Introduction to twin engine aircraft course: Messerschmitt bf110

II./KG53 Bomber Schule
Introduction to twin engine
aircraft course:
Messerschmitt bf110
Zerstorer
As depicted in il2 Cliffs of Dover by Oleg Maddox 1C and Ubisoft.
Unofficial II/JG53 document
V1.3.1 121217
Willkommen KG53 Bomber Schule Student
Introduction to twin engine aircraft course Messerschmitt bf110 Zerstorer
Tramecourt, France, 1940
Congratulations on being selected for training on the bf110.
On successful completion of the course you will be eligible
for selection on the Junkers JU88 course and posting to
KG53 - Legion Condor.
Introduction
There are many benefits in learning how to operate a bf110 as a stepping stone to
JU88 and He111 operations. Controls that need to be assigned to a key or clicked in-game
are similar on all twin engine aircraft. The bf110 has autopilot and the Bombenabwurfgeraet
(bomb management). The basics of operating these devices are similar on all aircraft that
have them fitted.
In the History and Operations section of this document you will find out that the bf110
was less than successful in the Battle of Britain. So why learn the aircraft? Other than the
obvious benefit that it is a useful stepping stone to other twin engine aircraft the main reason
is fun! This is a great aircraft to fly. It is excellent in anti-shipping and ground attack roles.
And there is nothing more satisfying than shooting down a Spit or Hurri in a 110!
Good communication and teamwork can compensate for lack of outright
performance. A bf110 team kill is something worth working towards. The bf110 is deadly
amongst Blenheims. The excellent gunnery can shred anything unfortunate enough to fall in
its path. The big challenge in the air-to-air role is getting something in front to shoot at!
The bf110 is very stable to fly and can be pushed into barrel rolls if you have the
speed and height.
So if you enjoy a challenge, the bf110 could quickly become one of your favourites!
History up to the Battle of Britain
The Bf 110C was the first version of the Bf 110 to be equipped with Daimler Benz engines.
After the failure of the DB 600 project, the C series was built around two DB 601A engines,
capable of providing 1,100 hp. This increased the speed of the aircraft to 349 mph at 22,295
ft, and at least gave it a chance of achieving its intended role. The result was an aircraft that
could out-fly just about every allied fighter at altitude, but at the altitudes it had to operate
in order to protect the bombers it would prove to be increasingly vulnerable to British fighter
aircraft.
Replacements
The Bf 110C evolved into the very similar 110E and then 110F series as new engines
became available. The Bf 110D was a long range version of the C series aircraft.
C-1 This was the first production version of the C series. It had the DB 601A engine, rated
at 1,100 hp, and was armed with four MG 17 machine guns and two MG FF cannon in the
nose, and a single MG 15 machine gun in the observer’s cockpit. It was issued to testing unit
in January 1939 and to front line units during the spring and summer of 1939. It took part in
the Polish campaign.
C-2 The C-2 was similar to the C-1 but with the FuG 10 Lorenz High Frequency radio
instead of the FuG IIIa used in the C-1. It entered service in time for the Norwegian
campaign.
C-3 The C-3 had an improved version of the MG FF cannon but was otherwise the same as
the C-2. It arrived in time for the invasion of France.
C-4 The C-4 saw 9 mm armour added to protect the pilot. This version arrived in time to take
part in the Battle of Britain.
C-4/B This was a fighter bomber version. It was equipped with two ETC 250 bomb racks
under the fuselage, allowing it to carry two 551 lb/ 250 kg bombs. It was given DB 601N
engines, capable of giving extra power at take off.
C-5 A reconnaissance version, with the MG-FF cannon removed and an Rb 50/30 camera
installed in the floor of the cockpit.
C-6 A modified Zerstörer version, with the two MG FFs replaced by one 30mm MK 101
cannon.
C-7 A second fighter-bomber version, equipped with one ETC 500 bomb rack. It could carry
the same weight of bombs as the C-4/B, but could take a wider selection of bombs.
Combat Record
Poland
The Luftwaffe had 195 Bf 110Cs ready at the outbreak of war. The Polish air force was
obsolete at the outbreak of war. The Bf 110C performed well in Poland, but some problems
were already becoming apparent. Even the obsolete Polish fighters could out-turn it, forcing
the Bf 110 to adopt different tactics, climbing and diving at high speed.
Battle of the German Bight, 18 December 1939.
What was the Bf 110s most significant achievement came early in the war. RAF Bomber
Command shared the pre-war belief that the bomber would always get through. Despite
mounting evidence that this was not the case, on 18 December a force of 24 Wellington
bombers was sent to attack the German port of Wilhelmshaven. The attack itself was a
relative success. German fighter control was not as developed as the RAF’s, and 22 of the
Wellingtons reached Wilhelmshaven unhindered. However, on the way back the British
bombers were attacked by Bf 109s and Bf 110s. The 109s did not have the range to follow
the British bombers far, but the Bf 110 did. Eleven of the 22 Wellingtons were shot down,
mostly by the Bf 110s. Bomber Command quickly switched to night time operations over
Germany. The Bf 110 was rapidly building up a fearsome reputation.
France
At the start of the war the majority of the Zerstörer groups still had Bf 109. However,
between February 1940 and the start of the German attack on France in May 1940 all ten of
the Zerstörergruppen were converted to the Bf 110. At this point the Bf 110 was seen as the
senior fighter in the Luftwaffe armoury, and at the start of the campaign it still performed well.
However, as the battle in France went on, Bf 110 losses mounted. By the start of June, sixty
had been lost. Ironically, four more were lost in clashes with Swiss Bf 109Es after German
aircraft violated Swiss airspace. The last few weeks of the French campaign saw much lower
losses against the battered French air force.
Battle of Britain
The basic problem faced by the Bf 110 was that it could not perform its job as a bomber
escort against modern fighters. In earlier campaigns that weakness had been concealed,
either by the lack of such opponents in Poland and Norway, or by the speed of the German
advance in France, which disrupted the British and French air effort. It was only over Britain
that the Bf 110 came up against a determined enemy equipped with modern fighters,
and it simply could not cope. If a Hurricane or Spitfire was unlucky enough to be caught
in front of the guns of a Bf 110, then the British fighter would suffer serious damage, but
that rarely happened. Losses were heavy – on one day (15 August), nearly thirty Bf 110s
were destroyed! 114 were lost in August, and another 81 in September, but that drop only
happened because the Bf 110 flew fewer sorties in September, and was now being escorted
by the Bf 109. During the Battle of Britain, the Luftwaffe lost 223 Bf 110s, having started
the battle with only 237. Replacements could not be found quickly enough to make up these
losses. After the Battle of Britain, the Bf 110 could no longer be seen as an elite day fighter.
Operations
The Messerschmitt bf-110C is a deathtrap in CLoD in air-to-air combat. There is really no
getting around that simple fact. It is merely averaged in climb, has poor acceleration, dives
horribly, handles poorly, isn't particularly fast, and is a huge target. It turns slightly worse
than the bf-109E4. It can't run, it can't BnZ effectively, it can't turn. The only thing it has is a
good gun package, but what good are excellent guns if you can't get them on target?
The 110's biggest problem is that it has virtually no viable options when the situation turns
sour. The bf-109 can run from some planes, and can scissors, meaning that it can defend
itself, especially against a lone attacker. The bf-110 can't do either, thus when it gets into a
bad situation, it cannot help itself unless it has help.
The bf-110C wasn't a complete waste of time, because at the time when it was planned, the
foreseeable planes were all slower. It was only when the Spitfire showed up that the bf-110C
was truly outclassed. The Hurricane is slower.
The bf-110C does exceptionally well in the ground attack role. It has an excellent strafing
package, pouring out 73 bullets and 19 cannon rounds per second in a tight cone, and the
C7 can carry two 250kg or two 500kg bombs. Without a doubt, the bf-110 is the best closeair-support plane in the Luftwaffe arsenal.
The tail gunner is lamentably poor. Obviously the default setting for the AI gunner is novice.
Your chances of survival increase with a human gunner, perhaps the information that the
gunner can provide is more valuable than the actual gunnery. The gunner should be able to
hit or deter enemy aircraft from flying to point blank and letting rip.
It is not recommended that you move to the gunner position. When moving back to the pilot
position the AI will not take over the gunner position. Better to have a bad AI gunner than no
gunner!
Specific Matchup Comments
bf-110C vs Hurricane: This is the only plane where you have a speed advantage. In fact,
you can actually outclimb this plane. Assuming that you start with an energy advantage, you
can actually take on a Hurricane and win reliably. However, where there are Hurricanes,
there are Spitfires. If you stumble upon a Hurricane all by itself, and you have an energy
advantage, savor the moment.
bf-110C vs Spit Mk 1: Death on wings. There is no area where the Spitfire has a
disadvantage except firepower. Engage only with caution, and write your will if a Spitfire
shows above you and chooses you as his next meal. If you have a shot on one, take it
(unless he doesn't know you're there and you can escape first). You won't get another, so
blow your ammo supply on him to try to get a few lucky hits. If a couple 20mm land on his
wing, he's much less of a threat and may decide to leave. There's a reason this plane has a
3:1 kill/loss ratio on the bf-110C.
Summary
In the air-to-air role it does not sound too good for the 110 driver. But all is not lost when
you have a partner. Good communication and airmanship can overcome the single bandit.
On an active server, like ATAG, most of the Red jockeys only know one-speed - flat
out! Judicious use of speed, in a bf109 or bf110, can see you turning the tables on your
opponent who is always presuming they have the better turn rate.
A barrel roll, with deceleration at the top of the roll, may cause an overshoot. Of course,
with the 110 you always have to be aware of its slow acceleration so if you decide to play
make sure you have some height.
Familiarisation
Jump into the cockpit and make yourself familiar with the layout. Note in particular the levers
to the left of the pilot. These levers are the fuel cocks, oil radiator and throttle, note that
there are two for each function (one for each engine). To the front of these levers are the
magnetos and to the rear is a circular object, this is the elevator trim.
The radiator controls are located beneath the green water temperature dials on the
dashboard. Like the bf109e3, pitch control is manual. The pitch dials are located to the top
right of the dashboard.
Recommended Basic Flight Key Assignments
Select Engine One, Two and All.
Ignition - default “I”
Undercarriage Toggle
Illumination - Primary (cockpit lights)
Startup and Take-Off
Caution. If using key assignments it is easy to open only one engine’s oil and water
radiators. It is a safer routine to start each engine, then select both engines, and then open
the radiators.
Autopilot
Instrument
Notes
1. Course Autopilot Adjust.
2. Repeater Compass.
Red button above repeater compass cancels autopilot.
3. Directional Gyro.
The directional gyro is adjusted via the button on the lower
right of the instrument.
The course autopilot preset is adjusted via Course Autopilot
Adjust (see Instrument 1).
The change mode forward and back hotspots are located in
this area.
4. Course Autopilot Preset.
5. Course Autopilot Mode.
6. Course Autopilot Deviation
7. Magnetic Compass
Directional Gyro - This instrument has two bands.
Autopilot Key Assignment
Recommended the following commands be assigned to a key or joystick function.
Autopilot Course Modes - Next/Previous
Adjust Course - Directional Gyro Lower Band - Left and Right
Directional Gyro - Upper Band - Decrease and Increase
Autopilot Setup
01. Plot course on map. Convert grid bearing to magnetic bearing.
02. Startup aircraft as per normal procedure.
03. Adjust repeater compass to the bearing obtained in step one.
04. Adjust the course autopilot preset (lower band) to the bearing obtained in step one.
05. Note current bearing on magnetic compass.
06. Adjust directional gyro (upper band) so it reads the same as the magnetic compass.
07. Take-off, adjust trim of aircraft.
08. Fly to the first navigational mark at approximately the correct course. This could mean
flying back over the departure airfield or prominent navigational mark nearby.
09. Activate autopilot - Adjust course autopilot mode to Course.
10. Always confirm your course by reading map to ground.
11. Occasionally check that the directional gyro bearing matches the magnetic compass.
The target in this exercise is the radar installation on Dungeness (English Point).
After consulting the map we have ascertained that the target is on a course of 312 degrees
magnetic from Tramecourt. See JU88 course for detailed instructions on calculating course.
Hover mouse to the left and right of centre
of the Repeater Compass to identify the
hotspots. Adjust course to 312 degrees.
The Course Autopilot adjustment control.
This adjusts the lower band of the
directional gyro.
Adjust to 312 degrees.
The lower band of the directional gyro
adjusted to 312 degrees.
Hover mouse over the magnetic compass to
determine current magnetic heading.
In this instance 25 degrees.
The dial in the lower right of the image is
the primary illumination control.
Adjust the upper band to match the bearing
identified on the magnetic compass.
In this instance 25 degrees.
Summary. The magnetic compass,
repeater compass and the upper band of
the directional gyro are all aligned at 25
degrees.
The lower band is on the desired course, ie
312 degrees.
After taking off align the upper band reading
with the lower band. The aircraft symbol in
the repeater compass will be pointing to the
top.
Then turn on the autopilot via Course
Adjust - Next/Previous Mode. This can be
operated via the hotspot if preferred.
Confirm your course by reading map to
ground and comparing the autopilot course
with the repeater compass. Some minor
tweaking can be expected.
Bombenabwurfgeraet or Bomb Distributor Controls
This is the Bombenabwurfgeraet on the German planes; bombers of other nations have
similar controls with less impressive names. When carrying multiple bombs, the device
determines when each bomb is dropped . Bombs are dropped in salvos of one or more
bombs. However, the most important feature of a bomb distributor is the Toggle Bombs
Armed command. Bombs carried by any German plane must be Armed. We do not
recommend arming your bombs until you’re close to your target. If you have to ditch along
the way or are hit by an enemy round, an otherwise minor incident will turn your aircraft into
a giant fireball if your bombs are armed.
Use the Bomb Distributor Previous/Next key assignment to select the proper salvo type
- Single or Salvo (both bombs). With the parameters set, drop the bomb/s with the Drop
Ordnance (Bombs) command.
Note that depending on the bomb distributor setting, a single press of the Drop Ordnance
(Bombs) key may drop both bombs or just one.
Recommended Key Assignments
Previous Bomb Distributor
Next Bomb Distributor
Bombs Short Delay
Bombs Armed
Drop Ordnance Bombs
The Bombenabwurfgeraet is displayed at
left. On the lower part of the instrument is a
row of switches.
Currently the instrument is in the off
position.
Clicking the switches will turn on the
instrument and arm the bombs.
Note the left light has illuminated and
the switch has moved. The single light
indicates Single Mode (one bomb will
be dropped per activation of the Drop
Ordnance command).
In the bf110 the option is Salvo (both
bombs are released) or Single. Your
option is selected via the Bomb Distributor
- Previous/Next command. This has to be
assigned to a key.
Note that two lights are now illuminated for
Salvo.
The green circled gauges are the water
radiator temperatures. Below these are the
respective radiator open/close dials.
Single Engine Flight
If one engine is damaged, typically radiator damage, it is still possible to return to base.
Immediately the damage is noticed your mission is to return to base, do not linger. Eject
bombs. Select the damaged engine and reduce pitch on that engine to 8:30. Reduce ATA
to 1.2. Select all engines and open all radiators to 100%.
Select the good engine and try to maintain 250kmh. Trim the aircraft so the trim bubble
is centred. In this condition you should be able to maintain level flight. Monitor the
temperatures of the good engine. If the damaged engine is causing the aircraft to vibrate
you may have to shutdown that engine by first, selecting the damaged engine, then turning
off the fuel cock.
On approach, first lower the undercarriage, then the flaps. Your ability to flare is limited but
a controlled landing is still possible. Short final at 200kmh. Good luck!
Performance Data
RPM (U/min) and ATA gauges
Note the red markings on the RPM and ATA gauges:
. C Continuous operation
. 30 minutes
. 1-2 minutes
Gunner Position
Press C to move to gunners position from
the pilot’s seat.
The initial view will be similar to the image
at right.
See the JG53 JU88 manual for jumping into
another player’s plane as the gunner.
Move MG to firing position.
To move the MG to the firing position the
Firing Position function need to be assigned
to a key. This is found in the Turret section.
In the example at right - Alt F
To use the mouse to move the gun activate
the function - Toggle Independent Mode,
this is in the Camera section.
In the example at right - F10.
This is not the only way to operate the gunner’s position. For example, I use the spacebar to
fire the gun rather than the mouse button.
Klink has offered the following on Turret Use:
Use the CONTROLS/TURRET/AXES to set up joystick for X and Y axis to control
the machine gun. Reverse the X axis (yaw) because your are facing backwards.
Also, set up keys to open and close the rear turret clamshell.
Mouse triggers the gun by default, you might want to put that on space or stick.
In high graphical use circumstances, ie dogfights!, the gunner position performs less than
expected. It appears to overload the graphics of the game and is somewhat problematic.
Never-the-less if you get shot down and your partner is still flying it is good fun to jump into
the gunner’s position of your partner’s plane.
Thach Weave
The Thach Weave, or Beam Defense Position, was developed by Lt. Commander
John "Jimmy" Thach. Although the F4F Wildcat was new to production the Japanese Zero
was superior in maneuverability and rate of climb. So the scenario is similar to what we face
as bf110 pilots.
Thach would deploy two sections of Wildcats flying abreast of each other at a distance that
approximated the turning radius of the Wildcat. Because of their positioning abreast and at
a distance, each section had a good view of the other section's six-o'clock position. When
Zeroes engaged, they'd be forced to choose one section to attack and could be spotting by
the other section. This is one key characteristic that set apart what Thach called his "beam
defense position" from other similar weaving tactics- a commitment to be on lookout for the
other section.
The Thach Weave was originally for two
sections of two aircraft. But can be just as
effective for one section of two aircraft.
The two plane section flew abreast of each
other at the approximate radius of the
aircraft. Because of this positioning each
plane has a good view of the other plane’s
six-o’clock position.
When the enemy engages they would be
forced to choose one plane (or section) to
attack and could be spotted by the other
plane.
Once a plane (or section) was attacked, the
other section either signaled the other one
or just turned in towards that section under
attack. Once alerted, the section under
attack turned towards the incoming section.
If the bandit pressed its attack, it faced a head on attack from the incoming section and if it
withstood that, it would find itself in a position with the incoming section having another firing
pass as each section weaved in and out from each other.
This should be a team manoeuvre well suited to the bf110.