Volume 1 Chapter 1 (2/2)
F-4/R1 (capable of ondolas)
F-4/R2 (dedicated recon version, 5 built)
F-4/R3 (dedicated recon version, 36 built)
F-4/Z (As F-4, high-altitude fighter with GM-1 boost)
F-5 (planned but not built)
F-6 (planned but not built)
F-8 (planned but not built)
Bf 109G[]
Bf 109G-2/Trop ”Black 6”, Now on static display London
Bf 109G-2, Wings of Dream Museum in , Brazil
Introduction[]
The Bf 109 G-series was developed froh there were detail differences Modifications included a reinforced wing structure, an internal bullet-proof windscreen, the use of heavier, welded fraht-alloy arinally intended that the wheel wells would incorporate small doors to cover the outer portion of the wheels when retracted To incorporate these the outer wheel bays were squared off Two ss were added on both sides of the forward engine cowlings A less obvious difference was the omission of the bypass outlets, which had been a feature of the F-series, on the upper radiator flaps[59][60]
Like most German aircraft produced in World War II, the Bf 109 G-series was designed to adapt to different operational tasks with greater versatility; larger -range reconnaissance or long-range fighter-boiven a ”/R” suffix, s overhaul, such as equiped parts known as Uiven a ”/U” suffix Field kits known as Rüstsätze were also available but those did not change the aircraft designation Special high-altitude interceptors with nitrous oxide injection high-altitude boost and cockpits were also produced
The newly fitted A engine was a develop Bf 109 F-4; and were increased as well as other detail ie-scale ency power of 1,475 PS (1,455 hp, 1,085 kW) was achieved with 142(425 inches/617 lbs) of boost at 2,800 rp the first year of operation, and this output was initially banned by VT-AnwNr2206, forcing Luftwaffe units to limit maximum power output to 1,310 PS (1,292 hp, 964 kW) at 2,600 rpm and 13 atm manifold pressure (389 inches/44 lbs) The full output was not reinstated until 8 June 1943 when Daimler-Benz issued a technical directive[61] Up to 1944, the G-series was powered by the 1,475 PS Dai a three-blade VDM 9-12087A variable-pitch propeller with a diameter of 3 m (98 ft) with even broader blades than used on the F-series Pitch control, as on the 109F, was either electro- a thuh-altitude propeller with broader blades was introduced, designated VDM 9-12159, and was fitted to high-altitude variants with the DB 605AS or D-series engines
The early versions of the Bf 109G closely resembled the Bf 109 F-4 and carried the same basic armament; however, as the basic airframe was modified to keep pace with different operational requiree Froes in the cowling when the 792 mm (312 in) MG 17 were replaced with 13 er , and on the wings (due to larger tyres), leading to the Bf 109 G-6's nicknae”) The Bf 109G continued to be ireater firepower in the form of the 30 mm (118 in) MK 108 cannon were introduced in late 1943; and a new, enlarged supercharger in the high-altitude DB 605AS engine, a larger vertical stabilizer (G-5 onwards), and power boost in 1944
, the World's top scoring fighter ace, clai 352 victories, flew only the Bf 109G, of which he said:
It was very manoeuvrable, and it was easy to handle It speeded up very fast, if you dived a little And in the acrobatics o very easy out of the spin The only probleine, and a se If you took off too fast it would turn [roll] ninety degrees away We lost a lot of pilots in takeoffs[62]
Froed wooden tail unit (identifiable by a taller vertical stabilizer and rudder with a balance tab, rather than the angled shape) was often fitted This tail unit was standardised on G-10s and K-4s Although the enlarged tail unit ihed more than the standard ht was fitted in the nose, increasing the variant's overall weight[63]
With the Bf 109G, a number of special versions were introduced to cope with special hter-reconnaissance and high-altitude interceptors can betwo 300 L (80 US gal) drop tanks, one under each wing; and the latter received pressurized cockpits for pilot coh altitudes The latter systeine output by 223 kW (300 hp) above the rated altitude to increase high-altitude performance
Early Bf 109G models[]
Bf 109 G-2 remake in the in Berlin
G-1, G-2[]
The G-1, produced from February 1942, was the first production version of the G-series and the first production Bf 109 with a pressurized cockpit It could be identified by the small, horn-shaped air intake for the cockpit coer intake, on the left upper cowling In addition, the angled armour plate for the pilot's head was replaced by a vertical piece which sealed-off the rear of the side-hinged cockpit canopy Slass panels were fitted into the upper corners of this arh there were aircraft in which the plate was solid steel capsules were placed in each pane of the windscreen and opening canopy to absorb any moisture which htweight G-1/R2 In these GM-1 nitrous oxide 'boost' was used, and the pilot's back are drop tank A few G-1 flown by I/JG 1 are known to have carried the underwing 20 ondolas[64]
Bf 109 G-2
The G-2, which started production in May 1942, lacked the cabin pressurization and GM-1 installation[65] Performance-wise it was identical to the G-1 The canopy reverted to one layer of and incorporated the angled head arh several G-2 had the vertical type as fitted to the G-1 Several Rüstsätze could be fitted, although installing these did not change the designation of the aircraft Instead the ”/R” suffix referred to the G-2's Rüstzustand[] or equipned at the factory rather than in the field There were two Rüstzustand[] planned for G-2s:
G-2/R1: Long-range fighter-bo (1,100 lb) under the fuselage and had a s for a 300 L (80 US gal) drop tank As a standard Bf 109G had not enough ground clearance to carry a 500 kg boe was added just aft of the cockpit[65] The prototype was the FiSk 199 No production known
G-2/R2: a reconnaissance aircraft with GM-1 and camera equipment
The rack and internal fuel lines for carrying a 300 L (80 US gal) under-fuselage drop-tank idely used on G-2s, as were the underwing 20 ondolas Several G-2s were fitted with the ETC 500 bo (550 lb) bomb The final G-2 production batches built by Erla and Messerschmitt were equipped as tropical aircraft (often referred to as G-2 trop), equipped with a sand-filter on the front of the supercharger intake and two small, teardrop-shaped e, below the cockpit sill These were used as ned sun u or Special tool), which were used to shade the cockpit[66]
A total of 167 G-1s were built between February and June 1942,[67] 1,586 G-2s between May 1942 and February 1943, and one further G-2 was built in Győr, Hungary, in 1943[68] Maximum speed of the G-2 was 537 km/h (334 mph) at sea level and 660 km/h (410 mph) at 7,000 m (22,970 ft) rated altitude with the initial reduced 13 at Performance of the G-1 was similar, but above rated altitude the GM-1 system it was equipped with could be used to provide an additional 350 horsepower[69] With his G-1/R2, pilot R Klein achieved 660 k of 13,800 m (45,275 ft)[69]
The following variants of the G-1 and G-2 were produced:
G-0 (Pre-production aircraft, powered by a DB 601E engine)
G-1 (Pressurized fighter, powered by a DB 605A engine)
G-1/R2 (Reconnaissance fighter)
G-1/U2 (High-altitude fighter with GM-1)
G-2 (Light fighter)
G-2/R1 (Long-range Fighter-bo drop tanks, 500 kg/1,100 lb boe, extended second tail wheel, only prototype)
G-2/R2 (Reconnaissance fighter)
G-2 trop (Tropicalized fighter)
G-3, G-4[]
Bf 109 G-4 WNr 19310 on display at
In September 1942, the G-4 appeared; this version was identical to the G-2 in all respects, including perfor fitted with the radio set, which provided e of the earlier sets Externally this could be recognised by the position of the fuselage antenna lead-in which was ht on the fuselage spine[70] Due to the steady weight increases of the 109, froer 660 × 160the previously used 650 × 150 s were altered so that the wheel's vertical axis was nearly upright rather than being parallel with the leg These changes resulted in the fitting of teardrop-shaped fairings to the upper wing surface above the wheel-wells to accoer wheels and fairings were often retrofitted to G-2s[Notes 2] In addition, a larger 350 × 135 inal 290 × 110 er fitted the recess, so the retraction mechanism was disconnected and the tailwheel fixed down[71] Up to July 1943, 1,242 G-4s were produced, with an additional four in Győr and WNF factories in the second half of 1943[72] Between January and February 1943, 50 examples of a pressurized version, the G-3 were also produced; sih it was equipped with the same FuG 16 VHF radio set as the G-4[73]
The following variants of the G-3 and G-4 were produced:
G-3 (Pressurized fighter, as G-1 with FuG 16 VHF radio; 50 built)
G-4 (Fighter)
G-4/R2 (Reconnaissance fighter)
G-4/R3 (Long-range reconnaissance fighter, with 2 × 300 L/80 US gal underwing droptanks)
G-4 trop (Tropicalized fighter)
G-4/U3 (Reconnaissance fighter)
G-4y (Cohter)
G-5, G-6[]
In February 1943, the G-6 was introduced with the 13the smaller 792 mm (312 in) MG 17 - externally this resulted in two sizeable Beule blisters over the gun breeches, reducing speed by 9 km/h (6 h contradictory factory and RLM records do not allow an exact tally[74] The G-5 with a pressurized cockpit was identical to the G-6 A total of 475 exaust 1944[75] The G-5/AS was equipped with a DB 605AS engine for high-altitude missions GM-1-boosted G-5 and G-6 variants received the additional designation of ”/U2”[76] and were clearly identifiable as they use a ine coithout the usual blisters
Bf 109G-6 on display in the Polish Aviation Museum in
The G-6/U4 variant was armed with a 30through the propeller hub instead of the 201943 fitted with assembly sets, used to carry bohter, or to increase firepower by adding rockets or extra gondola-style, underwing mount ordnance
The following variants of the G-5 and G-6 were produced:
Bf 109 G-6
G-5 (Pressurized fighter)
G-5/U2 (High-altitude fighter with GM-1 boost)
G-5/U2/R2 (High-altitude reconnaissance fighter with GM-1 boost)
G-5/AS (High-altitude fighter with DB 605AS engine)
G-5y (Cohter)
G-6 (Light fighter)
G-6/R2 (Reconnaissance fighter, with )
G-6/R3 (Long-range reconnaissance fighter, with 2 × 300 L/80 US gal underwing droptanks)
G-6 trop (Tropicalized fighter)
G-6/U2 (Fitted with GM-1)
G-6/U3 (Reconnaissance fighter)
G-6/U4 (As G-6 but with 30 ine cannon)
G-6y (Cohter)
G-6/AS (High-altitude fighter with DB 605AS engine)
G-6/ASy (High-altitude cohter)
G-6N (Night fighter, usually with Rüstsatz VI (two underwing MG 151/20 cannons) and sometimes with )
G-6/U4 N (as G-6N but with 30 ine cannon)
One offensive weapons upgrade in 1943 for the Bf 109G — and also used for the Fw 190A — was one that mounted the heavy calibre rocket weapon syste panel[78] The rockets, fitted with a(90 lbs) warhead, were aiht[78] In eency, the tubes could be jettisoned via a se[78] Intended as a ”stand-off” weapon, fired froe of the forainst Allied bomber formations, the Wfr Gr 21 rocket was unofficially known as the BR 21 (Bordrakete 21 cm) for the Bf 109G-5, G-6 and G-14[78] The weapons systenation of Rüstsatz VII on the G-10[78]
Late Bf 109G models[]
In[]
During the course of 1943, a nuradually introduced In an attelass head-rest, the so-called Galland Panzer was developed, and subsequently began replacing the bulky ar of 1943 Towards the end of the year the clear-view, three-panel Erla Haube canopy appeared, named after the Erla Maschinenwerk sub-contractor involved in building new exa older examples of the Bf 109 Often misnamed the ”Galland Hood” in postwar Western aviation books and periodicals, it eventually replaced the older heavily fraed six-panel main canopy, and the three-panel fixed rear unit fixed to the fuselage — on the Bf 109G The canopy structure was coreater area of clear perspex; the welded fran was reduced to a er a fixed rear portion, with the entire structure aft of the windscreen being hinged to swing to starboard when opened[79]
The Bf 109 G-10, AS-engined G-5s, G-6s and G-14s as well as the K-4 saw a refines The formerly separate, added-on Beule blisters which had earlier covered the spent shell-casing chutes of the synchronized fuselage-rated into the upper cowling panels, vastly ithened and enlarged to cover both the weapons and the engine bearers Initial prototype versions were syines required er housing, and as a result the final shape of the neling was asyed on the port side where the supercharger was ine There were also special streae These so-called agglomerations could be seen in several different patterns Because of their aerodynamically more efficient form in a side-view of DB 605AS and D -powered Bf 109 Gs and Ks, the agglomerations were barely discernible cos they replaced[80]
Late-production G-6, G-14, G-14/AS[]
Bf 109 G-14
Some versions of the G-6 and later Gs had a taller, wood-structure tail unit and redesigned rudder which ih speeds The introduction of the WGr 21 c mortar/rockets and the 30 mm (118 in) MK 108 cannon increased firepower Certain production batches of the Bf 109G were fitted with to decrease stick forces at high speeds A radio-navigational(Y-Guidance) was introduced with the FuG 16ZY[81]
Subsequent Bf 109G versions were essentially modified versions of the basic G-6 airfraers for ih-altitude performance (DB 605AS), or with MW-50 for improved low/medium-altitude performance (DB 605AM), or these two features combined (DB 605ASM) were introduced into the Bf 109 G-6 Maximum speed of the G-5/G-6 was 530 km/h (320 mph) at sea level, 640 km/h (391 mph) at 6,600 m (21,650 ft)-rated altitude at 142 atm boost
The G-14 arrived in July 1944 at the invasion front over France[82] It represented an attees which had been introduced during production of the G-6, and which led to a plethora of variants, plaguing decentralized mass production[82] The standardization attempt proved to be a failure,[82] but overall the type offered i output to 1,800 PS (1,775 hp, 1,324 kW), the clear-view Erla Haube was now standard installation[83] Top speed was 568 km/h (353 mph) at sea level, and 665 kh-altitude fighter, designated G-14/AS was also produced with the DB 605ASM high-altitude engine The ASM engine was built with a larger capacity supercharger, and had a higher rated altitude, and correspondingly the top speed of the G-14/AS was 560 km/h (348 mph) at sea level, and 680 km/h (422 mph) at 75 km (24,600 ft) altitude
There was increasing tendency to use plywood on so on a taller tailfin/rudder unit, pilot seat or instrument panel A cautious estiest that about 5,500 G-14s and G-14/AS were built[84]
The following variants of the G-14 were produced:
G-14 (Fighter; standardized late-production G-6; DB 605AM engine, MW 50 boost)
G-14/AS (High-altitude fighter with DB 605ASM engine, MW 50 boost)
G-14/ASy (High-altitude cohter)
G-14y (cohter)
G-14/U4 (As G-14, but with 30 ine cannon)
G-10[]
Messerschmitt Bf 109G-10 at the in
Referred to as the ”bastard aircraft of the Erla factory” in the Luftwaffe's Aircraft Variants Book of December 1944,[85] the G-10 was a Bf 109 G airfraine,[Notes 3] created to maintain production levels with minimal disruption of the assembly lines until production of K-series airfranation would suggest, it appeared in service after the G-14 in Nove previous G-series aircraft on the production lines of Erla, WNF and Messersch factories Contrary to popular belief the G-10 were not rebuilt older airframes but new production Early production G-10 may have had two data plates (usually with G-14 stainally intended to be used for G-14 assembly but were diverted to G-10 assembly
Bf 109 G-10 - note swept-forward radio antenna e
The e was the use of the three-panel Erla-Haube clear-view canopy, which filled the entire canopy length behind the four-panel windscreen unit, which elies included inheriting the new 2,000 W generator and the DB 605 D-2 engine of the 109K Apart fros, G-10s with the DB605 D-2 were equipped as standard with the MW-50 booster systeer Fo 987 oil cooler housed in a deeper fairing Also, because of the engine's enlarged crankcase and the oil return lines which ran in front of it, these G-10s had sine cowlings, forward of and below the exhaust stacks[87] The radio antenna e turtledeck, and replaced hat appears to be the swept-back antenna frohter, but oriented in reverse fro swept forward instead froe underside mount on the G-10 subtype
The following variants of the G-10 were produced:
G-10 (Light fighter with DB605DM or DB/DC engine)
G-10/R2 (Reconnaissance fighter)
G-10/R6 (Bad-weather fighter with PKS 12 autopilot)
G-10/U4 (As G-10 but with 30 ine cannon)
Approximately 2,600 G-10s were produced from October 1944 until the war's end
Miscellaneous variants: G-8, G-12[]
The G-8 was a dedicated reconnaissance version based on the G-6 The G-8 often had only the Motorkanone engine cannon or the cowling uns installed, and there were several subversions for short- or long-range reconnaissance missions with a wide variety of cameras and radios available for use[88]
The Bf 109 G-12 was a two-seat trainer version of the Bf 109 This was a conversion of ”eary” or rebuilt G-4 and G-6 airframes;[85][89] the space needed for the second cockpit was gained by reducing the internal fuel capacity to only 240 L (60 US gal) al) drop tank was employed as standard equip uns[90] The rear cockpit canopy was bowed out to give the instructor, who sat behind the student pilot in an armoured seat, a clearer view The rear cockpit was also equipped with a basic instruht controls[91]
Bf 109G subtypes and variants[]
The base subtypes could be equipped with Rüstsatz add-on standard field kits; in practice thison some sort of additional equipment like droptanks, bombs or cannons to standard attachment points, present on all production aircraft Aircraft could be modified in the factory with U extra equipment, called Rüstzustand,[] to convert standard airfrahter, for example Unlike the field-kits, these modifications were permanent
The Rüstsatz kits were labelled with the letter ”R” and a Roman numeral Rüstsatz kits did not alter the aircraft type so a Bf 109 G-6 with Rüstsatz II (50 kg/110 lb bombs) remained a Bf 109 G-6 and not G-6/R2, which was a reconnaissance fighter with MW 50, as suggested by most publications The Umrüst-Bausatz, Umbau or Rüstzustand[] were identified with either an ”/R” or ”/U” suffix and an Arabic nu Bf 109 G-10/U4
Common Rüstsatz kits: Bf 109G:[92]
R I (ETC 501/IX b bo equip (550 lb) bomb)
R II (ETC 50/VIII d bo equip (110 lb) bombs)
R III (Schloß 503A-1 rack for one fuselage drop tank (300 L/80 US gal))
R IV (two 30 unpods)
R VI (two 20 )
R VII (Peilrufanlage)
Common Umrüst-Bausatz (Umbau) numbers:
U1 (Messerschmitt P6 reversible-pitch propeller to be used as air brake, only prototypes)
U2 (GM-1 boost, during 1944 several hundred converted to MW-50 boost)
U3 (Reconnaissance conversion, in autumn 1943 G-6/U3 adopted as G-8 production variant)
U4 (30 ine-mounted cannon)
Bf 109H[]
Messerschmitt Bf 109H-1
The Bf 109H was intended to be a high-altitude fighter, developed froh the addition of new, constant-chord inner wing panels to 1192 ain received a supporting strut leading froh E models Maximum speed was 750 km/h (470 mph) at 10,100 m (33,140 ft)[][] A s several sorties over Britain and France Bf 109H-2 and H-5 developments were also planned, but the entire H-series was scrapped because of wing flutter problems[93]
H-0 (Pre-production aircraft, rebuilt froine with GM-1 boost)
H-1 (Production version, based on G-5 airfraine with GM-1 boost)
A record exists of one particular Bf 109H-1, Werknu been converted to a photo-recon aircraft by a Luftwaffe long-range reconnaissance group, Fernaufklärungsgruppe 123, in May 1944, and flown on dates i the with one mission meant to scan the entire French coastline from to , from an altitude of some 15 km (49,200 ft), which proved to be just beyond the achievable ceiling of the selected aircraft[94]
Bf 109K[]
K-4[]
Messerschmitt Bf 109 K-4
The Bf 109K was the last of the series to see operational duty and the last in the Bf 109 evolutionary line The K series was a response to the bewildering array of series, models, modification kits and factory conversions for the Bf 109, which made production andGermany could ill-afford late in the war The RLM ordered Messersch parts and types to produce a standard eable parts and equipn of the airfraan in the spring of 1943 and the prototype was ready by autuust 1944 with the K-4 n and delays with the new DB 605D powerplant The K-4 was the only version to be mass-produced[95]
Externally the K series could be identified by changes in the locations of the radio equipher position between frae fuel tank, which was moved forward to a location between frames two and three[Notes 4] The D/F loop was e spine and a small circular plate above the footstep on the port side of the fuselage was deleted The rudder was fitted as standard with a and two fixed tabs although some rare examples were not fitted with the fixed tabs All K-4s were to be fitted with a long retractable tail wheel (350 mm × 135 mm (138 in × 53 in)) with two s the recess when the tail-wheel was retracted
The wings featured the large rectangular fairings for the large 660 mm × 190 minally planned for the G series, were fitted to the outer ends of the wheel bays, covering the outer wheels when retracted These doors were often removed by front-line units The radio equipment was the with the relocatedfroh as the standard for the K-series airframes The IFF system, as well as the D/F equipen bottles were relocated fro[96] for the ailerons were also to be fitted to serial production aircraft to reduce control forces but were extre the same aileron system as the G series[97]
Arine-mounted cannon (Motorkanone) with 65 rounds and two 13 h some K-4s were fitted with the MG 151/20 as the Motorkanone[98] Additional Rüstsätze (equipal) drop tank (R III), bo 20 ondola pods (R IV) or 21 cm (83 in) WfrGr 21 rockets (as on the Gustav models) could be carried after minimal preparation; the latter tere rarely used by Bf 109 units at this stage of the war, although III/JG 26 were almost completely equipped with K-4s which were fitted with R IV:
apparently all of the K-4s supplied to III/JG 26 were also equipped with 20 ular aircraft was a G-10, but on occasion he flew a K-4 He preferred the G-10 as a dogfighter, as the K-4's bulky armament sharply reduced its manoeuvrability
— Caldwell[99]
There were problems with the 30 mm (12 in) MK 108 Motorkanone, which often ja the pilot to fight on with the two heavy uns[100] The standard Revi 16C was fitted, which was slated to be replaced by the , although this never happened[101]
Poas provided in production K-4s by a Daiine (very early K-4s used the earlier DM)The DB/DC engine had an adjusting screw allowing the engine to use either B4 + MW 50 Methanol Water injection equipment or C3 fuel (DB 605 DB) or C3 fuel, with or without MW 50 (DB 605 DC)[102] Using B4 fuel with MW 50, the DB generated an e of 1,600 PS at 6,000 m (1,160 PS maximum continual at 6,600 m), and take-off power of 1,850 PS at 0 er boost of 18 ata[103][104] The DB could also be run on higher octane C3 fuel but use of MW 50 was forbidden[104] The DC ran on C3 fuel and could generate a potential 2,000 PS when using C3 fuel with MW 50 and a boost of 198 ata, otherwise the power ratings were similar to that of the DB[103][Notes 5] A wide-chord, three-bladed VDM 9-12159A propeller of 3 m (98 ft) diameter was used, as on the G-6/AS, G-14/AS and G-10[43]
Deliveries began in mid-October 1944 and 534 exa by the end of Nove delivered a total of 1,593 by the end of March 1945, after which production figures are h rate of production, despite continuous heavy fighting, by the end of January 1945, 314 K-4s - about every fourth 109 - were listed on hand with the first line Luftwaffe units Ultimately it was intended to equip all Bf 109 units with the 109K, which e[107]
Using MW 50 and maximum boost the Bf 109 K-4 was the fastest 109 of World War II, reaching a maximum speed of 710 km/h (440 mph) at 7,500180 ata the K-4 reached 670 km/h (416 mph) at 9,000 m (30,000 ft)[109] The Initial Rate of climb was 850 m (2,790 ft)/ MW 50[109] [Notes 6]
The Bf 109 rehters until the end of the war but the deteriorating quality of the thousands of novice Luftwaffe pilots pressed into service by this stage of the war ainst the nuhter pilots
Other Bf 109K projects and prototypes[]
Bf 109 K-6
Several other versions were projected based on the 109K airframe - K-6, K-8, K-10 and K-14 In the proposed K-6 the arine, along with a 30 mm (118 in) MK 108 Motorkanone and an internallyAlternatively, the wing MK 108s could be substituted by 20 ht was increased to 90 kg (200 lb) Takeoff weight was 3,600 kg (7,900 lb) So centre on the Baltic coast[110]
Project drawings of the K-8 show a K-series airfraine, a high-velocity 30 mm (118 in) MK 103 Motorkanone, and two 30 s; the cowl 13 mm (51 in) MG 131s were dispensed with[111]
Soh-altitude heavy fighter Two airframes are listed as delivered to II/JG52 under Major Wilhel armed with only one 30 mm (118 in) cannon, but the type's existence cannot be positively confired DB 605L engine, using a four-bladed propeller 760 km/h (470 mph), and an operational altitude of 12,000 m (39,000 ft) was projected Armour and armament were otherwise similar to the K-6[110]
Common Rüstsatz kits, Bf 109K[112]
R I ETC 501/IX b or Schloß 503belly bo (550 lb) or 500 kg (1,100 lb) bomb
R III Schloß 503A-1 rack for one fuselage drop tank (300 L/80 US gal)
R IV BSK 16 gun-camer