles

31

MDF9-Chap-05.qxd

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Page 32

Bf 109 losses in Norway

Identified Luftwaffe Bf 109 losses in Norway early variants. The following list is not intended to be fully comprehensive; rather, it contains listings for which the majority of pertinent
details are known (pilot, aircraft subtype, WNr, unit, and code). It is sorted by subtype, and two additional entries with unknown serial numbers have been included, as their codes and
pilots are known. This information is an invaluable aid to researchers as well as modelers who wish to build something different. Obviously, certain details are not included such as
camouflage patterns, etc, but an educated guess can be made as to the style and colors used based on photos of similar aircraft in the same theatre of operations at the same time. The
data below has been extracted from information compiled by Olve Dybvig of the Luftwaffe SIG Norway (http://www.luftwaffe.no), as well as information from Jim Perry. Any errors in
transcription are solely the responsibility of the author.
Date

Type

WNr

Name

Unit

Code

Reason

Location

25.5.41
26.10.40
13.7.42
28.2.42
10.5.42
23.10.40
25.5.42
6.3.42

Bf 109E
Bf 109E-7
Bf 109E-7
Bf 109E-7
Bf 109E-7
Bf 109E-1
Bf 109E-7
Bf 109E

3557
6090
1430
870
5975
5011
4093
?

Aller, Uffz. Alfred

Arnoldy, Lt Jakob
Bahr, Lt Hans Joachim
Bauer, Ofw. Eberhard
Bausch, Uffz. Heinz
Brunsmann, Gefr. Heinrich
Dahn, Lt. Friedrich
Dolenga, Hptm. Werner

76
white 5 + black 8
red 6
yellow 4
black 8 + yellow 5
black 1

Crashed, KIA
WIA from combat
Shot down by flak, MIA
Crash due to low visibility, KIA
POW after combat with Hurricanes from 78 IAP
Emergency landing
MIA, after explosion of own bomb during combat
Emergency landing due to lack of fuel, OK

Near lborg
SW of Bergen
Njal Jawer lake
Motovski
Urabukt (Urabay)
Vrnes
Bay of Kola
Nesbyen (frozen lake)

100
5
100
100
100
10
100
Unk.

7.1.41
24.10.40
30.10.42
22.3.42
12.2.41
7.5.41
5.8.42
29.3.42
9.4.42
13.6.42
1.5.42
9.4.42

Bf 109T-2
Bf 109E-3
Bf 109E-7
Bf 109E-7
Bf 109E-7
Bf 109E-7
Bf 109E-7
Bf 109E-7
Bf 109E-7
Bf 109E-7
Bf 109E-7
Bf 109E-7

7764
820
5952
3183
5163
3785
4219
2947
1494
5599
4945
1187

KD + QB
white 3 + white 14
red 6
12
red 1
white 8
red 1
red 2
black 8
red 1
red 4

100
100
90
100
80
100
100
100
100
70
100
100

Bf 109E-1
Bf 109E-7
Bf 109E-7
Bf 109E-7
Bf 109E-1
Bf 109E-7
Bf 109E-7

3620
1493
4815
6363
4114
5367
5133

3./JG 77
7./JG 5
14./JG 77
13./JG 77
10.(Z)/JG 5
II./JG 5
8./JG 5

yellow 1
white 5
red 7
yellow 17
LN + FR
white 22
white 3

(Taibola)
Fl.Pl. Petsamo
near Kirkenes
unknown
Petsamo
Niva
Totowka

100
90
100
100
100
100
100

29.6.41
9.11.42
23.8.41
19.6.41
24.7.41

Bf 109E-3
Bf 109E-7
Bf 109E-3
Bf 109T-2
Bf 109T-2

5164
4054
1118
7749
7777

Lojewsky, Alfred von

Luther, Obgfr. Gustav
Mahlkuch, Lt. Hans
Meissel, Lt. Eckehard
Minz, Lt. Werner

14./JG 77
4./JG 5
14./JG 77
2./JG 77
2./JG 77

red 4
white 5
red 5
white 11 +
red 8

Collision in the air, KIA

Accident during landing/ Navigation error
KIFA, crashed
Emergency landing due to Flak, KIA
Emergency landing due to bad weather.
Emergency landing due to flak, MIA
Emergency landing, POW
KIA, no cause given
Shot down by Hurricanes, POW
Emergency landing due to engine Trouble, OK
KIFA, flew into ground
Emergency landing due to enemy fire, POW.
Died later in Soviet prison
MIA, cause unknown
Killed in take-off accident.
Killed in crash due to icing
MIA, cause unknown
Shot down by enemy fighters, OK
Reported lost, cause unknown. Pilot returned
MIA after combat with Hurricane from 78 IAP
(Kurzenkov)
Stkp. POW due to enemy fire (9 years, in 17 camps)
MIA, no cause given
Shot down by I-16s, MIA
KIFA, flew into ground
MIA, no cause given

Pl.Qu. 05 Ost/5947. From Sola

Karlstad/Sweden
Kirkenes
Titowka
Near Kristiansund
By Titowka Bay
Uchta
Unknown
Ustje Lotta
Parkkina
Herzberg
Tuloma

22.8.41
30.10.42
10.5.41
29.11.41
8.4.42
20.9.42
9.5.42

Dpfer, Uffz. Kurt

Frba, Uffz. Ludvig
Goretzki, Uffz. Karl
Grobe, Oblt. Rudolf
Hammesfahr, Friedrich
Hauser, Fw. Paul
Helms, Lt. Bodo
Hesse, Obgfr. Herman
Jakobi, Lt. Alfred
Kaiser, Uffz. Josef Sepp
Kanbach, Uffz. Gerhard
Kandziora, Fw. Anton
(or Ernst)
Kastens, Uffz. Wilhelm
Kastner, Uffz. Adolf
Keller, Uffz. Eduard
Kersten, Uffz. Erich
Koch, Lt. Karl Friedrich
Lamprecht, Fw. Wolgang
Lechte, Lt. Hans

JGr. Drontheim
4./ JG77
8./JG 5
5./JG 5
5./JG 5
5./ JG77
5./JG 5
Kommando
Losigkeit
13./JG 77
4./ JG77
8./JG 5
5./JG 5
JGr. Drontheim
14./JG 77
7./JG 5
5./JG 5
5./JG 5
III./JG 5
5./JG 5
5./JG 5

12.2.41

Bf 109E-7

2668

Niehaus, Heinz

JGr. Drontheim

20.9.42
8.5.42
23.4.42

Bf 109E-7
Bf 109E-7
Bf 109E-7

3379
4843
1333

hme, Fw. Johannes

Philipp, Uffz. Kurt
Salwender, Ofw. Florian

II./JG 5
white 1
7./JG 5
white 6
Feldluftpark Pori yellow 11

17.5.42

Bf 109E-7

3457

Schattschneider, Uffz. Helmut 4./JG 5

white 7

7.1.41
13.11.42
8.5.42
13.2.42
27.5.42

Bf 109T-2
Bf 109E-7
Bf 109E-7
Bf 109E-7
Bf 109E-7

7744
3355
6105
3285
2023

Scheimann, Uffz. August

Schulte, Uffz. Heinz Gerber
Schumacher, Uffz. Werner
Seibt, Obgfr. Gerhard
Sommer, Ofw. Walter

RB + OQ
white 3
white 10
yellow 12
black 9

24.11.41
17.9.41
28.6.41
13.8.41
28.8.42
17.7.41
24.2.42

Bf 109T-2
Bf 109E-3
Bf 109E-4/B
Bf 109E-7
Bf 109E
Bf 109E-4/B
Bf 109E-4/B

7795
4004
1159
1133
5559
1407
5580

Steinborn, Uffz. Ernst

Stiglmair, Fw. Josef
Stratmann, Alfred von
Tetzner, Lt. Hans
Tretter, Uffz. Willi
Unknown
Unknown

26.2.42
8.2.42
9.4.41
27.5.42
9.12.41
17.5.42
6.3.42

Bf 109E-7
Bf 109E-7
Bf 109E-7
Bf 109E-7
Bf 109E-7
Bf 109E-7
Bf 109E

1093
3579
3916
4141
1075
6158
?

11.9.42

Bf 109E-7

4910

32

Chapter 5

13./JG 77
II./JG 5
7./JG 5
4./JG 5
8./JG5

3./JG 77
1./JG 77
I./JG 77
I./JG 77
4./JG 5
2./JG77
Kommando
Losigkeit
Unknown
II./JG 5
Unknown
4./JG 5
Unknown
3./JG 77
Unknown
8./JG5
Von der. Lhe, Lt. Eckehardt I./JG 77
Wellner, Uffz. Karl Heinz
4./JG 5
Wennekers, Uffz. Hans
Kommando
Losigkeit
Zeuschel, Uffz. Erwin
4./JG 5

yellow 3
red 6
yellow 3
yellow 10
white 10
red 5
yellow 25
(KB + LS)
red 9
white 7
yellow 12
black 2
yellow 6
white 1
black 16
white 18

% Damage

Near Murmansk
Unknown
By Ura-Guba
On transfer flight from Sola to Lista
Unknown. Scramble from Lista
airfield. Farsund
Crashed due to bad weather and fuel shortage
Near lesund in flight from
rlandet to lesund
KIFA, flew into sea
Niva
POW after emergency landing due to fuel shortage Uhta
POW after combat with 769 IAP (S.P. Neguljajev)
Murmansk
during a Stuka escort. FSA. Shot down a Hurricane. Died as a POW
Reported missing after being rammed by a shot
Petrjrvi
down Hurricane. Pilot returned WIA
Collision in the air, MIA
Pl.Qu. 05 Ost/5947. Took off Sola
Shot down, WIA
Rutschi-Tscupa
POW, cause unknown
unknown
POW after combat with MiG-1s
At Louhi
MIA after combat with Hurricanes from 2 IAP
near Urtjrvi, 40km west of
(Lt. Kolomietsin)
Murmaschi
Emergency landing at sea, MIA
Near Fedje
Shot down by enemy fighters, MIA
By Zapad-Liza
Reported MIA, later returned
Unknown
MIA, no cause given returned
Near the Ura-Guba bridge
POW after combat with Hurricanes from 760 IAP.
Gankachaara mountain
Combat
near Petsamo
Emergency landing due to lack of fuel
Sweden (Doreda)

100
100
100
100
100

100
100
60
100
100
100
Unk.

Emergency landing due to enemy fire

emergency landing due to enemy fire
Take-off accident.
Combat with Hurricanes from 2 IAP
Shot down, KIA
MIA, later POW
Emergency landing due to lack of fuel

Murmansk
Pja-See
Fl.Pl. Kirkenes
Titowka
By Litza Bay
Alakurtti
Nesbyen (frozen lake)

100
30
70
40
100
100
Unk.

MIA after combat

Rutsci-Chupa, NE of Alakurtti

100

100
100
100
100
100
100
100
100
100
100

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The same aircraft is seen

from another vantage point.
The lower cowling appears to
have been painted in yellow,
while the spinner and
propeller blades remain in the
factory standard 70
Schwartzgrn

Modeling the Emil and Toni in Norway

In spite of the low numbers of Bf 109s which initially
participated in Weserbung, those aircraft that took part in
the initial attack and the occupation are certainly interesting,
not least because of the unique wing of the 109T. The basic
day fighter color scheme of 71 and RLM02 over 65 was
carried by the majority of II./JG 77 aircraft in April 1940; no
special tactical markings have been noted outside of spinners
painted in Staffel colors. Likewise, the Tonis of Tr.Gr. 186 were
almost mundane in their conformity to the standard paint
scheme. Later, as the Channel front units exchanged their
worn Emils for new Friedrichs, the older aircraft were sent
north, often wearing the same tactical colors they adopted in
the battles of mid to late 1940. Yellow 04 rudders and lower

Emils recovered from Norwegian and Finnish areas to be

restored to airworthy condition... the condition of the two
could not be more different, however. WNr 2023, formerly
black 9 of 8./JG 5, was shot down on 27 May 1942 in combat
with the Hurricanes of the 2 IAP, and the pilot, Ofw. Walter
Sommer, is still listed as missing in action. Around 20002001, the wreck of the aircraft was recovered from near
Urtjrvi piece by piece, along with bits of a few other crashed
Emils, and it is currently being restored in eastern Europe for
Jerry Yagens collection.
The other recent recovery is a veritable time capsule. Bf
109E-7 WNr 3523 of II./JG 5 was brought down on 3 April
1942 after combat with Hurricanes resulted in a heavily
damaged engine. The pilot, 36-victory ace Ltn. Wulf-Dietrich
Widowitz, was injured in the encounter, and escaped after
belly-landing the plane on ice near Petsamo. It eventually
sank through into the frigid, fresh water and remained there
over sixty years. When it was recovered a couple years ago,
the 04 yellow paint on the cowling was still fresh, as were the
burn marks on the starboard side of the cowling where the
engine fire had resulted in charred paint. The aircraft was in
truly remarkable condition, and research is still ongoing to
determine the full history of the airframe.

cowling panels were very common, with full yellow cowlings

being seen on some aircraft. With the establishment of
theatre ID bands and colors, those aircraft in Norway adopted
a yellow fuselage band, lower cowling and wingtips as
relatively standard. Exceptions were common, though, so it is
always best to check references.

The Norwegian air forces

most modern fighter at the
time of the invasion was the
Gloster Gladiator. Nine were
available at the time of the
German attack on 9 April
1940

Another destroyed Skua is

seen in a peculiar pose on a
Norwegian beach

Key:
FSA = Fallschirmabsprung,
parachute jump
POW = prisoner of war
MIA = missing in action
KIA = killed in action
WIA = wounded in action
DOW = died of wounds
Stfhr = Staffelfhrer
Stkp = Staffelkapitn
Kom = Kommandeur
T.O. = Technischer Offizier

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Lightning Strikes

Chapter

A fine study of an Emil in the

late afternoon light. This
aircraft has the newer,
squared off canopy;
introduced around the same
time as the E-4 entered
production, this should not be
taken as a permanent
identification point as
retrofitting the canopy to
earlier models could be
accomplished in under an
hour

ooking back some sixty-five years after the event, it is still

hard to comprehend what an immense shock the concept
of Blitzkrieg was to the commanders of the rest of
Europes armed forces. The treaty of Versailles had not only
introduced a lingering, seething rage towards what was regarded
as a great injustice on the part of Germany, it also resulted in a
sea-change in the societies of the victorious powers. The
murderous actions of the Serbian Gustav Princip in Sarajevo led
to the wholesale slaughter of an entire generation of French and
Commonwealth men. It would not be overstating the fact to say
that France and England had been bled nearly dry, in terms of
both finance and manpower, by November 1918.
It is against this backdrop that the subsequent rearmament
goals of Germany and the corresponding military stagnation
in France and England must be measured. Throughout the 20s
and 30s, the British Army worked more towards Empire
maintenance than investigating and implementing new
fighting methods and machines. The Royal Flying Corps had
attained independence in 1918, being renamed the Royal Air
Force, but the nascent air arm was hamstrung by a lack of
drive on the part of its leadership. There were certainly capable
men within the ranks, but those men fought a steady uphill
battle to introduce the concept of modern air fighting to a
government reluctant to spend a shilling more than absolutely
necessary on defence.
Standing in contrast to English lethargy and indifference,
France was very much aware of how important a national
defence policy was, and the horrific experience of WWI had led
to a national bunker mentality on the part of her generals and
politicians. Having lost so many of her young men during the
Great War, Frances one overriding goal was to find a way to
prevent such a catastrophic event from occurring again.As in

34

Chapter 6

England, the nationwide sense of relief that the War to End All
Wars was finally over led to a conscious rejection of forwardthinking military ideas at all levels, and a firmly defensive
mindset on the part of her leaders.
Another factor often overlooked when discussing the wide
gulf between France and Germany in military doctrine and
machinery was the relative instability of the French government
in the period between the wars. No one political group was able
to maintain a significant majority, and frequent turnover in the
halls of power was the necessary result of fragile coalitions
between many disparate groups.With each successive change,

The high-powered Daimler

Benz DB601 required
constant maintenance to
maintain peak performance.
Here, an E-1 of an
unidentified Staffel is
undergoing a full power
check, while other men work
on the
Geschwaderkommodores
aircraft in the background

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any sort of concerted push towards a cohesive defence and

rearmament policy was pushed further and further behind.
Frances once-commanding lead in aircraft design withered
away, resulting in a small quantity of effective designs being
overshadowed by hideous, multi-engined boxcars with wings
and pneumatic nightmares that could be completely
incapacitated with a single bullet.
With the declaration of war on 3 September, Britain and
France began making real strides towards putting their
industries and societies on a war footing. The British began
increasing aircraft production effective immediately, but thanks
to the reasons noted above, Frances aviation industry was in no
position to begin churning out fighters and bombers in
quantities necessary to combat Hitlers Luftwaffe.As a result,
they sent a delegation to the US (among other countries) with
blank checks to begin purchasing as many combat-ready
aircraft as they could possibly obtain.Vought V-156F
Vindicators, Brewster B-339s, Curtiss H-75 Hawks, Curtiss SBC4 Helldivers, Douglas DB-7s, Martin 167s... if it had wings and
guns, the French wanted it, and they were ready to pay.As a
result of this buying spree, the Aeronavale and Armee de lAir
finally began receiving moderately effective combat aircraft in
quantity. One interesting historical footnote is that quiet efforts
had been made as late as December 1938 to establish an
aeronautical trading relationship with Germany; Charles
Lindbergh notes in his Wartime Diaries that several high-level
conversations concerning the possibility of a French purchase of
Jumo 211 engines took place between himself, Gen. Ernst Udet,

and Erhard Milch, with the full approval of the French premier,
Daladier, himself. Lindbergh also noted from first-hand
experience the vast disparity between the aviation industries of
England, France, and Germany at this late date.
The one significant French national defence program that was
able to be enacted in the 1930s, however, gives a crystal-clear
insight into the collective mindset of the French nation between
1919 and 1939. Conceived as an impenetrable bulwark against
German aggression, the Maginot Line was an innovative, well
constructed, and ridiculously expensive series of fortifications
whose installations stretched from the Franco/Belgian border to
Switzerland in the north, and from the Alps down to the
Mediterranean in the south. It provided a steady source of
employment for thousands upon thousands of French workers,
which pleased the politically powerful labor unions, and it
provided the citizenry with a sense of security against further
German incursion from the east. The northernmost point of the
fortifications was located just south of the Belgian border. The
reasoning for this was sound; at the time that planning and
initial construction took place, France and Belgium had a

mutual assistance treaty in place. However, in 1920 Belgium

elected to declare neutrality and void the treaty; this left the
northeastern frontier unprotected. Due to the immense sums
already laid aside for the planned fortifications, a northward
expansion of the line was not deemed feasible, and a cursory
arrangement of concrete blocks was set up along the Belgian
border. Throughout the fall of 1939, a series of negotiations took
place with Belgian leaders regarding mutual defense, with the
neutral Belgians quite firmly taking affront to the suggestion
that the Allies use the rolling plains of Belgium as the front line
of any battleground. In France, Gamelin and his staff evaluated
the Polish campaign and decided that the most logical plan of
attack for the motorized German army lay across the open fields
of Belgium. They surmised that the Ardennes Forest was not
good tank country, and therefore did not consider the defense
of that area a top priority.
The German army, however, was not prone to such fixed
ideas of whether an idea was logical or not. War games and
strategy sessions among commanders and planners had
ultimately decided that attacking through the Ardennes was
exactly the thing the Allies would not expect. However, the
original version of Fall Gelb (Plan Yellow) had a smaller force
led by Gen. Rundstedt moving through the forest, while the
primary force under Gen. Bock took on Holland and Belgium.
And it may havw worked, except for an errant German officer
who got lost on a transfer flight one foggy January evening and
landed at Mechelen sur Meuse in Belgium by mistake. He was
rapidly captured, and in his damaged briefcase was found a
preliminary outline for the invasion of France and the Low
Countries. King Leopold of Belgium suddenly had a much more
favorable disposition towards Gamelin and Daladier in France,
and frantic planning and reinforcement took place to create a
bulwark across Belgium, against which the German forces
would throw themselves.
Showing once again their complete lack of flexibility and

These men of 2./JG 77 are

seen taking a short break
after preparing their charges
for the next mission.
I. Gruppe was based at
Odendorf during the French
campaign, and moved briefly
into France before returning
to Dberitz towards the end of
May

This weatherbeaten Emil of

the Major beim Stab of I./JG
27 is seen on a field awaiting
repair

I./JG 53 was based at

Darmstadt through early
1940, and patrolled the
Franco-German border during
the Sitzkrieg, or Phoney
War. Sporadic clashes
between French and German
aircraft did occur during this
period, as shown by the pair
of victory markings on this
E-3

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These Emils of 3./JG 27 are seen at a forward base in France; it could be Jeneffe, Charleville, Guise, or St.
Pol, as I. Gruppe moved to each of these in turn between 18 and 31 May 1940

Brown 3 of 6./JG 26 is seen awaiting collection and transport to a repair

facility along with its sister aircraft brown 12

above and below: After the Polish campaign, efforts were undertaken to minimize the amount of friendly fire
incidents experienced in the haze of battle. An early solution was to increase the size of the Balkankreuze on
the wings; this 6./JG 53 E-1 is seen on a damp fall day with these oversized crosses applied. The nonstandard application of RLM 02 along the fuselage sides is noteworthy as well

Many E-1s were upgraded to E-3 or E-4 status by removing the MG 17s
from the wings, plating over the gunports, and installing the MG-FF or
MG-FF(M) cannon. This forcelanded Emil has undergone just such a
change, as evidenced by the missing MG 17 gunport cover. The 20mm
cannon have already been removed from the aircraft

Although originally designed to carry a centrally mounted gun, no

production Emil carried such a weapon; fortunate indeed for this overly
inquisitive Wehrmacht soldier

left: The central cockpit structure of the Bf 109 was extremely strong, and
the buckling present in the fuselage of this Emil indicates the aircraft hit
the ground at a high speed. Judging from the battle damage (note the
shell hole beneath the 2), the pilot may not have had full control of the
aircraft

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foresight, it did not seem to occur to the Allies that the Germans
might reconsider their plans. Hitler had already demonstrated
that he had no such qualms about changing plans at the drop of
a hat. His original timetable for the invasion of France was set
for 9 November 1939, weather permitting.When this deadline
passed, it moved to mid-November... then late November... then
December... then any period of clear weather that would allow
the Luftwaffe to operate effectively. The bitterly cold winter of
1939-40 eventually put paid to Hitlers plans, which pleased his
reluctant generals to no end. They had been incessantly arguing
against the idea of a western offensive since the conclusion of
the Polish campaign...France and England are too strong, they
said. There was even talk of having Hitler and his top officials
forcibly removed from power via an army coup. Ultimately,
however, their Prussian sense of duty to country overruled their
gut instincts, with fateful results for all of Europe.
Once Hitler learned of the Allied capture of the war plan, he
was understandably furious. New ideas were drafted and tested
by the commanders and generals, and eventually a modified
version of the original plan was agreed upon, with Bocks army
group now in the role of diversionary force, while Rundstedts
armor and men would come straight west through Luxembourg,
turn right at Amiens, and head for the coast. No one could have
imagined how well the Allied response to the original plan
would play into the hands of the German generals when the
blow fell on 10 May 1940.
As of the morning of 10 May 1940, those hurried
preparations over the past nine months were to be immediately
put to the test. Reconnaissance and other intelligence had
pointed towards a rapid massing of troops (as many as 50
divisions in total) along the eastern border of Belgium and
Luxembourg since late March/early April, and continual
interceptions of Luftwaffe aircraft over the northeast border area
of France had not been properly evaluated as a potential
warning sign. On 10 May, the Panzers began crashing through
Luxembourg, rolling easily through the swath of destruction left
by the well-coordinated Stuka attacks.All available
Kampfgruppen (bomber squadrons) were brought to bear on
French and British defences and airfields, and the Allied forces
were ill-prepared to deal with the onslaught. Despite significant
shortcomings in communications, planning, and logistics, the
defense against the bomber fleets on 10 May provided some
cause for optimism for the hard-pressed RAF and FAF fighter
contingents. However, the following day would set the tone for
the rest of the battle.

Close escort as a doctrine was not in practice at the time of

the invasion of France and the Low Countries; the Polish
experience had shown the Luftwaffe that on the whole, the
bombers were well capable of defending themselves.As such, the
Allied air defense did not encounter the 109 in any appreciable
numbers until 11 May. Once fully committed to the fray, the
various Jagdgeschwadern began exacting a terrible toll of the
brave but ill-equipped defenders. In the Netherlands, the Dutch
fought back fiercely with what limited resources they had; their
excellent Fokker G.1s were never able to really prove themselves
due to the accurate attacks on Dutch airfields, but the fixed-gear
Fokker D.XXIs tore into the Ju 52 troop transports with a

vengeance. Once the Messerschmitts arrived on the scene,

however, the Fokkers were quickly dispatched... but not without
cost to the Jagdflieger. In the most celebrated success, Dutch Lt.
Jan van Overstreet succeeded in downing a Bf 109E-1 from
5.(J)/Tr.Gr.186 which bellied in at De Kooy airfield, and Oblt.
Dietrich Robitzsch was rapidly taken into captivity. He was
quickly shuttled away from the front lines and transferred to the
British to be processed as a POW.
The situation was much the same across the border in
Belgium. Lacking any substantial indigenous aviation industry,
the government of King Leopold sought as much modern
equipment as possible.Although they had declared neutrality,
the government remained on good terms with the English, and
the Belgian air force reflected a strong English bent. Older Fairey
Foxes were supplanted with two squadrons of Gloster Gladiators,
a squadron of Hawker Hurricanes, and an attack force
composed primarily of Fairey Battles. In addition, the Belgians
had only just finished taking delivery of an order of 25 Fiat
CR.42s (out of a total of 34 on order) just a month prior to the
attack. The squadron of early Hurricanes was bolstered by the
impounding of several errant Advanced Air Striking Force
aircraft which landed on Belgian territory by mistake; both the
Belgians and the Dutch wanted no part of the new conflict, and
went to great lengths to preserve their neutral status. In spite of
this, the French continually appealed to the Belgian government
to enter into a mutual assistance arrangement in the event of

Demonstrating the
inconsistencies between units
regarding marking changes,
this Gruppenstab machine of
I./JG 20 seen on a French
field in June 1940 still carries
the Hakenkreuz in the central
fin position, and the smaller
prewar wing crosses in their
outboard locations. The
fuselage cross is the correct
style for 1940, but is in the
smaller 660 mm size of the
prewar marking

II./JG 2 spent the winter of

1939-40 at Zerbst, where a
curious Staffelhund is
inspecting the underside of
white 2

This JG 2 pilot poses for what

passed for a formal portrait in
early 1940. Note the
unarmoured, late-style
canopy on the Emil behind
him

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Seen in the winter of 1939-40

at Speyer, yellow 5 wears a
stenciled version of 6./JG
52s striking eagle motif on
the cowling

Prior to the outbreak of war,

Maj. Al Williams of the USMC
was allowed to fly a Bf 109 by
his friend Generalmajor Ernst
Udet. Williams was also given
a demonstration of how
quickly a Bf 109 could be
repaired, and quoted a time
of twelve minutes to fully
replace an engine. These
mechanics do not seem to be
under quite so much
pressure, but the engine
change process was certainly
far less complex than for
other aircraft of the time

38

Chapter 6

German aggression, and this finally bore some limited fruit in

early 1940 with the adoption of a reinforcement strategy within
Belgium, should the shooting start in earnest.
The German onslaught caught the Belgians as flat-footed as
the rest of the Low Countries, with the vast majority of
Hurricanes and brand-new CR.42s being destroyed on the
ground within hours of commencing hostilities.Again, the
individual bravery of Belgian pilots was no match for a
relentless, massive, and well-coordinated attack.With only two
Hurricanes left in operation, the bulk of the fighting fell to the
Gladiators of Escadrille 1/I/2 and the remaining CR.42s of the II.
Group de Chasse. The CR.42s which did manage to get airborne
during the assault performed admirably, with Lt. Charles Goffin
damaging a Bf 109E. Research indicates that this may have been
the aircraft of Leutnant Erwin Dutel of 2./JG 1, who later bailed
out of his machine. Further action against the Messerschmitts
took place on 14 May, with Lt. Goffin claiming a second 109
while Capt. Jean de Callatay and 1st Sgt. Marcel Michotte
claiming a 109 each during a fight with 8./JG 3. In the latter
combat, five German pilots filed claims for five Fiats destroyed;
Ofw. Willi Bauer, Uffz. Karl Flebbe, Uffz. Josef Keil, Oblt.Wilhelm
Gth, and Uffz. Rudolf Saborowski each claimed one, but actual
results were inconclusive, with no surviving records indicating
positively whether aircraft were lost on either side.
The Gladiators of 1/I/2 did not fare quite so well against the
Jagdwaffe, with several combats resulting in a large number of
claims for the Bf 109 pilots.Among those scoring victories over

the Belgian defenders on 10 and 11 May were Fw. Erwin Leykauf

of I./JG 27, Uffz. Emil Clade, and the eventual top scorer of the
May campaign, Hptm.Wilhelm Balthasar. On the morning of the
11th, Balthasar had downed two Belgian aircraft in the space of
three minutes. The Gladiators did manage some successes
against the bomber forces, but only two claims for damaged
Bf 109s were filed by Gladiator pilots. One of those claims was
made by 1st Sgt. Denys Rolin, flying Gladiator G-22; he thought
he damaged a Bf 109, but was immediately set upon and shot
down by Ltn. Ludwig Franzisket of I./JG 1. Rolin was able to
successfully parachute from his aircraft, but was taken into
captivity upon landing.Another Bf 109E was lost to an ancient
Fairey Fox VI flown by Lt. Etienne Dufossez; Fw. Hoppe of 3./JG
27 was killed in the ensuing crash of his Messerschmitt. These
losses amounted to mere pinpricks for the Jagdwaffe, however,
which ruled the airspace over Holland, Belgium, and
Luxembourg with overwhelming numerical superiority.
In an attempt to stall the German drive through Belgium and
into France, a series of attacks was planned against bridges in
the Maastricht area. The German Army had crossed the Maas
river and were headed for the Albert Canal, and a force of nine
Belgian Fairey Battles escorted by Gladiators were sent to attack
the bridges. Six of the nine Battles were rapidly hacked out of
the air by the Bf 109s of 1./JG 27 and 1./JG 1, with the Gladiator
escort suffering at least four losses as well. Towards evening, the
Arme de lAir entered the fray with their first bombing raid of
the campaign, sending a strong force of twelve LeO 451 bombers
escorted by 18 Morane MS406s against the bridges. This attack
also failed to drop the bridges, although the French aircraft
acquitted themselves fairly well; one bomber and four Moranes
were lost to fighters and flak, while five Messerschmitts were
claimed in return.
The situation at the bridgehead was rapidly growing critical
for the Allies, so on the morning of the 12th, six RAF Battles and
eight Hurricanes were sent to attack the bridges. The Stab flight
and 2. Staffel of JG 27 were in the same area, however, and sadly
the RAF had nothing to show for the subsequent destruction of
all six Battles, 19 Blenheims, and 5 Hurricanes, split between
anti-aircraft fire and the work of the Messerschmitts. The
bridges still stood, and the Wehrmacht had a clear field of
advance towards the Meuse.
The Battle of France was effectively lost on 13 May.As the
German forces approached Sedan, they could not know that they
were facing one of the most unprepared units in the entire

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Although the fight was nearly one-sided, the attrition rate of the
Jagdwaffe was extremely high during the French campaign due to the
operational tempo. The Messerschmitts flew continuously from sunup to
sundown; as such, landing accidents such as this 9./JG 54 aircraft which
suffered a prop strike were not uncommon

Another case of engine failure, although the pilot of this E-1, perhaps from 4./JG 2, has done a superb job of
minimizing damage to the aircraft in the belly landing. The light grey gun troughs are noteworthy; this was a
high-temperature protective paint applied to the steel troughs which would hold up to the blast effects and
corrosive cordite staining from the MG 17s

As with any air force, it was not uncommon to see German pilots name
their aircraft for their wives or girlfriends, such as this Emil named
Peterle from 7./JG 3

Recovery efforts are already underway on this 7./JG 54 E-1 coded white 10

During the first few months of the conflict, aerial skirmishes between
units along the Franco-German border would result in one or two losses
for each side. This JG 20 Emil has force-landed due to a damaged
engine, but the pilot has done a very good job of minimizing further
damage to the airframe
Following the fall of France, aircraft wrecks from all combatants littered the country. In this oddly pastoral
scene, the wreck of a 6./JG 26 Emil shares a field with what appears to be a burnt-out Koolhoven FK.58 while
sheep wander amongst the wreckage

above and right: Many times, a pilot flying a damaged aircraft would spot
what he thought was a suitable field for a forced landing, only to
encounter obstructions which ripped the aircraft apart on landing. Such
was the case with this E-3 of an unidentified III. Gruppe; the abrupt stop
in the furrow broke the spine of the aircraft

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This E-3 of Stab./JG 76 exhibits an unusual variation on the Winkel

design
Uffz. Stefan Steff Litjens of 1./JG 53 is seen here in the cockpit of his Bf 109E-3 White 5 (Photo: Prien)

Among the most attractive of schemes applied to the Bf 109 were the
multi-colored splinter schemes of JG 53, as seen here on the
Gruppenadjutants machine in the early spring of 1940

The mechanics and ground crew worked tirelessly to keep their machines running at peak performance, as
typified by this JG 2 Richtofen mechanic

The E-1s of 2./JG 76 are seen here parked in the enormous Zeppelin
hangar at Friedrichshafen, Germany. The immense airship looming above
them is the LZ-130 Graf Zeppelin II; launched shortly after the
Hindenburg tragedy, LZ-130 was destined to never enter commercial
service, and was broken up for scrap between 1940 and 1941

above and below: These Gruppenstab aircraft from II./JG 53 are seen pointing westward, awaiting their next
mission. The tail on the Adjutants aircraft in the foreground appears to be a replacement item painted overall
in 65 Hellblau

Pictured having a bit of fun in early 1940 are Hptm. Rolf Pingel, Ltn.
Siegfried Fischer, and Hptm. Hans-Karl Mayer (at right) from JG 53.
Pingel, a Spanish Civil War veteran, would later inadverdently deliver the
first intact Bf 109F-2 into British hands (Photo: Prien)

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Black 11 of 2./JG 76 is
another E-1 converted to E-3
standard. The DB601 appears
to have a hole in the front
right corner of the crankcase,
which would explain the
forced landing...

French Army, rotated there as part of the defensive force

realignment in response to the discovery of the original invasion
plan in January. Despite reinforcements being rushed towards
the front line, the Germans successfully crossed the Meuse and
from then on, there was no hope of stopping their race to the
sea. Surprisingly, the Allied air response was nowhere near as
strong as it might have been, due to the Hurricanes of the AASF
and the French Moranes being tied up in combatting bomber
raids elsewhere. By days end, only two Bf 109s had been lost,
while the British suffered the loss of six Hurricanes in total to
bomber defensive fire and fighter attacks. Jagdwaffe units
involved against the British and French forces were 1./JG 1, 8./JG
3, and 1./JG 21. Further north, a token Dutch raid during the day
ran into stiff opposition from 4./JG 26 under Hptm. Karl
Ebbinghausen, losing a Fokker G.1 and the sole T.V bomber.
Other Dutch defenders were treated equally rough by I./JG 26
and 5./JG 26, although a I. Gruppe 109 was claimed in morning
defensive action.
The next day followed essentially the same script, but with
different units. II./JG 2 escorted a large bombing raid in the
morning and fell upon the defending Hurricanes with a
vengeance, downing four Hurricanes without loss to themselves.
JG 27 escorted a separate raid, and while several Heinkels were
lost, the Hurricanes were again treated roughly by the
Messerschmitts, losing one of their number to Gert Framm of
2./JG 27 against no German losses. II. and III./JG 26 saw action
near Louvain as well, with four kills for no losses.As the Allied
ground forces desperately tried to staunch the flow of Germans
across the Meuse at Sedan, a huge air battle developed overhead
and the Hurricanes began drawing blood. Fg Off Cobber Kain
of 73 Squadron downed a I./JG 76 109 when the Hurricanes
were bounced by a Schwarm of Messerschmitts, although the
pilot of the stricken 109, Lt. Rudolf Ziegler, survived the crash
landing relatively unhurt. I. /JG 53 was caught completely by
surprise by the Hurricanes of 1 Squadron, and four 109s were
shot down. Ofw.Walter Grimmling of 1. Staffel was killed by the
Hurricanes, while Lt.Wolfgang Tonne and Uffz. Herbert
Tzschoppe survived their encounters. One further death
occurred when Fw. Alfred Stark flew into the remnants of a
Blenheim he had just destroyed. Further elements of I./JG 76
took on a combined British and French force attacking the

bridgehead over the Meuse, resulting in claims for two Fairey

Battles, two MS 406s, and four Bloch MB 152s. The fighting for
the bridgehead wasnt all one sided, however, as two I./JG 76
aircraft were lost to the defenders. The ferocity of the fighting on
the 14th can be seen in the claims versus losses; the Arme de
lAir claimed ten Bf 109s, sixteen Bf 110s, and 20 other bomber
and reconnaissance types against the loss of sixteen Bloch MB
152s, 7 Moranes MS 406s, two Dewotine D.520s, and 3 Hawk
75s. The British forces suffered equally; 22 out of the 27
Hurricanes lost on the 14th fell to the Messerschmitts, with a
total of 17 pilots killed.Actual German losses averaged about
half of what was claimed; for example, the AASF claimed a total
of eleven 109s confirmed killed, while German records showed

the loss of only seven. This should not be seen as minimizing

the efforts of the desperately overworked defenders, however;
given the fluid and confused combat situation, honest mistakes
were certain to be made on both sides.
On the 15th, there were sporadic actions through the day with
Stab III./JG 53 and 1./JG 3 encountering Hurricanes and
Blenheims attempting to attack the bridges over the Meuse once
again. Two Bf 109s were claimed by the Hurricanes, but three of
their number fell along with two Blenheims. III./JG 26 drew

The top scoring Jagdwaffe

pilot of the French campaign
was Hptm. Wilhelm Balthasar
of I./JG 1, with 23 victories.
His Emil is pictured later in
the summer when he had
scored further victories over
Britain; the up arrows
indicate aerial victories, while
the down arrows indicate
strafing kills

Lightning Strikes

41

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Key:
FSA = Fallschirmabsprung,
parachute jump
POW = prisoner of war
MIA = missing in action
KIA = killed in action
WIA = wounded in action
DOW = died of wounds
Stfhr = Staffelfhrer
Stkp = Staffelkapitn
Kom = Kommandeur
T.O. = Technischer Offizier

As this mechanic inspects

spark plug leads, another in
the background services the
supercharger of yellow 14 of
3./JG 2, which may be the
aircraft flown by Lt. Franz
Fiby

Combat did not always go the

way of the Luftwaffe in
France. Brown 12 of 6./JG
26 was lucky to return to
base following a sharp
encounter with defending
fighters; the aircraft was set
down on its belly, as
evidenced by the crushed oil
cooler housing beneath the
aft fuselage

42

Chapter 6

7:05 pm

Page 42

bomber escort duty for a squadron of Do 17Zs, and they scored

one Hurricane but lost two of the Dorniers to the aggressive
British attackers. Despite the arrival of further reinforcements
from England on May 16th, the situation on the ground was
rapidly becoming untenable. Squadrons were taking off from
bases in friendly territory, and returning to find their fields
under fire or captured by the rapidly advancing Wehrmacht
troops. The British and French attack squadrons had suffered
horrifically, with the Battles, Blenheims, and Breguet 693s being
hacked down in droves by the omnipresent Messerschmitts and
the intense and accurate flak defenses, and the Allies had
precious few aircraft which could compete with the Bf 109 on a
level playing field. Even more telling was the clear confusion
among the defenders; British squadrons still followed prewar
doctrine of three basic attack patterns, and formation flying was
done in a three-plane Vic, arranged with one leading aircraft
and two spaced evenly behind.When faced with an attack from a
determined Rotte (two plane element) or Schwarm (four plane
formation, formed of two Rotten), the Allied fighters quickly fell
apart into an every man for himself defensive scheme.
Reynaud telephoned Churchill in a panic on the morning of
the 15th, declaring the situation hopelessly lost due to the
German breakthrough at Sedan, and he was soon proven
correct. By the 21st, the British and French forces in the north of
France were being pushed towards the sea, and on the 27th,
Belgiums King Leopold sued for peace. The end was nigh, and
an enormous rescue and recovery plan was put into effect...
Operation Dynamo, the evacuation of Allied fighting forces from
Dunkirk. It was to be over Dunkirk that the Emil pilots were to
meet their stiffest foe, the Supermarine Spitfire. The Hurricanes
still bore the brunt of the fighting, and the turret-armed Boulton
Paul Defiant briefly proved to be a nasty surprise to those
Messerschmitt pilots who mistook the outline for a Hurricane,
but it was the Spitfire that would finally level the playing field for
the Allies against the vaunted Messerschmitts. 616, 222, 19, and
92 Squadrons all shuttled their Spitfires across the Channel in a
regular rotation over a nine-day period, alternating with the
Hurricanes of those squadrons which had not been completely
decimated in France. They took on elements of JG 27, JG 52, and
JG 53 through 4 June, by which time the motley fleet of a

thousand disparate vessels had succeeded in rescuing over

338,000 men from continental Europe. The RAF fought like men
possessed to protect the hodge-podge of ships below, and the
wreckage of dozens of Spitfires, Hurricanes, and Messerschmitts
along the French coastline bore mute testimony to the ferocious
fighting above.
Sporadic but relatively disorganized resistance continued in
France through late June, until the 20th. In the same rail car, at
the exact same spot in the Compigne forest where the Germans
had been forced to sign an armistice on 11 November 1918,
Hitler finalized the defeat of France with the signature of
Marshal Petain. Continental Europe now belonged to Germany,
and England was the next logical target... but not just yet. The
Jagdwaffe was physically and mechanically worn out, after the
hectic pace of charging across France and the Low Countries for
the previous six weeks. Older aircraft were relegated to the
Ergnzungsgruppen (replacement squadrons) or simply written
off as newer aircraft arrived. The earlier Bf 109E-1s armed with
four light machine guns were steadily being replaced by the
cannon-armed E-3s and E-4s; in many cases, the E-1s were
brought up to the later standard in the field or at repair depots,
by having the MG17 muzzle port faired over and all the
necessary equipment for the MG-FF (or MG-FF/M, in the case
of the E-4) cannon added to the airframe.
The pilots finally had a chance to relax and unwind, with
sightseeing trips to Paris proving an irresistible lure.
Promotions and awards were also quick in coming, and Hitler
held a glittering award ceremony at the Kroll Opera House
where he promoted Hermann Gring to Generalfeldmarschall,
along with several other commanders and generals whose
performance had been particularly noteworthy in the French
campaign. Among the speeches that evening was a statement
from Hitler offering to make peace with Britain. It is not known
whether he genuinely expected a favorable response, but he was
no longer dealing with the same overly cautious champion of
appeasement from Munich two years earlier; Chamberlain had
stepped down the same day that Germany invaded France and
the Low Countries, and the new Prime Minister would hear
nothing of the sort. Winston Churchills response was an
emphatic call to arms to his countrymen, who dug in and stood
fast side by side with their Commonwealth brethren and
thousands of refugees from all over Europe... Polish, Czech,
French, Dutch, Belgian, Norwegian, and Danish troops and
pilots prepared themselves for the coming storm.

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Bf 109 losses in France

Partial Loss Listing for May-June 1940 Jagdwaffe operations. The following listing is merely a sample of the known Jagdwaffe losses from the May campaign; this table is provided to
offer a wider choice of subjects when deciding to build a 109 from this theatre of operations. As there are only 40 entries, the list has been sorted alphabetically for easier searching.
Responsibility for any transcription or data errors lies solely with the author.
Date
1/6/40

Type
Bf 109E-3

WNr
Unk.

Pilot
Beese, Uffz. Artur

Unit
9./JG 26

Code
yellow 2 + |

Reason
POW during transfer flight, shot down by
Morane 406. Later released
Stkp. Undercarriage damage on landing after
combat with Morane 406
FSA due to Flak
WIA in combat with Spitfires. FSA, DOW

19/5/40 Bf 109E-3
677
Bertram, Oblt. Otto
Bonzo Dog, tiny fuselage cross, hakenkreuz overlaps fin/rudder
31/5/40 Bf 109E-4
Unk.
Bethke, Oblt. Siegfried
28/5/40 Bf 109E-1
Unk.
Biegert, Fw. Ernst

1./JG 2

white 1 +

2./JG 2
2./JG 26

red 7 +
red 13 +

7/6/40

Bf 109E-3

Unk.

Daig, Ltn. Erwin

5./JG 27

black 13 + -

15/5/40
28/5/40

Bf 109E
Bf 109E-3

Unk.
Unk.

Fhring, Oblt. Karl

Gath, Oblt. Wilhelm

Stab I./JG 77
8./JG 3

10/6/40
25/5/40
30/5/40

Bf 109E-3
Bf 109E-3
Bf 109E-1

707
Unk.
3247

Goetting, Uffz. Werner

Griener, Uffz. Albert
Hager, Uffz. Robert

1.(J)/LG 2
5./JG 52
1./JG 76

3471
1304

Hausmann, Oblt. Richard

Hier, Ofw. Paul

2./JG 21
1./JG 76

unk.
unk.
1541
unk.
unk.
1215

Hintze, Oblt. Otto

Hotzelmann, Uffz. Fritz
Iberle, Uffz. Rudolf
Jrgens, Uffz. Hermann
Keller, Ltn. Fritz
Kloimller, Ofw. Herfried

4./JGr. 186
1./JG 54
4./JG 26
2./JG 21
2./JG 27
2./JG 51

Knppel, Hptm. Herwig

Stab II./JG 26

Injured, ramming a Bf 109E from I./JG 1

during take-off
black 15 +
Crash landing. Nosed over
black 1 + | (?) Stkp. POW after combat with Spitfires.
Returned 6.6
white 11 +
Crash landing
black 13 + Emergency landing due to engine trouble
white 6 +
POW after becoming lost during test flight and
landing at French airbase. Returned?
black 9 +
Emergency landing
white 1 +
POW due to crash landing after combat with
Morane 406. Released
white 15 +
Emergency landing after combat with Spitfire
white 10 +
POW after ground attack. FSA. Returned
white 13 + KIA in combat with Hurricane. Collision
black 4 +
Flak. Safe landing
black 4 +
Emergency landing after combat
red 14 +
POW due to emergency landing after
becoming lost
black << + (?) Kdr. KIA in combat with Hurricane from

Kolbow, Ltn. Hans

3./JG 20

yellow 2 +

29/5/40 Bf 109E-1
22/11/39 Bf 109E-3
Note: RLM 70/71 finish
1/6/40
Bf 109E
16/5/40 Bf 109E-3
7/6/40
Bf 109E-3
24/5/40 Bf 109E
23/5/40 Bf 109E
22/11/39 Bf 109E-3

19/5/40 Bf 109E-3
1542
Note: Tophat, Schlageter badge
31/5/40 Bf 109E
unk.

Belly landing after combat with Defiants

NW of Dunkirk
27/5/40 Bf 109E
unk.
Kornatz, Ofw. Hans
2./JG 53
red 5 + (?)
WIA in combat with Potez. Hit in cabin
5/6/40
Bf 109E-3
unk.
Leisse, Uffz. Paul
4./JG 26
white 9 + KIA in combat with Curtisses
11/5/40 Bf 109E
unk.
Meimberg, Ltn. Julius
4./JG 2
white 1 + Overturned on landing
21/5/40 Bf 109E-3
1526
Mix, Major Erich
Stab III./JG 2 black outline
Kdr. Reported lost due to emergency landing
Note: R badge; high RLM65 line
<< + ^^
after combat. Returned WIA 23.5
5/6/40
Bf 109E-4
unk.
Mlders, Hptm. Werner
Stab III./JG 53 black << + | Kdr. POW after combat with Dewoitine. FSA
Note: Pik As badge on cowl, tiny triangle in chevron, 18 white kill markings on fin, swastika in early location
28/9/39 Bf 109E-1
3326
Pavenzinger, Uffz. Georg
2./JG 51
red 9 +
POW after becoming lost. Landed OK,
aircraft captured
29/5/40 Bf 109E-1
1399
Perthes, Ltn. Hasso von
3.(J)/LG 2
brown 13 +
Photographed after first kill, a Hurricane
19/5/40 Bf 109E-1
4072
Priebe, Oblt. Ekkehard
2./JG 77
red 1 +
Stkp. WIA in combat
Note: I/JG77 badge
16/6/40 Bf 109E-4
5294
Redlich, Oblt. Wolfgang
1./JG 27
white 1 +
Stkp. His plane rammed by a landing Do 17
3/6/40
Bf 109E-1
unk.
Schade, Ltn. Kurt
JG 29./
yellow 8 + ^^ WIA due to combat. FSA.
19/5/40 Bf 109E-3
unk.
Schfer, Oblt. Hans-Christian5./JG 27
black 1 + Stkp. POW after combat with Hurricanes.
Returned after surrender
24/5/40 Bf 109E-3
unk.
Scheuermann, Uffz. Karl
8./JG 2
black 3 + ^^ Injured in crash while landing
22/11/39 Bf 109E-3
1251
Schulz, Ltn. Heinz
3./JG 76
yellow 11 +
POW due to crash landing after combat
with Morane 406
17/3/41 Bf 109E-8
1237
Seidl, Uffz. Alfred
2.Erg/JG 53
black 15 +
Emergency landing due to engine damage.
14/5/40 Bf 109E-4
unk.
Stark, Fw. Alfred
1./JG 53
white 3 +
KIA in combat with Blenheims. Collided with
shot down Blenheim
19/5/40 Bf 109E-1
unk.
Strobl, Ltn. Helmut
5./JG 27
black 2 + Reported lost after combat with Hurricanes.
Crash landing. Returned
18/5/40 Bf 109E-3
unk.
Wilcke, Oblt. Wolf-Dietrich 7./JG 53
white 1 + | (?) Stkp. POW after combat with P-36s. FSA,
returned later
14/5/40 Bf 109E-1
unk.
Ziehl, Ltn. Dieter
3./JG 76
yellow 2 +
Injured, overturned on landing
20/5/40 Bf 109E-1
unk.
unknown
1./JG 1
white 13 +
Emergency landing due to fuel shortage
22/5/40 Bf 109E
720
unknown
9./JG 3
yellow 8 + |
Photographed on this date

Location
Lille area

Damage
100%

near Cambrai

10%

Bthune
St. Pol-sur-Mer,
NW of Calais
Fl.Pl. Guise-Nord

100%
100%

Sourbrodt
Nieuport/Ostende area

5%
100%

Liegescourt
Rehlingen
Fl.Pl. Orconte, west of
St. Dizier
Near redux
near Goesdorf

20%
35%
100%

near Furnes
Fl.Pl. Luxeuil
SE of Dieppe
near Hirson
Bienwald near
Strasbourg-Neuhoff
near Lille
615 Sq. (F/O Eyre)
near Calais

near Chivres
Hamminkeln
near Charleville
Loe, La Selve, west
of Compigne
near Brumath

100%

10%
100%
65%
100%
100%
10%
30%
100%
100%
75%
5%
100%
b
b
100%
100%

Mont St. Ecouvez

Le Quesnay area

Auxerre
East of Epernay
Lille area

70%
100%
100%

Signy-le-Petit
near Puttelange,
west of Metz
Fontenet
Sedan area

100%
100%

East of Lille

100%

west of Rethel

100%

Trier-Euten
Namur
Probably Gosselies

70%
35%
0%

75%
100%

Lightning Strikes

43

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Reel, Britannia

Chapter

ith the French signing of the armistice with Germany

in the Compigne Forest on 21 June, there remained
only one active combatant facing the might of Hitlers
Luftwaffe... Great Britain. To a man, the people of England
understood the magnitude of the threat which they now faced. In
the space of nine short months, German forces had swiftly
dispatched army after army, nation after nation, concluding with
the almost unbelievable capitulation of France after all of six
weeks of combat.
In the years leading up to the war, Englands armed forces
suffered from the same general malaise affecting the remainder of
the Allied powers after their victory in the Great War; namely, the
weariness of the populations and governments of military matters
in general led to a long period of stagnation.While new aircraft
types were built and placed in service, none were produced in any
significant quantity, and none produced prior to 1935 could claim
to be revolutionary in any sense of the word.With the
ascendancy of the Nazi party in Germany in the early 30s and
Hitlers enthusiastic promotion of a stronger Germany, however,
some forward thinking members of the British Ministry of
Defence recognized that they had some serious catching up to do.
As a result, specifications were issued for an advanced monoplane

44

Chapter 7

fighter design in 1934, resulting in the Hawker Hurricane.

First entering service in late 1936, the Hurricane was an
absolute epiphany to the men of the RAF.Accustomed to forests of
struts, bracing wires, hand-cocked machine guns and the benign
handling of biplane designs which had scarcely advanced since
1918, this new monoplane with its enclosed cockpit, high speed
and much-improved firepower caused an immediate sensation.
Much press was given to the aircraft, and Squadron Leader John
Gilliam of 111 Squadron set a trans-England speed record in 1937
which added further laurels to the Hurricanes image. By 1939, the
majority of RAF front line fighter strength lay in the Hurricane,
with a few squadrons still on older Gloster Gladiators, Hawker
Furies, and the like. There was one other design just coming into
widespread service use at the time, however, which would become
an icon of the battles to come.
Designed by Reginald J. Mitchell, the genius behind the S.6B
floatplane design which had permanently retired the Schneider
Trophy to England, the Supermarine Spitfire was the result of a
complete rework of a disappointing entry in the design
competition to replace the Bristol Bulldog in 1931. Every
consideration was given to aerodynamic efficiency in the Spitfires
design, culminating in the gracefully tapered and amazingly thin

Ltn. Erich Rudorffer of 9./JG 2

is seen climbing from his E4/N after a late afternoon
mission. Note the missing
upper half of the head armor,
the roughly applied mottling
and the C-3 notification in the
octane triangle, indicating
that 100 octane fuel is
required in this aircraft

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wing section which made the Spitfire such a delight to fly.Within

that wing, Mitchell managed to fit the same battery of eight
pneumatically fired .303 Browning machine guns as carried by
the Hurricane, and to reduce outboard weight as much as
possible, he arranged the landing gear to retract outwards... this
kept the bulk of the retracting mechanism as close to the aircrafts
centerline as possible, aiding maneuverability. The fuselage, wing,
and empennage were all constructed of aluminum, with fabric
covered control surfaces, and power was supplied by the same
Rolls-Royce Merlin which powered the Hurricane. It is worth
noting the basic design similarities between the Spitfire and the
Messerschmitt 109, which was developed at approximately the
same time. Both Mitchell and Messerschmitt arrived at the same
basic conclusions regarding aerodynamic efficiency balanced
against operational requirements; the biggest difference between
the two designs was that Messerschmitt intentionally tailored his
design for ease of production and maintenance.
The Spitfire had first entered service with 19 Squadron in June
1938, and a total of nine squadrons were outfitted with the Spitfire
Mk I at the outbreak of hostilities in September 1939.When the
Air Component of the BEF was sent to France shortly thereafter, it
was outfitted with Hurricanes only; the Spitfire squadrons
remained in England. Occasional clashes took place between the
Spitfires and German bombers and reconnaissance aircraft over
the next few months, but nothing of the order of what the
Hurricane pilots in France were experiencing. By late May 1940,
with the Advanced Air Striking Force virtually decimated and the
British ground forces in full retreat towards the beaches of
Dunkirk, the Spitfire pilots were called upon to assist with
standing patrols over the evacuation taking place below.
By 4 June, the debacle in France was over for the majority of
British forces. Many were left behind in the hasty retreat, but
many thousands more had been rescued, and this included
hundreds of trained pilots, aircrew, and maintenance men from
the squadrons which had been so thoroughly destroyed in France.
These men, and the thousands of refugee pilots and ground crew
from occupied European countries, were ready to fight... but they
had precious little to fight with. Thanks to careful resource

management, Dowdings Fighter Command had a reasonable

number of Spitfires, but the Hurricane force was in tatters, having
lost no fewer than 386 Hurricanes to all causes in the six weeks of
fighting on the continent.
British industry was rising to the challenge, however. Under
the iron-willed leadership of Lord Beaverbrook, aggressive and
previously unthinkable production rates were not only being
required, but being met by the round-the-clock efforts of British
men and women. Repair centers were rapidly created with the
expectation that aircraft which fell on British soil could be
recovered, repaired, and returned to service more economically
than building a new replacement. Those citizens not directly
involved with the material production effort did their parts as
well; housewives were scrupulous about recycling, retirees
joined locally formed loose regiments, often armed with nothing

more than a few pistols, and the children were sent into the
countryside, away from the population centers and hopefully,
away from danger.
The expected Luftwaffe attacks began in earnest at the end of
June.As a preliminary to an amphibious invasion, air
superiority needed to be achieved and maintained, and all
shipping traffic in the Channel needed to be brought to a halt,
thereby stopping the flow of supplies. Having massed much of
their air strength along the French coast and on Guernsey, the
Luftwaffe began sending escorted missions to bomb convoys in
the Thames Estuary and the Channel proper. The first few days
of these operations were inconclusive, although two Bf 109s
were claimed on 4 July. One of those aircraft, a III./ JG27
machine, successfully returned to France.
The first relatively intact Bf 109 to come down in England fell
to a 74 Sqn Spitfire on 8 July. Ltn. Johann Bhm, of 4./ JG51 force
landed his damaged Bf 109E-3 just before 4 pm.A few hours later,
Ltn. Albert Striberny of 3.(J)/LG2 was brought down and taken
prisoner, while his Emil crashed in Kent after he bailed out. For
the next ten days, there was a small amount of give and take
between the opposing fighter forces, with four Emils being shot
down, and several others severely damaged. On 19 July, however,
the Emils of II./JG51 and II./JG2 encountered the Boulton Paul
Defiants of 141 Squadron and fell upon them with a vengeance.
Over Dunkirk, the Defiant had proven to be a nasty surprise to
unwary Messerschmitt pilots who mistook the aircraft for a
Hurricane. That mistake was not made again, as no Bf 109s were
downed in this encounter, although one Emil of 9./JG 51
sustained heavy damage.
Suffering two wounded pilots in other action on the 19th, JG 27
would be particularly hard hit the next day with two 3. Staffel
aircraft being lost in an attack on Dover, and a
Gruppenkommandeur, Major Riegel, was lost to a pair of 501 Sqn
Hurricanes. JG 51 suffered the loss of two Bf 109s as well on the
20th. Two more Emils would go down on the 21st, and seven
would be lost on the 24th, including Hptm.Wolf-Heinrich von
Houwald, Gruppenkommandeur of III./JG 52, Hptm. Erich Noack,
the Gruppenkommandeur of II./JG 26, and Oblt.Werner Bartels,
the Technizsche Offizier of JG 26. Bartels force-landed his
damaged E-1 WNr 6296F in Kent, and the damaged
Messerschmitt subsequently made a tour of England in support
of the War Bond drive, while Bartels spent the remainder of the
war in captivity. Houwald had just been married on the 9th of
May, and his wedding reception was interrupted by an urgent
request to return to his unit... the attack on France was to begin
the next day! The sadness felt over his loss stood in stark contrast
to the general feeling within JG 26 that they were plenty happy to
be rid of Noack, who apparently had much to say but little

JG 2s stipple camouflage
was unique to the unit; this E1 has suffered a technical
failure of some sort, and
serves as a photographic
prop while awaiting repair

Seen in the spring of 1941

while on strength of
Erg.Gr./JG 26, Maj. Adolf
Gallands former Emil WNr
5819 still carries his victory
markings and
Gruppenkommandeur
chevrons

Reel, Britannia

45

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An E-1 of 5./JG 3 comes in

for a landing. Just barely
visible are the drooped
ailerons, which lowered 11
degrees when the flaps were
at their max extension of 42
degrees

The reason this 5. Staffel E-1

from an unidentified unit is
being pushed about is not
known, but one fact is clear;
just as in every other military
unit, the enlisted men work
while the officers supervise...

46

Chapter 7

7:07 pm

Page 46

experience or ability to back up his statements and lectures.

Another seven Bf 109s would be lost on 25 July, with one
further Emil lost on the 26th. The 27th brought a respite with no
combat, although Oblt. Gert Framm of 2./JG 27 claimed a Spitfire
in the vicinity of Weymouth Bay. The attrition rate climbed again
on the 28th, with one 2./JG 51 machine being lost and two
damaged, including the aircraft of Major Werner Mlders.
Between the 29th and the 31st, no further aircraft were shot down
outright, although an additional six Bf 109s were damaged
enough to force a return to base, and two pilots were killed when
attempting forced landings.
The Jagdflieger had entered the month full of confidence, and
ready to take on the task of dismantling the Royal Air Force.After
all, had they not just finished sweeping the sky clean of
Hurricanes over France? By the beginning of August, though, it
was becoming increasingly evident that they had seriously
underestimated the strength of their opponents. This time, the
RAF had not just the advantage of fighting from their home turf,
where a parachuting pilot could be returned to his unit within
hours, but they also had a significantly better understanding of

the German forces composition as they assembled thanks to the

Chain Home radar arrays. They also had vastly improved
communications, although to be fair, any communications at all
would have marked an improvement over the situation in France
back in May.As a result, the RAF now knew when a raid was
coming, roughly how many aircraft were involved, and the various
squadrons nearby could be marshaled to get them in an
advantageous position to resist the attack. The Luftwaffe pilots, on
the other hand, were hampered by the short range of their
Messerschmitts, and they had overwater flights both to and from
the target area which began to weigh heavily on the pilots minds.
The attrition in aircraft could be made up; German industry was
just barely operating at anything like war capacity, and there was
significant room for growth. The loss of the highly experienced

pilots, though, many of whom went through the intensive prewar

training syllabus, would soon be keenly felt.
Following a one week lull at the beginning of August during
which only one Bf 109 was lost, a massive attack was launched
against a west-bound Channel convoy on the 8th. In the course of
successive running battles throughout the day, a total of nine
Bf 109s were shot down, with II./JG 27 losing four of these. In
return, however, a total of 39 claims were filed against the British
defenders, with JG 27 and LG 1 claiming well over half of this total
between them. The balance sheet was all in favor of the Bf 109s on
the following day, with 15 kills against no losses. JG 2s rising star
Oblt. Helmut Wick claimed three Hurricanes in the days actions,
and a young Fhnrich named Hans-Joachim Marseille with
3.(J)/LG 2 claimed a Spitfire. The next large scale action came on
the 11th, with the Jagdwaffe units losing a further 14 aircraft; this
time, JG 2 took a real beating, the majority of the downed 109s
coming from this unit.Among those lost were another
Staffelkapitn, 6./JG 2s Oblt. Edgar Rempel, and the Gruppen
Adjutant of III. Gruppe, Oblt.Adolf Steidle.Another fifteen claims
were made, with several pilots including Ofw.Willi Roth of 4./JG
26 and Hptm. Heinz Bretntz of Stab II./JG 53 claiming two
apiece. Two pilots of 1./JG 51 did very well this day, with Ltn.
Heinz Br claiming two Hurricanes and Oblt. Georg Claus taking
top honors with a total of three Hurricanes downed.
Up until this point, the resources of the RAF had not yet been
sorely tested over Britain, but that would change beginning on 12
August. Luftwaffe units began a concentrated series of attacks
against the radar stations which had been providing such excellent
advance notice of Luftwaffe units forming up over the Channel.
The other prime objective was to be the airfields of the RAF.After
roughly six weeks of continuous combat with Fighter Command,
the Luftwaffe was still no closer to achieving air superiority than
they were back in June, so the decision was made to expand the
bomber pilots role from simply attacking Channel convoys to
include raids on the sector and outlying airfields which dotted the
southeastern English landscape. This first series of attacks proved
to be moderately successful, with the Ventnor radar station being
put out of commission for three days, and Hawkinge, Lympne, and
Manston fields being rendered unserviceable until the next day. In
the course of the days combats, the Luftwaffe lost a total of nine
Messerschmitts against 41 claims. Three Bf 109 pilots scored
multiple kills on this day; Oblt. Hans-Karl Mayer of 1./JG 53 shot
down a pair of Hurricanes, Ltn. Heinz Ebeling of 9./JG 26 claimed
another pair of Hurricanes as well as a Spitfire, and Hptm. Harro
Harder, Gruppenkommandeur of III./JG 53 claimed two
Hurricanes as well. However, one of the nine Messerschmitts which
failed to return was that of Harder, dealing yet another bitter blow
to the Jagdwaffe.
The attacks of the 12th were a prelude to some of the heaviest
raids against England to date. Gring had dramatically
designated 13 August as Adler Tag, but events conspired against
the well-laid plans of continuous, coordinated attacks throughout
the day. The morning raids were disrupted first by changeing
weather, then by poor communications which left the Dornier Do
17Zs of KG 2 unescorted as they proceeded towards their target,
losing five of their number as a result.Another raid by Ju 88A-1s
of KG 4 was postponed due to weather, but their Bf 110 escorts
headed towards the rendezvous point anyway, again the victims
of poor communication as they were unaware their charges had
not yet left France. The RAF met them with a fierce reception,
with one of the Zerstrers falling to the British. JG 2 represented
yet another broken link in the communications chain; they set
out on a fighter sweep which was supposed to be in conjunction
with a raid by the Ju 88A-1s of KG 54, but the bombers had
aborted the raid without alerting their escort, and JG 2 lost Oblt.
Paul Temme of I. Gruppe to a Spitfire attack. Temme brought his

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above and below: Photographed between 15 and 29 October 1940, the E4 of Hptm. Helmut Wick, Gruppenkommandeur of I./JG 2, is seen with 42
victory bars on the rudder

Fw. Paul Boche, the T.O. of 4./JG 52, ran into a haystack at Little Grange Farm in Essex on 10 August 1940
after his Arado-built E-1, WNr 3465 overheated following strikes to his radiator from behind (Photo: Wadman)

Yellow 8 in the foreground of this photo has seen particularly hard action; the filthy fuselage sides indicate
an abundance of throttle movement while in flight, and the ground crew has not had the time to scrub the soot
off of the aircraft

A Bf 109E-4 of 6./JG 52 is seen at Peuplingues in the late fall of 1940

This E-4/B of II.(S)/LG 2 was photographed at Guines-Calais in the fall of 1940

One of the signature symbols of the Battle of Britain; Fw. Arno

Zimmermans Bf 109E-1 from 7./JG 27 on the shingle beach at Lydd on
27 October. Zimmermans aircraft, WNr 3576, had been hit by an
incendiary cannon shell in the port side of the engine, burning out all the
plug leads and cracking the water jacket. As he was in combat with
Hurricanes, all of which carried .303 guns, he may have been hit by
friendly fire

When Italy entered the war against Britain in September 1940, a contingent of Regia Aeronautica aircraft and
personnel were sent westward to participate in joint raids against England. Here, a Fiat G.50 of the 352
Squadriglia, 20 Stormo is seen at Maldegem, Belgium with a pair of Emils, possibly of I./JG 51

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This otherwise pristine 6./JG

3 Emil is fitted with a
replacement aft cowling. Note
also the lack of head armor in
the cockpit

When the order rescinding

the application of the red ring
around the cowling of JG 53s
aircraft was received, the
men of the unit took great
delight in repainting their
charges with the Pik As
badge. Photographed in
November 1940, these Emils
have recently had their
badges reapplied

48

Chapter 7

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Page 48

damaged aircraft down in a skillful belly landing on Shoreham

airfield, and spent the duration of the war in British captivity. The
coordinated attacks finally materialized in the afternoon, and
four airfields were successfully bombed, although three of those
were not part of the Fighter Command structure.At the end of
the day, the Bf 109 pilots had put forth claims for 14 Hurricanes
and 13 Spitfires against the loss of another nine Messerschmitts.
Actual RAF losses numbered about 13, although this does not
take into account aircraft which belly-landed in England and
were repaired and returned to service. The 14th saw further
intensive attacks against the airfields, including a positively

massive raid by 80 Junkers Ju 87B dive bombers escorted by the

entire Geschwader of JG 26. The Stukas were handled extremely
roughly by the defenders, and JG 26 suffered a number of losses
in the encounter as well. Six Bf 109s were lost to all units
throughout the day, with five of their pilots being killed outright
and one taken prisoner, and sixteen RAF fighters were claimed,
with three pilots killed in action.
The continuous strain of operations across the expanse of the
Channel, with the pilots having to keep one eye on the sky and
one eye on the red low fuel lamp, as well as the steadily mounting
losses was beginning to take a heavy mental toll on the German
pilots. They were not used to such a ferocious defense, let alone
one which could withstand the continual bombardment of their
airfields and still keep appearing, day after day. Gring, too, was
becoming impatient. Operation Sea Lion, the plan to invade
Britain, had a relatively strict time schedule which needed to be
adhered to, and he called for a meeting of senior commanders at

his home for the 15th.While Gring held his meeting to discuss
the abysmal performance of the vaunted Stukas and
Zerstrergruppen and reinforced the idea that the destruction of
anything and everything to do with Fighter Command was the
primary goal, another set of large-scale attacks was carried out.
The Hurricanes and Spitfires rose admirably to the challenge,
however, causing the loss of 76 aircraft, with the vast majority of
these being bombers and a large number of Bf 110s. Five 109s
were counted among that total, although 86 claims were put forth
by the various elements of the Jagdwaffe. Oblt.Adolf Galland of
III./JG 26 claimed three Spitfires shot down, bringing his score to
21, while Hptm. Horst Tietzen, Staffelkapitn of 1./JG 51, shot
down three Hurricanes in the vicinity of Folkestone. Numerous
other pilots scored double victories on this day as well, but the
stunning loss of 76 total aircraft in one day further dulled the
airmens enthusiasm.
Friday,August 16th brought further attacks against the British
airfields, with the Jagdwaffe suffering more than double the losses
of Black Thursday; twelve Bf 109s were lost outright, and another
eight were damaged to some extent.Among the notable losses on
this date was Hptm. Karl Ebbighausen, Gruppenkommandeur of
II./JG 26. Prior to assuming the Gruppenkommandeur position,
Ebbighausen regularly flew a Bf 109E-3 coded white 4 + - with
4./JG 26. This aircraft, WNr 1190, was later passed to a recently
arrived pilot, Horst Perez, and he force-landed WNr 1190 near
Hornchurch after combat on 30 September. The aircraft was
recovered with relatively minor damage, and sent on a War Bonds
tour across the Atlantic. Miraculously, the airframe survived the
war, and is displayed today at Duxford in a partially-restored state.
Hptm. Ebbighausens five previous kills still remain on the fin of
this tremendously historic survivor.
In exchange for 20 Messerschmitts damaged or destroyed, the
German pilots claimed 42 British aircraft on this date, with Hptm.
Josef Fz of 4./JG 51 claiming two Hurricanes and a Spitfire to
take top scoring honors for the day.A large number of other aces
also had double claims on the 16th, including Hptm. Heinz
Bretntz of 6./JG 53, Hptm.Walter Oesau of 7./JG 51, and Hptm.
Horst Tietzen of 1./JG 51 scoring his 17th and 18th victories. The
recent heavy pace of operations led to a brief pause on 17 August,
with no action taking place. The following day would more than
make up for it, however.
It could rightly be said that the Luftwaffe took several correct
lessons away from their losses on Adlertag. Chief among these was
the fact that, instead of being nearly annihilated, Fighter

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Command was still capable of offering a vicious defense.As a

result, a renewed effort to break the back of the RAF was launched
on 18 August with no fewer than seven individual single-engine
Jagdgeschwadern assigned to bomber escort and freie Jagd
(literally,free hunt- uncoordinated attacks on targets of
opportunity). The days action began as elements of Luftflotte 2
headed to attack the airfields at Biggin Hill and Kenley. There were
at least four Bf 109 units attached to this raid. III./JG 26 and JG 53
formed an advance guard some 25 miles in front of the main
attack force, III./JG 54 accompanied the bomber formations, and
2. and 3. Staffel of JG 52 waited along the bombers return path.As
the usual Kommandeur of III./JG 26, Adolf Galland, was not flying
in this operation, the tactical leadership of III. Gruppe was
assumed by the Kapitn of 9. Staffel, Oblt. Gerhard Schpfel.
Shortly after crossing the coast, a formation of Hurricanes was
spotted below, racing upwards to meet the attackers. Schpfel
carefully worked his way down to the group of 501 Squadron
aircraft, keeping himself invisible to the British pilots by
continually staying in the glare of the sun, and began picking off
aircraft from the back of the formation.Within five minutes, four
Hurricanes were spiraling downwards, with no response
whatsoever from the defenders. The 501 Sqn. aircraft and pilots
involved were P/O K.N.T.Hawkeye Lee in P3059, P/O F. Kozlowski
in P3185, Sgt. D.A.S. McKay in N2617, and P/O J.W. Bland in
P3208. Of the four downed pilots, only Bland was to perish in the
crash of his Hurricane; the remaining pilots were able to
successfully escape their machines by parachute.
While JG 26 and JG 53 swept across the English countryside,
the bombing attacks on Biggin Hill and Kenley went off relatively
smoothly. The escorting fighters of JG 54 saw little action,
although three pilots of III. Gruppe scored individual victories,
including Ltn. Hans-Ekkehard Bob of 9. Staffel, who downed a
Hurricane east of Ramsgate for his ninth kill. Despite

participating in the advance sweep, the pilots of I./JG 53 were

similarly luckless. Three members of 2. Staffel did file claims,
including Hptm. Rolf Pingel who downed a Spitfire for his tenth
victory. The men of 2. and 3./JG 52, assigned to cover the
withdrawal route of this first raid, were detached from this
primary duty after the bombers were well on the way back to
France, and performed an inconclusive freie Jagd before returning
themselves. Elements of III./JG 3 were also involved in this attack,
with Uffz. Herbert Springer of 7./JG 3 claiming a Spitfire south of
London, and a Hurricane east of Dover. The British aircraft they
were seeking were otherwise occupied by this time, with the
second major raid of the day taking place along the southern
English coast.
The structure of this raid was somewhat different than the
first, as the primary force consisted of dozens of Ju 87Bs from
St.G 3 and St.G 77 attacking airfields at Lee-on-Solent and
Thorney Island, as well as the RDF station at Poling. Elements of

II. and III./JG 2 flew as the advance unit on this raid, but the
British wisely waited for the main body of the attack before
responding in force. Consequently, only two Richthofen pilots
filed claims following this action; Ofw. Magnus Brunkhorst of 6.
Staffel and Oblt. Rudolf Mllerfriedrich of 9. Staffel each claimed
a Spitfire over the Isle of Wight as their first victories on this
date. I. and II./JG 27 drew escort duty for the Stukas, and as the
force withdrew towards France, they became embroiled in a
vicious fight which saw sixteen of the vulnerable Ju 87s shot
down. The defenders also downed six Bf 109s from JG 27, with
three of the pilots being killed, but they paid a heavy cost for
their bravery; no fewer than eighteen kills were claimed by I.
and II. Gruppen. Three JG 27 pilots scored multiple victories on
this date, including Ltn. Ernst Brngen and Oblt. Hermann
Hollweg of 4. Staffel who each claimed two Spitfires near Selsey
Bill, and Oblt. Emmerich Fluder of 5. Staffel, who claimed a pair
of Spitfires east of the Isle of Wight.
These two attacks paled in comparison to the strength of the
days third raid, a massive affair consisting of over 100 Heinkels
and Dorniers escorted by over 140 aircraft from JG 3, JG 26, JG
51, JG 54, and ZG 26. Their intended targets were the vital
airfields at Hornchurch and North Weald, but the notoriously
shifty English weather had changed yet again, obscuring the
airfields in clouds. Unable to complete the assigned mission, the
bombers aborted the raid, but did attack Shoeburyness and
Deal on their flight back to France. The majority of the fighter
units on this raid saw little action, but the II. and III. Gruppen of
JG 51 were heavily engaged by fighter opposition. Several JG 51
pilots scored victories in this action, with Hptm.Walter Oesau of
7. Staffel achieving his 19th and 20th kills, which qualified him
for the coveted Ritterkreuz (Knights Cross). Oblt. Horst Tietzen,

Hptm. Wicks rise through the

ranks might best be
described as meteoric; a
mere Leutnant in June with
13 kills, by late October he
had been promoted to Major,
in command of the entire
Richthofen Geschwader.
Wick was to be killed in his
trusty WNr 5344 by Plt Off
John Dundas on 28 November
after downing his 56th victim

The quality of the yellow

identification paint applied to
the noses of Luftwaffe
fighters varied widely;
oftentimes, the paint would
wear quickly and chip or peel
away to reveal the previous
camouflage beneath, as is
evident on this E-4 of 9./JG 2

Tucked up in the shrubbery,

this Emil is being cranked up
for an afternoon mission. The
random overspray of RLM 02
over the entire uppersurface
is reminiscent of what would
later become known as the
Wellenmuster scheme

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White 5, a machine of 1./JG

2, is seen in a French field
sometime in late July or early
August 1940 after suffering
some sort of engine
malfunction. Note that the
stippled mottling does not
extend inside the 5

7:08 pm

Page 50

Staffelkapitn of 5. Staffel, also reached his 20th kill on this date,

but he paid for it with his life. He, along with his fellow 5. Staffel
comrade Ltn. Hans-Otto Lessing, were both shot down and
killed in a melee with over 30 Hurricanes from 501 and 503
Squadron. Lessing fell to Flt Off Witorzenc of 503 Sqn., while
Tietzen was downed by Plt Off P. Zenker of 501 Sqn. The actions
of 18th August have been characterized by historian Dr.Alfred
Price as the hardest day. Indeed, while the Luftwaffe suffered
the loss of 61 aircraft in total, with fifteen of these being Bf 109s,
Fighter Command had no fewer than 73 fighters destroyed... a
loss rate which would soon result in Fighter Command ceasing
to exist as an effective defense force.
The following day, Gring called for another meeting at his

Hptm. Waldemar Wbke of

9./JG 54 was one of the more
disenchanted pilots when the
order to equip their aircraft
with bomb racks was handed
down. He felt that they had
been reduced to mere
boxcars, and had the slogan
and emblem of the German
State Railway painted in very
large format on the side of his
aircraft; Im Auftrage der
Reichsbahn

The Emils of I./JG 3 are

gathered on thier field at
St.Omer-Wizernes before a
mission. Note the carefully
masked Tatzelwurm on the
cowlings, and the typically
squared off style of the
aircraft numbers common to
I. Gruppe

50

Chapter 7

estate, and vented his frustration with the continued resistance of

the RAF. The Jagdflieger, he claimed, were not pursuing the
destruction of Fighter Command with sufficient enthusiasm, nor
were they protecting the bombers as they should; the
Stukagruppen had been decimated over the previous two weeks
and the Heinkels and Dorniers of the Kampfgeschwadern had
been shot down by the dozen. Most embarrassingly, the Bf 110
Zerstrergruppen of which Gring was so fond had proven to be a
significant liability. Lacking the maneuverability of the lighter,
more nimble Bf 109s, the Bf 110s were invariably singled out for
attack by RAF pilots, and were also being downed in droves.
Erp.Gr. 210 had suffered the loss of the entire Stabskette (the
three-plane command section), along with four other aircraft, in
an attack on Croydon airfield on the 15th, and ZG 52 was losing
pilots and aircraft faster than they could be replaced. In Grings
eyes, the responsibility for all of these setbacks lay squarely on the
shoulders of the Jagdflieger.All of the intelligence failures
concerning Fighter Command strength, the flawed operational
plans, and the technical shortcomings of Luftwaffe aircraft were
overlooked or ignored by the Luftwaffe high command. The early,
relatively easy successes of the early 1940 campaigns had led to
significant overconfidence, so critical re-evaluation of the current
situation was not even considered.
Gring felt that the fighter pilots might be further inspired by
more aggressive leadership, so he began replacing older
Geschwaderkommodoren with younger, more successful pilots
such as Adolf Galland, Gnther Ltzow, and Hannes Trautloft. In
addition, the bomber escort issue was addressed by requiring a

number of fighters to remain in the company of the bombers at

all times. It was acknowledged that the greater portion of the
Jagdgruppen involved in such operations should continue to
operate independently, with the goal of drawing the opposing
fighter force into combat and defeating them. Lastly, in what
must be considered a tacit admission of the failure of the Bf 110
as an escort fighter, the single-engine fighter units were to escort
the Bf 110s when they were assigned bomber escort missions.
The net result of these additional demands on the Jagdflieger was
a further increase in the tempo of operations, with a
correspondingly higher strain on the machines and the nerves of
the men flying them.
The conference of the 19th was followed by four days of
adverse weather, but operations against English airfields began
with a renewed fury on the 24th. One of the more sensible
conclusions reached at the conference on the 19th was a further
escalation of efforts against the Fighter Command airfields, with
correspondingly dire results for the British defenders. The fields at
Manston, Hornchurch and North Weald came in for heavy attacks
throughout the day, with hundreds of German fighters ranging
across southeastern England and bringing significant pressure to
bear on Fighter Command. 49 claims were filed (including two
from ZG 26), while actual English losses numbered 32. Most
alarmingly, however, 22 of the 32 aircraft lost were single-engine
fighters. The 25th saw another massive fighter umbrella covering
a relatively small number of bombers, with no fewer than 214 Bf
109s and 103 Bf 110s accompanying 37 Junkers Ju 88s on a raid
against Warmwell. In spite of this onslaught, only 37 claims were
filed against Fighter Command for the day, although two of the
most successful Jagdflieger managed to increase their scores. Maj.
Adolf Galland, newly appointed Geschwaderkommodore of JG 26,
scored his 22nd victory against a Spitfire over DungenessFolkestone, while Oblt. Helmut Wick of 3./JG 2 scored his 19th
and 20th victories over a Hurricane and a Spitfire over Portland.
This resulted in the award of the Ritterkreuz to Wick, who was
rapidly becoming one of the rising stars of the Jagdwaffe.
Fighter Command scored a significant moral victory on the
26th, dispersing several attacks against Biggin Hill, Kenley,
Debden, Hornchurch, and North Weald. This was not achieved
without cost, however; 46 claims were filed by Bf 109 pilots, with
the RAF actually losing 28 fighters. Helmut Wick shot down two
Hurricanes over Portsmouth on the 26th to bring his score to 22,
even with Galland. The undisputed star of the Jagdwaffe at this
time, however, was Maj.Werner Mlders, Geschwaderkommodore

of JG 51.A Spitfire fell to his guns over Folkestone on the 26th,

marking his 27th victory. Galland and Wick would soon close that
gap, however, as operations continued.
The 27th saw a single major raid on Portsmouth harbor, but
results were negligible.August 28th saw repeated attacks against
Rochford and Eastchurch, and a huge fighter versus fighter melee
which resulted in an additional 21 RAF fighters being destroyed
or otherwise damaged. JG 3 was heavily involved with the days
action, with Fw. Josef Bauer of 7. Staffel downing a pair of Spitfires
in the vicinity of Southend, and Oblt. Franz von Werra of Stab
II./JG 3 equalling the 18th August feat of Gerhard Schrder by

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Chalk up one more damaged

VDM propeller... this III./JG 3
Emil taxied into a patch of
soft ground, and the
mechanic in the background
does not seem too impressed
with the situation

downing four aircraft in one day. Oblt.Walter Horton, T.O. of

III./JG 26, scored his first and second victories over a pair of
Defiants on this date as well, and would go on to later fame in
partnership with his brother Reinhard by developing and building
a series of flying wing designs, several of which still exist today.
Total Jagdwaffe claims for the 28th totalled 38.
29 August brought further Luftwaffe incursions in the
afternoon, although few combats developed; RAF commanders
were well aware of how precarious their situation was, and were
carefully husbanding their resources to counter heavy bombing
raids wherever possible. Fighter versus fighter combat was being
avoided wherever possible, although a total of 16 claims was filed
by the Luftwaffe on the 29th.Among those claiming victories was
Hptm. Rolf Pingel, now flying with Stab. I/JG 26. He claimed two
Spitfires off Dungeness for his 11th and 12th victories, but this
was the only multiple claim filed by a single pilot on this date.
Fighter Command might have been forgiven for thinking they
had won a small reprieve over the preceding twelve days, with a
series of defensive successes which broke up bombing raids on
several airfields. The Luftwaffe had other ideas, however, and
launched a series of attacks on 30 August which rivalled those of
the 18th in their intensity. Throughout the day, Biggin Hill was
hit repeatedly, with the result that it was temporarily put out of
action. The squadrons at Hornchurch took over sector duties for
Biggin Hill, while other attacks heavily damaged the fields at
Detling, Kenley, North Weald, Radlett, and Hatfield.Aircraft
repair and distribution centers were also targeted, with Hawker
Aviations facilities at Slough receiving damage along with
Vauxhalls works at Luton and a Spitfire and Hurricane repair
center at Oxford. Out of a total of sixty claims of all types filed
on 30 August, the single-engine fighter force claimed 37, with
Oblt.Werner Machold increasing his score to 17 after downing
three Hurricanes in two separate sorties during the day. Other
notable pilots scoring victories on this date included Ltn. Heinz
Ebeling of 9./JG 26, who downed a Hurricane in the days last
action, and Oblt. Herbert Ihlefeld of 2.(J)/LG 2 who claimed a
Spitfire for his 10th victory while escorting the Bf 110 Jabos of
Erp.Gr. 210 in the surprise attack on Biggin Hill in the late
afternoon. Twelve fighters were lost to the Luftwaffe throughout
the day, but Fighter Command had lost another 21 irreplaceable
Hurricanes and Spitfires.
Following the hard-fought battles of the 30th, the Luftwaffe

started early on the 31st, with the first raid of the day arriving
around 8 am. The morning raids targeted Debden, North Weald,
West Malling, Eastchurch, Detling, and Duxford, with the latter
attack being successfully broken up.A small break followed, then
another series of heavily escorted raids struck the embattled
defenders of Biggin Hill, Croydon, and Hornchurch. Biggin Hill
was again the target of the days last attack, and again suffered
severe damage. Losses for the day were steep on both sides, with
no fewer than 26 Messerschmitts being lost or damaged. 12 of
those pilots were taken prisoner, with another four killed outright.
The RAF suffered the shocking loss of 34 aircraft, against a total of
97 claims of all types by the Luftwaffe, highlighting the fact that
overclaiming was certainly a regular occurrence. Two pilots of
2./JG 51 claimed seven aircraft between them; Hptm. Ernst
Wiggers claimed four Spitfires in the course of two sorties during
the day, while his squadron mate Ofw Fritz Strhlein claimed
another three Spitfires. Ltn. Kurt Votel of 3./JG 2 claimed a
Hurricane in the days first raid around 9 am, and followed this
with two Spitfires claimed in an early evening sortie. Uffz. Hugo
Dahmer of 6./JG 26 claimed two aircraft, while his
Geschwaderkommodore,Adolf Galland, added another three
aircraft to bring his personal score to 26. Ltn. Heinz Ebeling of 9.
Staffel was also very active, claiming three Hurricanes during the
day. Oblt. Hans von Hahn of 4./JG 2 also had multiple kills for the

Maj. Galland is seen in the

cockpit of another Emil, this
one outfitted with a ZFR 4
telescopic sight for long
range aircraft identification.
The very light camouflage of
the aircraft contrasting with
the darker canopy frames
would suggest the canopy
assembly has been retrofitted
to this aircraft, and left in the
original RLM 66 paint

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In this superb closeup of an

Emil, the red horizon
alignment line on the
windscreen side panel can be
seen; this was a visual aid to
assist the Jabo pilot in
attaining the correct dive
angle

day, claiming two Spitfires off of Dover in the morning action, and
a third Spitfire in the same vicinity during an early evening
mission. Oblt. Karl-Gottfried Nordmann of the newly arrived
3./JG 77 downed two Hurricanes in two missions, but his victories
were the only bright spot in an otherwise entirely dismal day for
JG 77. Having just arrived from coastal defense duties in northern
Germany, I./JG 77 was positively savaged by the British defenders,
losing nearly an entire Staffels worth of aircraft. Seven
Messerschmitts failed to return to their base in France, with only
one of the pilots actually recovered and returning to the unit. Of

Hptm. Adolf Galland (left) and

Ltn. Hannes Trautloft compare
notes during a meeting
sometime after 1 October
1940; Galland wears the Oak
Leaves to the Knights Cross,
awarded for his 40th aerial
victory on 24 September

52

Chapter 7

the remaining six, one was killed and the remaining five were
taken prisoner.Among the lost pilots were two of the three
Staffelkapitne of I. Gruppe. It was a stark reminder of just how
brutal this campaign had become, and did nothing for the morale
of the increasingly exhausted and disheartened Jagdflieger.
The tempo of operations was unrelenting on the first of
September.Additional raids on the long-suffering airfields of Kent
saw Gravesend, Hornchurch, Kenley, North Weald, and Biggin Hill
on the receiving end of bombing and strafing attacks during the
day, with Hawkinge, Lympne, and the radar station at Dover
coming under fire later in the afternoon. Despite the relatively low
loss of five Messerschmitts, yet another Staffelkapitn was

numbered among those pilots taken prisoner; Oblt.Anton Stangl

of 5./JG 54 was forced to bail out of his aircraft after colliding with
another Messerschmitt, whose pilot was lost. Out of 32 total
Jagdwaffe single-engine fighter claims for the day, only two were
for multiple victories; Oblt. Eberhard Henrici of 1./JG 26 downed
a pair of Hurricanes in the vicinity of London for his fifth and
sixth claims, while Oblt. Gustav Rdel of 4./JG 27 brought down
two Spitfires to bring his score to eight. Rdel would go on to
much greater things, eventually surviving the war with a total of
114 victories and receiving the Schwerten (Swords), the secondhighest decoration in the German armed forces.
2 September saw a dramatic spike in Jagdwaffe losses, with
seventeen 109s being lost in the course of over 1,000 sorties
during the day. Seven of those pilots were taken prisoner, with
another six being killed. Jagdwaffe claims for the day totalled 56,
with 45 of those being attributed to the single-engine fighter
units.Among the pilots scoring victories this day was a young
Fhnrich named Hans-Joachim Marseille of 1.(J)/LG 2. Flying a
Bf 109E-1 with the WNr 3579 and coded white 14, Marseille
downed a Spitfire near Detling for his second victory. However,
he force landed White 14 upon returning to his base at
Calais/Marck, and the Messerschmitt sustained 50% damage.
The aircraft was sent back to Germany for repair, and it reentered service with I./JG 77 in Finland in 1941.After sustaining
20% damage in a forced landing on 7 December 1941, WNr
3579 was repaired, upgraded to E-7 standards, and issued to
4./JG 5 as white 7 + -. On 2 August 1942, the aircraft was
damaged once again in combat, and this is the last instance of
WNr 3579s appearance in Luftwaffe records. Nearly fifty years
later, the surprisingly complete remains of WNr 3579 were
retrieved from Finland and found their way to Craig Charlestons
restoration facilities in England, where the aircraft was
meticulously rebuilt to flying condition. Today,WNr 3579 is in
the capable hands of Canadian collector Ed Russell, where it is
regularly and carefully flown.
Losses for the 3rd were negligible, with only one 109 being lost
to enemy action, but three more Bf 109s were written off
completely due to collisions during landing and forced landings
due to combat damage.Attacks continued to focus on the
airfields, with Debden, Hornchurch, and North Weald all coming

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Maj. Adolf Galland is seen here preparing for another mission over the
Channel. Of note is the ZFR 4 telescopic sight projecting through the
starboard side of the windshield; Galland used this for long-range
identification of aircraft

Fuel starvation was a constant problem for units operating over Britain. The pilot of white 15 was lucky to
make it back to the beaches of France after his engine quit

Seen at Brest in late July, this 7./JG 53 E-4 showcases both the highly unusual mottled scheme so typical of
III. Gruppe, as well as both the Pik As badge and the Hakenkreuz. Gring ordered the overpainting of the unit
badge with a red ring not long thereafter, prompting the unit to respond by overpainting the Hakenkreuz as
well... a surprisingly strong statement which surely caused more than a few raised eyebrows
II./JG 26 was based at
Marquise-Ost
throughout the Battle of
Britain, where this 5.
Staffel Emil awaits the
next mission

Dont just stand there, give us a hand... The mechanics seem to be

having issues with trying to start this worn-out Emil. Note the immense
amount of exhaust staining, scuffs and chips along the wing root, and the
flaked paint on the fabric covered flaps

The Piepmatz of 8./JG

54 was carefully
avoided by the Staffel
painter when giving a
thin, random overspray
of RLM 71 to the
cowling of this Emil

Oblt. Karl Fischer of 7./JG 27 thought he had escaped unscathed from a brief battle during his bomber escort
mission on 30 September 1940, until his wingman pointed out the telltale stream of petrol spraying from
beneath the fighter. Realizing he would not make it back to France, he force-landed his Bf 109E-1 WNr 4851
without injury, despite overturning in the process (Photo: Wadman)

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Lectures on tactics and other

operational considerations
were held during rare periods
of rest between missions

Ltn. Erich Schmidt,

Gruppenkommandeur of
III./JG 3, demonstrates the
international language of
fighter pilots while describing
his latest victory. In common
with other JG 53 aircraft in
the late summer and early fall
of 1940, the Hakenkreuz has
been overpainted, with the fin
area now being used as a
victory board (Photo: Prien)

7:09 pm

Page 54

in for harsh treatment once again. The emphasis shifted to aircraft

production centers on the following day, with Short Brothers
factory in Rochester and the Vickers-Supermarine factory at
Brooklands being heavily damaged.A total of 83 claims were
submitted by the Jagdwaffe from operations on the 3rd and 4th,
with 53 being claimed by the single-engine units.Among the
pilots scoring claims on these days were Maj. Galland, who
downed a Hurricane near Chelmford for his 28th victory; Hptm.
Walter Oesau, Gruppenkommandeur of III./JG 53, claiming a
Spitfire for victory number 21; and several pilots with double
kills, including Hptm. Otto Bertram of 1./JG 2, Uffz. Hans Hahn of
4./JG 2 with a pair of Hurricanes, and Fw. Karl-Heinz Bendert of
4./JG 27, who shot down a pair of Spitfires on the 3rd.
September 5th brought a continuation of the heavy attacks,
with Biggin Hill being targeted yet again in both the morning
and afternoon attacks. Other airfields which were hit hard
included Croydon, Eastchurch, Lympne, North Weald, Detling,
and Thameshaven. Sixteen Messerschmitts were downed, with
one particular prisoner becoming immortalized in print and
film thanks to his successful bid to escape from prison in
Canada and make it back across the sea to Germany. Oblt. Franz
von Werra was the Technical Officer of Stab./JG 3, and he had a
number of kills to his credit.After his motor seized due to
combat damage, von Werra was obliged to put the aircraft down

The mechanics at this

captured field are keeping
busy with white 4 on a
lovely fall day; they will be
needing that shelter in the
background soon enough,
however, as the snows of
winter set in

on a farm at Winden Hill in Marden. Taken into custody, he

managed to escape again and again, with no amount of solitary
confinement or other punishment dimming his enthusiasm for
returning to Germany. In December, he led a prison breakout
which led him to Hucknall airfield, where after convincing all
and sundry he was a Dutch officer who desperately needed to
return to Holland, he was actually in a Hurricane preparing to
take off when a Squadron Leader smelled a rat and forced von
Werra from the Hurricanes cockpit. He was then shipped off
across the Atlantic, where his continual attempts at escape were
to finally bear fruit; he leapt from a train traveling through

54

Chapter 7

Ontario, and made his way through the bitterly cold January
weather to the United States. This proved to be quite an
embarrassment to the US authorities, who attempted to have
him extradited back to Canada. The German Embassy got him
out of the country in short order, and he eventually made his
way back home to a heros welcome, only to perish due to a
mechanical failure in his Bf 109F-4 in October, 1941.
Single engine fighter unit claims for the day totalled 46, with
Helmut Wick increasing his score to 23, and a great number of
pilots claimed double victories. Oblt. Helmut Reumschssel of
2./JG 3 avenged the downing of von Werra and his
Gruppenkamerad Ltn. Heinz Schnabel of 1./JG 3 by downing
three Spitfires near London, thereby taking top honors for claims
during the day. The 6th brought further airfield attacks, which
were successfully beaten back by determined British fighter
opposition, but it also brought a raid on a fuel storage area which
caused significant damage. Thirteen additional Jagdwaffe fighters
had been lost, with five pilots killed and eight taken prisoner, but
the claims from the single-engine fighter units for the day totaled
56, with Mlders, Galland,Wick, Oesau, Ihlefeld, Meimberg,
Mncheberg, and Rdel being among the pilots claiming
victories on this date.
Fighter Commands back was against the wall; the RAF was
weakening, and both the supply chain and the pilots were rapidly
approaching the breaking point. If the airfield attacks continued at

this pace, the Hurricanes and Spitfires would be wiped out, and
then nothing would stand in the way of large-scale bombing raids
and outright invasion. But in one of the stranger twists of fate in
WWII, Hitler himself provided the breathing room the RAF pilots
so desperately needed. It came at the expense of ordinary
Londoners, however.
Despite the gruelling struggle throughout the late summer of
1940, the British had been conducting piecemeal bombing raids
against Germany to continue to keep pressure on the home front.
Among those raids was a small one on Berlin, and this wound up
having an effect completely out of proportion to the actual size of
the raid or the damage inflicted. Hitler was positively furious that
enemy aircraft had gotten through to bomb the capital, and the
raid provided the pretext for a shift in the focus of the Luftwaffes
operation. Discussions were held between Gring, Kesselring, and
Sperrle to determine how best to draw the remaining RAF
fighters into the air to have them destroyed. Kesselring argued
that an attack on London proper would draw an appropriately
heavy response, given the importance of the city. Sperrle didnt
entirely trust the intelligence, and argued for a continuation of the
airfield bombing campaign.With the Fhrers speech concerning
retaliation fresh in mind, a decision was then made to focus on
attacking London. In hindsight, this shift certainly cost the
Luftwaffe the battle, and may have well set the stage for their
eventual defeat five years later.
As was now common, several large formations began forming
up over France and heading towards England on the afternoon of

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8./JG 54 was one of the few

Channel coast units to use
very little mottling on their
aircraft, as evidenced by
black 7 seen here at
Sitzbereitschaft on a dreary
autumn afternoon

the 7th, and the RAF set up defensive patrols around the approach
lanes to the airfields. However, they had completely misread the
German intentions, and were therefore in no position to oppose
the bomber fleets which proceeded to successfully bomb the
Woolwich area. Several squadrons were vectored to intercept this
raid as it headed back to France, but another series of attacks were
inbound, all headed towards London. The escorting fighters had
learned their lesson well in the raids of previous weeks, and the
British pilots were continually thwarted from concentrating their
attacks on the bombers. Confusion reigned again amongst the
RAF fighter controllers, as the structures of these raids were
unlike any they had previously experienced, and the weak defense
gave the Germans the false impression that Fighter Command
was indeed on its last legs.
The bombing raids continued into the night, and would
continue to come for all but one of the next 76 nights. The total
German losses for the day amounted to 41, with 16 Bf 109s
being lost to all causes. In contrast, however, the RAF had
suffered another huge blow, with 26 fighters being lost and half
of those pilots being killed outright. Fw. Erich Rudorffer of 9./JG
2 raised his score to 18 on this date by downing a Hurricane and
two Spitfires in actions around the mouth of the Thames, while
Oblt. Herbert Ihlefeld of 2.(J)/LG 2 brought down a brace of
Spitfires between Rochester and Maidstone. Ofw. Max Bucholz
of 3./JG 3 demonstrated the need for some remedial aircraft
identification when filing claims for two Moranes near
Rochester; these were likely Hurricanes. Ltn. Helmut Meckel of
1./JG 3 claimed two Spitfires on this date as well, and both Wick
and Mlders increased their scores by one each. Total singleengine fighter claims by the Jagdwaffe were again well in excess
of the true British losses, with claims for 72 aircraft being filed,
but in the heat of battle, one might be excused for assuming that
a damaged aircraft pouring smoke and heading for the ground
was completely destroyed. This was true for both sides, as claims
by Fighter Command pilots were also higher than actual
German losses.
September 8th brought a period of inclement weather which
limited the days operations; one Dornier Do 17Z and one Emil
from I./JG 53 were lost in the course of a late afternoon raid. Of
particular note on this date, Oblt. Helmut Wick of 6./JG 2
increased his score to 28 with the downing of three Hurricanes.
The 9th saw an upswing in activity, with Fighter Command doing
a much better job of vectoring the defending aircraft towards the
incoming German raiders. The German formations were
effectively broken up and a further 12 Bf 109s fell in combat,
although 39 RAF aircraft were claimed in return. Oblt. Gerhard
Schpfel, Gruppenkommandeur of III./JG 26, scored another three

victories, while Maj.Werner Mlders of JG 51 increased his score

to 35 with the downing of a Spitfire around London. Hptm. HansKarl Mayer of I./JG 53 downed a Hurricane for his 20th victory,
which qualified him for the Ritterkreuz, and Oblt. HermannFriederich Joppien of 1./JG 51 increased his score to 17 with the
downing of a pair of Hurricanes during the day.
No large-scale raids took place on the 10th due to the weather,
but September 11th saw a series of large attacks against London,
Portsmouth, and Southampton. Only five Bf 109s were lost, but
the RAF was dealt another harsh blow with the loss of 25 aircraft
and 11 of their pilots. Oblt. Herbert Ihlefeld of 2.(J)/LG 2 reached
his 20th victory during the day, which brought the award of the
Ritterkreuz, and Maj.Adolf Galland, Geschwaderkommodore of JG
26, increased his score to 30 with the downing of a Hurricane
northwest of Dungeness. Ltn. Gnther Bsgen of 1./JG 52 scored
two victories on the 11th, although the victims were not the usual
Hurricanes and Spitfires; a number of Fleet Air Arm Fairey
Albacores and Bristol Blenheims were caught near the French
coast, and Bsgen claimed one of each. Ltn.Waldemar Wbke of
9./JG 54 also downed a Blenheim, as did Oblt.Walter Fiel of 8./JG
53 and Oblt. Jakob Stoll of 9./JG 53.
The shifting autumn weather was beginning to come into
play more frequently now, with no raids on the 12th due to
inclement weather. The 13th and 14th brought additional
attacks on the London area, with only three 109s lost on the
14th. Oblt. Joachim Mncheberg of 7./JG 26 scored a victory
over a Spitfire south of Maidstone for his 20th victory and the
award of the Ritterkreuz, while Mlders and Galland increased

Proper knowledge of ones

location at all times is vitally
important in aerial combat.
Being able to recognize
landmarks after emerging
from a swirling dogfight often
meant the difference between
returning to base or ending
the war in a POW camp

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Indicative of the hectic pace

of operations, this 3./JG 27
Emil sports a replacement aft
cowling and aft canopy
section from another aircraft

The Bonzo Dog emblem of

1./JG 2 is clearly seen here,
as are the relatively orderly
rows of hand-applied stipple
camouflage on the cowling of
this Emil

56

Chapter 7

7:10 pm

Page 56

their scores to 37 and 31, respectively, with single kills. Hptm.

Walter Oesau, Gruppenkommandeur of III./JG 51, was
beginning to catch up to this group; he downed a pair of
Spitfires to increase his score to 26.
A decision was made to launch another major attack on
London on the 15th which would mirror that of the 7th, with the
intention of inflicting a mortal blow on Fighter Command. The
RAF was ready for this assault, however, and no fewer than 16
squadrons were airborne and awaiting the arrival of the raiders.
Each of the raiding formations was set upon with a vengeance
and broken up, with bombers jettisoning their loads and
scurrying for the French coast. This was no guarantee of safety
however, as the British fighters continued to attack many of the
bombers all the way back across the Channel. The Jagdwaffe had
lost the initiative, and their previously successful escort scheme
had fallen to pieces in the course of the afternoon. The strength of
the defense came as a nasty surprise to the Germans, who had
been continually deceived by their own intelligence...The RAF is
down to its last 50 fighters had become something of a running

joke. Those last 50 fighters managed to shoot down 20 Bf 109s

and 41 other Luftwaffe aircraft, in spite of losing another 27
aircraft with 12 of those pilots being killed. Such a dramatic loss
would have been a dying gasp just two weeks previous, but with
the weight of attacks shifted from the airfields and production
centers to London, Fighter Command was beginning to make
good their losses. JG 3, JG 51, JG 52, and JG 53 were heavily
involved in the days fighting, with I.(J)/LG 2 getting involved as
well. Four pilots from that unit scored victories on the 15th,
including Herbert Ihlefeld with his 22nd kill over a Spitfire near
London, and Ofw. Hans-Joachim Marseille downing his fourth
aircraft, a Hurricane, near the mouth of the Thames. Oblt.
Hermann-Friederich Joppien of 1./JG 51 downed his 20th aircraft
to qualify for the Ritterkreuz, and Maj. Galland of JG 26 brought
down a single Hurricane to increase his score to 32.
In a repeat of the events following Adlertag in August, Gring
convened a conference the day after this major raid amongst the
bomber and fighter squadron commanders as well as
representatives from Luftflotten 2 and 3 to discuss the current
situation, and what direction operations should take from here.
Rather than summon the men all the way to Karinhall, however,
Gring traveled via his personal armored train to Beauvais. The
discussions were anything but pleasant, with the bomber crews
accusing the fighter pilots of abandoning them to the vicious
British defenses. The fighter commanders, for their part, were
incensed to say the least, as they had been losing dozens and
dozens of pilots and aircraft in trying to accomplish two
mutually exclusive tasks; protect the bombers and destroy the
British fighters. The intelligence failures leading to inaccurate
British strength assessments were also shifted onto the fighter
pilots, with Gring accusing them of falsifying victory claims.
How else could the mysterious continual existence of those last
50 fighters be explained?
The continued heavy losses among the bombers led to a
change in tactics which would see only the fastest Luftwaffe
bomber, the Junkers Ju 88, taking part in daylight raids while the

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slower Heinkel He 111s and Dornier Do 17s would operate

primarily at night. In addition, to keep up pressure on the
defenders, it was decided to employ the 109 as a Jagdbomber,
outfitting the aircraft with a centerline rack. Erp.Gr. 210 and
II.(Schlacht)/LG 2 had already been employing the Bf 109 in this
manner with a reasonable degree of success, so this was not an
entirely unreasonable suggestion from a strategic point of view.
However, fighter pilots are not typically strategically-minded, and
this decision was met with something less than enthusiasm on
the part of the Bf 109 pilots.Waldemar Wbke, flying in HansEkkehard Bobs 9./JG 54, went so far as to paint the emblem of the
German State Railway beneath the cockpit of his Messerschmitt,
with the stencil Im Auftrage des Deutsches Reichsbahn (In the
service of the German State Railway... the standard marking on
railway freight cars). Despite the misgivings of the Jagdwaffe
pilots, however, the Jabo attacks achieved results far out of
proportion to the amount of effort expended. The British had
recovered several 109 wrecks over the past month and noted the
presence of bomb racks, but they were still caught completely offguard by the appearance of bomb-carrying 109s. Indeed, one
frantic conversation between a ground controller and a British
patrol during a raid by 22 aircraft from II.(Schlacht)/LG 2 on 20
September had the controller demanding the British pilots attack
the bombers that were currently causing havoc on the ground,
while the pilots responded that no bombers were to be seen, just a
group of Bf 109s.
Fighter Commands assets had been carefully preserved by
focusing their defensive efforts on the bombers, avoiding the
Jagdwaffes attacks whenever possible in order to avoid further

losses to fighter-vs-fighter combat. Now, that plan was thrown

into complete disarray, and Gring was eager to take advantage
of the confusion.All eight Channel coast Jagdgeschwadern were to
designate one-third of their Staffeln as Jabo units, and field
conversion units wasted no time in equipping the affected
Staffeln with the necessary bomb attachment and release gear.
The 21st through the 23rd brought no substantial action, but an
all-Messerschmitt raid on the 24th with JG 2, JG 27 and JG 53
escorting the Bf 110s of Erp.Gr. 210 and ZG 76 was dispatched
against the Supermarine factory in Southampton. In the
meantime, I./JG 52 got into a fight with Spitfires northeast of
Dover, and Oblts. Helmut Bennemann and Karl-Heinz Leesmann
of 2.Staffel claimed a pair of Spitfires each. Oblt. Ulrich
Steinhilper of 3. Staffel claimed a pair of Spitfires as well, flying
yellow 2; he was shot down and taken prisoner on 27 October,
surviving the war to write about his experiences in the book
Spitfire On My Tail.
25 September saw Erp.Gr.210 on a diversionary raid while the
Bristol Aeroplane Works was severely damaged by a heavy
daylight attack. Opposition to the raids was light, with only
Hptm. Helmut Wick and Fw.Wilhelm Hermes of JG 2 scoring
victories. On the 26th, the raids shifted back to Supermarines
works once more, with a successful attack being escorted by the

Emils of II./JG 53 and elements from all of JG 2. Indicative of the

changing nature of the battle at this point, only thirteen claims
were filed by the escorting pilots, with Helmut Wick scoring his
30th victory on this date.
Fighter Command showed up in force on the following day,
with over 70 claims being filed by Jagdwaffe pilots from nine
different Jagdgeschwadern during the course of several raids on
London, Dover, Maidstone, and other areas.Among the notable
pilots scoring their first victories on this date were Uffz. Rudolf
Ehrenberger of 6./JG 53, Fw. Xaver Ray of 8./JG 53, Uffz. Kurt
Wolff of 3./JG 52, and Oblt.Wolfgang Ewald of Stab I./JG 52.
Action on the 28th was heavy, with Oblt. Gustav Mickey Sprick
of 8./JG 26 scoring his twentieth victory, qualifying him for the
Ritterkreuz. Other aces scoring kills on this date included
Mlders,Wick, Schpfel, and Machold.A newcomer to the
Channel front with JG 53, 5. Staffels Uffz. Josef SeppWurmheller
scored his second victory on this date as well. The 29th brought
further freie Jagd patrols, with III./JG 51s Gruppenkommandeur
Hptm.Walter Oesau extending his score to 33, and Oblt. Ignaz
Prestele of 2./JG 53 downing a pair of Hurricanes near London
for his 7th and 8th victories.
The largest series of attacks in September was launched on the
30th, with six individual daylight raids being launched against
targets all across southeastern England. Fighter Command rose to
the occasion, and successfully broke up almost every attack,
causing the bomber formations to jettison their loads and speed
back towards France. The pilots of the seven Jagdgeschwadern
assigned escort duties and freie Jagd missions throughout the day
did the best they could to protect their charges and disperse the
RAF counterattacks, but despite claiming 49 victories, Fighter
Command succeeded in downing 47 aircraft, including 11 Bf 109s
from one of the afternoon attacks alone. True RAF losses
amounted to 18 aircraft and five pilots.Among the Jagdwaffe
pilots lost this afternoon was Uffz. Horst Perez of 4./JG 26.
Attacked by Spitfires near Eastbourne, he was wounded and his

The Emil belonging to the

Gruppenkommandeur of I./JG
54, Hptm. Hubertus von Bonin,
is seen here in a very
interesting scheme consisting
of a heavy, random overspray
of RLM 02 followed by
irregular streaks of RLM 71.
The command chevrons
consist of only a white outline,
and von Bonins personal
emblem is beneath the canopy
(Photo: Riebl via Prien)

The pilot of yellow 6 from

9./JG 2 must have been a
particularly brave soul, as his
E-4 lacks the normal head
armor in the canopy section

The Staffelkapitn of 5./JG 3

is seen here after returning
from a mission. Note the
command pennant on the
antenna mast, and the barely
visible aircraft name on the
engine cowling

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This 1./JG 3 machine has had

all the rivets and panel lines
beneath the wing puttied over
and sanded smooth, in an
effort to further streamline
the aircraft. The reason for all
this attention is bolted
beneath the belly; a brandnew ETC500 bomb rack. A
fully-loaded Emil carrying an
SC500 bomb would lose
between 30 and 50 km/h of
speed, so every effort was
expended to maximize the
performance of the aircraft
serving as bomb trucks

This Emil of 8./JG 53 is

having its MG17s rearmed;
the mechanic on the wing
appears to be working with
the slide-in ammunition
canisters

Yellow 11 of 3./JG 53 has

force-landed on the French
beach at Nieuport, and a crew
of men is attempting to
retrieve the aircraft before the
tide comes in

58

Chapter 7

Emil suffered sufficient damage that he was obliged to perform an

emergency landing in an English field. The aircraft was recovered
and sent across the Atlantic on a War Bonds tour, and then
disappeared for dozens of years. In the late 1990s, the
whereabouts of this aircraft became known, and it was brought
back to England for a partial restoration. It is now on display on
its belly in a diorama setting which simulates it as received.
Having previously been flown by the Staffelkapitn of 4./JG 26,
Hptm. Karl Ebbighausen, this is a truly significant survivor.
With the successful dispersal of the last afternoon raid, the
daylight attacks of September came to an end. This was also the
last major daylight bombing attack against Britain; the Night
Blitz would continue unabated for weeks to come, but increasing
reliance on the Jabo saw the massed formations of Heinkels,
Dorniers, and Junkers in the daytime skies over Kent become a
thing of the past. The 1st of October saw hundreds of sorties by
Jabos and standard fighters, with the RAF remaining on alert for
virtually the entire day. Damage from the Jabo raids was
minimal, but Fighter Command suffered several losses to the
speedy raiders. I./JG 2 scored four of the days nine Jagdwaffe
claims, with newly-promoted I.Gruppe Kommandeur Helmut
Wick raising his score to 36 by downing two Spitfires near
Swanage. His former Staffelkamerad in 3. Staffel., Ltn. Franz Fiby,
downed another Spitfire in this same engagement, as did Fw.

Rudolf Tschner of 1. Staffel.

The 2nd saw further Jabo missions against London and longsuffering Biggin Hill, and 9./JG 53 logged the days only Jagdwaffe
claims, with Ltn. Erich Schmidt and Uffz. Robert Wolfgarten each
downing a pair of Spitfires in a melee near the mouth of the
Thames River around 11 am. Little activity took place again until

the 5th, when heavily escorted Jabo raids on Dover and London
saw 28 claims filed against 7 Bf 109 losses. I./JG 2s Helmut Wick
continued his streak of victories, claiming no fewer than five
aircraft; three Hurricanes near Bournemouth around 11am, and
two Spitfires east of the Isle of Wight on a late afternoon mission,
bringing his total claims to 41.
The pattern of concentrated overflights, freie Jagd patrols, and
quick strikes by Jabo fighters continued without letup throughout
the remainder of October.Although it was not discussed openly,
the advantage had long since passed to the RAF; with the
Luftwaffes failure to destroy the airfields and aircraft
manufacturing centers in August and September, Fighter
Command continued to grow despite continual raids, and those
pilots who landed with injuries or bailed out of damaged aircraft
landed on home soil, to rest and soon return to action. The
Jagdwaffe had no such luxury; pilots who fell over England were
lost for good, and those who ditched in the Channel faced the
unpleasant prospect that rescue might be some time off, if ever.As
the battle wore on through the fall, in fact, the English Channel
became a bigger threat than Fighter Command in the minds of
the increasingly exhausted Jagdflieger. They were being bled dry,
with their most experienced men languishing in prison camps or,

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like Hptm. Horst Tietzen of 5./JG 51 lost on 18 August, having

their bodies wash ashore days or weeks later, to be identified only
by the documents carried in their waterlogged pockets.
Still, there were battles to fight, and new equipment to be
introduced. On 22 October, Maj.Werner Mlders flew a freie Jagd
mission in a prototype of a brand new Messerschmitt fighter, the
Bf 109F. He claimed a Hurricane on this sortie, the first kill for
what many regard as the most excellent pure fighter aircraft to
serve with the Luftwaffe. The Friedrich, as it was nicknamed, was
not to enter full squadron service for a few months yet, but
Mlders experience had shown it would be a formidable weapon
indeed.Another weapon introduced by the Jabos during the
month was the SD2 anti-personnel bomb. This fiendish little
device, weighing a mere 2kg, caused all manner of havoc when
fitted with motion sensitive fuses.Any attempt to remove them
caused their immediate explosion, and their use led directly to
significant war labor disruptions due to personnel evacuations.
The Jagdflieger still swept across southeast England and those
who survived continued to raise their scores. October proved to be
a very productive month for Maj.Werner Mlders, with
numerous days where he had two or more victories. On the 12th,
he downed three Hurricanes around Lympne, Dungeness, and
Canterbury, and on the 22nd, he raised his score to 51 with an
additional trio of Hurricanes downed northwest of Maidstone.
Maj. Galland of JG 26 was not far behind, and the newly promoted
(again) Maj.Wick, the new Geschwaderkommodore of JG 2, had
raised his score to 44 by the end of the month. The German
propaganda corps made a great fuss about this trio of outstanding
aces, and they were showered with public praise, but the strain of
trying to stay in front, added with the normal administrative
stress of running an enormous fighter wing, was beginning to
take its toll on Wick in particular.With Mlders reaching 50
victories on 22 October, and Galland reaching that same
milestone on 1 November,Wick went on another scoring spree.
Three victories on the 5th, and an additional five more on the 6th
made Wick the leading ace in the Luftwaffe.A mere three months
before, he was happy to have been appointed the Staffelkapitn of
3./JG 2, and now he commanded the entire Geschwader. But three

weeks later, on 28 November,Wick was shot down into the

Channel by a 609 Sqn. Spitfire after downing his 56th victim, and
no trace of him or his aircraft has ever been found. On the same
day, Maj. Galland raised his score to 56 as well, downing a
Hurricane near Dartford. Mlders had gone on leave after his 54th
victory on 29 October, and would not return until the beginning
of 1941.Wicks death provides a symbolic epitaph for the
operations of the Jagdwaffe in the summer and fall of 1940.
With the onset of bitter winter weather in December,
operations effectively ceased for the remainder of 1940.All but
two of the Channel coast Jagdgeschwadern were rotated back to
Germany to rest and refit; some units had but one original pilot
remaining of those present in July. The two units which
remained, JG 2 and JG 26, soon traded their trusty Emils for the
new Friedrich, and the older aircraft were sent to the
Ergnzungsgruppen (replacement squadrons) and the
Jagdfliegerschulen now scattered across Germany and the
occupied territories. The 7. Staffel of JG 26 retained its Emils,
however, and took them south to a new theatre of operations in
February 1941. Their destination was Gela, Sicily, and they were
to support operations against a tiny but stubborn little island
named Malta.

There was no formal dress

code in the field; these men
of 1./JG 2 are wearing
whatever they had handy as
they watch white 15 warms
up for an early evening
mission. The overpainted
cross areas are particularly
noteworthy on this aircraft

Key:
FSA = Fallschirmabsprung,
parachute jump
POW = prisoner of war
MIA = missing in action
KIA = killed in action
WIA = wounded in action
DOW = died of wounds
Stfhr = Staffelfhrer
Stkp = Staffelkapitn
Kom = Kommandeur
T.O. = Technischer Offizier

Bf 109 losses in Channel Coast Operations

Partial Jagdwaffe Loss Listing for Channel Coast Operations. The following list is by no means comprehensive; there are nearly 300 Bf 109s in this table, but these are only the ones for which complete or nearly complete information
exists, such as subtype, WNr, pilot, unit, markings, date of loss, reason for loss, location of loss, and any additional details. This list has been selected and offered to aid the modeler in choosing less well-known subjects; while
Luftwaffe camouflage is always subject to interpretation, often times aircraft within the same Staffel or Gruppe would have the same basic camouflage and marking schema, such as 7./JG 26s habit of carrying the aircraft number beneath
the windscreen. Any errors in translation or data lie solely with the author.

JG 2 Losses
Date
Type
10.05.41
Bf 109E-7
23.09.40
Bf 109E-4

W.Nr.
6254
1969

Name
Adrian, Oblt. Ulrich
Dilthey, Uffz. Fritz

Unit
1./ JG2
4./ JG2

Code
white 3 +
white 2 + -

09.07.40
30.08.40
15.10.40

Bf 109E-4
Bf 109E-4
Bf 109E-4

3909
2765
1588

Gtz, Oblt. Adolf-Friedrich von

Harbauer, Ofw. Karl-Heinz
Hellriegel, Fw. Horst

1./ JG2
4./ JG2
3./ JG2

white 8 +
white 1 + yellow 8 +

11.06.40

Bf 109E-4

2751

Klopp, Ofw. Heinrich

5./ JG2

black 1 + -

14.10.40
06.09.41
30.12.41
09.07.40
09.06.40

Bf 109E-7
Bf 109E-7/U2
Bf 109E-7
Bf 109E-1
Bf 109E

720
5983
7676
3320
unk.

Lux, Ogefr. Johann

Machold, Oblt. Werner
Mayer, Ltn. Kurt
Melchert, Uffz. Willi
Metz, Oblt. Karlheinz

7./ JG2
7./ JG2
1./ JG2
5./ JG2
8./ JG2

white 12 + |
white 15 + ^^
white 13 +
black 6 + black 2 + |

15.11.40

Bf 109E-4

5947

Miese, Uffz. Rudolf

4./ JG2

white 10 + -

Reason
Stkp. Killed in crash during test flight
POW after combat with Spitfires from 72 Sqn
(Cosby & Glew). Belly landing
POW after combat. Emergency landing
KIA in FSA after combat with Spitfires
POW after combat. Emergency landing
MIA after combat with Spitfire from 602 Sqn
(McDowall). FSA
MIA, probably due due to altitude sickness. Crashed.
Stkp. POW due to Flak
KIA in combat
POW after combat with Spitfire from 41 Sq. (Scott)
Stkp. POW after collision with Bf 109E of Fw. Gotz
Also attacked by Johnson of 46 Sq. before crash landing
POW after combat with 74 Sq. (Glendinning).
parachuted. Poss. WNr 5949
POW after combat with Spitfires.
Stkp. POW after combat with Spitfire from 145 Sqn
(Plt Off Offenberg). Belly landing
POW after combat with Hurricane from 43 Sqn

15.10.40
Bf 109E-1
3279
Pollach, Gefr. Alois
4./ JG2
white 10 + 11.01.40
Bf 109E-4
5159
Reifferscheidt, Oblt. Herman
1./ JG2
white 9 +
Note: Overpainted R badge and Stab markings; yellow cowling and rudder. Dense mottling over original high camo line
09.02.40
Bf 109E-4
1452
Stein, Uffz. Emil von
4./ JG2
white 12 + Note: R badge: white cowling and crudely painted yellow rudder. Dense mottling over original high camo line
13.08.40
Bf 109E-1
5068
Temme, Oblt. Paul
Stab I./ JG2
black < +
Adj. POW after combat with RAF fighters. Emergency landing
Note: R badge; overall dark green with high RLM65 line just forward of tailplanes, red tipped spinner, 3 kill markings on top of rudder, thin white on fuselage cross
28.11.40
Bf 109E-4
5344
Wick, Major Helmut
Stab./ JG2
black < + Kom. MIA after combat with Spitfire from 609 Sqn
Note: 54 kill markings
(Flt Off Dundas)

Location
Kernicis near Brest
off Folkestone

% Damage
100%
100%

St. Ragegunds Abbey, near Dover100%

Walderslade
100%
Bowcombe Down, near
100%
Newport, Isle of Wight
off Monks Bay, Bonchurch,
100%
near Ventnor, Isle of Wight
Sway, Hampshire
100%
Swanage, England
100%
off Brest
100%
off Folkstone
100%
Detling
100%
off Bognor Regis, West
100%
Sussex
Everton, near Lymington, Hants 100%
Sidlesham, near Selsey
100%
West Hythe, south of Lympne 100%
(Flt Off Reynell) Emergency landingCastle
Shoreham
100%
SW of the Isle of Wight

100%

Reel, Britannia

59

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JG 3 Losses
Date
Type
WNr
Name
Unit
Code
Reason
24.08.40
Bf 109E-4
unk.
Achleitner, Ltn. Franz
9./ JG3
yellow 8 + |
POW after combat. FSA
15.10.40
Bf 109E-4
1294
Bauer, Ofw. Willi
8./ JG3
black 7 + |
POW after emergency landing due to combat
15.08.40
Bf 109E-4
unk.
Ehlers, Fw. Hans
2./ JG3
black 6 +
Emergency landing after combat
23.09.40
Bf 109E-1
6304
Elbing, Uffz. Karl
7./ JG3
white 3 + |
POW after combat with British fighters. Parachuted
30.10.40
Bf 109E-4
6360
Fahrian, Uffz. Alfred
6./ JG3
yellow 9 + POW, shot down by Hurricane of 17 Sqn (Czernin)
09.07.40
Bf 109E-4
5249
Gttmann, Oblt. Leonhard
Stab III./ JG3
black < + |
Adj. KIA in combat
09.05.40
Bf 109E-4
750
Grabow, Uffz. Heinz
3./ JG3
yellow 7 +
POW after combat. emergency landing
Note: Cowl is yellow with masked out area for yellow Tatzelwurm. Rudder is white. Yellow spinner tip. On starboard only is a small black disk with a white X behind cross
10.05.40
Bf 109E-1
4865
Herwarth-Bittenfeld, Fw. Fritz von 1./ JG3
white 2 +
POW after combat.
24.08.40
Bf 109E-1
unk.
Kaiser, Uffz. Wilhelm
9./ JG3
yellow 12 + |
POW after combat.
28.09.40
Bf 109E-4
5338
Lampskemper, Ofw. Bernard
2./ JG3
black 8 +
POW after combat with Booth of 85 Sqn. Emergency landing
Note: Red Tatzelwurm and tip of spinner. Cowl, wingtips, and rudder are yellow. Area of Tatzelwurm is masked off.
09.09.40
Bf 109E-1
6316
Massmann, Uffz. Matthias
7./ JG3
white 6 + |
POW after engine damage in combat. Emergency landing
Note: Segmented spinner. Smallish Fuselage crosses. Yellow cowling (all the way back to cockpit) and rudder.
31.08.40
Bf 109E-4
1082
Rau, Oblt. Helmut
3./ JG3
yellow 4 +
Stkp. POW after combat. emergency landing. Shot down
Note: Yellow Tatzelwurm. Yellow spinner tip, segmented spinner. Very small Fuselage crosses. 3 black kill markings on fin
by Berry of 603 Sqn
17.11.40
Bf 109E-4
4898
Riedel, Gefr. Richard
2./ JG3
black 8 +
KIA, failing to pull out of a dive in attack on Spitfires
13.10.40
Bf 109E-4
860
Rungen, Gefr. Hubert
7./ JG3
white 7 + |
POW after combat while escorting Jabos
Note: White tip to spinner. Yellow upper cowling and rudder. Factory code letters GY still visible behind cross
Emergency landing
09.05.40
Bf 109E-4
1985
Schnabel, Ltn. Heinz
1./ JG3
white 6 +
POW after combat. Emergency landing. Almost escaped in
Note: White Tatzelwurm spinner tip; segmented spinner; smallish fuselage crosses; 2 red kill markings at top of white rudder 1941, stole a Magister but ran out of fuel
30.10.40
Bf 109E-4
1474
Schuller, Gefr. Eugen
6./ JG3
yellow 1 + POW after being shot down by Griffiths of 17 Sqn
(Hurricane)
18.08.40
Bf 109E-4
1990
Tiedmann, Oblt. Helmut
2./ JG3
black 13 +
Stkp. POW after combat. Emergency landing
Note: Red Tatzelwurm, earliest-known spiral spinner. Wing, tailplane and rudder tips are yellow
09.01.40
Bf 109E-4
3237
Troha, Oblt. Egon
7./ JG3
white 12 + |
Stfhr. crash landing after combat. Hit in instrument panel,
caused propellor and engine damage
29.10.40
Bf 109E-4
5153
Troha, Oblt. Egon
9./ JG3
yellow 5 + |
Stkp. POW after combat. (Achleigners 109; Troha flew
Note: III Gruppe on cowl, seahorse badge fuselage side; yellow upper cowl & rudder, 5 regular & 1 other kill marks on rudder gelbe 13)
JG 26 Losses
Date
Type
WNr
Name
Unit
Code
Reason
22.10.40
Bf 109E-4
1124
Arp, Uffz. Heinrich
2./ JG26
black 10 +
KIA in combat by Hurricane from 257 Sqn (Coke)
24.08.40
Bf 109E-4
Beese, Fw. Artur
9./ JG26
yellow 11 + |
crash landing after combat
Note: Hollenhund badge, yellow cowl
18.08.40
Bf 109E-4
unk.
Blume, Ltn. Walter
7./ JG26
white 13 + |
POW after combat with Hurricane from 32 Sqn WIA.
Note: Red heart badge?
Repatriated 10/43
17.09.40
Bf 109E-1
6294
Bock, Uffz. Karl-Heinz
7./ JG26
white 2 + |
POW after emergency landing due to engine trouble
Note: Schlageter badge. Yellow cowl, spinner and rudder. Small A/c number and crosses. Previous to yellow cowl (early August) had staffel badge on a small 6-sided white design
11.05.40
Bf 109E-4/B
3259
Braun, Fw. Walter
9./ JG26
yellow 11 + |
POW after collision with Bf 109E-4 WNr 3740 (EBELING)
Note: Hollenhund badge, Schlageter badge, yellow cowl panels and rudder. Very high camo line typical of this unit
Crash landing
09.01.40
Bf 109E-1
3892
Brschgens, Ltn. Josef
7./ JG26
white 11 + |
POW after combat with Spitfires, hit by 110 while
attempting its defense
08.11.40
Bf 109E-1
4495
Brschgens, Ltn. Josef
7./ JG26
white 7 + |
Emergency landing after combat with Spitfire from 74 Sqn
Note: Small A/c number and crosses, red heart badge, yellow triangle section on rudder top, high color line camo
(poss. WNr 1195)
14.09.40
Bf 109E-1
5813
Dhne, Oblt. Kurt
Stab I./ JG26
black < +
Adj. KIA in combat with Hurricane from 253 Sqn
(Sgt. Dredge) (Or collision with same?)
11.05.40
Bf 109E-4/B
3740
Ebeling, Oblt, Heinz
9./ JG26
yellow 3 + |
Stkp. POW after collision in flight with Bf 109E WNr 3259
Note: Hollenhund & Schlageter badges, yellow cowl, spinner, rudder. 18 red kill marks on blue block, rudder. Very high camo line
31.08.40
Bf 109E-4
3712
Ebeling, Oblt, Heinz
9./ JG26
yellow 3 + |
Stkp. combat with RAF fighters. Rescued
25.10.40
Bf 109E-4
3724
Eichstdt, Oblt. Kurt
8./ JG26
black 12 + |
KIA in combat, probably with Spitfire from 66 Sqn
07.08.41
Bf 109E-7
3711
Finke, Uffz. Karl
5./ JG26
black 6 + KIA, cause unknown
27.06.41
Bf 109E-7
4183
Friedrich, Gefr. Otto
4./ JG26
white 10 + KIA in combat
31.08.40
Bf 109E-4
1184
Fronhfer, Oblt. Wilhelm
9./ JG26
yellow 10 + |
POW after combat with Spitfire from 54 Sqn (Gray)
Note: Hollenhund badge, Schlageter badge. Very high camo line. Smallish a/c number. 1 black kill markings on rudder. Small crosses
25.10.40
Bf 109E-4
5815
Grtner, Fw. Josef
8./ JG26
black 7 + |
POW after combat with Spitfire from 92 Sqn (Villa).
Poss. WNr 5185
23.09.40
Bf 109E-4
5817
Grzymalla, Ofw. Gerhard
8./ JG26
black 9 + |
POW after combat with Spitfire from 92 Sqn (Kingcombe).
Parachuted (or emergency landing?)
07.10.41
Bf 109E-7
3855
Hammen, Uffz. Hermann
2./ JG26
black 7 +
MIA, Cause unknown
12.05.40
Bf 109E-7
5968
Heinemann, Ltn. Hans
1./ JG26
white 4 +
KIA in combat with Spitfires
17.11.40
Bf 109E-7
5967
Henrici, Oblt. Eberhard
1./ JG26
white 13 + (?)
Stkp. MIA after combat with Hurricanes from 257 Sqn
09.06.40
Bf 109E-1
3877
Holzapfel, Gefr. Peter
7./ JG26
white 5 + |
MIA after combat with Spitfires
29.10.40
Bf 109E-4
5794
Jckel, Fw. Konrad
8./ JG26
black 1 + |
POW after combat with Hurricanes from 17 Sqn
(Kumiega & Hogg). Poss. WNr 3794
15.11.40
Bf 109E-4
6353
Jaros, Fw. Otto
3./ JG26
yellow 9 +
POW after combat with Hurricane frim 605 Sqn (Wright)
Parachuted
14.06.41
Bf 109E-7
4105
Kahse, Oblt.
1./ JG26
white 5 +
Combat with Spitfire from 603 Sq. Pilot rescued. (Loss report
says WNr 4501, III./JG26)
28.11.40
Bf 109E-4
3755
Kaminsky, Fw. Wolfgang
1./ JG26
black 13 +
MIA, probably after combat with Spitfires from 19 Sq.
14.08.40
Bf 109E-1
4827
Kemen, Uffz. Gerhard
1./ JG26
white 8 +
POW after combat with Hurricanes, 32 Sqn. Parachuted, WIA
27.12.40
Bf 109E-1
4911
Koch, Gefr. Dietrich
9./ JG26
yellow 6 + |
KIA in combat with Coastal Command Blenheim.
09.07.40
Bf 109E-4/B
5385
Krug, Oblt. Hans
4./ JG26
white 12 + Stkp. POW after combat with Hurricanes of 501 Sqn.
Note: Tiger Head badge
Emergency landing
23.09.40
Bf 109E-4
3735
Kppers, Fw. Arnold
8./ JG26
black 4 + |
POW after combat with Spitfires from 92 Sqn. Emergency landing
12.12.40
Bf 109E-4
3708
Lindemann, Uffz. Rudolf
7./ JG26
white 2 + |
POW after combat with Hurricanes from 229 Sqn.
(F/O Bright & P/O Bary). FSA
21.06.41
Bf 109E-7
6497
Lders, Ofw. Franz
6./ JG26
brown 2 + POW, shot down by Burton (616 Sq.) & Macachek (145 Sqn).
Parachuted
15.11.40
Bf 109E
5796
Martin, Uffz. Max
8./ JG26
black 13 + |
Transfer flight- maybe Spricks a/c?
26.03.41
Bf 109E-7
3738
Martin, Uffz. Max
8./ JG26
black 2 + |
Test flight
01.11.41
Bf 109E-7
4163
Martin, Uffz. Max
8./ JG26
black 2 + |
Transfer flight
14.06.41
Bf 109E-7
6490
Menge, Ltn. Robert
Stab I./ JG26
yellow 1 +
KIA in combat with Spitfire from 92 Sqn (Sqn Ldr Rankin)
11.07.40
Bf 109E-4
677
Mller, Ofw. Wilhelm
3./ JG26
yellow 1 +
MIA after combat with Hurricanes from 249 Sqn
15.11.40
Bf 109E-7
1442
Otto, Oblt. Hans
1. Erg./ JG26
black 13 +
Injured in FSA due to collision in flight with Bf 109E-4 WNr 1150
21.06.41
Bf 109E-7
6462
Otto, Uffz. Ewald
6./ JG26
brown 13 + POW, shot down by Spitfire of 74 Sq. (Carlson). Parachuted
30.09.40
Bf 109E-3
1190
Perez, Uffz. Horst
4./ JG26
white 4 + POW after combat with Spitfire from 92 Sqn. Emergency landing.
Note: Schlageter badge, tiger head badge of 4./JG 26 beneath cockpit. Yellow cowl & rudder. 5 white kill markings on fin
Formerly Ebbinghausens a/c; now on display at Duxford
15.11.40
Bf 109E-4
1150
Richter, Fhr. Heinz
1. Erg./ JG26
black 4 +
Killed in FSA due to collision in flight with Bf 109E-7 WNr 1442
25.10.40
Bf 109E-4
5795
Ripke, Ltn. Hermann
8./ JG26
black 2 + |
KIA in combat with Spitfire from 92 Sqn (Sherrington).
Poss. WNr 3795
11.05.40
Bf 109E-4
1374
Scheidt, Fw. Erhardt
1./ JG26
white 12 +
POW after combat with 242 Sqn (Fg Off McKnight) and 19 Sqn
(Fg Off Haines), parachuted. Poss. WNr 3625

60

Chapter 7

Location
%
Off Herne Bay
Princes Golf Course, Sandwich
Colembert
Off Kingsdown
Leylands
Themse-Mndung
Wichling, Faversham, Kent

Damage
100%
100%
25%
100%
100%
100%
100%

Runsell Farm, Bethersden

Broom Hill Farm, Camber
Pevensey (Kent)

100%
100%
100%

Coopers Field, Flimwell

100%

Shoeburyness (Essex)

100%

Melon Farm, Ivychurch, Kent

Cuckold Coombe, Hastingleigh
near Ashford
Handen Farm, Chapfall, near
Aldington, Kent
Court Lodge Farm, East
Farleigh, Kent
Leeds near Maidstone

100%
100%

100%

Desvres near Boulogne

100%

Wootton Cross Roads

Sheppardswell, Kent

100%

Location
Off Littlestone Golf Links
St. Inglevert

100%
100%

% Damage
100%
100%

near Canterbury

100%

Broomhill Farm, Rye

100%

Wittersham

100%

Newbridge, Iden near Rye

100%

near Caffiers

80%

Beacon Hill, Stone, near

100%
Teynham
Wittersham
100%
Crash landing. Loss rept. says WNr 2740
100%
Church Street Farm, near
100%
Ticehurst Road Station, Sussex
100%
100%
Jubilee Hill, Ulcombe
100%
Congelow Farm, Yalding

100%

Biddenden, near Tenterden

100%

SE of Dover
20km east of Harwich
South of London
Marsh House Farm,
Tillingham, Essex
Blackbush Corner, Horndon
on the Hill, Essex

100%
100%
100%
100%
100%
100%
100%

10km NE of Dungeness
Coldred, west of Dover
West of Le Treport
Sheerlands Farm, Pluckley,
Kent
Grain Fort, Isle of Grain
Abbey Farm, Leeds Castle
Estate, Kent
Bridge, Kent

100%
100%
100%
100%
100%
100%
100%

Caffiers
Abbeville
Dieppe (?)
South of Fl.Pl. Marquise
Themsemndung
Grand Fort Philippe
SE of Ramsgate
East Dean, near Eastbourne

100%
100%
100%
100%
100%
100%

Fort Philippe
Sevenoaks

100%
100%

Albion Road, Birchington

100%

MDF9-Chap-07.qxd

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7:12 pm

Page 61

15.11.40

Bf 109E-4/B

1250

Schiffbauer, Ofw. Robert

3./ JG26

yellow 2 +

28.08.40

Bf 109E-4

1353

Straub, Fw. Karl

7./ JG26

white 13 + |

30.10.40
Bf 109E-4
5242
Tpfer, Uffz. Kurt
7./ JG26
white 8 + |
28.11.40
Bf 109E-4
1289
Wolf, Uffz. Heinz
2./ JG26
red 2 +
Note: Devils head badge on cowl, Schlageter badge. Yellow cowl & rudder. Factory codes FA show through (aft of cross)

POW after combat with Hurricanes from 605 Sqn.

Emergency landing
POW after combat with Hurricanes from 79 Sqn.
Emergency landing
KIA in combat Spitfires of 41 Sqn
POW, probably after combat with Spitfires from 19 Sqn.
Emergency landing. Remains on display in South Africa

JG 27 Losses
Date
Type
WNr
Name
Unit
Code
Reason
30.08.40
Bf 109E-1
3271
Arnold, Fw. Ernst
3./ JG27
yellow 12 +
POW after combat with Spitfire from 603 Sqn (Carbury)
Note: JG 27 badge; high camo line. Top color is grey. Yellow cowl and spinner. Scissors/R badge behind cockpit
Faversham
30.08.40
Bf 109E-1
6270
Axthelm, Oblt. Erwin
3./ JG27
yellow 6 +
POW after combat with enemy fighters
10.07.40
Bf 109E-4
751
Bartsch, Uffz. Lothar
9./ JG27
yellow 13 +
POW after combat. FSA
09.09.40
Bf 109E-4
1394
Bode, Oblt. Gunther
Stab I./ JG27
white < +
Gruppe Adj. POW after combat with enemy fighters.
Note: JG 27 badge; yellow lower cowl and rudder. High camo line
Emergency landing
09.06.40
Bf 109E-4
2762
Braun, Fw. Erich
5./ JG27
black 6 + POW after combat with enemy fighters. FSA
09.09.40
Bf 109E-1
3488
Daig, Oblt. Erwin
5./ JG27
black 13 + POW after combat with Spitfires. Emergency landing
Note: II Gruppe bear badge; overall dense camo. Yellow cowl and rudder. Green/white spinner. II Gruppe symbol is red with white umrand!
30.09.40
Bf 109E-1
4851
Fischer, Oblt. Karl
7./ JG27
white 9 (below screen) POW after combat. Emergency landing
Note: 9 unoutlined on nose; overall dense camo. yellow cowl (with masked off area for a/c number) and rudder. black/white spinner. Factory codes still visible (PH+LV)
09.03.40
Bf 109E-1
2686
Fluder, Oblt. Emmerich
5./ JG27
black 15 + Injured, being rammed by Bf 109E-1 WNr 6336 which
was taking off
18.09.40
Bf 109E-1
2674
Glckner, Gefr. Walter
9./ JG27
yellow 1
POW after combat. Emergency landing
28.10.40

Bf 109E-8

4906

Gonschorrek, Uffz. Artur

5./ JG27

black 2 + -

POW after combat with enemy fighters

17.11.40
30.09.40

Bf 109E-1
Bf 109E-1

4082
6306

Grotum, Uffz. Willi

Hammer, Uffz. Robert

3./ JG27
4./ JG27

yellow 6 +
white 7 +

POW after combat with enemy fighters. Crashed into the sea
POW after combat with enemy fighters

27.09.40

Bf 109E-1

3369

John, Gefr. Hans-Dieter

5./ JG27

black or red 11 + -

POW after combat with enemy fighters (Died 4.5.41)

18.09.40

Bf 109E-4

5388

Krafftschick, Oblt. Rudolf

1./ JG27

white 10 + (?)

KIA in combat with enemy fighters

10.07.40
10.07.40

Bf 109E-1
Bf 109E-1

3665
3881

Lederer, Uffz. Paul

Lege, Uffz. Paul

5./ JG27
5./ JG27

black 10 + black 14 + -

POW after combat, shot down by Hurricanes of 605 Sqn

KIA in combat, shot down by McKellar of 605 Sqn

24.10.40
18.08.40

Bf 109E-4
Bf 109E-4

1558
unk.

Linke, Uffz. Ulrich

Mitsdrffer, Ltn. Gerhard

8./ JG27
1./ JG27

black 2 (cowl)
white 6 +

Missing after crash due to engine trouble

POW after combat with enemy fighters. Crashed at sea

09.03.40
Bf 109E-1
6336
Morgenstern, Uffz. Wilhelm
4./ JG27
white 9 + Injured ramming Bf 109E-1 WNr. 2686 during take-off
18.08.40
Bf 109E-4
1455
Neumann, Oblt. Julius
6./ JG27
yellow 6 + POW after emergency landing due to combat
11.05.40
Bf 109E
unk.
Niederhfer, Uffz. Hans
5./ JG27
red 9 + emergency landing due to engine trouble
09.06.40
Bf 109E-4
6318
Nittmann, Gefr. Ernst
7./ JG27
white 8 (below screen) POW due to emergency landing after combat
Note: III Gruppe badge. 8 unoutlined on nose; overall dense camo. White cowl (with masked off area for a/c number) and rudder. Black/white spinner
27.10.40
Bf 109E-4
1603
Pointer, Oblt. Anton
8./ JG27
black 10 (cowl)
Stkp. POW after combat
09.09.40
Bf 109E-1
6280
Rauwolf, Uffz. Georg
6./ JG27
yellow 7 + POW after combat with enemy fighters. Parachuted
27.09.40
Bf 109E-4
1447
Scheidt, Uffz. Josef
6./ JG27
yellow 5 + KIA in combat with enemy fighters
20.07.40
Bf 109E-1
3271
Scherer, Ltn. Ulrich
3./ JG27
yellow 12 +
MIA after combat with enemy fighters
30.09.40
Bf 109E-1
3859
Schmidt, Ltn. Herbert
6./ JG27
yellow 3 + POW after combat with enemy fighters
09.06.40
Bf 109E-1
3225
Schller, Oblt. Werner
3./ JG27
Note: JG 27 badge; green 70 rudder. High camo line. Scissors/R badge behind cockpit
18.09.40
Bf 109E-1
6327
Schultz, Fw. Ernst
9./ JG27
Note: 7 on nose. Overall dense grey camo, yellow cowl and rudder, red/yellow striped spinner
09.05.40
Bf 109E-1
3627
Strbl, Ltn. Helmut
5./ JG27
15.09.40
Bf 109E-1
6147
Walburger, Uffz. Andreas
2./ JG27
Note: Dense overall camo. Yellow cowl panels. red/white spinner
09.12.40
Bf 109E-1
3859
unknown
6./ JG27
27.10.40
Bf 109E-4
2794
unknown
8./ JG27
JG 51 Losses
Date
Type
WNr
Name
25.10.40
Bf 109E-4
3737
Asmus, Hptm. Hans
09.02.40
Bf 109E-4
3714
Br, Fw. Heinz
Note: I Gruppe badge & 1. staffel Mickey Mouse on disc; 8 kill markings on fin
24.08.40
Bf 109E-4
5587
Beeck, Ofw. Fritz

yellow 11 +

POW after combat with enemy fighters. FSA

Location
Westwood Court, near

100%
100%
100%
100%

% Damage
100%

Park House, Westwell

100%
Oak Farm, Headcorn
100%
Knowle Farm, Mayfield, Sussex 100%
Bank Farm, Tudeley
Charity Farm, Cootham,
near Storrington, Sussex
Queen Annes Gate, Windsor
Great Park
Fiennes

100%
100%
100%
70%

Royal St. Georges Golf Links, 100%

Willow Farm, Sandwich
near Pinewood Garage, London 100%
Road, Maidstone
Off Portsmouth
100%
Pelsham House, Peasmarsh,
100%
Sussex
Mays Farm, Selmeston,
100%
near Lewes
Squirrels Wood, Stockbury, near 100%
Sittingbourne
Bedgebury Wood nr Cranbrook 100%
Mayfield Flats, Hadlow Down 100%
near Heathfield
Cap Gris Nez
100%
10-30km south of the Isle
100%
of Wight
Fiennes
95%
Shanklin, Isle of Wight
100%
Brssel
b
Blean, near Canterbury
100%
Hooks Woods, Lenham
Mounts Farm, Benenden, Kent
Hale Farm, Eccles
40km NE of Cherbourg
Holmans Grove, Grayswood,
near Haslemere
West of Themsemndung

100%
100%
100%
100%
100%
100%

brown 7 (cowl)

POW due to emergency landing after combat

Harringe Court, Sellindge

100%

black 2 + black 5 +

KIA due to combat with Spitfires

POW after combat with British fighters. Emergency landing

Appledore Stn, nr Elham/Kent

Homestead, Ifield, nr Uckfield

100%
100%

yellow
black 13 + (?)

Taxiing accident
emergency landing after combat

Fl.Pl. Rennes
By Cap Gris Nez

30%
20%

Unit
9./ JG51
1./ JG51

Code
black < + white 13 +

Reason
POW after combat (was Mlders usual aircraft)
Crashed into Kanal due to combat. Pilot rescued

Location
Marden, Kent
Kanal

6./ JG51

yellow 10 + badge

East Langdon, Kent

100%

100%

7./ JG51
4./ JG51

white 4 + |
white 4 + badge

POW after combat, probably with Hurricanes from 501 Sqn

POW after combat

Crundale House Farm,

Crundale, Kent
Stonewall Farm, Hunton, Kent
Elham (Kent)

5./ JG51
3./ JG51
7./ JG51

black 2 + badge
yellow 13 +
white 14 +

MIA after combat with 12 Spitfires of 602 Sqn

POW after combat with Spitfires of 602 Sqn
POW after combat with 12 Hurricanes and Spitfires. FSA

POW due to engine damage during combat with 56 Sqn

(Plt Off Wicks) Only 6./JG51 pilot lost in BoB
Note: Yellow segment in rudder & cowl, 3 white kill markings on fin. II Gruppe badge. Yellow tips on wings and tailplanes. Dense camo. red/white spinner
27.11.40
Bf 109E-4
1634
Benzinger, Uffz. Adolf
3./ JG51
brown 6 +
KIA in combat with Spitfires of 74 Sq. and 41 Sqn

25.10.40
Bf 109E-4
3548
Birk, Fw. Leonhard
07.08.40
Bf 109E-3
1162
Bhm, Ltn. Johann
Note: Dense overall camo (greens). black spinner. Red surround to number
29.10.40
Bf 109E-4
1397
Brunk, Fhr. Otto
29.10.40
Bf 109E-1
4816
Bubenhofer, Fw. Karl
28.08.40
Bf 109E-4
1523
Dau, Ofw. Arthur

RAF Eastchurch, Isle of

Sheppey
Goodnestone House Farm,
Goodnestone
Brook Farm, Marden
Udimore near Rye/Sussex

% Damage
100%
100%

South of London
Gate Inn, west of Elham
Garden Wood, Pulton Farm,
South Alkham

100%
100%
100%
100%
100%

27.11.40
Bf 109E-4
3745
Dhein, Uffz. Heinz
27.11.40
Bf 109E-4
1653
Erdniss, Fw. Wilhelm
Note: Yellow rudder & cowl. Dense grey camo. Black spinner
11.11.40
Bf 109E-4
5210
Filke, Uffz. Hans-Joachim
08.05.40
Bf 109E-3
unk.
Fleig, Ofw. Erwin
Note: Zylinder hut
10.01.40
Bf 109E-4
5814
Gerneth, Uffz. Eduard
27.11.40
Bf 109E-4
4104
Heidorn, Gefr. Werner

2./ JG51
3./ JG51

black 6 +
brown 5 +

MIA while on Jabo sortie after combat with 74 Sqn and 66 Sqn
POW after combat

Monks Horton, Kent

100%
100%

7./ JG51
1./ JG51

white 9 + |
white 8 +

MIA after combat

Ground collision with Bf 109E of Pitcairn during take-off

Themsemndung
Fl.Pl. Pihen

100%
b

1./ JG51
2./ JG51

white 9 +
black 7 +

Chequers, Shadoxhurst

100%
100%

29.07.40
27.11.40

6./ JG51
3./ JG51

yellow 10 +
brown 2 + -

KIA in combat with Spitfire from 41 Sqn (Lovell). POW?

MIA while on Jabo sortie after combat with Spitfires from
74 Sqn and 66 Sqn
KIA in combat with Soitfires
MIA after combat with Spitfires of 74 Sqn and 41 Sqn

SE of Dover
probably Sarnden Farm,
Iden Green, Kent
Owls Castle Farm, Lamberhurst
Nieuport
Laindon, Essex

100%
100%

Bf 109E
Bf 109E-1

1342
6218

Hemmerling, Fw. Eduard

Hergesell, Gefr. Joachim

15.10.40
Bf 109E-1
3535
Hhn, Uffz. Erich
4./ JG51
04.12.41
Bf 109E
3819
Hbner, Ofw. Werner
4./ JG51
11.05.40
Bf 109E-1
4826
Illner, Ofw. Johann
4./ JG51
Note: II Gruppe badge
07.09.40
Bf 109E-3
1160
Illner, Ofw. Johann
4./ JG51
Note: II Gruppe badge. Gretel and lips w/cigarette butt, at least 2 variations in camo.

white 2 + badge
white 6 +
white 6 + badge
white 2 + badge

POW after combat with 3 Spitfires and 14 Hurricanes

Killed in crash
POW after combat with Spitfire from 92 Sqn (Plt Off Bartley).
Parachuted, WIA
Emergency landing after combat, repaired and flown again from
3.8. Claimed a Spitfire off Le Touquet 5.7. P.O.W 5.11.40

100%
100%
100%

Le Touquet

Reel, Britannia

61

MDF9-Chap-07.qxd

6/11/05

7:12 pm

Page 62

11.05.40
Bf 109E-1
Note: II Gruppe badge
28.10.40
Bf 109E-4
26.02.41
Bf 109E-4/B
09.07.40
Bf 109E-4
29.10.40
Bf 109E-1
23.11.40
Bf 109E-1

4868

Jger, Oblt. Franz

5./ JG51

black 6 + badge

Killed in crash, cause unknown

off Dungeness

100%

1420
3753
4097
4828
3868

John, Fw. Hans Dieter

Keitel, Oblt. Hans-Karl
Koch, Uffz. Kurt
Lenz, Uffz. Alfred
Loppach, Ogefr. Gnther

4./ JG51
Stab IV./ JG51
9./ JG51
4./ JG51
11./ JG51

white 10 + badge
black << +
yellow 11 + |
white 5 + badge
black 3 + +

10km off Cap Gris Nez

Mitte Kanal
Little Clacton, Essex
Horsham, Sussex
Ivychurch near New Romney

100%
100%
100%
100%
100%

12.01.40
10.07.40

Bf 109E-4
Bf 109E-4/B

4852
4103

Miesala, Uffz. Walter

Mlders, Oblt. Viktor

9./ JG51
2./ JG51

yellow 4 + |
black 1 +

Mitte Kanal
Doleham Farm, Guestling

100%
100%

22.10.40

Bf 109E-1

4822

Mller, Fhr. Kurt

3./ JG51

yellow 10 +

East of Hastings

100%

white 8 + +
white 3 +

KIA in FSA after combat. Chute didnt open.

Kdr. KIA in combat with Hurricanes of 615 Sqn
POW after combat with Spitfires.
KIA in combat with 30 Spitfires from 74 and 253 Sqn (Marsland)
POW after combat with Spitfires from 41 Sqn (Sqn Ldr Finlay).
Emergency landing
KIA in combat
Stkp. POW after combat, probably shot down by Sgt. Wright
of 605 Sqn. Emergency landing
POW after severe damaged in combat with Spitfires from
74 Sqn (Mungo-Park & Malan). Crash landing in Kanal
Stkp. Injured in ground collision with Bf 109E of Fleig
during take-off
KIA, probably in combat with Spitfires from 66 Sqn
KIA in combat, presumably in this machine

yellow 3 +
black 9 + |
black 2 + white 2 +
black 12 +

Stkp. Flak over Dover, but returned to base. Actually struck by wingman
KIA in combat with 253 Sqn (Edge)
Foxhole Farm, Wadhurst
POW after combat with 18 Hurricanes
off Margate
Adj. MIA after combat with Spitfires of 602 Sqn
South of London
POW after Jabo sortie. Emergency landing. On display at Hendon RAF Manston

50%
100%
100%
100%
100%

black 1 +

Stkp. KIA in combat with 30 Hurricanes. Believed shot down

by Zenker of 501 Sqn
KIA in combat with 30 Spitfires from 253 and 74 Sqn (Nelson)

off Whitstable

100%
100%

08.05.40
Bf 109E-3
unk.
Pitcairn, Hptm. Douglas
1./ JG51
Note: Zylinder hut
26.11.40
Bf 109E-4
2052
Rosen, Fw. Adolf
10./ JG51
08.05.40
Bf 109E-4
5337
Schmid, Fw. Karl
1./ JG51
Note: 9 black kill markings on fin
25.10.40
Bf 109E-4
4099
Schnell, Oblt. Karl-Heinz
9./ JG51
09.11.40
Bf 109E-1
6293
Siemer, Fw. Hermann
8./ JG51
15.08.40
Bf 109E-4
unk.
Stiegenberger, Fw. Otto
5./ JG51
29.10.40
Bf 109E-4
5334
Terry, Oblt. Ernst
Stab I./ JG51
27.11.40
Bf 109E-4
4101
Teumer, Ltn. Wolfgang
2./ JG51
Note: Yellow rudder & cowl. Grey camo. Black/white spinner
18.08.40
Bf 109E-3
unk.
Tietzen, Oblt. Horst
5./ JG51
Note: II gruppe badge on aft fuselage; 15 white kill markings in one row on fin + 3 atop
29.10.40
Bf 109E-4
5370
Tornow, Ltn. Heinrich
4./ JG51

white 1 +

b
100%
100%

14.11.40

Bf 109E-4

6266

Vorbach, Fhr. Erich

1./ JG51

white 8 +

09.07.40

Bf 109E-3

5091

Werner, Gefr. Heinrich

3./ JG51

yellow 9 + -

KIA in combat with RAF fighters. (Fg Off Barclay of 249 Sqn
and Flt Lt Burnett of 46 Sqn)
POW after combat. Parachuted

09.11.40
Bf 109E-4
1641
Note: 10 black kill markings on fin
09.07.40
Bf 109E-1
4840

Wiggers, Hptm. Ernst

2./ JG51

black 1 + (?)

Stkp. KIA in combat with 253 Sqn (Higgins)

Dodds Farm, Langton,

Tunbridge Wells
Sacketts Hill Farm, St. Peters,
Broadstairs
Oad Street, Borden, near
Sittingbourne
Houndean Bottom, Lewes

zur Lage, Uffz. Heinz

3./ JG51

yellow 7 +

POW after combat. Parachuted

Bethersden, near Ashford

100%

Name
Bacher, Fw. Alfons
Barkhorn, Ltn. Gerd
Bielefeld, Oblt. Willy
Bielmeyer, Fw. Ludwig

Unit
2./ JG52
6./ JG52
7./ JG52
5./ JG52

Code
red 2 +
yellow 2 + white 6 + ^^ (?)
black 4 +

Reason
POW after combat with Spitfires from 54 Sqn emergency landing
Notwasserung after combat. Rescued.
Stkp. KIA in combat with 111 Sq. (P/O Wilson)
POW after combat with Spitfires from 41 Sqn
(M.P. Brown). Parachuted
POW due to engine damage, after combat with Spitfire
from 54 Sqn (Plt Off Gribble)
POW after combat with RAF fighters. WIA

Location
%
Golf Club House at Sandwich
Kanal
SE of Dover
Mereworth Wood

Damage
100%
100%
100%
100%

Minster Road, Westgate

100%

JG 52 Losses
Date
Type
26.08.40
Bf 109E-1
29.10.40
Bf 109E-7
25.07.40
Bf 109E
20.10.40
Bf 109E-7

W.Nr.
unk.
5922
unk.
5930

white 9 + badge

Fl.Pl. Pihen
SE of Hastings, Sussex

24.08.40
Bf 109E-1
unk.
Bischoff, Fw. Herbert
1./ JG52
white 9 +
Note: I Gruppe badge. Dense grey/green camo. Black/white spinner
10.08.40
Bf 109E-1
3465
Boche, Fw. Paul
4./ JG52
white 2 +
Note: Yellow rudder and cowl. 4 staffel badge on right side only. Dense green camo. Black/white spinner
27.09.40
Bf 109E-4
5181
Bogusch, Fw. Hans
4./ JG52
white 4 + 27.09.40

Bf 109E-1

3442

Bosch, Gefr. Ernst

4./ JG52

white 12 + -

27.10.40
12.10.40

Bf 109E-4
Bf 109E-3

1268
1966

Bott, Gefr. Karl

Bsgens, Oblt. Gnter

2./ JG52
1./ JG52

black 5 +
white 11 +

11.02.40
20.10.40

Bf 109E-7
Bf 109E-4

3784
2780

Ensslen, Hptm. Wilhelm

Friedemann, Ofw. Walter (Albert?)

Stab II./ JG52

6./ JG52

black << + yellow 1 + -

27.09.40
27.09.40

Bf 109E-1
Bf 109E-1

6245
3431

Geiss, Ltn. Heinz

Hoffmann, Fw. Herbert

4./ JG52
5./ JG52

white 5 + black 3 + -

POW after combat with RAF fighters. Parachuted

POW after combat with 222 Sqn (Sgt Scott). Emergency
landing. WIA
POW after combat with 605 Sqn (Flt Lt McKellar). FSA.
Staffelfuhrer. POW after combat with Spitfires from
92 Sqn (Plt Off Wade). FSA, WIA
Kdr. MIA after combat
KIA in FSA after combat with Spitfires from 41 Sqn
(Fg Off Lovell & Brown). Chute didnt open
POW after combat with RAF fighters. Emergency landing
POW after combat with Hurricanes from 249 Sqn
(Plt Off Barclay) FSA
POW after combat with RAF fighters
POW after combat. Emergency landing

26.08.40
Bf 109E-1
unk.
Malecki, Ogefr. Wladislaw
2./ JG52
red 1 +
30.09.40
Bf 109E-4
3417
Mummert, Gefr. Erich
4./ JG52
white 2 + Note: Yellow rudder and cowl. A/c number is small. 4 staffel badge on right side only. Dense green camo. Black/white spinner
25.07.40
Bf 109E
unk.
Reiss, Uffz. Max
8./ JG52
black or red 6 + ^^ POW after combat with Spitfires of 610 Sqn. Emergency landing
27.10.40
Bf 109E-4
3525
Schieverhfer, Fw. Lothar
3./ JG52
yellow 4 +
POW after combat with Spitfires from 74 Sqn. Emergency landing
27.10.40
Bf 109E-4
2798
Steinhilper, Oblt. Ulrich
3./ JG52
yellow 2 +
POW after combat with Spitfires from 74 Sqn. FSA, WIA
26.10.40
Bf 109E-7
5929
Strack, Ofw. Oskar
1./ JG52
white 6 +
MIA, probably due to combat
24.04.41
Bf 109E-7
5895
Struck, Ofw. Gnther
2./ JG52
black 6 + POW, shot down by Spitfire Vbs of 92 Sqn
(Sqn Ld Rankin & Flt Lt Brunier)
09.02.40
Bf 109E-4
1261
Uerlings, Fw. Heinz
1./ JG52
white 12 +
POW after combat with 46 Sqn (Plt Off Ambrose). Belly landing.
Note: I Gruppe badge. Dense grey/green camo. Black/white spinner. Rear portion of rudder is white
Poss. WNr 1251
12.10.40
Bf 109E-4
5283
Voss, Fw. Siegfried
3./ JG52
yellow 3 + POW after combat. Parachuted
30.09.40
Bf 109E-4
1262
Wolff, Fw. Kurt
3./ JG52
12.08.40
Bf 109E-1
3367
Zaunbrecher, Uffz. Leo
5./ JG52
Note: 5 Staffel badge. High camo line (70/02/65). Red spinner. Thin white outline to a/c number

yellow 12 +
red 14 +

POW after combat. FSA

POW after combat with Spitfires from 610 Sqn. Crash landing

JG 53 Losses
Date
Type
09.09.40
Bf 109E-1

W.Nr.
6139

Name
Becker, Gefr. Peter

Unit
8./ JG53

Code
black 1 + |

Reason
KIA in combat

28.10.40
18.09.40

1531
4842

Berg, Fw. Albert

Bodendiek, Ltn. Erich

4./ JG53
4./ JG53

white 3 + white 10 + -

POW after combat. emergency landing

POW after combat with Spitfires from 66 Sqn (Oxspring)
Parachuted, WIA
Kdr. emergency landing after combat

Bf 109E-4
Bf 109E-1

20.10.40
Bf 109E-1
4112
Bretntz, Hptm. Heinz
Stab II../ JG53
black << + Note: Yellow rudder, 20 white kill markings in masked area; yellow cowl, NO JG53 badge; long II gruppe bar
15.09.40
Bf 109E-1
3619
Feldmann, Uffz. Karl-Heinz
3./ JG53
yellow 2 +
POW after combat. Emergency landing
10.02.40
Bf 109E-4/B
5901
Fiel, Oblt. Walter
8./ JG53
black 7 + |
Stkp. POW after combat with Spitfires. Belly landing
Note: Red/white spinner, trimmed with white and black. Yellow cowl and rudder. red stripe around cowling. 70/71/65 with 02 mottle
12.02.40
Bf 109E-4
5328
Fischer, Ltn. Siegfried
1./ JG53
white 8 +
MIA after combat with Spitfires
10.05.40
Bf 109E-4
1804
Gehsla, Uffz. Wilhelm
1./ JG53
white 10 +
POW after combat with Hurricane. Emergency landing
Note: Yellow rudder, wingtips and upper cowl, 7 black kill markings on rudder. Grey camo. Black/white spinner
26.10.40
Bf 109E-1
6391
Geisswinkler, Uffz. Karl
6./ JG53
yellow 8 + KIA in combat with Spitfire (Fokes) of 92 Sqn
16.08.40
Bf 109E-4
unk.
Hansen, Fhr. Christian
2./ JG53
black 2 +
POW after combat. Emergency landing- first recorded
red ring 109 downed in UK

62

Chapter 7

100%
100%
100%

Little Grange Farm, Woodham 100%

Mortimer, Essex
Morrison House Farm, near
100%
St. Nicholas at Wade, Thanet
Northbourne Park, near
100%
Sandwich
East Park, East Grinstead
100%
Beans Hill, Harrietsham
100%
London area
Woolwich

100%
100%

Petham, near Canterbury

Brick House Farm, High Halden,
near Tenterden, Kent
near Acol
Detling

100%
100%

Elvington Court near Deal

Penhurst landing-ground
Ramsgate, 25km north Dover
Off Littlestone
Black House Farm, Camber,
Kent
Tile Lodge Farm, Hoath, near
Westbere, Canterbury
The Limes, Brabourne Down,
near Ashford
Clayton Farm, Peasmarsh
Berwick (Sussex)

Location
Sundown Farm, Ditcham,
Hampshire
Haywards Heath
Guilton Ash near Sandwich
St. Inglevert

100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%

% Damage
100%
100%
100%
5%

Dymchurch Redoubt, Kent

100%
Addelsted Farm, East Peckham 100%
Dungeness area
Frith Farm, near Aldington

100%
100%

Chalket Farm, Pembury

Godshill, Isle of Wight

100%
100%

MDF9-Chap-07.qxd

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Page 63

12.08.40
Bf 109E-4
unk.
Harder, Hptm. Harro
Note: 6 white kill markings on fin; red cowl band; thin fuselage cross, swastika
11.02.40
Bf 109E-4
5171
Hofmann, Oblt. Friedrich
13.08.40
Bf 109E-4
unk.
Hohenfeldt, Uffz. Wilhelm
09.09.40
Bf 109E-4
1508
Hhnisch, Fw. Heinrich

Stab III./ JG53

black << + |

Kdr. KIA in combat with Spitfires

East of the Isle of Wight

100%

7./ JG53
5./ JG53
1./ JG53

white
green 10 + white 5 +

MIA after combat with Spitfires

POW after combat with Spitfire from 609 Sqn (Crook). FSA
POW after combat. FSA, injured

100%
100%
100%

POW after combat with Hurricanes. Emergency landing. Injured

MIA after combat.
Crashed on take-off
Crash landing
POW after combat with Spitfire. Emergency landing

London area
Poole Harbor (Dorset)
Cherry Tree Farm, near Old
Jail Inn, Jail Lane, Biggin Hill
NW of Hythe
Themsemndung
Berck-sur-Mer
St. Aubin
Monkton, near Manston

MIA after crash during transfer flight, probably due to icing

Undercarriage damage

ber See
Rennes

100%
b

09.02.40
Bf 109E-1
3584
Karl, Uffz. Werner
1./ JG53
white 14 +
11.11.40
Bf 109E-4
865
Kauffmann, Ofw. Werner
4./ JG53
white 9 + 10.08.40
Bf 109E-1
6200
LItjens, Ofw. Stefan
4./ JG53
white 5 + 05.04.41
Bf 109E-4
1223
Louis, Ofhr. Joachim
Erg.St./ JG53
black 6 + 09.05.40
Bf 109E-1
5375
Meyerweissflog, Hptm. Wilhelm
Stab./ JG53
black < | + Note: Red/white spinner. Red stripe around cowling. White rudder and, according to SAM, wingtips. 75/76 with 75 mottle
12.11.40
Bf 109E-8
4882
Mller, Uffz. Rudi
1./ JG53
white 9 +
19.08.40
Bf 109E-4
unk.
Ohly, Oblt. Hans
1./ JG53
white 7 +
Note: 4 white kill markings; interesting camo line on fuselage, wings; red cowl band
13.08.40
Bf 109E-1
unk.
Pfannschmidt, Fw. Hans-Heinz
5./ JG53
green 9 + -

100%
100%
65%
25%
100%

POW after combat with Spitfire from 609 Sqn (Nowierski).

off Weymouth
100%
WIA. Released in POW exch. 23.10.43
Note: Green 70 spinner. Yellow cowl & rudder. Red stripe around upper cowling. Green 71 uppers(?), grey 02 sides & 65 undersurfaces
30.09.40
Bf 109E-1
5175
Poschenrieder, Uffz. Ernst
7./ JG53
white 12 + |
POW after combat. Emergency landing
Strood, near Rochester, Kent
100%
Note: Yellow rudder, spinner and cowl. Dense green camo. Thin white outlines to balkenkreuz. Long III Gruppe bar
11.02.40
Bf 109E-1
4034
Ray, Fw. Xavier
8./ JG53
black 6 + |
POW after emergency landing due to engine trouble.
Lower Herdres, Kent
100%
Poss. WNr 4031
09.02.40
Bf 109E-4
1569
Rhl, Uffz. Heinrich
1./ JG53
white 10 +
Crashed in the sea after combat. Pilot rescued
SE of Dover
100%
17.10.40
Bf 109E-4/B
1106
Rupp, Oblt. Walter
3./ JG53
yellow 1 +
Stkp. POW after combat with Spitfire from 74 Sqn
Manston
100%
(Plt Off Draper). Belly landing
Note: Yellow spinner, lower cowl and rudder. Red stripe around lower cowling. 70/71/65 with 02 mottle. 2 white kill markings. Semi-high camo line
27.10.40
Bf 109E-4
5243
Schlitt, Uffz. Hermann
4./ JG53
white 5 + MIA after combat with Spitfire from 66 Sqn (Cook)
near Tunbridge-Wells
100%
30.11.40
Bf 109E-1/B
4900
Schmid, Fw. Hermann
6./ JG53
white 11 + POW due to engine damage
Wheelsgate Farm, Old
100%
Note: Pik-As badge. yellow/green 70 spinner. Yellow rudder and cowling
Romney, Kent
12.10.40
Bf 109E-4
885
Schmid, Uffz. Hermann
6./ JG53
yellow 9 + WIA in combat over London
ber London
5%
30.09.40
Bf 109E-4
1325
Scholz, Fw. Walter
3./ JG53
yellow 13 +
POW after combat. emergency landing
Langley, nr Eastbourne (Sussex) 100%
Note; RLM 70 spinner with yellow tip, yellow cowl, wingtips, rudder and possibly the tips of the tailplanes; appears to 70/71/65 (or 70/02). Solid color on sides, Mid-level camo line. 4 white kill markings on fin his?
09.06.40
Bf 109E-4
1506
Schulte, Uffz. Hans-Georg
7./ JG53
white 5 + |
POW after combat with Spitfires. Belly landing
Vincents Farm, near Manston 100%
Note: White nose, spinner and rudder. Overpainted red stripe around cowling. 70/71/65. Dense color on sides of plane. Thin white outline to balkenkreuz. Also appears to be 2 overpainted kill markings on tailfin
16.08.40
Bf 109E-4
unk.
Schulz, Gefr. Karl
6./ JG53
gelb 11 + (?)
Combat. Crashed into the sea, rescued
Kanal
100%
Note: Red band, overpainted Pik-As badge
25.10.40
Bf 109E-4
1080
Schulz, Uffz. Karl
6./ JG53
yellow 2 + MIA after combat with Spitfires from 66 Sqn FSA
10km NE of Hastings
100%
12.01.40
Bf 109E-4
885
Seufert, Ofw. Bernhard
6./ JG53
yellow 9 + KIA in combat with Spitfire of 421 Flight (Fg Off Hartas)
off Dymchurch, 4-5km SE
100%
of Folkestone
09.01.40
Bf 109E-4
5087
Strasser, Ltn. Herbert
7./ JG53
white 10 + |
POW after combat with Hurricane. parachuted. Shot down
Strand Bridge, Winchelsea,
100%
by Goodman of 85 Sqn
Near Rye
10.02.40
Bf 109E-4
5374
Stronk, Oblt. Siegfried
8./ JG53
black 4 + |
KIA in combat with Spitfires.
Sutherland Avenue, Biggin Hill 100%
30.09.40
Bf 109E-1
6384
Vogel, Uffz. Karl
4./ JG53
white 3 + POW after combat.
Off Beachy Head
100%
11.11.40
Bf 109E-8
4888
Volk, Oblt. Josef
9./ JG53
yellow 12 + |
POW after combat with Hurricane. parachuted.
Peasmarsh, Sussex
100%
30.11.40
Bf 109E-4/B
1145
Wgelein, Uffz. Fritz
5./ JG53
grey 3 + WIA in combat. POW. DOW on 3.12. Poss. grne 3
Court Lodge Farm, Ruckinge
100%
10.02.40
Bf 109E-1
6370
Zag, Gefr. Heinz
8./ JG53
black 3 + |
POW after combat with Spitfire. emergency landing.
Forge Farm, near Goudhurst
100%
23.11.40
Bf 109E-1
4010
Zauner, Ltn. Otto
5./ JG53
grey 12 + POW after combat with Hurricane from 605 Sqn (Sgt Pettit).
Near Smeeth, Kent
100%
Note: Yellow rudder and cowl. Pik-As badge. Dense green camo. Black/white/red spinner
Emergency landing
10.05.40
Bf 109E-4
1564
Zeis, Ltn. Alfred
1./ JG53
white 3 +
POW after combat with Hurricanes of 501 Sqn
Sheerlands Farm, Pluckley
100%
Note: 10 white kill markings; RLM 71/02 patchy camo
30.11.40
Bf 109E-4
5052
Zerr, Gefr. Franz
9./ JG53
yellow 9 + |
Rammed during combat. Notwasserung. Pilot rescued.
Dover area
100%
Poss. gelbe 5
09.03.40
Bf 109E-4
1244
unknown
4./ JG53
white 5 + Emergency landing after combat
Sempy
55%
27.09.40
Bf 109E-4
1168
unknown
6./ JG53
yellow 4 + Combat
Berck-sur-Mer (?)
10%
20.09.40
Bf 109E-1
5175
unknown
7./ JG53
white 12 + |
Emergency landing after combat
Boulogne
5%
26.07.41
Bf 109E-1
2781
unknown
Erg.Gr./ JG53
white 11 +
Crash landing due to engine trouble
Near Vannes
75%
JG 54 Losses
Date
Type
17.11.40
Bf 109E-4
22.12.40
Bf 109E-4/B
30.09.40
Bf 109E-4

W.Nr.
1627
3752
5116

Name
Aspern, Oblt. Roloff von
Bauch, Uffz. Willi
Braatz, Uffz. Wilhelm

Unit
5./ JG54
7./ JG54
9./ JG54

Code
black 1 +
black << + ~
yellow 6

17.11.40
Bf 109E-4
984
Dollinger, Ofw. Wilhelm
5./ JG54
black 9 +
12.08.40
Bf 109E-4
unk.
Dresz, Oblt. Albrecht
Stab III./ JG54
white < +
Note: III Gruppe badge. White stripe on green 70 spinner. Yellow wingtips. Coloured in green 71/02 with same colors as mottle
12.08.40
Bf 109E-4
unk.
Eberle, Ltn. Josef
9./ JG54
yellow 13 +
09.02.40
Bf 109E-1
3470
Elbers, Uffz. Heinrich
8./ JG54
black 2 +

Reason
Stkp. MIA after combat with Spitfires from 41 Sqn
Injured in crash landing due to fuel shortage
KIA in combat
MIA after combat with Spitfires from 41 Sqn
T.O. POW after combat. Emergency landing.
(Also spelled Drewes)
WIA in combat. Belly landing
POW after combat. Emergency landing

Location
Themsemndung
Dairy Farm, Golden Green
near Tonbridge, Kent
Themsemndung
Hengrove near Margate

% Damage
100%
90%
100%

Finns Farm, Kingsnorth,

near Ashford
Note: 8 staffel badge. Green 70/white spinner. Rear half of rudder is white. Appears to be 70/71/65 with large 02 blotching. A/c number is below and in front of cockpit. Thin white outline to Balkenkreuz
11.02.40
Bf 109E-4
1624
Grothe, Ltn. Otto
4./ JG54
white 3 +
MIA after combat with enemy fighters
Near Dungeness
23.11.40
Bf 109E-4
4114
Helmberger, Ogefr. Simon
Stab II./ JG54
black < + Reported lost, believed to have crashed into the sea.
Apparently returned
03.12.41
Bf 109E-4/B
3911
Helmberger, Uffz. Simon
4./ JG54
white 8 +
Killed, crashing into the sea after take-off
Near Cherbourg
15.11.40
Bf 109E-4
1501
Hier, Ofw. Paul
4./ JG54
white 10 + KIA in combat
Off Shoeburyness
16.03.41
Bf 109E-4
5909
Hofe, Oblt. Werner Pichon
Stab./ JG54
black <- + T.O. belly landing due to engine damage.
near Le Mans
Kalau vom
28.09.40
Bf 109E-4
unk.
Hrabak, Hptm. Dietrich
Stab II./ JG54
black << +
Emergency landing after combat with Spitfires
Fl.Pl. Marck
20.10.40
Bf 109E-4
1525
Iburg, Fw. Adolf
9./ JG54
yellow 6
POW after combat with Spitfire of 605 Sqn (McKellar)
North Fording House, near
New Romney
12.10.40
Bf 109E-4
4869
Malischewski, Ltn. Bernard
Stab III./ JG54
bk/wh/bk < | +
POW after combat with Spitfire from 92 Sqn (Sqn Ld Tuck)
Small Hythe, Tenterden, Kent
Poss. WNr 0968
Note: Incomplete III Gruppe badge. Green/white spinner with green 25 tip. Yellow upper cowl (to cockpit) and rudder. Another bizarre JG54 scheme, appears to be primarily 02. 4 white kill markings on rudder
30.09.40
Bf 109E-1
6050
Marcke, Uffz. Fritz
7./ JG54
white 4 (below screen) POW after engine damage in combat. Emergency landing
Rock House Banks, near
Normans Bay, Bexhill, Sussex
28.08.40
Bf 109E-1
6204
Schttle, Fw. Otto
1./ JG54
white 4 +
POW after combat with S/L Denholm of 603 Sqn.
Copt Hill Farm, Capel/Kent
Emergency landing
9.10.40
Bf 109E-4
5327
Schweser, Fw. Fritz
7./ JG54
white 6 +
POW after combat with Thomas of 222 Sqn. Emergency landing Meridan Hunt Farm, west of
Hawkinge
25.10.40
Bf 109E-4
1988
Schypek, Oblt. Joachim
5./ JG54
red 7 +
POW, cause unknown
Walls Farm, Kent
Note: Unfinished II Gruppe badge. Yellow lower cowl and rear 1/2 rudder. 5 black kill markings on rudder. Green/white/red spinner. Cross-hatched 02 camo on sides. Topsides appear to be in greys
09.01.40
Bf 109E-4
1277
Stangl, Oblt. Anton
5./ JG54
black 14 + Stkp. POW after mid-air collision with another Bf 109E
Bonnington, near Ashford, Kent
27.09.40
Bf 109E-4
5165
Steegmann, Oblt. Hans
Stab II./ JG54
black < + Adj. MIA after combat
(Hastings)
25.10.40
Bf 109E-4
5178
Wagner, Ltn.Dr. Ernst
5./ JG54
black 2 +
POW after becoming lost trying to elude fighters.
Galloways, Dungeness
Emergency landing

100%
100%
50%
100%

100%
100%
100%
100%
70%
70%
100%
100%

100%
100%
100%
100%
100%
100%
100%

Reel, Britannia

63

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7:12 pm

Page 64

JG 53 was not the only squadron to experiment with camouflage differences. Yellow 5 of
6./JG 51 is seen here with its pilot and crew, with heavily applied soft patches of RLM 02 on
the upper fuselage causing a very patchy appearance. The 5 and the background of the
Gott Strafe England! badge are in RLM 27, a lighter yellow than RLM 04 (Photo: Wadman)

Oblt. Karl-Heinz Leesman of 2./JG 52 certainly knows how to show a lady a good time, as
evidenced by this whimsical scene (Photo: de Visser via Prien)

27.10.40
Bf 109E-1
3576
Zimmermann, Uffz. Arno
7./ JG54
white 13 (below screen) POW after combat with enemy fighters. Radiator damage
Note: 7 staffel badge. White spinner. Yellow upper cowl and rudder. Appears to be very light grey with same color blotching. A/c number is below and in front of cockpit
26.08.40
Bf 109E-1
3639
5./ JG54
black 4 +
Belly landing due to engine trouble
JG 77 Losses
Date
Type
01.05.41
Bf 109E-4
31.08.40
Bf 109E-4

W.Nr.
1305
5105

Name
Baumgartner, Uffz. Wilhelm
Ehrig, Oblt. Hans-Jrgen

Unit
9./ JG77
1./ JG77

Code
yellow 8 +
white 13 +

8.10.40
14.09.40

966
3854

Escherhaus, Ltn. Heinz

Ettler, Fw. Heinz

1./ JG77
1./ JG77

white 10 +
white 4 +

Bf 109E-4
Bf 109E-1

Reason
Take-off accident
Stkp. POW after combat. Shot down by Robinson of 601 Sqn.
Crash landing
POW after raft opened up in the cabin, forcing him to land!
POW after combat. emergency landing

31.08.40
Bf 109E-1
3652
Evers, Fw. Walter
1./ JG77
white 9 +
POW after combat. DOW. Shot down by MacDonald of 601 Sqn
09.07.40
Bf 109E-4
5811
Goltzsche, Ofw. Gotthard
1./ JG77
white 11 +
POW after combat. Shot down by S/L Johnstone of 602 Sqn
Note: Yellow spinner, cowl (to cockpit) & rudder. white tip to spinner. Camo in greys with heavy, almost solid mottle on fuselage sides
31.08.40
Bf 109E-1
4068
Keck, Uffz. Xaver
1./ JG77
white 8 +
POW after combat. FSA.
31.08.40
Bf 109E-1
6092
Kramer, Fw. Gnther
1./ JG77
white 5 +
POW after combat. Shot down by Taylor of 601 Sqn.
Emergency landing
26.11.40
Bf 109E
unk.
Lange, Hptm. Franz
Stab II./ JG77
black << + Kdr. Before a sortie to England
31.08.40
Bf 109E-1
4448?
Petrenko, Ltn. Bruno
1./ JG77
white 4 +
POW after combat. Crash landing
25.10.40
Bf 109E-4
5104
Raisinger, Gefr. Karl
3./ JG77
brown 13 +
POW after radiator damage in combat. Belly landing
Note: 3 staffel badge. Yellow spinner,cowl & rudder. Camo in greys with heavy mottling on fuselage sides. 4 black kill markings on fin, 3 in front of swaztika, 1 behind
20.10.40
Bf 109E
4007
Wilhelm, Fw. Heinz
3./ JG77
yellow 11 +
POW after combat
17.01.41

Bf 109E-4

LG 2 Losses
Date
Type
14.09.40
Bf 109E

743

W.Nr.
2014

Name
Blazejewski, Uffz.

7./ JG77

white 7 +

Take-off accident

Unit
6.(Schl)/ LG2

Code
yellow 1 + -

Reason
POW after combat with Spitfires from 72 Sqn. FSA

Lydd Marshes

100%

Insel Beveland

30%

Location
Fl.Pl. Dinan
Gates Farm, High Halden

% Damage
50%
100%

Eastry, Kent
100%
Long Barn Farm, Boxley Hill,
100%
near Detling, Kent
Court Farm, Hunton
100%
Rolvenden, near Tenterden,
100%
Kent
between Walderslade and Boxley100%
Shornemead Fort, Gravesend 100%

Brook House Farm, Navestock 100%

Harveys Cross, Telscombe,
100%
near Saltdean, Sussex
Foxhunt Green, Chervey Farm, 100%
Waldron, near Uckfield
Fl.Pl. Dinan
20%

Location
% Damage
Thanet Wood, New Street Farm, 100%
Great Chart, near Ashford, Kent
Off Greatstone
100%
Little Stour River, Wickhambreux 100%
Hawkinge
100%

10.07.40
Bf 109E-4/B
5391
Bley, Uffz.
4.(Schl)/ LG2
white ^ + A
POW after combat. Crashed at sea
09.07.40
Bf 109E-7
5798
Goetting, Uffz, Werner
1.(J)/ LG2
white 11 +
POW after combat. Shot down by Furst of 310 Sqn
09.06.40
Bf 109E-4/B
5567
Gottschalk, Fw. Werner
6.(Schl)/ LG2
yellow ^ + C
POW due to Flak
Note: Front to back, white, blue, white, black spinner. white rudder. 6 staffel badge. Camo in greys with fairly light overall overspray. Black triangle in front of Balkenkreuz
29.10.40
Bf 109E-4/B
5593
Harmeling, Ofw. Josef
4.(Schl)/ LG2
white ^ + N
POW after combat with RAF fighters. Emergency landing. WIA
Langenhoe Wick (Essex)
100%
Note: White/blue/whiteblue spinner, yellow upper cowl and rudder, 4. Staffel badge; Camo is grey with fairly light overall overspray. Black triangle in front of Balkenkreuz
15.09.40
Bf 109E-7
2058
Klick, Uffz. August
3.(J)/ LG2
brown 2 + badge
POW after combat with Spitfires. Emergency landing
Shellness Point, Isle of Sheppey 100%
Note: Yellow cowl (to cockpit), spinner and rudder. 3 staffel badge (in yellow) behind Balkenkreuz. Camo in greens and greys with heavy grey overspray
12.11.40
Bf 109E-7
5941
Kraft, Oblt. Victor
Stab II.(Schl)./ LG2 green ^ + D
POW after combat with Spitfires from 66 Sq. (Fg Off Allen).
Forge Farm, Badlesmere, Kent 100%
Parachuted. Poss. WNr 5491
15.10.40
Bf 109E-7
3734
Lenz, Oblt. Ludwig
Stab I.(J)/ LG2
black < +
KIA after bomb was hit by groundfire
Spruce Lawns, Elham
100%
20.10.40
Bf 109E
2059
Maierl, Uffz. Franz
3.(J)/ LG2
brown 8 +
KIA after combat with 74 Sqn (Mungo-Park). FSA
Chapel Farm, Lenham Heath
100%
09.02.40
Bf 109E-1
3579
Marseille, Fhr. Hans-Joachim
1.(J)/ LG2
white 14 +
crash landing. Now airworthy with Ed Russell in Canada
Fl.Pl. Calais-Marck
50%
10.07.40
Bf 109E-4/B
5566
Mrschel, Uffz.
4.(Schl)/ LG2
white ^ + F
POW after combat. WIA. Crash landing?
Tunbridge Wells
100%
Note: Black triangle in front of Balkenkreuz
10.05.40
Bf 109E-4/B
3726
Pankratz, Fw. Erhardt
6.(Schl)/ LG2
yellow | ^ + M
POW after combat. Emergency landing
Pelsham Farm, Peamarsh
100%
Note: Front to back, white, blue, white, blue spinner. Yellow upper cowl and rudder. 6 staffel badge. Camo in green 71 and grey 02 with fairly heavy grey overspray. black triangle in front of Balkenkreuz
29.10.40
Bf 109E-4/B
5562
Rank, Fw. Max
4.(Schl)/ LG2
white ^ + B
Crashed after combat. Pilot DOW
Goldhanger, Essex
100%
02.10.41
Bf 109E-4
1084
Ryback, Uffz. Karl
1.(J)/ LG2
white 3 +
KIA in combat with Hurricanes of 249 Sqn
Mardyck area
100%
29.10.40
Bf 109E-4/B
4145
Schenk, Oblt. Benno von
5.(Schl)/ LG2
black ^ + S
Stkp. POW after combat with RAF fighters. FSA, DOW
Langenhoe
100%
15.03.41
Bf 109E-7
3725
Seidel, Ofw. Albert
5.(Schl)/ LG2
black ^ + L
KIA, shot down by Hurricane of 615 Sqn (Adj. Lafont)
Off coast of Kent
100%
31.08.40
Bf 109E-4
1399
unknown
3.(J)/ LG2
brown 13 +
Combat. Crashed
Kanal
100%
23.09.40
Bf 109E-7
2057
Unknown
3.(J)/ LG2
brown 1 +
Crash landing after combat
Fl.Pl. Calais-Marck
90%
12.05.40
Bf 109E-4/B
5563
Vogeler, Oblt. Heinz
4.(Schl)/ LG2
white ^ + C
Stkp. MIA, believed shot down by Fg Off OMeara of 421 Flight
100%
30.11.40
Bf 109E-4/B
6223
Wacker, Uffz. Paul
4.(Schl)/ LG2
white ^ + G
POW after combat with enemy fighters. Poss. WNr 6313
South coast of the Isle of Wight 100%
of 2./JG27
Note: Front to back, white, blue, white, blue spinner. Yellow upper cowl and rudder. 3 red kill markings on upper rudder. Camo 75/76 with fairly light overall overspray. black triangle in front of Balkenkreuz
Other unit Bf 109 Losses on Channel Front
Date
Type
W.Nr.
Name
01.07.42
Bf 109E-7
4970
Thne, Uffz. Kurt

Unit
1.(F)/ 123

Code
white S (4U + SH)

15.08.40
Bf 109E-4/B
unk.
Marx, Ltn. Horst
3./ Erpro.210
yellow 3 +
29.10.40
Bf 109E-4/B
2024
Hintze, Oblt. Otto
3./ Erpro.210
yellow 6 +
Note: May have had EGr.210 badge beneath cockpit, but Payne says this staffel used small numbers, and no badges
20.02.42
Bf 109E-7
5949
unknown
Eins.St./ JFS5
white 1 +
20.02.42
Bf 109E-7
6505
Uffeln, Gefr. Friedrich
Eins.St./ JFS5
white 17 +
14.03.42
Bf 109E-7
5949
Langott, Fw. Roland
Eins.St./ JFS5
white 1 +

64

Chapter 7

Reason
POW when engine failed while on recon of Plymouth

Location
% Damage
Mardle Wood, Buckfastleigh,
100%
Devon
Stkp. POW after combat.
Frant
100%
POW after combat with Spitfire from 222 Sqn (Sgt Burgess). WIA Pluckley
100%

Crash landing due to technical failure

MIA, cause unknown
MIA, cause unknown

Fl.Pl. Octeville
Pl.Qu. 00321/05 Ost

b
100%
100%

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Colour Side-views 1

The Bf 109 V1 was rolled out of the factory in late May 1935, and photos were
taken of the aircraft before the registration code D-IABI had been applied

The Bf 109 V3 was the first armed prototype, and was sent to Spain in December
1936 for a period of operational evaluation. When first flown in the summer of
1936, the aircraft carried the registration D-IOQY

The V3 was later repainted with the code 6-1, and a green heart representing
Thuringia, Hannes Trautloft's home town, in the green heart of Germany,
was applied beneath the canopy

Repainted in Spanish markings not long after arrival, the V3 originally

carried the code 6-2 in service
Colour Art Jerry Boucher

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Colour Side-views 2

The Bf 109 V7 was one of the aircraft which took part in the Dbendorf flying meet
in late July 1937. Flown by Dipl.Ing. Carl Francke, the V7 decimated the field
in the climb and dive competition

On November 11, 1937, Dipl.Ing. Hermann Wrster flew the highly modified Bf 109 V13 coded D-IPKY to a new
world speed record of 379.8 mph. The fuselage sides were faired and polished to a high sheen; the color is
speculative, but it appears to be a dark grey in existing photos

Bf 109A coded 6-7, as flown by Ofw. Norbert Flegel with 2.(J)/88 at Santander,
during the Spanish Civil War

Bf 109D-1 of an unknown unit

Colour Art Jerry Boucher

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Colour Side-views 3

Bf 109D-1 of JFS1, circa 1940-41

Bf 109D-1 of ??(J)/88 at La Ciena, Spain in mid-1938

Bf 109D-1 of an unknown unit operating in Poland, September 1939.

One kill marking is shown on the fin

Bf 109D-1 of 12.(N)/JG 2 operating in Norway in the late spring of 1940. 12 Staffel

moved from Trondheim-Vaernes to Kristansand, Gardermoen, and back to
Germany at Kln-Ostheim in the space of six weeks
Colour Art Jerry Boucher

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Colour Side-views 4

Bf 109D-1 of Oblt. Gotthard Handrick, 3.(J)/88

Bf 109A of Ofw. Herbert Ihlefeld, at La Ciena in mid-1938

Bf 109B-1 of J./88, as photographed shortly after delivery. The first batch of 25 B-1s to reach Spain were
delivered in a factory standard 70/71 splinter scheme, and were later repainted in the more familiar
RLM 63 over RLM 65 around the time that the first Cs and Ds reached Spain

Bf 109E-1 of 6./JG 53

Colour Art Jerry Boucher

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Colour Side-views 5

Bf 109E-3 belonging to the Major beim Stab of I./JG 1 during the

French campaign in May 1940

Bf 109E-3 flown by the Gruppen Adjutant of II./JG 51

at Marquise-West, August 1940

Bf 109E-3 of the Gruppen Adjutant of II./JG 77 at Kristiansand-Kjevik in May 1940

Bf 109E-3 of 6./JG 26, at Werl in early 1940

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Colour Side-views 6

Bf 109E-3 flown by the Gruppen Adjutant of II./JG 53 at

Mannheim-Sandhofen in April, 1940

Bf 109E-3 of 7./JG 27 in August, 1940. This may be the aircraft of Uffz. Karl Born
or Oblt. Ludwig Franzisket, both of whom had a number of kills by late August

Bf 109E-3 of Ergnzungstaffel/JG 2 at Le Havre, France in December, 1940

Bf 109E-3 belonging to the Geschwader Adjutant of Stab./JG 53 at

Wiesbaden-Erbenheim, early 1940
Colour Art Jerry Boucher

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Colour Side-views 7

Bf 109E-3 of 1./JG 53 at Darmstadt-Griesheim, in early May, 1940

Bf 109E-4 of 8./JG 77 at Larissa, Greece in April, 1941

Bf 109E-7/trop of 3./JG 27 at Ain-el-Gazala, Libya, in late 1941

Bf 109E-7 of Oblt. Gerhard Schoepfel, Gruppenkommandeur of III./JG 26,

at Abbeville-Drucat, France in January, 1941
Colour Art Jerry Boucher

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Colour Side-views 8

Bf 109E-3 of 13 Letka, Slovakian Air Force, in the spring of 1942

Bf 109E-7 of Stoyan Stoyanov, the leading ace of the Bulgarian Air Force, in 1943

Bf 109E-4 of 6./JG 3 at Colembert, France in September, 1940

Bf 109E-3 of 9./JG 52 (designated JG 28) at Bucharest, Romania in April, 1941

Colour Art Jerry Boucher

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Colour Side-views 9

Bf 109E-3 of 5./JG 26 at Marquise-Ost, France in November, 1940

Bf 109E-3 of 4./JG 26 at Bnninghardt in late 1939

Bf 109E-3 of an unidentifed Jagdfliegerschule

Bf 109E-3 of 1./JG 1 at Jesau in mid-1939

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Colour Side-views 10

Bf 109E-3 of 2./JG 77 at Breslau-Schngarten, July, 1939

Bf 109E-3 of 7th Fighter Group, Romanian Air Force,

Tuzov, Russia, September, 1941

Bf 109E-3 of 4./JG 51, Bblingen, April, 1940

Bf 109E-7 Jabo of 9./JG 27, Kozani, late April, 1941

Colour Art Jerry Boucher

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Colour Side-views 11

Bf 109E-3 of Grupo 5-G-5, mid-1939

Bf 109T-2 of 2./JG 77 at Stavanger-Sola in early 1942

Bf 109T-2 of 4./Jagdgruppe Drontheim at Trondheim-Vaernes in early 1941

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Colour Photos 1

In these stills from a prewar German propaganda film, the changing reflectivity of the 70/71 paint scheme is well illustrated. Also noteworthy is the blue supercharger intake suggesting that
this aircraft may have been attached to the Geschwaderstab. The aircraft in the background is red 4 of 2. Staffel; JG 77 was one of the few units to use the I. Gruppe dot device aft of the
cross, which would suggest this was filmed at Breslau-Schngarten sometime in the summer of 1939

A group of 2 Staffel ground crew are concentrating on a card game while Bf 109E-7/trop
black 2 sits nearby. The aircraft still wears the standard 71/02/65 uppersurface scheme,
although this has been overpainted along the sides with an unusual striped camouflage.
This, in turn, has been overpainted to change the aircrafts number. The cowling is a
replacement item as well

Gen. Erwin Rommels activities in the Libyan desert captured the

imagination of the German people, and Propaganda Kompanie (PK)
photographers did their best to feed that interest. Here, 3./JG 27 has
provided a freshly painted E-7/trop coded yellow 4 as a suitable
backdrop for a color photo which later appeared in Signal

Ostensibly the aircraft of Ltn.

Hans Remmer, this E-7/trop of
I./JG 27 carries the early
desert paint scheme, but also
retains the yellow nose,
rudder, and lower wingtips
from I./JG 27s week-long
tenure in Graz, Austria where
they took part in operations
against Zagreb, Yugoslavia as
part of Operation Marita

76

Colour Photos

Rearming the cowl guns of an E-7/trop belonging to an unidentified unit.

Comfort was the order of the day in the desert, and the ordinarily strict
German dress code went right out the window with daytime temps
soaring above 100 degrees F. The scoured paint on the VDM propeller of
this Emil is noteworthy as well

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This remarkable series of photos shows a group of Italian pilots undergoing a training course with I./JG 1. The 2. Staffel Emil being used as a photo prop displays a wealth of useful detail,
from the grey gun troughs to the red station numbers on the fuselage. The overall tone of the camouflage colors is noteworthy as well; while color photography can be somewhat misleading,
the tone of the 65 is much closer to what we would consider RLM 76, and this is seen in other period color photos as well (Photos: DAmico and Valenti)

Although wartime color photography can be slightly misleading, this

obviously staged Signal photo is useful as it shows an early 1940
transitional scheme of 70/71 uppersurfaces with 65 fuselage sides and
undersurfaces. The uniformly warm tone of the 65 in this and other color
photos is worth noting as well

A pair of Yugoslavian Bf 109E-3s are seen in this posed photograph. The

JKRV received a total of 73 Bf 109E-3s out of an order for 100 prior to
the German invasion of April 1941
A pair of Bulgarian Bf 109E-4 Strelas are seen here on a lowlevel pass. The aircraft are painted in a solid coat of RLM 71 on
the uppersurfaces, with a wide band of RLM 02 down the flanks
of the aircraft. RLM 65 was used on the undersurfaces

Colour Photos

77

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Colour Plan-views 1

The Bf 109 was the first fighter aircraft in

the Luftwaffe to have an uppersurface
camouflage scheme applied. Reflecting a
defensive line of thought, the early
production Bf 109s, from the B-1 through
the early E-3, carried a tightly segmented
splinter scheme applied in 70
Schwartzgrn and 71 Dunkelgrn. Small
changes in the layout of the uppersurface
patterns were made between 1937 and
1939; this overhead view gives a .good
approximation of the most common
variation seen on late B-1s, all C and D
models, and many early Emils

One of the lessons taken from the Polish

campaign was that the very dark
defensive camouflage colors 70 and 71
were not well suited to an air superiority
role. As a result, the undersurface color
65 was extended well up the fuselage
sides, and the uppersurface scheme was
revised to incorporate 71 Dunkelgrn and
RLM 02 in a simplified, angular pattern.
These colors were light enough to
camouflage the aircraft while airborne,
yet dark enough to break up the aircrafts
outline when viewed from above against
the ground. The scheme seen here is
representative of that introduced between
November and December 1939

Colour Art Jerry Boucher

78

Colour Plan-views

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What colour were the later Spanish 109s?

here has been much discussion over the years regarding

the actual colors used on the Bf 109s sent to Spain as
part of the Legion Condor. The release of Ken Merricks
much anticipated Luftwaffe Camouflage and Markings
1933-1945, Vol 1 has added further fuel to this debate,
proposing that the commonly accepted light grey 63 over light
blue 65 scheme may not, in fact, be correct.
The earliest operational Bf 109s to reach Spain were a
batch of A models, which wore an overall silver coating. The
suggestion has been made that the aircraft were in fact in
natural metal, with a very thinly applied translucent surface
protectant applied which carried a very faint greenish tinge.
Photos of operational early aircraft, however, show a very
smooth and uniform surface finish to the aft fuselage
Fig 2

assembly, with no variance in tone or any visible panel lines

between the fuselage stations. This suggests that the panel
lines were taped or puttied, then the assembly was painted,
perhaps in silver. Other areas may well have been in natural
metal, including the fin and forward fuselage; the photo of
6-7 certainly suggests the presence of a natural metal fin,
wing root fillets, cowlings, and forward fuselage section. The
wings also appear to be very uniform, and a photo of
Bf 109A 6-4 taken from above exhibits considerable paint
wear along the inboard wing area where the crew and pilot
would typically tread. This suggests the wings also received a
coat of silver paint.
The first batch of B models to reach Spain carried their
factory finish of 70 and 71 over 65, which has been previously
discussed. With the introduction of the C and D models to
Spain, however, a new color scheme began to appear, and it is
this which causes such puzzlement. The aircraft were
Fig 3

completed in the standard 70 and 71 scheme, but upon arrival

in Spain, received an overall coat of a lighter color on their
uppersurfaces. For many years, it has been suggested that this
color was RLM 63 Hellgrau, but Merrick proposes that the
color used was RLM 62 Hellgrn. No supporting
documentation has been unearthed one way or the other to
date, which leaves us with the tricky task of deducing colors
based on tonal values in old photos. This can be a dodgy
enterprise at best, given the differences between
orthochromatic and panchromatic film, operational
environment, and even the amount of carrier added to the
base pigment by the painter. However, scholarly works such as
those by Merrick, Ullmann, Crandall, and others help us make
an educated guess as to these colors based on known
production practices.
It is those practices which would suggest that 63 would
indeed be the more likely of the two colors used as an overall

This photo shows 6-88

warming up prior to a
mission. The remains of this
exact aircraft are currently in
storage awaiting a buyer and
restoration

Fig 1

Fig 4

Spanish Colours

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Fig 5

Fig 6

upper surface camouflage color. Quoting from Merricks

book, pg. 26:

This unaltered photo of

Dornier Do 17E 27 o 15 from
A./88 is shown to
demonstrate the contrast of
the aircrafts markings
against the camouflage colors
on the aft fuselage; the
colors, from front to rear on
the aft fuselage, are 62
Hellgrn, 61 Dunkelbraun,
and 63 Hellgrau behind the
upper part of the 15

This photograph of Dornier Do

17Es of KG 255 demonstrates
the warm nature of RLM 63,
as well as the sheen of the
aircraft after being freshly
painted (Photo: via T. Fischer)

80

Spanish Colours

From 1936 onwards, 63 replaced 02 as the external

finish. That favoured the rationalization policy of
colours and raw materials since 63 also formed the
base colouring for the new three-colour upper surface
camouflage introduced very early in 1936 for the
new Ju 86 all metal bomber. To the base coat 63
were added segments of 61 and 62 to form a
disruptive pattern, with 65 used for the lower
surfaces. The painting schedule for the Do 17
bomber, which had also entered production that
year, listed 63 simply as Nr. 63 grau.
Given the timeframe of Spanish service and the
extraordinarily rigid instructions regarding the application,
care, and maintenance of the external paint finish on metal
aircraft as documented so thoroughly in Merricks work, it
seems more probable that the officially specified base coat of
63 would be used on the aircraft.
An interesting opportunity to test this theory has recently
presented itself. In mid-2005, a Bf 109E-3 hulk was offered for
sale by William Moore of AeroLocker (www.aerolocker.com).
As it turns out, this aircraft was the second Emil to be sent to
Spain, where it received the code 6 o 88. The aircraft spent its
entire service career in the Spanish Air Force, being
unceremoniously consigned to a dump at the end of its service
life. Fortunately, the remains were recovered, and will form an
excellent basis for a thorough restoration (back to its original
Spanish identity, it is hoped!). Mr. Moore was contacted
regarding this aircraft, and he was gracious enough to supply
several photographs of the tail area, which still retains a good

deal of original paint.

Figures 1 through 5 all show the top and side of fuselage
stations 8 and 9, where the fin fairing bolted to the fuselage
itself. The first thing which is immediately evident is that the
aircraft was originally finished in 70 and 71, as shown by the
close-ups in figures 1 and 2. Figure 3 is a photo taken in ambient
light with no flash; there has been no color correction applied in
this photo. Figure 4, however, is the same shot with the orangeyellow tinge removed via Adobe Photoshop.While still not
perfect, this gives a more realistic interpretation of the colors on
the airframe. Figure 5 is a view of the port side of fuselage
section 9, while figure 6 shows the starboard side of section 9, at
the point where the rudder meets the fuselage. The cold, light
grey tones in these photos are remnants of the oxidized surface
paint; note the chipped areas where the underlying coat of 70
and 71 shows through. In Figure 6, several fresh scrapes in this
paint show a slightly warmer tone, more consistent with a faded
63 Hellgrau, which was quite similar to RLM 02 in tone and
hue. These photos, while not 100% conclusive, do give strong
credence to the theory that 63 was used on the uppersurfaces of
Messerschmitts in Spanish service.
Finally, it cannot be stressed strongly enough that this is not
meant to be taken as gospel; there are far too many variables
at work to definitively declare 63 was used as opposed to 62,
and research still continues on this subject. The interpretations
expressed above are strictly those of the author, and are
certainly open to discussion; the reader is encouraged to study
other published works and photos, and to use their own best
judgment when building a model of a Spanish Messerschmitt.

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This series of photos demonstrates the hazards of interpreting black and white photographs. The pilot in the photo is Lt. Werner Ursinus of 2.(J)/88, and he is seen climbing from his wrecked
Bf 109E-3 coded 6 o 111. The aircraft carried the nickname Brchen (Little Bear), a play on the similarity of Ursinus name to the Latin word for bear (ursus). In the first photo, Ursinus is
still in the cockpit, explaining his situation to a ground crewman. The pristine white spinner and immaculate condition of the paint suggests this aircraft had only recently arrived. The second
photo has had no digital modification or highlighting; this is how the print appears. The third image is the same scene, after conversion and a slight contrast adjustment... note how this can
give a different appearance to the tones in the photo. The last photo is again unmodified, showing the overall scene of Ursinus exit from his damaged aircraft

Bf 109A 6-7 demonstrates the varied natural metal panels along the airframe, with the
smooth rear fuselage assembly appearing to be painted in silver

Bf 109A 6-4 is seen here warming up for another mission. This aircraft was lost on 12 July
1937 with Ltn. Guido Hness being killed in combat. Note the heavy wear along the wing
root area, indicating that the wings were painted

Spanish Colours

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Balkan Domination

Chapter

s the new F model was introduced into service with

the Channel coast squadrons, their tired but faithful
Emils were finally given a rest. Many were sent to the
Ergnzungsgruppen, to help train the flow of neophyte pilots
arriving to take the place of the hundreds of men lost in the
bitter struggle with England since the previous summer.
Others, however, were sent to repair facilities where they were
upgraded to the most current Emil variant, the E-7. Featuring
a slightly improved DB601N with a higher compression ratio,
as well as factory provisions for an external 300 litre
droptank to extend range and strengthened main and
tailwheels to cope with the increase in weight, the E-7 was
still a potent adversary. Indeed, the new Friedrich was only
being introduced piecemeal into the Jagdwaffe, with initial
deliveries comprising 12 each to those Channel front Staffeln
from JG 2 and JG 26 which had the highest-ranking pilots.
Other units which had previously been rotated away from the
Channel zone, such as JG 27 and LG 2, would not be reequipped with the F for some time yet. They would soon find
themselves back in combat, however, in a far different
environment from what they were used to.
After belatedly entering the war on 30 June 1940 with the
sole intention of staking some sort of claim to territory

82

Chapter 8

conquered by Germany, the Italian leader Mussolini soon

grew tired of taking a continual back seat to Hitlers military
successes. Apparently forgetting the debacle of Ethiopia in
1935, when his forces suffered significant losses to the
pitifully equipped Ethiopian Army, Mussolini unilaterally
decided to settle a simmering political score with Greece.
In the early 1900s, following a series of conflicts in the
Balkans, the Kingdom of Albania was established between
Italy and Greece at the insistence of the Great Powers.
Unfortunately, there was precious little organization to the
newly created Albanian state, with the result that both Greek
and Italian forces took over sections of the country while the
remainder of Europe was occupied with the First World War.
The war would soon have its effect on this region, however,
and the Allied Powers contrived to get Greece to enter the
conflict. This led to Allied calls for the abdication of the Greek
king, and the establishment of an Italian protectorate in
Albania. The Italians misread this Allied Call as a mandate to
do as they wished in Albania. At the insistence of the French
and British, they were forced to withdraw an occupying force
sent into Southern Eprius. None of these actions were
satisfactory to the Greeks, anf the Greco-Albanian border
situation remained in flux well into the early 1920s.

Noteworthy in this particular

shot are the narrow yellow
wing bands outboard of the
upper wing crosses, as well
as the antenna mount and
insulator on the port stabilizer
of the aircraft in the
foreground

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Widespread Italian dissatisfaction with how the situation was

being handled led to Mussolini and his followers marching on
Rome in 1922 and staging a popular coup which brought
Mussolinis Fascists to power, with the swaggering Duce
becoming the unquestioned leader of the country.
Taking a lesson from Hitlers recent political successes in
annexing Austria and Czechoslovakia, Mussolini followed suit
by marching into Albania in 1939 and taking over the
country. Greece now found itself with a hostile neighbor
immediately to the west, and began a rearmament program
with the intention of modernizing its forces. No particular
favoritism was shown by the Greeks in where the equipment
originated; PZL P.24 fighters were purchased from Poland,
Fairey Battles and Bristol Blenheims were purchased from
England, and Bloch 151s and Potez 63s were purchased from
France. Greece also maintained a cordial relationship with
Germany, and purchased a number of Henschel Hs 126 and
Dornier Do 22 reconnaissance aircraft as well as several
Junkers Ju 52 transports.
As Hitler rolled to victory after victory, first in Poland and
then through Denmark, Norway, the Netherlands, Belgium,
and ultimately France, Mussolini decided that it was time to
demonstrate that he, too, could lead an army of conquest and
chose Greece as his victim. He naively expected that Italian
forces would be able to sweep into Greece virtually
unopposed, and Italy could then rightfully lay claim to some
degree of military glory. Accordingly, Italian forces attacked
across the Albanian border on 28 October 1940. However,
instead of steamrolling through the Greek mainland,
Mussolinis forces were met with unexpectedly fierce

resistance, and by 8 November, the offensive had turned into

a retreat, with the Greek forces continuing to attack deeper
into Albania.
Three days later, on 11 November, further humiliation was
in store for Il Duce as a large formation of antiquated Fairey
Swordfish torpedo bombers from the Royal Navy delivered a
stunningly effective attack on the Italian Fleet at Taranto,
leaving a number of capital ships sunk or damaged. The only
area where the Italian forces were still having any effect was
in the air, with the Fiat CR.42s and G.50s keeping the brave
but uncoordinated Greek defenders in their PZLs tied up
with continual combat. This allowed the Italian bombers to
get through and wreak havoc on the ground, with an attack
on Salonika in early November proving especially deadly.
The Greeks were no longer fighting this alone, however, as
British forces had been sent to aid in pushing back the
Italian advance. Among the pilots taking part in these
actions was Marmaduke St. John Pattle, known to all and
sundry as Pat. Pattle, who joined the Greek battle in late
November flying Gloster Gladiators with 80 Squadron,
became the best known British pilot in this theatre and is
commonly thought to hold unofficial top honors as the

highest scoring British Commonwealth ace with as many as

52 claims. Unfortunately, as many records did not survive
the subsequent German invasion and British retreat, Pattles
true score may never be known.
Other British forces sent to Greece included the Bristol
Blenheims of 30 Squadron, and the Vickers Wellingtons of 70
Squadron. These groups were in action almost immediately
after the Italian offensive was launched, with the Blenheims
in action from 4 November and the Wellingtons following suit
the next day. The Italian defense against these raids was stiff,
with numerous bombers being lost to the nimble Fiats. The
situation remained relatively unchanged for the next few
months, as increasingly poor weather curtailed operations
through December and early January. With the onset of more
favorable conditions, however, both sides committed everincreasing numbers of forces to the conflict, with the Greek
and British forces successfully holding the Italians at bay.
Such action was bound to draw the attention of Hitler,
although the Greek government did their best to remain on
friendly terms with the Nazi government. Mussolinis actions
had not just proven to be an embarrassment... they had also
inadvertently created a strategic problem for the Germans. By
November 1940, Hitlers enthusiasm for the subjugation of
Britain had waned, and he began laying out the initial plan
for the invasion of Russia. Among the preparations necessary
was the forming of alliances via strong-arm negotiations with
Romania, Bulgaria, Hungary, and Yugoslavia. The vast oil
fields of Romania would provide the fuel for the Wehrmacht
advance eastward, and in order to protect those resources, it
was necessary to have a buffer zone of friendly nations. This
plan was no surprise to the British, and they viewed their
operations from Greece as an ideal staging point for future
raids against the oilfields. By attacking Greece and thereby
inviting an active defense from the British forces, Mussolini
had managed to jeopardize Hitlers carefully laid plans. As a
result, a German military reaction was inevitable.

Brown 10, an E-1/B of 6./JG

54, is seen after a
Fahrwerkschade... a landing
gear failure. II./JG 54
relinquished their older Emils
to JG 77 prior to the start of
Operation Marita, and this
photo gives an exceptionally
clear view of the complex
fuselage camouflage so
typical of II./JG 54

A Romanian officer looks over

the cockpit of yellow 3 as
the aircraft prepare for the
assault on Greece and
Yugoslavia. III./JG 52 had
moved to Bucharest-Pipera in
October 1940, and had been
temporarily redesignated
I./JG 28 for the duration of
their stay; yellow 3 was
therefore a 3./JG 28 aircraft,
actually belonging to 9./JG 52

Seen at Bucharest-Pipera
immediately prior to their
involvement in the Balkan
operation, these Bf 109Es of
3./JG 28 carry full theatre
markings

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This Bf 109E-4 belonging to

the Staffelkapitn of 8./JG 77
suffered an in-flight engine
failure, and the pilot
successfully set the aircraft
down with little further
damage. Note the wide yellow
wingtip markings and the
replacement aft cowling

7:35 pm

Page 84

In the course of preparations for action against Greece, the

Germans had successfully negotiated with Romania,
Bulgaria, and Hungary and brought them into the Axis fold.
Discussions with the Yugoslav government, however, were
held up due to Yugoslavias insistence on not being
committed to combat operations. All seemed set to have
Yugoslavia be the next signatory to the Tripartate Pact, when
three Serbian ministers resigned from the government on 22
March 1941, causing yet another delay. Hitlers patience had
worn extremely thin by this point, and 23 March brought an
ultimatum demanding Yugoslavias signature to the pact
within 24 hours. Another flurry of negotiation took place, and
the Yugoslav government signed on 25 March. Hitlers
satisfaction at having completed the diplomatic preparations
for protecting his oil supplies was short-lived, however. A
mere forty-eight hours after signing the Tripartate Pact, the

Maintenance at the forward

air bases was almost always
performed al fresco, as
typified by this Emil
undergoing an engine change

Yugoslav government was overthrown in a coup led by the

chief of the Air Staff, General Dusan Simonovitch. The
current Regent was replaced with the young Prince Paul, and
Yugoslavias signature on the pact was declared null and void.
When word of this reached Hitler, he flew into a rage, and
immediately amended the Greek invasion plans to include
the rapid and total subjugation of Yugoslavia.
The Yugoslav air force was not particularly large, but there
were a sizeable number of modern, front-line aircraft
available to them. Interestingly, the two mainstays of the
JKRV (Jugoslovensko Kraljevsko Ratno VazduhoplovstvoRoyal Yugoslav Air Force) were two of the primary
antagonists on the Western Front: the Hawker Hurricane I,
and the Messerschmitt Bf 109E-3 (referred to in Yugoslav
service as the Me 109). These were obtained beginning in
1939 as a massive restructuring program was put into place.
At the time of the invasion, the JKRV had 37 Hurricanes and
approximately 61 Me 109s available (out of a total of 73

84

Chapter 8

received), with 29 of the Messerschmitts stationed around

Belgrade to defend the capital. Ranged against this meagre
force were the aircraft of Luftflotte 4 stationed in Austria, with
elements in Rumania and Hungary, and virtually all of
Fliegerkorps VIII, operating from Bulgaria.
The coming attack was fully anticipated, down to the exact
hour; a British liaison officer had advised the Yugoslav
government that operations would commence at 6:30AM on
6 April, and the intelligence was only off by 75 minutes. At
5:15AM, elements of the 2. and 12. Armee struck across the
border, supported by the omnipresent Junkers Ju 87 Stukas.
In the south, operating with the 12. Armee from Bulgaria, the
units subordinated to Fliegerkorps VIII immediately set out to
destroy any JKRV opposition, with their first targets being the
airfields in the region. In the course of the first raid, units of
JG 77 encountered the Me 109s and Ikarus IK-3s of the 6th
Fighter Regiment, with the JKRV pilots being handled very
roughly by the seasoned Luftwaffe combat veterans. 9 of the
Yugoslav Me 109s were claimed by JG 77 pilots along with
one IK-3, although the JKRV actually lost 5 Me 109s outright
with a further six being heavily damaged. Two more raids on
Belgrade through the afternoon were escorted by JG 77 once
again, along with elements of III./JG 54. Among those
claiming victories over fellow Messerschmitt pilots in the
afternoon were Oblt. Hans-Ekkehard Bob of 9./JG 54, along
with Oblt. Gerhard Koall and Ltn. Max-Hellmuth Ostermann.
Meanwhile, to the north, I./JG 27 was temporarily
operating from Graz, Austria, subordinated to Fliegerfhrer
Graz. No air-to-air claims were filed by the pilots of this
Gruppe on the first day of Marita, but one notable Luftwaffe
pilot was to fall foul of the airfield defenses of Ljubljana;
Ofhr. Hans-Joachim Marseille had joined 3./JG 27 from his
previous posting at 1.(J)/LG 2, and his aircraft was hit by flak
on this date. He was able to return safely to Graz, however.
Marseilles former unit was in action as well, with his former
Kommandeur, Hptm. Herbert Ihlefeld, being brought down
by ground fire near Nisch. Ihlefeld was then captured and
beaten by Yugoslav soldiers; he survived this episode to be
repatriated after the capitulation of Yugoslavia.
Oblt. Joachim Mnchebergs 7./JG 26 took a break from
their incessant harassment of Malta to participate in the
invasion on 6 April; they flew a strafing mission against a
field defended by two ancient Avia BH-33s which were
rapidly dispatched by Mncheberg and Klaus Mietusch. Five
days later, 7. Staffel was operating again from its temporary
home at Gela, Sicily, continuing their private war against
Malta, with Mncheberg claiming a pair of Hurricanes and
Mietusch another before the day was out.
7 April day saw the near total annihilation of the JKRV in
the south, with little aerial resistance offered to the bombing
attacks through the day. Records show that three Me 109s
were claimed by 5./JG 54, although two of these were only
listed as probable. Several unescorted JKRV bombing raids
attempted to strike some kind of blow against the German
invaders, but these too were quickly disposed of. 9 April did
bring substantial activity, with III./JG 54 first encountering
two IK-2s of 107 Eskadrila and attempting to shoot them
down. The pilot of one of these aircraft, Sgt. Branko
Jovanovic, successfully tied up both Staffeln of III./JG 54 long
enough for a group of JKRV Hurricanes and Me 109s to
arrive and assist. Jovanovic miraculously avoided damage
during this combat, but one each of the Yugoslav aircraft fell
in the course of the battle. This was effectively the end of
coordinated Yugoslav aerial resistance. With Belgrade in
German hands by the 13th, all but one of the single-engine
Jagdwaffe units involved in the Yugoslav action were sent

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south to aid in the Greek invasion. The sole unit to return to

Germany, I./JG 27 moved to Munich and prepared to ship out
for North Africa.
Actions against Greece had begun on 6 April as well, with
8./JG 27 losing fully half of its 8 aircraft to 33 Squadron
Hurricanes in a well-coordinated attack. With the
introduction of additional units from the Yugoslav theatre, a
dramatic upswing in aerial activity took place on 15 April
when II./JG 77 flew a strafing mission against 33 Squadrons
base at Larissa. 4./JG 77s Ltn. Jakob Arnoldy and Fw. Otto
Khler each downed a Hurricane, but then they were in turn
shot down themselves, evening the days claims at two
victories for each side. III./JG 77, with 1.(J)/LG 2 attached,
was also active in the same area, Elsewhere, II./JG 27 attacked
the Greek base at Kalambaka, and claimed six Greek fighters
in combat, with Oblt. Gustav Rdel of 4. Staffel accounting for
half of this number. The only German fighter loss from this
mission was a II. Gruppe aircraft which crash-landed after
suffering damage from ground fire.
Aerial activity on the 16th was limited to transfer flights,
but the 17th brought an anti-shipping raid where Oblt.
Wolfdieter Huy of 7./JG 77 began an impressive run of
maritime claims by scoring a hit with his Jabo against a 4,000
ton British cargo ship. 9./JG 77 was engaged in a brief combat
with Blenheims the following day, claiming two against one
confirmed British loss, and 33 Squadrons base at Larissa was
overrun on the 20th , as was Trikkala. Activity on this day
was fierce, with II. and III./JG 77 being heavily engaged by 33
Squadron. Oblt. Armin Schmidt, the Staffelkapitn of 9.
Staffel, was killed during this engagement, and Oblt. Kurt
Ubben, the Staffelkapitn of 8. Staffel, was shot down without
injury and retrieved by an Fi 156 Storch from his unit. Ubben
and Lt. Hans Wilhelm Schopper each claimed a Hurricane,
although both of their victims managed to return to their
base, albeit heavily damaged.
II./JG 27 flew escort on a raid against Piraeus on the 20th,
and was engaged by Hurricanes from both 33 and 80
Squadrons. Oblt. Gustav Rdel, the Staffelkapitn of 4. Staffel,
claimed three Hurricanes, while Ofw. Otto Schulz and the

Geschwaderkommodore, Maj. Wolfgang Schellman, claimed a

Hurricane apiece. The RAF admitted the loss of eight
Hurricanes in this engagement, while a ninth suffered
significant damage. Among those lost, however, was
Squadron Leader R.M.S.Pat Pattle of 33 Squadron. Suffering
from influenza and exhaustion, he was the last to take off
from Eleusis to challenge the large Luftwaffe raid that was
headed to attack shipping in Piraeus harbor. His
squadronmate Plt Off W.J. Woods attacked an escorting Bf
110, and Pattle immediately made for another 110 which was
headed for Woods. The remainder of the Zerstrer formation
now fell upon the hapless Hurricanes, and despite Pattles
dispatching another 110 as well as a Bf 109E which may have
belonged to 9./JG 77, Pattles aircraft was set alight, and two

Bf 110s continually attacked the burning fighter as it crashed

into Piraeus harbor. The deaths of Pattle and Woods in this
engagement essentially signaled the end of Allied resistance
on the mainland, and the British hastened their evacuation to
Crete over the following days. The Greek government
surrendered on the 23rd, but attacks continued on the
retreating Commonwealth troops and JG 77 sustained several
more losses to ground fire.
With the entry of German troops into Athens on 27 April,
the Wehrmacht had completed yet another astonishing
victory, albeit against two significantly weaker foes. In three
weeks, Germany had overrun both Yugoslavia and mainland
Greece, dealing the already reeling Commonwealth forces yet
another bitter blow. The final chapter had yet to be written,
however; with Britain still in control of the mountainous
island of Crete and the natural harbor at Suda Bay, the Royal
Navy could still wreak havoc on the Mediterranean sea lanes.
It was decided, therefore, that Crete must be taken at any cost.
On 20 May, the assault on Crete, codenamed Unternehmen
Merkur (Operation Mercury) was launched, with the initial
phase of the attack being led by the elite troops of the
Fallschirmjgern in DFS 230 gliders, while their fellow
airborne troops were parachuted in shortly thereafter.
The Stab./, II./ and III./JG 77 were essentially the sole
remaining single-engine fighter units remaining in the Greek
theatre, with I.(J)/LG 2 still maintaining a partial presence.
Few British aircraft remained in the theatre, as the majority
had been withdrawn to Egypt after suffering continual losses
in the week prior to the invasion. The 32,000 Commonwealth
and approximately 10,000 Greek defenders of Crete
understood that this attack was inevitable, and prepared
defenses as best they could in the few weeks between the fall
of Greece and the launch of Operation Merkur. As such, the
primary role of these fighter units would shift to ground
attack over the coming days, although several aerial battles
did materialize.
In addition to air-to-ground sorties in support of the
German land assault, the Emils of all three Gruppen involved
in the invasion of Crete were also tasked with anti-shipping
sorties, intercepting merchant and navy traffic attempting to
bring reinforcements and supplies to the beleaguered
Commonwealth defenders. On 22 May, the Jabos of JG 77 and
LG 2 were to achieve successes all out of proportion to their
numbers when a 7./JG 77 Emil piloted by Oblt. Wolfdieter
Huy damaged the British cruiser HMS Fiji, with a I.(J)/LG 2
Emil suspected of finishing the job later in the day and

Despite the relatively

undamaged condition of this
JG 52 E-4, believed to be
white 4 of 7. Staffel, it was
unlikely that the machine
returned to service with this
unit. III. Gruppe began
transitioning onto the F model
in May, and their Emils were
sent to various training units

The machines of 8./JG 52 are

seen here at rest, possibly at
Bucharest-Pipera. The narrow
fuselage bands abutting the
Balkankreuz and the barely
visible wing band on the
aircraft in the background
date the photo around April
1941

Balkan Domination

85

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transferring their few completely worn-out Messerschmitts to

III. Gruppe, and III./JG 52 moved down from Bucharest,
Romania to relieve the badly battered II. Gruppe. By this
time, the evacuation of Allied forces was well under way, with
the last troops leaving the island in German hands and
sailing for Alexandria on 2 June.
The men of the three Jagdgeschwadern involved in the
Balkans and Greek operations had driven themselves and
their machines to the point of absolute collapse over the past
eight weeks, with JG 77 being particularly affected. II./JG 27
under Maj. Wolfgang Schellman had left Greece on 11 May to
return to Vienna, where they would rest and refit for the
beginning of a campaign which would see the entire
Wehrmacht tested as never before, and prove to be the Emils
swan song in front-line Luftwaffe service. Twenty days after
the last Allied troops left Crete for Alexandria, thousands of
German troops, tanks and aircraft poured across the Russian
border, marking the start of Operation Barbarossa.
Photographed at Molaoi,
Greece in May or June 1941,
this is an E-7 of an unknown
Gruppenstab. Note that the oil
cooler and radiator flaps are
fully open

Emils from III./JG 27 are

relatively easy to identify in
photos, thanks to their
persistence in applying the
aircrafts individual identifier
on the cowling. Here, a Bf
109E-7 of 8./JG27 is seen in
Greece with full theatre
markings including yellow
wingtips, cowling, rudder, and
fuselage stripe. The aircraft is
also outfitted with an ETC500
centerline fuselage rack

86

Chapter 8

sinking the ship. Huy also hit the battleships HMS Warspite
and Valiant, as did other JG 77 aircraft. Warspite, Valiant, and
other surface vessels which managed to survive the continual
attacks through the week subsequently spent months under
repair, depriving the Royal Navy of their presence at a critical
time in the battle for the Mediterranean sea lanes.
On the 25th, III./JG 77 intercepted a trio of 14 Squadron
Bristol Blenheims from Egypt heading to bomb the German
units which had survived the ferocious anti-aircraft defense
as well as the crash-landings of their Ju 52s on Maleme
airfield. The Fallschirmjger units were particularly savaged
during the fighting, suffering thousands of casualties to the
accurate fire of the well-concealed defense emplacements. JG
77 ensured those Blenheims would not reach Crete, however,
and all three were shot down, with Uffz. Rudolf Schmidt

being credited with two of these claims. A second battle with

Blenheims on the afternoon of the 25th would prove
disastrous for II./JG 77, as the Gruppenkommandeur, Hptm.
Helmut Henz, was shot down and killed by accurate defensive
fire from the British bombers. In another hard-fought
engagement on the following day, II. and III./JG 77
intercepted a formation of Martin Marylands, with Oblt.
Walter Hckner of 6. Staffel claiming two Blenheims as well
as a Hurricane of 274 Sqn. The recently returned
Kommandeur of I.(J)/.LG 2, Herbert Ihlefeld, also claimed a
Hurricane as did his wingman, Ltn. Friedrich Geisshardt. The
final aerial victory in the battle for Crete fell to Oblt. Erich
Friederich of Stab./JG 77, who downed a 274 Sqn. Hurricane
on 29 May. II./JG 77 had been withdrawn several days earlier,

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Losses in the Balkans/Greek Operations

Selected Loss Listings for Balkan/Greek operations. The Jagdwaffe units involved in the eight week campaign through Yugoslavia, Greece, and Crete were heavily engaged at all times,
moving bases so frequently that in one instance, the signals company that was to travel by road and rail to catch up with the operational element never managed to reach the same base
as their parent unit; they did not get back together until after the unit had returned from Greece. Because of the severe operational pressure, recorded losses are significantly less than
what might otherwise be expected; at one point, the entire III./JG 77 could only muster nine serviceable Bf 109s. This operational tempo is reflected in the official loss listings in the
strength reports sent in by the units. Out of a list of approximately 90 losses, only the following 20 had full identifying information for specific aircraft...there just was not enough time to
keep up with the paperwork. This list is provided to give the modeler a few more options than what might ordinarily be available commercially; responsibility for any transcription errors
lies solely with the author.
Type
WNr
Pilot
Unit
Codes
Date
Bf 109E-4
1276
Arnoldy, Ltn. Jacob
4./JG 77
white 5 + 15.4.41
Note: Earlier photographed at Fl.Pl. Mandal Norway in 9.40.
Bf 109E-7
4185
Becker, Oblt. Arno
8./JG 27
black 1 +
6.4.41
Note: Shores says 'black 2'
Bf 109E-7
3282
Borchert, Uffz. Fritz
9./JG 77
black 10 + ^^ 20.4.41
Note: Lockenkopf und Trte Staffelzeichen, yellow rudder.
Bf 109E-7
6399
Bretano, Ltn. von
Stab III./JG 77
black < +
30.5.41
Note: Wolfshead badge, yellow cowling and rudder, 'snakeskin' camo. An ex-II./JG 54 machine
Bf 109E
unk.
Brunsmann,
5./JG 77
black 8 + 22.4.41
Uffz. Heinrich
Bf 109E-7
6435
Eichel-Streiber,
Stab III./JG 77
black << + ^^ 14.5.41
Ltn. Diethelm von
Bf 109E
5376
Faltings, Ofw. Adolf
8./JG 27
black 6 +
6.4.41
Bf 109E-4
5072
Frmming,
8./JG 27
black 8 +
6.4.41
Ofw. Gerhard
Bf 109E-7
5799
Grobe, Oblt. Rudolf
5./JG 77
black 5 + 22.5.41
Note: Prien says 3799--corrected in V.III
Bf 109E-7
4173
Jung, Oblt. Berthold
5./JG 77
black 13 + 20.5.41
Note: Loss report says 'black 3'
Bf 109E-4
Kromer, Uffz. Alfred
9./JG 54
yellow 8 +
15.4.41
Bf 109E-7
4191
Niederhfer, Uffz. Hans 5./JG 27
black 4 + 6.4.41
Bf 109E-7
3334
Niemayer, Fw. Otto
4./JG 77
yellow 9 + 20.5.41
Bf 109E-7
4814
Perrey, Ofw. Herbert 8./JG 77
black 4 + ^^ 16.5.41
Note: Prien says 4914--corrected in V.III
Bf 109E-7
3487
Petermann,
5./JG 77
black 1 +
20.5.41
Ofw. Werner
Bf 109E-7
4918
Rahm, Oblt. Gerhardt 5./JG 77
white <<+ 20.5.41
Bf 109E-7
4952
Rockel, Ofw. Fritz
4./JG 27
white 13 + 20.4.41
Bf 109E-7

1255

Saake, Fw. Dietrich

7./JG 77

white 6 +

Bf 109E-7
6453
unknown
4./JG 27
<B + Note: Yellow rudder, long II. Gruppe bar and rough white rear tail band
Bf 109E-7
6454
Wiesinger,
4./JG 27
white 3 + Oblt. Wilhelm

20.5.41
15.4.41
19.4.41

Circumstance
WIA in combat with Hurricanes of 33 Sq. (F/L
Mackie). FSA. Made perfect belly landing. DOW
Stkp. KIA in combat with Hurricane

Location
near Larissa

% Damage
100%
100%

WIA due to Flak. emergency landing

Rupel Pass, west of

Gephyroudi
Larissa/Piraeus area

Taxiing accident

Maleme, Crete

60%

Crash landing

Almiros

10%

100%

crash landing due to Flak.

Molaoi
Note: Staffelzeichen of 8./JG 54 on nose, yellow tail band
Combat with Hurricane.
West of Gephyroudi
POW after combat with Hurricane. Pilot
West of Gephyroudi
returned on 29.4 after surrender
POW due to Flak
Kythera area

100%

Stkp. POW due to Flak. Ditched along the coast

Chanea, Crete

100%

Crash landing
Noseover due to severe ground conditions
Reported lost due to Flak. Pilot returned
POW after combat with Hurricane of 33 Sq.
(Ramsay). Crash landing
POW after belly landing due to Flak
Note: Returned later?
POW due to Flak.
POW after combat with Hurricane, emergency
landing. Returned after surrender
KIA due to Flak
POW?
Emergency landing due to Flak.

Fl.Pl. Pancevo, Yugoslavia20%

Belica-Nord, Yugoslavia 10%
Crete
100%
Crete
100%

Reported lost after combat, emergency

landing. Returned 24.4

Near Chanea on the

beach
Maleme area
near Monlki, Greece

65%
100%
100%

100%
100%
100%

20km east of
Rethymnon
Bitolj, Yugoslavia

100%

Balkans theatre

100%

30%

Greece had purchased a few Blenheim IVs from England before the
outbreak of hostilities, and Britain transferred more to the Hellenic Air
Force in early 1940

On 6 April 1941, the two main JKRV fighter types opposing the German invasion of Yugoslavia were the
Hawker Hurricane I and the Messerschmitt Bf 109E-3. Here, a license-built Hurricane from Zmaj, serial 2347,
is seen at the time of delivery

Key:
FSA = Fallschirmabsprung,
parachute jump
POW = prisoner of war
MIA = missing in action
KIA = killed in action
WIA = wounded in action
DOW = died of wounds
Stfhr = Staffelfhrer
Stkp = Staffelkapitn
Kom = Kommandeur
T.O. = Technischer Offizier

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Emils in the Sun

Chapter

hile Germany had marched across Europe and

achieved victory after victory, Benito Mussolini,
the elder partner in the Axis alliance, could not
help but begin feeling somewhat jealous of the repeated
successes achieved by Hitlers forces. Wanting to bask in some
of the reflected glory from Hitlers efforts, Mussolini declared
war on a nearly beaten France on 10 June 1940, and Italian
troops began to cross into southern French territory.
However, as depleted and worn out as the French army was,
they still had enough fight left in them to thoroughly repulse
the Italian attack.
On 11 June, as his Alpine forces were meeting with stiff
resistance from the French troops, Mussolini opened a new
phase of the war by commencing air attacks against the
island of Malta. Sitting almost square in the middle of the
Mediterranean, Malta was considered a vital link in
defending the Mediterranean sea lanes. In contrast to other
military weaknesses, Italy possessed a relatively modern navy
which could pose a significant threat to the Royal Navy as
well as commercial shipping traffic. In addition to her surface
fleet, Italy also had a number of bold and aggressive small
craft squadrons which would play a significant role in the
battles to come.

None of this was lost on the British, of course, and they

resolved to offer the strongest defence possible. In August
1940, as the Battle of Britain raged and Fighter Command
was losing dozens of fighters per week, a shipment of 12
Hurricanes was dispatched to Malta to bolster the weak
defences of the island... the only fighters in place at the time
were four heavily worn Gloster Gladiator biplanes. Despite the
numerical advantage of the Italians, the British pilots were
quite successful in combatting attacks on the island over the
next few months. In November, a bold and skillfully executed
attack on the Italian fleet in Taranto harbor resulted in
significant damage to three Italian capital ships, as well as a
number of other ships being successfully attacked. In
addition to this, Italian forces which had launched an
unprovoked attack on Greece just two weeks prior on 28
October, were being forced back across the Greco-Albanian

88

Chapter 9

border by a determined Greek resistance. Instead of

impressing Hitler with the might and power of the Italian
armed forces, Mussolinis ill-thought out gambles were
resulting in heavy losses and substantial embarrassment to
both the Italian and the German leaders.
It was recognized in Germany that some sort of subtle
assistance should be rendered, but pains were taken to ensure
Mussolini still felt the operation was under his control.
Accordingly, in February 1941, a single Jagdstaffel was pulled
from duty on the Channel coast, re-equipped with the
recently introduced Bf 109E-7, and sent south to Sicily. 7./JG
26 set up camp at Gela, Sicily, and from here, Oblt. Joachim
Mncheberg and his men joined the Regia Aeronautica in
applying pressure to the Maltese defenders. Flying their first
mission over Malta on 12 February, 7. Staffel immediately
claimed three 261 Sqn. Hurricanes on a Stuka escort mission.
Ten days later, Mnchebergs men destroyed four more
Hurricanes, with Flying Officer Eric Taylor being among the
fallen Hurricane pilots.
The introduction of the more powerful Bf 109E-7 with its
1175 hp DB 601N was a nasty shock to the Hurricane I pilots,
who could only watch as the German fighters sped off into
the distance, thanks to the 50 mph difference in speed
between the two aircraft. Despite the RAF having a greater
number of both aircraft and pilots, the initiative had
completely passed to the Germans. They dictated the terms of

Pilots and groundcrew of

7./JG 26 pass the time at
Gela, Sicily in the late spring
of 1941. The first aircraft in
the background appears to be
white 14, possibly flown by
Ltn. Hans Johannsen

Although of poor quality, this

photo of a 7./JG 26 E-7 is
interesting as it shows the
300 litre centerline droptank
mounted in preparation for a
long flight. Also noteworthy is
the small vent immediately in
front of the exhaust manifold;
this vent hole has thus far
only been seen on 7. Staffels
Messerschmitts, and was
obviously a field modification,
perhaps to aid in spark plug
cooling much like the small
factory-installed cowling
scoops on the later Bf 109G
models

The Gruppenkommandeur of
the highly successful 7./JG 26
was Ritterkreuztrger Oblt.
Jochaim Mncheberg. He
flew two E-7s during his
tenure in Sicily, coded white
1 and white 12. Here, we
see white 12 with the
centerline drop tank fitted.
The additional vent hole in
front of the exhaust manifold
can be clearly seen as well

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every engagement, and could enter and break off combat at

will. By 2 March, the Hurricane force had been virtually
eliminated through damage or attrition, and 3 Fairey Fulmars
originally belonging to HMS Illustrious were used as
interceptors. Mncheberg, leading a daily freie Jagd with two
other Emils over the island, damaged all three of the Fulmars
and claimed another Hurricane shot down. Two more
Hurricanes were shot down on the 5th, and a Hurricane and a
Martin Maryland were downed on the 7th. A Sunderland
moored in St. Pauls Bay was then used for target practice by
the Schwarm of Messerschmitts, with another group finishing
the job and sinking the hapless flying boat on the 10th.
Five days later, new prey presented itself near Sicily. A
small flight of Vickers Wellingtons was spotted off Sicily, and
Mncheberg launched out of Gela at full power, going nearly
straight up. He zeroed in on the bomber formation, and
attacked a 148 Sqn. machine from below, where the aircraft
was virtually defenseless. This marked Mnchebergs 32nd
kill, and more importantly, it led directly to a decision by the
RAF to move the vulnerable Wellingtons and Sunderlands to
North Africa.
If the British defenders thought that February was a
difficult month, March was to prove doubly so. On 18 March,
261 Sqn. received 12 desperately needed new Hurricanes
from North Africa. Four days later, the 12 pilots of 7./JG 26
destroyed seven of the Hurricanes, killing five pilots, when
the British attempted to intercept a bombing raid being
escorted by the Red Hearts. Oblt. Klaus Mietusch downed
two of the Hurricanes, while Uffz. Ehlen scored his first,
second, and third victories all in this engagement. Most
telling of all, not one single 7. Staffel Messerschmitt suffered
so much as a paint scrape in this slaughter. On 3 April,
another dozen replacement Hurricanes arrived; these were
Hurricane IIs, whose uprated Merlin engines shaved 20mph
off of the speed discrepancy between the older Hurricane
Mark 1 and the Bf 109E-7.
After a 72 hour diversion to take part in the invasion of
Yugoslavia, where Mncheberg and Mietusch each downed
an antiquated Avia BH33E, 7.Staffel returned to Gela on 11
April to continue their mastery of the Maltese skies. By the
first of May, a further 13 Hurricanes had fallen to the guns of
the Messerschmitts, along with yet another Sunderland set
alight in St. Pauls Bay. Mncheberg achieved his 39th and
40th victories on this date- a pair of Hurricanes, naturallywhich qualified him for the award of the Oak Leaves to the
Knights Cross, presented on 7 May. Early May also saw the
arrival of III./JG 27 at Gela, and from the 5th until their
departure for Germany on 20th, this Gruppe experienced the
same level of success as 7./JG 26 had been enjoying since
February. Oblt. Erbo Graf von Kageneck downed four
Hurricanes over this two week period, taking top honors for
III./JG 27 during this period.
25 May 1941 should be a day of celebration for the Maltese,
as this was the day Mncheberg and his men left Gela for

Greece. By way of a goodbye, he led eight of the Staffels Emils

on two unopposed strafing runs against Takali field, leaving
five burning Hurricanes in their wake. In their operations over
Malta from early February to late May 1941, 7./JG 26 had lost
no pilots, and not one single Messerschmitt was damaged an
unheard-of feat. From Sicily, the Staffel moved to Molaoi for a
short time between 31 May and 14 June.
Their next destination would take them to the burning
sands of the Northern Desert in Libya, where they would
share a field at Ain-El-Gazala with I./JG 27. Arriving in April
1941, I. Gruppe had been immediately engaged in combat
around the Tobruk area in support of Gen. Erwin Rommels
Afrika Korps. Flying their first combat mission on 19 April,

This yellow 6 is clearly a

replacement aircraft, as
indicated by the overpainted
Gruppenkommandeurs
chevron behind the cockpit.
Ensuring the radio set was
fully operational at all times
was a vital job for the ground
crew

Ltn. Erbo Graf von Kageneck,

the Staffelkapitn of 9./JG 27,
is seen here warming up his
brown 1 before a mission.
III./JG 27 spent a few weeks
at Gela, Sicily in company
with 7./JG 26 flying
operations against Malta
before transferring to Suwlaki
in Lithuania prior to the
invasion of Russia

Lt. Werner Schroer was shot down in his Bf 109E-7/trop

White 12, WNr 3790 by a Hurricane piloted by Pilot Officer
Spence of 274 Squadron, but four Hurricanes fell to the
Messerschmitts in exchange. Schroer escaped the crash
without injury, but was not quite so lucky two days later,
when he was downed in Bf 109E-7 WNr 4170... very likely
again by Plt Off Spence! A certain Ofhr. Marseille was also
brought down on this day after downing a Hurricane, belly-

Emils in the sun

89

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Losses in the Desert

The following loss listing is by no means comprehensive; it is included to offer the modeler a wider choice of marking possibilities. As always, it is wise to check references for other
aircraft serving in the same unit at the same time to determine what the most likely camouflage combination was before beginning. Any errors in the following transcription are the sole
responsibility of the author.
Type
Bf 109E-7
Bf 109E-7

WNr
6305
1642

Pilot
Borth, Major Roland
Haumann, Ltn.
Hans-Gnther

Unit
Stab III./ZG 1
III./ZG 26

Codes
Date
S9 + AD (green A) 9.1.42
3U + 2
28.2.42

Bf 109E-7

1299

Hlle, Ltn. Fritz

4.(H)/12

6.6.42

Bf 109E-7

3234

Jnger, Uffz. Wilhelm

III./ZG 26

white 11
(aft fuselage)
3U+3

Bf 109E-7

1259

3./JG 27

yellow 13 + (?)

Bf 109E-7

5160

3./JG 27

Bf 109E-7

4835

Marseille, Ofhr.
Hans-Joachim
Marseille, Ofhr.
Hans-Joachim
Mller, Uffz. Max

7./ZG 1

Bf 109E-7

4157

Mrmann, Uffz. Fritz

Bf 109E-7

3487

Bf 109E-7
Bf 109E-7
Bf 109E-7

6414
762
4170

Petermann,
Ofw. Werner
Pickel, Uffz. Hans
Ritter, Ofw. Wilhelm
Schroer, Ltn. Werner

Bf 109E-7
Bf 109E-7
Bf 109E-7
Bf 109E-7
Bf 109E
Bf 109E-7
Bf 109E-7/N
Bf 109E-7

3790
4964
2682
3789
3927
4161
6467
6431

Schroer, Ltn. Werner

Sennholz, Uffz.
Unger, Oblt. Rolf
Unknown.
Unknown.
Unknown.
Unknown.
Unknown.

The fighter units were not the

only squadrons to operate the
Emil in North Africa. Here, an
E-7/trop of either 2.(H)/14 or
4.(H)/12 begins its takeoff
run. These reconnaissance
units worked closely with
Heer (army) units, hence the
H designation

90

Chapter 9

Location

% Damage
100%
Crashed in sea north
100%
of Trapani
(Acroma-El Aden-Gowi) 100%
100%

20.4.41

Injured after colliding with 109E-7 WNr 1642.

Crashed in sea north
Pilot rescued. Unit was using Bf 109s apparently of Trapani.
due to a shortage of Bf 110s. Other sources give
code as 3U + G3
Emergency landing due to engine damage
near Cahela

yellow 6 + (?)

23.4.41

Injured in belly landing after combat

near Tobruk

100%

S9+CR

17.9.42

MIA after crash due to technical fault. Code

reported as CR MIA after combat.

near El Hammam

100%

unknown

100%

near Chanea on the

beach
unknown
unknown
Ain-el-Gazala

100%
100%
100%
40%

Ain-el-Gazala
unknown
unknown
Gela
Tunis El-Aouina
Fl.Pl. Ain-el-Gazala
Fl.Pl. Ain-el-Gazala
not reported

60%
100%
100%
65%
100%
95%
50%
100%

Stab I./Schl.G. 1 S9+ED (should

be green D)
5./JG 77
black 1 +

28.2.42

Circumstance
Kdr. KIA due to enemy fighters
Killed in collision with 109E-7 WNr 3234. Unit
was using Bf 109s apparently due to a shortage
of Bf 110s. Other sources give code as 3U + G2
WIA by Flak

31.10.42
20.5.41

4.(H)/12
4.(H)/12
1./JG 27

white (aft fuselage) 6.6.42

white 6 + 6.6.42
white 11 +
21.4.41

1./JG 27
7./ZG 1
7./ZG 1
8./ JG 27
1./Schl.G. 2
2./JG 27
7./JG 26
2./Schl.G. 2

white 12 +
S9+DR
S9+AR
black 7 (cowl)
3+
black 6 +
white 8 + (?)
S9 + IS (black I)

19.4.41
31.8.42
24.10.42
16.5.41
29.4.43
9.1.41
8.2.41
11.1.42

POW after belly landing due to Flak,

returned later?
MIA, cause unknown
Reported lost, cause unknown. Pilot returned
Injured in emergency landing after combat with
enemy fighters. May have been white 3 (Prien)
Belly landing after combat.
MIA due to Flak. Code reported as DR + -.
MIA due to Flak. Loss report reads S9 + 4R.
Take-off accident.
Found by Brits. Burned.
Destroyed in bombing raid.
Crash landing.
Emergency landing after engine damage.

landing his WNr 5160 with minor injuries. In return,

however, six Hurricanes and two Blenheims were brought
down. Top scorers for the day were two pilots from 1. Staffel,
Ltn. Hans-Jrgen von Mller who brought down two
Hurricanes, and Oblt. Wolfgang Redlich, who claimed a pair
of Blenheims to the north of Tobruk.
Marseille reached his 10th and 11th victories on 1 May,
downing another pair of Hurricanes south of Tobruk.
Sporadic activity resulted in occasional claims over the next
two weeks, but on 15 May, the British began an offensive
against the Afrika Korps, but the Luftwaffe protection was too
strong, and they could not consolidate the temporary gains
they had made. 15 May is also notable as the date that Oblt.
Gerhard Homuth reached his 20th victory, thereby qualifying

80%

Brown 5 of 9./JG 27 is seen in a Sicilian field following a forced landing

due to an engine failure. One of the ammunition canisters for the
fuselage-mounted MG 17s is seen in the foreground

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Key:
FSA = Fallschirmabsprung,
parachute jump
POW = prisoner of war
MIA = missing in action
KIA = killed in action
WIA = wounded in action
DOW = died of wounds
Stfhr = Staffelfhrer
Stkp = Staffelkapitn
Kom = Kommandeur
T.O. = Technischer Offizier

him for the Knights Cross. The following day, Fw. Franz Elles
of 2./JG 27 scored his first victory over a Hurricane south of
Tobruk. Elles would have a total of four victories marked on
the rudder of his attractively painted black 8 when it was
photographed by a PK (Propaganda Kompanie) photographer
for the magazine Signal. In the intervening decades, the
aircraft has been commonly attributed to Lt. Werner Schroer
or Oblt. Gustav Rdel, but as these men served with 1. and 4.
Staffel respectively and had considerably more victories than
shown on this aircraft, it must belong to Elles.
Aside from the failed British Battleaxe offensive launched
on 15 June 1941, the air situation remained fairly static, with
small raids on each side being met and occasional losses
dealt. 7./JG 26 had arrived on the 15th as well, and aside
from the general lack of targets, they continued to lead
charmed lives with the only flying loss to the Staffel between
their arrival in June and departure in late August was an E7/trop which was destroyed in a crash landing at Derna,
Libya on 17 July. I./JG 27 also continued to score piecemeal
during this time, losing Uffz. Heinz Greuel of 1. Staffel and
Lt. Heinz Schmidt of 3./JG 27 in combat in June. While the
occasional loss of a pilot was certainly hard to take, the
continual loss of aircraft due to environmental factors was
rapidly becoming a problem. 7./JG 26 had reported 8 out of
14 Bf 109E-7s being serviceable on 1 July; by 4 August, this
total had dropped to 4 of 11 being ready for operations. The
temperamental DB601N engine was therefore deemed
unsuitable for desert climes, and 7./JG 26 ended their grand
Mediterranean adventure at the end of August. The only two
losses suffered by the entire Staffel were incurred when a Ju
52 carrying several ground crew back to Germany was
attacked by British fighters; two men were severely
wounded, and later succumbed to those wounds.
With the departure of 7./JG 26, another Staffel was rotated
into the theatre in mid-September; II./JG 27 arrived fresh from
a rest and refit period after the hectic pace of the opening
weeks of Barbarossa, and brought with them an aircraft which
would become singularly identified with the North African
theatre, the Bf 109F. I./JG 27 would soon rotate back to
Germany to refit with these aircraft, and when they returned,
they would write themselves into the history books. With the
departure of I. Gruppe, the sole remaining units operating the
Emil as standard equipment in North Africa were 10./JG 27, a
special Jabo unit administratively attached to JG 27, and a pair
of short-range reconnaissance units, 2.(H)/14 and 4.(H)/12 (H
= Heer, indicating an army cooperation unit). These too were
eventually replaced with improved Bf 109F models, and their
tropical Emils sent back to be refurbished and reissued to
training units or other Axis air forces.
A pair of Afrika Korps troops are seen here clowning around on a derelict Bf 109E-7/trop belonging to 3./JG
27. There is a loss attributed to Hans-Joachim Marseille on 23 April 1941 which is listed as possibly being
yellow 6; Marseille was injured in the crash landing of WNr 5160 after combat, with the aircraft coming
down near Tobruk. It cannot be claimed with certainty that this is the same aircraft, but the timeframe and
location of the photo seem to match

Emils in the sun

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Eastern Twilight

10

Chapter

ith the successful conclusion of operations in the

Balkans, the last loose ends on continental Europe
had been tied up, and Hitler was now ready to
unleash his forces on his erstwhile trading partner and coconspirator in the division of Poland, Josef Stalin. Despite
the outward show of amity in the signing of the MolotovRibbentrop Non Aggression Pact of 24 August 1939, each
party held irreconcilable ideological differences, and their
joint dissolution of Poland was merely a matter of mutual
convenience. Hitler had made no secret of his desire to
completely eradicate Bolshevism, and this formed one of the
core concepts of his book Mein Kampf , the wordy
biography written during his incarceration at Landsberg
prison in 1923-24.
Now, Hitler prepared to lead his people into a cataclysmic,
ideological struggle where no quarter was asked and none
given. The brutality of Stalins regime had already seen the
liquidation of tens of thousands of officers in a series of
pogroms through 1937 and 1938. This single-minded
devotion to their interpretation of the Communist ideology
was such that those men returning from Spain after fighting
with the Republican forces were murdered simply due to
their foreign taint. Such actions caused incalculable damage
to the Russian armed forces, and faced with the battlehardened veterans of the German Luftwaffe, the relative
inexperience of the men who replaced those thousands of
dead officers would result in victory claims measured not in
the dozens, but in the thousands.
As III./JG 77 completed their tour of duty on Crete,
massive amounts of men and materiel were already being
gathered along Germanys eastern borders. By mid-June,
more than 3.6 million soldiers stood ready for their Fhrers
command. Among the massive amounts of machinery were
over 3,000 front line combat aircraft. The majority of the
Jagdgruppen were equipped with the superlative
Messerschmitt Bf 109F-2 and F-4, an example of which had
been combat-tested by Maj. Werner Mlders as early as
October 1940. There were still a few Gruppen which were
equipped with the trusty Emil, however; II./JG 27 and II./JG
77 both retained the older aircraft, as did I.(J)/LG 2 and
II.(Schlacht)/LG 2, along with elements of III./JG 52.
On 22 June 1941, the most overwhelmingly destructive
invasion in history was launched against Russia. Covering the
entire border from the Baltic to the Black Seas, thousands of
tanks, hundreds of thousands of vehicles, and millions of
troops began pouring across the Russian border. Above,
hundreds of Luftwaffe bombers headed for Soviet airfields,
escorted by hundreds more fighters. At 0340 hours on 22 June
1941, Oblt. Robert Olejnik, Staffelkapitn of I./JG 3, claimed
the first aerial victory in the East when he downed a
Polikarpov I-16 in his Bf 109F. However, the Emils of II./JG 27
were also active in the central sector on this crucial day, and
Lt. Hans Witzel of 5. Staffel downed two I-15s in the space of
60 seconds at 0354 hours. 4./JG 27 under Oblt. Gustav Rdel

92

Chapter 10

led a Schwarm of Emils on a ground attack mission, each 109

being loaded with 96 individual SD-2 mines. First used to
devastating effect over England the previous fall, the fuses
were set such that the small bombs would explode amongst
the parked aircraft on an airfield. Rdel could not have
imagined that he and his men would find an airfield chock
full of aircraft lined up wingtip to wingtip, as though on
parade. Their SD-2s took a terrible toll of the gathered
aircraft, destroying 45.
It was the same story up and down the front. Incredulous
Luftwaffe pilots returned to base with stories of hundreds
upon hundreds of burning aircraft on the airfields. In the air,
the vast majority of Soviet pilots seemed to lack either ability
or initiative, or in some cases a combination of both; the
vastly more experienced Jagdflieger downed aircraft after

With the onset of winter, the

men of I./Sch.G. 1 continued
to fly ground support
missions in all manner of foul
conditions. This Rotte of E-7s
awaits the takeoff signal for
their next mission; both
aircraft carry four SC50
bombs on their ETC50 racks.

This belly-landed Bf 109E-7

may possibly be the aircraft
of Uffz. Willi Bodden of
II.(S)/LG 2. His aircraft, WNr
820 coded + L, was lost to
unknown causes near Birzniki
on the opening day of
Barbarossa, 22 June 1941,
and Bodden returned to his
unit.

aircraft, scarcely believing their own successes. There were

Soviet pilots who were not inclined to simply serve as targets
for German fighter pilots, however, and one of them
intentionally dove his I-16 into the Emil of Maj. Wolfgang
Schellmann, the Geschwaderkommodore of JG 27. Schellmann
was able to parachute from his damaged aircraft, but was
captured by the NKVD and murdered 48 hours later.
All told, the Luftwaffe reported the total loss of only 61
aircraft of all types on this first full day of war in the East,
with an additional 50 sustaining enough damage to remove
them from operations. However, the Soviet Air Force had
sustained the incredible loss of nearly 1200 aircraft in 24

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hours; 336 of these were downed in aerial combat. Many

pilots downed multiple aircraft in individual sorties, and this
pattern continued over the next few days. On 25 June, II./JG
27 was one of a number of units opposing large Soviet
formations of Tupolev bombers attempting to mount a
counterattack. The bombers were positively savaged, with 25
claims being filed by the men of II. Gruppe alone. Oblt.
Walter Hckner of 6./JG 77 personally claimed eight Tupolev
SBs on this day as well, and Ofw. Reinhold Schmetzer of 8./JG
77 claimed five out of 32 SBs shot down on 26 June. Oblt.
Diethelm von Eichel-Streiber of Stab III/JG 77 added four
Illyushin DB-3 bombers to his score on this date as well. 30
June saw Ltn. Walter Nowotny of JG 54s 9. Staffel become
involved in a scrap with Polikarpov I-153s south of the Baltic
Sea island of sel. He dispatched three of them, but return
fire from his last victim damaged his Bf 109E-7 white 2
enough that he was forced to ditch. As WNr 1137 sank to the
bottom of the Baltic, Nowotny clambered aboard his life raft
and spent three days adrift, finally washing ashore at
Mikelbaka in Latvia.
By 1 July, the outright destruction of the Soviet Air Force
seemed well in hand, with men like Gnther Ltzow, Walter
Oesau, and Werner Mlders increasing their scores by a
factor of five or more every couple of days. As such, II./JG 27
under Hptm. Wolfgang Lippert was recalled to Germany to
re-equip with the latest Bf 109F, and then join their hardpressed squadronmates of 1. Staffel in North Africa. III./JG 27
was also rotated rearwards to Dberitz, leaving their Emils
for other units at Wilna on 1 July. The men of III. Gruppe
remained in Wilna for another 22 days, only leaving for
Germany on 23 July.
III./JG 77 was beginning to receive examples of the F as
well, with the erstwhile anti-shipping specialist Oblt.
Wolfdieter Huy of 7. Staffel flying his white 1, W.Nr. 8334,
from Iasi, Romania. II./JG 77 under Maj. Anton Mader
continued flying the Emil until early December, when they
rotated westwards to Vienna for a three month rest and refit
period during which they transitioned on to the Bf 109F. In
the north, I./JG 77 remained at Stavanger-Sola until a major
reorganization saw the unit renumbered as I./JG 5 on 6
January 1942. The highly successful I.(J)/LG 2 under Hptm.
Herbert Ihlefeld was then renumbered I./JG 77, and Ihlefeld
remained the Gruppenkommandeur through May. I. Gruppe
held onto their Emils much longer than any other JG 77 unit,
with the Bf 109F being introduced while the unit was still
flying operational sorties from Stalino and Konstantinovka.
In the midst of this conversion, Ihlefeld transferred
command of I. Gruppe to one of the best-known pilots of the
Luftwaffe, Maj. Heinz Br, on 11 May, and the next strength
report from Sarabus on 26 May indicated that the last of the
long-serving Emils had been retired.
No matter how many aircraft the Jagdflieger hacked out of
the sky, the Soviet air force was still able to mount missions,
and they were gradually increasing their combat skills to

allow them some chance of survival against the

Messerschmitts. The Soviet army was also being sorely tested
by Jagdwaffe pilots, with II.(Schlacht)/LG 2 under Hptm. Otto
Weiss flying their Emils on Jabo missions nearly around the
clock to help support the eastward advance of the Wehrmacht.
As the front lines of the German offensive moved further and
further east, especially in the central and southern sectors, the
Luftwaffe units were compelled to move from field to field,
often after only a few days. A brief examination of II.(S)/LG
2s movements in the last half of 1941 illustrates this well.
After their involvement in Marita and Merkur in the Balkans,
the Gruppe had moved to Tutow until June, then to Praschnitz
where they flew many of their initial Ostfront sorties. July
found the elements of II. Gruppe scattered in and around
Solzy, where they remained until September when they moved
to Kalinin, near Orenburg. October brought them to StarajaRussa for two months, and the last move of the year in
December took the frozen men and machines of II. Gruppe to
Dugino, where they would remain through the bitter winter. In
March 1942, the unit was transferred to Werl to be rested and
re-equipped with fresh Bf 109E-7s.

In the dry, dusty conditions

prevailing on the Russian
steppes in the summer of
1942, it was essential that the
pilot have guidance to avoid
ground obstacles. Here, a
I./Sch.G. 2 E-7 taxies out for
another mission, with a
member of the ground crew
directing the pilot from his
vantage point on the
starboard wing. The aircraft
carries four SC50 bombs on
the ETC50 centerline rack

The Bf 109E-7 of the

Gruppenkommandeur of
I.(J)/LG 2, Hptm. Herbert
Ihlefeld, is pictured here in
late August or early
September 1941, with 52 kill
markings on the tail. Ihlefeld
had raised his score to 47 on
3 August with the downing of
six Illyushin DB-3 bombers

While in Werl, II.(S)/LG 2 was redesignated I./Sch.G. 1

(Schlachtgruppe), and the unit moved to Nikolayev, on the
Crimean Peninsula, in the first week of May to support the
Kerch offensive. The strength of the aerial support was such
that Kerch was taken on 15 May. It was during this offensive
that the future Messerschmitt Me 262 ace Hermann Buchner
experienced his baptism of fire, and was introduced to the
brutal nature of the Eastern Front in short order. His friend

Eastern twilight

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This E-7 of I./Sch.G. 2 struck

a stationary object with the
port wing, ripping the wing
and engine from the fuselage.
The aircraft is fitted with
remanufactured E-1 wings, as
evidenced by the missing
blast tube cover on the port
wing, just inboard of the MGFF barrel

7:39 pm

Page 94

Ltn. Lange suffered engine damage and had to force-land

behind enemy lines. As his fellow pilots watched from above,
he made a skillful belly landing, and opened his canopy to
await capture from the numerous Russian soldiers. They had
no intention of taking Lange alive, however, and physically
dragged him from his cockpit and began to mercilessly beat
him to his knees. Horrified, the German pilots realized the
Russians were killing Lange before their very eyes, and dove
down to strafe the entire area to bring a swift end to their
comrades suffering and kill as many of the enemy as they
could. When the Schlachtflieger had finished the job, the only

The centerline ETC500 bomb

rack is seen in this photo of a
I./Sch.G. 2 Emil

Key:
FSA = Fallschirmabsprung,
parachute jump
POW = prisoner of war
MIA = missing in action
KIA = killed in action
WIA = wounded in action
DOW = died of wounds
Stfhr = Staffelfhrer
Stkp = Staffelkapitn
Kom = Kommandeur
T.O. = Technischer Offizier

94

Chapter 10

movement visible on the ground was the flame and smoke

billowing from Langes destroyed Messerschmitt.
Following the successful conclusion of the Kerch
operation, I./Sch.G. 1 moved north to Kharkov Rogan to help
stem a Russian breakthrough south of Kharkov itself. For
over ten days, the Messerschmitt pilots did nothing but fly
and sleep when they could to support the Wehrmacht
counteroffensive, and the efforts were successful; the
Russians were stopped by 28 May. The next task assigned to I.
Gruppe would be to provide the 6th Army with air support as

the Wehrmacht pushed across the Don River and towards

Stalingrad. The Gruppe relocated from their recently
occupied field at Slaviansk to Tatinskaya in July, followed
immediately by a transfer to Frolov-West. In the middle of
August, I. Gruppe found itself south of Kallach for a brief
period before moving to Tusow, merely a grass field in the
Russian steppes. Hermann Buchner gave an excellent
description of the area in his biography Stormbird: We stuck
out like peas on a plate, without any protection against the
constant bombardment. Their operations against Stalingrad
continued day after day, although without the same level of
urgency as those launched at Kerch or Kharkov in the spring.
The routine was shattered with a surprise Russian
counteroffensive around Stalingrad, launched on 19
November, and the Gruppe was forced to move back to
Millerovo in late November. The Soviets had now seized the
initiative, and Soviet fighters claimed two of the four I.
Gruppe E-7s lost between 30 November and 19 December.
The brutal weather conditions went from bad to worse, and
the unit found itself flying support missions from Schachty
and Voroshilovgrad in the most foul winter weather
imaginable through January 1943. Another move in February,
this time to Gorlovka, brought I./Sch.G. 1 back to the Donets
Basin area where the Soviets retook Kharkov on 16 February.
This time, it was the Wehrmachts turn to grasp the initiative,
and a tremendous counteroffensive was launched which saw
Kharkov back in German hands by early March 1943. Now
based at Kharkov-North, I./Sch.G.1 had written the final
chapter in the Luftwaffes operational use of the Bf 109E, as
they began to transition onto the Focke Wulf Fw 190F.
Given the critical supply situation across the Eastern Front,
Emils would continue to be found in operational units for
some time yet, but with I./Sch.G.1s transition to an aircraft
vastly better suited for ground attack, the majority of Bf
109Es still wearing the Balkankreuz were to be found serving
in the various training units across the Reich.

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Eastern Losses
The following is a partial list of Bf 109E losses on the Eastern Front. This is by no means a comprehensive listing; rather, these have been provided to offer a wider choice of subjects
when deciding to build a 109 from this theatre of operations. The list has been sorted alphabetically for easier searching, and responsibility for any transcription or data errors lies solely
with the author.
Type
Bf 109E-7
Bf 109E-7
Bf 109E-4
Bf 109E-7
Bf 109E-7

WNr
3357
1789
741
4195
6095

Pilot
Unit
Ameln, Fhr. Kurt
5./JG 77
Andres, Fw. Alfred
1./Schl.G. 1
Arnold, Uffz. Alfred
2./JG 77
Bergmann, Ofw. Georg 9./JG 77
Berres, Ofhr.
3./JG 77
Heinz-Edgar
Beruwka, Fw. Hans
3./Schl.G. 1
Blaurock, Ofw. Friedrich7./JG 77
Bochmann, Uffz. Horst Stab II./JG 77
Bodden, Uffz. Willi
II.(S)/LG 2
Braukmann, Ltn.
2.(J)/LG 2
Broddem, Uffz. Wilhelm4./Schl.G. 1
Czink, Uffz. Karl
6./JG 77
Deicke, Ltn. Joachim 4./JG 77
Dite, Uffz. Julius
4./JG 77

Codes
black 5 + white A + ^
black 14 +
yellow 10 + |
black << +

Date
10.02.41
8.1.42
5.12.42
7.7.41
17.3.42

Circumstance
MIA in combat after Alarmstart
KIA, cause unknown
MIA due to Flak. FSA
POW after combat. Collided with DB-3. FSA
Belly landing. Ihlefeld's old plane

Location
South of Perekop
Kalatsch
Kertsch
Tigkina area
Stalino area

Bf 109E-7
Bf 109E-4/B
Bf 109E-4
Bf 109E-7
Bf 109E-4/B
Bf 109E-7
Bf 109E-4
Bf 109E-7
Bf 109E-7

6392
2012
3764
820
2045
2805
1799
3508
813

Bf 109E-7
Bf 109E-7
Bf 109E-7

1114
6420
5935

Bf 109E-7

3392

Bf 109E-7
Bf 109E-7

5397
4919

Bf 109E-7
Bf 109E-7
Bf 109E-7
Bf 109E

4209
2060
4199
2786

Bf 109E-4

3639

Bf 109E-4
Bf 109E-1

5288
6331

Bf 109E-7
Bf 109E-7

4134
1326

Bf 109E-7

4883

Bf 109E-4

yellow M + ^
yellow 5 +
black < + +L
black 5 +
white R +
yellow 9 + white 10 + white 7 + -

24.8.42
25.7.41
8.1.41
22.6.41
26.6.41
19.3.42
18.8.41
8.1.41
30.9.41

Faslow

Dorfer, Uffz. Albin

Dyck, Ofw. Olav
Fahrenberger,
Uffz. Hans
Fahrenberger,
Uffz. Hans
Fntmann, Gefr. Hans
Grimpe, Fw. Friedrich

8./JG 27
4./JG 77
8./JG 27

black 2 (cowl)
white 12 + black 6 (cowl)

29.7.41
7.1.41
14.7.41

MIA, cause unknown

Reported lost, cause unknown. Pilot returned
MIA after combat. emergency landing.
Reported lost, cause unknown. Pilot returned
Combat
MIA, cause unknown
MIA after combat with I-16
Emergency landing due to Flak
POW after combat during Stuka escort sortie
Died in captivity 3.2.42
Reported lost after combat. Returned on 10.8.41
KIA due to groundfire during Tiefangriff. Burned
Reported lost due to enemy fire. Pilot returned

8./JG 27

black 7 (cowl)

23.7.41

Emergency landing

8./JG 27
7./JG 27

black 4 (cowl)
white 9 (cowl)

27.7.41
28.7.41

MIA after combat

MIA due to engine damage

4./JG 77
2.(J)/LG 2
9./JG 27
4./JG 77

white 3 + black 10 +
yellow 10 (cowl)
white 3 + -

24.10.41
7.10.41
21.9.41
27.8.41

Reported lost in combat. Pilot returned

MIA after combat with I-16s and DB-3s
WIA, cause unknown
KIA in combat with enemy bombers

9./JG 27

yellow 2 (cowl)

21.9.41

Reported lost, cause unknown. Pilot returned

6./JG 77
6./JG 77

yellow 4 + yellow 6 + -

30.10.41
13.7.41

Stkp. Reported lost after combat. Returned

WIA due to Flak. belly landing.

6./JG 77
9./JG 27

yellow 9 + yellow 1 (cowl)

23.6.41
20.8.41

100%
50%

8./Schl.G. 1

black L + ^

30.7.42

MIA due to Flak. Loss report shows W.Nr. 1434 near Kishinew
Stkp. belly landing. Markings: 1 on nose, III
Tschudowo
Gruppe badge, 40+ Abschussbalken on rudder (white?)
MIA due to enemy fighters. emergency landing
Pl. Qu. 1800

3328

Grbling, Uffz. Josef

Guse, Ltn. Hans
Hacker, Uffz. Ewald
Himmelmann,
Ltn. Wilhelm
Hinkelmann,
Ltn. Joachim
Hckner, Oblt. Walter
Horstmann,
Uffz. Herbert
Illner, Uffz. Hans
Kageneck, Oblt.
Erbo Graf von
Katzerowski,
Uffz. Helmut
Kreplin, Ogefr. Heinz

4./JG 77

white 5 + -

7.5.41

100%

Bf 109E-4
Bf 109E-7
Bf 109E-4
Bf 109E-7

5050
3572
6034
1536

Kreplin, Ogefr. Heinz

Kuhn, Uffz. Walter
Kunold, Ltn. Wolfram
Langer, Fw. Hugo

4./JG 77
8./ZG 1
2./Schl.G. 1
1./JG 77

white 5 + 13.7.41
S9 + CS (black C) 13.7.42
black ^ + R
7.4.42
red 5 +
3.1.42

Bf 109E-7

5365

Laster, Fw. Jura

8./JG 77

red 5 + -

Bf 109E-7
Bf 109E-7
Bf 109E-7
Bf 109E-7

4137
unk.
6437
5896

6./JG 77
yellow 6 + 4./Schl.G. 1 (or 2) white U +
2./Schl.G. 1
yellow O + ^
5./JG 77
black 7 + -

28.7.41
24.7.41
6.12.42
13.8.41

Bf 109E-7

4092

Leban, Hptm. Karl

Leicher, Ltn. Otto
Luft, Uffz. Hans
Marschhausen,
FhjGefr. Gnther
Martens, Fw. August

2./JG 77

white 7 +

5.8.42

Bf 109E-7
Bf 109E-7
Bf 109E-7
Bf 109E-4/B
Bf 109E-7

6441
4885
1517
3352
1137

Mejer, Uffz. Heinrich

Mller, Uffz. Rudolf
Neumann, Uffz. Hans
Niederhfer, Uffz. Hans
Nowotny, Ltn. Walter

Stab III./ZG 1
1./Schl.G. 1
1./Schl.G. 1
5./JG 27
Erg.St./JG 54

S9 + DD (green D)13.6.42
white A + ^
17.12.42
white + L
4.7.42
black 7 + 22.6.41
white 2 + 19.7.41

Bf 109E-7

5960

Painczyk, Ofhr. Roman 4./JG 77

white 4 + -

27.11.41

Bf 109E-7
3291
Bf 109E-4/B 6036

Pandel, Fw. Willy

3./JG 77
Paskowski, Gefr. Kurt 5./JG 27

yellow 3 +
black 8 + -

23.3.42
22.6.41

Reported lost after combat with I-16

Kamenez area
Pilot returned
Reported lost due to Flak. Pilot returned
Tiraspol area
MIA due to enemy fighter
near Pestschany
MIA due to enemy fighters
near Stari-Nikolskoje
Lost in combat. Loss report shows WNr 5365;
Alexandrowka
confused with Laster?
MIA, cause unknown. Confused with Langer,
WNr 1536?
KIA, flew into the ground during combat
West of Serby
Reported lost, cause unknown. Returned
Missing from transfer flight, cause unknown
Nikolajew-Schischigry
MIA due to ship's Flak. Listed in losses
South of Otschakow
as Bf 109E-4/B
Reported missing after combat due to fuel
Turkey
problem, emergency landing in Turkey. Pilot returned
KIA, cause unknown
Reported lost due to enemy fighters. Pilot returned Schesstakow
MIA due to enemy fighters
Near Vorozneh
Emergency landing
Grodno
Reported lost after combat and downing 2 Ratas. near Insel sel
Notwasserung. Paddled raft with hands for 3 days to reach sel
MIA after combat, emergency landing on
South of Rostow
Russian side of the lines
MIA after combat, emergency landing
Slawjansk
Injured in emergency landing due to fuel
Ostrolenla/Ostrow
shortage. Knyszyn, Strasse

3.1.42

% Damage
100%
100%
100%
100%
30%

Grigoriupol area
Berzniki
Pl.Qu. 4761
Over Brinowka
Grigoriupol area
near Ischum
Toropez
NE of Kamenez
2 km south of Ljesno,
near Zubki
Szatschkowo, north
of Jarzewo
30 km SW of Bjelej
30 km east of
Welikije-Luki
Bataisk area
Tigkina
Kronstadt area
South of KasatschiLageri
Kronstadt
Sinjawka

100%
100%
100%
100%
30%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%

100%

100%
100%
100%
35%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
continued...

Eastern twilight

95

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Easter Losses continued...

Type
Bf 109E-4

WNr
1314

Bf 109E-7
Bf 109E-7
Bf 109E-4/B
Bf 109E-3
Bf 109E-7
Bf 109E-7

749
4172
707
1572
5039
6216

Bf 109E-7

1416

Bf 109E-7

4189

Bf 109E-7

1962

Pilot
Polscher,
Uffz. Wolfgang
Reinders, Uffz.
Rennert, Ltn. Heinz
Rhorer, Ltn. Franz
Riedl, Uffz. Otto
Riepe, Fw. Ernst
Rietenbach,
Ltn. Herbert
Rder, Gefr. Ewald

Unit
4./JG 77

Codes
black < + -

Date
21.8.41

Circumstance
Location
MIA after combat with I-153. FSA. Shot in chute East of Jagorlyskij

1./Schl.G. 1
3.(J)/LG 2
9./JG 27
3.(J)/LG 2
9./JG 27
Stab. II(S)/LG 2

white M + ^
white 5 + yellow 4 (cowl)
yellow 9 + yellow 11 (cowl)
+G

17.8.42
22.10.41
27.6.41
22.9.41
19.9.41
19.8.41

KIA due to Flak

KIA in combat
MIA, cause unknown
KIA in combat
MIA after combat. parachuted
WIA from combat

3.(J)/LG 2

yellow 5 +

26.9.41

Stab./JG 27

black << +

22.6.41

Stab II./JG 77

black <S +

20.7.41

Injured in crash landing. Loss report shows

Tschaplinka
W.Nr. 4116.
Kom. POW after combat with I-16s. FSA.
near Grodno
Murdered by NKVD
Adj. Struck the ground. Schirmbck's plane,
Balti
but was he flying it?
KIA in combat
Slawjansk
Belly landing. Clausen's old plane
On bank of the Donets
Emergency landing after taking hits to the
Balti
engine. Collided with Kubelwagen
Reported lost, cause unknown. Pilot returned
near Soty
Stkp. emergency landing after hit in radiator. 5th Sambel-Seregigei
and 6th victory on 15.7.41. Six white kill markings on rudder
WIA by Flak
near Taganrog
Reported lost, cause unknown. Pilot returned OK.
Stkp. Reported lost after emergency landing due West of Minsk
to fuel shortage. Plane & pilot returned (28.6)
Defected to the Soviets.
Taganrog
Reported lost after hit in radiator. emergency
landing. Pilot returned 2 days later
MIA, cause unknown
Near Grodno
MIA, cause unknown
Minsk area
Overturned on landing. (may be WNr 2037,
Molodeczno
also with II./JG 27)
Crash landing due to severe ground conditions
Fl.Pl. Mariupol
Reported lost after emergency landing.
Karschinow-Ivanosk
Pilot returned
Defected to Soviets.
Emergency landing after combat with 147th IAP. 8 km NW of Murmansk
Evaded capture and rescued on 28.2
MIA, cause unknown
Pl.Qu. 2946
Reported lost after engine damage, emergency NE of Domnitza
landing. Pilot returned
Killed in crash, cause unknown.
Euba Kymi
KIA due to ground fire during Tiefangriffen.
1 km NE of Ruda

1./JG 77
1./JG 77
8./JG 77

red 6 +
white 4 + x
black 5 +

22.3.42
17.3.42
20.7.41

Bf 109E-4/B 2025
Bf 109E-4/B 1384

Schellmann,
Major Wolfgang
Schirmbck,
Oblt. Georg
Schleif, Fw. Wilhelm
Schlick, Uffz. Horst
Schmetzer,
Ofw. Reinhold
Sdun, Uffz. Gerhard
Setz, Oblt. Heinrich

8./JG 27
4./JG 77

black 2 (cowl)
white 1 + -

28.6.41
21.7.41

Bf 109E-7
3291
Bf 109E-4/B 1159
Bf 109E-7
4199

Stahl, Uffz. Hermann

Stratmann, Uffz. Emil
Strssner, Oblt. Rolf

3.(J)/LG 2
3./JG 77
6./JG 27

yellow 3 + (?)
yellow 3 +
yellow 10 + -

28.12.41
28.6.41
26.6.41

Bf 109E
Bf 109E-7

Supek, Hptm. B.
Taubert, Uffz. Helmut

15(kroat)/JG 52
6./JG 77

green 4 +
yellow 9 + -

27.4.42
26.7.41

Bf 109E-7
1635
Bf 109E-4/B 1651
Bf 109E-7
4187

Toop, Ltn. Paul

Umbach, Ofw. Hans
unknown

II.(S)/LG 2
8./JG 27
9./JG 27

+A
black 1 (cowl)
yellow 5 (cowl)

22.6.41
27.6.41
30.6.41

Bf 109E-7
Bf 109E-7

5207
3429

unknown
Voss, Uffz. Werner

I.(J)/LG 2
7/ZG 1

white 11 + (?)
1.5.42
S9 + FR (white F) 21.7.42

Bf 109E
Bf 109E-7

1506
1093

15(kroat)/JG 52
5./JG 5

green 9 +
red 9 +

5.4.42
26.2.42

Bf 109E-7
Bf 109E-7

1266
6429

Vucina, Oblt. Nikola

Weinitschke,
Uffz. Dietrich
Weiss, Uffz. Helmut
Wempe, Ltn. Friedrich

3./Schl.G. 1
6./JG 77

yellow A + ^
yellow 3 + -

12.11.42
25.7.41

Wempe, Ltn. Friedrich 1.Erg.St./JG 77

Wiesinger,
4./JG 27
Oblt. Wilhelm
Wintergest, Ofw. Eugen 4./JG 77

white 3 +
white 2 + -

30.11.41
23.6.41

white 13 + -

24.9.41

Wollmann, Ofhr. Horst 6.(Schl)/LG 2

Zickerhofer,
4./JG 77
Gefr. Johann
Zuzic, Ltn. Herwig
4./JG 77

yellow L +
white 14 + -

20.8.41
23.9.41

white 7 + (?)

24.9.41

Bf 109E-7
3354
Bf 109E-7
6389
Bf 109E-4/B 3605

1411
5189

Bf 109E-7
3215
Bf 109E-7/N 4914
Bf 109E-7

3632

Bf 109E-7
Bf 109E-7

4184
1614

Bf 109E-4/B 1459

96

Chapter 10

% Damage
100%

Gnikowskoj
Rostow area
Minsk area
Perekop
Kolpino area
Tschudowo

100%
100%
100%
100%
100%
100%
100%
100%
65%
100%
40%
80%
100%
30%
35%
60%
b
100%
100%
100%
100%
20%
65%
100%
100%
100%
100%
100%
100%
100%

POW after collision with Zuzic's WNr 1459. FSA. North of Perekop
Defected, then escaped to fly in JG 1, later KIA
KIA, cause unknown
Tschudowo
KIA in combat
Preobrashenko area

100%

POW after collision with Wintergerst's WNr 3632. North of Perekop

FSA. Defected, then escaped to fly in JG 1, later KIA

100%

100%
100%

MDF9-Chap-11.qxd

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Page 97

The Bf 109 as Trainer

11

Chapter

he Luftwaffe training program in the late 1930s and early

1940s was among the most rigorous in the world at the
time, and the result was a large core of highly skilled and
motivated pilots and aircrew.Air-mindedness was fostered at all
levels by official Party organizations, and a prospective Luftwaffe
pilot would first find himself working with the
Reichsarbeitdienst (RAD for short, the state labor organization)
for a period of time before taking part in basic glider flying with
the Nationalsozialistiches Fliegerkorps (NSFK). From here, the
recruits would spend 6 to 12 months in a Fliegerersatzabteilung
(FEA, later known as a Flieger Ausbildungsregiment, FAR). This
was the equivalent of basic training, where the recruit would
learn basic military skills and doctrine as well as take part in an
extensive physical training regimen.
in unit designations). The A/B referred to the two levels of
aircraft used at this unit; this was based on RLM weight
classifications.A brief table below indicates the differences
between the A and B level aircraft:
A-class aircraft used included the Focke Wulf Fw 44, Bcker
Bu 131, Klemm Kl 25 and 35, and the Heinkel He 72 Kadett.
Larger aircraft were used in the B-class, such as the Gotha Go
145,Arado Ar 65,Ar 66, and Ar 76, and the Messerschmitt Bf
108 Taifun.

As the earlier Jumo-engined variants were replaced in front-line service

by the Bf 109E model, they were sent to training units. This B-1 is fitted
with the deeper windshield retrofitted to the earlier aircraft, and the photo
gives a good view of the interior of the aft upper cowling

Upon successful completion of the FEA/FAR courses, officer

candidates would be sent to a Luftkriegschule (LKS), while other
recruits would move to a Fluganwrterkompanie for
approximately two months where they would study aviation
concepts. Pending successful completion of these courses, the
prospective pilot would then transfer to a primary flight training
unit known as a Flugzeugfhrerschule A/B (abbreviated FFS A/B

Class
A-1
A-2
B-1
B-2

Personnel
1-2
1-2
1-3
4-6

Total weight
Max 500kg
Max 1000kg
Max 2500kg
Max 2500kg

Engines
1
1
1
1

One of the more unusual

marking combinations to be
seen on a Bf 109 is this Erlamanufactured B-1 of the
Flugzeuglehrschule der
Luftwaffe at BrandenburgBriest. Wearing a full 1940era camouflage scheme of
71/02/65, WNr 378 also
features a dark area along
the wingroot to hide exhaust
staining

Registration
D-YAAA thru D-YZZZ
D-EAAA thru D-EZZZ
D-IAAA thru D-IZZZ
D-OAAA thru D-OZZZ

Training at the FFS A/B unit would include 100 to 150 hours
of primary training on A-2 and B-1/2 aircraft, with the first
five hours being dual instruction. Following a solo flight, the
next 25 hours would include takeoffs and landings, basic turns,
and other rudimentary flight maneuvers; aerobatics would
follow once the fledgling pilot was judged to be sufficiently
Ejector stacks much like
those fitted to the DB601
mounted in the Bf 109E were
retrofitted to a number of
Jumo-engined aircraft; one is
seen here at a fighter training
school. The black streak
above the exhaust assembly
is soot gathered on the
downwards-opening spark
plug inspection door

One can only imagine the panic going through the students mind as he stood
on the brakes to avoid ramming the building in the photo; the results of
locking the brakes are seen here, as this D-1 has neatly flipped onto its back

The Bf 109 as trainer

97

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Page 98

The circumstances of this accident are not known, but it is clear that this Bf 109D-1 has seen better days.
This is another aircraft retrofitted with the ejector exhausts

The groundcrew appear to be enjoying a joke at the pilots expense in this

photo of a 2.Staffel Bf 109C or D from an unidentified training unit

The winter of 1939-40 was one of the coldest on record for continental Europe, but training had to continue.
Here, an unidentified Bf 109D-1 taxies out for another training flight. The plated-over lower quarterlight in the
windscreen has a flare tube projecting from it; this may denote a Staffelfhrers aircraft

This particularly happy looking crew is seen servicing a Bf 109C or D

from the 2. Staffel of an unknown Jagdfliegerschule. Note the ejector
exhaust stack assembly on the aircraft in the background

Enjoying the weather on a hot summers day, this trio of mechanics has
gathered by Bf 109E white 18 for a snapshot
Another day, another belly
landing... all in a days work
for the Jagdfliegerschulen.
White 8, a 2.Staffel Bf 109D-1
of an unidentified JFS, is seen
here during recovery
operations after the aircraft
was set down with the gear up

98

Chapter 11

skilled by his instructors. Those pilots who received their Bclass pilots certificate and were selected for fighter aircraft
would then move to a Jagdfliegervorschule (JVS) for primary
fighter training. These schools were equipped with obsolescent
fighters such as the Arado Ar 68E and F, and the Heinkel He
51B, as well as captured foreign aircraft such as the Avia B.534
and Dewoitine D.520. The pilot then graduated from the JVS to
a far more demanding syllabus at a Jagdfliegerschule (JFS).
Upon the successful completion of this course, the pilot would
be assigned to an operational unit. Difficulties in integrating
the new pilots into the highly fluid combat environment in
battles of 1940 led to the introduction of the
Ergnzungsgruppen within individual Jagdgeschwadern. This
fourth Gruppe functioned as an intermediate training ground

for the recently arrived pilots (known as Nachwuchs, to their

squadron mates, literally new growth), which allowed them to
move into front-line operations with a better understanding of
the combat situation.
As the Jagdgeschwadern graduated to newer, more powerful
variants of the Bf 109, the surviving older versions were
transferred directly to the Jagdfliegerschulen, often still wearing
their operational markings. The JFS would then apply their
own designators to the aircraft, frequently consisting of a
number on a colored band around the aft fuselage. The B, C,
and D models were mainstays of the JFS well into 1943, but by
the end of the war, brand new aircraft were being issued
directly to the fighter schools.

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Foreign Users

12

Chapter

The Emils sent to Bulgaria

were well used, as evidenced
by the wear visible on this E4 coded White 7. The
aircraft carried their
identification numbers
repeated below the wings in
black, just outboard of the
national insignia

Bulgaria
Bulgaria took delivery of a total of 19 Bf 109Es, with 10 E-4s
being delivered in June 1940 and another 9 E-7 models being
received in 1941. The aircraft, which received the nickname
Strela (arrow) in service, served as fighters with the 3/6
Orlyak and saw service against American bomber raids in
1943. Poruchyk Stoyan Stoyanov, the leading Bulgarian ace of
WWII with 4 individual victories, opened his score on 1
August 1943 when he shot down a B-24 Liberator which fell
near the village of Kokartzi. His usual mount at that time was
a Bf 109E-4 coded white 4, with the Bulgarian air force serial
4/7047. Other identified Bulgarian Emils are listed in the
table below.

Croatia
Following the German invasion of Yugoslavia on 6 April 1941, a
pro-German Independent State of Croatia (Nezavisna Drava
Hrvatska, abbreviated as NDH) was established on 14 April,
led by Ante Pavelic . This state was divided into two zones of
influence; the Italians controlled areas in the south, while the
Germans oversaw activities in the north. The 4th Fighter
Group, composed of the 10th and 11th fighter squadrons, was
established in July 1941 and their crews sent to
Jagdfliegerschule 4 at Frth for training on the Bf 109. After
conversion training was complete, the 11 Bf 109Es of the 10th
squadron were subordinated to 3./JG 52 at Poltava in late
September, being incorporated as 15.(kroat.)/JG 52, and flew
their first combat missions on 10 October. In December, the
11th squadron joined the unit at Taganrog, and the 4th Fighter
Group was disbanded the following month. In its place, the
10th Reinforced Wing was established with the 7 remaining
Emils from the 10th squadron. The Jagdgruppe continued to
utilize their increasingly worn Emils through July, when the
first Bf 109G-2s began to arrive at Mariupol

Romania
Romania had placed an order for fifty Bf 109E-3s in December
1939, with the first 11 being delivered in the spring of 1940,
and they were delivered to the 57th Fighter Squadron, 7th
Fighter Group at Pipera, near Bucharest. In the fall of 1940,
Hitler successfully brought Romania into the Axis fold, which
brought about a marking change; instead of a red/yellow/blue
roundel, the national marking now became a yellow cross

thinly outlined in blue, whose outer arm ends formed an M in

tribute to Prince Michael, the countrys de facto leader. The
previous roundel was reduced to a small circular device in the
midst of the cross. The remaining Emils were delivered on 18
February 1941, and the 56th and 58th Fighter Squadrons were
added to the 7th Fighter Group at this time.
With the beginning of Operation Barbarossa on 22 June
1941, the 7th Fighter Group was heavily committed to the
battle and scored their first aerial victories on 23 June,
destroying 6 Soviet fighters from a group of 25 without
suffering any losses. The first loss for the ARR was suffered on
5 July, when adj.stg.av. Illie Vatamanu was downed by Soviet
anti-aircraft fire. The following two days saw an additional
three kills over Soviet I-16s credited to the group. Losses for
the 7th Fighter Group continued to mount, although many of

Stoyan Stoyanov was the

leading Bulgarian ace of
WWII, and he is seen on the
right next to his Bf 109E-4
coded white 4. Note the
relatively sharp demarcation
line between the RLM 71 and
RLM 02 on the fuselage side

Bulgaria
The following is a list of positively identified Bf 109Es which served with 15.(kroat.)/JG 52, including fates
of identified Croatian Emils in other units.
Type
Code
Bulg. AF serial
Bf 109E-4
White 1
Unknown
Bf 109E-4
White 2
Unknown
Bf 109E-4
White 3
Unknown
Bf 109E-4
White 4
4/7047
Usual mount of por. Stoyan Stoyanov
Bf 109E-4
White 5
Unknown
Bf 109E-4
White 6
6/7047
Bf 109E-4
White 7
Unknown
Bf 109E-4
White 8
Unknown
Bf 109E-4
White 9
Unknown
Bf 109E-4
White 10
Unknown
Bf 109E-4
Red 11
Unknown
Possibly renumbered earlier aircraft?
Bf 109 E-3
White 12
12/7047
Earlier, rounded canopy; possible replacement aircraft?
Bf 109E-7
White 7
7/7047
Bf 109E-7
White 9
9/7047
Bf 109E-7
White 13
Unknown
Bf 109E-7
White 16
Unknown
Bf 109E-7
White 17
Unknown
Bf 109E-7
White 18
Unknown
Bf 109E-7
White 19
Unknown
Bf 109E-7
Unknown
Unknown
Bf 109E-7
Unknown
Unknown
Bf 109E-7
Unknown
Unknown
With the introduction of large numbers of the more capable Bf 109G, the remaining E-7s were withdrawn
from service in 1944.

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99

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Croatia
The following is a list of positively identified Bf 109Es which served with 15.(kroat.)/JG 52, including fates of identified Croatian Emils in other units.
Type
Bf 109E-7
Bf 109E-7
Bf 109E-3
Bf 109E-4
Bf 109E-4
Bf 109E-4
Bf 109E-4
Bf 109E-4
Bf 109E
Bf 109E-7
Bf 109E-7
Bf 109E-7
Bf 109E-7
Bf 109E-7
Bf 109E-7
Bf 109E-7
Bf 109E-7
Bf 109E-4
Bf 109E-4
Bf 109E
Bf 109E-4
Bf 109E
Bf 109E-1
Bf 109E-4
Bf 109E-4
Bf 109E
Bf 109E-7
Bf 109E
Bf 109E-4
Bf 109E
Bf 109E-1
Bf 109E
Bf 109E-7
Bf 109E-4
Bf 109E
Bf 109E-7
Bf 109E-4
Bf 109E-4
Bf 109E-4
Bf 109E-7
Bf 109E-7
Bf 109E-7
Bf 109E-7
Bf 109E-7
Bf 109E-7
Bf 109E-7
Bf 109E
Bf 109E-7

W.Nr.
950
950
1285
1285
1285
1285
1285
1285
1411
1431
1438
1438
1438
1438
1438
1438
1438
1479
1483
1506
1618
1932
2680
3238
3324
3333
3498
3664
3779
3792
3864
3864
4217
4864
5057
5058
6034
6034
6034
6087
6087
6087
6087
6124
6354
6354
6393
7672

Pilot
Lasta ,J.
Seidel, Ogefr. Willi

Unit
15./JG52
I./NAG 102
Erg.St./JG 51
Gali , C.
15./JG52
Vu ina, N.
15./JG52
Gali , C.
15./JG52
15./JG52
15./JG52
Supek, Hptm. B.
15./JG52
15./JG52
ulinovi , M.
15./JG52
ulinovi , M.
15./JG52
Gali , C.
15./JG52
Gali , C.
15./JG52
D al, F.
15./JG52
D al, F.
15./JG52
15./JG52
Jergovi , I.
15./JG52
15./JG52
Vucina, Oblt. Nikola
15./JG52
15./JG52
15./JG52
15./JG52
15./JG52
15./JG52
15./JG52
15./JG52
15./JG52
15./JG52
15./JG52
Radi , S.
15./JG52
Ferencina, Hptm.
15./JG52
15./JG52
JGr.West
15./JG52
15./JG52
Lasta, J.
15./JG52
Lasta, J.
15./JG52
Kunold, Ltn. Wolfram 2./Sch.G. 1
Mikovi , V.
15./JG52
Mikovi , V.
15./JG52
Mikovi , V.
15./JG52
15./JG52
15./JG52
Martina evi , S.
15./JG52
John, Gefr. Heinz
Erg./JG 51
15./JG52
Boskic, Ltn. Stamkoma 15./JG52

Codes

green 4 +
(Stkz DB+WH)

(Stkz DB+WO)

green 9 +
(Stkz GH+NG)

^ + R (black)

Date
24.3.42
12.5.44
9.1.41
2.3.42
20.3.42
7.4.42
28.4.42
17.5.42
27.4.42
1.10.41
9.2.42
9.2.42
5.3.42
5.3.42
20.3.42
29.3.42
15.7.42
8.3.42
1.6.42
4.5.42
13.6.42
29.4.42
1.6.42
10.6.42
12.12.41
28.3.42
1.1.42
3.5.42
1.6.42
21.4.42
24.3.42
23.4.42
12.5.42
27.4.43
9.6.42
13.5.42
5.3.42
5.3.42
4.7.42
20.3.42
20.3.42
7.4.42
24.4.42
28.3.42
8.3.42
9.4.41
30.4.42
10.2.42

Circumstance
Victory over I-16
Injured in crash due to engine trouble.
Engine trouble.
Victory over R-10
Victory over I-16
Victory over I-16
Landing accident due to engine trouble.
Crash landing due to tire damage.
Defected to the Soviets.
Pilot error.
Victory over I-16
Victory over I-16
Victory over I-16
Victory over I-16
Victory over MiG-3
Victory over I-153
crash landing due to pilot error.
Victory over enemy aircraft
Rammed by Bf 109E-4 WNr 3779 (taking off)
Defected to Soviets.
Taxiing accident.
Flak.
Tire damage.
Undercarriage damage.
Taxiing accident.
Take-off accident.
Taxiing accident.
Undercarriage damage.
Rammed Bf 109E-4 WNr 1483 while taking off.
Crash landing.
Victory over MiG-?
Crash landing due to engine trouble.
Crash landing.
Emergency landing due to technical failure.
Crash landing.
Destroyed in bombing raid
Victory over I-16
Victory over I-16
MIA due to enemy fighters.
Victory over I-16
Victory over I-16
Victory over MiG-3 , 28th victory of squadron
Destroyed in bombing raid
Undercarriage failure.
Victory over enemy aircraft
Injured in crash landing due to pilot error.
Take-off accident.
Pilot injured in belly landing technical failure

One of the first 11 Bf 109E-3s

received by the ARR in the
spring of 1940 displays the
Romanian roundel in
red/yellow/blue; this was
soon replaced with Michaels
Cross when Romania was
pressured into joining the
Axis

the aircraft were able to make it back to their own lines after
being damaged by Soviet ground fire. By the last week of July,
the entire Group was down to only 26 serviceable aircraft.
Escort missions continued into August, and victories
mounted for the ARR pilots, but the loss of the 7th Fighter
Group commander on 21st August, lt. cdor. av. Alexandru
Popisteanu, was a significant blow to the morale of the group.

100

Chapter 12

Location
%
unknown
Klettendorf
Fl.Pl. Marquise
unknown
unknown
unknown
near Uspenskaja
Mariupol-West
(Taganrog)
Fl.Pl. Lemburg
unknown
unknown
Lisonogorskaja
Lisonogorskaja
unknown
unknown
Taganrog-West
unknown
Mariupol
unknown
Mariupol-West
Taganrog
Mariupol
Mariupol-West
Fl.Pl. Taganrog
Fl.Pl. Lemberg
Fl.Pl. Mariupol
Sarabus
Mariupol
Taganrog
unknown
Mariupol
Eupatoria
Fl.Pl. Mont de Marsan
Mariupol
Sarabus
Lisonogorskaja
Lisonogorskaja
near Stari-Nikolskoje
unknown
unknown
unknown
Mariupol
Fl.Pl. Mariupol
unknown
Gelnhausen
Stalino
Mariupol

Damage
15%
30%
n/a
n/a
n/a
20%
65%
100%
45%
n/a
n/a
n/a
n/a
n/a
n/a
35%
60%
100%
50%
30%
35%
40%
60%
25%
40%
65%
10%
30%
n/a
30%
70%
70%
40%
100%
n/a
n/a
100%
n/a
n/a
n/a
100%
15%
n/a
80%
15%
80%

Another four victories were achieved by the ARR pilots

through September, but attrition had reduced the number of
serviceable Emils down to a mere four machines by the
beginning of October. When the group rotated back to
Bucharest, they had achieved a total of 62 confirmed victories
against only six losses. Fifteen new Bf 109E-7s were received in
the spring, and the group remained at Pripera field until being
sent to Tuzov, in the Stalingrad sector, in September 1942.
Here, the 7th Fighter Group was primarily tasked with bomber
escort, and moved from Tuzow to Karpovka in October. A
month later, however, a Soviet winter counteroffensive caught
the unit by surprise, and in the course of an emergency
evacuation to Tachinskaya, seven unserviceable Emils were left
behind, with an additional five aircraft being written off. By the
time the survivors of the winter battles were rotated back to
Romania in January 1943, the 7th Fighter Group had a total of
three Emils remaining out of the original group of 37 that they
had brought to the Stalingrad area. During the rest and refit

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period, the first shipments of new Bf 109Gs arrived for the 7th
Fighter Group. The 5th Fighter Group at Cocargeaua then
began receiving some of the older Emils as replacements for
their Heinkel He 112s and IAR-80s. The 51st Squadron could
only muster four Bf 109E-7s by April, but the 52nd Squadron
had 11 Bf 109s on strength by the end of the year. The 53rd
also flew Emils briefly in 1943, before becoming the first ARR
unit to transition to the new Bf 109G.

Slovakia
The Slovak air force began conversion training onto the
Bf 109E in February 1942, with the unit being declared
operational on 1 July as 13. Letka. The unit was
administratively attached to JG 52 as 13.(slowak.)/JG 52, and
was first deployed to the Kuban area in October 1942 with a
total of 7 Bf 109Es. The first Slovak claims occurred on 28
November in a battle with Soviet I-153s near Tulapse; three
Polikarpovs were claimed against no Slovak losses, but these
were not confirmed. Among the aircraft and pilots taking part
in this action were V. Kriko in Bf 109E-7 WNr 6474, coded
white 12. Other known Slovak Bf 109Es were coded 38, 43, 60,
and 72. 27 well-used Bf 109E-4s and E-7s had been delivered
to the unit by the end of the year.

Switzerland
Impressed by the performance of the Bf 109 prototypes on
display at the Dbendorf flying meet in July 1937, the Swiss
approached Germany about purchasing a number of the
fighters for their own air force. After a series of negotiations
and some behind the scenes maneuvering, the Swiss
purchased 10 Bf 109D-1 fighters, minus weapons, and 50
unarmed Bf 109E-3s with spares as well. The Swiss installed
their own weaponry in the aircraft, installing two 7.45 mm MG
29 machine guns with 960 round magazines each in the
cowling, an additional pair of MG 29s in the wings of the D-1s,
and Oerlikon FF-K 20 mm cannon with 60 round magazines in
the wings of the E-3s. Aside from being of a smaller caliber, the
MG 29 was also fed, cocked, and fired via cables and handles,
rather than the electro-pneumatic feed and firing system of the
MG 17.
Switzerland would depend heavily on her Messerschmitt
fleet as the rest of Europe became embroiled in the Second
World War. The Swiss played no favorites when protecting their
neutrality; on 10 May, a 7./KG 51 He 111H coded 9K + DR flew
into Swiss airspace, and did not heed the warning shots of
Hptm. Hrning and Oblt. Ahl of Fl.Kp. 21, choosing instead to
attempt to evade the Messerschmitts. This proved to be the
Heinkels undoing, as the two Swiss pilots set it alight. It
crashed just on the Austrian side of the border, with the crew
being injured. Six days later, another He 111P of 9./KG 27
became lost in a snowstorm while returning from a raid, and
Oblt. Streiff and Oblt. Kisling intercepted the aircraft,
positioning themselves about 500 meters astern. At this point,
the upper gunner on the Heinkel opened fire on Streiff in
J349, who then returned fire and heavily damaged the
aircraft. The Heinkel disappeared into the clouds, only to
reappear over a Swiss flak battery which caused further
damage; the radio operator and flight engineer parachuted
from the stricken bomber into captivity, while the pilot crashlanded the aircraft near Kemleten and set the remains alight.
A further incursion by a II./KG 53 He 111H coded A1+DM
on 1 June resulted in another successful interception. This
time, the bomber exploded in mid-air, killing all five
crewmen. A damaged KG 55 He 111P coded G1+HS
wandered into Swiss airspace the following day after a heavy
attack from a Dewoitine D.520 of GC II/7. The pilot did not

respond to instructions ordering him to land, and Hptm.

Lindecker proceeded to inflict further damage on the
Heinkel, forcing it down to a reasonable belly landing. After
disassembly the aircraft and inspection, the Heinkel was
returned to Germany.
In Germany, Gring was positively outraged by these losses,
and on 4 June he ordered a KG 55 He 111 along with a heavy
escort of II./ZG 1 Bf 110s to fly over the border back and
forth, intentionally attempting to provoke a Swiss response.
The result was not exactly what he had hoped for; one Bf 110C
of 6./ZG 1 was shot down outright, crashing in France, a
second was heavily damaged and seen in a dive over the
border, and the Heinkel was also spotted headed north with a
heavy trail of smoke. The Swiss lost Lt. Rudolf Rickenbacher
in Bf 109D-1 J-310; his aircraft was set alight, and in
attempting a hard aerobatic maneuver, he was thrown from
the aircraft with sufficient force to rip the seatbelts and cause
his parachute to open prematurely. The parachute tore straight
through, and Rickenbacher fell to his death. After further
combat on the 8th which saw the loss of a single antiquated
Swiss biplane against four more Bf 110Cs from II./ZG 1, the
diplomatic traffic between Bern and Berlin increased
significantly. Fortunately, these incidents were allowed to
quietly die away, and no further encounters between the
Luftwaffe and the Swiss Fliegerkompanie were noted.
From 1943, the primary visitors to Switzerland were
damaged USAAF bombers from the 8th and 15th Air Forces
which would be escorted to Dbendorf or another suitable
base nearby, and the crews and aircraft interned. There were
isolated incidents of jumpy turret gunners opening fire on the
Swiss Messerschmitts, but this was rare, and the only
significant combat to take place occurred on 5 September
1944, when a pair of 339th Fighter Group P-51s flown by
1st.Lt. Erickson and 2nd. Lt. Ostrow mistook two Swiss Emils
for German aircraft, and dove to attack them with fatal results.

The first Bf 109s to enter

Swiss service were 10 D-1s,
most of which survived into
the late 1940s. Here, Bf
109D-1 W.Nr. 2302 is seen in
full 1944-era markings; these
highly visible red and white
stripes were added to
indicate their neutrality, but it
was soon found that these
stripes closely resembled the
D-Day markings added to US
aircraft around the same time
(Photo: via Hoch)

With the installation of the

MG 29, the upper cowl
configuration changed on the
E-3s in Swiss service. Here,
the cowling of J-374 is seen
after a belly landing (Photo:
via Hoch)

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Swiss
The following is a comprehensive list of all Swiss Bf 109D-1s and E-3s, based on the exhaustive service history listing of every Swiss Messerschmitt originally compiled by Georg Hoch.
Model
Bf 109D-1
Bf 109D-1
Bf 109D-1
Bf 109D-1
Bf 109D-1
Bf 109D-1
Bf 109D-1
Bf 109D-1
Bf 109D-1
Bf 109D-1
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3

102

Chapter 12

WNr
2297
2299
2295
2298
2300
2301
2302
2303
2304
2305
2159
2160
2161
2162
2163
2164
2165
2166
2167
2168
2169
2170
2171
2172
2173
2174
2175
2176
2177
2178
2189
2190
2191
2192
2193
2194
2195
2196
2197
2198
2362
2363
2364
2385
2386
2403
2404
2405
2406
2407
2408
2409
2420
2421
2422
2423
2438
2425
2426
2427
2428
2429
2430
2431
2432
2439
2440
2441
2442
2351

Code
J-301
J-302
J-303
J-304
J-305
J-306
J-307
J-308
J-309
J-310
J-311
J-312
J-313
J-314
J-315
J-316
J-317
J-318
J-319
J-320
J-321
J-322
J-323
J-324
J-325
J-326
J-327
J-328
J-329
J-330
J-331
J-332
J-333
J-334
J-335
J-336
J-337
J-338
J-339
J-340
J-341
J-342
J-343
J-344
J-345
J-346
J-347
J-348
J-349
J-350
J-351
J-352
J-353
J-354
J-355
J-356
J-357
J-358
J-359
J-360
J-361
J-362
J-363
J-364
J-365
J-366
J-367
J-368
J-369
J-370

Rec'd
19.1.39
19.1.39
17.12.38
10.1.39
5.1.39
10.1.39
7.1.39
10.1.39
19.1.39
5.1.39
5.7.39
20.6.39
20.6.39
7.5.39
20.6.39
20.6.39
23.6.39
28.6.39
23.6.39
24.6.39
28.6.39
24.6.39
27.6.39
27.6.39
28.6.39
27.6.39
27.6.39
27.6.39
28.6.39
29.6.39
29.6.39
29.6.39
29.6.39
29.6.39
30.6.39
30.6.39
30.6.39
30.6.39
30.6.39
30.6.39
10.10.39
8.10.39
8.1.39
10.10.39
10.10.39
8.10.39
10.10.39
12.10.39
26.10.39
26.10.39
26.10.39
7.11.39
26.10.39
7.11.39
7.11.39
16.12.39
16.4.40
15.12.39
6.4.40
20.12.39
9.4.40
20.12.39
18.12.39
14.4.40
5.4.40
20.12.39
15.12.39
16.12.39
25.4.40
16.12.39

SOC
28.12.49
28.12.49
9.2.48
28.12.49
28.12.49
28.12.49
28.12.49
2.9.47
28.12.49
4.6.40
28.12.49
3.3.40
3.3.40
7.6.39
20.11.46
26.6.42
28.12.49
14.8.48
14.8.48
9.5.47
28.12.49
24.4.40
14.8.48
28.12.49
28.12.49
28.12.49
14.8.48
14.8.48
14.8.48
14.8.48
14.8.46
23.12.46
14.8.48
7.7.44
14.8.48
14.8.48
20.11.46
14.8.48
2.10.46
28.12.49
14.8.48
14.8.48
14.8.48
2.10.46
7.7.47
14.8.48
23.12.46
23.12.46
8.2.45
1.10.46
14.8.48
14.8.48
27.6.46
12.10.43
28.12.49
14.8.48
14.8.48
14.8.48
14.8.48
28.12.49
28.12.49
14.8.48
14.8.48
29.3.45
10.8.42
10.8.42
14.8.48
24.6.42
14.8.42
14.8.48

Pilot

Unit

Bachofner, H.

Kdt.Rgt.4

Rickenbacher, R.

Fl.Kp. 15

Streiff, V.

Fl.Kp. 21

Suter, G

KTA

Nipkow, G

Fl.Kp. 9

Aschwanden, E

Fl.Kp. 9

Wannenmacher, E

Fl.Kp. 21

Brenzikofer, F

Fl.Kp. 9

Klichenmann, P

Fl.Kp. 9

Vivian, E
de Pourtales, L

Fl.Kp. 9

Ernst, F.

Fl.Kp. 15

Arn, F.
Fleury, M.

Fl.Kp. 15
Fl.Kp. 6

Rosenmund, P.
Brocard, A.

Fl.Kp. 6
Fl.Kp. 6

Wild, J

Fl.Abt.5

Cause
Disposed
Disposed
Crash landing, destroyed
Disposed
Disposed
Disposed (received new fuselage in 8/42)
Disposed
Disposed
Disposed
Shot down by Bf 110 of ZG 1
Disposed
Destroyed in crash
Disposed
Destroyed in crash. Pilot KIFA.
Disposed
Destroyed in crash. Pilot KIFA.
Disposed
Disposed
Disposed
Destroyed in crash; oxygen system failure. Pilot KIFA.
Disposed
Destroyed in crash; engine failure. Pilot WIFA.
Disposed
Disposed
Disposed
Disposed
Disposed
Disposed
Disposed
Disposed
Disposed
Disposed
Disposed
Destroyed in crash; wing failure in flight. Pilot KIFA.
Disposed
Disposed
Disposed
Disposed
Destroyed in crash; collision with J-344, pilot KIFA.
Disposed
Disposed
Disposed
Disposed
Destroyed in crash; collision with J-339, pilot KIFA.
Written off in emergency landing after engine failure
Disposed
Disposed
Disposed
Written off in crash due to bad weather; pilot FSA, OK
Disposed
Disposed
Disposed
Written off in forced landing after prop pitch failure. Pilot WIFA.
Destroyed in crash after running out of fuel. Pilot FSA, OK
Now on display at Dbendorf
Disposed
Disposed
Disposed
Disposed
Disposed
Disposed
Disposed
Disposed
Disposed
Destroyed in crash; collision with J-366, pilot FSA, OK
Destroyed in crash; collision with J-365, pilot FSA, OK
Disposed
CFIT, hit mountain. Pilot KIFA.
Disposed
Disposed

Location

Meringen

Bocourt
Ottikon
Altenrhein
Schallenberg

Anenfirn VS
Mollis

Kgiswil

Raron

Raron
Fribourg

Erwil

Yverdon
Isenfluh BE

Gerzensee
Gerzensee
Pilatus

MDF9-Chap-12.qxd

Model
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3
Bf 109E-3

6/11/05

WNr
2352
2353
2354
2355
2356
2357
2358
2359
2360
2361
2373
2374
2375
2376
2377
2378
2379
2380
2381
2392
2301 (mostly)
spares
spares
spares
spares
spares
spares
spares
spares

7:43 pm

Code
J-371
J-372
J-373
J-374
J-375
J-376
J-377
J-378
J-379
J-380
J-381
J-382
J-383
J-384
J-385
J-386
J-387
J-388
J-389
J-390
J-391
J-392
J-393
J-394
J-395
J-396
J-397
J-398
J-399

Page 103

Rec'd
20.4.40
10.4.40
15.4.40
23.4.40
2.12.39
9.4.40
27.4.40
20.4.40
12.4.40
26.4.40
25.4.40
27.4.40
20.4.40
16.4.40
16.4.40
15.4.40
5.4.40
6.4.40
12.4.40
20.4.40
28.4.44
18.7.45
10.9.45
7.12.45
7.12.45
7.12.45
21.12.45
10.1.46
19.3.46

SOC
20.11.46
20.11.46
14.8.48
28.12.49
14.8.48
14.8.48
28.12.49
5.9.44
14.8.48
27.6.46
26.4.48
28.12.49
28.12.49
14.8.48
14.8.48
28.12.49
28.12.49
28.12.49
14.8.48
28.12.49
28.3.47
28.12.49
28.12.49
22.5.47
28.12.49
28.12.49
28.12.49
28.12.49
28.12.49

Pilot

Unit

Treu, P.

Fl.Kp. 7

Bueche, JP.

Fl.Kp. 8

Cause
Location
Disposed
Disposed
Disposed
Disposed
Disposed
Disposed
Disposed
Shot down by P-51, USAAC; pilot KIA
Neauffoltern
Disposed
Disposed
Disposed
Disposed
Disposed
Disposed
Disposed
Disposed
Disposed
Disposed
Disposed
Disposed
Aircraft built by Buochs from fuselage of Bf 109D J-306 and spares
Disposed
Disposed
Crashed due to bad visibility; pilot KIFA
Montfaucon
Disposed
Disposed
Disposed
Disposed
Disposed

Oblt. Paul Treu in J-378 was killed in the crash of his

Messerschmitt, while Oblt. Heiniger belly-landed his heavily
damaged J-324 and survived the encounter.
After the war, the Swiss constructed a further six Bf 109Es
from spares, all of which were fitted with the locally developed
Escher-Weiss propeller. Some of these propellers were fitted to
German-built aircraft as well, but they did not perform as well
as the VDM units. Eventually, all but one of the surviving early
Messerschmitts in Swiss service were struck off charge
between 1946 and 1949.

Spain
Officially, Franco remained neutral during the Second World
War, but he only declared his neutral status after diplomatic
pressure from the US in 1944. Earlier, however, there were a
number of Spanish volunteer units which fought alongside the
Wehrmacht. One of the more celebrated formations was the
Patrulla Azul, or Blue Squadron- so named for the blue
uniforms worn by the Falangists. Established in Spain in July
1941 under the command of Angel Salas Larrazabal, a wellknown Nationalist ace with 17 aerial victories in the Spanish
Civil War, the unit trained at JFS 1 in Werneuchen, and received
12 Bf 109E-4s and E-7s in September 1941. They arrived at
Moschna airfield in late September and were incorporated into
JG 27 as 15.(Span.)/JG 27. The 17 Spanish pilots acquitted
themselves well in the four months they spent in Russia,
scoring 10 victories against the loss of two pilots killed. The

unit was ordered to return to Spain and disestablished in

Madrid in January, 1942. In June, another formation of Spanish
pilots was established in Bordeaux with a mix of Bf 109Es and
Fs, and was sent to Orel as 15.(Span.)/JG 51. The unit remained
in the Orel area until November, when they returned to
Bordeaux and completely converted onto the Bf 109F.

A Bf 109E-7 of 15.(Span)/JG
27 is seen at Moschna
airfield in late 1941

Yugoslavia
After protracted negotiations, 100 Bf 109E-3s and 25 extra DB
601s, with associated spares, were to be delivered from April
1939. In the event, only 73 Emils had entered Yugoslav service
before the German invasion of April 1941. The Yugoslav pilots
found it was difficult to transition from their old Hawker Fury
biplanes onto the touchy Messerschmitt; eventually, the
conversion course included about ten hours of time on Hawker
Hurricanes before moving up to the 109. The 6th Fighter
Regiment was the sole operator of the type in JKRV service,
and they suffered heavily at the hands of the far more
experienced German pilots of JG 27, JG 77, and LG 2 in the
April invasion.

The Yugoslav air force

experienced significant
trouble transitioning from
their obsolescent biplanes to
the much more powerful Bf
109E-3. When the country
was invaded in April 1941,
their inexperience was to lead
to heavy losses

Foreign Users

103

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4:08 pm

Page 104

Bf 109E Camouflage
& Markings

13

Chapter

An Overview of Bf 109E Camouflage and Markings, 1939 1940 by Dave Wadman 19992005

onfirming the identities of the camouflage colours and

patterns worn by Bf 109Es during the Battle of Britain
presents an intriguing but complicated challenge.
While it is known for the most part that the undersurface
colour was usually a readily identifiable light blue[1], the
diversity in upper surface patterns and colours is far more
difficult to ascertain.

Splinter Scheme or Single Colour?

A careful study of photographs of the camouflage worn by
Bf 109s in northwest Europe in the months prior to the
beginning of World War 2 reveals that the upper surface
splinter patterns of Black-Green 70[2] and Dark Green 71[3]
were applied with sharply defined, angular demarcation lines
in keeping with standard Luftwaffe camouflage practice. The
patterns applied to the Bf 109B, C and D variants were
similarly typical for the E-1 and E-3 which, as with the earlier
models, displayed considerable variation on the fuselage
sides where the pattern in plan view was extended down to
meet the undersurface colour. This remained essentially
unchanged until the final months of 1939 when a more
simplified form of 70/71 splinter pattern began to make its
appearance on some E models.
By the outbreak of war in September 1939, the
camouflaged upper surfaces of Bf 109s were being regularly
identified in Allied sources as being dark green, implying the
use of a single colour rather than the two dark greens
officially specified by the Reichsluftfahrtministerium (RLM)
in L.Dv 521/1[4] issued in March 1938. Did these
observations accurately record that a single upper
camouflage colour was being used or did the low tonal
contrast between them prevent clear identification of the two
separate colours or, more simply, was this due to fading
through in-service use and weathering?
During late 1939 early 1940 and with the Luftwaffe fully
committed to its wartime operations, the probability of a
single upper camouflage colour being applied to individual
aircraft or those of a specific unit is entirely credible.
Although no valid or 100% supportable documentary
evidence of any Bf 109s with a single upper camouflage
colour during this period has yet been discovered, it remains
entirely plausible to assume that, for whatever reason, some
aircraft may have received a single colour finish to the upper
surfaces on either a temporary or permanent basis.
In the recent careful examination of a number of good
quality original photographs, the presence of a single upper
surface colour on some aircraft is strongly indicated and in
the careful scrutiny of these original prints by several noted
researchers, to date, no discernible evidence of a second
colour has been determined with complete certainty.
Nevertheless, and until factual evidence to the contrary is
discovered, it may perhaps be presumed that contemporary

104

Chapter 13

references to a single dark green are nothing more than a

broad generalisation of the camouflage colour, the singular
dark green reference possibly being due as mentioned
earlier, to the low tonal contrast between these two colours?

The Colours Change

Although the standard camouflage on the Bf 109 at the
outbreak of war, the fighting in Poland made it clear that
while the 70/71 scheme was more than adequate for ground
concealment, the same did not hold true for aerial combat.
Consequently, numerous field trials to find a suitable
replacement were undertaken during the winter of 1939-40
utilising various combinations of the colours Grngrau[5] 02
and the greens 70 and 71. The successful outcome of these
trials resulted in a new camouflage pattern of 02 and 71 that
was considered more practical for the then current
operations than the earlier scheme. Accordingly, an order was
issued dictating that 02 would replace Black-Green 70 in the
pattern. Almost concurrently, the demarcation for the
undersurface Blue 65 was increased in height to cover
approximately three-quarters of the fuselage sides, including
the entire sides of the vertical tail surfaces. Although this
change effectively restricted the upper colours to the strict
plan view of the aircraft, the actual height of the demarcation
varied considerably between aircraft, most prominently on
the rear fuselage between the rear of the cockpit canopy and
base of the fin.
Beginning in early 1940 with production of the Bf 109E-4,
the 02/71 scheme was applied as a factory finish, whereas the
earlier E models already in service appear generally to have
been repainted at either local or unit level as and when time
allowed, with the attendant broad interpretation of the
contents of the order. Some units were noticeably slower than
others in implementing the change and even for those

This fascinating photo

demonstrates the low tonal
contrast of the 70/71 scheme;
noteworthy also is the
exceedingly large underwing
Balkankreuz applied after the
Polish operations, as well as
the Staffel color used on the
supercharger intake lip and
gun troughs. One last point of
interest concerns the very
dark paint on the gear legs,
contrasting with what appears
to be 65 used in the gear
wells themselves; the darker
area is the zippered liner
(Crow)

MDF9-Chap-13.qxd

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4:12 pm

Page 105

repainting their aircraft promptly it must be realised that not

all aircraft within a single unit would or could be repainted at
the same time. On some aircraft the 02 replaced the DarkGreen 71 rather than the Black-Green 70 as directed, while on
many others, only the smaller areas of tail and fuselage sides
were repainted in Blue 65 thus leaving the tops of the wings
and fuselage uppersurfaces in the earlier greens. That this
occurred is evident from photographs and the contents of
intelligence summaries, which indicates that a number of
Bf 109s in a variety of these finishes survived well into the
early autumn of 1940 and beyond. Furthermore, it is entirely
possible that many of these may have been either older
aircraft or those held as reserve or spare aircraft, retaining
their finishes until they were either lost on operations or
underwent major servicing, at which time the newer scheme
would presumably have been applied.
With these changes, which included revisions to the size,
style and placement of the national insignia, several different
examples of a simplified splinter scheme, including mirror
image reversal patterns, began to appear. In these, the colour
divisions were far less angular than those of the original
patterns and are often seen in photographs to have a
feathered rather than sharp demarcation. Although official
confirmation for this simplification is unclear, it is reasonable
to assume that they were implemented as a means both to
expedite service requirements and to save on materials and
cost, regardless of whether the finish was of factory or inservice origin.

The Summer Battles of 1940

As the aerial battles developed above the southeastern coast
of Britain and the English Channel in the mid-summer of
1940, it soon became clear that again, more changes would be
necessary to the camouflage worn by Bf 109s. Whereas the
02/71/65 scheme had worked sufficiently well over France
and the Low Countries, it was found that this was not the
case in the air war against England. The high demarcation
level of Blue 65 on fuselage sides and tails made the aircraft
stand out conspicuously against the waters of the Channel
and the colours of the English summer countryside. To
overcome this, several methods were employed to tone the
blue down, the most common being an application of
mottling to fuselage sides in 02 and/or one or both on
70/71 finishes of the upper surface colours. One of the
earliest reports of this occurred in mid-July when Bf 109s of
JG 51 were reported as having a fine, pale grey overspray
applied to their fuselage sides; an indication perhaps of one
of the first uses of 02 in this manner. Taking into account the
requirement to tone these areas down, it is entirely feasible
that an order was originated, either at RLM level or from
local area command with RLM approval, allowing individual
units, notably JGs 2, 53 and 54, to determine the extent and
style of application as was dictated by their operational
requirements.
As the variations in mottling are far too extensive to
describe in detail, it must be realised that while little
similarity existed between individual units, a general
uniformity of style and pattern was usually found amongst
aircraft of the same unit. Believed for the most part to have
originally been 02, it was usually sprayed along the sides of
the fuselage and fin in varying degrees of density and
pattern. On some aircraft it was occasionally intensified,
usually where a colour transition was made such as at the
roots of the wings or tailplane, by the random inclusion of
one or both if 70/71 of the upper colours.
In contrast to this the mottle used by some units was

applied in a much coarser form, suggesting the use of a brush

or sponge, frequently applied so densely that it took on the
appearance of an almost solid colour [6]. Noticeably, many
aircraft wearing the coarse, stippled style of mottle[7] also
displayed a modified fuselage cross that saw the proportions
of the white segments reduced in area to decrease their
visibility.
Similarly, the height of demarcation between upper and
lower colours was often altered, with segments of the upper
fuselage colours being extended down the fuselage sides to
random depths along its length. However some units, notably
the III./ JG 26, were markedly reluctant to add any form of
additional camouflage to their aircraft and throughout most
of 1940, retained the high demarcation finish with fuselage
crosses and numerals repainted in a smaller format than
usual to help conceal the aircraft at higher altitudes.
With more fighter engagements taking place over the sea
and increasing numbers of replacement aircraft entering
service, camouflage variations became all the more
widespread, often occurring when easily interchangeable
parts such as cowlings, rudders, armament access panels and
battery hatch covers were swapped between aircraft to
expedite servicing. Additionally, two other anomalies had
appeared earlier in the camouflage schemes.
The first was a lighter centre to the wing Balkenkreuz that
often extended to include areas of the arms of the cross and

This photo of a I./JG 77 Stab

aircraft clearly illustrates the
apparent single-tone
uppersurface camouflage
referenced in the article (via
MacDonald)

Believed to be the aircraft of

Werner Machold, this 9./JG
2 Emil illustrates the heavily
applied stippled
camouflage pattern favored
by the Richthofen
Geschwader. Also seen in
this view is an example of
one of the methods used to
reduce the visibility of the
white areas of the fuselage
Balkenkreuz
(This image is reproduced in colour on
page 168)

surrounding areas. This may or may not have been a part of

the random light camouflage overspray occasionally applied
to wing upper surfaces or was, perhaps, evidence of the
overall mottled finish seen and documented as being applied
to some Bf 109Es of the period. Although no supportable
documentary confirmation for this has been found, from
photographic evidence[8] it is reasonable to assume that, in
all probability, the additional colour was applied to reduce
the visibility of the wing crosses and blend them in to the
upper surface camouflage, thus helping to conceal the aircraft
from observation from above.
The second, and one that again is clearly evident in many
period photographs, was the use of a light colour that

Camouflage and Markings

105

MDF9-Chap-13.qxd

6/11/05

The top of the port wing of the

Bf 109E of Lt. Hans Illner of
the 4./JG 51 clearly showing
the soft, irregular overspray
covering the Balkenkreuz to
lessen its visibility

7:44 pm

Page 106

wrapped around the upper leading edges of the main wings.

This may clearly be seen in photos such as those of the
aircraft of Oblt. Paul Temme the Gruppe Adjutant of the I./JG
2 who force-landed beside Shoreham airfield during the early
morning of 13 August. From the detailed examination of
photos of aircraft with this feature it is currently understood
that this was actually a continuation of the underside Blue 65
applied so as to encompass the areas of wing leading edge
visible in a head-on view. Whether this was an attempt to
break up the outline of the wings when viewed from head-on
or a characteristic of the location where the camouflage
finish was applied has not, to date, been determined with any
certainty.

battle progressed.light navy grey,two shades of grey,light

grey with dark grey mottling,Battleship grey,mottled greys
and camouflage grey were some of the descriptions given,
along with mention of varying shades of green-grey and
blue-grey. Were these an indication of the earliest use of the
greys 74[9] and 75[10] that would become the standard
fighter camouflage the following year or, as recent research
and correspondence indicates, that they were colours
originally created at unit level?
Since the appearance of the original version of this article I
have received written confirmation from two former
Jagdwaffe ground personnel confirming that on occasion,
various grey shades were mixed and applied to some aircraft
in an attempt to find suitable concealment when flying above
the waters of the English Channel. Confirmation that this
occurred ties in with known practices carried out on
Luftwaffe aircraft where a new paint or colour was applied to
selected parts of an airframe to test its viability under
operational conditions. It can be found that the mixing of
various combinations and percentages of the colours 02, 65,
66, 70 and 71, or similar colours in contemporary paints will
produce a variety of grey and blue-grey shades. Most, if not
all of these grey schemes would have been suitable for use in
the prevailing situation on the Channel Front in the latter half
of 1940. It is reasonable to assume therefore that some of
these shades were no doubt almost identical to the later 74/75
greys thus leading to the belief in some quarters that this
series of colours had been applied to Bf 109s in the summer
of 1940. However, as the use of 74/75/76 was not officially
promulgated until the November 1941 issue of L.Dv
521/1[11], it is a wholly convincing possibility that the
various greys used during 1940 were those from which they
were developed.

Grey Camouflage?
Although often totally destroyed, all enemy aircraft that came
down in the British Isles during the Second World War were
thoroughly examined by intelligence teams from the Air
Ministry and RAF. The reports created from these
examinations were known as Crashed Enemy Aircraft
Reports, and recorded such information as Werknummer,
engine type, armament, additional or special equipment and
In contrast to the JG2 aircraft
at left, this Emil of the 8./JG
26 showcases the smaller
numbers and high
demarcation line common to
the III. Gruppe of this
Geschwader

often, markings and colours. However, and to the

disappointment of many post-war researchers, there were no
set guidelines in these reports for describing the shades of
the colours found on these downed aircraft. Generally, any
examination of the paint was confined to an evaluation of the
type of finish and occasionally, some undamaged panels
would be tested for paint durability.
By mid-August, the first uses of greys and blue-greys as an
upper camouflage colour were making their appearance in
these reports, appearing with increasing frequency as the

106

Chapter 13

Geschwader, Gruppe and Staffel Markings

and Colours
Stab Markings
The origins of markings for Stab personnel date back to the
pre-war period, being allocated to three officers of the
Geschwaderstab: the Kommodore, his Adjutant and the officer
in charge of flying operations. Correspondingly for the
Gruppenstab, similar symbols were allocated to the
Gruppenkommandeur, Adjutant and Operations officer.
The entry into service of the Bf 109 made it apparent that
the earlier Stab symbols would need revising. For that reason,
Fl.Inst. 3 Nr.730/37 II 9 issued on 14 December 1937 by the
Generalstab der Luftwaffe included a set of instructions and
diagrams for the application of markings to fighter aircraft.
Apart from containing detailed instructions on the
dimensions of numerals and their spacing, new locations and
dimensions for Stab symbols were designated, including a
vertical bar symbol to be applied aft of the fuselage cross to
signify the III. Gruppe instead of the earlier wavy line
symbol. A horizontal bar aft of the fuselage cross identified
the aircraft of the II. Gruppe while those from the I. Gruppe
carried no symbol. All symbols were to be applied in black
with white edging and a thin black outline, although it is
evident in photographs and other records that these
markings were not always applied in either the colours or
locations officially specified. Despite the clearly worded
instructions regarding the III Gruppe marking, at least two
Jagdgeschwader; JG 2 & JG 52, declined to effect the change,
retaining instead the earlier wavy line Gruppe symbol. In
similar fashion, the III./JG 2 and JG 54 also declined to follow
the wording of the directive by using white as the

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7:45 pm

Page 107

Paul Temmes Bf 109E

photographed in the field
adjacent to Shoreham airfield
where he was forced to land
early on the morning of 13
August. The wrapped-around
underside 65 along the
leading edge of the wing is
clearly evident

predominant colour for their Stab symbols, usually outlining

them with a thin black border. Likewise, the II./JG 51 also
declined to display their Gruppe bar by using the designated
area to display instead their weeping bird emblem.

Staffel Markings
The ordinary Staffel aircraft carried a number identifying the
individual aircraft within the Staffel, and the colour in which
it was painted identifying the Staffel within the Geschwader.
These numbers were usually applied in one of two forms with
the figures from 2 to 9 appearing in either a rounded or
squared style that usually remained constant within the
various Staffeln.
Although regularly positioned ahead of the fuselage cross,
some units did adopt alternative locations for these numbers.
The III./JG 27 chose to apply them to either side of the
cowling beneath the gun troughs while the III./JG 54 placed
theirs on either side of the forward fuselage, just aft of the
rear edge of the engine cowling. Likewise, there were also
exceptions to the rule for Staffel colours; on several
occasions, red was recorded as replacing the normal black of
the second, fifth and eighth Staffeln, the third (Jagd) Staffel of
LG 2, used brown instead of yellow and the 5.Staffel of JG 53
is recorded as using grey numerals throughout 1940.
Spinners too received their share of colours. These were
often repainted in black and white in the form of halves or
quarters or would merely have a segment of white applied to
the base Black-Green 70 spinner colour. In many instances the
spinner tip or cap, if fitted, would often be painted in the Stab
or Staffel colour. While there are no confirmed reports of the
1944 spiralschnauze style of design being used at this time,
those coloured bands that were painted on Bf 109E spinners
during 1940 are recorded as being applied in concentric
circles. However, it is again evident that there were exceptions
to the rule here too. For example, the Bf 109E-4 of Oblt.
Helmut Tiedmann, Staffelkapitn of the 2./JG 3, was described
in Crashed Enemy Aircraft Report No.7 of 21 August 1940 as
having concentric rings painted on the nose of the spinner, yet
published photos of the nose of this aircraft clearly show it to
be a thin spiral seen in this photo .

temporary identification feature. There was however one

event which transpired at this time that may have been of
some significance. During early August, at around the time of
the appearance of these red bands, Gring replaced the
majority of the Jagdwaffe Kommodore with younger men,
although two units serving with Luftflotte 3, JG 27 and JG 53,
retained their existing Kommodore until October. Then, after
Oblt. Gnther von Maltzahn had taken over command of JG
53 from Oblt. Hans-Jrgen von Cramon-Taubadel at the
beginning of October, the Pik As emblem began to reappear
on the Geschwader aircraft in a somewhat newer and larger
format than previously seen. As a matter of interest, the first
recorded incident of a Bf 109E being brought down over
England where the red band had replaced the Pik As emblem
occurred on 16 August. On that date the aircraft of Fw.
Christian Hansen of the 2./JG 53 force landed at Godshill on
the Isle of Wight and when examined was reported in
Crashed Enemy Aircraft Report No.11 of 19 August 1940 as
having a red band around nose 6 wide.

Colours:
I, II & III Gruppenstab Green
1, 4 & 7 Staffeln White
2, 5 & 8 Staffeln Black (Red)
3, 6 & 9 Staffeln Yellow (Brown)

The Red Band of JG 53

For a short period during the second half of 1940, all three
Gruppen of JG 53, and only JG 53, displayed two distinct
anomalies in their markings, the purposes of which have yet
to be fully determined with 100% certainty.
The first case concerns the replacement of the Pik As[12]
emblem. According to RAF intelligence sources in Air
Ministry Weekly Intelligence Summary No.60, the emblem
was ordered removed by Hermann Gring and a red band
applied in its place, stating that the unit was to become
known as the Red Ring Geschwader. While there is some
evidence to suggest that it may have stemmed from some
personal antipathy on the part of Gring, or possibly from
some ideological difference with the leadership of the
Geschwader[13], the definitive reason for the order has yet to
be determined. In the past, several valid theories for this
change have been examined in depth, but most have been
subsequently disproven although one, containing some merit,
submits that it may have been nothing more than a

The second case, and one frequently recorded as a political

gesture on the part of the Geschwader, occurred almost
concurrently with the reintroduction of the Pik As emblem.
Many aircraft from the II and III Gruppen had the
Hakenkreuz on their fins overpainted with several pilots
using these areas to display their individual Abschuss tallies
rather than in the more usual location on the rudder.
Although some aircraft of the Gruppen did reapply the
Hakenkreuz after a short period of time it was often placed
on the rudder rather than in the usual position on the fin.
The period of time that these anomalies with the Hakenkreuz
covered is not known for certain but some aircraft of the
III./JG 53 were photographically recorded as still without
their Hakenkreuz in late November 1940[14].

Tactical Markings
The requirement that visually, a military aircraft should be
invisible to its foe but instantly recognisable to friendly forces
is something of a practical impossibility, and throughout the

Camouflage and Markings

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often be left on which the pilot would display his Abschuss

tally, usually marked as black or red vertical bars that often
identified the nationality of the victim and the date of the
victory. In addition to the painted rudder variations, at least
two Bf 109Es of the period are documented where the fin was
also painted in yellow or white but based on currently
available information, these are seen to be the exception
rather than the rule at this time.

Photo of the III./JG53

Gruppenadjutant Ltn. Erich
Schmidts Emil illustrating the
absence of the Hakenkreuz on
the fin; photo dated Nov.
1940. Behind Schmidts
aircraft can be seen another
Emil carrying the Pik As
badge

history of military aviation, numerous methods to resolve

this problem have been examined. With the Luftwaffe it was
no different. In mid-August, the first incidents involving
Bf 109s carrying distinctive yellow markings were being
reported by RAF pilots who initially interpreted these
markings, albeit incorrectly, as symbolising the aircraft of a
squadron of aces.
The earliest examples of the use of these markings
occurred when aircraft of JG 26 and JG 54 were recorded as
carrying areas of yellow paint applied to wing and tailplane
tips and also to top sections of rudders and on occasion, to
the vertical trailing edge section of the rudder. There is little
doubt that these markings were established as an aid to
instant recognition in the air where such conspicuous
markings were invaluable to both sides. In appreciation of
this value, the Jagdwaffe were quick to increase the use of
such colours to include cowlings and entire rudders. Whereas
the application of either yellow or white paint to wing and
tailplane tips remained relatively constant from unit to unit,
this was not often the case where cowlings and rudders were
concerned.

With cowlings, it can be seen from photographs that the

area covered by white or yellow paint varied considerably
between aircraft, often extending rearwards as far as the base
of the windshield. Any unit emblems that would otherwise be
hidden by this paint were usually masked off carefully, and
two such units, the I./JG 3 and the III./JG 27, masked off the
distinctive JG 3 Tatzelwurm and JG 27 numbers so as to
leave them on a conspicuous rectangular background of the
camouflage colour. From late August on, it is unusual to find
a photograph of a Bf 109E without some part of its airframe
covered in either yellow or white paint, and to date, no
significant explanation for the use of the two different
colours has been ascertained, suggesting that they may have
been used somewhat indiscriminately. In addition to the use
of yellow and white for these tactical markings, it is also
claimed in some sources that red was used for the same
purpose. However, despite several detailed investigations to
date, no photographic or documentary evidence whatsoever
has been discovered to support this claim.
Although some references suggest that the change from
yellow to white occurred at the end of August, it is evident
from the contents of Crashed Enemy Aircraft Reports for the
month of September that both colours were being used
concurrently by different units during that time. As far as
research to date has shown, it would appear that this use of
white lasted only for a period of approximately three or four
weeks and was seemingly confined in the main to units
based within a small sector of occupied France. During the
last week of August, the fighter units of Luftflotte 3 were
placed under the control of Luftflotte 2 when the bomber
units of the former were temporarily withdrawn from
daylight operations in order to join the nightly attacks on
centres of industry in the British Midlands. However, whether
or not this was in any way connected with the use of the
white tactical markings for the single-engined fighter force,
remains a matter of speculation for the present.

Canopy Framework

This view of the rear port

fuselage side of Illners Bf
109E shows the position aft of
the fuselage Balkenkreuz
where the II./JG 51 applied
their weeping bird emblem

108

Chapter 13

On rudders, it first appeared in the form of an inverted

triangular area on the top section as may be seen in photos
of the Bf 109 of Gerhard Schpfel of the III./JG 26 circa mid
August. Not long after this, other Bf 109Es, often noted as
being from the III./JG 54, were recorded as having
approximately one-third of the rear vertical rudder surface
painted yellow or possibly white, while on Bf 109s of other
units, the entire rudder was finished in one of these colours.
When the whole rudder was painted, the exact area covered
frequently varied as a section of the original Blue 65 would

One other area of airframe colour that deserves mention is

that applied to the canopy framework. For the earlier
canopy style as fitted to the E-1 and E-3, photographs show
that while the external areas were usually finished in
accordance with those colours used for the upper
camouflage, the internal faces could be finished in either 02
or a darker grey that, in all probability was Black-Grey 66.
However, with the introduction of the heavier framed
canopy and windscreen that was introduced on the E-4[15],
recent investigation by Dutch and German researchers has
established that both inner and exterior faces of the
framework was painted in Black-Grey 66 at the source of
manufacture, often leaving any external camouflage
colour(s) to be applied at a later date or at unit level.
Therefore it is reasonable to assume that in period photos of
109 variants with heavier framed canopies[16] that appear
to be in a single, very dark colour were, for whatever reason
and in all probability, left in 66 rather than having the
appropriate camouflage colour applied.

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In Conclusion
While it is a well-recognised fact that the RLM had a clearly
defined administrative intent to regulate Luftwaffe
camouflage practices, it must also be distinctly understood
that, as surviving documentary and photographic evidence
reveals, there were many exceptions to its established edicts.
Unfortunately, since very few original documents or
diagrams are available from which definitive information can
be obtained, much of the interpretation for these variations
must rely heavily on informed and educated speculation
based upon such material and knowledge as is currently
available.

Supplemental notes:
1. Throughout WW2, revisions to aircraft camouflage colours
and patterns were strictly controlled by the E-Stelle at
Travemnde. Excluding temporary hybrid schemes applied to
reconnaissance aircraft and the mid-war field tests of
variations in colours and patterns carried out by a small
selected number of units (e.g. JG 54), the only time this strict
control was officially eased was during the latter half Battle of
Britain in 1940.
2. Camouflage changes initiated on the Channel Front in late
1940 were relatively simple additions or adaptations to
existing camouflage schemes and not, as believed by many
people, to have involved the complete repainting of airframes
or revisions of the entire camouflage system. For the most
part the changes were relatively simple.
3. The early autumn period of 1940 had been one of great
changes in Luftwaffe fighter camouflage schemes. Even
though the basic field attempts to develop a suitable
defensive camouflage for operations over the English Channel

and the intense air-to-air fighting over Britain produced a

wide range of colour combinations at unit level, the RLM was
already developing three new grey colours that would
produce the same results. (e.g. 74/75 & 76). The known
absence of these new colours on production aircraft during
the late 1940 period supports the contention that the new
74/75/76 colours were still in the field trial stages.

This view of the 7./JG 27s

Oblt. K. Fischers Bf 109E-1
lying in Windsor Great Park
on the afternoon of 30
September illustrates the
aircraft number applied to the
side of the engine cowling, a
feature of aircraft of the
III./JG 27

4. Had they been in production they would have been made

available to fighter units when the air battles over Britain
began, thus eliminating the endless series of innovative
schemes that are in ample evidence in contemporary
photographs, and the numerous hybrid colours mentioned in
British Intelligence reports.
5.While some elements of the Jagdwaffe units involved had
access to many captured and undamaged pre-war permanent
French/Belgian/Dutch airfield facilities for this work, it is known
that for many of the other Jagdwaffe units, the mobile Luftwaffe
repair and maintenance Kommandos carried out such work
using the captured facilities.
6. Although there are a few records, both written and
photographic, of aircraft being painted in the non-standard
colours by the ground staff of the actual units involved [17],
the majority published refer to the application of tactical
markings as the battle progressed. With routine daily
maintenance being the first and foremost consideration, the
majority of camouflage modification work was actually
carried out by servicing Kommandos [18]. This is probably
the most likely explanation for the distinct variations in style
of application seen amongst some units, where several
aircraft of a Staffel had a very similar finish while a few
others wore a completely different style of additional
colouring.

Camouflage and Markings

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7. A single intelligence report on a 1./ JG 77 109E during the

Battle of Britain referred to the airframe being ... Grey
speckled on top. Other reports on greys during September
and October were recorded but were isolated cases and the
term grey is a very broad one. Given the over water
environment of the Channel, and the multitude of greys that
could easily be mixed from the available paint stocks, it is not
surprising that some Intelligence assessments refer to a
generic grey colour. If any of them did record the greys
74/75/76 then they were still at the field trial stage and had
not entered mainstream production. In addition, if greys were
being applied at production centres then a standardized form
of camouflage would have been reported rather than the
different forms of application described in the Intelligence
reports.
8. Intelligence officers were generally very alert to all changes
to enemy aircraft and it is highly unlikely that such a
significant change would have gone unrecorded.
[1] RLM 65 Hellblau
[2] RLM 70 Schwarzgrn
[3] RLM 71 Dunkelgrn
[4] Specification of Handling and Application Instructions
for Aircraft Paints, March 1938
[5] AKA RLM 02
[6] e.g. JG 52.
[7] e.g. JG 2
[8] The Bf 109E-1 of Lt. Johann Bhm of the 4./JG 51. Photos
of this aircraft after capture clearly show the over-sprayed
areas of the Balkenkreuz.
[9] RLM 74 Dunklegrau
[10] RLM 75 Mittelgrau
[11] Although not officially promulgated until November
1941 there is evidence to indicate that the 74/75 schemes was
first applied to Bf 109s early in the production run of the F-2
model in mid-1941. On 24 June 1941, an RLM order was
issued which, it is understood, officially approved the
changeover to a new day fighter scheme incorporating the
colours 74 and 75 over 76, this change being further reflected
in the reissue of L.Dv.521/1 in November of that year
[12] Ace of Spades
[13] Hans-Jrgen von Cramon-Taubadel is understood to
have had a Jewish wife.
[14] Hptm Wolf-Dietrich Wilcke, Gruppenkommandeur of the
III./JG 53, photos of whose Bf 109E taken in November 1940
clearly show the overpainted Hakenkreuz and the newly
applied Pik As emblem.
[15] Also retrofitted to E-1 and E-3 aircraft.
[16] Up to and including the later Erla Haube canopy fitted to
late-war G & K variants
[17] Photographic evidence does exist of paint spraying al
fresco for JG 3, 27 & 51
Also see correspondence on file from former ground
personnel JG 3 & JG 27
[18] Letters/phone conversations with Erdmann, Kgel &
Mndel

110

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Detailing

14

Chapter

Bf 109B

Instrument Panel Back

Instrument Panel Front

a
b
c
d
e
f
g
h
i
j
k
l
m
n
o
p
q
r
s
t
u
v
w
x
y
z

supercharger boost gauge

oil pressure gauge
oil temperature gauge
fuel pressure gauge
fuel level gauge
pump for fuel contents gauge
coolant temperature gauge
tachometer
magneto switch
starter switch
propeller pitch selector
climb and dive indicator
altimeter
airspeed indicator
turn and bank indicator
sensitivity switch
climb and dive indicator
gear position indicator
clock
compass
dimmer switch
pitot heat indicator lamp
emergency shutoff switch
instrument panel lighting switch
navigation light switch
pitot heat switch

Oil Cooler

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Bf 109C

C-3 Plan View

C-3 MG-FF Installation

C-1/3 Equipment
Arrangement

Coolant Tank & Lines

Radiator Installation

112

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Bf 109D
D-1 Equipment Arrangement

Flap Wheels

Fuel Tank
Fuel Filler

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Bf 109D

Oil Circuit

Wing

Bf 109B/C/D
Cowl Guns

114

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Bf 109B/C/D/E
Elevator

Fin
a
b
c
d
e
f

a
b
c

fin cap with integral antenna post

guide rail
fin side panels
mounting fork for starboard stabilizer
connection eyebolt
mounting plate for guide rail

elevator leading edge

ribs
trailing edge

d
e
f

trim tab
strengthening plates
counterweight

Slat
a
b

wooden strip
mounting points

Rudder
a
b
c
d
e
f
g
h
i

multi-piece rudder spar,

or central section
ribs
strengthening plate
trailing edge
trim tab
lower rudder section
mounting hole for aft
navigation light
counterweight
rudder control horn

Aileron
a
b
c
d
e
f
g

control arm linkage bearing

central spar, or main section
ribs
trailing edge
rib attachment brackets
trim tab
mounting arm for counterbalance weight

Aft Fuselage
a
b
c

fuselage stringers
fuselage ribs
fuselage half connection stringers

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Bf 109B/C/D

Cowl Guns

Cowl Guns

Front View

Cowl Guns

116

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Bf 109B/C/D

Cowl Guns

ESK2000
Training Camera

Cowling
Engine Mount

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Bf 109B/C/D

Fuselage

Slat Arm

Oil Cooler

118

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Bf 109E

Cockpit Floor

Column Linkages

a
b
c
d
e

f
g
h
i

middle panel
throttle control
attachment bolts
ventilation tube
attachment bracket

cover panel over control column mechanism

fuel supply line
fuel pressure equalization line
engagement handle for manual fuel filter pump

a
b
c
d
e
f
g

control stick grip (KG 12B)

rudder bar
elevator control horns
elevator control connection rod
control column bearing housing
aileron linkage connector (swing arm)
aileron control rod

Fuel Tank

Fuel Filters
a
b
c
d
e

fuel filter assembly

fuel filter fitting
connection tube for fuel vent
warning horn
fresh air tube

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Bf 109E
Starboard Engine
a
b
c
d
e
f
g
h

oil cooler
mounting bracket for oil cooler
coolant tank
variable pitch propeller (VDM)
connection pipes for warm oil refill
coolant system pressure equalization valve
mounting plate
propeller pitch change motor

Rear Panel
a
b
c
d
e
f
g
h
i

upper fuselage decking

windscreen
attachment point
distributor housing
pressure line for altimeter
static pressure line to air
speed indicator
pitot pressure line
instrument panel
attachment points
panel mounting bracket

supercharger pressure
gauge line
l latch on mounting point for
windscreen
m attachment points for quick
release latches
n quick release latch
o left main fuselage stringer
p magneto switch
q oil tank vent tube

Upper Panel
a
b

rubber bushing around mounting bolt

prop pitch selector (only on aircraft
without pitch selection on the throttle)
c prop pitch setting gauge
d magneto switch
e circuit breaker
f turn and bank indicator
g air speed indicator
h altimeter
i pitot heat indicator lamp
k compass
l clock
m tachometer
n supercharger boost gauge
o compass deviation table

Lower Panel
a
b
c
d
e
f
g
h
i
k
l

120

Chapter 14

rubber bushing around mounting bolt

mechanical landing gear position indicator
electrical landing gear position indicator
cutout for landing gear emergency release
gear retraction handle
fuel and oil pressure gauge
coolant temperature gauge
oil temperature gauge
fuel quantity gauge
fuel warning lamp
dimmer switch

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Bf 109E
Port Sidewall
a
b
c
d
e
f
g
h
i
k
l
m
n
o
p
q
r
s

throttle lever assembly

throttle
throttle control linkage
fuselage rib
control handle for oil cooler shutter
Bowden cable for oil cooler shutter
fuel cock
inertia starter handle
spark plug cleaning handle
emergency shutoff electrical wiring
equipment data card
friction adjustment knob for throttle and oil
cooler shutter levers
emergency shutoff handle
seat adjustment handle
elevator incidence gauge
outer handwheel for flap control
inner handwheel for elevator incidence
adjustment
canopy jettison handle

Main Spar
a
b
c
d
e
f
g
h

torsion tubes
main spar
wing mounting points
cockpit floor
connection flange
connection point for torsion bars
connection bar to right main gear mount
flare pistol holder

Radiator Exit

a
b
c
d

fuel dump tube

left radiator, aft face
drive arm for radiator exit flap
adjustable eye bolt for radiator exit flap

Radiator Housing
a
b
c
d
e
f

radiator exit flap

attachment screws for radiator housing
rubber bushings
eye bolt for radiator exit flap control
radiator mounting brackets
bevel gears for radiator exit flap drive

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Bf 109E
Radiator Mount
a
b
c
d
e

radiator
radiator mounting pads
mounting bolts
radiator mounting brackets
fuel dump tube

Left Flap
a
b
c
d
e

flap spar or main section

end plates
trailing edge
inner ribs (perforated)
metal skinning

Fuse Board
a
b
c
d
e
f
g
h
i
k
l

Starboard Sidewall
a
b
c
d
e
f
g
h
i
k
l
m
n
o
p
q
u

122

Chapter 14

hand crank bearing cover

gear housing
hand crank for radiator exit flaps
drive chain for radiator exit flaps
fuel injection primer line
fuel pump on/off switch
oxygen apparatus mount
cable
flare pistol storage location
oxygen apparatus
fuel injection primer pump
flare storage
windscreen mounting screw
manual fuel pump handle
fuel injection primer pump mount
emergency landing gear handle
map case

fuse panel
generator fuse
navigation light fuse
instrument panel lighting fuse
pitot heat fuse
temperature/fuel gauge fuse
gear indicator and ignition system fuse
propeller pitch mechanism fuse
onboard weapons fuse
radio fuse
instrument panel light (starboard)

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Bf 109E

Main Gear
a
b
c
d
e

main gear attachment bracket

main gear leg
brake shoes
retraction ram link
pivot point

Tail Wheel Well

a
b
c
d
e
f
g

inner, lower counterweight

attachment bolts (lower)
inner, upper counterweight
attachment bolts (upper)
bumper
rudder control horn
rear nav. light wiring

Wing
a
b
c
d
e
f
g

wing spar
main spar attachment points
(two bolts per wing)
forward ribs
aft ribs
stringers
forward connection point
wing skinning

Radios

Radios

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Bf 109A-6 Walkaround

hen Fw. Otto Polenz force-landed his Bf 109A

coded 6-15 behind Republican lines in December
1937, he could not know that the subsequent
examination of his aircraft would become the only known
walkaround of a Jumo-powered Messerschmitt Bf 109.
Test-flown extensively by Konstantin Rozanoff after
capture, the aircraft was subsequently sent to Russia where it

was subjected to a thorough teardown and technical

examination. Fortunately, this process was documented
photographically, and those photographs are now kept at the
Russian State Archive of the Economy. They are an
invaluable guide to the modeler, and will prove immensely
helpful in detailing any Jumo-engined Bf 109 model.

15

Chapter

Fuselage
1 Port overall view
1

2 3/4 rear view from

starboard. Note the
overpainted wingtip and
fuselage bands
3 The propeller was a
wooden unit manufactured by
Schwarz, with metal cladding
extending partway out on the
blades. The extended length
starboard slat is seen on the
left
4 A close-up of the lower
cowling; note the field-added
cooling vent. The spinner cap
has been refitted

124

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Engine 1
1 A closeup of the accessory
section from port. There is a
rudimentary firewall between
the engine and the fuselage
bulkhead

2 Close-up of starboard
accessory section. The spark
plug access door is dropped in
this view
2

3 A port view of the

accessory section, with starter
crank fitted
4 The manual cocking rods
for the MG 17s are seen
projecting into the instrument
cover; also visible here is the
oil fill, a characteristic of the A
model. This was relocated to
the port wing for the B-1
5 The radiator exit flap
viewed from port
6 The aft radiator housing is
seen here in its entirety
7 The entire Jumo 210D
engine and accessory
assembly could be removed
as one unit, as seen here
8 The splined drive hub is
seen here
9 The forward fuselage
bulkhead and gear mounting
points are pictured here; note
the offset MG 17 mounts at
top, and the oil tank between
the rudder pedals
10 The port exhaust panel is
seen from behind; the angled
bracket is a radiator mount.

6
5

10

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Engine 2
11 A further close-up of the
gear mounting hardware

12
11

12 One key external

identification point of the A
model is the oil cooler located
at the port wing root, midway
between the gear leg and flap
13 The interior of the cowling
was fairly simple, as seen here
14 The lower engine cowling
interior is shown here in its
entirety
15 All Jumo-engined 109s
had staggered MG17 cooling
slots, as shown here. Note
also the single grab handle
which would be forward of the
windscreen.

14
13

15

Canopy
1

1 The fuel fill point for all A

through D models was located
beneath the port cockpit sill
2 The aft bulkhead of all Bf
109 models had a hinged
door; early models had the
first aid kit located inside
3 The door would swing
forward to allow access to the
top of the fuel tank and also
formed a small baggage
compartment
4 The canopy sections were
easily removed with simple
metric hand tools.

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Undercarriage
1

1 The basic landing gear

design remained the same
through the entire Bf 109
production run. The narrow
drum brake shoes and actuating
cylinder are seen here
2 Early A models had a full
half-circle design to the lower
gear door; later models had a
small angle cut at the rear
edge for ground clearance.
The two small holes were
access points to grease the
oleo linkages
3 The adjustable uplock for
the gear leg is seen here
4 The inside surface of the
wheel served as the brake
drum; note the braking surface
is actually separate from the
alloy wheel, fastened with
screws
5 The spokes of the wheel
are hollow, not solid
6 Early 109s had an antishimmy oleo added to the
tailwheel strut; this was later
superceded by a sturdier oleo
strut.

5
6

Cockpit 1
1

1 The cockpit interior differed

significantly from later models;
note the cocking handles for
the cowl-mounted MG 17s in
the instrument panel
2 The oxygen regulator valve
is seen on the starboard
cockpit wall, forward of the
electrical heating junction box
for the pilot's suit and aft of the
engine primer pump
3 The manual fuel pump
handle is seen here, along with
the now-empty fuse board to
the right
4 The starboard cockpit wall
is quite bare in comparison to
later models

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Cockpit 2
6

5 The map case is located to

port. The two large handles in
the throttle assembly are, from
left to right, the primary throttle
and supercharger control. The
smaller circular knob is the
Hohengas control
6 The clock has already been
removed, but the Revi 12A is still
installed. Note that there is an
indentation in the windscreen for
the sight glass; later B models
introduced a new, less sloped
windscreen which fully
encompassed the gunsight
7 The KG 12B spade grip stick
is seen here; the metal hose on
the oxygen regulator is
noteworthy
8 A better view of the spade
grip is shown here
9 The early oxygen mask is
seen here on the floor, with the
metal lines running to it. When
worn with goggles, this must
have presented quite a sinister
sight
10 The flap and tailplane
incidence wheels are seen in the
center of the photo, with their
associated drive chains. The seat
adjustment handle is seen as
well

11 The pilot's seat remained

basically the same through the
Emil variant
12 A forward view of the seat
assembly

13 The seat assembly seen

from starboard. Note the bungee
cord, used to provide tension for
the height adjustment
8

10

14 The shoulder straps were

attached to a tensioner mounted
to the seat itself, then fastened to
the cockpit floor.

11

14
12

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Bf 109E WNr 3579 Walkaround

ossibly one of the most historic military aircraft in

existence today, this particular airframe was
originally built by Arado as an E-1. By the summer of
1940, it had found its way to LG 1, and on 2 September,
Fhnrich Hans Joachim Marseille used the aircraft to down a
Spitfire near Detling. However, he force-landed the aircraft
when he returned to Calais/Marck, with the Emil suffering
50 percent damage. It was recovered and sent back to
Germany for rebuilding, where it was brought up to E-7
status and reissued to I./JG 77 in Finland. It was later lost

with 4./JG 5 as white 7, and recovered by well-known

English collector Jim Pearce.
Research quickly established the identity and importance
of this particular airframe, and it was restored to airworthy
condition by Charleston Aero Services. Today, 3579 resides in
Ontario, Canada, and is looked after by The Russell Group,
and the aircraft is the central attraction of any show it
attends. These photos were taken by the author in the course
of a business trip to Toronto in April 2005.

16

Chapter

Cockpit 1
1 The tailwheel lock is
immediately under the canopy
sill, and the throttle assembly
is seen at lower right

2 The rudder pedals are

Elektron magnesium units, and
the fresh air tube is seen just
along the right side of the
picture, behind the stick

3 The instrument panel is

mostly original, although a
master cutoff switch has been
installed where the original
prop pitch control would be
4 An original oxygen
regulator is installed, and the
radiator flap drive chains are
seen to good effect
5 The canopy lock is
exceedingly simple, as can be
seen here

6 The windscreen assembly

differes from original only in
using screws in placed of
rivets. Note the small fresh air
flap at the base of the
windscreen
7 The canopy hinges to
starboard, and is restrained by
a wire stop bolted to the aft
top edge

7
4

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Cockpit 2
8 The canopy restraining
wire has a spring installed to
take up tension

9 The seat mirrors the

original style, except there is
no hole through the back for
the shoulder straps
10 The characteristic angular
style of the later Emil canopy
is seen here
11 A view of the entire
canopy assembly engine
captions

11

10

Engine 1
1

1 The magneto assembly is

atop the engine accesory
section, seen in the center of
this photo. The crankcase
breather is seen at the center
right of the photo

2 A view of the right engine

bearer mount, and a good
view of the spark plug
arrangement. The Daimler
Benz engines had two plugs
per cylinder; the later DB 605
introduced a revised
installation arrangement for the
spark plugs
3 The silver tank just behind
the prop spinner is the coolant
header tank
3

4 A closeup of the propeller

pitch change motor
immediately behind the coolant
header tank on the right side of
the engine
5 A closeup of the casting
numbers in the cylinder head,
along with the spark plug leads

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Engine 2
6 A view of the supercharger
intake. Note the extremely
close tolerances of the various
assemblies in the engine bay
6

7 The coolant tank fill point

on the port side
8 The propeller blades on
Russell's machine are not
original, being of composite
construction. They do,
however, look the part
9 The spinner is also a
fabricated item, but great care
has been taken to replicate the
shape of the original
10 A view of the port spark
plug leads, as well as the
downward-hinged spark plug
inspection door
11 A closeup of the quickrelease engine cover latch
12 An unusual view; this is
the reduction gear assembly
behind the spinner backplate

13 The engine as viewed

from starboard; note the
square exhaust stacks
14 A view of the engine from
port

10

13

11

12

14

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Fuselage
1 A view of the upper spar
bolt cover on the port wingroot

2 The antenna mast is

wrapped in one single sheet of
aluminum in a teardrop shape,
riveted together up the trailing
edge
3 The footstep at the bottom
of fuselage station 2 should
have a half-moon shape. Note
the sparse rivet detail along the
fuselage sections
4 The fuel fill door has an
additional retaining latch for
safety considerations. The
fuselage spine seam is just
visible in this photo
5 A view forward from the
cockpit. On wartime Emils, the
aft cowling had a slightly flatter
contour than this restored
example

6 The starboard wingroot is

seen in this photo
7 A view of the windscreen
assembly
8 Note the spring at the top
of the mast to maintain tension
on the antenna wire
9 W.Nr. 3579 was originally
constructed as a Bf 109E-1 by
Arado in 1939, and later
upgraded to E-4, then E-7
status with the addition of
type-specific equipment

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Undercarriage
1 A view straight inboard of
the inner gear well in the port
wing. Note the forged knuckle
of the landing gear mount

2 The landing gear well

opened into the inner structure
of the wing, and a canvas liner
was stitched around the
circumference of the well for
protection
3 A view of the port main
gear strut
4 The upper portion of the
gear door was fastened to the
upper portion of the strut, while
the lower section was fastened
to the strut section which
carried the wheel
5 A closeup of the upper gear
door mount and connection
linkage between the upper and
lower gear doors
3
5
4

Tail
1

1 The tailplane incidence

adjustment screw was
accessible through these
openings in the forward part of
the fin

2 A view of the fin and

stabilizer assembly from port.
The heraldic device on the
rudder was not present on the
aircraft when flown by
Marseille
3 The fin and stabilizer
assembly from starboard

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Wings 1
1 The leading edge of the
radiator bath is held by a
stiffening strut. Note the
contoured wing surface
forming a rudimentary duct
into the radiator

2 The inside face of the

starboard wing root where the
flap meets the fuselage is seen
in this photo
3 The starboard flap drive is
seen here
4 Each flap had a cutout to
clear the extended area behind
the gunbay, as seen in this
photo
5 The inside face of the
starboard aileron is seen here
6 The mass balance
consisted of a teardrop-shaped
lead weight bolted to an
aerodynamic metal post which
was an integral part of the
aileron structure
7 The aircraft could be
secured on the field by lines
fastened to these eyebolts, one
of which was in each wing

8 The MG-FF/M cannon

barrel is seen in this photo;
note the flat spots near the
front of the barrel for fitting a
wrench and unscrewing the
barrel for maintenance

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Wings 2
9 The slats can be moved
with mere fingertip pressure,
and are mounted to the two
swingarm assemblies by a
castellated nut and bolt

10

10 A view from below of the

slat mounting bolt
11 In service, the mounting
bolt access hole in the upper
portion of the slat was covered
by a doped-on circular canvas
patch
12 Note the almost
imperceptible step between the
slat area and the upper wing
surface
13 A view of the gunbay
access door and the pinking
tape over the flap structure

11

14 The ailerons would drop

11 degrees when the flaps
were at their max extension of
42 degrees; this effect is
shown in these two photos
15 The inboard face of the
port wing root at the flap
juncture is seen here

13

14

12

15

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Bf 109E-3a WNr 2422 Walkaround

elivered on 7 November 1939, Bf 109E-3a WNr 2422

served for over ten years in the Swiss Air Force,
finally being stricken from inventory on 28
December 1949. The aircraft was delivered with the older
Revi 3C gunsight and KG 11 spade grip, and was outfitted
with Swiss-built, manually-cocked MG 29 machine guns in
the cowling, and Oerlikon FF cannons (virtually identical to
the German MG-FF copies) in the wings. Later, the aircraft

17

was outfitted with a flare rocket launcher in the lower aft

fuselage; all of these features make the Swiss Emils slightly
different than their German cousins.
The following photos were taken by David Falcon Weiss,
webmaster of http://messerschmitt-bf109.de, at the Swiss
Air Force Museum in Dbendorf.

Chapter

Bf 109E-3a
1
2

1 A close-up of the
windscreen from starboard.
The older Revi 3C gunsight
was fitted to Swiss Emils in
service
2 Another photo of the Revi
3C
3 The Oerlikon FF 20mm
cannon were virtually identical
to the MG-FFs on Luftwaffe
aircraft
4 The cowling area differed
somewhat from Luftwaffe
machines
5 The inertia starter handle
engaged this cog on the
starboard side of the aircraft

6 The wheel wells were

protected by a sewn-in canvas
liner with a zipper to tighten
the entire assembly
7 The starboard gear leg and
brake piping is seen in this
photo
3

8 The wings of this machine

were originally built for an E-1,
as shown by the circular patch
to the right of the cannon
barrel

5
6

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Bf 109E-3a
10

9 The top of the antenna

mast has a simple hook to
hold the antenna wire

12

10 A starboard view of the

whole canopy assembly
11 A closeup of the rudder
actuating cable and port
stabilizer support strut
12 The tailplane incidence
was adjustable from +3
degrees to -8 degrees
13 Swiss aircraft featured a
flare rocket launcher in the aft
fuselage

11

14 A view of the canopy

assembly from port
15 An overall view of the
aircraft from the front right.
Note the air splitter is still
present in the oil cooler intake

14

16 This small door opened

downward to reveal the
coolant fill point. The stencil
reads, Warning Steam when
motor is hot
17 Each part on the aircraft
had an identification tag,
similar to this one. The Werk
Nr here is for the part, not the
aircraft
18 The intake assembly is
seen here

13

16

15

19 The changes to the upper

cowling to accommodate the
MG 29s are just visible in this
photo, as are the slightly
angled ejector exhausts

19

17

18

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Bf 109E WNr 4101 Walkaround

his particular Bf 109E was originally constructed as

an E-1 by Erla at Leipzig in 1939, with the WNr 4101
and the Stammkennzeichen (radio codes) GH+DX.
Coded black 12 while serving with 2./JG 51, the aircraft was
damaged in combat on 27 November 1940 and the pilot,
Oblt.Wolfgang von Teumer was obliged to belly-land the

aircraft in England.Von Teumer remained a guest of the

British government for the duration of the war, and the
aircraft was repaired and tested extensively by the RAF. It
was eventually selected for display, and spent many years at
St.Athans before being brought to Hendon, where these
photographs were taken by the staff of the RAF Museum.

18

Chapter

Fuselage & Canopy 1

1

1 The shape of the VDM

propeller blade is seen in this
forward view.
2 The spinner sections were
riveted together around their
circumference; these rivets
show up well in this image
3 Each propeller blade was
fastened to the hub by a series
of locking collars; these, in
turn, were screwed together as
seen here
4 The spinner is seen from
port; the coolant fill flap is
seen as part of the upper
cowling, just aft of the spinner
baseplate
5 An overall view of the
cowling from port
6 An overall view of the
cowling from starboard

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Fuselage & Canopy 2

7 The windscreen framing was
fairly simple, with prominent
rivets along the exterior

7
8

8 The port windscreen side

panel was bisected, with the
forward portion serving as an
inward-opening vent window
9 A view of the port MG 17
gun trough
10 The windscreen is still an
original Emil unit, while the
canopy comes from a Gustav;
this view highlights the
interchangeability of the
various canopy components
between different 109 models
11 The hand grip behind the
canopy is a high-wear area; this
is often seen worn to natural
metal on examples in service
12 A view forward from the
starboard wing root
10

13 Trestling of the aircraft

was done via a bar passed
through this tube between
fuselage sections 7 and 8
14 The antenna lead entered
the fuselage via this ceramic
insulator bolted just to port of
the centerline on fuselage
section 5
15 The aft section of the
supercharger intake was
integral with the aft cowling;
this example appears to have
been taken from another
aircraft, or fabricated from
scratch, as the fit was usually
much better than this

11
12

14

15

13

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Undercarriage

1 The port landing gear

assembly is seen here
2 Taken from directly beneath
the port wing, the wheel well
structure is clearly visible in
this photo
3 A close-up of the port gear
leg and brake piping
4 A view of the uplock
mechanism on the port gear
leg

5 The small hole towards the

bottom of the gear door was to
allow access to the oleo joint
for greasing
6 A view of the starboard
landing gear

6
5

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Tail
1 The aft antenna mast was
integral with the vertical fin
2 The rudder control cables
extended from the rear
fuselage to external control
horns; the starboard control
horn is seen here

3 The port rudder control

horn is visible in this closeup
4 An overall view of the
empennage from port. Note
that the stabilizer strut is
missing its upper cover
2

5 A unique view of the

underside of the starboard
stabilizer; note the attachment
point, as well as the liner in the
tail wheel well
6 A closeup of the liner in the
tail wheel well; the tire is a
postwar item. The seam along
the underside of the fuselage
is visible here as well
7 A profile view of the
vertical fin and upper rudder
8 Continental was a prime
supplier of German tires during
the war, while Dunlop supplied
tires for RAF fighters. When
the correct tire is not available,
though, one uses whatever is
handy

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Wings 1

1 The MG-FF cannons have

been removed from this
example, but the blast tube is
seen here
2 The wing root junction was
covered by a thin sheet metal
strip, as seen here
3 A view of the inboard hinge
point of the starboard aileron

4 Another view of the inboard

hinge point; note the flap and
aileron share this bracket
5 A commonly overlooked
detail is this gear position
indicator in the starboard wing
4

6 The bulge at the wingroot

covered the upper wing bolt
attachment

5
6

7 A view of the deflected

starboard aileron
8 The partially inset radiators
had a small stiffening rod
centrally located along the lip
of the radiator bath

9 The oil cooler vent door is

seen in this view.
8

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Wings 2
10

11

10 The four small mounting

lugs for the ETC500 rack are
seen here; the fresh air intake
is covered by a flat panel on
this example, where it should
be more hemispherical

13

11 The honeycomb structure

of the oil cooler is seen in this
frontal view
12 The bottom of the coolant
tank and part of the induction
tubing can be seen through the
lower chin vent
13 The characteristic angular
vent of the supercharger air
intake is seen here, along with
the ten airflow guide vanes

12

14 The pitot tube is painted

black on this example; this
was often left in natural metal
on service examples
15 Note the shaped ducting
of the oil cooler vent exit in this
view

14

16 The radiator baths were

constructed such that they
could pivot downwards for
radiator maintenance; this
junction has been covered in
pinking tape on this example
17 The covers are missing
from the lower wing
attachment points; the aft
mounting eyes for the ETC500
rack are seen from the side
18 A view of the port wing
root

15

16
17

18

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Cockpit 1
1 The magneto control knob
is missing in this photo; the
cabin vent window mechanism
is just barely visible

2 Von Teumer's aircraft was

configured as an E-3/B when it
was captured; this is the
control panel for the electrical
bomb release

3 The landing gear control

handle is set to down, and
the lower handle is the
emergency gear release which
released the uplocks and
allowed the gear to drop down
under force of gravity
4 The crank controls the
radiator exit flaps, and the
small switch above and to the
right is the fuel pump on/off
switch. The fuel primer pump
is immediatley below the crank
handle
5 A view of the fuse board.
The interior appears to have
been repainted at some point,
although bits of original RLM
02 can be seen under the
chipped paint just above the
fuse panel

7
6

6 A view of the throttle and

other control handles on the
port fuselage wall. The orange
electrical cable is decidedly
non-standard!
7 The forward antenna mast
mounted directly to the aft
canopy section

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Cockpit 2
8 An overall view of the
gauges and equipment on the
left side of the instrument
panel

9 The rudder pedals also

actuated the brakes; the brake
actuating cylinders for each
wheel were on the rudder
pedals themselves
10 The KG 13B control stick
is seen in this view. The
leather boot covering the pivot
mechanism at the base is
missing from this example

10

12

11 The pressue line from the

oxygen cylinders in the aft
fuselage entered the cockpit
through this union, and was
then routed to the oxygen
regulator. Blue was the color
for all oxygen lines and bottles
in Luftwaffe aircraft
12 The Revi C/12D gunsight
is seen here mounted, with the
smoked glass sun shield
retracted
13 Despite having a later
Gustav canopy, the seat is still
a proper Emil unit, with the
shoulder belts passing through
a hole in the back of the seat
proper

11

14 The brownish gauge is

the airscrew pitch indicator;
monitoring of this gauge was
crucial at all times in operating
the Bf 109E

13

14

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Modelling the Bf 109

Messerschmitt Bf 109 V1

19

Chapter

MPM 1/72

eleased in 1995, this is currently the only

injection-molded early prototype Bf 109
available in this scale. Typical of MPMs
earlier short run kits, it features a rudimentary
cockpit that builds up with the use of some very
lovely photoetch, delicately engraved panel lines,
and heavy sprue attachment points, where the lowpressure injection of the plastic is generated. The
nose parts breakdown is a bit unusual, but is easy
to work with and results in a convincing
representation of the Kestrel-engined prototype.
The wings are molded in one piece, with the proper
longer slats and shorter dihedral (at 4 degrees,
instead of the 7+ degrees of later aircraft), and this
is a nice touch. Unfortunately, there are a number of
shortcomings in the kit as well.

The first thing one notices as construction

commences is that the interior is practically devoid
of detail.A small photoetch fuse panel and
instrument panel are provided, as are the flap and
tailplance incidence wheels and drilled Elektron
rudder pedals (they should be solid on this aircraft,
although this is a minor point). The seat is not too
bad, and the photoetch seat belts look quite nice
once installed. However, the overall effect is one of
emptiness when viewed through the nicely molded
vacuform canopy. The canopy itself is molded from

146

Chapter 19

reasonably thick acetate, and proved to fit like a

glove once properly trimmed.
Construction went quickly, although my hopes
of achieving a tight wingroot fit were to be in vain.
The cockpit and fuselage items went together
quite smoothly, including the unusually
engineered nose section, and the entire kit
virtually flew together in no time at all. After
adding the wingroot oil cooler inlets and cleaning
up a few seam lines, the assembled aircraft was
cleaned and polished. I mixed up a batch of Model
Master RLM 63 Lichtgrau, thinned with straight
lacquer thinner, and this helped the semi-gloss
paint spray on nice and smooth, drying quickly to
a nice, even finish. Once fully cured, I gave the
aircraft a few coats of Future polish to result in a
beautiful shine, in spite of the questionable scale
effect of such a finish! The decals were amazingly
sticky, and fortunately proved somewhat resistant
to tearing as quite a bit of moving about was
necessary to get the registration codes exactly
where I wanted them. The tail bands were added

as full decals with only half a Hakenkreuz; it was

the remaining half of the swastika that caused the
only drama on the kit, when the right-side decal
decided to turn itself into a tiny, rolled-up ball. I
wound up hand-painting this area, and am
reasonably pleased with the result.
After the decals had been applied, I gave the
aircraft another couple thin coats of Future to seal
the whole affair, and began adding details such as
the gear and prop. The landing gear wheels are
from a G, and the doors are from an E; both are

wrong for the kit, and should be replaced. The prop

is quite nice, having a separate spinner and blades,
and the spinner was painted in Floquil New Silver,
then polished with SNJ aluminum powder. The
backs of the blades were painted flat black, and the
fronts were coated in Bare-Metal Foil. The radiator
body and oil tank in the port wing root also
received Bare-Metal Foil panels, while the oil cooler
in the starboard wing was made from lead foil,
scored lightly with a hobby knife which resulted in
slight ridges in the panel.
Overall, MPMs Bf 109 V1 is a handsome little kit
that fills an important gap in any 1/72 Luftwaffe
collection. It is not without flaws, but looks
wonderful when completed.

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Messerschmitt Bf 109B/C/D
Hobbycraft/Academy 1/48

hen these kits were first released, they

were quite a welcome addition to the
rapidly expanding stable of 1/48 Bf 109s
that were available. The construction breakdown
and other details through the kit strongly suggested
that the Hasegawa kit was used as the master
pattern for this release, but this was just the start of
the errors incorporated into this kit.
First and foremost is the completely misshapen
cowling area. As rendered in the kit, the nose is
essentially flat from the windscreen forward, while
the actual article has a distinctive downward slope,
nearly matching that of the later Emil series. The
forward cowling piece was rendered as a one-piece
affair, but it is a complete mystery as to which
plans were used to create this. The aft edge of this
upper cowling piece stops right at the aft edge of
the spark plug inspection door, when it should be
located a bit further aft. Because of this error, the
remainder of the nose geometry is completely
thrown off as well; the gun troughs end too far
forward, and the air intake scoop on the upper
starboard cowling is too far forward as well. The
underside of the nose is somewhat better, but the
radiator cowling needs attention on the aft edge; it
has a very subtle upwards sweep, while the kit
gives this as a simple flat area.

Moving aft from the cowling, the wing root

fairings have the characteristic stiffening strips of
the later Emil model, as well as the aft-mounted
fuel fill position. Neither of these features are
correct... the fairings on the A through D models
had no reinforcing strip, being affixed directly
through the skin to the underlying monocoque. The
fuel filler was located on the port cockpit side,
beneath the hinged portion of the canopy in
approximately the same position as the later F
model. The cockpit is also wrong for any Jumoengined variant, with the clues here being the map
case and radiator shutter crank on the starboard
wall. It has been suggested that the Verlinden detail
set was used as a master for the Hobbycraft
interiors, as the overall level of detail is far superior
to that offered in the earlier Hasegawa kit. Despite
the control stick being rendered as a vaguely Sshaped stick of plastic, the seat and sidewall details
more than make up for that shortcoming. The

instrument panel is also a bog-standard Emil unit,

but this detail will not be evident to any but the
most diehard Messerschmitt fans.
Further aft, the empennage is nicely rendered,
although the chord of the fin may be a bit off;
when assembled, the incidence adjustment
opening for the tailplane winds up forward of the
tailplanes themselves. The tailplanes are much
more accurate than their later G/K series, and the
tailwheel opening is molded shut, again as per the
Hasegawa example.
Moving to the wings, these were again based on
Hasegawa units, although Hobbycraft wisely chose
to mold the wings without the MG-FF ammo drum
bulges. The flaps are separate, although the leading
edge slats are molded shut... this is easily rectified
by careful work with a razor saw and a hobby knife,
however. The main gear legs and doors are
interchangeable with Hasegawa units, and the
wheels are actually quite a bit nicer than those
included in the Hasegawa kit, having more depth
and definition to the spoked areas.
Finishing at the front, a choice of two propellers is
available in at least one of the releases, while others
feature only the propeller style applicable to the
variant being built. The representation of the
wooden Schwarz propeller in the B kit is absolutely
awful, with the spinner being far too pointy, and
huge molding steps behind the blades themselves

which must be carefully ground down to match the

profile of the surrounding spinner cap. The later
variable pitch prop is much nicer, although the center
cap can be dressed up with a small bit of aluminum
tubing as a muzzle bore for the central MG 17.

If being built from the box, construction

presents no particular challenges; the various bits
all fit well enough, with minimal filler needed
around the cowling area. However, if one is
interested in building a more accurate Jumoengined variant, then you have your work cut out
for you. The decals in the original Hobbycraft
releases from the mid-90s were bordering on
hideous, but later boxings with the characteristic
black side panels have absolutely gorgeous decal
sheets whose quality rivals those of aftermarket
companies. The kit has also been released by
Academy as a D model with Werner Mlders
Spanish D-1 coded 6 o 79 as the primary option.

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Messerschmitt Bf 109C
Hobbycraft/Academy 1/48

hen I first obtained one of these kits

back in 1995, I was positively thrilled to
have an early model 109 to add to my
collection.As such, I did not spend much time in
researching shapes, vent configurations, and the
like; I merely wanted to build the model and get it
done! I had purchased the C model, with the
striking shark mouth motif of ZG 76 on the
cowling, but the decals themselves were hardly
inspiring. So, I tracked down a copy of the Ministry
of Small Aircraft Production sheet featuring early
109s, and chose to built a I./JG 20 machine (later
II./JG 51). I also grabbed a pair of red 9s from an
Aeromaster fighter numbers sheet (one of the
greatest decal sets ever released, in my humble
opinion), as I wanted to have something just
slightly different than the option on the sheet, and
got to work.

I had purchased this kit at MasterCon in Saint

Louis, MO, along with about $300.00 worth of other
modeling related goodies and accessories, and
among those accessories was an Eduard photoetch
set for the early Jumo-engined 109s. I used several
of the parts from this set, including the beautiful
radiator grille, the seat belts, and other cockpit bits
to help dress up the already well-appointed kit
pieces. Only later would I find out that the interior
is correct for an Emil, but nothing like an early
109... ignorance is truly bliss! I also airbrushed the
interior in RLM 66; another faux-pas, as the
interiors of all Jumo-engined variants were in RLM
02. Live and learn, right?
I built the fuselage, then added the cockpit tub
assembly up from the bottom, fairing in the

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resulting seam along the cockpit sills with putty.

The entire fuselage assembly was then mated with
the already completed wing, and I found I had a
number of small gaps to fill. Once those were taken
care of, I moved to some of the smaller subassemblies. One trick I wanted to incorporate was
the use of aluminum tubing for the central prop
boss; after a bit of trial and error, I managed to
build up a sleeved insert for the propeller assembly
which allowed the prop to freely rotate (and also to
fall off on the contest table...). It was a neat idea, but
I eventually cemented the assembly in place. The
landing gear could not have been more simple,
although I wasnt very careful about my alignment.
Later, when one of the gear legs snapped, I was able
to re-align the main gear more accurately when
reattaching the strut.
At the time,Aeromaster Warbird Enamels were
still in plentiful supply, and I used their RLM 65
Hellblau, RLM 70 Schwartzgrn, and RLM 71
Dunkelgrn for the prewar splinter camouflage
scheme. Masking of the uppersurface camo took
quite a while, as I was determined to get the pattern
just right.When the masks were removed, my
patience was rewarded, although did have a bit of
touch-up work to do in a few areas. Testors
Metalizer Sealer was then used as a gloss coat, and I
could begin applying the decals.
It was at this point that I started having some
difficulties. I had purchased the MSAP decals from
Verlindens warehouse, and they must have either
deteriorated or been flawed in some manner, as the
backing paper came up with the decals themselves.

Thankfully, the decal film was strong enough to

withstand the efforts to remove the paper from the
markings, but it was certainly touch and go for a
while. The few Aeromaster markings went down
flawlessly, as usual, and with the completion of the
decal session, I sprayed a coat of Walthers DDV
(Decal Dulling Varnish) on the model to give a nice,
overall flat sheen.

This turned out to be another mistake. I

discovered to my dismay that DDV has a nasty
tendency to turn yellow after a year or so; soon, my
Bf 109C looked as though it had taken a bath in
beer. I didnt particularly feel like stripping the
whole thing down, so I eventually decided to try
airbrushing a few coats of Future over the entire
aircraft. I had swapped the ridiculous single-piece
kit canopy for a very nice Squadron vacuformed
item, and the Future not only improved the finish
dramatically, it also improved the clarity of the
canopy dramatically.
As I continued to study the 109, I found more
and more errors with the Hobbycraft Jumo-engined
kits, and I resolved I would do something about
this with the next one I built.

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Messerschmitt Bf 109E-1
Hobbycraft 1/48
3./JG 51, Speyer, Germany; October, 1939

t the beginning of the Second World War,

the Jagdwaffe had not quite completed the
changeover from the Jumo-engined Cs and
Ds to the faster, more powerful Bf 109E model.
Among the Gruppen which had received the new
aircraft, however, was I./JG 51 at Bad Aibling.
Formed from I./JG 233 on 1 May 1939 when the
Luftwaffe unit structure underwent a wholesale
reorganization, I./JG 51 had moved elements to
Speyer after the outbreak of hostilities. 3. Staffel
would remain at Speyer longer than the other two
Staffeln, not moving to Mannheim until November.

The paint schemes of the Jagdwaffe were bland

in the extreme, with the dark splinter scheme of
RLM 70 and 71 on the uppersurfaces being applied
with an eye towards ground concealment. Several
aircraft appear to have received a much simpler
scheme of RLM 70 in place of the complex
uppersurface splinter scheme, however, and this 3.
Staffel aircraft,yellow 3, appears to be one such
machine. Photographed at Speyer in October, 1939,
the aircraft sports a decidedly non-standard
fuselage cross, and enormous, oversized wing

crosses designed to maximize visibility to friendly

forces.A number of deadly friendly fire incidents
had occurred during the Polish campaign, and the
oversized crosses appeared for a time on both
fighter and bomber aircraft. It was one of the
earliest examples of conflicting markings on
Luftwaffe aircraft; the carefully applied camouflage
was effectively rendered useless by the addition of
these gigantic wing markings.

the slats are molded integral with the wing

the MG-FF bulges are provided as separate
items, meaning the wing is already configured
as an E-1
the fin is slightly broader in chord than the
Hasegawa kit; that fin is just about perfect
the interior is much more detailed than the
Hasegawa offering, although the lap belts on the
seat are a bit indistinct

Having found this aircraft on a long out of

production Ministry of Small Aircraft Production
sheet, I decided I would use the Hobbycraft kit to
build this unusual E-1. The Hobbycraft kit is a
virtual copy of the Hasegawa offering, but with
several key differences:

the Hobbycraft canopy is a thick, one-piece

affair that should be chucked into the spares
box and replaced with a vacuformed item
the main wheels of the Hobbycraft kit are much
nicer than Hasegawas
the main cowling has no notch where the
supercharger intake would go; this needs to be
scribed into the aft port cowling, and the
supercharger intake attaches to this
Construction of the kit follows essentially the
same pattern as the Hasegawa offering, with the
only surprise being the aforementioned
supercharger mounting. Care must be taken to get
this in the right position, as no locating area is
given on the kit parts. The exhausts are also
somewhat weakly molded, although replacing them
with Moskit items may be an exercise in
frustration. The major subassemblies fit well, with
little putty being required, and the aircraft certainly
looks the part when finished.While not as nice as
the Hasegawa or Tamiya kits, the Hobbycraft Emil
family is a relatively inexpensive and fun model to
build, and makes a handsome addition to the
model shelf when done.

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Messerschmitt Bf 109E
Academy 1/72

f ever a kit had a split personality, it would be

this one. Upon opening the box, the expectant
modeler is greeted with finely engraved panel
lines, a well-detailed multi-piece cockpit, and a fully
separated canopy thats respectably thin and clear.
But on closer inspection, it becomes apparent that
all is not what it seems. The beautifully executed
panel lines on the fuselage lead up to a horribly
misshapen nose. The gun troughs, a prominent
feature of the Emil cowling, are laid into the side of
the cowling like some sort of mutated Gloster
Gauntlet. The oil cooler beneath the nose is
approximately a whopping .010 inches deep, as
near to flush as one cares to go, and is too narrow to
boot. The spinner is a touch on the long side, and
the prop blades are a bit ovoid, but these pale into
insignificance when compared to that sad
proboscis. The wonders of the cockpit have already
been noted, and the aft fuselage is also well
executed, with panel lines where they belong. The
empennage is nicely rendered as well, although the
rudder is a bit off in shape. The rudder actuating
horns are present, and the horizontal tailplanes and
elevators are also cleanly done, with a somewhat
heavy fabric effect that benefits from a few light
swipes of sandpaper. The tailwheel is well done, but
the stabilizer struts bear no resemblance to the
actual items, having enormous, misshapen blobs at
each end of a flat stick... somewhere, a 1/35 scale
rowboat is missing a pair of oars.
Having gone the length of the fuselage, we now
come to the wings. Lets look at the upper halves
first, as covering the well-done parts will take
significantly less time. Here again, we find cleanly
executed panel lines where they belong, although
the same shallow scalloped effect from the
empennage is present on the flap and aileron
surfaces. Another slight, but easily rectified
annoyance is the lack of a line or trough of any
sort at the junction of the aileron, flap, and wing.
Scribing such a line is a quick affair, but be
careful of the protruding end of the gun bay
doors over the flaps.

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The lower wing is another matter entirely,

however. The panel lines are nice and crisp, as
elsewhere on the kit, but thats the sole redeeming
feature of this area. Mirroring the absurdly shallow
oil cooler, the radiators appear to have been based
on the later F-G-K units, as they are entirely too
shallow, and extend clear out to the end of the flap.
The MG-FF ammo canister bulges are wee little
things, and the hinge lines for the flaps and
ailerons are very confused; there are two sets of
deeply engraved lines running parallel to the
trailing edge, and the aftmost lines must be filled.
The main gear recesses are too large, and extend
too far outboard; these need to be walled in with a
bit of .005 or .010 styrene.
Having covered this small exercise in scale
schizophrenia, one is left with the following choices:
a) Build it as-is, b) Strip the kit for usable parts and
bin the rest, c) Build it, fixing the incorrect parts

along the way, or d) Build three of them, adding a

pointed steel tip in the noses, and impress the lads
down at the pub on darts night with your new set.
Not being very adept at darts, I chose to build my
example and see what I could do to fix the most
glaring errors. In retrospect, d) might have been the
better option.
I originally intended to complete the aircraft as
an E-4, so I built up the cockpit and painted it in
Schwartzgrau 66, followed with a quick wash and
drybrush session. The fuselage halves were then
brought together, and the magnitude of the profile
problems with the nose became fully apparent.
Picture, if you will, the aeronautical equivalent of a
walleye trout. The depressions on the upper sides
of the nose needed to be filled, then new troughs
needed to be cut into the upper nose section. I
hollowed out the incorrect troughs, then shoved
two bits of cut sprue into them and liberally coated

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the plugs with gap-filling superglue.After the glue

had time to set, I sanded down the plugged areas
with progressively finer sanding sticks until the
area was nice and smooth. I then drilled two holes
for the muzzle apertures, and carefully expanded
them with a #11 X-Acto blade, followed by careful
shaping with a narrow rat-tail file. Small bits of
stretched sprue were added to simulate the
muzzles; the result is not perfect, but it is light years
better than what came in the kit. The oil cooler
depth was increased by adding two plates of .010
styrene to the bottom, fairing them in with
superglue and putty, then sanding them to shape.
Again, nothing like perfect, but still a vast
improvement on what Academy gives you.

Doing something about the lower wing was next

on the list. I began by using a razor saw to cut the
radiator housings along the flap hinge line, then
gouging out the excess plastic with the trusty #11
blade. This was followed by sanding, filing,
puttying, sanding, cursing, puttying again,
sanding, more cursing, and putting down the
model for a while. After a lengthy break, I returned
to continue working on reshaping the radiator
housings. Were I to do this again, I would have
sanded off those absurd radiators and simply
scratchbuilt replacement items. Never being one to
take the easy route, though, I eventually arrived at
something approximating an Emil radiator shape,
and called it a day.
The gear wells were also walled in with .010
styrene sheet and trimmed to shape (a surprisingly
simple task), and I decided at this point that I

would simply shave off the anemic MG-FF blisters

and backdate the aircraft to an E-1. (Yes, I am aware
the cockpit should be in 02, but its not going to
happen at this point). There is sufficient plastic in
the lower wing to allow you to sand those wee
blisters flush, although filler of some sort will be
needed for the surrounding panel lines. I used gap
filling super glue again, as I had no intentions of
waiting a day for the putty to dry... I could sense
completion was near! One important point to note
is that the apertures for the MG17s are slightly
inboard of the MG-FF cannon muzzles; to do this
properly, one needs to fill the square panel lines
surrounding the cannon port as well.
I must confess that one prime reason I chose to
do an E-1 was that the dark tones of the early
overall 70/71/65 scheme would help mask some of
the errors made during the construction of this
little beast.A friend sent a long out of production
set of Ministry of Small Aircraft Production decals
my way, and I chose to build red 10 of 2./JG 77,
circa mid-1939. I used Model Masters RLM 65
enamel thinned with straight lacquer thinner on
the undersurfaces, and Model Masters US Marine
Corps Green thinned with lacquer thinner for the
RLM 71 up top. I then mixed up a cup of RLM 70

Schwartzgrn by mixing Model Masters Aircraft

Interior Black with the USMC Green at about a
50/50 ratio; Im quite pleased with the result, and
the colors are far better than the colors Model
Master offers as RLM 70 and 71.After a liberal
glosscoat of Future and decaling, the whole affair
was given a coat of Testors Dullcote, canopies were
added, and voila it was done.
Would I recommend this kit? For those who
might still need some sort of encouragement one
way or the other after reading of my experiences, I
would say if you wish to have an accurate 1/72
Bf 109E on your shelves, then no, this kit is not for
you. However, if you enjoy the challenge of
improving a substandard kit, then this will
certainly fit your style.

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Messerschmitt Bf 109E
Tamiya 1/72
WNr 1480; Oblt. Franz von Werra, Stab II./JG 3 Loves Farm, Marden, Kent; 5 September, 1940

Oblt. Franz von Werra in the cockpit of WNr 1480 with his
pet lion, Simba (Photo: Crow)

f the hundreds of Luftwaffe airmen who

parachuted into British captivity during the
Battle of Britain, many tried to escape but
only one managed to complete the feat. This was
Oblt. Franz von Werra, the Geschwaderadjutant of
II./JG 3.With eight victories to his credit, fully half
of those falling on 28 August, von Werra was the
first ace to be made a prisoner of war, and the
British noted his extremely high morale. He made
no secret of his intent to return to Germany, and led
several unsuccessful escape attempts including one
which found him about to take off in a Hawker

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Hurricane before being shipped off to Canada,

presumably for the duration of the war.
Von Werra had other ideas, however, and as the
train carrying the prisoners crossed through snowy
Smith Falls, Ontario on 24 January 1941, he jumped
from the train and headed south. Thirty miles away
was the St. Lawrence River, and beyond that, the
still neutral United States.After an arduous trip
across the partially frozen river in a small rowboat,
using a plate as an oar, von Werra landed on the
American shore. His successful escape was
celebrated at the highest levels in Germany, with
Hitler and Gring greeting him personally upon his
return from the US, and the resultant
embarrassment caused to the British led to more
stringent security measures which saw to it that no
further successful escapes took place for the
duration of the war.Von Werra went on to serve in
Russia, and was later transferred to the Netherlands
as the Gruppenkommandeur of I./JG 53. He was
killed on 25 October 1941, when his Bf 109F-4 WNr
7285 inexplicably dove into the sea... von Werra
made no distress call, and made no attempt to
escape the doomed aircraft.
Continuing their tradition of excellence,
Tamiyas 1/72 Bf 109E-3 and E-4/7 are virtually
identical to their superlative 1/48 Emil series. The
kit stands head and shoulders above every other
1/72 Emil release, with laser-straight panel lines
and perfectly rendered detail from the prop blade
collars all the way to the molded-in rudder control
cables. Whats more, Tamiya has accomplished this
with the bare minimum of parts; all the airframe
bits are given on one sprue section. The fit of the

kit is nothing short of amazing, with little to no

filler required at any point on the model. Most
impressively, the upper and lower cowlings are
supplied as separate pieces, with a multi-piece oil
cooler insert which allows you to build the model
with or without the airflow straightening vane;
early Emils had this, but it was infrequently seen
by August 1940. The propeller blades are a bit
narrow, but not excessively so.
The cockpit is fully detailed with a mixture of
molded-in details in sharp relief, and well-sculpted
individual parts. The rudder pedals are molded to
the firewall, the flap and tailwheel trim wheels are
molded to the port fuselage half, and the oxygen
regulator is molded to the starboard fuselage. Once
the cockpit area is painted and a wash is carefully
applied, a light drybrushing session makes these
items pop right out. The instrument panel is a thing
of beauty, with all instruments where they belong,
and raised sections for the compass deviation card,
gear selector, etc. The seat has the correct shape, but

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needs to have the characteristic oval hole for the

shoulder belts drilled into the back.
The aft fuselage is again absolutely beautiful, and
the vertical tail and separate rudder are shaped
correctly. One area of concern involves the length of
the aft fuselage; according to factory
measurements, each fuselage station from section 2
through section 8 should be equidistant, with a
length of 453mm each. The kit, however, has the
fuselage section between station 4 and 5 (just
forward of the radio compartment door) noticeably
shorter than the others. This causes issues with
decals not specifically scaled for the Tamiya kit.
With the introduction in early 1940 of the revised
markings and camouflage, the fuselage Balkankreuz
was to be applied from the forward edge of station
5 to the aft edge of station 6, fully covering those
two fuselage sections from panel line to panel line.
That shorter fuselage section means that many
aftermarket Balkankreuze decals will be too wide
for this area, throwing off other marking
alignments. This is a surprising error, given the

incredible accuracy evident elsewhere in the kit.

The wings differ from their 1/48 counterparts in
having the flaps and slats molded permanently in
the retracted position. It would not be too much
trouble to separate these, although again, care must
be taken around the extended gun bay panel on the
upper wing section. The only addition necessary to
the wing area would be the two stiffening posts
centrally mounted in the front of the radiator baths;
use a #78 drill bit to make an forward-angled hole
through the lip of the radiator bath, then superglue
a piece of 28 gauge wire or appropriately sized
stretched sprue, trim, and sand flush. Five minutes
work, and youre done.
Construction of the kit begins with the cockpit
items. I would recommend painting the instrument
panel on the sprue, as its far easier to hold and
control for detail work; the seat, stick, and forward
bulkhead with the rudder pedals should be
assembled and painted simultaneously. Once detail
painting on the sidewalls is complete, the fuselage
halves can be closed up, with the cockpit floor
assembly being inserted into the fuselage from
below. Cleanup of the fuselage upper and lower
seams should be minimal; the 109 did feature a
seam along the top and bottom of the fuselage,
created by a lap joint of the left and right fuselage
half assemblies, and it would be as pronounced as
the vertical panel lines along the flank of the aft

fuselage. I will often lightly bevel the outermost

edges of this area on the individual fuselage halves
before joining them using sparing amounts of gapfilling cyanoacrylate (CA) cement. The CA dries
much quicker than a liquid, and can be sanded or
carefully scribed through, if necessary.
Mounting the wings to the fuselage is never done
according to the instructions... I find I can achieve
much better alignment with nearly perfect seams
by affixing the upper wing halves to their mounting
areas on either side of the fuselage using CA, then
dryfitting the lower wing section and carefully
dressing the rearmost points for an optimal fit.
Typically, if there is to be any filler used on the kit,
this staggered seam will be the area which will
require it.
Again mirroring the 1/48 scale kit, the upper and
lower cowling sections are separate which is
fantastic news for those building yellow nose
aircraft; it means less masking! As von Werras
aircraft had a clean replacement cowling, I did not
permanently attach these until after weathering
was complete; the fuselage of WNr 1480 was
positively filthy with soot deposits from the
overworked DB 601, but the cowling sections were
so clean that many postwar sources have shown his
aircraft as having a white cowling. This was not the
case, although the wingtips and rudder (which is
also separate in the kit) were painted white.
The propeller spinner is a two-part affair, and I
carefully hand-painted the characteristic

black/white quarter panels on the forward part,

painting the rear part RLM 70 along with the
blades themselves. The airframe assembly was
airbrushed with Model Master RLM 65, RLM 02,
and Marine Corps Green for the RLM 71 areas; I
strongly recommend avoiding the stock Model
Master equivalents of RLM 70 and 71 as they bear

no resemblance to the actual shades whatsoever.

After a coat of Future, I used the kit decals for the
national insignia, and spare ICM decals for von
Werras markings. The aft canopy and windscreen
were then attached, the antenna rigged, and the
whole affair could be considered finished.
Tamiyas baby Emil is an absolute delight, and to
paraphrase a well-known commercial phrase here
in the US:Betcha cant build just one!

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Messerschmitt Bf 109E-3 early release

Hasegawa 1/48

n the late 1980s, the hobby of scale aircraft

modeling was turned on its collective ear by
releases from two Japanese companies. One,
Trimaster, released an incredible 1/48 scale Focke
Wulf Fw 190D-9 with impeccable recessed panel
lines, cast white metal parts, and a fret of
photoetched parts... all at the then-exorbitant cost
of $55.00. Not long thereafter, Hasegawa introduced
a newly tooled Messerschmitt Bf 109E-3 at a far
more reasonable price, which made it immediately
attractive to a wider range of modelers.
Compared to the then-current state of the art,
the kit was a revelation.A reasonable parts
breakdown was crisply rendered in light grey
plastic; all panel lines were recessed, and the
separate flaps and slats were a sensation at the
time. The canopy was an admirably thin multipiece affair, and a huge variety of markings were
provided on the decal sheets in each subsequent
reboxing. Photoetched radiator and oil cooler grilles
were also included, along with a very fiddly but
very scale-looking photoetch head armor piece.
When it was released, the only other injected
1/48 Emil on the market was the ancient
Monogram kit, retooled from an even more ancient
Aurora offering. Raised panel lines, vacant cockpit,
no wheel wells to impede the retractable gear, and
highly questionable outlines awaited the intrepid
builder wanting an early Messerschmitt on his or
her shelf. Hasegawas release immediately relegated
the Monogram offering to the scrap pile, and the
popularity of the kit may be judged by the fact that
just recently, Revell-Germany has released their
own boxing of the Hasegawa kit, minus the

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Ltn. Hans Illner of 4./JG 51 in early August, 1940. (Photo courtesy David Wadman)

photoetch fret, and the kit continues to be released

with new decal options well over fifteen years after
it was originally introduced.
Despite the immense strides forward made with
the Hasegawa kit, however, all was not sweetness
and light. There were some significant shape issues
with the nose, notably the small rocker cover bumps
on the lower forward cowling, and the windscreen
was far too vertical. The parts breakdown of the
fuselage came in for criticism too, with a very odd
seam line on the vertical fin. In a move which
earned them considerable praise, Hasegawa retooled
the Emil molds to improve the fuselage shape and
assembly method, and considerably improved the
canopy assemblies as well.

The model seen here has been built from one

of the original releases, and despite the profile
issues noted above, it builds up into quite an
attractive representation of an Emil. I did dress
up the rather Spartan cockpit with a Cutting Edge
resin seat with molded-on seatbelts and a few bits
from an Eduard photoetch set, but this was the
extent of the modifications made to the kit.
Decals from Cutting Edge were used as well, to
build the aircraft of Ltn. Hans Illner of 4./JG 51 in
early August, 1940. Illners aircraft featured
perhaps the most striking nose art to be applied
to a Luftwaffe aircraft during the war, in the form
of an enormous pair of lips. After his first victory
in July, a smoking cigarette was added to the

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design, and it is this marking variation which I

chose to build.
Construction of the model itself could not be
simpler; by paying careful attention to alignment
during construction, very little filler will be needed.
As per my usual method, I assembled the fuselage
halves first, then carefully dressed the mating
surfaces of the upper wing halves, and glued those
to the fuselage with CA. Cockpit construction
followed, with the aforementioned photoetch bits

being added and the whole affair receiving a coat of

Model Master RLM 02, thinned with straight
lacquer thinner to speed drying time.After detail
painting, a carefully applied wash of thinned Model
Master Aircraft Interior Black and drybrushing
with titanium white oil paint, the cockpit was
assembled and slipped upwards into the completed
fuselage assembly. The fit was predictably good, and
once dry, the completed lower wing assembly was

secured to the rest of the model.Again, careful

attention during the initial construction phase
should result in a nearly flawless match,
minimizing seam cleanup.
I had drilled holes along the front edge of the
separate engine cowling, simulating the lightening
holes in the forward support frame of the actual
article; this is a subtle and easily added detail which
is just visible behind the prop baseplate. The
canopies had already been dipped in Future and
allowed to dry, and these were now added and
masked off. The upper cowling was then added, and
the aircraft was ready for paint. The yellow spinner
and rudder was painted first with Floquil Reefer
Yellow, then masked and the undersides and
fuselage flanks were given a coat of Model Master
RLM 65. The camouflage was applied freehand,
using Floquil Pullman Green for the 71 Dunkelgrn
and Model Masters RLM 02 straight from the
bottle.Aircraft in II./JG 51 carried a very indistinct,
foggy mottle to the fuselage sides, and this was
accomplished with very thin and light coats of both
RLM 02 and patches of RLM 71.
The landing gear legs and doors were then
cleaned up and assembled, and these were painted,
followed by a wash and drybrush session. I did
substitute a spare pair of Hobbycraft Emil wheels
for the kit items, as Hasegawas wheels are one of
the weak points of the kit. Following a coat of
Future, the excellent Cutting Edge decals were
applied, and an additional light coat of Future was

sprayed over top of these for protection.A carefully

applied wash was then applied in all panel lines
around opening panels or movable surfaces (such
as ailerons, gun bay doors, etc), and the aircraft was
given a coat of Testors Dullcote.With the entire
airframe assembled at this point, light weathering
was applied using a silver Prismacolor pencil and
pastel chalks, with a bit of drybrushing on the

fabric control surfaces to give a slight tonal

contrast.With the addition of the antenna wire, the
model was complete, and I had a very distinctive
Emil to put on the shelf!
Hasegawas Emil is still readily available and can
still be made into a real head-turner, although it has
since been surpassed in detail and accuracy by the
Tamiya offering.

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Messerschmitt Bf 109E-3
Tamiya 1/48
WNr 1944; Fw. Ernst Nischik, 6./JG 26 Schlageter Werl, Germany; January 1940

his aircraft is shown in a series of photos on

pages 296 and 297 of Classic Colours
Jagdwaffe Attack In The West, taken in early
1940 while 6./JG 26 was stationed at Werl.
Aeromaster released a series of decals based on
aircraft from the Jagdwaffe series, which on the
whole are a welcome addition to the schemes
available to the modeler, but they do require doublechecking for accuracy. The book and the Aeromaster
decal instructions indicate a 71/02 splinter scheme
on the uppersurface of this particular aircraft, but
close examination of the photos reveals this to be
incorrect... the interiors of all the aircraft in this
series of photos of 6. Staffel Emils are painted in
RLM 02, and the uppersurface camouflage is much

darker than that interior color. In addition, there are

several other interesting details on this aircraft; the
gear legs and inner doors are in a very dark color,
perhaps 66 Schwartzgrau, the supercharger intake
still retains its original RLM 70 color from being
masked off when the rest of the airframe was
painted, and the exhaust shrouds are in either RLM
70 or black. I have opted for black on this model, as
such a treatment was not uncommon.
Aeromaster also calls for larger, mid 1940-style
crosses above and below the wings; this, too, is
incorrect, as the photos show the earlier prewar-style

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crosses to be placed well outboard on the upper

wings. The Werknummer of this aircraft is theorized
to be 1944, based on one photo of Uffz. Nischik in
the cockpit of his aircraft; it is certainly not WNr
1937 as given on the decal sheet, as this was Brown
9. Other aircraft from this production batch in the
unit include WNr 1935Brown 8 and WNr 1943,
Brown 4.An interesting feature of this particular
batch was that the WNr was stenciled on the aft
canopy section, and this is visible in other photos of
6. Staffel aircraft from this time period as well.
As with so many other early Emils, WNr 1944
was later converted to E-7 standard, and re-entered

service with the ErgGr./JG 27. It subsequently

served on the Eastern front with the 7. Staffel of
JG 54s Ergnzungsgruppe, where it was coded 13
+. It was lost on 7 September 1941 due to Russian
flak with Ltn. Hans-Leopold Henkemeier being
killed in action.
The original release of the Tamiya Bf 109E-3
with the inaccurate cowling was used for this kit,

and the model was built straight from the box,

with the exception of masking tape seatbelts.
Colors used were ModelMaster 65, Floquil Classic
70 Schwartzgrn, and Floquil Pullman Green for
the RLM 71 Dunkelgrn. The primary reason this
particular scheme was chosen was to showcase a
transitory field-applied camouflage scheme from
early 1940, with the high 65 demarcation line but
early-style national insignia. As is usual with the
Tamiya kit, the fit was flawless, and the completed
model certainly makes an attractive addition to
the collection.

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Messerschmitt Bf 109E-4
Tamiya 1/48
G9 + JV, 10./NJG 1; Dsseldorf, Germany; September, 1940 Built from the box, with aftermarket and Revell/Germany kit decals

t is a little-known fact that several all-black 109s

saw service with the Luftwaffe in WWII. Under
the command of Hptm. Conrad von Bothmer,
III./NJG 1 was formed on 1 July 1940 from II./NJG
1, using older Bf 109D fighters carried over from
their previous incarnation as IV.(N)/JG 2.As the
three Staffeln of III. Gruppe began conversion
training onto the Bf 110C in August 1940, two
additional Staffeln were formed: 10. and 11./NJG 1.
These two units operated surplus Emils from
Dsseldorf until October 1940, when they were
detached from III./NJG 1 and moved westward to
Vlissingen and reconstituted as verstrkte
Jagdstaffel Holland. This lasted until December,
when Jagdstaffel Holland was redesignated 1./JG 1.
The recent Revell/Germany re-release of the
of the model which is present on the real aircraft is
the blister covering the Peil Gert direction finding
equipment under the aft fuselage. A closeup of this
device is shown in the color photo, taken of a 2./JG
1 aircraft during a Regia Aeronautica pilot exchange
program. The teardrop-shaped blister itself is clear
Plexiglas, with thin metal strips running fore and
aft across the entire lower surface of the device. The
inner electronics have Bakelite components,
accounting for the dark rusty brown color visible in
the photo. In the photo of G9+GV, note that the

Hasegawa Bf 109E-4 actually comes with the decals

to build G9 + JV, but they give the codes in RLM 77
light grey.While this does conform with the L.Div.
requirements for code colors used on black aircraft,
it is unfortunately wrong for these aircraft. NJG 1s
Bf 110s used a dark red, not unlike British Dull
Dark Red, for their codes and the included photos
show that this dark color was used on the 109s as
well.As such, I had to carefully overpaint the grey
areas of the code letters with a custom-mixed dark
red... the results are certainly more satisfying!
This is the Tamiya Bf 109E-4/7 kit, built straight
from the box using tape seatbelts. One item I left off

Photo: DAmico and Valenti collection

starboard lower quarterlight of the windscreen has

been plated over. The upper wing crosses as given
in the Revell kit are conjectural, and though I did
use them, I would replace them were I to build
another of these aircraft. Given that these aircraft
were in service during the Battle of Britain, it is
more likely that the national markings would
mirror those carried by the day fighters.

Above two photos via T. Fischer

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Messerschmitt Bf 109E-3a (Swiss Conv.)

Tamiya 1/48

his Bf 109E-3 (J-317, W.Nr. 2165) was

taken on strength of the Schweizer
Flugwaffe on 23 June 1939. It served briefly
with 21. FlKp before being transferred to 8. FlKp,
where it remained until being struck off charge
on 17 June 1947.

The model used was the old-tool Tamiya

Bf 109E-3 with inaccurate cowling and intake. I
modified the cowling to Swiss standard with two
MG29s fitted side-by side (not staggered); this
necessitated filing off the MG17 synchronization
gear bulges on the main cowling as well as the
raised troughs around the gunports, filling a few
panel lines with superglue, rescribing new panel
lines, and adding two small breech covers from
spare resin off-cuts sanded to shape. The gun
barrels are simply stretched sprue, drilled and

of the spray pattern. Just be sure the room is

thoroughly ventilated, as the fumes are quite stiff!
The Floquil paints were thinned with DioSol, and as
usual they went down perfectly.
The markings came from an out-of-production
Cutting Edge sheet graciously sent to me by Dr.
Sinuhe Hahn, another Swiss friend; it should be
noted that the instructions are slightly wrong, in
that they give a fish in a ring emblem for J-317.
That emblem belonged to 7. FlKp, whereas a
number of aircraft in 8. FlKp featured very
skillfully executed floral arrangements on the
cowlings (!!!) along with the specific names of said

flora. Unfortunately, while a number of these

beautiful artworks were captured on film, no one
seems to have thought to link them to a particular
airframe; thus, the only 8. FlKp aircraft to be
linked with one of these emblems is J-360
(Narziss/Narcissus). As I couldnt be certain
whether my chosen aircraft had one of these
artworks or not, I simply left the cowling bare,
which was the usual standard for 8. FlKp.

Other details added include a scratchbuilt KG11

spade-grip stick, Cutting Edge resin seat with
molded-on seatbelts (every Emil fan should have a
number of these in their parts box), True Details
resin wheels to replace the skinny kit items, and
two lengths of solder for the brake lines.
mounted to the Tamiya piece in lieu of the MG17
barrels... those were saved for another project. The
rest of the kit practically fell together, and it was
soon ready for paint.
Painted in a fairly free-form export scheme of
RLM 70 and 71 over 65, Floquils RLM 70
Schwartzgrn and Floquil Pullman Green were used
on the uppersurfaces, with Model Master 65
beneath.A quick note about the Model Master
colors... spraying gloss or semi-gloss colors is
definitely not a favorite option of mine due to the
time required for the paint to dry thoroughly.
However, Ive found that thinning these with
straight lacquer thinner not only offers a far quicker
drying time, it also allows for much better control

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Messerschmitt Bf 109E-7 Trop

Tamiya 1/48

erner Schroer was an excellent fighter

leader and one of the few Experten to
serve throughout the entire war and
survive. Born on 12 December 1918, he joined the
Luftwaffe in 1937 as a groundcrew member. By May
1940 he had soloed, and joined 2./JG 27 in August
1940. He did not see action during the Battle of
Britain, however. Schroer was to find his greatest
fame with JG 27 as they moved south to join
Rommels Afrika Korps. He claimed his first victory,
an RAF Hurricane, on 19 April 1941
with 1./JG 27, but his own aircraft
was heavily damaged in the
engagement. Two days later, he again
entered combat with Hurricanes and
collided with one in the fight which
ensued; this necessitated a forced
landing at Ain-El-Gazala with his 109,
WNr 4170 white 11 incurring 40%
damage. Schroer went on to achieve
114 victories, and finished the war as
Kommodore of JG 3 Udet. He passed away
peacefully in Munich on 10 February 1985.

78 blue, 79 tan, and 80 olive green were

not available yet, it has been widely
speculated that I./JG 27 utilized Italian
colors for their uppersurface pattern, and
this was the route I chose.
I used Model Master 65 on the
underside, and Aeromaster acrylic Italian Sand on
the uppersurfaces, mottled with Model Master

is documented photographically, and was also

documented on Wolfgang von Teumers Bf 109E
WNr 4101 of 2./JG 51 which is currently displayed
at the RAF Museum at Hendon.
Weathering was kept relatively light, as the

aircraft had not been in theatre long before

Schroers battle with the Hurricane on 21 April. I
utilized chalk pastels for exhaust and cordite
staining where appropriate, and a sharpened silver
Prismacolor pencil for paint chipping along the
wing roots where the ground crew would operate as
well as the cockpit sills. The undersized Tamiya
tailwheel was binned, and one of the many spare
tailwheels in my leftovers box from a Hasegawa
109G-6 kit was used instead.
There is some confusion regarding the number
of the 109 Schroer was flying on 21 April; some
sources say it was white 3, while others say white
11. I elected to build this Tamiya kit as white 11
but acknowledge that it may not be 100% correct.
This is the retooled E-4/7 built almost straight
from the box with decals pieced together from
various sources. Construction of the kit presented
no surprises, as is the norm with Tamiyas offerings,
and the sole aftermarket accessory used was the
excellent Cutting Edge resin seat with belts. These
make a tremendous difference in the finished item,
and are reasonably priced. Plus, you get two seats
per package, which is just further encouragement
to build more Emils!
The paint job was an exercise in patience.When
the first aircraft from I./JG 27 arrived in Libya in
the spring of 1941, they wore the standard
European temperate camouflage of 71/02/65. This
quickly proved ill-suited to the desert terrain, and a
new scheme was applied featuring tan with very
tight dark green mottles on the uppersurfaces, with
light blue below.As the new RLM tropical colors of

34086 thinned with lacquer thinner for a finer

spray pattern. Several photographs of other I.
Gruppe E-7s were used to determine the shape and
space of the mottling, and it took several attempts
to get the effect I wanted. The interior shows a notuncommon practice with reworked Emils of
previous series... the cockpits of early Emils were
produced in 02, but when they were rebuilt as E-7s
they would sometimes receive a coat of 66 on the
upperworks immediately beneath the canopy. This

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Messerschmitt Bf 109E-3 early release

Tamiya 1/48
Messerschmitt Bf 109E-4/N WNr 1190 Uffz. Horst Perez, 4./JG 26 Eastbourne, England 30 September 1940

ne of the most significant survivors from

the Battle of Britain is the Bf 109E-3
currently on display in as received
condition at Duxford. WNr 1190 was originally
flown by the Staffelkapitn of 4./JG 26, Hptm. Karl
Ebbighausen. He used this aircraft to down a
Fokker D.XXI and T.V on 13 May, and achieved two
other kills in it as well before receiving a new
aircraft.White 4 was then passed to Uffz. Horst

Perez, who flew it on operations over England until

being downed near Eastbourne on 30 September,
earning for himself an all-expenses paid vacation
in Canada for the remainder of the war.
The kit used for this model was the original
Tamiya release of the E-3, with the overly
pronounced exhaust stubs, too-narrow

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supercharger intake, and generally misshapen

cowling. Considering the amazing quality of the
rest of the kit, many modelers were dismayed to see
such errors, and to their credit, Tamiya listened.
They retooled the entire nose and quietly
introduced the newly redone and much more
accurate model with zero fanfare, and no notice on
the box to indicate whether the plastic inside was
the old or new version. For those interested, check
the origin on the side panel of the box... if it says
Made in the Philippines, it is a new version with
the correct nose.
I utilized Aeromaster sheet 48-166,Emils over
Europe, and initially made the mistake of following
the suggested uppersurface paint scheme of two

blue shades (!!!).As interesting as the model

looked, it was irredeemably wrong, and after
several emails back and forth with noted Luftwaffe
researcher and author Dave Wadman, I repainted
the entire model in the correct 71/02/65 scheme.
After studying a number of photos taken of the
reassembled aircraft during a War Bond tour of the
US and Canada, I came to the conclusion that the
flaps, ailerons, and elevators appeared to have been
painted in yellow as well. This practice was not
unheard of; there are photos taken in Greece of JG
77 aircraft featuring this treatment. Subsequent
investigation, however, seems to suggest that I was
seeing something that wasnt there...White 4 was
just a standard Emil in a standard scheme. So, be

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careful when trying to interpret black and white

photos; sometimes, things arent what they seem!
Construction of the kit was typical of Tamiya...
open box, add glue, close box, shake vigorously, and
retrieve completed model.Well, perhaps not quite
that easy, but the Tamiya Emil series must rank
among the most modeler-friendly kits on the
market today. Tamiya manages to capture the
maximum amount of detail with a minimum
number of parts, and the engineering of the pieces
is such that it is possible to avoid the use of filler
altogether on the kit. The canopies are the only ones

to correctly capture the external rivet detail,

although this makes them a challenge to mask
properly. The interiors are also stellar, light-years
beyond the basic shapes of the Hasegawa kit, and
the only detail improvement I would recommend as

necessary would be the addition of the beautiful

Cutting Edge resin seat with molded-on seatbelts.
One of the few niggling detail errors is the
diminutive tailwheel; if you have any of Hasegawas
Bf 109G-6 through K-4 kits, retrieve the smaller of
the two spare tailwheels from one of those kits and
replace the Tamiya unit with this more accurate
wheel. The mainwheels are a bit on the anemic side
as well; a set of True Details resin wheels improves
the look of the landing gear considerably.Another
improvement over the Hasegawa kit is the shape of
the gear legs themselves; instead of simple bent
pegs at the base of the gear strut, Tamiya went to
the trouble to correctly mold an inset oleo section,
and the oleo linkage is crisply molded onto the
strut as well. Continuing the trend towards
thinness, the Tamiya prop blades are also too
skinny, but the prop hub is positively exquisite...

perhaps one of the most outstanding features of the

kit. Ultracast and Aires manufacture resin
replacement blades for the Tamiya kit, for those so
inclined.
The surface detail of the Tamiya kit is another
strong point.Where Hasegawa gives light panel lines
that easily disappear with sanding, Tamiyas Emil
features strongly recessed panel lines and exquisite
surface detail in areas such as the reinforcing plate
at the horizontal stabilizer root and the bolt heads
along the sides of the radiator baths. One curious
omission on the Tamiya kit is the prominent
stiffening strut at the front of the radiator; this is
easy enough to add, though. The fabric effect on the
control surfaces is a bit heavy, but this can be
minimized by a light sanding session.

The oil cooler beneath the nose is a masterpiece

of engineering on the Tamiya kit as well, with a
separate cooler piece and fully accurate ducting
shape, whereas this area on the Hasegawa kit is too
wide. Side-by-side comparison of the Tamiya and
Hasegawa kits, in fact, show a significant width
discrepancy along the entire fuselage;
measurements have not been made as yet, but my
impression from examining Ed Russells Bf 109E
WNr 3579 are that the slimmer Tamiya kit is more
accurate.
Overall, the Tamiya kit stands head and
shoulders above the Hasegawa kit in detail and ease
of construction.

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What do judges
look for?

20

Chapter

ere in the US, one of the most heavily populated contest

categories at any IPMS show is category 107: Single
Engine Prop,Axis. It is almost a given that at any regional
or national convention, there will be enough Bf 109 models to
warrant their own separate category.And as competitive as that
category is, there are certain things which many folks miss
completely when building their models. Horror stories abound
of modelers who get completely wrapped up in ensuring some
tiny detail is absolutely correct, then they place one of the
insignia upside down; other modelers get in a hurry, and install
things wrong, such as one well-known builder here in the States
who built an otherwise very nice US Navy reconnaissance jet,
but put the underside reconnaissance canoe on backwards!
We all make silly mistakes in the pursuit of scale perfection,
and Im no exception; Ive got several models on the shelf which
never had their gunsights installed, as I got in a hurry to get the
canopies on and simply forgot to install them. I brought another
model to a contest some time ago which somehow had all the
decals on the underside left off; again, I was in a hurry to finish
it for the show, and I overlooked the screamingly obvious in
trying to get the little things right.
Its things like this that always leap out at judges when
evaluating the models in a given category. Its been said time and
time again, but it bears repeating once more: 90% of models in
any given category will be eliminated from consideration for an
award because the builder forgot to focus on the basics.We
spend hours arguing amongst ourselves, in meetings and online,
about the proper shade of RLM 71, or who makes the best
Hellblau, but color shades do not win contests... proper
alignment and construction does.
Having been building models for over 30 years, and having
judged at contests up to the Nationals level, there are a few tips
and tricks that I can offer to help you refine your 109s for the
next contest.

Wheel alignment
We might as well start with one of the most obvious traits of the
109 when seen sitting on the ground. This is one of the trickiest
things to get right on a 109 model, because the wheels are
angled outwards on gear legs which are angled both outwards
and forwards. Hasegawa and Hobbycraft do not make things
much easier by having simple round pins for mounting the gear
legs; this makes it possible to get the gear leg pointing in a
different direction, which is obviously something you want to

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avoid! Tamiya, on the other hand, engineered a square mounting

peg on the top of their gear leg, which simplifies matters
considerably. To check the fore/aft alignment of the gear once
mounted, hold the model straight in front of you and look
straight down on it, rocking it backwards until the foremost
edge of the wheels touches the leading edge of the wing. Using a
slow-setting cyanoacrylate (CA) or liquid cement is helpful here,
as it allows you to make minor adjustments as necessary while
the cement sets.You also want to view the model from the front
and rear, to make sure the outward gear alignment matches on
each side. One trick I use is to compare the mounting angles to
the inboard edges of the dropped flaps from the rear; presuming
those flap angles are correct (which is covered later), you can get
the gear aligned almost perfectly this way.

Wheel alignment

Wing alignment
For whatever reason, Tamiya, Hasegawa, and Hobbycraft all
recommend fully assembling the wing before mounting to the
fuselage. However, there is a better way which will not only assist
in getting the wing angle alignment correct, but will also
eliminate unsightly wing root gaps! Rather than building the
entire wing at once, mount the upper wing halves to the
completed fuselage instead. Using a liquid cement such as Tenax
or Ambroid Pro-Weld will allow you to quickly tack it in place,
and then make minor alignment adjustments. Tamiyas kit has a
distinct edge with this method as there is a very small step at
the aft junction of the upper wing and the wing root; you can
butt the aft corner of the upper wing against this step, apply a
quick touch of liquid cement from below, then align the pieces at
the front edge. This will give you a perfect wingroot seam with
no filler necessary, every single time. I always run a bead of gapfilling CA cement along the underside of this seam to strengthen
the bond and help keep the seam from cracking somewhere
down the road.
Once the upper wings are in place, dryfit the lower wing to
ensure that it matches up OK, and then you can install it. My
usual practice is to apply a bead of CA cement around the

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circumference of the wing, and place small dots of CA along the

rear mounting edges. I work from back to front on the center
section, ensuring theyre in place, and then working from the
fuselage outboard on each wing panel. I use enough cement to
form a small bead along the seam, and let this dry; later, that
proves to be enough to seal the seam with no need for additional
filler. Two areas you will likely need a small amount of filler are
along the outermost seams at the aft mounting point of the
wing, and on the flat areas facing the inboard edges of the flaps.
When the whole affair has dried, you will find that your
alignment is bang-on.

Tailplane alignment
Fortunately, the Hasegawa, Hobbycraft, and Tamiya kits all
feature very good fit of their horizontal stabilizers, so its wise to
leave them off until after the aircraft has been painted. This
saves you from having to mask around the tailplanes and
support struts when trying to capture a difficult mottling or
striping job on the aft fuselage. However, this also means you
will have to be more vigilant when mounting these to the
fuselage. The Tamiya kit has interlocking tabs, but if you are not
careful, you can wind up with a slight kink to the stabilizers;
when viewed in comparison to the wings, one stabilizer end
looks to be higher than the other. This is simple to fix, but is an
absolute killer in contests. It is best to ensure the stabilizers are
straight before mounting the support struts, as theyll just get in

(and be sure the open bottle is properly supported; you do not

want to try cleaning up a desk covered in plastic puddles that
used to be model parts after a spill of that stuff). Gap-filling CA
cement is my adhesive of choice, as it works quickly, dries very
hard, and forms an ideal filler once dry. I utilize foam-core
sanding boards in a variety of grits that were originally intended
as nail files; the polishing boards do a fantastic job of finishing
the seam to the point of invisibility.
However, there are invariably instances when some areas get
filled that you didnt intend, and this is equally important when
evaluating a model in competition. Panel lines which fade in and
out are a common sight on contest tables, such as where a
modeler has filled a fuselage seam, but forgot to go back and
rescribe the panel lines which crossed the seam. The aft fuselage
of the 109 is the most obvious area that comes to mind. First of
all, it should be noted that there IS a panel line which runs the
entire length of the top and bottom of the aft fuselage. The 109
was assembled much like a model, with two fuselage shells
brought together. The halves were attached in a lap joint, so to be
strictly correct, the fuselage seam of the model should be filled,
a strip of tape laid down just barely off of the centerline, and a
couple coats of primer should be sprayed against the edge of the

Wing root

Elevators

the way if you need to adjust one downwards.

To check the alignment of your stabilizers, hold the model
pointing away from you, and rotate it up until the outer tips of
the stabilizers appear to touch the upper surfaces of the wings. If
they do not touch at the same time, CAREFULLY adjust the
offending item up or down and recheck. I have had instances
where I had to physically remove the stabilizer half and file the
mounting tab thinner, then reattach it, so be aware that just
bending it might not fix it completely.

Seams
Properly dressing mounting surfaces with a file or sandpaper
will help minimize seams, but will not eliminate them entirely.
Liquid cements which form a thin bead of melted plastic along
the seam work fantastic, so long as you are careful... Tenax, ProWeld, and other MEK (methyl-ethyl-ketone) based cements are
indiscriminate about what they melt, so apply them sparingly

tape. That would give a perfect lapped panel effect.

However, for those of us who prefer the easy way out (myself
included), careful work on the fuselage halves before joining
them will help preserve this panel line and give approximately
the same appearance. I use a medium grade sanding board
along the very outer edge of the mounting face of each fuselage,
sanding at about a 45 degree angle, and dryfit the fuselage
halves continually to ensure Im not sanding at too steep an
angle. Too steep, and the resulting panel line will look like a
trench. Too shallow, and the glue will fill it in, resulting in a notso-fun rescribing job. Once the fuselage halves are together, use
a fine-grade sanding stick to dress the upper and lower seams,
and you should have a nearly perfect panel line. One further

Stabs

Mass balance alignment

What do judges look for?

163

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ailerons would drop 11 degrees when the flaps were set at their
maximum depression of 42 degrees. The walaround photos of
Ed Russells E-7 WNr 3579 show this clearly.

Decals

Flaps

point to make is that the Hasegawa and Hobbycraft kits have

much finer panel lines than the Tamiya offering; consequently,
one should exercise more care when angling the mounting faces
of those kits, as the upper and lower panel lines should not be
any wider than the vertical fuselage lines.

Details

Seams

Cowl seam

Canopy

With the major areas out of the way, theres just a few more
things to keep an eye on when building your 109. One area of
confusion is the mass balance on the aileron; should they be
perpendicular to the ground, or to the wing? The answer is,
mount them perpendicular to the wing; they will have a slight
outward angle when viewed from straight ahead. The same
applies to the underwing pitot tube on the port wing.
If you choose to reposition your elevators (a very quick and
simple task that really livens up the model), be careful when
aligning the elevators; they should be perfectly equal no matter
what angle you pose them at. On models with posed elevators,
some judges will actually check to see if the control stick in the
cockpit has been repositioned accordingly; that may seem a bit
much to some folks, but its an easy task to simply cut the base
of the stick and angle it back for elevators posed in the up
position, or angle it forward for elevators posed downwards.
One of the many nice features of the Tamiya kit is a separate
rudder. This simplifies things greatly when building a Battle of
Britain aircraft with a yellow rudder, or an aces mount with
dozens of kill markings, as these can be applied to the rudder
before mounting it to the fuselage. Thanks to the simple shape
of the hinge line, cutting and repositioning the rudder on the
Hobbycraft and Hasegawa kits couldnt be easier. Be advised,
however, that just like with the elevators, some judges will
check the cockpit to see if the rudder bar has been
repositioned as well.
A feature which I have yet to see in any contest is the aileron
droop. On the early 109s all the way through the Emil, the

With approximately 35,000 Messerschmitt 109s built, there is no

shortage of marking options out there.Very few judges will be
able to identify Werner Pichon Kalau vom Hofes Bf 109E-3, but
they will certainly be able to tell if the decals were not aligned
properly, or if the decals did not adhere fully to the surface. To
help minimize the chance of silvering, make sure that you apply
a decent gloss coat once the paint job is completed. I have used
both Future floor wax and Testors Metalizer Sealer with good
results, although I prefer Future for its ease of use.A decent gloss
coat also forms a good base for applying a wash in the panel
lines; here, I use thinned black enamel paint, although oils and
inks also work well. Before applying the decals, study the
available documentation, and identify comparison points in the
instruction sheet versus the model so you can line up the decals
properly.After applying the decals and a flat coat, if there is any
silvering evident, make a small cut in the affected area of the
decal and add a drop of decal setting solution.Walthers Solv-ASet has always worked well for me, although care should be
taken with the decals as it is a fairly strong solution.

Canopies
Fogged or dirty canopies are another killer on contest models. If
you choose to affix your canopies using CA cement, use a
toothpick or similar device to apply several small dots of CA
cement to the mounting face of the canopy piece, rather than
trying to run a bead of CA down the length of it. The cement is
sufficiently strong to hold the piece with just those few dots;
plus, it minimizes the chances that the piece will fog up as the
CA cures and dries. It is possible to use liquid cement to affix the
canopies, as Ive seen other modelers do it, but great care must
be taken that the cement does not go where it shouldnt! Dipping
the canopy sections in Future or Johnsons Kleer is also highly
recommended; this improves the clarity of the pieces
tremendously, showing off all that lovely cockpit detail
(including the repositioned control stick and rudder bar
mentioned above!).

Summary
The relative merits of the IPMS-USA competition format will
continue to be debated, but one fact will remain: its all about the
basics.Whether you build for yourself, for a customer, or for
competitions, paying attention to basic construction points
while building your 109 will result in a more accurate model,
and may well make the difference when the model is entered in
a contest.

164

Chapter 20

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Kits

Appendix

he kits and accessories listed below represent only a small fraction of the many items
released over the years that relate to this most popular of subjects. Present are a selection
of those most current or most readily available, and as space precludes a more
comprehensive selection it is the intention of this appendix to point the modeller towards
those manufacturers most likely to be of help in this field, rather than to act as a definitive
guide to available products.
MANUFACTURER

A Model #7205
A Model #72116
A Model #72117
Academy #2133
Academy #2178
Academy #2214
Air fix #02048
Air fix #12002
AML #7208
AML #7228
Classic Air frame #4123
Hasegawa #00263
Hasegawa #008
Hasegawa #09601
Hasegawa #09624
Hasegawa #09643
Hasegawa #09671
Hasegawa #001
ICM #72131
ICM #72132
Revell #4572
Seminar #1472
Sword #72005
Tamiya #60750
Tamiya #60755
Tamiya #61050
Tamiya #61063

SCALE

SUBJECT

1:72
1:72
1:72
1:72
1:48
1:72
1:72
1:24
1:72
1:72
1:48
1/72
1:48
1:48
1:48
1:48
1:48
1:32
1:72
1:72
1:48
1:72
1/72
1:72
1:72
1:48
1:48

Messerschmitt
Messerschmitt
Messerschmitt
Messerschmitt
Messerschmitt
Messerschmitt
Messerschmitt
Messerschmitt
Messerschmitt
Messerschmitt
Messerschmitt
Messerschmitt
Messerschmitt
Messerschmitt
Messerschmitt
Messerschmitt
Messerschmitt
Messerschmitt
Messerschmitt
Messerschmitt
Messerschmitt
Messerschmitt
Messerschmitt
Messerschmitt
Messerschmitt
Messerschmitt
Messerschmitt

A Model
#72116 1:72
Messerschmitt
Bf 109E-3

NOTES

Bf 109E
Bf 109E-3
Bf 109E-3/E-4
Me 109E
Bf 109D
Bf 109E
Bf 109E
Bf 109E
Bf 109D
Bf 109D
Bf 109
Bf 109E-4
Bf 109E-3
Bf 109E-3
Bf 109E3
Bf 109E-4/7
Bf 109E-4
Bf 109E
Bf 109E-3
Bf 109E-4
Bf 109E-4/7
Bf 109E-4
Bf 109D
Bf 109E-3
Bf 109E-4/7 Trop
Bf 109E
Bf 109E-4/7

Review
Romanian Aces

with Kubelwagen

A Model #72117
1:72 Messerschmitt
Bf 109E-3/E-4

with etched par ts

upgrade with resin details.
prototypes and early B versions
Helmut Wick
Spanish Civil War
Romanian Air Force
Trop Nor th Africa
Helmut Wicks

Academy
#2178 1:48
Messerschmitt
Bf 109D

Academy #2214 1:72

Messerschmitt Bf 109E
Hasegawa #09601 1:48
Messerschmitt Bf 109E-3

Hasegawa #09624 1:48

Messerschmitt Bf 109E3

Revell #4572 1:48 Messerschmitt Bf 109E-4/7

Airfix #02048 1:72

Messerschmitt Bf 109E

ICM #72131 1:72

Messerschmitt Bf 109E-3

Sword #72005 1/72 Messerschmitt Bf 109D

ICM #72132 1:72

Messerschmitt Bf 109E-4

Tamiya #61050 1:48 Messerschmitt Bf 109E

Appendix I

165

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Accessories & Conversions

MANUFACTURER
Aires
Aires
Aires
Airwaves
Airwaves
Airwaves
Airwaves
Airwaves
Cutting Edge
Cutting Edge
Cutting Edge
Cutting Edge
Cutting Edge
Cutting Edge
Cutting Edge
Cutting Edge
Cutting Edge
Cutting Edge
Cutting Edge
Czech Master Kits
Czech Master Kits
Czech Master Kits
Czech Master Kits
Czech Master Kits
Czech Master Kits
Eduard
Eduard
Eduard
Eduard
Eduard
Eduard
Eduard
Eduard
Eduard
Eduard
Eduard
Eduard
Eduard
Eduard
Eduard
Eduard
Eduard
Eduard
Eduard
Eduard
Eduard
Eduard
Eduard
Eduard
Eduard
Eduard
Falcon
Falcon
Falcon
Par t
Par t
Par t
Par t
Squadron/Signal
Squadron/Signal
Squadron/Signal
Squadron/Signal
Squadron/Signal
Squadron/Signal
True Details
True Details
True Details
True Details
True Details
True Details

PRODUCT
#7081
#4067
#4090
#72018
#72094
#72137
#48039
#48063
#48249
#48379
#48397
#48399
#48413
#32088
#32106
#32107
#32108
#32110
#32113
#7067
#4057
#4058
#4059
#
#2125
#73199
#SS141
#SS164
#SS173
#XS505
#XS551
#XS553
#136
#139
#48276
#48348
#48355
#48419
#48445
#49205
#49220
#FE205
#FE220
#XF513
#XF561
#XF563
#XF570
#32046
#32048
#XL014
#XL506
#0572
#1648
#5048
S72054
S72055
S48049
S48050
#S9106
#S9535
#9536
#9591
#9623
#9409
#72004
#72464
#48003
#41001
#49005
#32452

TYPE
Resin cockpit set
Resin cockpit set
Resin detail set
Etched par ts
Etched par ts
Etched par ts
Etched par ts
Etched par ts
Resin control sur faces
Resin cockpit set
Resin seat
Resin seat
Resin detail set
Resin detail set
Resin cockpit set
Resin seat
Resin seat
Resin instrument panel
Resin detail set
Resin engine
Resin detail set
Resin engine
Resin engine
Resin propellers
Resin figure
Etched par ts
Etched par ts
Etched par ts
Etched par ts
Paint masks
Etched stencil
Etched stencil
Paint masks
Etched par ts
Etched par ts
Etched par ts
Etched par ts
Etched par ts
Etched par ts
Etched par ts
Etched par ts
Etched par ts
Etched par ts
Paint masks
Etched stencil
Etched stencil
Paint masks
Etched par ts
Etched par ts
Paint masks
Paint masks
Vacform canopies
Vacform canopies
Vacform canopies
Etched par ts
Etched par ts
Etched par ts
Etched par ts
Vacform canopies
Vacform canopies
Vacform canopies
Vacform canopies
Vacform canopies
Vacform canopies
Wheels (weighted)
Resin cockpit set
Wheels (weighted)
Paint masks
Resin cockpit set
Resin cockpit set

SCALE
1:72
1:48
1:48
1:72
1:72
1:72
1:48
1:48
1:48
1:48
1:48
1:48
1:48
1:32
1:32
1:32
1:32
1:32
1:32
1:72
1:48
1:48
1:48
1:48
1:32
1:72
1:72
1:72
1:72
1:72
1:72
1:72
1:48
1:48
1:48
1:48
1:48
1:48
1:48
1:48
1:48
1:48
1:48
1:48
1:48
1:48
1:48
1:32
1:32
1:32
1:32
1:72
1:48
1:48
1:72
1:72
1:48
1:48
1:72
1:48
1:48
1:48
1:48
1:32
1:72
1:72
1:48
1:48
1:48
1:32

ITEM
Messerschmitt Bf 109E-3/4
Messerschmitt Bf 109E
Messerschmitt Bf 109E-4
Messerschmitt Bf 109E/G
Messerschmitt Bf 109E
Messerschmitt Bf 109E-3/8 Panels
Messerschmitt Bf 109B/C/D
Messerschmitt Bf 109E-3/8 Panels
Messerschmitt Bf 109E
Messerschmitt Bf 109E
Messerschmitt Bf 109E
Messerschmitt Bf 109E
Messerschmitt Bf 109E
Messerschmitt Bf 109E
Messerschmitt Bf 109E
Messerschmitt Bf 109E
Messerschmitt Bf 109E
Messerschmitt Bf 109E
Messerschmitt Bf 109E
Messerschmitt Bf 109E
Messerschmitt Bf 109E
Messerschmitt Bf 109E
DB-601A/B engine
Messerschmitt Bf 109E
Luftwaffe Aces
Messerschmitt Bf 109E-4/7
Messerschmitt Bf 109E
Messerschmitt Bf 109E
Messerschmitt Bf 109E
Messerschmitt Bf 109E
Messerschmitt Bf 109E
Messerschmitt Bf 109E
Messerschmitt Bf 109B/C/D
Messerschmitt Bf 109D
Messerschmitt Bf 109E
Messerschmitt Bf 109C/D
Messerschmitt Bf 109E-4/7
Messerschmitt Bf 109E
Messerschmitt Bf 109E
Messerschmitt Bf 109E-3
Messerschmitt Bf 109E4/7
Messerschmitt Bf 109E-3
Messerschmitt Bf 109E-4/7
Messerschmitt Bf 109E
Messerschmitt Bf 109E
Messerschmitt Bf 109E
Messerschmitt Bf 109E/F
Messerschmitt Bf 109E
Messerschmitt Bf 109E
Messerschmitt Bf 109E
Messerschmitt Bf 109E/F
Messerschmitt 109 B/E
Messerschmitt Bf 109 B/E
Messerschmitt Bf 109
Messerschmitt Bf 109B
Messerschmitt Bf 109E
Messerschmitt Bf 109E
Messerschmitt Bf 109B
Messerschmitt Bf 109B/E x 2
Messerschmitt Bf 109B/E x 2
Late Messerschmitt Bf 109E x2
Messerschmitt Bf 109E-3
Messerschmitt Bf 109E-4
Messerschmitt Bf 109E-4
Messerschmitt Bf 109B/C/D/E/F/G
Messerschmitt Bf 109E
Messerschmitt Bf 109B
Messerschmitt Bf 109E-4/ E-7
Messerschmitt Bf 109E-4/7
Messerschmitt Bf 109E

DESIGNED FOR / NOTES

For Tamiya kit
For Tamiya kit
For Tamiya kit
For any kit
For any kit
For Hobbycraft kits
For Hasegawa kit
For Hasegawa kit
Pilots seat without belts x 2
Pilots seat with belts x 2
Instrument panel
For Hasegawa and Matchbox kits
For Hasegawa kit
Pilots seat without pads or belts
Pilots seat with pads but no belts
Wheel Wells
For Tamiya kit
Control sur faces for Tamiya kit
For Tamiya kit
For Tamiya kit
VDM propeller
A.Galland standing
Pre-painted For Tamiya kit
Zoom set for Academy kit
Zoom set for Tamiya kit
Zoom set Hasegawa kits
Camouflage for Hasegawa kits
Large blotch mask
Small blotch mask
For Academy and Hobbycraft kits
For Academy and Hobbycraft kits
For Tamiya Kit
For Academy and Hobbycraft kits
For Hasegawa kit
Access panels and templates
Access panels and templates
Pre-painted for Tamiya kit
Pre-painted for Tamiya kit
Pre-painted for Tamiya kit
Pre-painted for Tamiya kit
Camouflage for Hasegawa kit
Large mottle
Small mottle
National Insignia
Interior for Hasegawa kit
Exterior for Hasegawa kit
For Hasegawa kit
National Insignia
Luftwaffe par t 1
Luftwaffe par t 2
Special set
For Heller Kit
For Academy Kit
For Hasegawa Kit
For Hobbycraft Kit

For Hasegawa kits

Radial tread
For Hasegawa kits
For Hasegawa kits

Appendix

II

n enormous quantity of
accessories have been
released over the years. Many
are now unavailable, but will surface
regularly on the secondhand market.
Others may still be stocked by
dealers and retailers, but in limited
quantities and may become
unavailable in due course.

Aires #4090 Resin detail set 1:48

Messerschmitt Bf 109E-4 For Tamiya kit

Eduard #139 Etched parts 1:48

Messerschmitt Bf 109D For Academy and
Hobbycraft kits

Falcon #5048 Vacform canopies 1:48

Messerschmitt Bf 109 Special set

Eduard #139 Etched parts

1:48 Messerschmitt
Bf 109D For Academy and
Hobbycraft kits

Eduard #73199 Etched parts 1:72 Messerschmitt Bf 109E-4/7 Pre-painted For Tamiya kit

166

Appendix II

Cutting Edge #48379 Resin cockpit set 1:48 Messerschmitt Bf 109E For Hasegawa kit

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Decals

Appendix

III

bviously there are many more decal sheets in circulation than listed
here, and new releases and deletions will constantly change the available
ranges. These are some of the main decal manufacturers producing new
sheets at time of writing.
MANUFACTURER PRODUCT DETAILS
ME BF 109B
Ventura
Cutting Edge
Cutting Edge
Cutting Edge

#7203
#48264
#48265
#48266

1:72
1:48
1:48
1:48

ME BF 109C
Ventura
AeroMaster
AeroMaster

#7203
#48456
#48458

1:72 Messerschmitt Bf 109B/C and G. Spanish Croatian and Finnish

1:48 Birth of the Luftwaffe Pt 1
1:48 Spanish Civil War

ME BF 109D
Tally Ho

TY72012

1:72 Luftwaffe Nightfighters

ME BF 109E
AeroMaster
AeroMaster
AeroMaster
AeroMaster
AeroMaster
AeroMaster
Almark
Almark
Blue Rider
Blue Rider
Cutting Edge
Cutting Edge
Cutting Edge
Cutting Edge
Cutting Edge
Cutting Edge
Cutting Edge
Cutting Edge
Cutting Edge
Eagle Cal
Eagle Cal
Eagle Cal
Eagle Cal
Eagle Cal
Eagle Strike
Eagle Strike
Eagle Strike
Eagle Strike
Eagle Strike
Eagle Strike
Eagle Strike
Eagle Strike
Eagle Strike
Eagle Strike
Eagle Strike
Eagle Strike
Eagle Strike
Eagle Strike
Iliad Design
Sky Models
Techmod
Techmod
Techmod
Techmod

#48496
#48497
#48514
#48645
#48685
#48707
#C11
#4803
#220
#506
#72056
#48056
#48188
#48189
#48191
#48197
#48215
#48216
#48243
#7266
#4850
#4851
#4866
#3250
#72015
#48045
#48051
#48055
#48120
#48121
#48122
#48123
#48132
#48139
#32040
#24002
#32059
#32060
#48005
#48027
#72077
#72078
#48013
#48014

Messerschmitt
Messerschmitt
Messerschmitt
Messerschmitt

Bf
Bf
Bf
Bf

109B/C
109B/D
109B/D
109B/D

and G. Spanish Croatian and Finnish

Early Messerschmitts Part 1
Early Messerschmitts Part 2
Early Messerschmitts Part 3

Aeromaster 48514
Aeromaster 48707

1:48 Messerschmitt Bf 109E Blitzkrieg on Poland 1

1:48 Messerschmitt Bf 109E Blitzkrieg on Poland 2
1:48 Messerschmitt Bf 109E Attack in the West
1:48 Messerschmitt Bf 109E Battle of Britain
1:48 Defenders of the Reich 1942-43
1:48 Kommodore Adolph Galland
1:72 Messerschmitt Me 109E
1:48 Messerschmitt Me 109E
1:72 Slovak Air Force
1:48 Croatian Air Force
1:72 Messerschmitt Bf 109E/G
1:48 Messerschmitt Bf 109E/G
1:48 Messerschmitt Bf 109E Part 1
1:48 Messerschmitt Bf 109E Part 2
1:48 Messerschmitt Bf 109E Part 4
1:48 Messerschmitt Bf 109E Part 5
1:48 Messerschmitt Bf 109E-1/3
1:48 Desert Messerschmitt Bf 109E/F
1:48 Messerschmitt Bf 109E/F Operation Barbarossa
1:72 Messerschmitt Bf 109E-1/G-2
1:48 Major Hans Assi Hahn Part 1
1:48 Major Hans Assi Hahn Part 2
1:48 Messerschmitt Bf 109E-1/G-2
1:32 Major Hans Assi Hahn Part 1
1:72 Messerschmitt Bf 109E
1:48 Messerschmitt Bf 109E/F/G Augsburgs Flyers 1
1:48 Messerschmitt Bf 109E/F/G Augsburgs Flyers 2
1:48 Messerschmitt Bf 109E/F/G Augsburgs Flyers 3
1:48 Messerschmitt Bf 109E in the Balkans Pt 1
1:48 Messerschmitt Bf 109E in the Balkans Pt 2
1:48 Messerschmitt Bf 109E of the Balkans Pt 3
1:48 Messerschmitt Bf 109E of the Balkans Pt 4
1:48 Messerschmitt Bf 109E/F Op Barbarossa Pt 1
1:48 Messerschmitt Bf 109E/G Augsburg Flyers
1:32 Messerschmitt Bf 109E Aces
1:24 Messerschmitt Bf 109E
1:32 Battle Of Britain Aces
1:32 Battle Of Britain Aces 2
1/48 Early Me 109Es
1:48 Messerschmitt Bf 109E (36 Options)
1:72 Messerschmitt Bf 109E-3
1:72 Messerschmitt Bf 109E-4
1:48 Messerschmitt Bf 109E-4
1:48 Messerschmitt Bf 109E-3

Eagle Cal 4850

Eagle Strike 24002

Cutting Edge 48266

Eagle Strike 48045

Cutting Edge 48265

Iliad 48005

Sky Models 48027

Appendix III Decals

167

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Page 168

Bf 109 Units

Appendix

IV

Units known to have used the Bf 109 in Luftwaffe service

Unit
Codes used
Angriffsfhrer England
unk
Art.Flg.Lehrgang

Aufkl.Erpr.Stab
unk
(Aufklrungs Erprobung Stab) Jterbog-Damm
Aufklrungs Fl.Schule 1

Aufklrungs Fl.Schule 2

Aufklrungs Fl.Schule 3

Aufklrungs Fl.Schule (H)/

Jterbog-Damm

Aufkl.Gr. 10
T1 (2T, P2 also noted)
(Aufklrungs Gruppe, reconnaissance group)
Aufkl.Gr. 11
6M (3K, 8H also noted)
Aufkl.Gr. (H) 12
H1 (2S also noted)
(H= Heer, Army reconnaissance group)
Aufkl.Gr.(H) 13
4E (2Q also noted)
Aufkl.Gr. 14
5F
Aufkl.Gr. (H) 21
P2 (C2, L2 also noted)
Aufkl.Gr. (F) 22
4N (K7 also noted)
(F= Fern, long range reconnaissance group)
Aufkl.Gr. (H) 32
V7 (M4, 1R, 4E also noted)
Aufkl.Gr. 33
H8 (8H, G7, T4, 7A also noted)
Aufkl.Gr. (H) 41
C2 (M4 also noted)
Aufkl.Gr. (F) 100
T5
Aufkl.Gr. (F) 120
A6 (4N also noted)
Aufkl.Gr. (F) 121
7A (8H also noted)
Aufkl.Gr. (F) 122
F6 (P1, R3, 4U, 5M also noted)
Aufkl.Gr. (F) 123
4U (F6, 5M, 7A also noted)
Aufkl.Gr. (F) 124
G2
Aufkl.Gr./Ob.d.L, Kdo. Rohwehl
T5 (K9, G2, L2 also noted)
(Ob.d.L = Oberbefehlshaber der Luftwaffe)
Deutsch-Kgl.Rum. Jagdverband
(Kgl.Rum. = Knigsliche Rumanische, Royal Romanian fighter unit)
Eins.Jabo Staffel Ost

(Eins. = Einsatz, operational. All Eins.Jabo Staffeln later incorporated

into SKG 10, April 43)
Eins.Jabo Staffel Sd

Eins.Jabo Staffel West

Eins.Kdo Liedtke

Erg.Aufkl.Geschwader 1
F2 (maybe; N5 also noted)
(Erg. = Ergnzungs, basically a replacement air group)
Erg.JG 1

Erg.JG 2

Erg.JGr. Merseburg

Erg.JGr. Nord

Erg.JGr. Ost

Erg.JGr. Sd

Erg.JGr. West

Erg.KG (J)
unk
(Ergnzungs Kampfgeschwader Jagd, bomber to fighter transition unit)
Erg.KGr.6
unk
Erg.Nahaufkl.Gr Bromberg
N5
(Nahaufklrungs short range reconnaissance)
Erg.Schlachtgruppe
4M
Erg.Staffel/JG

Erg.Zerstrergruppe
4M
Erpr.Gr. 210
S9
(Erprobungs = Experimental)
Erpr.u.Lehr Kdo 25
unk
(Erprobungs und Lehr = Experimental and training unit)
Erpr.Staffel d.Lw
unk
Erprobungstelle Rechlin
E2, E3, E4, E5, E6, E7
Erprobungstelle Werneuchen
unk
Feldluftzeuggruppe
Belgien-Nordfrankreich
unk
FFS Jgr. Drontheim

Flgz.Verteilungsstelle Warschau
unk
Fl.H.Kdtr. 4/XI
unk
Fliegerdivision I (Stab)
unk
VIII Fliegerkorps/ Fhrungskette
unk
Flugber./Luftflotte 2
F5
Flugzeugleitstelle Bari
unk
Fl.Techn.Schule 1

Fl.Techn.Schule 2

Fl.Techn.Schule 3

Fl.Techn.Schule Stade

168

Appendix IV Units

Believed to be the aircraft of Werner Machold,

this 9./JG 2 Emil illustrates the heavily applied
stippled camouflage pattern favored by the
Richthofen Geschwader. Also seen in this view
is an example of one of the methods used to
reduce the visibility of the white areas of the
fuselage Balkenkreuz

Unit
Fl.Ziel-Gesch. 2
Fl.Ziel-Staffel 50
Fl.Ziel-Staffel 51
Frontrep.Werk 7 Erla
Gefechtsverband Helbig
Gefechtsverband Weiss
Gen.D.Jagdfl. (L.In.3)
Geschwader Bongart
Jabo Staffel Afrika
Jabo Staffel/ Luftflotte 3
Jagdfliegerfrher 2
Jagdfliegerfrher 3
Jagdfliegerfrher 5
Jagdfliegerfrher Oberitalien
Jagdfliegerschule 1 (JFS 1)
Jagdfliegerschule 2 (JFS 2)
Jagdfliegerschule 3 (JFS 3)
Jagdfliegerschule 4 (JFS 4)
Jagdfliegerschule 5 (JFS 5)
Jagdfliegerschule 6 (JFS 6)
Jagdfliegerschule 7 (JFS 7)
Jagdfliegervorschule 3 (JFVS 3)
Jagdgruppe Drontheim
Jagdgruppe Nord
Jagdgruppe Ost
Jagdgruppe Stavanger
Jagdgruppe Sd
Jagdgruppe Sd/ (Ost) d.Ob.d.Lw.
Jagdgruppe West
Jagdgruppe z.b.V.
Jagdstaffel 102 (Ung)
Jagdstaffel Erla
Jagdstaffel Helgoland
Jagdstaffel Holland

Codes used
unk
unk
V5 (maybe)
unk
L1
unk
unk
unk
unk
unk
unk
unk
unk
unk

Unit
Jagdstaffel Kirkenes
Jagdstaffel Mnster-Loddenheide
JG 1 Oesau
JG 2 Richthofen
JG 3 Udet
JG 4
JG 5 Eismeer
JG 6
JG 7 Nowotny
JG 11
JG 20
JG 21
JG 23
JG 25
JG 26 Schlageter
JG 27 Afrika
JG 28
JG 50
JG 51 Mlders
JG 52
JG 53 Pik As
JG 54 Grnherz
JG 70
JG 71
JG 72
JG 76
JG 77
JGr. 88
(J./88, Legion Condor)
JG 101
JGr 101
(II./ZG 1 for Poland, 9/39)
JG 102
JGr 102
(I./ZG 2 for Poland, 9/39)

Codes used

An unidentified E-4 or E-7 sits at readiness at a Scandinavian field; this may be a JG 5 aircraft at Herdla, judging by the
proximity of the tree-covered mountain in the background. Note the full yellow cowling and the yellow tip to the full spinner

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Unit
Codes used
JG 103

JG 104

JGr 104

(temp. established for Poland 9/39)

JG 105

JG 106

JGr 106

(temp. established for Poland 9/39)

JG 107

JG 108

JG 109

JG 110

JG 111

JG 112

JG 113

JG 114

JG 115

JG 116

JG 117

JGr 126

(III./ZG 26 in Poland, 9/39)

JG 130

JG 131

JG 132 Richthofen (later JG 2)

JG 133

JG 134 Horst Wessel

(later ZG 26)
JG 135

JGr 136 (See)

JG 137

JG 138

JG 141 (Schwere)

JG 142 (Schwere)

JG 143 (Schwere)

JG 144 (Schwere)

JGr 152 (I./ZG 52 in Poland, 9/39)

JGr 176 (II./ZG 76 in Poland, 9/39)
JG 186

JGr 200

JG 231

JG 232

JG 233

JG 234 Schlageter (later JG 26)

JG 300 Hermann

JG 301

JG 302

JG 331

JG 333

JG 334

JG 400

JG 433

Jagdlehrgang Galatz/

Ausb.Kdo.d.Fl.Lehrstabes Befh.d.dtsch.Lw.in.Rum
Jagdlehrgang Kronstadt

Jagdlehrer-berprf.St.

KFS 1

KFS 2

KFS 3

KG(J) 6
3E
KG(J) 27
1G
KG 30 Adler
4D (B3 also noted)
KG(J) 30
4D
KG(J) 54
B3
KG(J) 55
G1
KG 200
A3
Koluft Panzergruppe 2
unk
Kommando Welter
unk
Kroat JGr 1

(Croatian fighter group)

LG 2 (I. Gruppe only)
on fighters, L2 on others
LG 3
3X
LS-Staffel 230 Afrika
unk
Luftdienst-Kdo 3
unk

Page 169

From the beginning of the war, JG 53 had experimented with camouflage schemes, and many III. Gruppe aircraft were noted
with a cloudy mottling effect on their aircraft, as showcased here by yellow 16

Unit
Codes used
Luftdienst-Kdo 7
unk
Luftdienst-Kdo 8
unk
Luftdienst-Kdo 11
unk
Luftdienst-Kdo 13
unk
Luftdienst-Kdo 61
unk
Luftdienst-Kdo 67
unk
Luftdienst-Kdo 68
unk
Luftdienst-Kdo/ Westfrankreich
unk
Luftflotte 1 (Flzg.-Leitstelle)
unk
Luftflotte 1 (Uberfhrungs Kdo.) unk
Luftflotte 2 (Flugber.)
F5
Luftflotte 2 (Flgz.Leitstelle)
unk
Luftflotte 2 (Aussenst.Riem)
unk
Luftflotte 2 (Lfl.Reserve)

Luftflotte 3 (Jabostaffel)

Luftflotte 3 (Lfl.Reserve)

Luftflotte 4 (Lfl.Reserve)

Luftflotte 5 (Lfl.Reserve)

Luftzeuggruppe 3
unk
Luftzeuggruppe 8
unk
Luftzeuggruppe 11
unk
Luftzeuggruppe 12/13
unk
Luftzeuggruppe 17
unk
Luftzeuggruppe
unk
Belgien-Nordfrankreich
Lw.Kdo. Ost
8V
NAGr 1
Q1
(Nhaufklrungsgruppe short range reconnaissance)
NAGr 2
J8
NAGr 3
J2 (C2, 5D, 5F also noted)
NAGr 4
L8
NAGr 5 (also NAGr Sell)
U2 (F5, H8 also noted)
NAGr 6
F7 (P2, Y2, 5H also noted)
NAGr 8
6M noted on some aircraft
NAGr 9
J3 (P2 also noted)
NAGr 10
NAGr 11
NAGr 12
NAgr 13
NAGr 14
NAGr 15
NAGr 16
NAGr Bromberg
NAG 102
Nakaf 2
NJG 1
NJG 4
NJG 5
NJGr 10

P2, V7, 2Q all noted

X9
Y9
2U
M9 (C2, 5F also noted)
2Q (4E also noted)
8I (5H also noted)
N5
unk
5M noted on some aircraft
G9
3C (3U also noted)
C9
1L

Unit
NJG 11
NJG 100
NJG 101
NJG 102
Nachtjagdschule 1
NNJ Schwarm Ost (Lw.Kdo. Ost)
Oberbefehlshaber Sd
(Flzg. Leitstelle)
Oberbefehlshaber Sd
(Jabo Staffel)
Oberbefehlshaber Sd (Reserve)
lschutzstaffel Ploesti
Rum. JGr.
(Rumanian fighter group)
Sch./Fl.Ausb.Rgt. 42
Sch./Fl.Ausb.Rgt. 61
Schlacht Flg.Schule 1
Sch.G.1
Sch.G. 2
SeeJgr 136
SG 1
SG 2 Immelmann
SG 4
SG 101
SG 103
SKG 10
SKG 210
St.G.3
Trger Geschwader 186
TVK Werneuchen
berprf.Schule
1. Ung.J.Staffel/101
(Hungarian fighter staffel)
2. Ung.J.Staffel/101
3. Ung.J.Staffel/101
Verbandsfhrerschule
Gen.d.Jagdflieger
Verbindugs Staffel 70
Versuchsverband/ Ob.d.L./ OKL
ZG 1 Wespen
ZG 2
ZG 26 Horst Wessel
ZG 52
ZG 76
Zerstrerschule 1
Zerstrerschule 2
ZG 101

Codes used
3N (maybe)
W7 (C9 also noted)

8V
unk

A5 (6G also noted)

T6
unk

G3 (maybe)
S9
S7 (S1, 2F, A5, T6 also noted)

unk

unk
T9
2N / S9 (6U and 1E also noted)
3M / 2S (A2, 2A also noted)
U8 / 3U (4A, 1B, A4 also noted)
A2
M8 / 2N (A2, Y9 also noted)

Appendix IV Units

169

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Airframes & Production

The short exhaust stubs, the half-circle lower gear doors and the Schwarz wooden propeller
are telltale identification points of an early Bf 109B-1

Appendix

The only absolute way to identify a C from a D is to view the aircraft with the engine
cowling off. In this photo, the upper portion of the taller coolant header tank is seen at the
very front of the Jumo 210G on this Bf 109C-1, photographed in Poland. The aircraft
formerly carried the code of 11, and is currently awaiting reassignment

Bf 109B-1

Bf 109C-1

The first major production variant of the Bf 109, the B-1 introduced a
repositioned oil cooler further outboard on the port wing and dispensed with
the centrally mounted MG17 due to overheating issues. Later models introduced
a pair of wing-mounted MG17s with shorter leading edge slats; these would
remain a standard feature of all subsequent Bf 109 variants through the Emil.
A total of 341 B-1s was built.

The C-1 introduced the Jumo 210G with direct fuel injection. The engine gave
continual trouble in service, however, and the C was soon superseded in service
by the D-1. 58 airframes were built, with a portion of these being completed as
C-3 variants- these were the first models to carry the 20mm MG-FF cannon in
the wings. External identification points are the relocated electrical plug and
pressurized air fill points to aft of the cockpit, and round ejector exhaust stubs
in place of the B-1s flush exhaust pipes.

AIRFRAME
As given in official factory manual for the Bf 109B (L.Dv. 556/1, September 1937)
Length overall:
8700 mm
Wingspan:
9900 mm
Wing dihedral angle:
710 degrees
Tailplane span:
3000 mm
Height, ground to top of cowling:
2450 mm
Angle on ground:
15 degrees
Wheel track:
2000 mm
Weight, empty:
1580 kg
Weight, loaded:
1955 kg
ENGINE
Powerplant:

Junkers Jumo 210D (carbureted) 60 degree,

inverted-V engine

Bore:
Stroke:
Displacement:
Weight:
Power:
Reduction gear ratio:

124mm (4.88 in)

136mm (5.35 in)
21 litres (1200 cubic inches)
445 kg (981 pounds)
500 kW (680 horsepower) at takeoff
0.62

ARMAMENT
B-1 (early):
B-1 (late):

AIRFRAME
As given in official factory manual for the Bf 109C (L.Dv. 556/2, July 1938)
Length overall:
8700 mm
Wingspan:
9900 mm
Wing dihedral angle:
710 degrees
Tailplane span:
3000 mm
Height, ground to top of cowling:
2450 mm
Angle on ground:
15 degrees
Wheel track:
2000 mm
Weight, empty:
not given
Weight, loaded:
2160 kg
ENGINE
Powerplant:

Junkers Jumo 210G (fuel injected) 60 degree,

inverted-V engine

Bore:
Stroke:
Displacement:
Weight:
Power:
Reduction gear ratio:

124mm (4.88 in)

136mm (5.35 in)
21 litres (1200 cubic inches)
445 kg (981 pounds)
536 kW (718 horsepower) at takeoff
0.57

2 x MG17, 7.92mm in cowl, 500 rounds ea.

4 x MG17, 7.92mm (2 in cowl, 2 in wings)

PRODUCTION
Factory
Bayerische Flugzeugwerke, Leipzig

ARMAMENT
C-1:
C-3:

4x MG 17, 7.92mm
2x MG 17, 7.92mm in cowl, 2x MG-FF, 20mm in wings*

Quantity produced
76

Werknummer ranges
998 1064
1701 1719*

Erla Maschinenwerk, Leipzig

175

272 416
540 617*

PRODUCTION
Factory
Bayerische Flugzeugwerke, Augsburg

Quantity produced
58

Fieseler-Werke, Kassel

90

3000 3089

Total production
341
* Some serials from the blocks 17011719 and 540617 do not appear to have been used

170

Appendix V Airframe & Production

Werknummer ranges
1720 1777

Total production
58
* All known Bf 109C-3 airframes fall within this single production batch range as well

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A single unbent propeller blade on this 6./JG 27 E-1 is a sure sign of airborne engine failure;
the propeller was not turning when the pilot slid the aircraft to a halt in this French field
As the Bf 109E entered widespread service in the Jagdwaffe, the earlier Jumo-engined
variants were transferred to training units. Here, a mechanic cranks the inertia starter of a
D-1 at a training school during the winter of 1939-40

Bf 109D-1
Externally, the D-1 was virtually identical to the C-1, and indeed both aircraft
are covered by a single factory manual as the sole difference lay in the engine
fitted to the aircraft.Whereas the C-1 had a troublesome fuel-injected Jumo
210G, the D-1 reverted to the more reliable carbureted Jumo 210D. The round
ejector exhaust stubs and relocated pressurized air fill point and electrical plug
of the C remained the same on the D.
AIRFRAME
As given in official factory manual for the Bf 109D (L.Dv. 556/2, July 1938)
Length overall:
8700 mm
Wingspan:
9900 mm
Wing dihedral angle:
710 degrees
Tailplane span:
3000 mm
Height, ground to top of cowling:
2450 mm
Angle on ground:
15 degrees
Wheel track:
2000 mm
Weight, empty:
not given
Weight, loaded:
2160 kg
ENGINE
Powerplant:

Junkers Jumo 210D (carbureted) 60 degree,

inverted-V engine

Bf 109E-1
The Bf 109E-1 introduced the larger and more powerful Daimler-Benz DB601A
into service, and rapidly replaced the earlier Jumo-engined variants in front-line
service.All E-1s carried an armament of 4 MG17s (2 in the cowling and 2 in the
wings) as standard when built; many were later upgraded to E-4 or E-7 status.
AIRFRAME
As given in the official factory manual (L.Dv. 556/3, Entwurf) for the Bf 109E
Length overall:
8800 mm
Wingspan:
9900 mm
Wing dihedral angle:
710 degrees
Tailplane span:
3000 mm
Height, ground to top of cowling:
2600 mm
Angle on ground:
15 degrees
Wheel track:
2000 mm
Weight, empty:
1860 kg
Weight, loaded:
2573 kg
ENGINE
Powerplant:
Bore:
Stroke:
Displacement:
Weight:
Power:
Compression ratio:
Block details:

Bore:
Stroke:
Displacement:
Weight:
Power:
Reduction gear ratio:

124mm (4.88 in)

136mm (5.35 in)
21 litres (1200 cubic inches)
445 kg (981 pounds)
500 kW (680 horsepower) at takeoff
0.62

Crankshaft:

ARMAMENT
D-1:

4x MG 17, 7.92mm

Ignition system:

PRODUCTION
Factory
Bayerische Flugzeugwerke, Augsburg
Erla Maschinenwerk, Leipzig

Quantity produced
4
168

Werknummer ranges
unknown
417 539
618 665

Fieseler-Werke, Kassel
Focke-Wulf Flugzeugbau, Bremen
AGO Werke, Oschersleben
Arado Werke, Warnemnde

80
123
128
144

3090 3170
unknown
unknown
2066 2080
2201 2325

Total production:
647
* Other known WNr blocks for D-1 production are:
2110 2150; 2365 2370; 2440 2476; 2513 2625; 2560 2730; 2812 2940
It is possible that not all numbers were used in these production blocks

Valve train:
Fuel system:

Supercharger:

Daimler Benz DB 601A 60 degree, inverted-V design

150mm (5.91 in)
160mm (6.29 in)
33.9 litres (2068 c.i.)
600 kg (1322.8 lbs)
865 kW (1175 HP) at sea level/ 2500 rpm
6.8:1
The block and cylinder heads are each a single alloy
casting, with steel cylinder liners screwed into the block
Machined steel forging carried on seven lead-bronze
bearings. Piston rods have roller bearings at big ends,
plain bearings on wristends
2 intake and 2 sodium-filled exhaust valves per cylinder,
actuated via bevel-gear driven overhead camshafts
Bosch mechanical; twelve individual pumps feeding
through equal-length fuel lines to individual cylinders. 87
octane B4 fuel for DB 601A motor
Bosch dual-magneto system, two plugs per cylinder. 30
volt generator
Single-speed, single stage, gear-driven and boost is
automatically regulated

ARMAMENT
E-1:

4x MG 17, 7.92mm

PRODUCTION
Factory
Bayerische Flugzeugwerke, Augsburg
Fieseler-Werke, Kassel

Quantity produced
14
447

E-1/B:
Focke-Wulf Flugzeugbau, Bremen
AGO Werke, Oschersleben
Arado Werke, Warnemnde

61
90
80
442

E-1/B:

49

Werknummer ranges
1791 1804 *
3171 3299
6001 6318
6319 6401
4001 4090
3300 3379
3380 3364
3854 3919 **
4801 4975 ***

Total production:
1183
* Last 15 airframes in this block may have been completed as E-3s
** Additional Arado production blocks not known at this time
*** E-1/B, E-6/N, E-7, and E-8 airframes are seen in the Arado 4801 block as well

Airframe & Production Appendix V

171

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Page 172

In this classic pose, the E-3 belonging to the Adjutant of II./JG 54 undergoes routine
maintenance while a Dornier Do 17Z rests in the background

Romania used a large number of Emils in service; a Bf 109E-4 of the 7th Fighter Squadron
is seen in this photo

Bf 109E-3

Bf 109E-4

With the Bf 109E-3, the wing armament was superseded by a pair of 20mm
MG-FF cannon.All other mechanical systems remained essentially the same
between the two models.

The E-4 was virtually identical to the E-3, with the exception of a newer version
of the MG-FF cannon which would fire thin-wall Minen (explosive) shells. This
version, the MG-FF(M), had a weaker spring and lighter recoil than the earlier
model. The total production of this variant including field and factory
conversions is still being researched, but known production quantities and WNr
blocks are given below.

AIRFRAME
As given in the official factory manual (L.Dv. 556/3, Entwurf) for the Bf 109E
Length overall:
8800 mm
Wingspan:
9900 mm
Wing dihedral angle:
710 degrees
Tailplane span:
3000 mm
Height, ground to top of cowling:
2600 mm
Angle on ground:
15 degrees
Wheel track:
2000 mm
Weight, empty:
1865 kg
Weight, loaded:
2608 kg
ENGINE
Powerplant:
Bore:
Stroke:
Displacement:
Weight:
Power:
Compression ratio:
Block details:
Crankshaft:

Valve train:
Fuel system:

Ignition system:
Supercharger:

Daimler Benz DB 601A 60 degree, inverted-V design

150mm (5.91 in)
160mm (6.29 in)
33.9 litres (2068 c.i.)
600 kg (1322.8 lbs)
865 kW (1175 HP) at sea level/ 2500 rpm
6.8:1
The block and cylinder heads are each a single alloy
casting, with steel cylinder liners screwed into the block
Machined steel forging carried on seven lead-bronze
bearings. Piston rods have roller bearings at big ends,
plain bearings on wristends
2 intake and 2 sodium-filled exhaust valves per cylinder,
actuated via bevel-gear driven overhead camshafts
Bosch mechanical; twelve individual pumps feeding
through equal-length fuel lines to individual cylinders.
87 octane B4 fuel for DB 601A motor
Bosch dual-magneto system, two plugs per cylinder.
30 volt generator
Single-speed, single stage, gear-driven and boost is
automatically regulated

AIRFRAME
As given in the official factory manual (L.Dv. 556/3, Entwurf) for the Bf 109E
Length overall:
8800 mm
Wingspan:
9900 mm
Wing dihedral angle:
710 degrees
Tailplane span:
3000 mm
Height, ground to top of cowling:
2600 mm
Angle on ground:
15 degrees
Wheel track:
2000 mm
Weight, empty:
1865 kg
Weight, loaded:
2608 kg
ENGINE
Powerplant:
Bore:
Stroke:
Displacement:
Weight:
Power:
Compression ratio:
Block details:
Crankshaft:

Valve train:
Fuel system:

Ignition system:
ARMAMENT
E-3:

PRODUCTION
Factory
Bayerische Flugzeugwerke, Augsburg
Messerschmitt AG, Regensburg

2x MG 17, 7.92mm in cowl, 500 rounds ammo each

2x MG-FF, 20mm in wings, 60 rounds ammo each

Quantity produced
35
E-3 75
E-3a 75

Erla Maschinenwerk, Leipzig

812

WNF Wiener Neustadter Flugzeugwerke

249

Werknummer ranges
1927 1954 *
1955 1979
2159 2178
2189 2198
2346 2443
2479 2513
2622 2640
666 994
1074 1574
5001 5259

Total production:
1246
Note There may be discrepancies between the Messerschmitt/ Regensburg and Erla production
figures.
* Additional WNr blocks not known at this time for BFW/Augsburg

Supercharger:

ARMAMENT
E-4:

PRODUCTION
Factory
Messerschmitt AG, Regensburg
Erla Maschinenwerk, Leipzig

WNF Wiener Neustadter Flugzeugwerke

Daimler Benz DB 601A 60 degree, inverted-V design

150mm (5.91 in)
160mm (6.29 in)
33.9 litres (2068 c.i.)
600 kg (1322.8 lbs)
865 kW (1175 HP) at sea level/ 2500 rpm
6.8:1
The block and cylinder heads are each a single alloy
casting, with steel cylinder liners screwed into the block
Machined steel forging carried on seven lead-bronze
bearings. Piston rods have roller bearings at big ends,
plain bearings on wristends
2 intake and 2 sodium-filled exhaust valves per cylinder,
actuated via bevel-gear driven overhead camshafts
Bosch mechanical; twelve individual pumps feeding
through equal-length fuel lines to individual cylinders.
87 octane B4 fuel for DB 601A motor.
Bosch dual-magneto system, two plugs per cylinder.
30 volt generator
Single-speed, single stage, gear-driven and boost is
automatically regulated

2x MG 17, 7.92mm in cowl, 500 rounds ammo each

2x MG-FF(M), 20mm in wings, 60 rounds ammo each

Quantity produced
E-4 82
E-4/B, E-4/N 64
E-4 85
E-4 (+70 E-4/B) 84
E-4/B 26
E-4 41
E-4 75
E-4 42
E-4/B 33
E-4/B, E-4/N 29

Werknummer ranges
2724 2806 *
3701 3764
1575 1659
1980 2063
4091 4222 **
5260 5300
5326 5400
5559 5600 ***
5791 5823
5891 5919

Total known production:

561
* Some sources claim first actual Mtt-Regensburg E-4 is W.Nr. 2789, with earlier aircraft in batch
being E-3s retrofitted to E-4 status
** 106 E-7s are also in this W.Nr. batch
*** 32 aircraft upgraded to E-4/B status by Arado

172

Appendix V Airframe & Production

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The Technical Officer of JG 26, Ltn. Walter Horten, is seen here in front of Gerhard
Schoepfels Gruppenkommandeur machine in January 1941. Horten went on to later fame
with his brother Reinhard for their pioneering work on tailless aircraft.

The Fieseler-built T models saw service almost exclusively in the north. This nondescript
T-2, possibly of JGr. Drontheim, is fitted with a centerline bomb rack

Bf 109E-7

Bf 109T-1/2

The E-7 introduced the more powerful DB 601N engine, with provision for an
external 300 liter fuel tank as well as strengthened landing gear. The total
number which entered service is something of a mystery at this point, as
numerous earlier E-1s, E-3s, and E-4s were rebuilt to E-7 status while
undergoing combat damage repair. The E-7 also introduced the ability to utilize
the GM-1 nitrous oxide power boosting system; aircraft so outfitted received the
designation E-7/Z.

Originally developed for use on the aircraft carriers Graf Zeppelin and Peter
Strasser, the first seven Bf 109Ts were completed to T-1 standard, with all
navalised equipment installed; the remainder of the aircraft were completed as
T-2s, equipped for land operations.All Bf 109Ts were built by Fieseler at Kassel.

AIRFRAME
Length overall:
Wingspan:
Height, ground to top of cowling:
Weight, empty:
Weight, loaded:
ENGINE
Powerplant:
Bore:
Stroke:
Displacement:
Weight:
Max power:
Compression ratio:
Block details:
Crankshaft:

Valve train:
Fuel system:

Ignition system:
Supercharger:

ARMAMENT
E-7:

PRODUCTION
Factory
Messerschmitt Regensburg
Erla Maschinenwerk, Leipzig
Fieseler-Werke, Kassel
Wiener-Neustadter Flugzeugwerke

Arado

8800
9900
2600
1865
2608

mm
mm
mm
kg
kg

Daimler Benz DB 601N 60 degree, inverted-V design

150mm (5.91 in)
160mm (6.29 in)
33.9 litres (2068 c.i.)
600 kg (1322.8 lbs)
865 kW (1175 HP) at sea level/ 2600 rpm
8.2:1
The block and cylinder heads are each a single alloy
casting, with steel cylinder liners screwed into the block
Machined steel forging carried on seven lead-bronze
bearings. Piston rods have roller bearings at big ends,
plain bearings at on wristpins
2 intake and 2 sodium-filled exhaust valves per cylinder,
actuated via bevel-gear driven overhead camshafts
Bosch mechanical; twelve individual pumps feeding
through equal-length fuel lines to individual cylinders.
100 octane C3 only for DB 601N motor
Bosch dual-magneto system, two plugs per cylinder.
30 volt generator
Single-speed, single stage, gear-driven and boost is
automatically regulated

AIRFRAME
As given in an Erprobungstelle specification sheet dated 23 December 1941
Length overall:
8765 mm
Wingspan:
11,080 mm
Height, ground to top of cowling:
2600 mm
Weight, empty:
2800 kg
Weight, loaded:
3080 kg
ENGINE
Powerplant:
Bore:
Stroke:
Displacement:
Weight:
Max power:
Compression ratio:
Block details:
Crankshaft:

Valve train:
Fuel system:

Ignition system:
Supercharger:

ARMAMENT
T-1/2:

Daimler Benz DB 601N 60 degree, inverted-V design

150mm (5.91 in)
160mm (6.29 in)
33.9 litres (2068 c.i.)
600 kg (1322.8 lbs)
865 kW (1175 HP) at sea level/ 2600 rpm
8.2:1
The block and cylinder heads are each a single alloy
casting, with steel cylinder liners screwed into the block
Machined steel forging carried on seven lead-bronze
bearings. Piston rods have roller bearings at big ends,
plain bearings at on wristpins
2 intake and 2 sodium-filled exhaust valves per cylinder,
actuated via bevel-gear driven overhead camshafts
Bosch mechanical; twelve individual pumps feeding
through equal-length fuel lines to individual cylinders. 100
octane C3 only for DB 601N motor
Bosch dual-magneto system, two plugs per cylinder. 30
volt generator
Single-speed, single stage, gear-driven and boost is
automatically regulated

2x MG 17, 7.92mm in cowl, 500 rounds ammo each

2x MG-FF(M), 20mm in wings, 60 rounds ammo each

2x MG 17, 7.92mm in cowl, 500 rounds ammo each

2x MG-FF(M), 20mm in wings, 60 rounds ammo each

PRODUCTION
Factory
Fieseler-Werke, Kassel

Quantity produced
70

Quantity produced
E-7 65
E-7 106
E-7 99
E-7 36
E-7 66
E-7/N 3
E-7/Z 17
E-7 46

Total production:

70

Werknummer ranges
3765 3827
4091 4222 (mixed block)
6402 6500
7661 7696
5920 5985, 6501 6523 *
See above
See above
4801 4975 (Mixed block)

Werknummer ranges
7728 7797

Total known production:

438
* 88 WNF aircraft in quantity column scattered throughout these two WNr blocks

Airframe & Production Appendix V

173

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Page 174

Bf 109 Bibliography
Periodicals
Bent Throttles #14
A Dominant Debut The Messerschmitt Bf 109 at the 1937
Zurich Air Meeting; Anders Bruun

Official Documentation
Bf 109 B Entwurf eines Flugzeughandbuches,
L.Dv.556/1, September 1937
Bf 109 C und D Entwurf eines Flugzeughandbuches,
L.Dv.556/2, July 1938
Bf 109 E Flugzeughandbuch (Entwurf)
L.Dv.556/3, December 1939
Bf 109 C, D, E Entwurf einer Beschreibung, Bedienungs-,
Wartungs-, Einbau- und Prfvorschrift der
Bordfunkanlage
L.Dv.228/2a und /3a, April 1940
Bf 109 B Entwurf einer Beschreibung, Einbau- und
Prfvorschrift fr die Waffenausrstung
L.Dv.228/1, August 1937
Nachtrag fr Bf 109 C3 Entwurf einer Beschreibung,
Einbau- und Prfvorschrift der starren Schuwaffe
L.Dv.228/2 (Nachtrag), 1939

Books
Aders, Gebhard and Held, Werner.
Jagdgeschwader 51 Mlders Eine Chronik
Motorbuch Verlag, 1999
Belcarz, Barlomiej and Peczkowski, Robert.
White Eagles The Aircraft, Men and Operations of the
Polish Air Force, 1918 1939
Hikoki Publications, 2001
Beaman, John.
Messerschmitt Bf 109 In Action
Squadron/Signal Publications, 1980
Bowyer, Chaz.
Hurricane at War
The Promotional Reprint Company, 1993
Buchner, Hermann.
Stormbird
Hikoki Publications, 2000
Caldwell, Donald
The JG 26 War Diary, 1939-1942
Grub Street, 1996

Hinchliffe, Peter.
The Other Battle.
Airlife Publishing, 1996
Hoch, Georg.
Die Messerschmitt Me 109 in der Schweizer Flugwaffe
ein Stck Zeitgeschichte
Dietschi AG, 1999

Ketley, Barry and Rolfe, Mark.

Luftwaffe Fledglings 1935-1945
Hikoki Publications, 1996

Rosch, Barry.
Luftwaffe Codes, Markings, and Units 1935 1945
Schiffer Publishing Ltd, 1996

Laureau, Patrick.
Condor- The Luftwaffe In Spain 1936-1939
Hikoki Publications, 2000

Schliephake, Hanfried.
The birth of the Luftwaffe
Henry Regnery Company, 1971

Lindbergh, Charles A.
The Wartime Journals of Charles Lindbergh
Harcourt, Brace, Jovanovich, 1970

Shores, Christopher, Cull, Brian, and Malizia, Nicola.

Air War for Yugoslavia, Greece, and Crete 1940-41
Squadron Signal Publications, 1987

Marshall, Frank.
Messerschmitt Bf 109T Der Jger der Graf Zeppelin
Marshall-Verlag

Van Ishoven, Armand.

The Messerschmitt Bf 109 At War
The Promotional Reprint Company Limited For Book Sales
Inc., 1993

Macksey, Kenneth.
Kesselring The Making of the Luftwaffe
David McKay Company, New York 1978
May, Ernest R.
Strange Victory: Hitlers Conquest of France
Hill and Wang, 2000
Merrick, Kenneth A.
German Aircraft Interiors 1935 1945, Vol 1
Monogram Aviation Publications, 1996

Weitz, John.
Hitlers Banker Hjalmar Horace Greeley Schacht
Warner Books, 1999
Wrbel, Jaroslaw.
Luftwaffe 1935-1945 Pt. 1
Agencja AJ Press, 1994

Websites

Mombeek, Eric.
Jagdwaffe- Blitzkrieg and Sitzkrieg
Classic Publications, 1999

Holm, Michael.
The Luftwaffe in World War 2
http://www.ww2.dk

Mombeek, Eric.
Jagdwaffe- The Spanish Civil War
Classic Publications, 1999

Lednicer, David.
The Incomplete Guide to Airfoil Usage
Analytical Methods, Inc.
http://www.aae.uiuc.edu/m-selig/ads/aircraft.htm

Mombeek, Eric with David Wadman and Martin Pegg.

Jagdwaffe- The Battle of Britain, vols. 1-4
Classic Publications
Mombeek, Eric with Christer Bergstrm and Martin Pegg.
Jagdwaffe- Barbarossa, The Invasion of Russia
Classic Publications, 2003

Osborne, Peter and Steinhilper, Ulrich.

Spitfire On My Tail
Independent Books, 1989

Cull, Brian and Lander, Bruce with Weiss, Heinrich.

Twelve Days in May
Grub Street, 1995

Price, Dr. Alfred.

The Hardest Day The Battle of Britain, 18 August 1940
Janes Publishing, 1979

Fernndez-Sommerau, Marco.
Messerschmitt Bf 109 Recognition Manual A Guide to
Variants, Weapons, and Equipment
Classic Publications, 2004

Price, Dr. Alfred.

Battle of Britain Day 15 September 1940
Greenhill Books, 1999

Appendix VI Bibliography

Weal, John.
Bf 109D/E Aces 1939-41
Osprey Publishing, 1996

Mombeek, Eric.
Jagdwaffe Birth of the Luftwaffe Fighter Force
Classic Publications, 1999

Crandall, Jerry.
Major Hans Assi Hahn The Man And His Machines
Eagle Editions, 2002

174

Prien, Jochen et al.

Die Jagdfliegerverbnde der Deutschen Luftwaffe 1934 bis
1945, Teil 4/II
Struve-Druck Publishing
Radinger, Willy and Schick, Walter
Messerschmitt Bf 109 A-E
Schiffer Publishing Ltd, 1999
Ries, Karl and Obermaier, Ernst.
Bilanz am Seitenleitwerk Erfolksmarkierungen der
Deutschen Luftwaffe, 1936 1945
Verlag Dieter Hoffman, 1970

Murray, Williamson.
Strategy for Defeat, The Luftwaffe 1933-1945
Air University Press, Maxwell AFB Alabama 1983

Haycraft, James B.
Messerschmitts over Spain
International Graphics Corporation, 1979

VI

Kaplan, Philip and Collier, Richard.

The Few Summer 1940, The Battle of Britain
The Orion Publishing Group, 2002

Corum, James S.
The Luftwaffe Creating the Operational Air War, 19181940
University Press of Kansas, 1997

Haberfellner, Wernfried and Schroeder, Walter.

Wiener Neustdter Flugzeugwerke
Weishaupt Verlag, Graz, 1999

Appendix

Prien, Jochen.
Chronik des Jagdgeschwaders 53, Teil 1
Flugzeug Publishing, 1990
Prien, Jochen et al.
Die Jagdfliegerverbnde der Deutschen Luftwaffe 1934 bis
1945, Teil 1
Struve-Druck Publishing

Safarik, Jan.
Air Aces Page
http://math.fce.vutbr.cz/safarik/ACES/index.html
Butler, Les.
O.K.L. Fighter Claims:
Chef fr Ausz. Und Dizsiplin Luftwaffen-Personalamt L.P. (A) V
Films and Supplementary Claims from Lists
(compiled by Tony Wood)
http://www.lesbutler.ip3.co.uk/tony/tonywood.htm
EADS, On The Wings Of Time
http://efw.eads.net

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Page 175

At the end of a long day of

flying at the fighter schools,
the ground crews work was
just beginning. Here, one
mechanic is seen gathering
wheel stops, fueling hoses,
and all manner of other
equipment while two more
begin work on black 24 from
the 3. Staffel of an
unidentified training unit

Index
Please note: this index does not
reference the appendices or tables.

A
Ahl, Oblt.: 101
Arnoldy, Ltn. Jakob: 85
Awe, Lt. Fritz: 16

B
Balthasar, Hptm. Wilhelm: 16,
19, 38
Br, Maj. Heinz: 27, 46, 93
Bartels, Oblt. Werner: 45
Bauer, Fw. Josef: 50
Bauer, Ofw. Willi: 38
Bendert, Fw. Karl-Heinz: 54
Bennemann, Oblts. Helmut:
57
Bertram, Hptm. Otto: 16, 54
Bob, Oblt. Hans-Ekkehard: 49,
57, 84
Bock, Gen.: 35
Bodden, Uffz. Willi: 92
Bhm, Ltn. Johann: 45
Bonin, Oblt. Hubertus von:
17, 57
Borchers, Uffz. Adolf: 16
Born, Uffz. Karl: 70
Brngen, Ltn. Ernst: 49
Bretntz, Hptm. Heinz: 46, 48
Brunkhorst, Ofw. Magnus: 49
Bucholz, Ofw. Max: 55
Bsgen, Ltn. Gnther: 55

C
Christmann, Herbert: 31
Claus, Oblt. Georg: 46

D
Dahmer, Uffz. Hugo: 51
Douhet, Giulio: 18

E
Ebbighausen, Hptm. Karl: 41,
48, 58
Ebeling, Ltn. Heinz: 46, 51
Ehlen, Uffz.: 89
Ehrenberger, Uffz. Rudolf: 57
Eichel-Streiber, Oblt. Diethelm
von: 93
Elles, Fw. Franz: 91
Ertel, Fw.: 31
Ewald, Oblt. Wolfgang: 57

F
Falck, Wolfgang: 11
Fiby, Ltn. Franz: 42, 58
Fiel, Oblt. Walter: 55
Fischer, Ltn. Siegfried: 40
Fischer, Oblt. K.: 109
Flebbe, Uffz. Karl: 38

Flegel, Ofw. Norbert: 11, 66

Fluder, Oblt. Emmerich: 49
Fz, Hptm. Josef: 48
Framm, Oblt. Gert: 46
Francke, Dipl.Ing. Carl: 66
Franzisket, Oblt. Ludwig: 38,
70
Friederich, Oblt. Erich: 86

G
Galland, Maj. Adolf: 45, 48,
49, 50, 53
Gth, Oblt. Wilhelm: 38
Geisshardt, Ltn. Friedrich: 28,
86
Grabmann, Oblt. Walter: 17
Greuel, Uffz. Heinz: 91
Grimmling, Ofw. Walter: 41

H
Hackmack, Hans: 7
Hahn, Oblt. Hans von: 51
Handrick, Oblt. Gotthard: 15,
68
Harder, Hptm. Harro: 15, 46
Heiniger, Oblt.: 103
Held, Fw. Alfred: 25, 28
Henlein, Konrad: 24
Henrici, Oblt. Eberhard: 52
Henz, Hptm. Helmut: 86
Herfeld, Ofw. Erich: 31
Hermes, Fw.Wilhelm: 57
Hckner, Oblt. Walter: 86, 93
Hollweg, Oblt. Hermann: 49
Homuth, Oblt. Gerhard: 90
Honess, Uffz. Guido: 15
Hrning, Hptm.: 101
Horten, Ltn. Walter: 51, 173
Houwald, Hptm. Wolf-Heinrich
von: 45
Hrabak, Dietrich: 28
Huy, Oblt. Wolfdieter: 85, 93

I
Ibel, Max: 11
Ihlefeld, Hptm. Herbert: 51,
55, 68, 84, 86, 93
Illner, Ltn. Hans: 106, 154

J
Jnisch, Uffz. Franz: 14
Jasinski, Kpr. Wawrzyniec: 27
JG 1: 5, 19, 21, 31, 38, 41,
69, 73, 77
JG 2: 16, 37, 39, 40, 41, 42,
44, 45, 46, 47, 49, 50, 51,
54, 55, 56, 57, 58, 59, 67,
70, 82, 105, 106, 157, 168
JG 3: 39, 41, 46, 48, 49, 50,

51, 54, 55, 56, 57, 58, 72,

92, 107, 152
JG 5: 30, 31, 33, 52, 93,
129, 168
JG 11: 31
JG 20: 37, 39, 148
JG 21: 41
JG 26: 6, 20, 22, 36, 39, 41,
42, 45, 46, 48, 49, 50, 51,
52, 53, 55, 56, 57, 58, 59,
69, 71, 73, 82, 84, 88, 89,
91, 105, 106, 173
JG 27: 35, 36, 38, 41, 42,
45, 46, 47, 49, 52, 53, 54,
56, 57, 70, 71, 74, 76, 82,
84, 85, 86, 89, 91, 92, 93,
103, 107, 156, 171
JG 28: 83
JG 51: 27, 45, 46, 47, 48,
49, 50, 51, 55, 56, 57, 59,
64, 69, 74, 105, 106, 138,
148, 149, 154
JG 52: 38, 42, 45, 47, 49,
55, 56, 57, 64, 72, 83, 85,
86, 92, 99, 110
JG 53: 28, 35, 36, 40, 41,
42, 46, 48, 49, 53, 54, 55,
56, 57, 58, 64, 68, 70, 71,
105, 169
JG 54: 39, 49, 50, 52, 53,
55, 57, 83, 84, 93, 105,
156, 172
JG 76: 40, 41
JG 77: 19, 21, 25, 28, 30,
31, 33, 35, 52, 69, 71, 74,
75, 76, 83, 84, 85, 86, 92,
93, 103, 105, 129, 151
JG 130: 21
JG 131: 22, 23
JG 132: 14, 16, 18, 22, 23
JG 134: 22, 23
JG 135: 22, 23
JG 136: 22, 23
JG 137: 23
JG 138: 23
JG 142: 20
JG 232: 22
JG 233: 149
JG 234: 18, 22, 23
JG 333: 20
JG 334: 22, 23
Johannsen, Ltn. Hans: 88
Joppien, Oblt. HermannFriederich: 55, 56

K
Kageneck, Oblt. Erbo Graf von:
89
Keil, Uffz. Josef: 38
KG 2: 46

KG 4: 46
KG 27: 101
KG 53: 101
KG 54: 46
KG 55: 101
Kisling, Oblt.: 101
Kley, Lt. Erwin: 11
Knoetzsch, Hans-Dietrich: 9
Knppel, Oblt. Herwig: 15
Koall, Oblt. Gerhard: 84
Khler, Fw. Otto: 85
Kriko, V.: 101

L
Lange, Ltn.: 94
Larrazabal, Angel Salas: 103
Leesman, Oblt. Karl-Heinz:
57, 64
Lessing, Ltn. Hans-Otto: 50
Leykauf, Fw. Erwin: 38
LG 1: 46
LG 2: 20, 21, 25, 28, 45, 46,
47, 51, 52, 55, 56, 57, 82,
85, 86, 92, 93, 103
Lindecker, Hptm.: 101
Lippert, Hptm. Wolfgang: 93
Litjens, Uffz. Stefan Steff: 40
Ltzow, Gnther: 11, 13, 15,
17, 50, 93

M
Machold, Oblt. Werner: 51,
168
Mader, Maj. Anton: 93
Marseille, Ofhr. Hans-Joachim:
46, 52, 56, 84, 89, 91, 129
Massow, Kommodore Gerd
von: 16
Mayer, Hptm. Hans-Karl: 40,
46, 55
Meckel, Ltn. Helmut: 55
Mietusch, Oblt. Klaus: 89
Milch, Erhard: 7, 8, 35
Mitchell, Reginald J.: 44
Mlders, Maj. Werner: 11, 16,
46, 50, 55, 59, 93
Mller, Ltn. Hans-Jrgen von:
90
Mllerfriedrich, Oblt. Rudolf:
49
Mncheberg, Oblt. Joachim:
55, 84, 88

N
Nischik, Fw. Ernst: 156
Noack, Hptm. Erich: 45
Nordmann, Oblt. Karl-Gottfried:
52
Nowotny, Ltn. Walter: 93

O
Oesau, Hptm. Walter: 17, 48,
49, 54, 56, 57, 93
Olejnik, Oblt. Robert: 92
Opolski, Uffz. Kurt: 31
Ostermann, Ltn. MaxHellmuth: 84

P
The presence of this solitary Bf 109E-3 among a lineup of Jumo-engined variants is
somewhat unusual. As newer models of 109s entered service with front-line units, the older
Emils were sent to the training units; this is clearly an older aircraft, given the prewar
camouflage, and the photo dates from at least mid-1940, judging by the lighter scheme
worn by the third machine in the row

Perez, Uffz. Horst: 48, 57

Pingel, Hptm. Rolf: 11, 40,
49, 51
Polenz, Ofw. Otto: 13, 16
Popisteanu, lt. cdor. av.
Alexandru: 100
Prestele, Oblt. Ignaz: 57

Radinger, Willy: 8
Ray, Fw. Xaver: 57
Redlich, Oblt. Wolfgang: 90
Rempel, Oblt. Edgar: 46
Reumschssel, Oblt. Helmut:
54
Richthofen, Gen. Wolfram von:
11
Rickenbacher, Lt. Rudolf: 101
Riegel, Major: 45
Robitzsch, Oblt. Dietrich: 37
Rdel, Oblt. Gustav: 52, 85,
91, 92
Roth, Ofw. Willi: 46
Rozanoff, Konstantin: 124
Rudorffer, Fw. Erich: 44, 55
Rundstedt, Gen.: 35
Ruthammer, Oblt. Wilhlem: 31

Weiss, Hptm. Otto: 93

Werra, Oblt. Franz von: 50,
54, 152
Wever, General Walther: 18
Wick, Oblt. Helmut: 46, 47,
50, 55, 57, 58, 59
Widowitz, Ltn. Wulf-Dietrich:
33
Wiggers, Hptm. Ernst: 51
Wilhelm, Fronhfer, Ltn.: 6
Williams, Generalmajor Ernst
Udet.: 38
Witzel, Lt. Hans: 92
WNr 378: 97
WNr 540: 7
WNr 758: 9
WNr 759: 10
WNr 760: 10
WNr 820: 92
WNr 878: 11
WNr 1010 1020: 14
WNr 1021: 14
WNr 1029: 7
WNr 1050: 7
WNr 1137: 93
WNr 1184: 6
WNr 1190: 48, 160
WNr 1480: 152, 153
WNr 1935: 156
WNr 1937: 156
WNr 1943: 156
WNr 1944: 156
WNr 2023: 33
WNr 2877: 27
WNr 3276: 19
WNr 3523: 33
WNr 3576: 47
WNr 3579: 52, 129, 161, 164
WNr 3790: 89
WNr 4101: 138, 159
WNr 4170: 89, 159
WNr 4851: 53
WNr 5160: 90, 91
WNr 5344: 49
WNr 5819: 45
WNr 6296: 45
WNr 6474: 101
WNr 7285: 152
WNr 7728 7797: 31
Wolff, Uffz. Kurt: 57
Wolfgarten, Uffz. Robert: 58
Wbke, Ltn. Waldemar: 50,
55, 57
Wrster, Dipl.Ing. Hermann:
10, 66
Wrster, Hermann: 7

S
Saborowski, Uffz. Rudolf: 38
Schellman, Maj. Wolfgang:
85, 86, 92
Schick, Walter: 8
Schmetzer, Ofw. Reinhold: 93
Schmidt, Ltn. Erich: 54, 58,
108
Schmidt, Oblt. Armin: 85
Schmidt, Uffz. Rudolf: 86
Schnabel, Ltn. Heinz: 54
Schoepfel, Oblt. Gerhard: 71
Schpfel, Oblt. Gerhard: 49,
55, 108
Schopper, Lt. Hans Wilhelm:
85
Schrder, Gerhard: 50
Schroer, Lt. Werner: 89, 91
Schulz, Ofw. Otto: 85
Sochatzki, Kurt: 16
Sommer, Ofw. Walter: 33
Sprick, Oblt. Gustav Mickey:
57
Springer, Uffz. Herbert: 49
Stab, Major Beim: 69
Stangl, Oblt. Anton: 52
Stark, Fw. Alfred: 41
Steidle, Oblt. Adolf: 46
Steinhilper, Oblt. Ulrich: 57
Stierle, Ofw. Herman: 31
Stoll, Oblt. Jakob: 55
Stoyanov, Poruchyk Stoyan:
99
Streiff, Oblt.: 101
Striberny, Ltn. Albert: 45
Strhlein, Ofw Fritz: 51

T
Tschner, Fw. Rudolf: 58
Temme, Oblt. Paul: 46, 106
Teumer, Oblt. Wolfgang von:
138, 159
Tiedmann, Oblt. Helmut: 107
Tietzen, Hptm. Horst: 48, 49,
59
Tonne, Lt. Wolfgang: 41
Trautloft, Ltn. Hannes: 11, 50,
52
Treu, Oblt. Paul: 103
Troitzsch, Fw. Alfred: 25
Troitzsch, Fw. Hans: 28
Tzschoppe, Uffz. Herbert: 41

Z
ZG 1: 101
ZG 26: 49, 50
ZG 52: 50
ZG 76: 21, 57, 148
Ziegler, Lt. Rudolf: 41
Zimmerman, Fw. Arno: 47

U
Ubben, Oblt. Kurt: 85
Udet, Gen. Ernst: 7, 18, 35
Ursinus, Lt. Werner: 81

Index

175

MDF9-Index.qxd

6/11/05

8:47 pm

Page 176

In this photo from the wartime German propaganda magazine Signal, the pilot of this Emil is in the process of
fastening his shoulder restraints. This photo is full of useful details; note the internal frame of the aft canopy
section in RLM 02, the tight demarcation line of the 65, and the smearing on the fuselage where the
ground crew attempted to clean the aircraft for the photographer!

MDF9-Cover.qxd

11/11/05

10:54

Page 1

Modellers Datafile 9

THE MESSERSCHMITT

Bf 109

Part 1: Prototype to 'E' Variants

The Bf 109 Part 1: Prototype to E Variants

by Lynn Ritger

9 78095 5 1 85 809

SAM Publications

Printed in UK

SAM Publications

ISBN 0-9551858-0-7

SAM Publications

Bf 109A
Oil cooler location

9
Bf 109B
Oil cooler location

Bf 109A
Oil cooler location
Bf 109D upper

Bf 109D front

Bf 109B lower
Bf 109B rear
Oil cooler location

Bf 109B upper

Bf 109D lower

Bf 109D rear

Bf 109A
Oil cooler location

Bf 109A
Oil cooler location

Bf 109B starboard
(without radio aerial)

Bf 109B port
(with radio aerial)

1/48 SCALE
2005 Jacek Jackiewicz

1m

2m

3m

Bf 109D starboard

Bf 109D port

1/48 SCALE
2005 Jacek Jackiewicz

1m

2m

3m

99

Bf 109E-1 front

Bf 109E-1 upper
Bf 109E-7 starboard

Bf 109E-7 front
Bf 109E-4/trop lower

Bf 109E-1 lower

Bf 109E-7 upper

Bf 109E-7 rear

Bf 109E-1 rear

Bf 109E-1 starboard

Bf 109E-4 starboard

Bf 109E-1 port

Bf 109E-7 port
1/48 SCALE
2005 Jacek Jackiewicz

1m

2m

3m

1/48 SCALE
2005 Jacek Jackiewicz

1m

2m

3m