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Rüstsatz R7: ZVG 16
ZVG 16 direction finder system with PR 16 (Peilrahmen) loop antenna at the
top of the spine. (Peilrufanlage ZVG 16 mit PR 16 Peilrahmen)
Armament sets R1, R2 and R6 were already used on the Bf 109 F and es-
pecially on the G-2 and G-4. On the Bf 109 G-6, as on the G-2 and G-4, the
R6 set consisting of the underwing cannon pods were popular. They signifi-
cantly increased the firepower of the aircraft armed with them, and thanks
to the more powerful DB 605 A engine, they did not reduce the performance
of the machine as much as was the case with both versions of the Bf 109 F,
in which these nacelles were not used much due to the lower power offered
by their engines. Their use on the Bf 109 G-6 was even more extensive than
on the G-2 and G-4.
Bf 109 G-5
The Bf 109 G-6 also had a high-altitude variant with a pressurized cockpit
in the form of the Bf 109 G-5, the distinguishing feature of which, like the
other high-altitude versions of the Bf 109 F and G, was an airtight armored
bulkhead with two triangular windows in the upper corners, mounted in the
middle of the hinged canopy section so that it formed a wall behind the pi-
lot. On this bulkhead, there were two cockpit pressurization system valves,
one was a safety valve, preventing the maximum cabin pressure from be-
ing exceeded, and the other was an equalizing pressure valve. Contrary to
popular belief that the G-5 version did not have standard armor, this was
surprisingly not the case. Much of the G-5 run with the standard canopy had
both an airtight bulkhead and standard slanted armor mounted beneath the
hinged canopy cover. There were silica gel capsules in the corners of the
cockpit canopy windows to absorb moisture between the panes. Handles
behind the cockpit were on both sides of the fuselage.
The Bf 109 G-5 also had, as part of the cockpit pressurization system,
blanked off vents under the cockpit windscreen on the side of the fuselage
below the cockpit. Those on the cowl were either not there at all, or they
were also decommissioned and fared over.
The G-5 version also featured a small bulge covering the cockpit pres-
surization air compressor, added to the larger fairing over the machine gun
on the right side of the forward fuselage. But it is not a clear identifier by
which to gage the Bf 109 G-5. As already mentioned, it was also used on
some of the Bf 109 G-6 fighters produced by all three manufacturers turn-
ing out Bf 109 Gs. The compressor was the new Knorr-Luftpresser 300/10
type. It was an oil-free item with two pistons rotating against each other in
a figure eight. This compressor (blower) had certain disadvantages, main-
ly pulses of compressed air being blown back into the compressor cham-
ber. This was because the pistons do not touch the chamber walls, but that
feature allowed for operation without lubricating oil. However, this is of no
practical importance for pressurizing the small space of the cockpit. Addi-
tionally, the pulses were dampened by the relief valve situated on the rear
air-tight bulkhead of the cockpit. The advantage of the Roots blower was
the achievement of a stable output pressure and a high flow rate of com-
pressed air at low revolutions, along with the already mentioned absence
of oil. This was an advantage precisely for pressurizing the cockpit, which
was not polluted by oil and the compressed air did not need to be filtered.
The reason for moving the compressor to the side of the engine from its top,
where the MAG III air compressor was located on the Bf 109 G-1 and G-3,
is not entirely clear. M. Baumgarl states that it did not fit between the larger
MG 131 machine guns. This may be true, but it is probably not due to the size
of the machine guns, but rather to the different shape of the Knorr 300/10
compressor as compared to the MAG III unit.
None of the authors state that the DB 605 A-1 engine in the Bf 109 G-5
had modified high altitude characteristics. A special high altitude distributor
(Zünder) with modified plug firing was considered for the Bf 109 G-5/U2, but
in the end, the standard Bosch ZM 12 CR 8 distributor, only with a modified
ignition advance for the spark plugs, was retained.
During 1943 and early 1944, production of the Bf 109 G-5 took place at the
Erla AG works in Leipzig. The first five airframes were produced as part
of production block 15 000 by March and April of 1943. H. H. Vogt lists the
production numbers as 15 338 to 15 344, which does not quite fit the five
units he claims. The reason for this may lie in that the Bf 109 G-5 was on
the production line together with the G-6, so the serial numbers did not
Cockpit ventilation for Bf 109 G-6
and Bf 109 G-5
Bf 109 G-6
Bf 109 G-5
Bf 109 G-5
Exploring the frequency of the R6 kit
usage on the Bf 109 G-6
According to some researchers, the can-
non pod use on the Bf 109 G-6 decreased
as compared to the Bf 109 G-4. In this case,
it would have been because the introduction
of the MG 131 fuselage mounted machine
guns increased the firepower of the Bf 109
G-6, reducing the need for additional arma-
ment. It makes sense if the advantage of
a lighter and therefore more powerful and
maneuverable fighter outweighed the advan-
tage of more firepower, and in some cases it,
this may have certainly held true.
But I have my doubts about this claim.
For one thing, I don’t think that the need
would decrease for fighter firepower on ei-
ther the Eastern or Western fronts, or in the
Mediterranean for that matter. Targets that
required concentrated firepower over a short
Bf 109G-6 ratio of aircraft with the pods to those
without: 1. 16:1
From this it would follow that the ratio of
aircraft equipped with cannon pods between
subsequent models increased, and while the
G-2 and G-4 have more airframes without the
pods in the photos, those with them dominate
in the G-6. With this in mind, it is important to
note that there are aircraft with BR 21 rock-
ets launchers in a significant number of the
available images. This too would indicate an
ever-increasing demand for firepower rather
than the other way around.
Granted that this is not a scientific analysis
of the subject matter using proper data sam-
pling or methodology, but the result hinted at
can be taken as a solid base for a hypothesis
that would be worth a more thorough exam-
ination.
firing bursts was not only ever present on all
battlefields, but increased in number. In the
West and the Mediterranean, they were sore-
ly needed against allied medium and heavy
bombers, and in the East, against the Sovi-
et Il-2 armored beasts of various versions.
All these adversaries over the fronts were in-
creasing in number, firepower and improved
tactical use and the quality of their pilots
was growing. It makes no sense to me that
the Luftwaffe would go about decreasing the
firepower of its fighters.
The second reason for my doubts is in the
analysis of the available photos. In those that
are at my disposal, the ratio of photos of air-
craft that can be identified as having cannon
pods under the wing to those that do not is
as follows:
Bf 109 G-2 ratio of aircraft with the pods to those
without: 1:2. 4
Bf 109 G-4 ratio of aircraft with the pods to those
without: 1:1. 1
necessarily run consecutively, but intermingled with the serial numbers of
the concurrently produced G-6. A further 200 or so were built in production
block 15 000 between June and October, 1943. Further G-5s were built in
production blocks 26 000 (25) and 27 000 (33) between August and October,
1943. The last of the series comprised 287 machines in production block
110 000, built continuously between November, 1943 and June, 1944. From
February 1944, the Bf 109 G-5 and G-5/U2 were produced at Erla Werk VII in
Antwerp, Belgium.
Bf 109 G-5/U2
Some Bf 109 G-5s were built as the Bf 109 G-5/U2, equipped with a GM-1
boost system. The GM-1 system pressure bottles were located in the right
wing, unlike the Bf 109 G-6/U2, which had the GM-1 pressure bottles placed
in the fuselage, behind the second fuselage bulkhead. According to H. H.
Vogt, most, if not all, Bf 109 G-5s, including the airframes from production
block 15 000 in March and February, 1943, were built as G-5/U2. But this
is contradicted by M. Baumgartl’s statement, which states that the GM-1
system was only available for the G-5 from July or August 1943, and the
first fully equipped G-5/U2s were delivered only from December, 1943.
The statement by M . Baumgartl seems to me to be better grounded.
All Bf 109 G-5/U2s had VDM 9-12159. 10 propellers, the same as the Bf 109
G-6/AS and G-10 powered by the DB 605 AS and DB 605 D engine respec-
tively. This propeller was considered for all G-5s, but eventually G-5s with-
out the GM 1 system were supplied with the standard VDM 9-12087. 10 unit.
The Bf 109 G-5/U2 also did not have laminated armor fuel tanks. The removal
of the armor compensated for the increase in weight of the Bf 109 G-5/U2,
caused by the installation of the GM 1 system, and the heavier VDM 9. 12159.
10 propeller.
The Bf 109 G-5 was also produced in several production variants. All had
the same armament and the same engine (DB 601 A) as the Bf 109 G-6.
First Production Variant
Bf 109 G-5 from production block 15 000 (205 units, five in March and April
1943, 200 between June and October, 1943).
These airframes had the following distinctive features:
- Tall antenna mast.
- Not equipped with a ZVG 16 direction finder and lacked the associated PR 16 loop
antenna on the fuselage spine.
- FuG 16 Z radio was used.
- FuG 25a IFF system.
- REVI C 12 D gunsight.
- Sealed cockpit, silica gel tablets in the corners of the canopy windows (1).
- Airtight bulkhead forming the rear wall of the hinged canopy section (2).
- Angled armor plate behind the pilot’s head (3).
- Suction slots for cockpit ventilation under the windscreen absent (5).
- Without cockpit vent on left side below canopy (6).
- A small bulge covering the Knorr 300/10 compressor on the lower leading edge
of the fairing covering the breech of the right fuselage machine gun.
- On the right side of the fuselage, there was only a socket for the external electrical
power source connection and the access cover for the pressurized oxygen bottle
between fuselage bulkheads 1 and 2.
Second Production Variant
This covered Bf 109 G-5s from production blocks 26 000 (25) and 27 000
(33) produced between August and October, 1943, and part of the Bf 109 G-5
and Bf 109 G-5/U2 run from production block 110 000.
These aircraft displayed the following features:
- Short antenna mast.
- Most had the ZVG 16 direction finder system with the associated PR 16 loop
antenna on the spine.
- FuG 16 Z radio.
- Commanders’ aircraft, equipped with a FuG 16 ZY radio and its Moranmast whip
antenna mounted under the fuselage/wing were designated Bf 109 G-5/Y.
- FuG 25a IFF system.
- REVI C12 D gunsight.
- Sealed cockpit, silica gel tablets in the corners of the canopy windows (1)
- An airtight partition forming the rear wall of the hinged section of the canopy.
- Angled armor behind the pilot’s head in aircraft from production block 110 000.
- A small bulge covering the Knorr 300/10 compressor on the lower leading edge
of the fairing covering the breech of the right fuselage machine gun (4).
- Ventilation slots under the windscreen were missing (5).
- Vents on the left side of the fuselage below the canopy were also absent.
- Bf 109 G-5/U2 had a VDM 9-12159. 10 propeller with wider blades
(as with the Bf 109 G-10)
- A small fuel tank was used for starting the engine, with a filler neck on the right
side of the fuselage spine between fuselage bulkheads 4 and 5 (6).
HISTORY
INFO Eduard
9
February 2024