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The Me 210 was the result of a call to Messerschmitt to create a successor to the popular and effective Bf 110 long range fighter and bomber destroyer. The first prototype flew on September 5, 1939. The aircraft was plagued with a myriad of handling difficulties including some vicious stall tendencies. Messerschmitt began a series of modification programs to address the many serious issues encountered during trials. Plans for the Me 210 to replace the Bf 110 were all but abandoned by late 1941 when the Me 210 was still pronounced to be totally unsuitable for operational units.
The decision to stop production wasn't official until April 14th, 1942. Despite this order, development and testing continued, and consequently the most serious issue of poor stability was somewhat resolved. Much money was lost during this long period of troubled development, so for partly political reasons, the project was assigned the designation Me 410.
The Me 410 made its appearance over Britain in June, 1943. With the 210's stability issue improved, the Me 410 was a solid performer, and through many variants, gave the Luftwaffe a formidable heavy bomber interceptor, and ground attack platform. By the end of 1943, 457 Me 410's were delivered to the Luftwaffe. While the Me 410 scored a considerable amount of daytime bomber kills, it was still vulnerable to the latest single-engine Allied fighters.
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Flying characteristics:
The Me 410, was a solid firing platform, with adequate handling qualities. The Me 410 is generally stable in all flight regimes. Stall and spin characteristics require the pilot's full attention, although there is good rudder control up to the point of stall. Stall recovery generally consists of a smooth application of power after pitching the nose down enough to regaining flying speed. Power-on stalls tend to have a fairly sudden wing drop, and in some cases the aircraft may roll to an inverted position if the stall recovery is not prompt. At speeds beyond the maximum dive speed of 450mph IAS (730 kph/391 kts) the controls will tend to freeze and will ultimately reverse or lock. Applying the dive brakes results in moderate slowing, with a slight pitch up. Lowering the undercarriage will pitch the nose moderately down, and dropping flaps will help to counter this effect.
Pilot Comments:
"This is a fast airplane that packs a lot of firepower, but it's not a dogfighter. Get in, get your mission finished and get out, and don't try to engage allied fighters. It's a losing proposition. And beware the stall; there's almost no warning, it's like flying on a knife-edge. The plane will roll inverted almost instantly, and will spin. Stalls and spins are recoverable, but only if you have plenty of altitude."
Combat tactics
Engaging fighters:
First rule - keep your energy high, because if you get into a turning battle, you may easily get into trouble if the enemy pilot has any reasonable amount of combat experience, especially if he is flying a light fighter. Your biggest advantage is your concentrated firepower in your nose (in the heavy fighter configuration), so take full advantage of any head on attack. You also have some degree of defensive armament that can make it difficult for an Allied fighter to line up a shot if coming in from your tail. Use short bursts when loaded with large cannons, and longer bursts when loaded with smaller cannons with more rounds per gun.
Intercepting bombers:
When fitted with heavy cannons, the firepower in your nose is powerful and concentrated, so attacking heavy bombers from an angle; including head on attacks is highly effective. After your first pass, keep your speed high, and make slashing attacks giving the defensive gunners little time to line up a shot. The deadly cone of fire from your nose cannons allows you to put a tremendous amount of power into a small area, so aim carefully and fire in short, concentrated bursts.
Ground attack:
The 30mm and 50mm cannon configurations pack enough power to inflict moderate damage on even larger buildings. If you are lucky enough to come across a convoy traveling in line down a road, one well-executed strafing pass can inflict a significant amount of damage on the entire column. Your nose cannons also perform well in the anti-ship role.
Specifications:
Type: Two-seat heavy fighter / light bomber.
Power Plants: Two Daimler-Benz DB 603G 12-cylinder inverted-vee liquid cooled engines each rated at 1900 h.p. for take-off and 1580 h.p. for climb.
Armament: Two 7.9-mm MG 17 machine guns with 1000 r.p.g. and two 20mm MG151 cannon with 350 r.p.g.
Weights: Ramp 13,550 lb.; maximum 23,500 lb.
Dimensions: Span, 53 ft 7 ¾ in; length 40 ft 11 ½ in; height, 14 ft ½ in; wing area 389.687 sq ft
Firepower Certified Specifications:
Messerschmitt Me 410 A-1 Schnellbomber
ENGINE STARTING
This engine uses the common German "Kommandogerat" system, which automates mixture control. Mixture control is not available on this engine.
GROUND HANDLING
The Ar 324 B has a very narrow track undercarriage, and great care must be taken when maneuvering on the ground.
TAKEOFF (21,769 lbs.)
o Flaps: Up
o Elevator trim: Neutral
o Rudder trim: +15%
o Tailwheel unlocked for best directional control
o Liftoff speed: 125mph/201 kph IAS
CLIMBING (21,769 lbs.)
o Initial climb: 2500 fpm (12.5 m/s) at full power/140 mph IAS
o Normal climb: 155mph (251 kph) IAS @ 1.3 ata/2500 rpm
o Rate of climb: 2077 fpm (10.4 m/s)
LANDING (17,777 lbs.)
o Gear extension: 155mph/275 kph IAS
o Flap extension: 155mph/251 kph IAS
o Approach speed: 130mph/225 kph IAS
o Full flaps at 138mph/224 kph IAS
o Over airfield boundary: 120 mph/200kph IAS
o Touchdown at 95 mph/154 kph IAS
Firepower Certified Specifications:
o Top Speed @ SL: 333 mph TAS (536 kph/290 kts)
o Top Speed @ Alt: 394 mph TAS (634 kph/343 kts) @ 24,300 feet
o Max Cruise @ SL: 303 mph TAS (488 kph/263 kts) @ 1.2 ata/2300 rpm
o Max Cruise @ 24,300 ft: 258 mph IAS/369 mph TAS @ 1.2 ata/2300 rpm
o Normal Cruise: 238 mph IAS/319 mph TAS @ 19,685 feet @ 1.0 ata/2000 rpm
o Climb: 12.1 minutes to 24,300 ft @ 1.3 ata/2500 rpm/155 mph IAS (21,276 lbs)
o Fuel to climb: 56 gallons
o Initial climb: 2500 fpm
o 1 g stall speed, clean: 100 mph IAS (155 kph/83 kts) @ 19,761 lbs
o 1 g stall speed, landing: 84 mph IAS (129 kph/70 kts) @ 19,761 lbs
o Stall behavior: sudden wing drop, recovery difficult, spins possible.
o Takeoff: Liftoff speed 130 mph IAS (209 kph/113 kts) @ 21,276 lbs
o Ramp weight: 17,093 pounds
o Normal takeoff weight: 22,731 lbs
o Test weight: 21,276 lbs
o Max takeoff wt: 23,500 lbs
o Roll rate: Approx. 50 deg/sec at 250 mph IAS.
o Turning rate, in Gs: Approx. 3.0 Gs at 200 mph.
o High speed dives: Controls will freeze/reverse at approx. 500 mph IAS (810 kph/435 kts)
o Vmax: 450 mph IAS (725 kph/390 kts)
o Dive brakes: mild pitch up
o To Gear down: mild pitch down
o To Flaps down: moderate pitch up
o Engines: 2x DB603G inline liquid-cooled V-12
o Takeoff power: 1900 HP @ 1.4 ata/2700 RPM
o Climb (rated) power: 1580 HP @ 1.3 ata/2500 RPM
o Max cruise power: 1375 HP @ 1.2 ata/2300 RPM
o Service ceiling: 32,810 feet
o Fuel capacity: 666 gallons plus 2x 79gallon drop tanks
o Range: 1447 miles
o Fuel consumption at max cruise: 105 gph/engine