Category Archives: Luftwaffe

Deutschland / Germany

Dornier Do 317 V1 (MPM Models)

TYPE: Medium bomber


POWER PLANT: Two Daimler-Benz DB 603A liquid-cooled piston engines, rated at 1,750 hp each

PERFORMANCE: 348 mph at 19,685 ft

COMMENT: When the “Führungsstab der Luftwaffe” (Operations Staff of the Luftwaffe) drafted its so-called “Bomber B” requirement which was translated into a specification for issue to selected airframe manufactures in July 1939 by the “Technischen Amt des Reichluftfahrtministeriums” (RLM), (Technical Office of the RLM), its intention was nor merely the provision of successors for the Junkers Ju 88 and Heinkel He 111; its aim was also to carry the state of the art in medium bomber design a significant step forward.
The specification was noteworthy in the performance advances that it stipulated, and equally so in design innovations that it called for. The “Bomber B” had to possess a range of 2,237 miles do endow it with a radius of action sufficient to encompass the entire British Isles from bases that it was assumed would be available in France and Norway, a maximum speed of 373 mph at 19,685-22,965 ft., which compared favourably with the speeds of the best contemporary fighters, and a bomb load of 4,410 lb. It had to carry three or four crew members, possess a loaded weight of the order of 44,090 lb., and be of twin-engined configuration, utilizing the extremely advanced 24-cylinder liquid-cooled Daimler-Benz DB 604 or Junkers Jumo 222 engines then at an early stage in development, but the really radical demands of the specification were its insistence on pressurized accommodation for the crew, and the use of remotely-controlled barbettes to house defensive armament.
Initially, the specification was issued to four manufacturers: Arado, Dornier, Focke-Wulf and Junkers, although the scope of the contest was later to be broadened to include Henschel (Henschel Hs 130) when it was realized by the RLM that this company has more pressure cabin experience than any other contestants, with the possible exception of Junkers. The final proposals of the original four competing companies were submitted to the “Technisches Amt” in July 1940, and evaluation eliminated the Arado contender, the Ar 340, prototypes being ordered of each of the other contender, Dornier Do 317, Focke-Wulf Fw 191 and Junkers Ju 288.
Dornier’s proposal was based broadly on the design of the Dornier Do 217, the four crew members being housed ahead of the wing in a pressure cabin which, taking the form of a detachable compartment pressurized by tapping the superchargers of the Daimler-Benz DB 604 engines, was extensively glazed by a series of curved panels.
Two versions of the Do 317 were proposed: the simplified Do 317A, powered by two DB 603A engines (instead of the troublesome Daimler-Benz DB 604) and featuring conventional defensive armament, and the more advanced Do 317B with the heavy 1.5 tonnes apiece, counter-rotating DB 610A/B “power system” engines, remotely aimed “Fernbedienbare Drehlafette” (FDL)-style gun turrets (remotely-controlled turrets), heavier bombload, and an extended wing.
Six prototypes of the Dornier Do 317A were ordered, and the first of these, the Do 317 V1, commenced its flight test program on September 1943. The Do 317 V1 was very similar in appearance to the later Dornier Do 217K and -M subtypes, with a visually reframed slight variation of its multiple glazed-panel “stepless cockpit”, fully glazed nose design that accommodated a pressurized cabin provision, and triangular tailfins. Trials with the Do 317 V1 revealed no real performance advance over the Do 217. However, it was clear even at this point that the call for designs was to some extent a formality, as the Junkers Ju 288 design had already been selected for production. So it was decided to complete the remaining five prototypes without cabin pressurization equipment and fit them out with FuG 230 “Kehl-Straßburg” radio guidance transmitting gear to employ them as Henschel Hs 293 missile launchers. In this form, the prototypes were redesignated Dornier Do 217R. At this time, the Do 317B project was abandoned due to changing wartime conditions (Ref.: 7, 24).

Messerschmitt Me P.1108/I “Fernbomber“ with fuselage (Antares Models, Resin)

TYPE: Long-range turbojet bomber. Project


POWER PLANT: Four Heinkel/Hirth HeS 011 turbojet engines, rated at 1,200 kp each


COMMENT: In January/February 1945, only four month before the German “Third Reich” surrendered, Messerschmitt proposed two designs of a “Fernbomber” (Long-distant range/long-range bomber), the Me P.1108/I and –II. Although no post-war information provided by Messerschmitt’s employees could be independently verified, since all data had already been removed by the French it seems that both projects were designed by Dr. Wurster from Messerschmitt to a concept by Dr. Alexander Lippisch.
While the Messerschmitt Me P.1108/I, (design drawing Nr. IX-126 from 28th February, 1945) was a more conventional design with a fuselage, 35 degree back-swept wings and a butterfly-type tailplane, the Me P.1108/II (design drawing Nr.117 from January 12th, 1945) was a flying wing concept with 40 degrees sweep of the leading edge without any tailplane. Common to both projects were the installation of four Heinkel/Hirth HeS 011 turbojet engines, the air intakes were under the wings or in the wings leading edge. Calculated fully loaded weight was to be 30 tons, a range of 4,300 mi at a speed of 500–530 mph and a height of 30,000–39,000 ft. was estimated.
The Messerschmitt Me P.1108/I design had an aerodynamic clear fuselage with circular cross section and low positioned swept back wing with four He S 011 turbojet engines in paired nacelles half-embedded in the wing trailing edge. These were fed by a common intake on each lower wing surface. A two man crew sat in tandem position in a pressurized cockpit in the extreme nose of the aircraft. A tricycle landing gear arrangement was designed, with the main wheels retracting into the fuselage. It was planned that the armament of the production aircraft should consist of three twin 20mm cannon turrets, two located on the back of the fuselage and aft of the cockpit and one under the fuselage. All were remotely controlled from the cockpit.
Understandably, at the end of March 1945, only few weeks before the total collapse of the “Third Reich” Messerschmitt was ordered by the RLM to cease all development on long range bomber designs (Ref.: 15, 20).

Junkers EF 132 (Antares Models, Resin)

TYPE: Long-range turbojet bomber. Project


POWER PLANT: Six Junkers Jumo 012 turbojet engines, rated at 2,500 kp thrust each


COMMENT: The Junkers EF 132 was one of the last aircraft project developments undertaken by Junkers in WWII, and was the culmination of the Junkers Ju 287 design started in 1942. The shoulder-mounted wings were swept back at a 35 degree angle and featured a small amount of anhedral. Six Junkers Jumo 012 jet engines, each of which developed 2,500 kp of thrust, were buried in the wing roots. Wind tunnel results showed the advantages of having the engines within the wing, rather than causing drag by being mounted below the wing surfaces. Several wooden mockups were built of the wing sections, in order to find the best way to mount the engines without wasting too much space while at the same time providing maintenance accessibility.  The landing flaps were designed to be split flaps, and the goal was to make the gearing and operation simple. Because of the high placement of the wings to the fuselage, an unbroken bomb bay of 12 meters could be utilized in the center fuselage.  The tail plane was also swept back and the EF 132 had a normal vertical fin and rudder. An interesting landing gear arrangement was planned, that consisted of a nose wheel, two tandem main wheels beneath the center rear fuselage, and outrigger-type wheels under each outer wing. A fully glazed, pressurized cockpit located in the extreme fuselage nose held a crew of five. Armament consisted of two twin 20mm cannon turrets (one located aft of the cockpit, the other beneath the fuselage) and a tail turret containing another twin 20mm cannon. All of the defensive armaments were remotely controlled from the cockpit, and a bomb load of 4000-5000 kg was envisioned to be carried.
A wind tunnel model was tested in early 1945, and a 1:1 scale wooden mockup was also built at the Dessau Junkers facility to test the placement of various components, and also to check different air intake openings in the wing leading edge for the turbojet engines. The development stage had progressed far when the Soviets overran the Dessau complex and took possession of all of the Ju 287 and Junkers EF 131 and Junkers EF132 designs and components. The Soviets gave its approval for the bombed out Junkers Dessau factory to be partially rebuilt, the wind tunnels repaired and the turbojet engine test and manufacturing facilities to be put back into operation. In October 1946, the whole complex and the German engineers were transferred to GOZ No.1 (Gosoodarstvenny Opytnyy Zavod, State Experimental Plant), at Dubna in the Soviet Union, to continue development of the EF 131 and EF 132. Design work on the EF 132 continued under Dr. B. Baade at OKB-1 (the design bureau attached to GOZ No.1), under order of Council of Ministers (COM) directive No.874-266, an unpowered example was constructed to gather additional data, but only slow progress was made before the project was terminated on June 1948, by COM directive 2058-805 (Ref.: 17. 24).

Blohm & Voss Bv P. 188.04-01 (Unicraft Models, Resin)

TYPE: High-speed bomber. Project


POWER PLANT: Four Junkers Jumo 004C turbojet engines, rated at 1,020 kp each


COMMENT:  With its Blohm & Voss Bv P.188 bomber projects the aircraft company proposed several different designs that would have been powered by four powerful turbojet engines. Most unusual was a long, specifically W-shaped wing design. The wings were placed –­ differing of project – from high to low on the fuselage side. Common to all projects was the layout of wings: their inner halves were swept back 20 degrees while the outer halves were swept 20 degrees forward. It was hoped that this arrangement would provide a better performance, both at high and low speeds.
The Blohm & Voss Bv P.188 bomber project had three different known variants. Blohm & Voss Bv P.188.01 was powered by four turbojets placed in separate nacelles under the wings. The W-shaped wing was placed high on the fuselage, the tail section was of a conventional type.
Very similar in design was the Blohm & Voss Bv P.188 02 except for a smaller, slightly raised cockpit, the wings were placed in mid-fuselage and a tail with a twin rudder arrangement.
The last design was the Blohm und Voss P.188.04 turbojet bomber. The fuselage center section was designed as an armored steel shell which was to hold the fuel supply, with the forward and rear sections being bays for the tandem twin main landing gear wheels. The W-shaped wing was place low on the fuselage and had a constant 3 degree dihedral. A crew of two sat in tandem in an extensively glazed, pressurized cockpit, which was flush with the fuselage. Four Junkers Jumo 004C turbojet engines were mounted in two nacelles, which were located beneath each wing, very similar to the Arado Ar 234C “Blitz” (“Lightning”) turbojet bomber. There were also an auxiliary ‘outrigger’ type landing gear outboard of the engine nacelles, these being more to steady the aircraft, and did not touch the ground when it was on an even keel. The tail was of a twin fin and rudder design, with a dihedral tail plane and the extreme tail had an airbrake. Armament consisted of two remote-controlled FDL 131 Z twin 13mm machine guns, guided by two PVE 11 periscopes aft of the cockpit, and firing to the rear. A bombload of 2000 kg could be carried externally. None of these futuristic projects were realized (Ref: 17, 24).

Messerschmitt Me 209 V4 (Huma Models)

TYPE: Interceptor, fighter


POWER PLANT: One Daimler-Benz DB 601A liquid-cooled engine, rated at 1,175 hp

PERFORMANCE: 370 mph app.

COMMENT: The designation Messerschmitt Me 209 was used for two separate projects during World War II. The first was a record-setting, single-engine race aircraft, for which little or no consideration was given to adaptation for combat (Messerschmitt Me 209 V1). The second Me 209 was a proposal for a follow-up to the highly successful Messerschmitt Bf 109 which served as the Luftwaffe’s primary fighter throughout World War II.
In late 1939, after three prototypes of the record-breaking aircraft were built the fourth prototype, the Messerschmitt Me 209 V4, was adapted to a fighter aircraft. The fuselage was essentially similar to that of the record-speed aircraft but the vertical tail surfaces were substantially increased in area, the main undercarriage legs were shortened, an entirely new wing was fitted, and the maximum gross weight was reduced.
For initial flight trials, the Me 209 V4 was fitted with a standard Daimler-Benz DB 601A engine and retained the surface evaporation cooling system employed by its  high-speed predecessors, but this system was far from perfection and continuously troublesome, and after the eighth test flight was removed  and replaced by shallow, low drag radiators beneath the inboard wing panels. The resumption of flying trials immediately revealed inadequacy of the cooling provided by the underwing radiators, and the handling characteristics of both on the ground and in the air proved extremely poor. By 1940, the overall wing span had been increased and both horizontal and vertical tail surfaces had been enlarged, but trial revealed no major improvement of the characteristics of the fighter.
With each successive modification weight escalated and performance diminished, and as the Me 209 V4 was by now decidedly underpowered, the DB 601A was replaced by a DB 601N affording 1,200 hp for take-off. But troubles still continued and further tests proved that speed performance was marginally lower than that of the standard Messerschmitt Me 109E. Finally all further development was abandoned.
However, combat actions with British Supermarine “Spitfires” showed an urgent need for a successor of the Luftwaffe’s Messerschmitt Me 109. So the Messerschmitt design bureau had been engaged in developing a modernized, more powerful derivative of the Me 109 and the RLM transferred the designation Me 209 to the new fighter which should employ a large portion of a standard Me 109 components. In fact, at the outset it was envisaged that there would be approximately 65 per cent airframe communality between the Me 109G and what now referred to as Messerschmitt Me 209-II (Ref.: 7).


Junkers Ju 52/3mg14e (Italeri)

TYPE: Cargo and troop transport aircraft

ACCOMMODATION: Crew of two plus 18 troop

POWER PLANT:  Three BMW 132T-2 radial engines, rated at 830 hp each

PERFORMANCE: 168 mph at 2,000 ft

COMMENT: The Junkers Ju 52/3m (nicknamed “Tante Ju”, “Aunt Ju”) was German trimotor transport aircraft manufactured in Germany from 1931 until the end of WW II. In total 4.845 aircraft have been built.
Initially designed with a single engine but subsequently produced as a trimotor, Junkers Ju 53 /3m – suffix “3m” means “Drei Motoren” (three engines) it saw both civilian and military service from mid1930 onwards.
The Ju 52 was similar to the company’s previous Junkers W 33, although larger. Designed in 1930 at the Junkers works at Dessau, Germany, the aircraft’s featured an unusual corrugated duraluminium  metal skin, pioneered by Junkers during WW I, strengthened the whole structure.
The Ju 52 had a low cantilever wing, the midsection of which was built into the fuselage, forming its underside. It was formed around four pairs of circular cross-section duralumin spars with a corrugated surface that provided torsional stiffening. A narrow control surface, with its outer section functioning as the aileron, and the inner section functioning as a flap, ran along the whole trailing edge of each wing panel, well separated from it. The inner flap section lowered the stalling speed and the arrangement became known as the “Doppelflügel” ( “double wing”).
The outer sections of this operated differentially as ailerons, projecting slightly beyond the wingtips with control horns. The strutted horizontal stabilizer carried horn-balanced elevators which again projected and showed a significant gap between them and the stabilizer, which was adjustable in-flight. All stabilizer surfaces were corrugated.
The fuselage was of rectangular section with a domed decking, all covered with corrugated light alloy. There was a port side passenger door just aft of the wings, with windows stretching forward to the pilots’ cockpit. The main undercarriage was fixed and divided; some aircraft had wheel fairings, others not. There was a fixed tailskid, or a later tailwheel. Some aircraft were fitted with floats (Junkers Ju 52/3mg5e) or skis instead of the main wheels.
Originally powered by three Pratt & Whitney R-1690 “Hornet” radial engines, later production models mainly received 770 hp BW 132 engines, a license-built refinement of the Pratt & Whitney design. The two wing-mounted radial engines of the Ju 52/3m had half-chord cowlings and in planform view (from above/below) appeared to be splayed outwards, being mounted at an almost perpendicular angle to the tapered wing’s sweptback leading edge (in a similar fashion to the Mitsubishi G3M bomber (Allied code “Betty”) and Short “Sunderland” flying boat; the angled engines on the Ju 52 were intended to make it easier to maintain straight flight should an engine fail, while the others had different reasons). The three engines had either “Townend” ring or NACA cowlings to reduce drag from the engine cylinders, although a mixture of the two was most common, with deeper-chord NACA cowlings on the wing engines and a narrow “Townend” ring on the center engine, which was more difficult to fit a deeper NACA cowl onto, due to the widening fuselage behind the engine. Production Ju 52/3m aircraft flown by Luftwaffe usually used an air-start system to turn over their trio of radial engines, using a common compressed air supply that also operated the main wheels’ brakes.
In service with Lufthansa, the Junkers Ju 52/3m had proved to be an extremely reliable passenger airplane. Therefore, it was adopted by the Luftwaffe as a standard aircraft model and flew as a troop and cargo transport.. The Luftwaffe had 552 Ju 52/3ms in service at the beginning of WW II. Even though it was built in great and production continued until approximately the summer of 1944; when the war came to an end, there were still 100 to 200 aircraft available (Ref.: 24).

Messerschmitt Me 262 HG III (Frank Airmodell, Resin)

TYPE: High-speed experimental aircraft. Project


POWER PLANT: Two Junkers Jumo 004D-1 turbojet engines, rated at 930 kp thrust each

PERFORMANCE: 683 mph at 19.685 ft

COMMENT: The final layout of the Messerschmitt Me 262 “Schwalbe” (“Swallow”) did not come up to all expectations of perfectionist Willy Messerschmitt. He argued that at least the concept of the new revolutionary aircraft is a result of many compromise and need to be improved. One goal is the high speed that can be reached by a turbojet driven aircraft.
Already in 1939 when the first design studies began what later became the Messerschmitt Me 262 Willy Messerschmitt proposed the installation of the turbojet engines into the wing roots in order to reduce drag and save weight. But at that time the plan failed due to the rapid changing dimensions of the first “Sondertriebwerke” (“Exceptional power plants”) as the new turbojet engines are called..
Yet another possibility to reduce drag in high-speed flight was the introduction of swept-back wings. In 1935 Prof. Busemann, an aeronautical research scientist at the aerodynamic institute of the University of Göttingen, discovered the benefits of the swept wing for aircraft at high speeds. He presented a paper on the topic at the Volta Conference at Rome in 1935. The paper concerned supersonic flow only. At the time of his proposal, flight much beyond 300 miles per hour had not been achieved and it was considered an academic curiosity. Nevertheless, he continued working with the concept, and by the end of the year had demonstrated similar benefits in the transonic region as well.
By early 1940 the first precise research findings on swept back wings were available to the German aircraft industry and Messerschmitt proposed in April 1941 to fit up the piston engine driven Messerschmitt Me 262 V1 with a 35 degree swept back wing. Nevertheless, at that time priority was given to the mass-production of the Messerschmitt Me 262 “Schwalbe” (“Swallow”). But with the introduction of this phenomenal aircraft the influence of critical Mach-number (“compressibility”) on subsonic speed became noticeable. In early 1944 research work on development of a high-speed variant of the Messerschmitt Me 262 was done again in three steps as so called “Hoch-Geschwindigkeitsjäger” , suffix “HG” (“High-speed fighter”):

Messerschmitt Me 262 HG I
The leading edge of the inner wing as well as of the vertical tail was increased to 45 degree, the leading edge of the horizontal tail was swept back to 40 degree, a shallow, low-drag cockpit canopy was installed, and the muzzles were faired over.

Messerschmitt Me 262 HG II
A new wing with 35 degree sweep was installed, the engine nacelle was improved, a shallow, low-drag canopy and a butterfly tail-plane was provided.

Messerschmitt Me 262 HG III
Improvements were a new 45 degree swept-back wing, installation of turbojet engines in wing-root, low-drag canopy and swept-back tail-plane.
The last variant was intensively discussed and tested especially the installation of more powerful turbojet engines (Heinkel-Hirth HeS 011). The end of WWII stopped all further work on the Messerschmitt Me 262 HG III (Ref.: 20, 24).

Focke-Wulf Projekt VII “Flitzer” (“Streaker“ or „Dasher)” (Revell)

TYPE: Interceptor fighter


POWER PLANT: One Heinkel-Hirth HeS 011A turbojet engine, rated at 1,300 kp thrust plus one Walter HWK 509A-2 liquid-fuel rocket engine, rated between 300 and 1,500 kp thrust

PERFORMANCE: 593 mph (estimated)

COMMENT: In March 1943 the Focke-Wulf design team in Bremen initiated a series of studies for single-seat, single turbo jet powered fighters. “Entwurf 6”, also known as “Projekt VI”, was approved for mock-up construction in February 1944. The designation was later changed to “Projekt VII” and was given the code name “Flitzer (“Streaker” or “Dasher”). The design had mid-fuselage mounted wings with moderate sweepback (32 degrees), air inlets in the wing roots, twin booms, a high mounted tail plane and a tricycle landing gear. For high speed interception the single He S 011A turbojet was to be supplemented with a Walter HWK 509 A-2 bi-fuel rocket mounted below the turbojet engine. This arrangement was later revised and the rocket engine was eliminated. Projected armament consisted of two MK 103 30mm cannon or two MK 108 30mm cannon in the lower nose and two MG 151/20 20mm cannon in the wings. The Focke-Wulf Flitzer” was well advanced in development, a full-size mock-up and some prototype sub-assemblies being completed. The project was eventually abandoned in favor of the Focke-Wulf Ta 183 “Huckebein”. In the meantime this design was in an advanced stage for series production.

Noteworthy is the fact that the Focke-Wulf “Flitzer” project had great similarity with the contemporary British de Havilland DH 100 “Vampire” (Ref.: 17, 24).

Focke-Wulf Fw P.011- 44 (Fw 250), (Unicraft, Resin) with Henschel „Zitterrochen“ („Crampfish“), (R + V Models,, Resin)

TYPE: Long-range fighter, fighter bomber. Project


POWER PLANT: Two Heinkel-Hirth HeS 011 turbojet engines, rated at 1.300 kp thrust each

PERFORMANCE: 663 mph at 26,250 ft (estimated)

COMMENT: This Focke-Wulf project was submitted by Professor Kurt Tank and his team in late 1944 for a twin-jet fighter which could be used as a fighter, fighter/bomber or long-range fighter, and was to be constructed in contrast to Tanks wooden Focke-Wulf Ta 154 entirely of metal. The RLM number of 250 was assigned to this project, which had previously been held by the land version of the huge Blohm & Voss Bv 238 flying boat.
The fuselage was wide, to accommodate the nose air intake for the twin Heinkel-Hirth He S 011 jet engines that were buried in the rear fuselage. The wings were swept back at 40 degrees, with the main landing gear retracting inboard into the wing. Mounted on a “boom”, the tail unit was set high in order keep it free from jet exhaust. A single pilot sat in a pressurized cockpit located near the nose. Armament consisted of four MK 108 30mm cannon or four MG 213 20mm cannon. Also, a droppable supplemental fuel container of 1000 kg could be carried by the long-ranged fighter variant as well as guided missiles.
Further testing and work would doubtless have been needed on this project, for example, the long air intake would have resulted in a loss of power, but this could have been overcome by using leading edge or wing root air intakes instead. Even though it would have been superior in climb and turning ability than the similar Messerschmitt “Hochgeschwindigkeitsjäger” (“High-speed fighter”) Me262 HG III, but the Focke-Wulf project would have been slower and would have a longer design-to-prototype time than the Me 262 HG III. All design work was ceased in order to concentrate on Focke-Wulf’s Ta 183 “Huckebein” single jet fighter. The information learned during this project’s design was later used in the Focke-Wulf Fw P.011-45 and Fw P.011-47 jet powered night and all-weather fighter projects.
The aircraft shown here is armed with two Henschel “Zitterrochen” (“Crampfish”) radio-controlled anti-ship missiles (Ref.: 17).

Henschel Hs 130E V3 (Antares Models, Resin)

TYPE: High-altitude reconnaissance aircraft

ACCOMMODATION: Crew of three

POWER PLANT: Two Daimler-Benz DB 603B liquid-cooled engines, rated at 1,860 hp at 6,900 ft each and one Daimler-Benz DB, rated at 1,475 hp driving “HZ-Anlange” supercharger in fuselage

PERFORMANCE: 379 mph at 45,900 ft

COMMENT: The Henschel Hs 130 was a high-altitude reconnaissance aircraft and bomber developed in WW II, but never used operationally, only existing as prototype airframes due to various mechanical faults.
Development of the Hs 130 began with two Hs 128 prototypes, which first flew on 11 April 1939, with the second prototype flying on 20 February 1940. Both prototypes were research aircraft, used for testing pressurized cabins, engine superchargers, and cantilever wings. Different engines powered the two prototypes; the V1 by Daimler-Benz DB 601s and the V2 by Junkers Jumo 201s. Both had fixed landing gear.
While trials of the two prototypes were not successful, the potential of a high altitude aircraft caught the attention of the commander of the Luftwaffe’s’s special reconnaissance unit. The interest in the Hs 128’s potential for high-altitude reconnaissance missions led the RLM (Reich Air Ministry) to instruct Henschel to continue development of the Hs 128 as a reconnaissance aircraft under the designation Hs 130A. Three prototype aircraft Hs 130As were built, the first flying on  May 1940. Five pre-production Hs 130A-0 followed, being delivered in early 1941, and featured Daimler-Benz DB 601R engines – each with a single-stage supercharger, retractable landing gear, and a bay in the rear to house two Rb75/30 cameras for reconnaissance. The five Hs 130A-0s subsequently underwent trials and testing, which revealed significant problems with the aircraft performance, and reliability problems which prevented operational use.
Two further modified Hs 130A-0s were produced under the designation Hs 130A-0/U6 and featured a greater wingspan, Daimler-Benz DB 605B engines, Hirth superchargers, GM-1 nitrous oxide power boosting, and under-wing drop tanks, and being ready for flight testing in November 1943, demonstrating an absolute ceiling of 50,570 ft. The Hs 130A-0/U6 variant as well as the other Hs 130A-0s proved unsatisfactory and were never flown operationally.
Further development of the Hs 130 led to bomber variants. The planned Hs 130B was almost the same as the Hs 130A, but with a bomb bay in place of the camera bay, but was never built. The Hs 130C was built as a competitor for the “Bomber B” project, and was very different from the Hs 130A, featuring a shorter wing span, remotely controlled defensive armament, a more extensively glazed but still pressurized cabin and up to 4,000 kg of bombs. Further development of the Hs 130 as a reconnaissance aircraft continued with the Hs 130D, which was planned to have DB 605 engines and a complex two-stage supercharger, but was again unbuilt.
The Hs 130E was a re-working of the Hs 130A with the “Höhen Zentrale” or “HZ-Anlage” (High-altitude gear center) in place of conventional superchargers. The “HZ-Anlage” operated by a third engine, a Daimler-Benz DB 605T, was installed in the fuselage  the only purpose of which was to power a large supercharger to supply air to the wing-mounted DB 603B engines.  Another difference from the Hs 130A was the nose, which was extended forward to offset the weight of the “HZ-Anlage” engine in the fuselage. Also underwing fuel tanks could be fitted to provide fuel for three engines, and air scoops were fitted under the fuselage to supply the fuselage engine.
Three prototype Henschel Hs 130Es were built; Hs 130E V1 first flew in September 1942, and could reach 41,010 ft when “HZ-Anlage” was employed. Hs 130E V2, first flown in November 1942, was lost on its seventh flight due to an engine fire; V3 was built to replace it. An order for seven pre-production Hs 130E-0s followed, first flying in May 1943, together with a production order was placed for 100 Hs 130E-1s which were to have a remotely controlled defensive armament and provisions for underwing bombs. The order was cancelled due to continuing problems suffered by the Hs 130E-0’s “HZ-Anlage” system. A four engine version Hs 130F was planned, which was hoped to solve the problems with “HZ-Anlage”, by using four supercharged BMW 801 radial engines, but was never built (Ref.: 24).