Eduard Bf 110G-4 ProfiPACK edition Assembly Manual

Bf 110G-4
GERMAN WWII NIGHTFIGHTER
1/72 SCALE PLASTIC KIT
P r o f i P A C K
INTRO
The first pages of history for the famous Zerstörer Bf 110 were written at the end of 1934, when C-Amt RLM (the technical branch of the Reich's
Air Ministry) issued a specification for a two seat, twin engined aircraft to fulfill a need within the Kampfzerstörer category. Submitted proposals
came from Focke-Wulf (Fw 57), Henshel (Hs 124) and BFW (Messerschmitt Bf 110). In the spring of 1935, the RLM changed its thinking on the
spec, and cancelled the universal Kampfzerstörer category in favor of two specific types, the Schnellbomber and the Zerstörer. The new
concept of a heavy fighter of the RLM were best satisfied by the Messerschmitt design, which wasn't really dictated as much by the original
specifications. The first prototype, the Bf 110 V1, first flew May 12, 1936, and the modified second prototype V2 was submitted to the
Erprobungsstelle in Rechlin on January 14, 1937. Four development aircraft, A-01 to A-04, powered by JUMO 210Da engines, were delivered
at the beginning of 1938. A production run of 45 Bf 110Bs began in July, powered by JUMO 210Ga engines, delivering some 500kW (680hp). At
the end of 1938, the production line for the high performance DB 601 finally got going, and these were mounted into the first major Bf 110
version, the Bf 110C. The Bf 110C, as was the case with the Bf 110B, was armed with two MG FF cannon, mounted in the fuselage below the
cockpit floor, four MG 17 machine guns mounted in the nose and one rear firing MG 15 machine gun manned by the gunner/radio operator.
There was a crew of two. The Luftwaffe received a total of 169 Bf 110Cs by September 1939. The first combat experience of the type in Norway
and France uncovered a small operational radius, unsuitable for an escort fighter. The first attempt to remedy the shortcoming came in the form
of a large, underfuselage conformal type external fuel tank, called the Dackelbauch. The Bf 110C-3, adapted to carry this tank, were
redesignated D-0. Results were not entirely satisfactory with the D version, and so there was a reconstruction of the fuel system, after which
aircraft of the D version carried two drop tanks under the wings, and a small oil tank under the fuselage. The Bf 110D also standardized a longer
fuselage, by way of an extension at the rear carrying a life raft and other emergency survival gear. This was a feature also evident on some
subsequent Bf 110Es, which were equipped with bomb racks under the fuselage and wings. The majority of Bf 110Es were powered by the DB
601N engines. The following Bf 110F received the DB 601F engines housed in reshaped nacelles, with newer, more rounded spinners,
aerodynamic features taken from the Bf 109F. Upgrading efforts were noted in the armament as well, where the MG FF were replaced by MG
151s. Significant changes came with the Bf 110G, powered by new DB 605 engines. The rear firing MG 81Z double gun appeared on the G-2,
and with the G-4 came the replacement of four forward firing machine guns with two 30mm MK 108 cannon. The G-4 also saw larger rudders
mounted. The Bf 110 went through not only technical changes throughout its career, but also through a development of its operational use. It
entered the war as a heavy escort and attack fighter. By the time of the Battle of Britain, it became apparent that the aircraft, in the role of escort
fighter, had been pushing the envelope of its capabilities. On the contrary, as a defensive weapon against British bombers, the Bf 110 made an
extremely good showing of itself, and remained a deadly foe through to the end of the war. The placement of RAF bombing operations within
nighttime hours from 1941 brought the Bf 110 into the realm of nightfighting on the Western Front. On the Eastern Front, they excelled as fast
fighter bombers. Their earlier role as a day attack fighter was still fulfilled not only on the Eastern Front (where they were employed throughout
the war successfully even as the originally envisioned escort fighter), but also on the Western Front into the depths of the summer of 1944,
where the role was abandoned primarily, and finally. As a nightfighter in the G-4 version, thanks to a heavy forward firing armament and radar,
they soldiered on literally until the very end of the war. As such, it was the nightfighter role that would prove to be the most significant for the Bf
110 during the course of the Second World War.
The Bf 110G-4 Version
The evolution of the Bf 110 line was to continue in 1941 with the introduction of the Me 210, a result of the development of the original design
coupled with combat experience. Major ongoing problems with the prototypes and unspectacular results in combat halted production of Me 210
at under 300. The role of the heavy fighter and fighter-bomber for the Luftwaffe would need to continue to be served by the Bf 110, calling for a list
of changes and modifications. The installation of the newly developed DB 605 engines (1470hp at higher performance) allowed for the
development of the stronger and aerodynamically refined 'G' version, represented in combat by the G-2 and G-4. Although the G-2 variant
found its role especially as a heavy day defender, the domain of the G-4 was that of the night fighter. The nocturnal air war over Germany in 1943
saw the RAF targeting German industry and logistical centres, The night fighter was a distinctive piece of equipment that found widespread use
on both sides. The droning of RAF Lancs and Halifaxes was an almost nightly ritual over German cities, factories and harbors. Night fighting
Mosquitoes were tasked with dispatching German defenders before they could intercept their bigger brothers. The Luftwaffe countered with a
sophisticated system of radars and central facilities connected to the night fighters bases in a ground control intercept network. Night air combat
was very different from that of daylight dog fights not only due to physical conditions, but also through the necessary development of specialized
tactics. Instead of aerobatic maneuvering and jockeying, it became preferred to slowly position behind the target, get in close, and hit hard.
Naturally, acquiring a target in low light presented the need for entirely new approaches on its own. Aircraft during this timeframe needed new
armament combinations and electronic equipment to maximize usefulness. Generally, there was no great use for single-engined
developments, although there were successful evolutions of the Bf109 and Fw190 in this role. The bulk of that duty was carried out by twin
engine types whose original role was either that of heavy day-fighter or, more likely, as bombers, such as the Bf 110 , Ju 88, Ju 188, He 219, Me
262, and others. The Bf 110G-4 was the most prolific of all of them. The required equipment for the G-4 was an on-board radar system, mainly
the FuG 202, FuG 220, FuG 212 (+SN-2) and FuG 218. Part of the basic armament was often the installation of 30 mm MK 108 cannon in the
nose, and 20 mm Schräge Musik cannon (slang term for 'Jazz Music', prohibited in Germany at that time) used when the target was above and
slightly ahead of the attacking fighter. Although the Luftwaffe was unable to stop the RAF raids, which steadily increased until the end of the war,
the Bf 110G-4 and their crews deserve great respect for their combat success. As a nightfighter in the G-4 version, thanks to a heavy forward
firing armament and radar, they soldiered on literally until the very end of the war. As such, it was the nightfighter role that would prove to be the
most significant for the Bf 110 during the course of the Second World War.
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