ACCOMMODATION: Crew of two (Pilot and radiooperator/navigator)
POWER PLANT: Two Heinkel-Hirth HeS 011 turbojet engines, rated at 1.300 kp thrust each
PERFORMANCE: 565 mph
COMMENT: This project study of 11. April 1945 (Little note: less than four weeks before the total collaps of the “Third Reich”!!!!) for a two seat “Schnellbomber” (fast bomber) and “Zerstörer” (destroyer) constituted a further development of the Messerschmitt Me P.1099, Me P.1100 and Me P.1101 series of proposals of 1944 on the basis of the original in service Messerschmitt Me 262.
Whereas the basic fuselage, spacious cockpit and tail surfaces of the mentioned follow-up proposals were retained, the two Heinkel-Hirth HeS 011 turbojets were relocated into the wing root to which the new wings having a leading edge sweep of almost 40 degrees were attached. An interesting feature of the design was that the mainwheels were to retract inwards to rest vertically in the fuselage between the fore and aft fuel tanks. Exactly how this was to be accomplished with the turbojets in the way is not clear from the documents. Although the final form of the fuselage nose portion had not been decided, the end of the war brought an early end of the project (Ref.: 16).
POWER PLANT: Two Daimler-Benz DB 603E-1 liquid-cooled engines, rated at 1,900 hp at 5,905 ft each
PERFORMANCE: 474 mph at 22,000 ft
COMMENT: The Dornier Do 335 „Pfeil“ (Arrow) was a German World-War II heavy fighter built by the Dornier company. The Pfeil’s performance was much better than other twin-engine designs due to its unique push-pull configuration and the lower aerodynamic drag of the in-line alignment of the two engines. It was Germany’s fastest piston-engined aircraft of World War II. The Luftwaffe was desperate to get the design into operational use, but delays in engine deliveries meant that only a handful were delivered before the war ended.
The first 10 Do 335A-0s were delivered for testing in May 1944. By late this year, the Do 335A-1 was on the production line. It was similar to the A-0 but with the uprated DB 603E-1 engines of some 1,800 hp take-off power rating apiece and two underwing hardpoints for additional bombs, drop tanks or guns. It had a maximum speed of 474 mph at 21 300 ft with MW 50 boost, or 426 mph without boost, and climbed to 26, 250 ft in under 15 minutes. Even with one engine out, it reached about 350 mph.
With the worsening of war situation development emphasis in the „Pfeil“ programme switched from the A-series fighter-bomber to the more heavily armed B-series „Zerstörer“ (Destroyer), and during the winter 1944-45 the first Do 335B prototypes were completetd at Oberpfaffenhofen. The initial B-series „Zerstörer“ were essentially similar to the Do 335A-1 apart from armament and the deletion of internal weapon bay, its space being utilized by a supplement fuel tank. The Do 335 V13 had a 15-mm MG 151 cannon in the forward fuselage replaced by 20-mm MG 151s, and was intended to serve as a prototype fort he Do 335B-1, and the Do 335 V14 had this armament supplemented by two 30-mm MK 103 cannon mounted just inboard oft he main undercarriage attachment points, this being the prototype fort he Do 335B-2.
These were destined to be the only B-series prototypes actually completed and flown, although six additional aircraft were under construction at Oberpfaffenhofen when further development was terminated. These were the Do 335 V15 and V16, respectively the second prototype oft he B-1 and B-2 models, the Do 335 V17 which was intended as a prototype oft he B-6 two-seat night and bad weather fighter similar to the Do 335 A-6 but posessing the same armament as that oft he B-1; The Do 335 V18 which was to have been the second prototype fort he Do 335B-6, and the Do 335 V19 and V20 which would have been respectively prototypes for the Do 335B-3 and B-7 powered by DB 603LA engines with two stage superchargers, the former being a single-seater similar to the B-2 and the latter being a two-seater similar tot he B-6 (Ref.: 7, 24).
POWER PLANT: Two Junkers Jumo 004B-1 turbojet engines, rated at 900 kp thrust each
PERFORMANCE: 508 mph at 19,685 ft
COMMENT: The Heinkel He 280 was the first turbojet-powered fighter aircraft in the world. It was inspired by Ernst Heinkel‘s’s emphasis on research into high-speed flight and built on the company’s experience with the Heinkel He 178 turbojet prototype. A combination of technical and political factors led to it being passed over in favor of the Messerschmitt Me 262 „Schwalbe“ (Swallow). Only nine were built and none reached operational status
The Heinkel company began the He 280 project on its own initiative after the Heinkel He 178 had been met with indifference from the Reichsluftfahrtministerium (RLM, Reich Aviation Ministry).
Work on the project began under the Heinkel designation „Projekt 1065“ in late 1939 but in March, 1940, after receiving official support the designation Heinkel He 280 was applied. The design had a typical Heinkel fighter fuselage, elliptical wings and a dihedralled tailplane with twin fins and rudders. Power was provided by two Heinkel HeS 8 centrifugal turbojet engines and had a tricycle undercarriage landing gear with very little ground clearance. This arrangement was considered too frail for the grass or dirt airfields of the era; however, the tricycle layout eventually gained acceptance. The He 280 was equipped with a compressed-air powered ejection seat, the first aircraft to carry one and the first aircraft to successfully employ one in an emergency.
The first prototype was completed in the summer of 1940, but the Heinkel HeS 8 intended to power it was running into difficulties. On September 1940, while work on the engine continued, the first prototype started glide tests with ballasted pods hung in place of its engines. It was another six months before the second prototype flew under its own power, on March 1941. The aircraft was then demonstrated to Ernst Udet, head of RLM’s development wing, on April, 1941, but like its predecessor, it apparently failed to make an impression. One benefit of the He 280 which did impress the political leadership was the fact that the jet engines could burn kerosene, which requires much less expense and refining than the high-octane fuel used by piston-engine aircraft. However, government funding was lacking at the critical stage of initial development.
Over the next year, progress was slow due to the ongoing engine problems. A second engine design, the Heinkel HeS30 was also undergoing development, both as an interesting engine in its own right, as well as a potential replacement for the HeS 8. In the meantime, alternative powerplants were considered, including the Argus As 014 pulsejet that powered the Fieseler Fi 103 V-1 Flying bomb. It was proposed that up to eight be used.
Engine problems continued to plague the project. In 1942, the RLM had ordered Heinkel to abandon the HeS 8 and HeS 30 to focus all development on a follow-on engine, the Heinkel/Hirth HeS 011, a more advanced and problematic design. But because the HeS 011 was not expected for some time, Heinkel selected the rival BMW 003. However, this engine also had problems and delays. The second He 280 prototype was re-engined with Junkers Jumo 004 The Jumo 004 engines were much larger and heavier than the HeS 8 that the plane had been designed for, and while it flew well enough on its first powered flights from March 1943, it was clear that this engine was unsuitable. The aircraft was slower and generally less efficient than the Messerschmitt Me 262.
Meanwhile, the He 280 V4 and V5 had been completed, the latter with Heinkel-Hirth 001 turbojets and the former with BMW 003A-0 turbojets. The He 280 V5 was considered by Heinkel tob e representative of he proposed He 280A-1 production standart. Ist claimed peformance include a maimum speed of 509 mph at 19,685 ft at normal loaded weight. The Heinkel He 280 V6 was completed with Junkers Jumo 004 engines and full armament from the onset. Amarment consisted of three 20 mm MG 151 cannon in the fuselage nose and one 500 kg or two 250 kg bombs. The He 280 V6 was tested at Rechlin, and in early 1943, Heinkel tendered a proposal to the Technische Amt for the He 280B-1 fighter bomber with two Junkers Jumo 004 engines and an estimated maximum speed of 547 mph.
By this time, flight testing of the Messerschmitt Me 262 V4 suggested that the Messerschmitt fighter would have a performance advantage over the Heinkel He 280 when fitted with similar power plants, and particularly in so fas as range was concerned, this being a serious defect in the Heinkel fighter’s performance. Thus, on March 1943 the Technische Amt instructed Heinkel to abandon all further development of the He 280 as a fighter, permission being given to complete only the nine prototypes which were allocated to various test programmes (Ref.: 7, 24).
POWER PLANT: Two Daimler-Benz DB 603 liquid-cooled engines, rated at 1,726 hp each
PERFORMANCE: 472 mph (estimated)
COMMENT: The Messerschmitt Me 609 was a short-lived WW II German project which joined two fuselages of the Messerschmitt Me 309 fighter prototype together to form a heavy fighter.
The project was initiated in response to a 1941 RLM (Reich Air Ministry) requirement for a new “Zerstörer” (destroyer, or heavy fighter) to replace the Messerschmitt Bf 110 in a minimum time and with a minimum of new parts The new design would use components from existing aircraft, thus not disrupting existing production. After the cancellation of the Messerschmitt Me 309 project in 1943, work was continued using it as a basis for other designs. One of these reworked designs was for the Me 509; another was for the 609, which was basically two Me 309 fuselages joined with a new center wing section. Messerschmitt was also working on and had completed a twin-fuselage Bf 109, known as the Me109Z, but the prototype was destroyed before flight testing.
Two Me 309 fuselages were to be joined with a constant chord center wing section, into which two inboard landing gears retracted. The outboard landing gears were resigned, two nose wheels retracted to the rear and rotating 90 degrees to lie flat beneath the engines. This resulted in an unusual four-wheel arrangement. Power was to be supplied by two Daimler Benz 603 or 605 12 cylinder inverted V liquid -cooled engines. The pilot sat in a cockpit located in the port fuselage, with the starboard cockpit canopy being faired over.
Two versions were envisioned: a heavy fighter (“Zerstörer”) and a high-speed bomber (“Schnellbomber”, fast bomber). In the fighter version, two MK 108 30 mm cannon and two MK 103 30mm cannon were projected as the armament, with a provision for two additional MK 108 30mm cannon mounted beneath the center wing section or under the outer wing sections. In addition, either one SC 500 or two SC 250 bombs could be carried, also beneath the center wing section. The fast bomber version would have reduced armament, with only two MK 108 30mm cannon were to be installed. Extra fuel (1500 kg) could be carried in the faired over starboard cockpit, and the bomb load was to consist of two SC 1000 bombs which were carried beneath each fuselage.
Finally, a two seater night fighter variant was envisioned with FuG 220 “Lichtenstein SN-2” antennas mounted at the outer wings. The pilot sat in the port and the radar operator in the starboard fuselage.
Even though it was calculated that many components of the Me 309 could be used (fuselage, engines, equipment, 80% of the wings), by the time this design began to jell, the Messerschmitt Me 262 turbojet fighter was proving to be the plane of the future, and could take over all roles for which the Me 609 was designed. Thus, the Me 609 project was no longer pursued after 1944 (Ref.: 24).
POWER PLANT: One Heinkel/Hirth HeS 011 turbojet engine, rated at 1,300 kp thrust
PERFORMANCE: No data available
COMMENT: This late WW II Messerschmitt „Projekt Wespe” (Wasp) is mostly unknown, and information on it is incomplete. Two seperate fuselages were designed for the „Wespe”:
Design I had the cockpit located midway along the fuselage, and the single He S 011 jet engine was located at the rear and was fed by a long air duct. A long tapering single fin and rudder was chosen, with the tail planes located about halfway up.
Design II had the cockpit located far forward on the fuselage, and the single He S 011 turbojet was mounted mid fuselage. It was fed by an air duct which wrapped under the forward fuselage, and exhausted below a tail boom with a V- Tail unit.
Both designs used a tricycle landing gear arrangement, with the main gear retracting inwards from the wing and the front gear retracting forwards. No armament was specified, but at this stage in the war two MK 108 30mm cannon would probably have been fitted. Priority for both designs was the use of non-strategic material as much as possible, reduction of time for maintenance and adequate flying characteristics (Ref.: 17).
POWER PLANT: Two Junkers Jumo 004B-1 turbojet engines, rated at 900 kp each
PERFORMANCE: 461 mph at 20,000 ft
COMMENT: In late 1940, the Reichsluftfahrtministerium (RLM, Reich Air Ministry), offered a tender for a jet-powered high-speed reconnaissance aircraft with a range of 1,340 mi. Arado was the only company to respond, offering their E.370 project, a high-wing conventional-looking design with a Junkers Jumo 004 tubojet engine under each wing.
Arado estimated a maximum speed of 480 mph at 20,000 ft, an operating altitude of 36,000 ft and a range of 1,240 mi. The range was short of the RLM request, but they liked the design and ordered two prototypes as the Arado Ar 234. These were largely complete before the end of 1941, but the Jumo 004 engines were not ready, and would not be ready until February 1943. When they did arrive they were considered unreliable by Junkers for in-flight use and were cleared for static and taxi tests only. Flight-qualified engines were finally delivered, and the first prototype, the Ar 234 V1 made its first flight on July 1943 at Rheine Airfield.
By September 1943, four prototypes were flying and four more prototypes under construction. The sixth and eighth aircraft of the series were powered with four BMW 003 turbojet engines instead of two Jumo 004s, the sixth having four engines housed in individual nacelles and the eighth flown with two pairs of BMW 003s installed within “twinned” nacelles underneath either wing. These were the first four-engine jet aircraft to fly.
The projected weight for the aircraft was approximately 8 tonnes. To reduce the weight of the aircraft and maximize the internal fuel the eight prototype aircraft were fitted with the original arrangement of trolley-and-skid landing gear, intended for the planned operational, but never-produced Arado Ar 234A version.
Arado did not use the typical retractable landing gear. Instead, the aircraft was to take off from a jettisonable three-wheeled, tricycle gear-style trolley and land on three retractable skids, one under the central section of the fuselage, and one under each engine nacelle.
The RLM had already seen the promise of the design and in July 1943 had asked Arado to supply two prototypes of a “Schnellbomber” (“Fast bomber”) version as the Arado Ar 234B. Since the original skid-equipped Ar 234A’s fuselage design was very slender and filled with fuel tanks, there was no room for an internal bomb bay and the bombload had to be carried on external racks.
Since the cockpit was directly in front of the fuselage, the pilot had no direct view to the rear, so the guns were aimed through a periscope, derived from the type used on German World War II tanks, mounted on the cockpit roof. The Ar 234B version was modified to have fully retractable tricycle landing gear, with the mid-fuselage very slightly widened to accommodate the forward-retracting main gear units, the nose gear retracting rearwards. The first twin-Jumo 004 powered prototype Ar 234B (V 7) flew on 10 March 1944 for the first time and made history on 2 August 1944 as the first jet aircraft ever to fly a reconnaissance mission.
Production B-series aircraft were slightly wider at mid-fuselage to house the main landing gear, with a central fuel tank present (the middle one of a trio of fuel tanks) in the mid-fuselage location forward tank, central and an aft. Under tests with maximum bombload consisting of three SC 500 bomb, the Ar 234 V9 aircraft could reach 418 mph at 16,000 ft. This was still better than any bomber the Luftwaffe had at the time, and made it the only bomber with any hope of surviving the massive Allied air forces. The normal bombload consisted of two 500 kg bombs suspended from the engines or one large 1,000 kg bomb semi-recessed in the underside of the fuselage with maximum bombload being 1,500 kg. In case the full bomb load was to be deployed on an Ar 234B for an operational sortie, fuel had to be reduced and two Walter HWK 109-500A-1 “Starthilfe” (Take-off assistance) liquid fuel jettisonable JATO rocket pods delivering 500kp thrust each were fixed under each wing.
Production lines were already being set up, and 20 Arado Ar 234B-0 pre-production aircraft were delivered by the end of June 1943. Later production was slow, as the Arado plants were given the simultaneous tasks of producing aircraft from other bombed-out factories hit during the USAAF’s “Big Week”, and the ongoing license-building and nascent phasing-out of Heinkel’s heavy He 177A bomber, even as the Arado firm was intended to be the sole subcontractor for the Heinkel He 177B (He 277) series strategic bomber, meant to start construction at Arado as early as October 1944. Meanwhile, several of the Ar 234 prototypes – including a few of the surviving six twin-engine Jumo 004-powered “trolley-and-skids” Ar 234A-series prototypes – were sent forward in the reconnaissance role. In most cases, it appears they were never even detected, cruising at about 460 mph at over 29,900 ft, with the seventh prototype achieving the first-ever wartime reconnaissance mission over the United Kingdom by a Luftwaffe-used jet aircraft.
The few 234Bs entered service in autumn and impressed their pilots. They were fairly fast and completely aerobatic. The long takeoff runs led to several accidents; a search for a solution led to improved training as well as the use of two jettisonable RATO units. The Jumo 004 engines were always the real problem; they suffered constant flameouts and required overhaul or replacement after about 10 hours of operation.
The most notable use of the Arado Ar 234 in the bomber role was the attempt to destroy the Ludendorff Bridge at Remagen. The aircraft continued to fight in a scattered fashion until Germany surrendered on 8 May 1945. Some were shot down in air combat, destroyed by flak, or “bounced” by Allied fighters during takeoff or on the landing approach, as was already happening to Messerschmitt Me 262 jet fighters. Mostly the remaining aircraft sat on the airfields awaiting fuel that never arrived.
Overall from mid-1944 until the end of the war a total of 210 aircraft were built. In February 1945, production was switched to the Arado Ar 234C variant. It was hoped that by November 1945 production would reach 500 per month. Only a few of this four engine aircraft were built before Germany finally collapsed (Ref.: 24).
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).
POWER PLANT: Three Heinkel-Hirth HeS 011 turbojet engines, rated at 1,200 kp each
PERFORMANCE: 627 mph
COMMENT: During the summer of 1944, the Messerschmitt Me P.1102/105 project was on the drawing board at the same time as the Me P.1101 projects were designed, e. g. Me P.1101/92, Me P.1101/99 and Me P.1101/101. Several of these projects were of variable-geometry wing designs, a configuration which was a novelty in aircraft designing at that time.
The Messerschmitt Me P.1102/105 was developed as a fast bomber and heavy fighter.The variable-sweep wings were mounted in the center of the fuselage and could be swept between 15 and 50 degrees. For take-off and landing the wings were to be set at 20 degrees and for high speed flight the wings were to be set at the maximum of 50 degrees. The tail unit was of a normal configuration, with the tail planes swept back at 60 degrees.
Three jet engines powered the Me P.1102/105, two were located beneath the fuselage nose and one was located in the tail with an air intake on the top of the rear fuselage to feed this turbojet. Either three BMW 003 or Heinkel-Hirth He S 011 jet engines were to be employed. A single pilot sat in a cockpit located in the forward fuselage and three fuel tanks of 1200 liter capacity each were located behind the cockpit. The lower fuselage held an internal bomb bay and the tricycle landing gear.
The collapse of Germany ended work on this design. All Messerschmitt documentation relating to this projects series was seized by the US and was used in the development of several post-war aircraft. The Messerschmitt Me P.1102/105 project’s unusual three-engine power plant arrangement, in particular, was employed on the Martin XB-51 high-speed attack-interceptor which first flew in mid-1949 (Ref.: 17).
POWER PLANT: Two BMW 003 turbojet engines, rated at 900 kp each
PERFORMANCE: 553 mph at 16,405 ft
COMMENT: This Blohm & Voss dive bomber and ground attack aircraft project of 1944 was of a twin boom design with each boom having a bomb bay in the forward section capable of holding a SC 250 bomb. The aircraft was powered by two BMW 003 turbojet engines mounted side-by-side under the center nacelle in which the cockpit and armament was located. The heavy armament consisted of four fuselage mounted MG 151/20 20mm cannon. The landing gear was a conventional “tail-dragger” arrangement with extended track width. Although detail planning was in advanced stage the project was not favored by the “Technische Amt” (Technical bureau) of the RLM (Ref.: 17).
POWER PLANT: One Daimler-Benz DB 610 liquid-cooled engine, rated at 2,900 hp, driving two four-bladed pusher propellers
PERFORMANCE: 466 mph
COMMENT: In 194/42 the design team of Henschel Aircraft Company proposed an advanced project of a fast light bomber and ground attack aircraft. Power was provided by a single Daimler-Benz DB 610 engine that in fact consisted of two Daimler-Benz DB 605 liquid-cooled engines, joined side-by side. The engine drove two four-bladed pusher type propellers via an extension shaft. A similar design but powered by a Daimler-Benz DB 613 was the Henschel Hs P. 75 fighter and interceptor project. Both designs were radical in so far as a canard arrangement was proposed with elevators in front and the wing positioned to the rear. By that enough space was available to integrate the wide and bulky power unit. Furthermore, a large weapon bay in the in the forward fuselage was available. The disadvantage of this arrangement is the permanent shifting of the center of gravity. Vertical fins were located at the wingtips. Intensive work was done concerning the lay-out of the cockpit in order to give the two crew members an excellent view forward. In case of emergency the cabin could be blown up in order to prevent a collision with the eight-bladed propellers. Detailed construction was in an advanced stage when the RLM refused this project with the flimsy comment “… the pilots couldn’t acclimatize with a propeller in the back and the elevators in front”. So further work on this project was stopped (Ref.: 16, 17).
Scale 1:72 aircraft models of World War II
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