Saturday, May 24, 2014

Niszczyciel ORP BURZA


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ORP Burza was a Wicher-class destroyer of the Polish Navy which saw action in World War II.

Saturday, October 26, 2013

Military papercraft Bristol BEAUFIGHTER MK VI F

Bristol BEAUFIGHTER MK VI F Paper Model



Type 156 Beaufighter
The Bristol Beaufighter papercraft model is also the name of a car produced by Bristol Cars in the 1980s.

Type 156 Beaufighter
Beaufighter, armed with rockets
Role Heavy fighter / strike aircraft
Manufacturer Bristol Aeroplane Company
First flight 17 July 1939
Introduction 27 July 1940
Retired 1960 (Australia)
Primary users Royal Air Force
Royal Australian Air Force
Produced May 1940 – 1946
Number built 5,928
Developed from Bristol Beaufort



The Bristol Type 156 Beaufighter, often referred to as simply the Beau, was a British long-range heavy fighter modification of the Bristol Aeroplane Company's earlier Beaufort torpedo bomber design. The name Beaufighter is a portmanteau of "Beaufort" and "fighter".

Unlike the Beaufort, the Beaufighter had a long career and served in almost all theatres of war in the Second World War, first as a night fighter, then as a fighter bomber and eventually replacing the Beaufort as a torpedo bomber. A unique variant was built in Australia by the Department of Aircraft Production (DAP) and was known in Australia as the DAP Beaufighter. paper model


Design and development papercraft model

The idea of a fighter development of the Beaufort was suggested to the Air Ministry by Bristol. The suggestion coincided with the delays in the development and production of the Westland Whirlwind cannon-armed twin-engined fighter. By converting an existing design the "Beaufort Cannon Fighter" could be expected to be developed and produced far quicker than starting a completely fresh design. Accordingly the Air Ministry produced specification F.11/37 written around Bristol's suggestion for an "interim" aircraft pending proper introduction of the Whirlwind. Bristol started building a prototype by taking a part-built Beaufort out of the production line. The prototype first flew on 17 July 1939, a little more than eight months after the design had started and possible due to the use of much of the Beaufort's design and parts. A production contract for 300 machines had already been placed two weeks before the prototype flew, as F.17/39.

In general the differences between the Beaufort and Beaufighter were minor. The wings, control surfaces, retractable landing gear and aft section of the fuselage were identical to those of the Beaufort, while the wing centre section was similar apart from certain fittings. The bomb-bay was omitted, and four forward-firing Hispano 20 mm cannons were mounted in the lower fuselage area. These were initially fed from 60-round drums, requiring the radar operator to change the ammunition drums manually — an arduous and unpopular task, especially at night and while chasing a bomber. As a result, they were soon replaced by a belt-feed system. The cannons were supplemented by six 0.303 inch (7.7 mm) Browning guns in the wings; four in the starboard wing and two to port. The areas for the rear gunner and bomb-aimer were removed, leaving only the pilot in a fighter-type cockpit. The navigator / radar operator sat to the rear under a small perspex bubble where the Beaufort's dorsal turret had been located.

The Bristol Taurus engines of the Beaufort were not powerful enough for a fighter and were replaced by the more powerful Bristol Hercules. The extra power presented problems with vibration; in the final design they were mounted on longer, more flexible struts, which stuck out from the front of the wings. This moved the centre of gravity (CoG) forward, a bad thing for an aircraft design. It was moved back by shortening the nose, as no space was needed for a bomb aimer in a fighter. This put most of the fuselage behind the wing, and moved the CoG back where it should be. With the engine cowlings and propellers now further forward than the tip of the nose, the Beaufighter had a characteristically stubby appearance.

Production of the Beaufort in Australia, and the highly successful use of British-made Beaufighters by the Royal Australian Air Force, led to Beaufighters being built by the Australian Department of Aircraft Production (DAP), from 1944 onwards. The DAP's variant was an attack/torpedo bomber, known as the Mark 21: design changes included Hercules CVII engines, dihedral to the tailplane and enhanced armament.

By the time British production lines shut down in September 1945, 5,564 Beaufighters had been built in England, by Bristol and also by Fairey Aviation Company, (498) Ministry of Aircraft Production (3336) and Rootes (260).
When Australian production ceased in 1946, 365 Mk.21s had been built.

Operational service
Bristol Beaufighter Mk 1paper model in No. 252 Squadron, North Africa

By fighter standards, the Beaufighter Mk.I was rather heavy and slow. It had an all-up weight of 16,000 lb (7,000 kg) and a maximum speed of only 335 mph (540 km/h) at 16,800 ft (5,000 m). Nevertheless this was all that was available at the time, as the otherwise excellent Westland Whirlwind had already been cancelled due to production problems with its Rolls-Royce Peregrine engines.

The Beaufighter found itself coming off the production line at almost exactly the same time as the first British Airborne Intercept (AI) radar sets. With the four 20 mm cannons mounted in the lower fuselage, the nose could accommodate the radar antennas, and the general roominess of the fuselage enabled the AI equipment to be fitted easily. Even loaded to 20,000 lb (9 t) the plane was fast enough to catch German bombers. By early 1941 it was an effective counter to Luftwaffe night raids. The various early models of the Beaufighter soon commenced service overseas, where its ruggedness and reliability soon made the aircraft popular with crews.

A night-fighter Mk VIF was supplied to squadrons in March 1942, equipped with AI Mark VIII radar. As the faster de Havilland Mosquito took over in the night fighter role in mid to late 1942, the heavier Beaufighters made valuable contributions in other areas such as anti-shipping, ground attack and long-range interdiction in every major theatre of operations.

In the Mediterranean, the USAAF's 414th, 415th, 416th and 417th Night Fighter Squadrons received 100 Beaufighters in the summer of 1943, achieving their first victory in July 1943. Through the summer the squadrons conducted both daytime convoy escort and ground-attack operations, but primarily flew defensive interception missions at night. Although the Northrop P-61 Black Widow fighter began to arrive in December 1944, USAAF Beaufighters continued to fly night operations in Italy and France until late in the war.

By the autumn of 1943 the Mosquito was available in enough numbers to replace the Beaufighter as the primary night fighter of the RAF. By the end of the war some 70 pilots serving with RAF units had become aces while flying Beaufighters.

Coastal Command

1941 saw the development of the Beaufighter Mk.IC long-range heavy fighter. This new variant entered service in May 1941 with a detachment from No. 252 Squadron operating from Malta. The aircraft proved so effective in the Mediterranean against shipping, aircraft and ground targets that Coastal Command became the major user of the Beaufighter, replacing the now obsolete Beaufort and Blenheim.

Coastal Command began to take delivery of the up-rated Mk.VIC in mid 1942. By the end of 1942 Mk VICs were being equipped with torpedo-carrying gear, enabling them to carry the British 18-inch or the US 22.5-inch torpedo externally. The first successful torpedo attacks by Beaufighters came in April 1943, with No. 254 Squadron sinking two merchant ships off Norway.

The Hercules Mk XVII, developing 1,735 hp at 500 feet, was installed in the Mk VIC airframe to produce the TF Mk.X (Torpedo Fighter), commonly known as the "Torbeau." The Mk X became the main production mark of the Beaufighter. The strike variant of the "Torbeau" was designated the Mk.XIC. Beaufighter TF Xs would make precision attacks on shipping at wave-top height with torpedoes or RP-3 rockets. Early models of the Mk Xs carried metric-wavelength ASV (air-to-surface vessel) radar with "herringbone" antennae carried on the nose and outer wings, but this was replaced in late 1943 by the centimetric AI Mark VIII radar housed in a "thimble-nose" radome, enabling all-weather and night attacks.

The North Coates Strike Wing (Coastal Command), based at RAF North Coates on the Lincolnshire coast, developed attack tactics combining large formations of Beaufighters on anti-flak suppression with cannon and rockets while the Torbeaus attacked on low level. These tactics were put into practice in mid 1943 and in a 10-month period 27,000 tonnes of shipping were sunk. Tactics were further adapted when shipping was moved from port during the night. North Coates Strike Wing operated as the largest anti-shipping force of the Second World War, and accounted for over 150,000 tons of shipping and 117 vessels for a loss of 120 Beaufighters and 241 aircrew killed or missing. This was half the total tonnage sunk by all strike wings between 1942-45.
Pacific war
Beaufighter of No. 30 Squadron RAAF over the Owen Stanley Range, New Guinea, 1942.(AWM OG0001)

The Beaufighter arrived at squadrons in Asia and the Pacific in mid-1942. It has often been said — although it was most probably a propaganda invention — that Japanese soldiers referred to the Beaufighter as "whispering death", supposedly because attacking aircraft often were not heard (or seen) until too late. (The Beaufighter's Hercules engines featured sleeve valves which lacked the noisy valve gear common to poppet valve engines. This was most apparent in a reduced noise level at the front of the engine.)

South east Asia

In the South-East Asian Theatre the Beaufighter Mk VIF operated from India on night missions against Japanese lines of communication in Burma and Thailand. The high-speed, low-level attacks were highly effective, despite often atrocious weather conditions, and makeshift repair and maintenance facilities.

South west Pacific

Before DAP Beaufighters arrived at Royal Australian Air Force units in the South West Pacific theatre, the Bristol Beaufighter Mk IC was employed in anti-shipping missions.

The most famous of these was the Battle of the Bismarck Sea in which they co-operated with USAAF A-20 Bostons and B-25 Mitchells. No. 30 Squadron RAAF Beaufighters flew in at mast height to provide heavy suppressive fire for the waves of attacking bombers. The Japanese convoy, under the impression that they were under torpedo attack, made the fatal tactical error of turning their ships towards the Beaufighters, leaving them exposed to skip bombing attacks by the US medium bombers. The Beaufighters inflicted maximum damage on the ships' anti-aircraft guns, bridges and crews during strafing runs with their four 20 mm (0.787 in) nose cannons and six wing-mounted .303 in (7.7 mm) machine guns. Eight transports and four destroyers were sunk for the loss of five aircraft, including one Beaufighter.
Postwar

From late 1944, RAF Beaufighter units were engaged in the Greek Civil War, finally withdrawing in 1946.

The Beaufighter was also used by the air forces of Portugal, Turkey and the Dominican Republic. It was used briefly by the Israeli Air Force.

Variants

Beaufighter Mk IF
Two-seat night fighter variant.

Beaufighter Mk IC
The "C" stood for Coastal Command variant; many were modified to carry bombs.

Beaufighter Mk II
However well the Beaufighter performed, the Short Stirling bomber program by late 1941 had a higher priority for the Hercules engine and the Rolls Royce Merlin XX-powered Mk II was the result.

Beaufighter Mk IIF
Production night fighter variant.
Beaufighter Mk III/IV
The Mark III and Mark IV were to be Hercules and Merlin powered Beaufighters with a new slimmer fuselage carrying an armament of 6 cannon and 6 machine guns which would give performance improvements. The necessary costs of making the changes to the production line led to the curtailing of the Marks. [1]

Beaufighter Mk V
The Vs had a Boulton Paul turret with four 0.303 machine guns mounted aft of the cockpit supplanting one pair of cannons and the wing-mounted machine guns. Only two Mk Vs were built.

Beaufighter Mk VI
The Hercules returned with the next major version in 1942, the Mk VI, which was eventually built to over 1,000 examples.

Beaufighter Mk VIC
Torpedo-carrying variant dubbed the "Torbeau".

Beaufighter Mk VIF
This variant was equipped with AI Mark VIII radar.

Beaufighter Mk VI (ITF)
Interim torpedo fighter version.

Beaufighter TF Mk X
Two-seat torpedo fighter aircraft. The last major version (2,231 built) was the Mk X, among the finest torpedo and strike aircraft of its day.

Beaufighter Mk XIC
Built without torpedo gear for Coastal Command use.

Beaufighter Mk 21
The Australian-made DAP Beaufighter. Changes included Hercules CVII engines, a dihedral tailplane, four 20 mm in the nose, four Browning .50 in the wings and the capacity to carry eight five-inch High-Velocity Aircraft Rockets (HVAR), two 250 lb bombs, two 500 lb bombs and one Mk13 torpedo.

Beaufighter TT Mk 10
After the war, many RAF Beaufighters were converted into target tug aircraft.






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Thursday, August 8, 2013

Mitsubishi G4M (Betty) samolot bombowy Betty

Mitsubishi G4M (Betty)



samolot bombowy

II wojna światowa 1939-1945, → samoloty, Japonia

Mitsubishi G4M (Betty)

Samolot bombowy.

Edycja

Przypisy

G4M1 Model 11 : szturmowy samolot bombowy.
G4M1 Model 12 : szturmowy samolot bombowy.
G4M2 Model 22 : szturmowy samolot bombowy.
G4M2 Model 24 : samolot szturmowy.
G4M2 Model 24J : samolot - nosiciel samolotów kamikadze z napędem rakietowym, Yokosuka MXY7 Okha.
Mitsubishi G4M2a.
G4M3 : szturmowy samolot bombowy.
G4M3 Model 34 : szturmowy samolot bombowy.

Mitsubishi G4M1 Model 11 (Betty).
[Chant Chris: Samoloty II wojny światowej. Warszawa 2000. s.238:]
Mitsubishi G4M1 "Betty". Kraj produkcji Japonia, typ - (G4M1 Model 11) siedmiomiejscowy średni bombowiec szturmowy, napęd - dwa czternastocylindrowe silniki dwugwiazdowe Mitsubishi MK4A Kasei 11 o mocy 1141 kW (1530 KM), osiągi - prędkość maksymalna 428 km/h, czas wznoszenia na wysokość 7000 m - 18 min, zasięg 6033 km, masa własna 6800 kg, maksymalna masa startowa 9500 kg, wymiary - rozpiętość skrzydeł 25,00 m, długość 20,00 m, wysokość 5,00 m, uzbrojenie - ruchome dziłko 20 mm na tylnym stanowisku strzeleckim, ruchomy tylny karabin maszynowy 7,7 mm w kopule grzbietowej, po jednym karabinie maszynowym 7,7 mm w każdym z bocznych stanowisk strzeleckich, ładunek 800 kg bomb i torped na podwieszeniach zewnętrznych.

[Gazety Wojenne. Nr 79. s. 1571:]
MITSUBISHI G4 M1. Jedna z wielu wersji tego bombowca, dostosowana w roku 1944 do przewozu pod kadłubem samobójczego odrzutowca Yokosuka MXY7 wz. 11 "Okha" (kwiat wiśni).
Typ - bombowiec dalekiego zasięgu, wymiary - długość 19,50 m, rozpiętość skrzydeł 25,00 m, wysokość 6,00 m, napęd - 2 silniki Mitsubishi MK4T Kasei 25 o mocy 1 850 KM, szybkość maksymalna 470 km/godz., masa na pusto 8 350 kg, masa maksymalna startowa 10 500 kg, zasięg 4 3350 km, pułap 10 000 m, uzbrojenie - 2 działka wz. 99 kal. 20 mm, 4 km kal. 7,7 mm.


Mitsubishi G4M2 Model 22 (Betty).
[Chant Chris: Samoloty II wojny światowej. Warszawa 2000. s.239:]
Mitsubishi G4M2 "Betty". Kraj produkcji Japonia, typ - (G4M2 Model 22) siedmiomiejscowy średni bombowiec szturmowy, napęd - dwa czternastocylindrowe silniki dwugwiazdowe Mitsubishi MK4P Kasei 21 o mocy 1342 kW (1800 KM), osiągi - prędkość maksymalna 438 km/h, czas wznoszenia na wysokość 8000 m - 30 min 24 s, zasięg 6059 km, masa własna 8161 kg, maksymalna masa startowa 12 500 kg, wymiary - rozpiętość skrzydeł 25,00 m, długość 20,00 m, wysokość 6,00 m, uzbrojenie - dwa ruchome karabiny maszynowe 7,7 mm w stanowisku dziobowym, ruchome działko 20 mm w wieżyczce grzbietowej, po jednym ruchomym działku 20 mm w każdym z bocznych stanowisk strzeleckich, ruchome działko 20 mm na stanowisku ogonowym, ładunek 800 kg bomb i torped.

[Gazety Wojenne. Nr 39. s.771:]
Mitsubishi G4M2 "BETTY". Ten bombowiec o dalekim zasięgu został zbudowany podczas lata 1941. Byłby on newątpliwie bardziej skuteczny, gdyby od początku wyposażono go w odpowiednie opancerzenie i skuteczny system przeciwpożarowy.
Typ - dwusilnikowy bombowiec o dalekim zasięgu, wymiary - długość 20 m, rozpiętośc skrzydeł 25 m, wysokość 5,99 m, napęd - 2 silniki gwiazdowe 14 cylindrowe Mitsubishi Kasei 21 o mocy 1 530 KM każdy, prędkośc maksymalna 445 km/godz., pułap 8 500 m, zasięg 2 400 km, maksymalna masa startowa 15 000 kg, uzbrojenie - 4 karabiny maszynowe kal. 7,7 mm i 2 ruchome działka 20 mm oraz bomby o masie 2 200 kg.


Mitsubishi G4M2a (Betty).
[brak informacji o autorze i źródle informacji:]
Okres używania: 1941-1945; wyprodukowano: 2479 samolotów wszystkich wersji; załoga: 7 osób; silniki: 2 x 1850 kM; wymiary - rozpiętość 25,0 m, długość 20,0 m, ciężar całkowity 12500 kg, ciężar własny 8370 kg, prędkość maksymalna 435 km/h, pułap 8950 m, zasięg 3600 km, uzbrojenie - 1 km 7,7 mm, 4 działka 20 mm, 1000 kG bomb.

Mitsubishi G4M3 (Betty).
[Chant Chris: Samoloty II wojny światowej. Warszawa 2000. s.240:]
Mitsubishi G4M3 "Betty". Kraj produkcji Japonia, typ - (G4M3) siedmiomiejscowy średni bombowiec szturmowy, napęd - dwa czternastocylindrowe silniki dwugwiazdowe Mitsubishi MK4T Kasei 25 o mocy 1361 kW (1825 KM), osiągi - prędkość maksymalna 470 km/h, czas wznoszenia na wysokość 7000 m - 20 min 10 s, pułap praktyczny 9200 m, zasięg 4335 km, masa własna 8350 kg, maksymalna masa startowa 12 500 kg, wymiary - rozpiętość skrzydeł 25,00 m, długość 19,50 m, wysokość 6,00 m, uzbrojenie - dwa ruchome karabiny maszynowe 7,7 mm w dziobie, ruchome działko 20 mm w wieżyczce grzbietowej, po jednym ruchomym działku 20 mm w stanowiskach w belce ogonowej, ruchome działko 20 mm na stanowisku ogonowym, ładunek 800 kg bomb.

"Chant Chris: Samoloty II wojny światowej. Warszawa 2000.",
"Gazety Wojenne.",

Messerschmitt Bf 110

Messerschmitt Bf 110



Bf 110
Bf 110 of Nachtjagdgeschwader 4 (NJG 4)
RoleHeavy fighter/Ground-attack aircraft/Fighter-bomber/Night fighter
ManufacturerBayerische Flugzeugwerke
Messerschmitt
DesignerWilly Messerschmitt
First flight12 May 1936
Introduction1937
Retired1945 (Luftwaffe)
Primary usersLuftwaffe
Hungarian Air Force
Regia Aeronautica
Romanian Air Force
Number built6,170 [1]
The Messerschmitt Bf 110, often (erroneously) called Me 110,[2] was a twin-engine heavy fighter (Zerstörer—German for "Destroyer") in the service of the Luftwaffe during World War II. Hermann Göring was a proponent of the Bf 110, and nicknamed it his Eisenseiten ("Ironsides").[3] Development work on an improved type to replace the Bf 110, the Messerschmitt Me 210 began before the war started, but its teething troubles resulted in the Bf 110 soldiering on until the end of the war in various roles, alongside its replacements, the Me 210 and the Me 410.
The Bf 110 served with considerable success in the early campaigns, the Polish, Norwegian and Battle of France. The Bf 110's lack of agility in the air was its primary weakness. This flaw was exposed during the Battle of Britain, when some Bf 110-equipped units were withdrawn from the battle after very heavy losses and redeployed as night fighters, a role to which the aircraft was well suited. The Bf 110 enjoyed a successful period following the Battle of Britain as an air superiority fighter and strike aircraft in other theatres. During the Balkans Campaign, North African Campaign and on the Eastern Front, it rendered valuable ground support to the German Army as a potent fighter-bomber (Jagdbomber or Jabo). Later in the war, it was developed into a formidable night fighter, becoming the major night-fighting aircraft of the Luftwaffe. Most of the German night fighter aces flew the Bf 110 at some point during their combat careers, and the top night fighter ace of all time, Major Heinz-Wolfgang Schnaufer, flew it exclusively and claimed 121 victories in 164 combat missions.[4]





Contents

  • 1 Design and development
    • 1.1 Genesis and competition
    • 1.2 Early variants
    • 1.3 Later production variants
    • 1.4 Armament
  • 2 Operational service
  • 3 Variants
  • 4 Operators
  • 5 Survivors
  • 6 Specifications (Messerschmitt Bf 110 C-4)
  • 7 Specifications (Messerschmitt Bf 110 G-2)
  • 8 See also
  • 9 References
  • 10 External links

Design and development

Genesis and competition


Bf 110s in France in 1942
Throughout the 1930s, the air forces of the major military powers were engaged in a transition from biplane to monoplane designs. Most concentrated on the single-engine fighter aircraft, but the problem of range arose. The Reichsluftfahrtministerium (RLM), pushed by Hermann Göring, issued a request for a new multipurpose fighter called the Kampfzerstörer (battle destroyer) with long range and an internal bomb bay. The request called for a twin-engine, three-seat, all-metal monoplane that was armed with cannon as well as a bomb bay. Of the original seven companies, only Bayerische Flugzeugwerke (Messerschmitt), Focke-Wulf and Henschel responded to the request.[5]
Messerschmitt defeated Focke-Wulf, Henschel and Arado, and was given the funds to build several prototype aircraft. The Focke-Wulf design, the Focke-Wulf Fw 57, had a wing span of 25.6 m (84 ft) and was powered by two DB 600 engines. It was armed with two 20 mm MG FF cannons in the nose and a third was positioned in a dorsal turret. The Fw 57 V1 flew in 1936 but its performance was poor and the machine crashed.[6] The Henschel Hs 124 was similar in construction layout to the Fw 57,[6] equipped with two Jumo 210C for the V1. The V2 used the BMW 132Dc radial engines generating 870 PS compared with the 640 PS Jumo. The armament consisted of a single rearward-firing 7.92 mm (.312 in) MG 15 machine gun and a single forward-firing 20 mm MG FF cannon.[6]
Messerschmitt omitted the internal bomb load requirement from the RLM directive to increase the armament element of the RLM specification. The Bf 110 was far superior to its rivals in providing the speed, range and firepower to meet its role requirements.[7] By the end of 1935, the Bf 110 had evolved into an all-metal, low-wing cantilever monoplane of semi-monocoque design featuring twin rudders and powered by two DB 600A engines. The design was also fitted with Handley-Page wing slots[7](actually, leading-edge slats).

Early variants


Bf 110s in flight above Budapest. 1944
By luck (and pressure by Ernst Udet), RLM reconsidered the ideas of the Kampfzerstörer and began focusing on the Zerstörer. Due to these changes, the Bayerische Flugzeugwerke design better fitted RLM's requests. On 12 May 1936, Rudolf Opitz flew the first Bf 110 out of Augsburg.[8] But, as many pre-war designs found, the engine technologies promised were not up to acceptable reliability standards. Even with the temperamental DB 600 engines, the RLM found the Bf 110, while not as maneuverable as desired, was quite a bit faster than its original request specified, as well as faster than the then-current front line fighter, the Bf 109 B-1. Thus the order for four pre-production A-0 units was placed. The first of these were delivered on January 1937. During this testing, both the Focke-Wulf Fw 187 and Henschel Hs 124 competitors were rejected and the Bf 110 was ordered into full production.
The initial deliveries of the Bf 110 encountered several issues with delivery of the DB 600 motors, which forced Bayerische Flugzeugwerke to install Junkers Jumo 210B engines, leaving the Bf 110 seriously underpowered and able to reach a top speed of only 431 km/h (268 mph). The armament of the A-0 units was also limited to four nose-mounted 7.92 mm (.312 in) MG 17 machine guns.
Even without delivery of the DB 600 engines, Bayerische Flugzeugwerke began assembly of the Bf 110 in the summer of 1937. As the DB 600 engines continued to have issues, Bayerische Flugzeugwerke was forced to keep on using Jumo motors, the 210G, which supplied 515 kW (700 PS) each (versus the 471 kW/640 PS supplied by the 210B). Three distinct versions of the Bf 110B were built, the B-1, which featured four 7.92 mm (.312 in) MG 17 machine guns and two 20 mm MG FF cannons. The B-2 reconnaissance version, which had a camera in place of the cannons, and the B-3 which was used as a trainer, with the cannons replaced by extra radio equipment. Only 45 Bf 110Bs were built before the Jumo 210G engine production line ended. The major identifier of the A and B 110s was the very large "mouth" bath radiators located under the engine.
In late 1938, the DB 601 B-1 engines became available. With the new engine, the design teams removed the radiators under the engine nacelles and replaced them with water/glycol radiators for the C-series airframes onwards, placing them under the wing just outboard of each nacelle, otherwise similar in installation, appearance and function to those on the Bf 109E. With the DB 601 engine, the Bf 110's maximum speed increased to a respectable 541 km/h (336 mph) with a range of approximately 1,094 km (680 mi). A small oil cooler and airscoop remained under each engine nacelle for the remainder of the Bf 110's production run.
First conceived in the latter half of 1939, the D-series of Bf 110s was targeted to have improvements meant to increase its range. The initial D-series version, the Bf 110D-1 was designed to omit the twin MG FF nose-mount cannon for weight saving and added a large, streamlined 1,050 litre (277 U.S. gallon) integral ventral fuel tank built into the fuselage, which required a substantially sized, conformal streamlined ventral fuselage fairing extending from halfway back under the nose to the rear of the cockpit glazing, inspiring the nickname Dackelbauch (dachshund's belly). The D-1 was also set up to accept a pair of fin-equipped 900 litre (238 U.S. gallon) drop tanks, one under each wing, increasing the total fuel capacity to 4,120 litres (1,088 U.S. gallons). The substantial added drag of the "dachshund's belly" integral ventral fuselage tank in test flights mandated its omission from production D-1s, with the Rüstsatz designation of D-1/R1 given to airframes alternatively fitted to have a ventral rack, accepting a third 900 litre drop tank under the fuselage instead, and retaining the twin MG FF nose-mount cannon in both cases. Later D-2/R2 and D-3 versions retained the twin underwing 900 litre drop tank capability, using multipurpose ordnance racks capable of holding either drop tanks or carrying bombs.[9]


Later production variants


FuG 220 and FuG 202 (center) "Lichtenstein" SN-2 VHF band, and B/C UHF band night fighter radar antennas on the nose of a Bf 110 G-4 being serviced by Luftwaffe ground crew on Grove airfield, Denmark postwar in August 1945, before the aircraft was sent to the UK for research.
The production of the Bf 110 was put on a low priority in 1941 in expectation of its replacement by the Me 210. During this time, two versions of the Bf 110 were developed, the E and F models. The E was designed as a fighter bomber (Zerstörer Jabo), able to carry four 50 kg (110 lb) ETC-50 racks under the wing, along with the centerline bomb rack. The first E, the Bf 110 E-1 was originally powered by the DB 601B engine, but shifted to the DB 601P as they became available in quantity. A total of 856 Bf 110E models were built between August 1940 and January 1942.[10] The E models also had upgraded armour and some fuselage upgrades to support the added weight. Most pilots of the Bf 110E considered the aircraft slow and unresponsive, one former Bf 110 pilot commenting the E was "rigged and a total dog."
The Bf 110F featured the new DB 601F engines which produced 993 kW/1,350 PS (almost double the power the original Jumo engines provided), which allowed for upgraded armour, strengthening, and increased weight with no loss in performance. Three common versions of the F model existed. Pilots typically felt the Bf 110F to be the best of the 110 line, being fully aerobatic and in some respects smoother to fly than the Bf 109, though not as fast. Eventually 512 Bf 110F models were completed between December 1941 and December 1942, when production gave way to the Bf 110G.[10]
Although the Me 210 entered service in mid-1941, it was withdrawn for further development. There were insufficient aircraft to fully replace the Bf 110, so it remained in service until the end of the war. In the wake of the failure of the Me 210, the Bf 110G was designed.[11] Fitted with the DB 605B engines, producing 1,085 kW (1,475 PS) in "War Emergency" setting, and 997 kW (1,355 PS) at 5.8 km (19,000 ft) altitude, the Bf 110G also underwent some changes which improved the aerodynamics of the aircraft, as well as upgrading the nose armament and moving the rear cockpit access forward from the hinged, "tilt-open" rearmost canopy glazing (which was changed to a differently framed fixed section) to a side/top hinged opening section of the main canopy, opening to port. No Bf 110 G-1 existed, as the Bf 110 G-2 became the baseline Bf 110G and was fitted with a large number of Rüstsätze field conversion packs, making the G subtype the most versatile production version of the Bf 110. The initial batch of six pre-series production G-0 aircraft built in June 1942 followed by 797 G-2, 172 G-3 and 2,293 G-4 models, built between December 1942 and April 1945.[10] Pilots reported the Bf 110G to be a "mixed bag" in the air, in part due to all changes between the G and F series. However the Bf 110G was considered a superior gun platform with excellent all-around visibility, and considered, until the advent of the Heinkel He 219, the Luftwaffe's best night fighters.


Armament

The Bf 110's main strength was its ability to accept unusually powerful air-to-air weaponry. Early versions had four 7.92 mm (.312 in) MG 17 machine guns in the upper nose and two 20 mm MG FF/M cannons fitted in the lower part of the nose. Later versions replaced the MG FF/M with the more powerful 20 mm MG 151/20 cannons and many G-series aircraft, especially those which served in the bomber-destroyer role, had two 30 mm (1.18 in) MK 108 cannons fitted instead of the MG 17. The defensive armament consisted of a single, flexibly mounted 7.92 mm (.312 in) MG 15 machine gun. Late F-series and prototype G-series were upgraded to a 7.92 mm (.312 in) MG 81 machine gun with a higher rate of fire and the G-series was equipped with the twin-barreled MG 81Z. Many G-series night fighters were retrofitted or factory-built with the Schräge Musik off-bore gun system, firing upward at an oblique angle for shooting down bombers while passing underneath, frequently equipped with two 20 mm MG FF/M, but field installations of the 20 mm MG 151/20 or 30 mm (1.18 in) MK 108 cannons were also utilized. The Schräge Musik weapons were typically mounted to the back of the rear cockpit.
The Bf 110 G-2/R1 was also capable of accepting armament such as the Bordkanone series 37 mm (1.46 in) BK 3,7 autofed cannon, mounted in a conformal ventral gun pod under the fuselage. A single hit from this weapon was enough to destroy any Allied bomber.

Bf 110 with twin 900 litre drop tanks with vertical fins, from 9.Staffel/ZG 26, on a Regia Aeronautica photo
The fighter-bomber versions could carry up to 2,000 kg (4,410 lb) of bombs, depending on the type.


Operational service

Variants

Bf 110 A
Prototypes with two Junkers Jumo 210 engines.
Bf 110 A-0
The designation of the first four pre-production aircraft.
Bf 110 B
Small-scale production with two Jumo 210 engines.
Bf 110 B-0
First pre-production aircraft, similar to B-1.
Bf 110 B-1
Zerstörer, four 7.92 mm (.312 in) MG 17 machine guns and two 20 mm MG FF cannons, nose-mounted.
Bf 110 B-2
Reconnaissance, both MG FF cannons removed, and various camera models added.
Bf 110 B-3
Trainer. MG FF cannons removed, and extra radio gear added. Some war weary B-1 were later refitted as B-3s.
Bf 110 C

A captured Bf 110C-4 in the service of No. 1426 Flight RAF
First major production series, DB 601 engines.
Bf 110 C-0
Ten pre-production aircraft.
Bf 110 C-1
Zerstörer, DB 601 B-1 engines.
Bf 110 C-2
Zerstörer, fitted with FuG 10 radio, upgraded from FuG III.
Bf 110 C-3
Zerstörer, upgraded 20 mm MG FFs to MG FF/M.
Bf 110 C-4
Zerstörer, upgraded crew armor.
Bf 110 C-4/B
Fighter-bomber based on C-4, fitted with a pair of 250 kg (550 lb) ETC 250 bomb racks and upgraded DB 601 Ba engines.
Bf 110 C-5
Reconnaissance version based on C-4, both MG FF removed, and Rb 50/30 camera installed, uprated DB 601P engines.
Bf 110 C-6
Experimental Zerstörer, additional single 30 mm (1.18 in) MK 101 cannon in underfuselage mount, DB 601P engines.
Bf 110 C-7
Fighter-bomber based on C-4/B, two ETC-500 centerline bomb racks capable of carrying two 500 kg (1,100 lb) bombs, uprated DB 601P engines.
Bf 110 D
Heavy fighter/fighter-bomber, extreme range versions based on C-series, often stationed in Norway.
Bf 110 D-0
Prototype utilizing C-3 airframes modified with 1,050 L (277 US gal) belly-mounted tank called Dackelbauch ("dachshund's belly" in German).
Bf 110 D-1
Long-range Zerstörer, modified C series airframes with Dackelbauch belly tank.
Bf 110 D-1/R1
Long-range Zerstörer, removed Dackelbauch ventral tank and replaced with wing mounted 900 L (240 US gal) drop tanks.
Bf 110 D-2
Long-range Zerstörer, two wing-mounted 300 L (80 US gal) drop tanks and centerline mounted 500 kg (1,100 lb) ETC 500 bomb rack.
Bf 110 D-3
Long-range Zerstörer, lengthened tail for rescue dingy. Either two wing-mounted 300 L (80 US gal) or 900 L (240 US gal) drop tanks could be fitted. 500 kg (1,100 lb) ETC 500 was optional.
Bf 110 E

Bf 110 E-1, Zerstörer-Ergänzungsgruppe, Deblin-Irena (Poland 1942).
Mostly fighter bombers, strengthened airframe, up to 1,200 kg (2,650 lb) bombload.
Bf 110 E-0
Pre-production version, Daimler-Benz DB 601B engines, pair of ETC50 bomb racks fitted outboard of engines, armament as C-4.
Bf 110 E-1
Production version of E-0, DB 601P engines.
Bf 110 E-2
DB 601P engines, rear fuselage extension same as for D-3.
Bf 110 E-3
Long-range reconnaissance version.
Bf 110 F
Same as the E, again strengthened airframe, better armor, two 993 kW (1,350 PS) DB 601F engines.
Bf 110 F-1
Fighter-bomber.
Bf 110 F-2
Long-range Zerstörer, often used against Allied heavy bombers.
Bf 110 F-3
Long-range reconnaissance version.
Bf 110 F-4
The first real night fighter (specially designed for this usage, 3-crew).
Bf 110 G

Bf 110 G-4

A Bf 110 G-4 night fighter at the RAF Museum in London.
Improved F-series, two 1,085 kW (1,475 PS) DB 605B engines, tail rudders increased in size.
Bf 110 G-1
Not built.
Bf 110 G-2
Fighter-bomber, fast bomber, destroyer, often used against Allied heavy bombers. (often equipped with rockets).
Bf 110 G-3
Long-range reconnaissance version.
Bf 110 G-4
Three-crew night fighter, FuG 202/220 Lichtenstein radar, optional Schräge Musik, usually mounted midway down the cockpit with the cannon muzzles barely protruding above the canopy glazing.
Bf 110 H
The final version, similar to the G, prototype/design stage only, cancelled.


Operators

 Germany
 Hungary
 Italy
 Romania
 Soviet Union
 Croatia

Survivors


Bf 110 is on display in the Deutsches Technikmuseum Berlin
Three intact Bf 110s are known to exist, although one of them is rebuilt from rescued parts from several different airframes. One, a Bf 110 G-4 night fighter that had been surrendered to the Allies in May 1945 at Grove airfield in Denmark, is displayed at RAF Museum London at Hendon in North London, United Kingdom. Another is on display in the Deutsches Technikmuseum Berlin. A third is displayed in a private museum northwest of Helsingoer, Denmark.
A replica of a crashed Bf 110 fuselage built as a prop for the television series Monarch of the Glen is on display in the lower station of the Cairngorm Mountain Railway, Scotland.

Specifications (Messerschmitt Bf 110 C-4)

Data from[citation needed]
General characteristics
  • Crew: 2 (3 for night fighter variants)
  • Length: 12.3 m (40 ft 6 in)
  • Wingspan: 16.3 m (53 ft 4 in)
  • Height: 3.3 m (10 ft 9 in)
  • Wing area: 38.8 m² (414 ft²)
  • Empty weight: 4,500 kg (9,921 lb)
  • Loaded weight: 6,700 kg (14,771 lb)
  • Powerplant: 2 × Daimler-Benz DB 601B-1 liquid-cooled inverted V-12, 809 kW (1,085 hp)1,100 PS each
Performance
Armament

Specifications (Messerschmitt Bf 110 G-2)

Messerschmitt Me 110 C
Data from from Messerschmitt BF 110/Me 210/Me 410: An Illustrated History
General characteristics
  • Crew: 2 (3 for night fighter variants)
  • Length: 12.3 m (40 ft 6 in)
  • Wingspan: 16.3 m (53 ft 4 in)
  • Height: 3.3 m (10 ft 9 in)
  • Wing area: 38.8 m² (414 ft²)
  • Loaded weight: 7,790 kg (17,158 lb)
  • Powerplant: 2 × Daimler-Benz DB 605B liquid-cooled inverted V-12, 1,085 kW (1,455 HP)1,475 PS each
Performance
Armament
  • Guns:
    • 2 × 20 mm MG 151 cannons 750 rounds: 350 rpg + 400 rpg rounds
    • 4 × 7.92 mm (.312 in) MG 17 machine guns with 1,000 rounds per gun
    • 1 × 7.92 mm (.312 in) MG 81Z twin machine gun installation in rear cockpit, with 850 rounds per gun