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From mid-1942, the G series, the ultimately most-produced variant of the Bf 109, was delivered; production of the G series was to continue under continuous development until the end of the war.
The main difference from the discontinued F series was the installation of a DB 605 engine, which was to power all Bf 109 Gs, as well as some structural reinforcements.
A small pilot series of Bf 109 G-0s was tested since
autumn 1941, but the DB 605 was not yet available, so that the DB 601 E had to be used initially. Only three aircraft from this pilot series are known:

Works No. 14001 VJ + WA,
Works No. 14002 VJ + WB,
Works No. 14003 VJ + WC.

Bf 109 G-1
The first version of the G series was the G-1, which
arrived at the front in small numbers from around June 1942. The first aircraft went
to the 1./JG 2 and the 11./JG 2, newly formed from parts of 1./JG 2, which was used as a special high-altitude squadron. This already indicated the division of tasks between the Bf 109 and the Fw 190, which would later be continued in the defense of the Reich, with the Bf 109 taking on the role of high-altitude fighter due to its better altitude capabilities.
The 1. and 11./JG 2 quickly began to use the new G-1; one of the first losses was the aircraft of Fw. Baudach of the 11./JG 2, which was shot down during an emergency landing on July 19, 1942. was wounded in the G-1 (WerkNr. 10316).
A few weeks after the formation of 11./JG 2, on August 8, 1942, JG 26 also established an 11./JG 26 as a high-altitude squadron, which was also formed from I. Gruppe.
Like 11./JG 2, 11./JG 26 received the Bf 109 G-1 as its initial equipment, partly as G-1/R2.
Both squadrons, however, did not remain with their parent squadrons for long, but were transferred to the Mediterranean in
November 1942, where they were incorporated into 11./JG 53 (11./JG 2) and II./JG 51 (11./JG 26), respectively. As a result, the few remaining G-1s also ended up in ll./JG 51, such as WerkNr. 10315, which was lost on January 8, 1943, from 4./JG 51. In contrast, there is still no corresponding evidence for the whereabouts of G-1s in ll./JG 53. In addition to JG 2 and 26, 1./JG 1 also received a number of G-1s in the fall of 1942. One of the first losses here was WerkNr. 14041, belonging to Uffz. Lätsch of 1. Staffel, who was killed in a crash into the sea during a surveillance flight off Heligoland on October 25, 1942. During the division of JG 1 In the spring of 1943, the remaining G-1s were transferred to 11./JG 11. Individual G-1s later, presumably after major repairs in a rear repair shop, were transferred to 1./JG 5, EGr. West, and JGr. East. In total, no more than 100 G-1s were probably produced. The known WerkNr. blocks for the G-1 are 10300-10350 and 14040-14150.
In both blocks, numerous G-2s appear alongside the G-1s, a clear indication that both versions rolled off the assembly line side by side.
Externally, the G-1 differed from the F-series only in a few details; the early Bf 109 Gs largely resembled their F-series predecessors.
The installation of the DB 605 A engine brought with it some changes in the engine section compared to the F-series. While the turbocharger intake manifold remained unchanged from the F-4, the oil cooler under the engine was replaced by the larger Fo 870, whose shroud was significantly larger than that of the previously used cooler. Experience with the pre-production aircraft had also necessitated the installation of two small air scoops on each side of the engine cowling, which served to cool the spark plugs. These small scoops, which were still missing on the pre-production aircraft, were retained on all subsequent Bf 109s. Although the propeller retained its three-meter diameter, the VDM 9-12087 propeller now used differed from the one used on the F series in that it had even wider blades and comparatively rounder propeller blade ends.
The G-1 was equipped with a pressurized cabin and, accordingly, had no air intakes in the cabin area; there were no other external signs of the installation of a pressurized cabin. Compared to the F-series, the cabin glazing frame was significantly reinforced, and the lower triangular window of the windshield was also eliminated. A thin pipe was installed in front of the cabin to allow the windshield to be cleaned with gasoline in flight. The fuel filler neck was relocated to the rear of the fuselage between frames 2 and 3 on the left side of the fuselage. Further minor external differences from the F-series can be seen in the sketches. The wings of the G-1 again received the angular wheel wells familiar from the earlier F-series. It was planned that the exposed part of the wheels in flight would be covered by a residual cover, but the installation of such residual covers was not adopted in series production. The G-1, like the F-4, was armed with one MG 151/20 and two MG 17s. The radio system consisted of a FuG Vila and a FuG 25a, whose antenna was mounted under the fuselage on the right side just behind frame 3.
In some cases, the G-1 received the GM-1 nitro-oxide injection system, designated R2, for a short-term performance increase; its installation was visible externally on a small fuselage flap above the filler neck on the right side of the fuselage between frames 3 and 4. Often used was the "Rustsatz 3" (range increaser) with a 300-liter auxiliary tank and the associated booster pump; here, too, the mounting was mounted so that it was offset by 40 mm to the left of the flight direction.
It was possible to install two MG 151/20 cannons as cannons under the wings as the R6, but not a single G-1 is known to have actually been equipped this way.
There was ultimately no G-1 trop series. However, it is possible (although not proven) that the G-1s that arrived in the Mediterranean with 11 ./JG 26 were subsequently fitted with a sand separator. One G-1 trop With an armament of two MG 131s mounted above the engine, as persistently maintained in the relevant literature, it had no objection; it was a free invention.
Bf109 G-2
Production of the G-2 began simultaneously with the G-1. However, it was built in considerably larger numbers and appeared on practically all fronts. The G-2 was delivered to the fighter squadrons from June 1942 onwards; one of the first losses occurred with 8. JG 52, which lost WerkNr. 13402 on July 8, 1942, on a ferry flight with Uffz. Krausse. The following units flew the G-2 in action:
l./JG 2.1.. II.. III /JG 3. I.. II., III., IV. JG 5.1.. II..
lll./JG 27, ll./JG 51.1.. II.. lll./JG 52.1., ll./JG 53.
|„ ||„ lll./JG 54. I„ II., lll./JG 77. JGr. West, JGr.
Ost. ​​4.(H)/12, 2.(H)/14. NAG 2. 4. (F) 122. (F)
123. III./KG 66.
The following WerkNr. blocks are available for the G-2 Known:
10300-10900.
13400-14000 and
14000-14850.
As mentioned above, there was some overlap with the G-1 and pre-production machines.
Technically, the G-2 differed from the G-1 only in its lack of a pressurized cabin; externally, this difference was only noticeable on some aircraft in the cabin ventilation openings, of which there could be two on each side of the fuselage. One air scoop could be installed on each side of the windshield superstructure in place of the omitted triangular windows; this was observed on aircraft of construction lot 10300 and on construction lot 13400. Most other G-2s had either no air scoop at all or only the right-hand air scoop.
Some G-2s also had small, rectangular air vents on both sides of the pilot's seat, halfway up the fuselage, which could be opened or closed from the inside using a slider. These ventilation flaps were only installed on some G-2s, such as those in the 10300 to 10900 series. Since other external distinguishing features for the lack of a pressurized cabin were not present, it is in many cases impossible to distinguish a G-2 from a G-1, for example, based on a photograph, without a serial number.
A whole series of upgrade kits were used on a G-2, some of which were already installed in the factory. The use of the R3 range extender was widespread.
Such as the installation of two MG 151/20 cannons as nacelles under the wings, designated R6. Some G-2s received the ETC 500 IXb bomb drop system for a 250 kg bomb, designated R1; it was also possible to mount an ETC 50 Vlld as R2. A number of G-2s were finally equipped with an Rb 50/30 camera for use by reconnaissance units, which was installed vertically behind the pilot's seat, just as in the F series; this installation was reportedly also designated R2.
In the G-2s used in the East, it was often observed that the FuG 25a had been removed; this also applied to the later Bf 109 G series in the East.
Numerous G-2s were converted into G-2 trops for use in the Mediterranean. The most visible feature of the trop equipment on the G-series was the sand separator in front of the supercharger intake, which was mounted similarly to that on the F-series. Furthermore, all G-2 trops were equipped with two small, drop-shaped metal clamps on the left side of the fuselage below the cabin, positioned vertically one above the other, which served as attachments for a parasol. The parasol was intended to provide the pilot with the necessary shade during standby and was supplied by the factory with every G-2 trop as a so-called "special tool." As with the F-4 trop, the wheels on the G-2 trop were also to be whitewashed for protection.to protect against sunlight, but as in the G-2, such protection remained the exception rather than the rule.
Bf 109 G-4
The next version, the G-4, went into production in the fall of 1942 and, like the G-2, achieved large production numbers. The first G-4s were transferred to front-line units in November 1942. One of them, Serial No. 16130, CD + WZ., crashed at the Juterborg Altes Lager transfer headquarters, killing Fw. Wilke.
Like the G-2, the G-4 was used in all theaters of war and by almost all fighter units; in detail the G-4 was flown
in the II., 12./JG 2, I., II.. lll./JG 3. l./JG 4. II./
JG 11, II., III., 11.. 12./JG 26.1., II., lll./JG 27, II.,
IV./JG 51, I., II., lll./JG 52, lll./JG 53, II., lll./JG
54, I., ll./JG 77, JGr. Siid, Egr. West, JGr.
West, 2,(H)/14, (F)/122, (F)/123, (F)/124. NAG
2, 4, 9, 12, ErgNAG.
The known serial number blocks of the G-4 are:
10850-10900 (a few G-4s besides the G-3),
10900-11000,
14850-15000,
15000-15200
(as well as a few in the 15200 range),
16200-16250,
19000-19800,
19800-20000 (a few G-4s besides the G-6).
Contrary to occasional opinions to the contrary, the G-4 was designed as a further development of the G-2 and was intended as a pure fighter aircraft. Compared to the G-2, the G-4 featured only a few minor improvements. Instead of the FuG Vila radio used in the 'blsbér, the FuG 16z was installed; externally This was evident from the antenna's rearward-facing routing into the fuselage.
Like the G-2, the G-4 also dispensed with a pressurized cabin, and like the G-2, the entry The design of the cabin ventilation system was inconsistent. Overall, however, the installation of all four ventilation inlets was much more widespread, although there were also some G-4s without any ventilation inlets in the cabin area.
Due to the ever-increasing weight of the Bf 109, an enlargement of the undercarriage wheels and tail wheel was carried out in late summer 1942.
Accordingly, the G-4 was to be equipped with 660 x 160 road wheels instead of the previously used 650 x 150; however, the first G-4s may still have received the old G-2 road wheels.
Bf 109 G-6
The G-6 began arriving at the front-line units in February 1943; it was to become the most-produced version of the Bf 109, and production was initially scheduled to continue until around June 1944 – only batch 230,000 was built from December 1944 onward. Over the course of production, constant modifications were made to the current series without this leading to a change in the series designation. The result was that the G-6 became a very "multifaceted" aircraft, the final versions of which differed, in some cases, quite significantly from the first G-6s that entered service in the spring of 1943. These first G-6s went to the Mediterranean in February 1943, where they were deployed with Fighter Wings 53 and 77, with 11./JG 27, and 11./JG 51. JG 77 suffered its first loss of a G-6 on March 5, 1943, when Uffz. Schmittbittner of 5. Staffel was killed in a collision during takeoff in Serial No. 16337.

Just a short time after the first G-6s were transferred to the Mediterranean, the units deployed in the West and the Reich also received their first G-6s, before the units in the East finally received the G-6s as quickly as increasing production allowed. The G-6 was flown in action with the III./
JG 1, ll./JG 2.1., II., III., IV./JG 3.1., III., IV./JG 4,
1., II., III., IV./JG 5, lll./JG 6, II., III., Alarm Squadron/
JG 11, JGr. 25, lll./JG 26, I., II., III., IV./JG 27,
JGr.50, I., II., III., IV./JG 51. I., II., lll./JG 52, I.,
11., lll./JG 53, III., IV/JG 54, I., lll./JG 76, I., II.,
lll./JG 77, JGr.200, I., lll./JG 300, I., II., lll./JG 301, I., II., lll./JG 302, l./NJG 10, I., II./NJG 11,
JGr.North, Jgr.South, JGr.West, Jgr.East, I., II., III.,
IV./EJG 1, l./EJG 2, l./KG(J) 6, ll./KG(J) 55,
ErgGr./KG(J), Einsatzstaffel Erla, 2.(H)/14,
NAG 1, 2, 3, 4, 5, 8, 11, 12, 13, 14, 15, (F)/123, (F)/124.
The known Work No. blocks of the G-6 are
15200- 16000
16300- 17000
17000- 17050
18000- 19000
19400- 19650 (next to G-4)
19650- 19700
19700- 20000 (near G-4)
20000- 20800
22100- 22200
26000- 26400
27000 - 27500
140000- 140400
160000- 161000
161000- 162000
162000- 163000
163000- 164000
164900- 165000
165000- 166000
166000- 167000
167000- 167400
170000- 170050
230000 - 230900 (except G-8)
410000- 411 000
411,000 - 412,000
412000- 413000
413000- 413900
418700- 418800
440000- 441000
441,000 - 442,000
442000-442100
510200-510300
510600-510700
510800-511000 (in addition to G-14)
760000 - 760400
The first G-6s differed from the G-4 in only one key respect: the Bf 109's armament, which had already been considered inadequate since the F series in 1941, was reinforced by the installation of two MG 131s above the engine, replacing the MG 17s previously located there. Since the ammunition feed for the MG 131s could no longer be accommodated under the engine cowling, large, almost circular fairings were added to both sides of the cowling, giving most G-6s their characteristic appearance. Furthermore, the firing ports on the engine cowling were slightly repositioned.
In addition, the G-6 received an oval inspection hatch on the left side of the fuselage between frames 8 and 9, the purpose of which is still unclear; this hatch remained on all subsequent Bf 109 Gs. The road wheels of the G-6, while remaining unchanged in size, were now predominantly fitted with disc rims instead of the previously standard spoked rims.Like the G-4, the G-6 also had no pressurized cabin; the corresponding cabin ventilation intakes were present throughout the G-6, but there were a number of aircraft that had no visible air intakes in the cabin area. In some cases, even the originally present ventilation scoops on both sides of the windshield superstructure appear to have been subsequently sealed.
Production of this first version of the G-6 continued at an increasing rate until late summer 1943, when the first improvements were incorporated into ongoing production.
From around August 1943, the G-6s were already equipped at the factory with the radio navigation device known as the Peilrufanlage (direction finding system). The direction-finding frame was mounted on the rear of the fuselage in front of frame 3.
This installation was officially designated R7, but this designation was never used in practice. The factory installation of the direction-finding system went hand in hand with the shortening of the antenna mast; where the direction-finding system was installed later, it could occasionally be seen together with the old, long antenna mast. Conversely, the direction-finding system, like the FuG 25a in the East, was expanded many times, so that a whole series of of aircraft with short antenna masts,
but without a direction-finding frame.
To improve all-round visibility, which was severely restricted to the rear by the all-metal head armor in the cockpit canopy, the so-called Galland armor was also installed in late summer 1943. It consisted of bulletproof glass in the upper section and allowed a somewhat better view to the rear. At the end of 1943, the installation of the so-called Erla canopy began, which also served to improve all-round visibility. The Erla canopy was retrofitted on some G-6s, but was mostly factory-installed. It connected the previous folding canopy with the end section of the canopy and dispensed with the strong frame of the previous folding canopy. It was produced in several manufactured in slightly different shapes, differing only in the curve of the upper frame section. In most cases, the Galland armor was installed; only very rarely was the Erla canopy with the old all-metal head armor seen.
The attachment of the short antenna mast was inconsistent; it was either mounted on the rear edge of the Erla canopy and folded when the canopy was opened, or stood on the rear of the fuselage directly behind the cabin. In some cases, the antenna mast was omitted altogether, with the antenna wire running through the ring of the direction-finding system and being attached to the rear of the fuselage directly behind the cabin.
Since late spring 1944, a large number of G-6s received A significant portion, but also in repair shops
during major overhaul work,
an enlarged vertical stabilizer with a straight, vertically extending rudder stop. A Flettner rudder was incorporated into the rudder, which was regulated by a rod attached to the right side.
A number of conversion kits were installed in the G-6 series. The GM-1 injection system was widely used as the U2, which was externally recognizable by a filler flap on the right side of the fuselage between frames 3 and 4, as well as a small, teardrop-shaped cover for the feed pump under the right MG 131 cover. The MW-50 injection system was also installed as the U3, which had the same external markings as the U2. The only difference was the A triangle painted below the filler flap indicated the required tank fill level.
Since autumn 1943, the MG 151/20 motor cannon on a significant number of G-6s was replaced by a 3 cm MK 108; this installation was designated U4. It is uncertain to what extent aircraft with conversion kit 4 also received two additional MK 108s, which were to be mounted under the wings in the style of the well-known nacelle weapons. A meeting protocol of the RLM on special measures for the Reich's defense dated August 9, 1943, reveals that Messerschmitt AG was tasked with planning the fastest possible switch from installing the R6 to using two MK 108s as nacelle armament. However, this project does not appear to have progressed significantly beyond the planning stage, as, apart from test aircraft, no other production aircraft with this armament are known. Furthermore, the designation "U5," often given for this armament, cannot be verified from the available documentation.
Just as frequently as conversion kits, a number of upgrade kits were also installed, with the range extension kit R3 and the nacelle armament R6 with two MG 151/20s being primarily observed. The installation of the ETC 500 IXb as R1 was also rather rare on the G-6.
Since August 1943, a number of G-6s were equipped with two launch tubes for 21 cm grenades under the wings. This additional armament, which, as far as can be seen, was not given a specific designation, was used primarily in the defense of the Reich against Allied four-engine bombers, but occasionally aircraft with the 21 cm BR were also deployed in the Mediterranean region – for example, in IV./JG 3 and I./JG 53. It appears that most of the groups deployed in the defense of the Reich had one squadron each equipped with the launch tubes; this is known to have occurred at least in 7./JG 3, 5./JG 11, 2./JG 27, 6./JG 51, and JGr. 50. In isolated cases – for example, in ll./JG 11 – the launcher tubes were also installed on existing older models of the Bf 109 G.
The installation of the 21 cm BR was not carried out at the factory. As can be seen from the RLM meeting minutes of August 9, 1943, mentioned above, a total of 1,500 so-called "change parts" – the necessary conversion parts for installing the launcher tubes – were to be manufactured. It was planned that the LZA Erding would initially be responsible for the Production of 50 new aircraft per month was to begin, before the conversion of further aircraft was to be carried out by the troops.
As with the G-4, a significant number of G-6s also went to reconnaissance units. These aircraft only partially received camera systems built into the fuselage – as usual between frames 2 and 3 – with the Rb 50/30 being designated R2 and the Rb 75/30 as R3. As with the G-4, the "Rustsatz 3" (engine set 3) for the G-6 appears to have had a dual meaning. Behind the designation G-6/R3 Fl. was another reconnaissance version, which, like the G-4/R3, was supposedly supposed to carry two 300-liter auxiliary tanks under the wings, but here, too, there is no evidence that such aircraft were actually built or deployed. The aircraft of production batch 230000, delivered since December 1944, received – presumably all – an Rb 50/30 camera and were accordingly delivered almost exclusively to reconnaissance units; in addition, individual aircraft of this batch went to III. and IV./JG 4. The aircraft of this batch were externally largely similar to the G-8, which should be treated in the same way. G-6 aircraft were delivered as G-6 trop throughout the entire production run; the trop equipment remained unchanged from that of the G-2. Bf 109 G-6 trop aircraft appeared sporadically until the late production batches 165000 and 167000. On all fronts in 1944, aircraft could be encountered that were originally intended for the trop equipment but had not received it because their operational space made it unnecessary; such aircraft were easily recognizable by the two clamps for the sunshade under the cabin.
Since May 1943, individual G-6s received the antenna mast of the FuG 16zy under the fuselage – approximately at the height of the center of the wing radiators, offset to the right of the auxiliary tanks. This device was intended to enable radio control of individual units and was accordingly installed in the aircraft of the unit commanders. G-6s equipped in this way officially received the rarely used designation G-6 y. Occasionally, a FuG 16ze was also installed, which led to the designation G-6 ze, as in the case of serial number 19684, which flew as the "white 7" with 7./JG 54.
Very occasionally, G-6s from the final production run – for example, in lot 167000 – received an extended, non-retractable tailwheel, which could be installed on both the old and the new, enlarged vertical stabilizer. For example, Lt. Duttmann flew such a G-6 with serial number 167238 in the autumn of 1944 with ll./JG 52. An official designation for this conversion is unknown.
In the spring of 1944, an attempt was made with the G-6/AS to significantly improve the altitude characteristics of the Bf 109. For this purpose, the DB 605 A engine, which was still in use, was combined with the larger supercharger of the DB 603, which together became known as the DB 605 AS. Due to the larger diameter of the supercharger, the installation of the DB 605 AS in the G-6 was only possible with a modified engine mount, which in turn required a modification of the entire engine cowling. The G-6/AS therefore received a completely redesigned front end with a significantly more aerodynamic fairing for the engine mounts and the MG 131 ammunition feed, which extended from the cockpit to over half the length of the engine cowling. At the same time, the supercharger intake manifold was enlarged, and the VDM 9-12087 propeller was mostly replaced by a VDM 9-12159 propeller, which had considerably wider propeller blades. This new propeller was also occasionally retrofitted on some G-6s with the conventional DB 605 A engine. The DB 605 AS was always installed together with the enlarged vertical stabilizer. As far as can be seen, all G-6/AS had the Erla canopy, although the old, three-part canopy could easily have been installed; this may have still been the case on the test aircraft for the DB 605 AS.
The G-6/AS was not a separate series; rather, both older G-6s in the repair shops and new machines in the factory received the DB 605 AS. In the latter case, the production of machines with the conventional A engine ran parallel to that of the G-6/AS. Known serial numbers of the G-6/AS are in the serial number blocks 16500, 20000, 163000, 412000, and 440000, with the G-6/AS being produced or converted in quite large numbers. Precise information on this is difficult, however, since the designation G-6/AS was used very differently within many units, and the suffix "AS" was used. was often omitted. At least within the Werk-Nr. block 412000, so many G-6/AS can be found that it is reasonable to assume that these were factory-built G-6/AS aircraft.
The first G-6/AS went to III./JG 1, I./JG 5, and II./JG 11 in late spring 1944.
Just a little later, I./JG 3 and II./JG 27 also received numerous G-6/AS; a few G-6/AS eventually found their way to I./NJGr. 10. One of the first losses hit 8./JG 1 on May 8, 1944, when Fw. Karemitz with Werk-Nr. 20629 was killed in aerial combat with a P-47;
according to its early serial number, this was a converted G-6/AS, as the batch 20600 had already been delivered since August 1943. On May 11, 1944, another G-6/AS from this batch killed Colonel Oesau, who, with his serial number 20601 - "Green 13" - was shot down in an aerial combat with five P-38s in the St. Vith area.
Bf109 G-5
In early autumn 1943, the first G-5s reached the operational units in the Reich Defense Forces
and in the occupied western territories; since initially only very few aircraft of the new series were delivered, they were deployed alongside the G-6s within the same units. Among the first recipients of the G-5 were I. and II./JG 3, III./JG 1, and II./JG 11. In November 1943, a few G-5s also reached III./JG 54 and JG 25. One of the first losses among these early G-5s occurred on September 21, 1943, in the 5./JG 3, when Uffz. Scheibe was wounded during an emergency landing with his serial number 15961 near Halfweg. These first G-5s were not built as a continuous series, but were interspersed with the ongoing G-6 production, similar to the previous production of the G-1 and G-2. Individual G-5s are known within the serial number blocks: 15200-16000
26000-26400
27000-27200
At the end of 1943, a small, continuous series of G-5s was launched, which reached the fighter squadrons in the Reich defense and in the West in December 1943; G-5s from this production line were flown by III./JG 1, II./JG 2, I./JG 3, II./JG 11, III./JG 26, II./JG 27, II./JG 53, I./JG 300, I., II./JG
302, II./NJG 11, II., III./EJG 1, I./EJG 2, NAG 2, I1, I2, I3, I4, I5, I6, I7, I8, I9, I9, I10, I11, I12, I13, and (F)/123. Among the first losses was the aircraft Serial No. 110020 of 11./JG
26, in which Uffz. Jenner crashed and was killed in an air combat near Rheine on December 22, 1943.
This batch of the G-5 series received the serial number block 110000-110500.
Afterward, a few G-5s were used in the later batches of the G-6 production, for example, within the serial number block 412000-413000.
The G-5 was essentially the same as the G-6, with the difference that it had a pressurized cabin.
Nothing is known about the appearance of the first G-5s, which were built parallel to the G-6 within the same serial number blocks, i.e., on the same assembly line; they were presumably identical to the G-6 with the exception of the ventilation inlets in the cabin area.
The G-5s from this batch were externally identical to the G-6, with the only difference being the cabin ventilation inlets.
It can be assumed that this also applied to the last G-5s from production batch 412000.
Within the G-5 series, there were very few aircraft with the DB 605 AS engine, designated G-5/AS; one such aircraft was, for example, serial number 110088, which was flown as the "Yellow 6" with 6./JG 27. Due to the lack of relevant documentation, it can only be assumed that the G-5/AS also externally resembled the G-6, with the known differences.
Some G-5s received the GM-1 injection system as U2s; however, unlike the G-6, the six pressure cylinders were not housed in the fuselage, but in the right wing.
The G-5 was intended for the attachment of the usual anti-corrosion kits. As with the G-6, a small number of G-5s also received the FugG 16zy with the corresponding antenna under the fuselage, leading to the designation G-5 y. Eventually, the G-5 could also receive the trop equipment, but not a single aircraft is known to have actually done so.
The G-5 was the last Bf 109 with a pressurized cabin; the following series all dispensed with it and consequently only received even series numbers.
Bf 109 G-8
The G-8 was not a separate series, but was created by converting the G-6 to a reconnaissance
The G-8 appeared at the front from May 1944 and became standard equipment in most NAGs. It was flown by NAGs 1, 2, 3, 4, 5, 8, 11, 12, 13, 14, and 15. One of the first G-8s was lost on June 11, 1944, by 2./NAG 12, when Uffz. Schmalle was lost on an enemy mission 50 km east of Bari; he was flying the serial number 710086. The aircraft converted to G-8s received new serial numbers; The following serial number blocks are known:
200000 - 201000
201000 - 201800
202000 - 202200
230000 - 230900 (a few G-8s besides the G-6)
710000 - 710300
Due to its origins, the G-8 was essentially the same as the G-6; however, since various G-6s served as the starting point for the G-8, the G-8 also took on a variety of different forms. The conversion to the G-8 resulted in the following differences from the G-6: The fuselage frames 5 and 6 were reinforced with cross members to accommodate the image equipment frames, and two viewing openings for image equipment were cut into the fuselage floor. Camera systems were usually fitted with either two Rb 15.5/7 x 9 or two Rb 32/7 x 9 cameras. This installation may have received the  Designation R5, because aircraft with this series designation appear in large numbers in the NAG loss records. It is uncertain whether some aircraft also had the Rb 75/30 camera installed, which, like the Rb 50/30, had to be installed between frames 2 and 3. The installation of this camera, which had already been done on some G-6s, was so complicated due to the narrow space in the fuselage that if the camera was damaged, the entire aircraft had to be sent to the factory for repair. Initially, Robot II cameras were also installed in the left wing nose, which were intended for recording from an altitude of 2,000 m. However, since these cameras did not perform well in service, they were soon removed at the front or not used at all during the conversion. Among the converted G-8s were numerous aircraft that either still had the full trop equipment or had at least once had it. Numerous G-8s received the Erla canopy, while at the same time, aircraft that still had the old, three-piece canopy were converted until the end of the war, some even still with the all-metal nose armor. Most G-8s received either the GM-1 injection system as the U2 or the MW-50 injection system as the U3, whose external characteristics remained the same as those of the G-6. It was common practice In addition, the range extension
R3 with a 300 l auxiliary tank under the fuselage.
The G-8's radio system initially consisted of a FuG 17, which was later replaced by a FuG 16zs; externally, however, this resulted in no difference. A FuG 25a was also planned, which, as was common on the Eastern Front, was often removed. Finally, the installation of the direction-finding system was planned.
In addition to the previously mentioned upgrade kits, the G-8 could optionally be equipped with the R1 - an ETC 500 IXb - or the R6 - two MG 151/20 as nacelle weapons - but it is uncertain whether these options were used in practice. Occasionally, however, the motor cannon was removed from individual aircraft to save weight.
Bf 109 G-12
To meet the demand for a two-seat training version of the Bf 109 G,
a small number—no more than 150 aircraft in total—were converted from earlier Bf 109 G models to G-12s starting in spring 1944.
Virtually all earlier Bf 109 G models were used for this conversion; specifically, this affected
G-3 of the construction batch
G-4 of the construction batch
G-6 of the construction batch
G-2 of the construction batch 10400 - 10900
13400 - 13500
14200 - 14900
16250 - 16300
14950 - 15000
15000 - 15200
16000 - 16250
19200 - 19800
18200 - 18400
19600 - 20000
411000 - 412000
412000 - 413000
The converted machines retained their original serial number, unlike the G-8 series, for example. G-12s were delivered almost exclusively to training units, although a few also found their way to test units or training centers. One of the first losses of a G-12 occurred on March 5, 1944, when Lt. Pressler, flying serial number 16109 - CD + WE - crashed near Klausa. According to the serial number, this was a converted G-4.
During the conversion to the G-12, the aircraft in question were left essentially unchanged, except for the installation of a second, fully instrumented seat behind the usual pilot's seat. The rear seat was intended for the flight instructor during normal training operations, while during blind flying training it was occupied by the student, as blind flying devices and blackout curtains were installed there. Both seats were covered by a glass superstructure with separate folding canopies for each occupant. Unlike the original folding canopy, these were hinged to the upper right edge of the glass superstructure, so that only the left side and the roof could be opened. The antenna mast in this cabin structure was located on the rear edge of the glass cover. The newly created space for the instructor displaced the fuselage tank below the cabin floor, while at the same time reducing the capacity from 400 liters to just 240 liters, giving the G-12 a total flight time of only 35 minutes. For this reason It was customary to equip the aircraft with the R3 range extension, i.e., with a 300-liter auxiliary tank under the fuselage.
The installation of the second seat also pushed the fuel filler neck rearward; it was now located between frames 4 and 5.
The G-12 dispensed with the FuG 25a, but instead had an RG 10-A intercommunicating system for its FuG 16z.
The entire weapon system was to be removed, but a number of G-12s are known. that retained either one or both machine guns
above the engine.
Bf 109 G-14
In the summer of 1944, the first G-14s arrived on the invasion front in France. The first recipients were
l./JG 4, l./JG 5, lll./JG 76, and l./JG 77. Among the first losses was Serial No. 413704 from 2.1 JG 4, in which Uffz. Beer crashed fatally in Ziegenhain on August 18, 1944, during takeoff for a ferry flight to France. Just a few days later, most other units also received the G-14, which would remain one of the standard versions of the Bf 109 until the end of the war. The G-14 was flown in action with the III./JG 1, II./ JG 2, I., II., III./JG 3, I., III., IV./JG 4, I., II., III., IV./JG 5, lll./JG 6, ll./JG 11, lll./JG 26.1., II., III., IV./JG 27, I., II., III., IV./JG 51, I., II., lll./JG 52, 1., II., III., IV./JG 53.1., lll./JG 76.1., II., lll./JG 77,
1., III., IV./JG 300, I., II., III., IV/EJG 1, l./EJG 2, JGr. Nord, JGr. Ost, JGr. West, l./KG(J) 6, I./KG(J) 27, ll./KG(J) 30, I., II./KG(J) 55, II., III./
NJG 11, NAG 1, 2, 3, 4, 14.
The first G-14s were not built as a continuous series, but were used in the discontinued G-6 production; this is known in the factory number blocks
165000-166000
166000-166400
413000-413900
760000-760600
At the same time, the production of continuous factory number blocks began; Known here are:
415600-415700
460000-460700
461000-462000
462000-463000
463000-463300
464000-465000
465000-465400
510800-511000 (along with a few G-6s)
511000-512000
512000-512700
780000-781000
781000-781400
781900-782000
782000-783000
783800- 784000
784000 - 785000
785000 - 786000
786000 - 786500
787000 - 787600
788300 - 788500
Most of these serial number blocks were not built in their entirety; in fact, numerous serial numbers in these areas remained unoccupied.
Among the first losses from this range of serial number blocks was serial number 460409, with which Officer Gräb of the staff of III/JG
76 was wounded in an air battle on August 22, 1944, in the invasion theater.
Production of the G-14 presumably continued until the end of the war. The G-14 was intended to be an attempt to create a new, uniform standard type from the numerous changes that had since been introduced into G-6 production, which had led to the variety of variants of the G-6 series described above, with all the resulting problems for decentralized mass production. This attempt failed completely.
From the very beginning, the G-14 was produced in the same variety of variants as the G-6 before it. Since the G-14 initially had no innovations of its own, the first G-14s were identical to the last G-6s built.
A large proportion of the G-14s received the unchanged DB 605 A engine, which, however, was installed as standard as an AM engine, i.e., with MW-50 fuel injection. The Erla canopy and the direction-finding system continued to be installed as standard.
As with the G-6, the antenna mast was mounted inconsistently; more often than with the G-6, it was missing altogether.
Many G-14s received the small vertical stabilizer of the G-6 unchanged.
Just as common, however, was the use of the enlarged vertical stabilizer already familiar from the G-6, which now often had two fixed rudder edges in addition to the Flettner rudder. A further form of rudder also appeared, with a slightly steeper lower edge and a slightly more pointed rear corner than the earlier version. Rudders of this newer version, like the old rudder, could be seen both with the Flettner rudder alone and with the Flettner rudder and bow edges.
The G-6/AS continued in the G-14/AS, which was apparently produced in considerably larger numbers. Supposedly, the G-14/AS was intended to be improved compared to the G-6/AS by the installation of an Fo 987 oil cooler, as the cooling performance of the previously used Fo 870 radiator was deemed insufficient; externally, this change would have been visible in a significantly larger, deeper oil cooler cover under the hood. In fact, however, the deep oil cooler was only installed in very few cases, if at all, so that the vast majority of G-14/AS continued to retain the old Fo 870 radiator and were thus externally indistinguishable from the G-6/AS.
Like the G-6/AS, the G-14/AS was not built as a continuous series; G-14/AS can be found scattered throughout the entire G-14 series, for example in the Werk-Nr. blocks
165000-166000
166000-166400
460000-460700
461000-462000
464000-465000
780000-781000
781000-781400
782000-783000
783800-784000
785000-786000
786000-786500
The G-14/AS was certainly used by IV./JG 4, III., JG 6, II./JG 11, II. and III/JG 27, II. and IV./JG 53, I., III., and IV./JG 300,
but this list is probably very incomplete for the same reasons as for the G-6/AS; JG 77, JG 5, and some other units may also have received the G-14/AS. One of the first losses among the G-14/AS occurred on September 12, 1944, with 8./JG 53, when Officer Wensauer was killed in an aerial combat with a P-47 in the Metz area; he was flying the serial number 165304.
The first noticeable innovation was introduced to the G-14 series at the end of 1944: Due to a further enlargement of the landing gear to 660 x 190, the teardrop-shaped fairings on the wings became too small to accommodate the wheels. They were replaced by large, rectangular fairings on the upper surfaces of the wings.
The new wings were actually installed on only a very few G-14s; moreover, they could—and in some cases were—also installed on older G-6s and G-8s.
A few G-14s and G-14/AS also received the extended tail wheel of the last G-6s. Numerous G-14s of all variants received the FuG 16zy with the associated antenna mast, which, however, was no longer located under the fuselage, but under the left wing. was mounted outside the wheel well.
Machine equipped in this way were designated G-14 y or G-14/ASy, such as the serial number 785198, which was lost as "White 11" on January 23, 1945, by II./JG 11 - JG 11 even reported this loss as G-14/ASMy.
On the G-14, the MG 151/20 motor cannon was also frequently replaced by an MK 108, which led to the designation G-14/U4. The range extension R3 remained widespread. It was possible to mount two MG 151/20s in wing gondolas as the R6, but its actual installation has not yet been documented.
Of the numerous aircraft delivered to NAG, many received an Rb 50/30 camera in the usual location in the fuselage. installed and were therefore allegedly designated G-14/Rs.
Bf 109 G-16
There appears to have been no Bf 109 G-16; in any case, no unit reported such a loss until early April 1945. Only 2./NJG 11 reported the crash of a "G-16" with the serial number 87735 on October 24, 1944; however, this was likely actually a G-14, whose serial number was also incompletely reported. It can therefore be assumed that this series never progressed beyond the project stage.
Bf 109 G-10
Deliveries of the G-10 began in the fall of 1944. It was intended to complement the K series and form a link between it and the G series.
The first G-10s arrived at the end of October 1944 almost simultaneously with III./JG 1, 1./JG 3, III./JG 4, III./JG 6, II. and IV./JG 27, II./JG 77, and I., III., and IV./JG 300. Among the first losses were Serial No. 490396, which was lost on November 2, 1944, while its pilot, Uffz. Jessen, fortunately remained unharmed, and Serial No. 490397, which was lost on November 2, 1944, while flying with 10./JG 4. 130274, which crashed two days later near the 3./Flugzeugüberfuhrungsgeschwader 1, Gruppe Süd - FIUG 1
(S) - wounding Officer Radzuhn.
The first G-10 series had the serial number blocks
130000-130500
490000-491000
491000-491500
Later, G-10s from these production batches also came to the newly established II./JG 3, III./JG 51, III./JG 52, I./JG 77, II./NJG 11, and I./KG(J) 6.
In December 1944, other factories located in the so-called Protectorate began producing G-10s; The aircraft manufactured there initially received the serial number blocks
150000-151000
151000-152000
G-10 of these production batches went, for the most part, to I., III., and IV./JG 300 as well as to IV./JG 301; a few more went to I./JG 27, l./KG(J) 6, ll./KG(J) 27, NJG 11, and NAG 4. One of the first losses in this series was suffered by 4./JG 300 on January 1, 1945, when Uffz. Szurde, serial number 150738, was killed in an air battle over Lüneburg. Shortly thereafter, another series began rolling off the production line, also in the Protectorate, bearing the serial number blocks
610000-611000
611000-612000
612000-613000
613000-613200. The first aircraft reached the front-line units in the last days of December 1944; already on January 3, 1945, serial number 610394 of 3./JG 53 was damaged, wounding Fw. Franke. The G-10s from these production batches also went exclusively to units in the south and southeastern area; Specifically, they received
II./JG 3, ll./JG 51, II., lll./JG 52, l./JG 53, l.f lll./JG 77, and NAG 2.
A final series was launched in February 1945 and received the serial number blocks
770000 - 771000
771000 - 771200
As far as can be seen, aircraft of this production batch went exclusively to reconnaissance units, such as the NAG 2, 14, and 15. One of the first losses here affected 1./NAG 15, when Uffz. Wegerle was wounded in the crash of serial number 770169 on February 28, 1945.
The G-10, whose production continued until the end of the war, was, at least in its vast majority, derived from conversions of older series, such as the G-6 and the G-14; It was not actually a further development of the G-series, but rather an attempt to technically upgrade older and repair-needy aircraft to the standards of the K-4 series, which was being produced in parallel. The goal of this measure was to supplement the new K-4 production as cheaply as possible by producing practically equivalent repair aircraft.
The intention was obviously to carry out the conversion in a uniform form. In fact, however, the attempt to achieve a single standard version of the G-10 clearly failed, as the G-10 also appeared again in the variety of variants already known from the G-6 and the G-14.
The most important component of the modernization was to be the installation of the DB 605 D engine, which was expected to enter series production in the fall of 1944. Apparently, however, this engine was not yet available in sufficient numbers when the G-10 program was launched. The first machines from production lots 490000 and 491000 continued to receive the DB 605 AS engine; this is known up to serial numbers in the range 490300 and 491400.
The G-10/AS was largely identical to the G-14/AS. Numerous aircraft received the wings familiar from the G-4, with the small, teardrop-shaped wheel fairings on the upper surface, and more frequently than on the G-14/AS, the extended, non-retractable tailwheel was visible. Most G-10/AS aircraft retained the smaller Fo 870 oil cooler, while the deep Fo 987 cooler remained the exception.
While the G-10 received the DB 605 D engine, which was generally installed together with the MW-50 injection system as the DB 605 DM, this led to some minor changes in the cowling area. The enlarged crankcase and the oil return lines running in front of it required a small bulge on both sides of the lower engine cowling just in front of the forward exhaust port; These covers were firmly attached to the lower folding hood. In connection with the DB 605 D, the new Fo 987 oil cooler was now consistently installed, with its cover visibly extending lower under the engine than had previously been the case. Finally, the oil filler neck, which was located on the front upper cover ring, was moved slightly upwards, which had also occasionally been observed on some AS machines.
Due to their origins from the most diverse initial models and depending on the available components, the wings, rudder, and tailwheels used were very inconsistent. Some G-10s had the old wings with the small wheel fairings, as well as the short tailwheel of the G-6. On the other hand, there were a number of aircraft that had the large, rectangular fairings to accommodate the 660 x 190 wheels on their wings and also had the extended, non-retractable tailwheel; such aircraft are known, for example, from construction lot 613000. However, both possible combinations of old and new wings and tailwheels also existed. Aircraft with old wings and long tail wheels are known from the serial number blocks 130000, 490000, and 491000, while conversely, aircraft with new wings and short tail wheels are known from the serial number blocks 611000, 612000, 770000, and 771000. This is not to say, however, that uniformity prevailed even within the aforementioned production batches. All G-10s received the enlarged vertical stabilizer. However, the shape of the rudder was again inconsistent, as there were aircraft with a rudder that only featured the Flettner rudder, as well as those whose rudders also carried the two fixed bow edges in addition to the Flettner rudder. The shape of the rudder, in turn, had no influence on the tail wheel used, so that both rudder shapes could be observed in conjunction with both the old and the new, extended tail wheel.
The G-10 was standardized in its use of the Erla canopy, which in most cases supported the antenna mast on the rear frame wheel. However, there were also aircraft that either dispensed with the mast entirely or, more rarely, mounted it on the rear of the fuselage behind the cabin.
Since the G-10 did not have a pressurized cabin, most aircraft had the usual cabin ventilation inlets. Occasionally, the air scoops located under the side windows of the windshield were replaced by conical notches.
Finally, the air scoops on both sides of the windshield superstructure were sealed on a number of G-10s, similar to what had previously been seen on some G-6s.
Most G-10s received the antenna mast of the FuG 16zy under the left wing, just as some G-14s had previously. The standard MG 151/20 motor cannon was often replaced by the 3 cm MK 108, whose installation was also designated U4 here.
The use of the R3 range extension with a 300 l auxiliary hopper under the fuselage was also widespread on the G-10. The installation of various other armor sets was also planned, such as an ETC 500 IXb as R1, two MG 151/20s as gondola weapons, designated here as R5, two 21 cm BR mortar shells as R7, and finally a BSK 16 film camera in the left wing between the leading ribs 3 and 4. What lies behind the designation G-10/R6, which appears in numerous loss reports, remains unclear.
Some of the aircraft delivered to NJG 11 received—presumably only there—shielding strips over both exhaust rows. These were shaped similarly to the deflector plate normally mounted on the left side and extended to the lower edge of the exhaust nozzles.
The G-10s of production lots 770000 and 771000 were, in keeping with their use as close-air reconnaissance aircraft, predominantly equipped with an Rb 50/30 camera in the fuselage; this installation may have been designated R2, which occasionally appears in some loss reports – such as Serial No. 770228, a G-10/R2 of 1./NAG 2, in which Olt. Kohlhagen was killed on March 25, 1945. The camera installation meant that the antenna of the FuG 25a had to be relocated to the rear and now protruded from the fuselage just in front of frame 5.