posted 08-02- 11:24 PM               

UPDATE: You might see the canopy frame if you look closely. Now, I really need a damn glass texture!!!!!!!!!!

------------------
"Don't move, if we scatter, he'll pick us off! Stand Together!"~~Aladar

Thats 24 times to see Disneys Dinosaur and counting!!

posted 08-03- 04:39 AM               

I agree with the others, WE NEED THIS PLANE

Drop everything else, lock the doors and chain yourself to the PC until it's done......

Seriously though, I think the version we need is the earlier C model. The late war night fighter is OK, but we already have Ju88 night versions. What we are lacking is a good Battle of Britain plane set. With a Stuka in the works, He111 out there somewhere, an Early Spit, Bf109e and hurricane, this is about the only real Gap.

GIVE US THE 110C !!!!!!!!!

Then if you want, re-skin it, up the power and bung antlers on it.

posted 08-03- 08:55 AM               

Al was it you that was doing the Betty? If so i need to send you something today.

I can send you what i have if you want. I was planning on replacing the model piece by piece (like i'm doing with another bomber) and slowly mapping it and putting it back together.

posted 08-03- 11:27 AM               

should not take longer than 1.5875 months (maybe 2.3).

I would not do the FM and inside (panels etc..) model.

I would need scale plans and 40 bottles of beer

posted 08-03- 02:15 PM               

The Bf110
…Hermann’s Destroyer

By Captain Eric Brown,
CBE, DSC, AFC, RN
In Air Enthusiast / Oct 1973

The Elderly Hawker Hart biplane, with a fellow Fleet Air Arm pilot at the controls, was cruising sedately on a training flight over the tranquil English countryside near Salisbury. It was the fateful June of 1940, and the RAF was frantically preparing for the showdown with the Luftwaffe that it knew to be imminent, but on that pleasant summer day, with the quiet Wiltshire landscape below bathed in sunlight, all seemed well with the world. Suddenly, a shark-like Messerschmitt Bf 110 overtook the Hart from behind and out of the sun, its pilot coolly ranging his aircraft alongside, and almost before the unwary FAA pilot knew what was happening, the Messerschmitt's rear gunner had blasted the trainer into oblivion.
This, my first encounter, albeit at a distance, with Willy Messerschmitt's strategic fighter of formidable repute, impressed me profoundly. The rakish lines of the intruder were suggestive of all the predatory characteristics associated with the shark but, more important, that unhappy incident ensured that I took truly to heart three points that were vital for survival in the aerial arena of the first half of the 'forties, or at any other time of hostilities for that matter. A pilot cannot afford to relax at any stage of a flight however serene his surroundings may seem, his neck must acquire a measure of elasticity in order to maintain a continuons 360 deg look-out, and he must never forget the old World War 1 maxim of "Beware of the Hun in the sun!" On reflection,I1 may owe a lot to that particular Bf 110.
The Zerstörer, or destroyer, category of warplane, a term for the strategic fighter as represented by the Messerschmitt Bf 110 borrowed from naval parlance, was particularly favoured by Reichsmarschall Hermann Gôring, the Oberbefèhlshaber of the Lujiwaffe; the Bf 1 10-equipped Zerstörergruppen were the élite of the air arm of which he had been the principal architecte German propagandiste had made far-reaching claims for the capabilities of the Bf 110, claims in which the Reichsmarschall undoubtedly believed implicitly, and when first deployed operationally there was every reason to suppose that it would fulfill the most sanguine expectations of its creators. Over Poland, the Bf 1 10 enjoyed considérable success in combat with the appreciably more manoeuvrable if slower PZL P11 single-seaters, and the disastrous armed reconnaissance sortie over the Schillig Roads, the Jade Estuary and Wilhelmshaven performed on 18 December 1939 by 24 Wellingtons of the RAF, when nine of the bombers fell victim to the Bf 110 Cs of 1. and 2.Staffeln of Zerstörergeschwader 76, appeared to substantiate the boastful claims made by Reichsmarschall Göring and must have been a great morale-raiser for the crews of the Luftwaffe strategic fighter units.
Thus, the Bf 110 was to enjoy an awe-inspiring réputation by the time it was committed to the "Battle of Britain". There had not been time to thoroughly analyse the results of combat in French skies during May-June 1940, in which the Zerstörergruppen had encountered relatively modem and reasonably well-armed single-seat fighters, although under conditions of Lufttwaffe aerial supremacy; encounters which had necessitated a reappraisal of the tactics employed by the Zerstörer formations and had revealed some of the weaknesses in the strategic fighter concept. The strategic fighter had to be something of a compromise between conflicting requirements and the Bf 110 was such a compromise, if a remarkably successful one. The concept demanded heavy firepower and sufficient fuel for long range, which, at that point in time, dictated a relatively large aircraft of twin-engined configuration. It had to possess performance comparable with that of the more specialised défensive fighter by which it was likely to be opposed, and as one of its primary tasks was the defence of bomber formations, a high degree of manoeuvrability was mandatory. Some of these desirable attributes conflicted in their achievement with others, the range requirement with its weight penalty being achieved only at the expense, for example, of manoeuvrability.
In the "Battle of Britain" the Bf 1 10 fell far short of anticipation and its limited success was to lead to a widespread belief that it was an unsuccessful design. This was, in fact, far from the case, for the Messerschmitt strategic fighter was not the indifférent warplane that its showing during the "Battle" led many to believe. It was a very effective warplane but inadéquate understanding on the part of the Führungsstab of the limitations of the strategic fighter category led to its incorrect deployment with the result that the Zerstörergruppen suffered some 40 per cent attrition within less than three weeks of the launching of Adlerangriff.

A soundly designed warplane
Having attempted to present the nationale for the Bf 110’s relatively poor showing in British skies during the summer of 1940, which resulted in this elegant warplane being adjudged unfairly by many aviation historiens as unsuccessfui. 1 would make the point that, apart from the débâcle of the Zerstörergruppen during the "Battle of Britain", the Bf 110 served with a fair degree of distinction throughout the whole of WW Il as both diurnal and nocturnal interceptor, as an intruder and fighter-bomber, and in a variety of other operational roles, the basic design proving amenable to power plant changes and to accommodating armament, avionics and other equipment far nd anything envisaged at the time of its conception. By ny standards, therefore, the Bf 1 10 must be deemed a success, nd I was certainly never to meet a German pilot that disliked - an accolade indeed.
I had always admired the sleek, business-like appearance of Bf 1 10, and as soon as 1 flew this warplane so much vaunted Göring I felt that tingling sensation that 1 associated with an aircraft of considérable operational competence. The first example of this aesthetically-appealing aircraft that 1 was to was the DB 60IA-powered Bf IIOC, although 1 was to discover that the basic handling characteristics remained relatively unchanged with the installation of the appreciably more powerful DB 605 engines and the accompanying strucural beefing-up that characterised the Bf 1 IOG series that I was to fly later.
The pilot's cockpit was entered from the port side by means a ladder normally accommodated entirely within the fuselage a slot aft of the port wing trailing edge, a button aft of the t being pressed and the ladder springing out to the extended sition. The Perspex canopy over the forward seat was formed by three parts, the upper part hinging aft and the side nels folding down, and it could not be locked from the outside. I had always been intrigued to ascertain exactly how a t vacated the Bf 1 10 in an emergency as it did not look in he least simple, yet Rudolf Hess, Hitler's deputy, had apparently chieved this opération with ease after making his notorious solo night flight from Munich to the outskirts of Glasgow. studying the problem I had to admit that I was little the wiser and concluded that an element of luck entered into a successful bale-out from the aircraft. The cockpit upper panel could be jettisoned by unlocking it and allowing it to swing up into the airstream, but thereafter the pilot apparently had to roll on to the wing and risk getting blown back against the rather considérable empennage.
The flying controls were conventional enough, apart from the automatic leading-edge slats opposite the ailerons. The slotted flaps were hydraulically operated with a position indicator graduated from 0 deg to 50 deg, and a compressed air system was provided for emergency use. The main undercarriage members operated on similar systems, the tailwheel being fixed, and the wheel brakes were hydraulic. The rudder trimmer control was somewhat unusual in that it comprised a lever moving over a notched quadrant, and when moved to port it resuited in a tum to port, and vice versa. The cockpit layout was good and the blind flying panel almost contained the six essentiel instruments. I say almost advisedly as the repeater compass had been displaced to port to make way for a cannon rounds indicator. Obviously, an Armament Officer with a strong personality had stalked the halls of the Reichsluftfahrtministeriwn.
There were many excellent features of German aircraft cockpit layouts that had been standardised, such as systems identification colour schemes. Another was the type of airscrew pitch indicators which were numbered like a clock face, rendering it very simple to set the pitch on any German aircraft. For take-off, for example, the clock pointers were always set at 12 o'clock by moving the electrically-actuated pitch control levers. On the early Bf 110s the clock-type pitch indicators were also mounted on each engine nacelle where they could bc seen from the pilot's seat, white the later Bf 110G series had the indicators mounted only on the nacelles and not in the cockpit. All engine instruments were on the starboard of the dashboard, and mixture strength and boost pressure were controlled automatically. There was, however, one unusual engine control in the form of two handles on the cockpit ledge to starboard of the pilot. When pulled upwards these retarded the ignition so that any ofl could be bumed off the sparking plugs.
The fuel systein comprised a main and reser-ve tank in each wing, both inboard of the engine with the former forward of the single spar and the latter behind it. Each main tank held 82-4 lmp gal (375 1) and each reserve tank contained 57 Imp gal (260 1). The opération of the fuel system was virtually the same as that for the Heinkel He 111 except that there was no handoperated transfer pump. There was a 8-8 Imp gal (40 1) oil tank in each wing, directly behind the engine bulkhead, but there was no provision for pumping oil from one tank to the other in the event of one engine failing. The inertia starters for the Daimler-Benz DB 601 12-cylinder liquid-cooled inverted-Vee engines could be energised by hand, electrically from the 24-volt aircraft battery or electrically from a ground starter. Each engine required about eight strokes of the primer pump, and then the fuel pressure had to be pumped up by handles on the pilot's portside, this tedious pumping action having to bc continued untfl the engines fired. These handles were omitted from the later Bf IIOG series. Once started the engines were warmed up at 1,900 rpm and the magnetos and fuel pumps tested. When the od température reached 104'F (40'C) the throttles could be opened to the full-throttle ground-running conditions of 2,200 rpm at 1-3 atas of boost.

Pleasant characteristics
Taxying the Bf 110 was very easy, with good view and ground handling even in a crosswind when differential throttling and braking could cope with all conditions. Take-off at 2,600 rpm and 1-3 atas of boost was normally effected without recourse to flaps in the earlier production models, but the take-off run was long and 20 deg of flap was recommended for the Bf 1 IOG series. During the initial portion of the run directional control was poor, but improved onoe 120 mph (193 km/h) was attained, this probably being aggravated by the tail heaviness of the aircraft since, with the tail on the ground, the rudders were, of course, considerably blanked by the fuselage and engines. Even with the stick weH forward the tail was slow to rise. The take-off of the Bf 110G, with its more powerful DB 605s at 2,800 rpm and 1-42 atas of boost coupled with the use of flaps, was markedly improved over that of the Bf 1 IOC.
Once off the ground the flaps were retracted at 500 ft (1 50 m), this amount of altitude being necessary for safety because of the considérable nose-down change of trim that accompanied upward flap movement. Speed was then built up to 150 mph (240 km/h) which gave a steep angle and a very good rate of climb at 2,300 rpm and 1-2 atas of boost, this being further

improved on the Bf 1 IOG at 2,600 rpm and 1,3 aias of boost. The controls were fairly light, weil harmonised and very effective up to 250 mph (400 km/h), but above that speed they began to heavy up, particularly the elevator, and in this respect the Bf 1 10 was reminiscent of its single-engined stablemate, the Bf 109 (see Viewedfrom the CockpitIJune). Stability v4s good fore and aft and directionally, but neutrai laterally. Manoeuvrability proved surprisingly good for so large (by contemporary standards) a fighter, but the Bf 110 suffered from the same serious fault as the Bf 109 - the automatic slats kept popping out unevenly in tight turns, sighting being ruined by the résultant lateral wobble.
The landing pattern was normally entered at 155 mph (250 km/h) and the undercarriage was fully lowered before the flaps were actuated. The first movement of the flaps caused a large change of nose-up attitude which had to be counteracted by a heavy forward force on the elevators. There was little point in trimming out this force as further flap movement caused a reversai of attitude change with the end result seeing little change of trim required. The ailerons began to droop as the flaps moved, a sudden lightening of their controi being evident but no loss in effectiveness being apparent. The approach attitude at 100 mph (160 km/h) was steepish but the view from the cockpit was excellent. As with the Bf 109, care had to be taken not to hold off too high as the automatic slats were activated as the speed decayed and this could cause a wing to drop. The landing run was short as the brakes could be used heavily without any tendency for the tail to rise.
The single-engined performance of the Bf 110 with its fullyfeathering airscrews was good except that a landing could be made only with a maximum of 25 deg of flap, otherwise use of more than 1,600 rpm from the one engine would result in an uncontrollable swing and bank. This restricted use of flap meant, of course, that a severe nose-up change of attitude had to be trimmed out and the pilot was faced with a few crisis seconds during which he had to work hard to prevent a loss of approach speed which could present him with some nasty control problems.
In so far as performance was concerned, during tests with a Bf 110G (Werk-Nr 73 0301) at the RAE, I clocked a maximum speed of 368 mph (592 km/h) at 19,000 ft (5 790 m), the maximum permissible indicated airspeed as shown on a plate in the cock-pit being 435 mph (700 km/h). Cruise proved to be 305 mph (491 km/h) at 18,000 ft (5 485 m), that altitude being attained in 7-3 minutes. Performancewise the Bf 1 10 was certainly significantly superior to what 1 suppose can be considered as its nearest British counterpart, the Beaufighter, and it was certainlt,'appreciably more manoeuvrable than the heavier and larger Bristol aeroplane with its substantially greater wing loading, and ireconsequenoe there can be little doubt that the Messerschmitt rnade the better day fighter. In the nocturnal rôle, the Beaufighter, with its superior radar and firepower, came into its own.
This then was the Messerschmitt Bf 1 10 - a versatile and effective combat aircraft in its heyday which placed Gerrnany out in front in strategic fighter development, but like so many of the aircraft with which the Luftwaffe opened WW II, its production life was extended beyond anything that could

reasonably be expected to maintain it in the top league. Indeed, the last Bf 110G did not roll off the assembly line until Match 1945, some three years after it had been anticipated that it would be supplanted by the Me 210, and even the successor of this unfortunate design - the Me 410, a real knife-edger if 1 ever flew one - did nothing to reduce the importance of Messerschmitt's first "twin" in the operational inventory of the Luftwaffe.
It was singularly fortunate for the Luftwaffe that it possessed so tractable an aeroplane, and it is perhaps unfair but understandable that the Bf 110 be associated most widely with the "Battle of Britain" and judged on its showing in that epic conflict. It should be borne in mind, however, that the Führungsstab had never envisaged deploying Hermann's "Destroyer" other than in conditions of local Luftwaffe superiority if not supremacy; a situation such as that in which the Bf 110 found itself over Southem England had not been foreseen. No designer, however talented, had come up with a magic formula enabling a large and heavy twin-engined long-range fighter to compete in terms of agility with contemporary single-engined short-range single-seaters. The forward-firing armament of the Bf 1 10 was certainly lethal but lacking the manoeuvrability of its RAF opponents, it could bring this armament to bear only if it could employ the element of surprise or if it encountered an unwary novioe-a commodity of which admittedly RAF Fighter Command was in no short supply at that stage of the conflict. Its acceleration and speed were inadéquate to enable it to avoid combat if opposed by superior numbers of interceptons, and its single aft-firing 7,9-mm weapon was inadéquate to protect it from attack from astern. But if the Bf 1 10 received a mauling in the "Battle of Britain" it gave a good account of itself on many battlefronts in the years that followed.

Messerschmitt Bf IIOG-4c/R3 Specification

Power Plant: Two Dairnier-Benz DB 605B-1 12-cylinder inverted-Vee liquid-cooled engines each rated at 1,475 hp for take-off and 1,355 hp at 18,700 ft (5 700 m) driving three-blade controllable-pitch fully-feathering VDM airscrews. Normal fuel capacity 279 Imp gal (1 270 1) distributed between four wing tanks (two on each side of the fuselage fore and aft of the mainspar) with provision for two 66 Imp gal (300 1) drop tanks.
Performance: (At 20,701 lb/9 390 kg) Max speed, 311 mph
(500 km/h)at sea level, 342 mph (550 km/h) at 22,900 ft (6 980 m),
max continuons cruise, 317 mph (5 1 0 kmih) at 19,685 ft (6 000
m); max range (interna] fuel), 560 mls (900 km), (with two 66 Imp gal/300 1 drop tanks), 808 mls (1 300 km); max climb rate, 2,170 ft/min (Il m/sec); service ceiling, 26,250 ft (8 000 m); max ceiling, 36,090 ft (11 000 M).
Weights: Empty equipped, 11,230 lb (5 094 kg); normal loaded, 20,701 lb (9 390 kg); max take-off, 21,799 lb (9 888 kg).
Dimensions: Span, 53 ft 31 in (16,25 m); length (excluding radar antennae), 39 ft 61 in (12,07 m), (including antennoe), 42 ft 9j in (13,05 m); height 13 ft 8j in (4,18 m); wing area,413-33 sq ft (38,4 ml).
Armament: Two 30-mm Rheinmetall Borsig MK 108 cannon with 135 rpg and two 20-mm Mauser MG 151 cannon with 300 rounds (port) and 350 rounds (starboard), and one 7,9-mm MG 81Z twin machine gun on flexible mount with 800 rounds or twin 20-mm MG 151 or MG FF cannon in "shrâge Musik" installation.

Dalmer-Benz DB 601A 1175hp 2400rpm Inline 45 17,900 critical alt

posted 08-03- 02:37 PM               

40 bottles of beer is the price for starting with the Bf110 - not finishing it (Pe-2 BeerConsumptionRate is much higher )

The updated pic looks good ! A bit too dark,I can't see if the shading is are good or not, but fine ! Only problem is to copy and paste the DM of the Pe-2 (when the crowd likes it) into a plane with an other .sm file/parent-child structure.