22 replies to this topic

[J311yfish]

This thread will be an avenue to:

1) introduce historical information for current in-game aircraft

2) provide greater understanding of German aircraft development as it might relate to Japan, Italy, and France

3) identify potential avenues for new lines

4) identify potential premiums

5) identify borrowed/captured German technology

Edited by J311yfish, 16 November 2016 - 01:51 AM.

[J311yfish]

Tier I

 

Arado Ar 65 -- (prior to 11/1932) -- 85+ built -- [1,930 kg] -- delivered 1933-1936

 

Background

-- "[Arado] was formed in 1925 ... and Ing Walter Rethel was appointed as chief designer ... By 1928 the company had built the SD I single-seat fighter [among others], but despite this, the Arado company failed to gain any large production contracts." (Smith & Kay, 8)

-- "... up to the end of 1932 only four new single-seat fighters were produced.  These were the Arado Ar 64 and the Heinkel HD 43, which were little more than the Arado SD III and Heinkel HD 38 with minor refinements.  They were followed by the Arado Ar 65 and Heinkel HD 49, which appeared to be fundamentally new designs, but they were still wood, steel-tube and fabric aircraft, and still armed with [2x7.9mm MG 17].  As a result of the experiments undertaken at Lipetsk these machines were equipped to carry five or six 10 kg bombs for infantry bombardment.  In performance terms they differed little from their predecessors.  What they had gained in higher level flying speed they had lost in climb performance, on account of their greater weight.  Although the machines were now heavier, they were correspondingly stronger, better equipped ... easier to operate and maintain, and were far superior aircraft in their usefulness." (Kosin, 73)

-- "The Arado Ar 64 was a development of the Arado SD II, and indeed it was difficult to distinguish between the two, the fuselage was somewhat longer, the fin and rudder were larger but with a slightly narrower fin, in an attempt to improve the rather difficult flying characteristics.  But nothing was fundamentally new.  Powered by the same geared Siemens Jupiter as was used in its predecessor, with its large, 4-bladed propeller, the Ar 64 had the same unpleasant take-off and landing qualities." (Kosin, 74-75)

​-- "On [01/30/1933], Adolf Hitler was summoned to meet President Hindenburg and within two hours had become Chancellor of the Third Reich." (Smith & Kay, 3-4)

​-- "Early in 1933, Hugo Stinnes [the original financier] died, Walter Blume was appointed as chief engineer and on [03/04/1939], a new company was established as the Arado Flugzeugwerke GmbH." (Smith & Kay, 8)

 

Arado Ar 65

-- "... the first machine produced for the new German Luftwaffe." (Kosin, 74)

-- "The next Arado fighter, the Ar 65, was fitted with the BMW VI, like the HD 43.  It took a practiced eye to differentiate between the two aircraft at first sight: both were staggered biplanes with slightly smaller lower wing, and a rectangular planform with rounded tips.  Ailerons were fitted to both wings, and were linked by a connecting rod." (Kosin, 75)

-- "The Ar 65 had been preceded by an experimental Ar 64 fitted with a BMW VI engine, which indicated that the fuselage should be 60 cm longer, deeper at the tail end, and have a larger fin.  With these modifications the Ar 65 was an extraordinarily docile, easy to fly aircraft, whose flying qualities were a marked improvement on previous developments.  To a large extent these improvements were due to the work of test pilot von Schonebeck, a former [WWI] fighter pilot ... he was also a member of the Lipetsk team.  In the early thirties he was director of the Rechlin test center." (Kosin, 75)

-- "... subsequently built in quite large numbers, as it was to form the cornerstone of the fighter section of the Luftwaffe, which was formed in 1933." (Kosin, 75)

-- "Intended as a successor to the Ar 64, the Ar 65 appeared in 1931 with a 750hp BMW VI 7,3 12-cylinder water-cooled engine and [2x7.9mm (S)]. 3 prototypes, the Ar 65a, 65b and 65c, which embodied equipment changes and differed in minor structural details, were followed by the initial production model, the Ar 65d, in 1933. Minor changes resulted in the Ar 65e and 65f production models, which had the vertical fuselage magazine for 6 22-lb (10kg) bombs deleted.  The Ar 65 was operated, alongside the Ar 64, by both the Fliegergruppe Döberitz and Fliegergruppe Damm, and, in 1935, relegated to the tuitional role." (Green, 22)

-- "Production of the Ar 65 terminated early in 1936, a total of 85 Ar 65e and Ar65f having been delivered.  The following data related to the Ar 65e. Max speed 186 mph (300  km/h) @ 5,415 ft (1,650m). Time to 3,280 ft (1,000m), 1.5min. Empty 3,329 lb (1,510kg). Loaded 4,255lb (1,930kg)." (Green, 22-23)

-- Span 11.20m; length 8.40m; height 3.42m; wing area 30.00m². (Green, 22-23

 

Italy

-- As of 06/19/1933, Germany was to acquire 36 Fiat CR.30's from Italy and 36 Arado Ar 65's to form two fighter wings.  The purchase was not completed. However, those CR.30's supplied to Austria 1934-1936 were eventually taken over by the Luftwaffe anyway, along with the earlier Fiat CR.20's. (Kosin, 125; Thompson, 148)

 

Japan

-- The same BMW VI engine was used in Japan for the Kawasaki KDA-5 (Type 92) designed by Richard Vogt (of Blohm & Voss fame) with assistance by Takeo Doi (of Ki-61 fame).  The aircraft was first flown 07/1930 and ordered into production 01/1932 and served as an interceptor in Manchuria and northern China 1932-1935.  It was supplanted by the Kawasaki Ki-10 (design ordered 09/1934), which used a license-built version of the BMW VI.  Like Sweden, with the Svenska Aero Jaktfalken biplane that entered service 01/1930, this is a case of German aircraft engineers abroad gathering experience in the creation of military aircraft.  Richard Vogt also designed the Kawasaki Ki-5 monoplane, and the similar Ha 137 (V1) after return to Germany.

 

Bulgaria

-- "12 aircraft were presented to the Bulgarian Air Force in 1937." (Green, 22)

 

Hienkel He 51

-- "When the Ar 65 proved a success, work on the Heinkel HD 43 was discontinued.  Heinkel's next design was the HD 49, which broke new ground for the company.  Gone were the angular lines, the box fuselage cross-section; instead the fuselage was slender, elegant and rounded.  The improvement was probably more visual than actual, for a braced biplane with fixed undercarriage, crude radiator installation and open cockpit offered such high drag that the resistance of the fuselage was relatively insignificant.  Incidentally, the small improvement in drag resulting from the rounded fuselage was partly nullified by the transition between the lower wing and the round fuselage, which is a very difficult area in aerodynamic terms. // The HD 49 first flew in [11/1932], but once again the expected improvement in performance did not materialize, and the aircraft was revised again.  This time the standard undercarriage with its six struts and (divided) axle was replaced by a single-leg undercarriage braced to the lower wing.  The result was the He 51, whose first flight took place in the summer of 1933.  In other respects the two aircraft were almost identical ... // A few dozen He 51's were built initially, followed by a few hundred more once secrecy was no longer required.  They were the successor to the [Ar 65] as standard equipment for the fighter squadrons of the Luftwaffe.  Quantity production had to wait until 1935-1936, when larger factories had been built." (Kosin, 75-76)

 

Edited by J311yfish, 30 May 2018 - 03:26 AM.

[J311yfish]

Tier II

 

Focke-Wulf Fw 56 Stosser (Hawk) (1934)  -- Kurt Tank -- 

 

Focke-Wulf

-- "On [01/01/1924], Prof Heinrich Focke, Georg Wulf and Dr Werner Neumann founded the Focke-Wulf Flugzeugbau AG at Bremen ... In 1927, Georg Wulf was killed testing the unusual F 19 sportsplane, and from 1931 Focke turned to the design of rotary-wing aircraft.  In [09/1931], Focke-Wulf amalgamated with the Albatros works at Johannisthal and on [11/01/1931], Dipl Ing Kurt Tank joined the company as chief designer.  In [06/1936] Focke-Wulf became a limited company under the new designation of Focke-Wulf Flugzeugbau GmbH." (Smith & Kay, 10)

 

-- "Around this time enthusiastic reports were circulating of a Polish fighter, the P.Z.L. P.24. It was said to be the best fighter aircraft of all, outclassing everything at home and abroad. It was a strut-braced high-wing monoplane with gull wings, a layout that had also been tried in France [Loire 46]." (Kosin, 86)

 

-- "This new Focke-Wulf monoplane, the Fw 56, is intended for the training of pilots in aerobatics and fighting maneuvers.  The engine is an Argus inverted vee eight of 240hp." (Flight 05/23/1935 p.560)

-- variable-pitch airscrew tested on Argus AS 10 engine. (Flight 04/09/1936 p.374)

-- image (Flight 05/21/1936 p.548)

-- "The [Fw 56] Stosser (Hawk) had no fin in the usual sense, just a vestigial post and a fairly large rudder.  Its directional stability was not quite so good, and it also lacked the same outstanding spin qualities.  The [Ar 76, conversely] was faultless in this respect, as a pilot could recover even from an inverted spin by releasing the stick. // The two aircraft had virtually identical dimensions and weights. // The Fw 56, with its rounded contours, had a slightly more pleasing appearance, and in this case attention to styling seems to have paid off, as it was ordered in larger numbers." (Kosin, 87)

-- wingspan 10.5m; length 7.65m; wing area 14m²; all-up weight 1,040kg; wing loading 75 kg/m². (Kosin, 87)

-- appeared in 1934; designed by Kurt Tank (Munson, 144)

 

 

 

Fieseler Fi 98 (1933+) -- Erich Bachem and Rheinhold Mewes -- 1 built

 

-- "After distinguished service as a fighter pilot during [WWI], Gerhard Fieseler became one of the finest aerobatic pilots in the world.  In 1928, the Raab-Katzenstein GmbH produced the F 1 Tigerschwalbe biplane to his design, and on [04/01/1930], Fieseler purchased the Segelflugzeugbau Kassel.  Renamed as the Fieseler Flugzeugbau in 1932, the company produced the F 2 Tiger, the unusual F 3 Wespe to the design of Dr Alexander Lippisch and the F 4 and F 5 sports monoplanes.  During 1933 Erich Bachem and Rheinhold Mewes joined the company as technical director and chief designer and began work on the Fi 97 and Fi 98.  On [04/01/1939], the company became the Gerhard Fieseler Werke GmbH." (Smith & Kay, 9)

 

 

Arado Ar 67 (late autumn 1933) -- 1 built

 

 

Rols-Royce Kestrel VI 520hp @ ground level; 640hp @ 4200m

2x7.9mm MG 17

Data: Kosin, 77-78 / Green, 23

 

-- "Appreciably smaller and lighter than the Ar 65, the Ar 67a, powered by [Rolls-Royce Kestrel VI 640hp @ 4267m] was flown in the late autumn of 1933.  Featuring a welded steel-tube fuselage, wooden wings and fabric and plywood skinning, the Ar 67 was to have carried [2x7.9mm MG 17], but development was abandoned in favor of the Ar 68, only 1 prototype being completed." (Green, 23)

-- Max speed 340 km/h @ 3,770m; initial climb 8.0 m/s; empty 1,270kg; loaded 1,660kg; span 9.68m; length 7.90m; height 3.10m; wing area 25.06m². (Green, 23)

 

-- "In 1932 Arado produced the Ar 67 and Ar 68 designs, both of them biplanes, naturally. // The lower wing of the Ar 67 was larger than on previous Arado fighters built for the Reichswehr. The reasoning behind this change was that the landing flaps, which extended over the entire span, would be more effective if the wing were longer. Ailerons were fitted to the upper wing only, but although of generous dimensions, they were not sufficiently powerful to overcome the roll damping of the relatively large lower wing, and roll response was inadequate.  One notable innovation was the tail arrangement, where the fin was set forward of the tailplane; this was to become a characteristic feature of all Arado's single-engined aircraft. // The tail layout was designed to avoid the fin being blanketed by the tailplane in a spin. The Arado arrangement, in conjunction with an adequately large fin, proved to be the safe means of recovering from a spin.  The only alternative was to mount a large part of the fin below the tailplane, a solution which is not always ideal, especially on jet aircraft.  Inexplicably, the Arado design found few imitators, although 25 years later the long-time technical director of the Italian firm Aermacchi spoke to the author, and described the tail arrangement of his MB.326 trainer, which had become famous for its good flying qualities, as the 'Arado arrangement.'" (Kosin, 76-77)

-- "The power plant for the Ar 67 was the Rolls-Royce Kestrel, which produced 525hp at full revolutions on the ground and 640hp at an altitude of 4200m.  Unfortunately, since the engine was driving a fixed-pitch propeller designed for a speed of 350 km/h @ 4000m altitude, the speed fall off of the motor at ground level was so great that much less than the 525 nominal horsepower was available. The result was that the aircraft's performance either at take-off or in terms of speed -- except at altitude -- was not convincing. Only 1 example was built." (Kosin, 77)

-- "The Ar 67 was soon followed by the Ar 68 …" (Kosin, 78)

-- Wingspan 9.7m; length 7.9m; wing area 25 m²; empty 1,325kg; all-up weight 1,760kg. (Kosin, 77)

 

 

Kawasaki Ki-5 (02/1934) -- Richard Vogt (in Japan) -- lost to Kawasaki Ki-10 (03/1935)

Production	Airframe	Engine	Speed	Armament	Bombs
4 prototypes (1934)	II  Ki-5	III Kawasaki Ha-9-I*  720-800hp (3- or 2-blade prop)	361 km/h	II  2x7.7mm

Data:  Mikesh     Specifications in-game    Climb 8:00 to 5000m; ceiling 9000m.  *German BMW IX engine manufactured by Kawasaki (Weiliczko, 8)

 

Notes:

-- As a replacement for the Kawasaki Army Type 92 Fighter, in June 1933 the Army instructed Kawasaki to begin work on a new fighter.  This was to be a radical change in design and was to be a fully cantilever low-wing monoplane which the Army designated Ki-5.  The design was initially supervised by Dr. Richard Vogt with chief designer Takeo Doi and the company completed the first prototype in [02/1934].  (In 1933, before the airplane was completed, Vogt returned to Germany as chief desinger, general manager, and part owner of the Hamburger Flugzeugbau.)" (Mikesh, 155)

-- "The Ki-5 had an inverted gull-wing to provide better downward visibility for the pilot and make possible a shorter undercarriage.  It was powered by an Ha-9 I water-cooled engine, a development of the Kawasaki-BMW IX, with a three-bladed metal propeller." (Mikesh, 155)

-- "In all, 4 prototypes were built, each having differences in center-section anhedral, outer wing dihedral, fuselage shape, undercarriage configuration, radiator, seat positioning and other refinements.  These failed to produce a good airplane with desired visibility for the pilot, or good stability at low speeds.  Progressive designs reduced and finally eliminated the inverted-gull wing concept." (Mikesh, 155)

-- "Efforts continued for more than half a year to improve the Ki-5's performance, but in [09/1934] the Army decided that the airplane showed little promise of achieving the desired maneuverability and cancelled the project.  In general, test results showed that it had poor lateral stability at low speed and suffered from engine vibration and engine cooling system problems.  By now, with the passing of much time, Kawasaki had an alternative, reverting to biplane layout, and the Army then turned its attention to developing this later airplane which became the Ki-10 fighter (Perry)." (Mikesh, 156)

-- for excellent narrative see Wieliczko's coverage of Ki-27 development (Wieliczko, 9).

 

 

 

 

Heinkel He 51 (summer 1933) -- Siegfried and Walter Günter -- 700 built -- delivered 04/1935+

 

Background

-- "After [WWI] ... [Ernst Heinkel] formed his own company [12/01/1922] at Warnemünde.  Ostensibly producing aircraft for the Swedish SAAB company, Heinkel continued the development of military aircraft for a large variety of customers.  During 1932 a new factory was opened at Rostock, and on [05/04/1937], the first aircraft was rolled out from Heinkel's ultra-modern factory at Oranienburg near Berlin.  After the invasion of Poland, Heinkel took over the P.Z.L. factory at Mielec and in 1942 his design staff were transferred to Vienna-Schwechat." (Smith & Kay, 11)

-- "When the Ar 65 proved a success, work on the Heinkel HD 43 was discontinued.  Heinkel's next design was the HD 49, which broke new ground for the company.  Gone were the angular lines, the box fuselage cross-section; instead the fuselage was slender, elegant and rounded.  The improvement was probably more visual than actual, for a braced biplane with fixed undercarriage, crude radiator installation and open cockpit offered such high drag that the resistance of the fuselage was relatively insignificant.  Incidentally, the small improvement in drag resulting from the rounded fuselage was partly nullified by the transition between the lower wing and the round fuselage, which is a very difficult area in aerodynamic terms. // The HD 49 first flew in [11/1932], but once again the expected improvement in performance did not materialize, and the aircraft was revised again.  This time the standard undercarriage with its six struts and (divided) axle was replaced by a single-leg undercarriage braced to the lower wing.  The result was the He 51, whose first flight took place in the summer of 1933.  In other respects the two aircraft were almost identical." (Kosin, 75-76)

He 51

-- "A few dozen He 51's were built initially, followed by a few hundred more once secrecy was no longer required.  They were the successor to the [Ar 65] as standard equipment for the fighter squadrons of the Luftwaffe.  Quantity production had to wait until 1935-1936, when larger factories had been built." (Kosin, 75-76)

-- "During the raids on Madrid and other towns in 1937-1937 [Spanish Civil War], the standard bomber used intitially was the Junkers 52/3m and the standard escort fighter, the Heinkel 51.  The He 51, operated by 3./J88, soon proved too slow and vulnerable against Russian and American fighters and as a result of this and the consequent losses, it was withdrawn from operations at the beginning of 1937.  The German Command was now faced with the choice of either withdrawing the Heinkels from Spain altogether or employing them in another way.  The solution was to employ them in the low-level ground-attack role.  Refitted with racks to carry [6x10 kg] bombs, the He 51's were put back into operation in [03/1937].  In co-operation with the ground troops and reconnaissance formations, these Staffeln​ were now used in director support of the Army on the battlefield.  Methods and tactics were quickly improved and offensive and defensive operations were soon being carried out by Franco's troops solely with the assistance of the ground-attack units. // At first, co-operation ... was of the most primitive kind and there was no ... effective method of signaling, yet the pioneering efforts ... proved successful.  The He 51's joined later by Hs 123's, Ju 87's and Bf 109's, were used with decisive results in the ground-attack role." (Pegg & Creek, 20)

-- "The He 51a was the rebuilt 3rd prototype of the He49c and carried the civil registration D-ILAY during the summer of 1933. It was designed by Siegfried and Walter Günter who were the leading designers in Dr Heinkel's team at Rostock. The aerodynamic form displayed the influence of both the designers." (Griehl, 8)

-- "The 10 aircraft of the He 51 pre-production batch differed in minor respects. The raised fairing on the rear fuselage was removed, while a revised tail ski and a new exhaust system were installed.  3 aircraft (A-01, A-04 and A-05) were evaluated during the summer of 1934." (Griehl, 9)

-- "A total of 150 He 51 A-1s was built by Heinkel and Arado. The first 4 aircraft were delivered to JG 132 in early [04/1935] and were accepted by the Luftwaffe." (Griehl, 10)

-- "To assess the modern equipment, Charles Lindberg was allowed to take a look at the new He 51 which was made ready on a shooting range." (Griehl, 11)

-- "Exactly 450 He 51 B-1s followed the pre-production batch of 12 B-0s and were produced by Heinkel, Ago, Erla and Fieseler; the 1st machines were delivered to Luftwaffe units late in 1935. The improved aircraft were equipped with a strengthened undercarriage and a jettisonable fuel tank (of 170 liter capacity) beneath the fuselage." (Griehl, 11)

 

 

Arado Ar 68 (summer 1934) -- delivered 1936+

 

 

-- "In 1932 Arado produced the AR 67 and AR 68 designs, both of them biplanes ..." (Kosin, 76)

Ar 67

-- "The lower wing of the Ar 67 was larger than on previous Arado fighters built for the Reichswehr.  The reasoning behind this change was that the landing flaps, which extended over the entire span, would be more effective if the wing were longer.  Ailerons were fitted to the upper wing only, but although of generous dimensions, they were not sufficiently powerful to overcome the roll damping of the relatively large lower wing, and roll response was inadequate.  One notable innovation was the tail arrangement, where the fin was set forward of the tailplane; this was to become a characteristic feature of all Arado's single-engine aircraft. // This tail layout was designed to avoid the fin being blanketed by the tailplane in a spin.  The Arado arrangement, in conjunction with an adequately large fin, proved to be the​ safe means of recovering from a spin.  The only alternative was to mount a large part of the fin below the tailplane, a solution which is not always ideal, especially on jet aircraft.  Inexplicably, the Arado design found few imitators, although 25 years later the long-time technical director of the Italian firm Aermacchi spoke to the author, and described the tail arrangement of his MB.326 trainer, which had become famous for its good flying qualities, as the 'Arado arrangement.' // The power plant for the Ar 67 was [Rolls-Royce Kestrel], which produced 525 hp at full revolutions on the ground and 640 hp at an altitude of 4200m.  Unfortunately, since the engine was driven using a fixed-pitch propeller designed for a speed of 350 km/h @ 4000m ... the speed fall off of the motor at ground level was so great that much less than the 525 nominal horsepower was available.  The result was that ... performance either at takeoff or in terms of speed -- except at altitude -- was not convincing.  Only one example was built." (Kosin, 76-77)

 

Ar 68

-- "Developed in parallel with the Ar 67, the Ar 68 was first flown in the summer of 1934, the initial prototype, the Ar 68a, having a BMW VId engine rated at 750hp for 1 minute at sea level. The 2nd and 3rd prototypes, the Ar 68b and 68c, differed primarily in having the later [Junkers Jumo 210A 680hp @ t/o] 12-cylinder inverted-Vee liquid-cooled engine … the latter carrying an armament of [2x7.9mm MG 17] with 500 rpg. The 4th and 5th prodotypes, the Ar 68d and 68e respectively powered by the BMW VI and Jumo 210Da, were production prototypes.  Shortage of the Jumo engine delayed planned quantity manufacture of the Ar 68F-1 with the BMW VI 7,3Z engine, being produced during the spring and summer of 1936. This was followed by the Ar 68E-1 with the Jumo 210Da engine later in the year, this engine later giving place to the similarly rated Jumo 210Ea.  2 Ar 68Es underwent operational trails in Spain during 1938, and during the early weeks of [WW2] this type was operated as a night fighter by the Luftwaffe.  The Ar 68H, which appeared as a single prototype in the spring of 1937, featured [BMW 132Da 850hp supercharged] 9-cylinder air-cooled radial and an enclosed cockpit." (Green, 23)

-- "The following data are for the Ar 68E-1. Max speed 190 mph (306 km /h) @ SL; 208 mph (335 km/h) @ 8,695 ft (2,650m). Initial climb 2,480 ft/min (12.6 m/s); range 500 km; empty 1,600kg; loaded 2,020 kg; span 11.00m; length 9.50m; height 3.30m; wing area 27.3m²." (Green, 23-24)

-- "The Ar 67 was soon followed by the Ar 68, whose lower wing was smaller in relation to the upper wing, but was still equipped with landing flaps.  With its large, effectively balanced ailerons in the upper wing, the machine's roll response was good, and its general flying qualities, even in the spin, were excellent in every respect, thanks to the new tail arrangement and longer fuselage.  In 1978 a very experienced test pilot mentioned the aircraft in his memoirs: 'The Ar 68 was perfection to fly'.  The firm had settled on a cantilever single-leg design for the undercarriage, but could still not see its way clear to build cantilever tail surfaces.  Whether the two V-struts were intended to brace the tailplane to the fin, or vice versa, is not completely clear.  The Ar 68 was under construction in the summer of 1933, when the He 51 was already flying and had been ordered in small numbers.  It was hoped that the machine, with its reliable flying characteristics, would prove to be a successful and competitive contender for the new tactical requirements, laid down in [10/1932].  The intention was to install a high-altitude engine, [Junkers-Jumo 210], which had been under development for some time.  However, the Jumo 210 was not yet available -- the first experimental installation in a Junkers W 34 was not made until the summer of 1934 -- and the first of the 3 prototypes ordered was fitted with the BMW VI.  The result was that the aircraft's performance was the same as that of the He 51; it could hardly have been different.  The two machines were practically identical in terms of drag, and both firms exaggerated their performance figures equally." (Kosin, 78-79)

-- "Arado got it right with the Ar 68's reliable flying characteristics.  It turned out to be an easy to fly, docile aircraft; this could not be said wholeheartedly of the He 51 ... [test pilot killed due to flat spin] ... With its larger, well-balanced ailerons the Ar 68 was also superior [to He 51] in terms of roll response, with the result that the procurement program was reversed in 1936.  Most fighter squadrons were equipped with the Ar 68." (Kosin, 79)

 

 

AGO Ao 192 Kurier (prior to 02/1937) -- 0 built

 

1936

-- variable-pitch airscrew tested on Argus AS 10 engine. (Flight 04/09/1936 p.374)

1937

-- "After a complete disappearance, as far as aircraft construction is concerned, since pre-war days, the German Ago Company has reappeared with a twin-engined 6-passenger feeder-line type. This machine, known as the Kurier, is of low-wing all-metal construction, and has [2x Argus 240hp] engines."(Flight 02/04/1937 p.129)

-- "Rather along the same lines [as the Gotha Go.146], but seating 6, is the new Kurier, made by the Ago company.  It is shown only as a model.  Engines from 240 to 330hp can be installed (Argus As.10, Gipsy Six or Menasco Buccaneer are cited), and the cruising speed on 480hp is given as 174 mph. The span is 45 ft, useful load 1,880 lb, gross weight 6,000 lb and range 685 miles." (Flight 06/03/1937 p.556-557)

-- "Of similar power [to Fiat G.18] (480 hp supplied by 2 Argus or Hirth engines) the Ago Kurier and Halle FK.104 light transports or rich man's tourers represent the latest German practice in the construction of comparatively small 'twins.' With top speeds of the order of 200 mph they should  be excellent propositions for feeder line work.  The Kurier is the more striking of the two, with its sharp dihedral on the outer wing panels and its wide retractable undercarriage." (Flight 10/07/1937 p.352)

https://www.flightgl...937 - 0317.html

https://www.flightgl...937 - 0941.html

https://www.flightgl...937 - 1478.html

https://www.flightgl...937 - 2845.html <-- engine debut

 

1938

-- "Meanwhile, the main race, the Maux Air Derby, was going strong. There were 13 starters, but, contrary to all superstition, every one of them finished the course and there were no disqualifications.  The chief interest centered on the back-markers, the two Mew Gulls, the Ago Kurier, the 3 Messerschmitt Taifuns and the little T.K.2, all of which were beautifully flown and set an example of perfect cornering …" (Flight 06/16/1938 p.589)

-- "Of particular interest was the first appearance in Sweden of the German transport, the Ago 192, or Kurier.  Seating 4 passengers, the Kurier is a low-wing monoplane with retractable undercarriage and [2x Argus 240hp], which give a cruising speed of 178 mph [286.5 km/h]. Chiefly destined for feeder or charter work, it may be a 4-, 6-, or even 8-seater.  Passengers are allowed to smoke and the accommodation includes a cocktail cabinet and a broadcast receiver for the entertainment of passengers. The machine is also claimed to be suitable for military purposes, either for reconnaissance or as a light bomber, and it is being used extensively in Germany for blind-flying instruction.  Herr Gerd Achgelis, the famous aerobatic pilot, took the Kurier up from Bromma on the Monday and showed a slightly dazed party of Swedish experts a series of demonstrations that had to be seen to be believed, and even then, in some cases, remained unbelievable." (Flight 09/22/1938 p.264)

https://www.flightgl...938 - 1385.html

https://www.flightgl...938 - 3561.html

 

1939

-- "One type -- the Ago Kurier -- is of particularly advanced design and has Handley-Page automatic slots. With [2x Argus 240hp] a speed of nearly 210 mph [338 km/h] is attainable." (Flight 04/27/1939 g)

https://www.flightgl...939 - 2012.html <-- controllable pitch airscrew

 

 

 

 

 

 

Edited by J311yfish, 30 May 2018 - 05:29 PM.

[J311yfish]

Tier III

 

Blohm und Voss Ha 137 / V1 (1935-1936) -- Richard Vogt -- 6 built

 

-- Richard Vogt also designed the Kawasaki Ki-5 (02/1934) for Japan (tier II premium)

 

 

Dornier Do 17 Z-7 Kauz (Owl) -- (1940)

 

-- "As was the case with every other German night-fighter, the Do 217N was developed as a variant on an existing aircraft.  The starting point had been a bomber or reconnaissance aircraft which first flew in 1934.  Development had continued via a number of intermediate stages, which had included the Do 17M and P, and in 1940 the Do 17Z night-fighter had been produced in the greatest possible haste more or less by converting the existing model.  Since then there had always been one or more night-fighter variants in the Do 17 family, the Do 215 and the Do 217, during the various stages of development." (Kosin, 162)

-- "In 1933 [Dornier had] factories at Friedrichshafen, Manzell, Löwenthal and Allmansweiler, plus a subsidiary at Wismar." (Smith & Kay, 9)

 

 

 

 

Focke-Wulf Fw 159 (11/1935) -- Kurt Tank -- 3 built -- [2,250 kg] -- eclipsed by He 112 and Bf 109

 

Fw 159

-- "One of the singularly few single-seat fighter monoplanes of parasol configuration to feature a retractable undercarriage, the Fw 159 designed by Kurt Tank was of all-metal construction with a monocoque fuselage. the first of 3 prototypes [V1] flew in the spring of 1935 with a [Junkers Jumo 210A 610hp @ t/o], and was written off during the initial landing when the undercarriage failed.  The 2nd prototype, the [V2], initially differed only in having a reinforced oleo-hydraulic undercarriage actuating mechanism, but was subsequently fitted with [2x7.9mm MG 17 (S)] and [Jumo 210Da 680hp @ t/o].  The [V3] initially flew with [Jumo 210B 600hp @ t/o; 640hp @ 2,700m], but this prototype was eventually fitted with a fuel-injected [Jumo 210G 700hp @ t/o; 730hp @ 1,000m] carrying the [2x MG 17] and having provision for [1x20mm MG FF (E)]. The Fw 159 offered inferior performance to the competitive Heinkel He 112 and Messerschmitt Bf 109, and development was discontinued." (Green , 213-214)

-- "The following data relate to the Fw 159 V2 when fitted with the Jumo 210Da. Max speed 384 km/h @ 4,000m; 12.5min to 6,000m; range 652 km; empty 1,875kg; loaded 2,250kg; span 12.40m; length 10.00m; height 3.75m; wing area 20.20m². (Green, 213-214)

-- pursuit fighter contract received 09/1934; mock-up inspected 06/1935; prototype ready for first flight 11/1935. (Kosin, 101-103)

-- competed against  He 112 and Bf 109. (Kosin, 103)

-- "Like the Arado Ar 80, the Fw 159 had a steel-tube framework fuselage at the nose, covered by removable sheet panels, to ensure unobstructed access.  The rear section, aft of the pilot's seat, was a monocoque structure, carrying the cantilever tail surfaces at the end, again like the Ar 80.  The tail arrangement ... was quite different, however, with the tailplane mounted forward of much of the fin.  Only a vanishingly small part of the vertical stabilizer was visible from below the tailplane.  The undercarriage consisted of two cantilever spring struts, which folded up and retracted into the front part of the fuselage.  The pilot's cockpit was covered by a glazed canopy which could be slid back on the rails." (Kosin, 103)

-- suffered from weak undercarriage during development. (Kosin, 103)

Fw 259

-- "In [04/1937] reappeared in the lists under the designation Fw 259, this time fitted with the [DB 601] engine, but a laconic note was appended: 'zero-series will not be built, as the aircraft is no longer of interest for procurement.' The DB 601-powered version was never built." (Kosin, 103)

 

 

Arado Ar 80 (early 1936) -- Walter Rethel -- 5 built -- [2,100 kg] -- eclipsed by He 112 and Bf 109

 

-- "Inspection of the Arado 80 mock-up took placed in [07/1934], followed by the Heinkel He 112 and the Messerschmitt Bf 109 in [10/1934]." (Kosin, 93)

V1

-- "Designed by Dip-Ing Walter Rethel, the Ar 80 was one of 4 contenders in a single-seat fighter monoplane contest and for which the company was awarded a development contract in [02/1934]. Of all-metal construction with reverse-gulled cantilever low wing and fixed, spatted undercarriage, the first prototype, the Ar 80 V1, was powered by [Rolls-Royce Kestrel V] with a continuous rating of 695hp and 812hp available for take-off. This aircraft was destroyed in a landing accident." (Green, 24)

-- "Much valuable time was wasted in attempts to make the original design function correctly, but eventually it became necessary to develop an altogether new retracting mechanism. However, building a new undercarriage takes almost as long as an entire aircraft. If the machine was not to be hopelessly late for comparative flight testing, which had originally been planned for the end of 1935 and subsequently postponed to the beginning of 1936, a temporary solution had to be found. A fixed undercarriage was installed, legs and wheels were fitted with streamlined fairing and spats, and the machine was sent for flight testing.  It is widely believed that the Ar 80 was designed from the outset with a fixed undercarriage, but that is not the case." (Kosin, 97)

V2

-- "Initially, the 2nd prototype, the Ar 80 V2, was similarly powered, but it was subsequently re-engined with a [Junkers JumoCa 695hp t/o]." (Green, 24)

V3

-- "Also powered by the Jumo 210Ca, the Ar 80 V3 was the first prototype fitted with armament, comprising [1x20mm (E) + 2x7.9mm (S)]." (Green, 24)

-- Max speed 425 km/h @ 4000m; climb 5.8min to 4000m; normal range 600km; empty 1645kg; loaded 2100kg; span 11.80m; length 10.10m; height 2.95m; wing area 21.00m². (Green, 24)

-- "... was fitted with a revised wing eliminating the inverted gull arrangement and was modified as a 2-seater. A proposed production version … with a Jumo 210Ea and fully-retractable main undercarriage was discontinued upon selection of the [Bf 109] to fulfill the requirement." (Green, 24)

V4 and V5

-- "The Ar 80 V4 was fitted with a fuel-injection Jumo 210Ga engine and featured an enclosed cockpit, both this and the Ar 80 V5 undergoing extensive testing at Rechlin for the evaluation of new instrumentation and subsequently at the Tarnewitz armament center, finally being returned to Arado for the defense of the company's airfield at Warnemünde." (Green, 24)

-- "The experience which Arado obtained with the test aircraft had no great influence on the company's subsequent aircraft developments." (Kosin, 97)

 

 

Focke-Wulf Fw 57 (05/1936) -- Kurt Tank and Bansemir -- 3 built -- [8,300 kg] -- lost to Bf 110

 

-- "The Fw 57 was designed to the Kampfzerstörer concept: a heavy fighter capable of clearing a path for bomber formations through defensive fighter screens.  A 3-seater, conceived by Kurt Tank but primarily the responsibility of Dipl-Ing Bansemir … competed with the Henschel Hs 124 and Messerschmitt Bf 110, 3 prototypes of each of the contenders for Luftwaffe contracts being ordered.  Of all-metal construction and powered by [2xDB 600 960hp], the Fw 57 was intended to be equipped with [2x20mm MG FF] on semi-flexible mounts in the extreme nose and a similar weapon in an electrically operated Mauser dorsal turret. The first prototype, the Fw 57 V1, was flown in the late spring of 1936, by which time the Kampfzerstörer specification had been superseded.  Structurally overweight, the Fw 57 proved seriously underpowered, despite the fact that the heavy cannon armament was never fitted, and although all 3 prototypes were flown, the test program had been abandoned by the late autumn of 1936." (Green, 213)

-- Max speed 404 km/h @ 3000m; 365 km/h @ SL; empty 6,800kg; loaded 8,300kg; span 25.00m; length 16.57m; height 4.10m; wing area 73.50m². (Green, 213)

-- competed against BFW Bf 110 and Henschel Hs 124. (Kosin, 90)

-- Bf 110 design ignored the terms of reference; Fw 57 and Hs 124 obeyed them, "but in early 1937 it was decided that both aircraft 'were not to be considered for procurement; the zero-series [first-production series] will not be built'." (Kosin, 91)

-- intended to use DB 600, but not available at the time, so Rolls-Royce Buzzard installed (similar size). (Kosin, 90)

-- task set by LC II 06/1934; task set for companies 07/1934; mock-up inspection 03/1935; first flight 05/1936. (Kosin, 90)

-- wingspan 25m; length 16.4m; wing area 73.5m²; all-up weight 8,300kg; engine DB 600; power 2x 670 (910). (Kosin, 90)

 

 

 

Junkers Ju 86E (__/19__)

 

 

 

 

Edited by J311yfish, 14 October 2018 - 09:05 AM.

[J311yfish]

Tier IV

 

Arado Ar 197 (early 1937) -- 3 built

 

Ar 197 V1

-- "Designed to meet a requirement for a shipboard fighter for use from the carrier Graf Zeppelin, the all-metal Ar 197 appeared early in 1937.  The Ar 197 V1 was powered by a [Daimler-Benz DB 600 910hp @ 4000m] 12-cylinder liquid-cooled engine … and was not navalised." (Green, 24)

Ar 197 V2

-- "... differed primarily in having a [BMW 132J 815hp @ t/o] 9-cylinder radial … an arrester hook and catapult spools." (Green, 24)

Ar 197 V3

-- [this is the version in-game]

-- "... considered as the production prototype, had [BMW 132Dc 880hp @ t/o], provision for a drop tank, and an armament of [2x20mm MG FF and 2x7.9mm MG 17]. Provision was made for [4x50kg SC 50] bombs.  No further development was undertaken." (Green, 24)

-- Max speed 400 km/h @ 2500m; cruising 354 km/h @ 1500m; time to 4000m 5.3min; normal range 695 km; empty 1,840kg; loaded 2,475 kg; span 11.00m; length 9.20m; height 3.60m; wing area 27.8m². (Green, 24)

 

 

 

Messerschmitt Bf 110 C-6 (~01/1939) -- 12 built -- produced 05/1940-07/1940

 

 

 

 

 

 

Heinkel He 112 (__/1935) -- Ernst Heinkel -- 100 built

 

 

-- "Inspection of the Arado 80 mock-up took placed in [07/1934], followed by the Heinkel He 112 and the Messerschmitt Bf 109 in [10/1934]." (Kosin, 93)

 

 

Messerschmitt Bf 109 B (05/1935, 02/1937) -- Willy Messerschmitt -- ~55 built -- operational evaluation 12/1936; entered service 03/1937

 

Background -- Messerschmitt

-- "Before [WW1], Willy Messerschmitt had co-operated with Friedrich Harth in the construction of gliders.  [His] first powered aircraft was the S 15 which was followed in 1924 by the M 17 and in 1929 by the very successful M 23 lightplane.  He also produced the M 18 and M 20 light transports but on [06/01/1931], the Bayerische Flugzeugwerke ["Bf"] with which he was closely associated had become bankrupt.  After a considerable struggle, the bankruptcy was discharged [05/1933] and the [company was] re-established with 82 employees.  On [07/11/1938], it was renamed Messerschmitt AG with factories at Augsburg and Regensburg, and by the end of [WW2], it was the largest German aircraft company." (Smith & Kay, 13)

 

-- "Inspection of the Arado 80 mock-up took placed in [07/1934], followed by the Heinkel He 112 and the Messerschmitt Bf 109 in [10/1934]." (Kosin, 93)

-- "The winning Bf 109 [over He 112, Ar 80, Fw 159] was proclaimed a 'wonder fighter' by Dr. Josef Goebbels' Ministry of Propaganda, and the machine made its first public appearance in [08/1936] at the 1936 11th Olympiad held in Berlin." (Myrha, 5)

Bf 109 V1, V2, V3

-- "Designed under the leadership of Dipl-Ing Willy Messerschmitt, the Bf 109 was the first all-metal stressed-skin monocoque single-seat fighter monoplane with enclosed cockpit and retractable undercarriage to attain service.  Powered by [Rolls-Royce Kestrel 695hp], the 1st of 3 prototypes, [V1] was flown on [05/28/1935].  The 2nd and 3rd prototypes, the Bf 109 V2 and V3, powered by [Junkers Jumo 210A 680hp], flew in [01/1936] and [06/1936] respectively.

Bf 109B-0

-- "A pre-series of 10 aircraft was ordered as Bf 109B-0s, these subsequently being assigned Versuchs numbers (V4 et seq) -- the V4 and V5, along with the V3, were sent to Spain for operational evaluation in [12/1936] and the 1st series Bf 109B was completed in [02/1937], this having a [Jumo 210Da 720hp] and an armament of [2x7.9mm]. 16 Bf 109s reached Spain for use by the Legion Condor in [03/1937]. These were to be followed by a further 29 of this model." (Green, 375)

Bf 109C-1

-- "The next series model, the Bf 109C-1, was delivered from [spring 1938], powered by [Jumo 210Ga 730hp @ 1000m] and carrying an armament of [4x7.9mm], 5 being sent to Spain." (Green, 375)

-- "The following data relate to the Bf 109C-1. Max speed 470 km/h @ 4500m; 8.75min to 5,000m; range 625 km; empty 1,597 kg; loaded 2,296 kg; span 9.87m; length 8.55; height 2.45m; wing area 16.17m². (Green, 375)

Bf 109D

-- "Produced in parallel, the Bf 109D reverted from the direct fuel injection [Jumo 210Ga] to the carburetor-equipped [Jumo 210Da], but possessed a similar 4-gun armament.  10 Bf 109Ds were supplied to Switzerland from [late 1938], 3 were delivered to Hungary and 35 reached Spain." (Green, 375)

 

 

 

Messerschmitt Bf 110 B (05/1936, 01/1938, 07/1938) -- 

 

-- "The whole concept of Luftwaffe procurement seems to have been rethought. Production of the Junkers Ju 89 [and] Dornier Do 19 heavy bombers was halted in [04/1937], just 1 year after the first flight of the Bf 110; this decision was not made on the spur of the moment, but was the result of long and difficult cogitations." (Kosin, 91)

 

 

 

Focke-Wulf Fw 189 C Eule (Owl) (1939-1940 from Fw 189 07/1938) -- Kurt Tank -- 2 built

 

Background

-- twin-boom concept advanced by Fokker G I (FF 03/16/1937), Praga E-51 (FF 05/26/1938), Lockheed P-38 [FF 01/27/1939], Northrop P-61 [05/26/1942], Hughes XF-11 [FF 07/07/1946] (Kucera, 4-6)

 

Fw 189

-- competed against Arado Ar 198 and Blohm & Voss Ha 141 for specification issued 02/1937. (Kucera, 4)

-- "... design itself was led by Dipl.-Ing. E. Kosel.  The decisive share of aircraft's creation was by the people of the Preliminary Design Department headed by Dr. Josef Müller, the responsibility for aircraft building was that of company director Hans Schubert, responsible for weapons installation and testing was Ing. Gottschalk.  As powerplants air-cooled twin-row Argus As 410 12-cylinder engines of 430hp maximum power were selected.  Advantage of separate on the wing located crew nacelle was, beside others, its easy interchangeability for a different one with purpose-built equipment.  So as to have quickly convertible aircraft for the different tasks at hand -- that was the intention." (Kucera, 6)

-- "[07/1938 first flight], 15 months after receiving the order [by chief designer Kurt Tank] ... first prototype [V1; V = Versuchsmuster = experimental] ... civil factory allocated designation D-OPVN.  Airframe development was slightly ahead of powerplants and thus pre-series engines with fixed wooden propellers were used.  Powerplants without the variable pitch propellers provided a reduced power level.  No serious mishaps were found in the flight characteristics, no substantial changes were necessary ... prototypes accomplished all of the hopes and soon gained the nickname Eule (Owl), which as in service replaced by the onomatopoeic name Uhu (eagle-owl)." (Kucera, 6)

-- inspired development of the post-war Sukhoi Su 12. (Kucera, 5)

Fw 189 C

-- "The first Fw 189 prototype was later converted to a ground attack version ... [evaluated 1938 to specification issued 04/1937]." (Kucera, 7; 34)

-- "Late in 1938, the Fw 189 V1 was returned to the company work shop for conversion to the close support/assault role.  The aircraft had the original fuselage removed and replaced by an entirely new small two-man armored center fuselage with increased armor plating and heavier armament.  The prototype was redesignated Fw 189 V1b and began flight testing in the Spring of 1939.  Flight tests soon revealed that the handling characteristics were unsatisfactory, the take-off weight had increased dramatically and the forward vision through the small armor glass panels was bad.  Additionally, the gunner had difficulty in seeing an aircraft behind ... As a result, the aircraft was returned to the factory for modification. // The cockpit armor glass panels were enlarged, the rear visor for the gunner was replaced by an armored enclosure with additional view panels ... The aircraft was used to undertake comparative trials with the assault/close support Henschel Hs 129.  The results of these trials were inconclusive, since the flight qualities of the Fw 189 V1b were no better than the Hs 129.  Shortly after the trials, the Fw 189 V1b was lost during a demonstration at Bremen.  The accident was caused by a near collision with a building during landing.  The pilot was injured in the resulting belly landing and the aircraft was written off. // Interestingly, the Fw 189 V1b had gained some support from Luftwaffe officials and as a result another prototype, the Fw 189V6 ... was constructed to serve as the prototype for the proposed Fw 189 C assault/close-support aircraft.  This prototype was completed in early 1940.  The Fw 189 V6 central fuselage nacelle was similar to the proposed production nacelle, the aircraft was powered by [2x Argus As 41OA-1 465hp] engines, had a strengthened main undercarriage with twin oleo legs and a new strengthened wing center section for the new armored fuselage.  This center wing panel housed [2x20mm MG FF] and [4x7.9mm MG 17].  The gunner's position had [2x7.9mm MG 81 flexible] and improved vision blocks. // After the testing by 5 (Schlacht) Staffel of Lehrgeschwader 2, service pilots appeared to favor the Fw 189C, while being opposed to the competing Hs 129A-0 which most found to be totally unacceptable.  The RLM, however, felt that due to its much higher costs, the Fw 189C did not show a significant improvement over the Hs 129 and production plans were abandoned." (Punka, 15-16)

-- " ... the Fw 189 V6 prototype was finished only as a reserve in the event of disappointment with the Hs 129. // Henschel, in the meantime, completed the pre-series batch of Hs 129 A-0 in a hurry.  At the end of [09/1940] when the Fw 189 V6 came into evaluation by Erprobungsstelle Rechlin, Henschel's type had completed tests ... Though its pilots openly expressed their disappointment with the aircraft [Hs 129], especially concerning the flight characteristics and lack of power, the RLM selected the Hs 129 at the end of [10/1940], after minor modifications were incorporated.  Also with respect to [Hs 129] being two-thirds less than the cost of the opposing Fw 189C, which thus lost any chance to enter series production." (Kucera, 34)

-- "The Fw 189 V6 was tested with chemical spray containers mounted on the underwing ETC 50/VIII bomb racks. It was intended that these containers would be used to carry poison gas and other chemical warfare agents." (Punka, 16)

-- The design of the Fw 189 influenced the Fock-Wulf design of [06/24/1941], which later formed the basis for the design of the Focke-Wulf Flitzer design of 12/1943. (Schick & Meyer, 14; 143)

-- Note: also reminiscent of Mitsubishi J4M (1943) and SNCASO SO.8000 Narval (04/1949).

 

 

 

Heinkel He 111 H-2 (__/19__)

 

 

 

Dornier Do 17 Z (__/19__)

 

 

 

 

Edited by J311yfish, 14 October 2018 - 09:05 AM.

[J311yfish]

Tier V

 

Messerschmitt Me 209 V4 (08/1938, 05/1939)

 

-- "A single-seat fighter derivative of an aircraft designed solely for an attempt on the world absolute speed record, the Me 209 V4, first flown on [05/12/1939], possessed little commonality with its progenitor other than the fuselage.  The M209 V1, which had first flown on [08/01/1938], and had succeeded in raising the record to 469.22 mph (755.11 mk/h) on [04/26/1939], was powered by a special [DB 601ARJ 1,550hp] boosted for 1 minute to 2,300hp by the use of methyl alcohol as an additive.  The Me 209 V4 was (initially) fitted with a standard [DB 601A] engine, featured an entirely new, longer-span wing, enlarged vertical tail surfaces and a shorter undercarriage. It had provision for an armament of [1x20mm MG FF/M] and [2x7.9mm MG 17]. Surface evaporation cooling gave place to orthodox radiators after the 8th test flight; the wing leading-edge slots were replaced by cambered surfaces; the tail was further enlarged and the wing span was progressively increased.  During the summer of 1940, a [DB 601N 1,200hp] was installed. Poor handling characteristics, persistent engine overheating and inadequate performance eventually led to abandonment of further development in favor of an entirely new design, the Me 209 II … Loaded weight initial 4,806 lb (2,180 kg); loaded weight definitive 6,173 lb (2,800 kg); span initial 9.29m; span definitive 10.04m; wing area initial 11.07m². (Green, 79)

 

 

Heinkel He 100 D-1 (

 

-- "... Heinkel's Walter Gunter was working on a further refinement of the 'cantilever low-winger with retractable undercarriage' concept, the later He 100, which set up a new world speed record in 1938." (Kosin, 112)

-- "The He 100 V1 made its first flight on [01/22/1938], and by [06/1938] the He 100 V2 had captured the FAI's World Absolute Air Speed Record for 100 km (62 miles) over a closed course, at 394 mph (634 km/h), even faster than Messerschmitt's Bf 109 V13 had achieved on its short straight-line sprint. The He 100 was actually a prototype fighter, unlike the Bf 109 V13, although many of its features would never be found on a front-line fighter." (Myrha, 7)

-- "... world record of 747 km/h in the He 100 on [03/30/1939]." (Kosin, 211)

-- "It is commonly believed that Heinkel AG built only 6 He 100 racing prototypes, although there are some aviation historians who believe that as many as 8 of these machines may have been constructed. In addition, about 12 pre-production versions were produced and given the designation He 100D.  They never entered service with the Luftwaffe, but Dr. Goebbels had them painted dark blue with black letter codes with the halkenkreuz on its wings and fuselage sides and balkenkruez on its rudder. The purpose of all this effort was to show the world that Germany already had several squadrons of these machines.  Then Goebbels had their former He 113 designation reestablished, that is, returned to these propaganda machines. Of the 6 He 113 prototypes constructed, 1 was destroyed in a flight test, 1 went to the Deutsches Museum, and the remaining 6 were sold to the USSR. Japan purchased 3 pre-production He 113 D-Os, too, while about 12 production machines known as the He 113D were kept by Ernst Heinkel for defense of his Rostock aircraft manufacturing facility should they be attacked. If so, they would be piloted by Ernst Heinkel AG test pilots. It is believed that they saw no action as fighter interceptors." (Myrha, 7)

 

 

Messerschmitt Bf 109 E-3 (06/1937) -- 1,868 built

 

-- "The following data apply to the Bf 109 E-3.  Max speed 560 km/h @ 4440m; initial climb 17.83m.s; max range 660km; empty 1,900kg; loaded 2,665 kg; span 9.87m; length 8.64m; height 2.50m; wing area 16.17m²." (Green, 376)

 

 

​Messerschmitt Me 210 (09/1939)

 

 

 

 

Focke-Wulf Fw 190 A-1 (06/1939, 12/1939) -- entered production 1941

 

-- "Adolf Galland, who began his career with the Condor Legion, was so taken by the I-15 'Rata' that when he returned to Germany her persuaded Kurt Tank, managing director of Focke-Wulf, to design a fighter aircraft prototype with  many of the characteristics of the 'Rata'. The result of their combined input was the Focke-Wulf Fw 190 fighter of 1941." (Myrha, 4)

 

 

 

Messerschmitt Bf 109 Emil (06/1937) -- 

 

-- "From the outset of Bf 109 design, provision had been made for introduction of the [Daimler-Benz DB 600]-series of engines, the first such installation being made in the Bf 109 V10 which flew with a [DB 600Aa] in [06/1937].  This was, to all intents and purposes, the first prototype of the Bf 109E.  Several other Versuchs airframes were fitted with the carburetor-equipped DB 600Aa, but the Bf 109 V15 and subsequent aircraft received the direct-fuel-injection [DB 601A 1,175hp].  The initial series models, the Bf 109E-1 and E-3 differed in armament,, the former having [4x7.9mm] and the latter mating 2 of these guns with [2x20mm MG FF]. The first series Bf 109Es were completed late in 1938, a total of 1,540 being delivered during the course of the following year, with 456 reaching Spain by the end of [02/1939]. The Bf 109E-3 was succeeded in production by the E-4 with improved MG FF cannon, the E-4B being a fighter-bomber version [1x250kg or 4x50g bombs] and the E-4/N replacing the CB 601Aa engine with a 601N affording 1,200hp.  The Bf 109E-5 and E-6 were recce fighters differing in camera equipment, with the former having the cannon removed.  Production of the E-4/N gave place to the similarly-powered Bf 109E-7, which had provision for a 66-Imp gal (300-liter) drop tank, the E7/Trop being a tropicalized version, the E-y/U2 having additional armor and the E-7/Z having a nitrous oxide (GM 1) power boost system.  The Bf 109E-8 had [DB 601E 1,350hp] and improved pilot armor, the E-9 being a photo-recce equivalent.  The last E-series fighters were completed early in 1942, exports of the E model including 80 to Switzerland, 73 to Yugoslavia and 3 to the Soviet Union.  Japan received 3, 69 went to Romania, 19 to Bulgaria, 14 to Slovakia and others to Croatia.  20 Bf 109Es were transferred from the Legion Condor to Spain's Ejército del Aire.  The following data apply to the Bf 109 E-3.  Max speed 560 km/h @ 4440m; initial climb 17.83m.s; max range 660km; empty 1,900kg; loaded 2,665 kg; span 9.87m; length 8.64m; height 2.50m; wing area 16.17m²." (Green, 376)

 

 

 

Messerschmitt Bf 110 E (spring 1941)

 

 

Junkers Ju 87 G Stuka

 

Background

-- "[Junkers-Fokker-Werke AG established 10/20/1917] ... After [WWI], the company was re-formed as the Junkers Flugzeugwerke AG ... and late in 1927 Dipl Ing Ernst Zindel took over as chief designer.  By 1938 Junkers had factories at Dessau, Aschersleben, Bernburg, Halberstadt and Köthen and by the end of [WW2], a further 9 major factories were in production." (Smith & Kay, 12)

 

 

Henschel Hs 129 B (05/1939) -- 865 built

 

Background

-- "Established in 1848, the locomotive manufacturing company of Henschel und Sohn later turned its attention to the construction of heavy lorries, machine tools, and on [03/30/1933], to aircraft.  The Henschel Flugzeugwerke were established at Schö​nefeld with Walter Hormel as director and Friedrich Nicolaus as chief designer.  Although Nicolaus produced a number of successful designs, the major part of the company's production facilities was devoted to the [licensed] manufacture of such aircraft as the Do 17, Ju 88 and Me 410.  The company, under the direction of Prof Herbert Wagner, later became the largest German producer of guided missiles." (Smith & Kay, 12)

-- "The first model was grossly underpowered, and, as no other German engines were available, it was fitted with engines from Vichy France after 1940. These were unreliable and vulnerable to battle damage." (Grant, 203)

 

 

Junkers Ju 88A (__/19__) -- 

 

 

 

Edited by J311yfish, 14 October 2018 - 09:06 AM.

[J311yfish]

Tier VI

 

Supermarine Spitfire V DB 605 (__/19__) --

 

 

 

 

 

Focke-Wulf Fw 190 A-5 (__/19__) -- 723 built -- entered service Spring 1943

 

 

Messerschmitt Bf 109 F Friedrich (__/1940) --

 

 

Messerschmitt Me 410 Hornisse (Hornet) (late 1942) -- 1,160 built

 

-- "When it became obvious that the [Me 210] would never be a success, Messerschmitt proposed a new high-altitude development with more powerful engines and a pressurized cockpit, the Me 310.  The aircraft was to be powered by [2x DB 603A 1750hp] engines driving 4-blade airscrews and to have a span of 18m ... It had been anticipated that the Me 310 would have a maximum speed of 675 km/h at 11,000 m, but it was abandoned in favor of the Me 410. // A much less radical design, the Me 410 ... was essentially an Me 210 incorporating all the latter's modifications but with DB 603A engines.  The installation of these units necessitated a 20 cm increase in the length of the cowling, but apart from this the Me 410 was almost indistinguishable from its predecessor.  During 1942, six Me 210A's were taken from assembly lines and converted to Me 410 standard, and following successful tests the first real prototype was completed.  Towards the end of 1942, the Me 410 V1 (DI-NW) made its first flight and the RLM placed a large order for the type." (Smith & Kay, 566)

-- variant details (Smith & Kay, 566-569)

-- "The Me 410H was abandoned in [09/1944] when production of all other variants of the Hornisse ceased.  Total production was 1,160 aircraft." (Smith & Kay, 569)

 

 

Junkers Ju 88 P (__/19__) --

 

 

 

 

Dornier Do 217 M (__/19__)

 

 

 

 

 

Edited by J311yfish, 14 October 2018 - 09:07 AM.

[J311yfish]

Tier VII

 

Focke-Wulf Fw 190 A-8/R2 (__/19__) --

 

 

 

 

Focke-Wulf Fw 190 D (__/19__) -- entered service Fall 1944

 

 

 

Messerschmitt Bf 109 G Gustav (spring 1942) --

 

 

 

Messerschmitt Bf 109 Z Zwilling (__/19__) -- 1 built

 

 

Messerschmitt Me 265 (__/19__) -- 0 built

 

 

 

Edited by J311yfish, 30 May 2018 - 02:09 AM.

[J311yfish]

Tier VIII

 

Dornier Do 335 A-1 Pfeil (Arrow) (10/1943) -- 12 built

 

-- on the question of Do 335 A-1 armament

 

 

Messerschmitt Me 109 TL (__/19__) --

 

 

 

Mitsubishi J8M (08/1945) -- Experimental Rocket-Powered Interceptor Fighter -- Japan

 

-- developed further by the Imperial Japanese Army (IJA) as Mitsubishi Ki-200 and Rikugun Ki-202

 

 

 

Blohm und Voss P.210 (design 09/1944) -- Richard Vogt assisted by Hans Amtmann -- [3,400 kg] -- vs. Heinkel He 162

 

-- "After some initial hesitation about participating in the Volksjäger tender, Dr Richard Vogt, assisted by Dipl-Ing Hans Amtmann, then went on to produce 3 unusual and widely differing proposals in about as many weeks. In a first comparison study he considered the merits of the tail-less P.210, which had been developed out of the P.208, against those of the more conventional P.211 with its swept wing and tail surfaces. // The development risks associated with the former decided Dr Vogt to submit project number 211." (Schick & Meyer, 95)

-- "The simple and cheap method of construction, typical of so many Blohm und Voss designs, found wide support among those experts present at the discussions held on [09/14/1944 and 09/19/1944]. But Heinkel's P.1073, while not quite meeting the specifications in terms of endurance, was appreciably lighter and possessed a better overall performance. In addition, a more powerful or alternative engine could be installed in the Heinkel design much more easily and with far fewer complications; as Siegfried Günter was to demonstrate on more than one occasion." (Schick & Meyer, 95)

-- "When it became clear that, for the speeds envisaged, a swept wing offered little additional advantage, but rather increased overall weight and added to the development risks, Blohm und Voss reworked their project giving it completely straight, constant-chord, wing and tail surfaces. But time was running out for the Hamburg team and, furthermore, such an uncompromisingly basic aircraft would have been hard put to come even close to the performance figures offered by the He 162 …" (Schick & Meyer, 95)

-- "Constructed mainly of steel, this aircraft's load-bearing structure took the form of Blohm und Voss's usual tubular spar, which also served as the intake duct for the engine. To this central member were attached all the other assemblies and components.  The remainder of the airframe was similar to that of the developed P.208." (Schick & Meyer, 95)

-- BMW 003A-1 800kP (1,763lb) static thrust; optional rocket take-off assistance

-- empty equipped 2,480kg; loaded 3,400kg with 750kg of fuel

-- 2x30mm MK 108 (N)

-- Data: Schick & Meyer

 

 

Focke-Wulf Ta 152 (11/1944) -- to enter production 04/1945

 

 

Messerschmitt Me 209 A (__/19__) -- counterpart to Dewoitine D.600? Bugatti 110P?

 

 

Messerschmitt Me 262 Schwalbe (07/1942) --

 

-- first flight 04/18/1941 with Jumo 210G piston engine. (Green, 381)

-- first flight 07/18/1942 with 2x Junkers Jumo 004A. (Green, 381)

 

 

Messerschmitt Me 329 (__/19__) --

 

Edited by J311yfish, 05 September 2018 - 06:31 AM.

[J311yfish]

Tier IX

 

Tachikawa Ki-162-1 (__/19__) -- development of Heinkel He 162 in Japan

 

-- "In the spring of 1945 Germany provided the information about the Heinkel He 162 jet fighter to the Japanese. According to some sources, the development of a fighter with similar characteristics was started in Japan, but not even a model was completed by the end of World War II." (Wargaming)

 

 

 

Blohm und Voss P.212.03 (design 11/1944+) -- Richard Vogt -- [5,030 kg] -- first flight planned summer 1945

 

-- "Based upon the P.208, P.210 and P.209/01, the Hamburg firm's definitive proposal for the single jet high performance fighter with the Heinkel HeS 011 evolved in 3 stages commencing in [11/1944]." (Schick & Meyer,141)

-- "The company was able to submit its P.212/02 study together with the P.209/02 at the [12/19/1944]/[12/21/1944] meeting. Compared to the initial studies, the redesigned fuselage and shoulder-mounted wing were immediately apparent. In a report issued on [01/09/1945] the 2 leading officials from the Institute of Flight Mechanics of the DVL, Professor Quick and Dr Höhler, said of the P.212/02 that they regarded the provision of some form of vertical rudder as essential. This led to the Hamburg-Finkenwerder bureau's producing the definitive P.212-03 featuring yet further redesign of the fuselage and a mid-wing with the required rudder assemblies mounted at its extremities. In order to finally dispel any concerns about flutter arising from the concentrations of mass at the wingtips, the wingspan was shortened by 2.5m when compared to the P.212/02 and the sweep was reduced from 45-degrees to 40-degrees. The designers also built in the option to increase the wing chord by fairly simple means from 2m to 2.2m or 2.4m. The higher take-off weight thereby achieved would allow for the accommodation of 2,400 liters (527 gallons) of (internal) fuel, or for a more extensive weapon load to be carried." (Schick & Meyer, 141)

-- "Dr Vogt departed somewhat from the idea of all-metal construction; provision being made for the wings to be built of wood, steel or aluminum. Initially, however, the wings were to be of his usual stressed skin steel construction. The fuselage structure, too, was a typical Blohm und Voss design, the kinked steel air intake duct also serving as the fuselage inner load-bearing member. Immediately ahead of the engine this tubular member widened into a double crossbeam with the wing being attached to its face and with the powerplant mounted at the rear. The armament was grouped ahead of the pilot's pressure cabin, which was itself positioned above the intake duct." (Schick & Meyer, 141)

-- HeS 011 1300kp (2,865lb) static thrust -- 965 km/h @ 7,000m; initial rate of climb 21.3m/s; ceiling 12,400m

-- empty equipped normal 2,710kg; normal loaded 4,180kg with 1,250kg of fuel and 2x30mm MK 108; overloaded 5,030kg with 1,850 liters fuel, 2x30mm MK 108 + 1x500kg SC500

-- multiple weapon profiles

Data: Schick & Meyer,141

 

 

Focke-Wulf Ta 183 Huckebein (design 02/1945) -- Hans Multhopp -- [4,300-5,100kg] -- development continued by Kurt Tank in Argentina as Pulqúi II

 

-- "The Ta 183 … was the end result of months of development which brought with it a whole series of modifications but which, at the same time, never lost sight of the basic concept. // Although the tail unit with its 'rearward canted and upwardly drawn' rudder gave rise to a certain amount of criticism and prompted some discussion regarding flutter, Hans Multhopp remained true to his design until the end. // It was not until Tank h imself developed the Ta 183 concept into the Instituto Aerotecnico IAe 33 Pulqúi II jet fighter in post-war Argentina that an aerodynamically more satisfactory and statically very efficient version of this rudder was finally produced." (Schick & Meyer,145)

-- "At the beginning of [03/1945], with the award of a contract to build a prototype, the aircraft received the RLM type number 8-183. (The '8' suffix denoting an aircraft or a missile, the [183] a sequential allocation -- the Ta 183's 'neighbours' being the Bücker Bü 182 Kornett (Cornet) advanced piston-engined trainer of 1938 and the Flettner Fl 184 autogiro of 1936.) // The fuselage and vertical tail were to be constructed of steel and Duraluminum; the wings and horizontal tail surfaces of wood." (Schick & Meyer,145)

-- specifications indicated are from 02/18/1945. (Schick & Meyer,145)

-- "... possessed an excellent performance, which would have afforded it wide operational capabilities. The low wing loading offered good prospects for future development. This latter, plus the extensive preliminary work already undertaken and the advanced stage of detailed planning which would have allowed for short term completion dates, prompted the powers-that-be to award a contract for the production of prototypes." (Schick & Meyer,145)

Ta 183 V1​

-- "Powered by the Jumo 004 … also used to test the Design III tail unit … maiden flight was scheduled for [05/1945-06/1945]. If a production contract followed, Focke-Wulf planned to have the first production machines completed by [10/1945]. On [04/08/1945] British troops took over Focke-Wulf's design department at Bad Eilsen." (Schick & Meyer, 146)

-- Heinkel HeS 011A 1,300kP (2,865 lb) static thrust -- 962 km/h @ 7,000m; initial climb rate 24.2 m/s; ceiling 14,400m; landing speed 166 km/h; empty equipped 2,980 kg; loaded 4,300kg with 1,200kg of fuel; loaded 5,100kg with 2,000kg of fuel. (Schick & Meyer, 146)

 

Data: Schick & Meyer,145

 

 

Messerschmitt Me P.1092 (design series ~07/1943) -- Hans Hornung, Willy Messerschmitt, Woldemar Voigt -- foundation for design of P.1101

 

-- "... in [06/1943-07/1943] a second set of design proposals for the P.1092 concentrated solely on [fighter role], which could fulfil, at most, one secondary role as a fighter-bomber.  The design team was led by Dipl-Ing Hans Hornung in close collaboration with Professor Messerschmitt and Dipl-Ing Woldemar Voigt. The drawings were done either by Hornung … or by Project Group 1 under his close supervision. They number among some of the most advanced plans to be produced in 1943." (Schick & Meyer, 77)

P.1092/1

-- design 06/08/1943

-- Junkers Jumo 004C -- 910 km/h @ 6000m

-- 2x15mm MG 151/15 + 2x30mm MK 103

-- loaded 3,850kg with 1,200 liters of fuel

P.1092/2

-- design 07/03/1943

-- Junkers Jumo 004C -- 931 km/h @ 6000m

-- 2x15mm MG 151/15 + 2x30mm MK 103

P.1092/3

-- design 07/16/1943

-- Junkers Jumo 004C

-- 4x30mm MK 108 (N)

P.1092/4

-- cockpit forward into the nose

P.1092/5

-- design 07/20/1943

-- "The unslotted wing with its large area of flap was taken largely from the Me 262, as were the tail surfaces and the control system.  The technical data for the P.1092/4 and /5 proposals correspond to those for the [P.1092/3] … The extensive work on the P.1092 series served as a foundation for the design of the successful and highly promising P.1101 in [autumn 1944]." (Schick & Meyer, 80)

Data: Schick & Meyer

 

 

Messerschmitt Me 262 HG II (01/1945) --

262 HG III, stages I, II, and III -- Schick & Meyer, 84-85

 

 

Messerschmitt Me P.1099 B-2 (__/19__) --

 

Me P.1099 B

 

 

 

Edited by J311yfish, 30 May 2018 - 01:57 AM.

[J311yfish]

Tier X

 

Tachikawa Ki-162-III (__/19__) -- continued development of Heinkel He 162 in Japan

 

-- "Due to the end of World War II, the Ki-162 project was not completed in combat-ready condition. Further development is only hypothetical based on the level of technology in Japan at that time." (Wargaming)
 

 

 

Blohm und Voss P.215.02 (design 03/1945) -- Richard Vogt -- [14,680 kg max] -- chosen for further development

-- "This company had little experience in the design and construction of night fighters. But at a time of far-reaching and revolutionary changes in military and aviation technology this was not necessarily any great disadvantage. Upon receipt of the specification for a new night fighter from Berlin at the end of [01/1945], Dr Richard Vogt turned to his previous work on the P.212 single-jet day fighter to provide a basis for the new project. Dr Vogt, a highly unconventional designer who, almost without exception, carried out all the work himself, continued to follow a clear and self-imposed line of development which, he was convinced, was capable of meeting the continually changing demand made upon it without any significant disruption or major alterations. The only drawback to this was his use of an entirely new concept requiring quite a lot of wind tunnel research and similar testing but which, in practice, had as yet only undergone initial trials." (Schick & Meyer, 118)

P.215/01

-- "The first P.215/01 design of [02/1945], carrying a 4,000kg (879 gallon) fuel load, was capable of a maximum endurance of 3.5 hours. With a wint area of [50m²] and devoid of any defensive armament, the 2-seat night fighter weighed in at 12.7 tonnes (12.4 tons)." (Schick & Meyer, 119)

P.215/02

-- The new specification of [02/27/1945] called for some rethinking. But Blohm und Voss altered their basic design only marginally. What emerged, the P.215/02, was roughly comparable to the Junkers Ju 88G-6 night fighter in terms of wing area and loaded weight." (Schick & Meyer, 119)

-- "With the P.215 Dr Vogt again employed his familiar construction method of using a steel tube as the main structural component. Doubling up as the engine air intake, to this tube were attached all the other major components such as wings, undercarriage, armament, internal equipment and powerplant. The load bearing element of the wing was a broad box spar made of sheet steel which also served to house the fuel. Except for a few smaller components (eg the rudders), the aircraft was constructed entirely of steel and Duraluminum." (Schick & Meyer, 119)

-- "Despite what were actually quite good performance figures, the P.215 did not fully meet the [02/27/1945] specifications either. Attempts to get close to the required endurance by increasing the fuel capacity simply resulted in unsatisfactory take-off and climb capabilities. All the companies participating in the tender grappled with this self same problem of trying to 'square the circle'. // The results and the verdict were the same in every case: official insanity!" (Schick & Meyer, 119)

-- As far as the P.215 was concerned, the 'Night and All-Weather Fighter' ESK found fault with the short, broad fuselage which, it was feared, would generate airflow separation about the nose area in high speed flight. Further reservations were expressed with regard to the unusual rudder arrangement. Nevertheless, on [03/20/1945-03/21/1945] the EHK selected the Blohm und Voss proposal, together with the tail-less Arado P.I and Gotha's flying-wing project for further development. Whatever the final choice may have been, the German night fighter of the late 1940s and early 1950s would undoubtedly have displayed novel aerodynamic characteristics." (Schick & Meyer, 119)

-- 2x Heinkel HeS 011 1,300kP (2,865 lb) static thrust -- 870 km/h @ 8,500m; initial rate of climb 10 m/s; 25min to 8,000m

-- empty equipped 7,400 kg; max loaded 14,680 kg with 6,500 kg (7,800 liters) of fuel

-- multiple weapon loadouts

Data: Schick & Meyer, 119

 

 

Focke-Wulf Fw 252 (__/19__) --

 

 

Messerschmitt Me P.1101 (design after summer 1944) -- Willy Messerschmitt -- development continued in the United States via Bell X-5

 

preliminary work​

-- "In the summer of 1944 Messerschmitt abandoned all further development upon the instructions of the Jägerstab (Fighter Staff) and concentrated instead on the production of a single-jet high performance fighter to be powered by the HeS 011. This then took over as project number 1101." (Schick & Meyer, 91)

-- "Only a few days after receipt of the development contract, Dipl-Ing Hans Hornung, head of preliminary project studies, submitted his first design, designated P.1101. // This initial proposal, presented in diagram form, not unnaturally, proved unsatisfactory. Hornung therefore amended, redesigned and by the closing days of [08/1944] had produced a project for submission in the proper form as required … The aircraft discussed … [09/08/1944-09/10/1944] featured an all-metal fuselage with a swing derived from the Me 262 albeit swept at an angle of 40-degrees. Hornung intended for the fighter to be fitted with a V-tail, an arrangement preferred and proposed time and time again by Messerschmitt. // After this meeting, Messerschmitt, Waldemar Voigt and Hornung decided to start work on a new design.  Messerschmitt … participated in the preparation of the new plans … in [10/1944] ordered the construction of an 'experimental aircraft' based upon the P.1101. This purely test machine was to be employed in researching the flight characteristics in general, and in establishing the optimum angle of wing sweep in particular. For this purpose the aircraft, which was almost complete at war's end, possessed a variable wing sweep adjustable on the ground between 35- and 45-degrees." (Schick & Meyer, 157-158)

 

P.1101 (design 12/14/1944)

-- "The project bureau designed this aircraft almost from the outset as a multi-purpose weapons system. In addition to the standard daylight fighter role powered by the Jumo 004 or HeS 011, other proposed variants included night and all-weather, interceptor and tactical reconnaissance aircraft." (Schick & Meyer, 159)

-- "The required endurance of 1 hour at full throttle at 7,000m … would hardly have been feasible … this persuade Messerschmitt to defer the P.1101 production aircraft on [12/20/1944] in favor of the new P.1106 project. Construction of the P.1101 derivative 'experimental aircraft', on the other hand, forged ahead with all speed." (Schick & Meyer, 160)

 

P.1101 (design 02/22/1945)

-- "With the construction of the P.1101 test aircraft all but complete by the beginning of 1945 and only awaiting delivery of a serviceable Jumo 004 … Messerschmitt decided to offer … an improved version … On [02/27/1945-02/28/1945] … submitted 3 very different designs to the single jet fighter specification: the P.1101, the P.1110 and the P.1111. In contrast to the initial model, the P.1101 now featured an almost completely new wooden wing which no longer bore any relationship whatsoever to that of the Me 262. Whereas the fuselage and pilot's pressure cabin were constructed of Duraluminum as before, the tail unit was made almost entirely of wood. Fuel capacity, armament and other equipment matched those of the competition. // In this form the P.1101 received no special recommendation, although emphasis was laid on the minimum risk design of the aircraft. Despite, or perhaps precisely because of this aspect, the proposal -- like the Ta 183 -- was to have a great influence on future jet fighter development." (Schick & Meyer, 160-161)

-- The P.1101 V1 was utilized at the Bell factory in Buffalo, New York, during investigations into variable geometry with the Bell X-5. (Schick & Meyer, 160)

 

 

Messerschmitt Me 262 HG III (__/19__) --

 

Me 262B-2a -- 108 -- night/all weather

Me 262B-2 with 2xHeS 011 -- 109 -- night/all weather

Me 262 HG III, stages I, II, and III -- Schick & Meyer, 84-85 -- single-seat jets

Me 262 night fighter with HeS 011s -- 132 -- night/all weather

 

 

Messerschmitt Me P.1102 B (__/19__) --

 

 

 

Edited by J311yfish, 30 May 2018 - 08:20 PM.

[J311yfish]

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Edited by J311yfish, 28 May 2018 - 09:10 PM.

[J311yfish]

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Edited by J311yfish, 28 May 2018 - 09:10 PM.

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Edited by J311yfish, 28 May 2018 - 09:10 PM.

[J311yfish]

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[J311yfish]

Alternates

 

Focke-Wulf Fw 187 (05/1937)

Focke-Wulf Ta 154 (07/1943)

Focke-Wulf Ta 254

Edited by J311yfish, 20 November 2016 - 02:02 PM.

[J311yfish]

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