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Spartacus
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Project canceled after the first non-test-pilot user, a former agriculture minister, stood up without waiting for the rotor to slow down and stop.
GrandMaster
New member
make it something more intresting lol
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Spartacus
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Towed by a submarine and used as an elevated observation platform.
hint 2
hint 2
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Spartacus
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Combat! was a series I grew up withBileStew said:
I bought the first season on DVD but haven't watched it yet
next hint
same manufacturer of the 190
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Spartacus
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wow!Angel said:
we have a winner
Focke-Achgelis Fa 330 'Bachstelze' autogyro
needtogetaas
New member
dame angel you keep wining thease things and youre ganna have more k then me.I cant have this.
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Spartacus
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she beat you by 5 minutesredguru said:
thankfully as I didn't want to get into the argument of Focke330 vs Focke336
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Spartacus
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that's a "cool" aircraftAngel said:
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Spartacus
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The Folke Wulf Ta152, designed by Kurt Tank, was the Lufftwaffe's high altitude fighter. This plane took advantage of the most advanced technology the German aviation industry had to offer. Pressurized cockpits and turbo supercharged engines were used to attain it's high altitude capabilities. The nitrous oxide equipped models used a methanal/water injection system which is still considered state of the art by today's standards.4everhung said:
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Spartacus
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The thing that has to be remembered about the Ta152 is that it was designed to fight at very high altitudes. In particular, it was designed to stall fight. The Ta152 wing is not only uniquie in its huge span, but also in that it is twisted, the wing near the root has more angle of attack than the near the wing tip. The reason for doing this was so when stalling out in a climb, as the plane fell through the stall, part of the airfoil would still be effective (air flowing over the ailerons), allowing roll control through more of the stall manuver. This would allow a Ta152 pilot to climb hard and then flip over and effectively attack an enemy that was chasing it, presumably as it was also nearing stall and had little control. Combine with the ability to engage SEP to ensure it would not be caught in such a climb, this sorta makes sense. However this assumes the enemy is unaware of the capabilities of the Ta, which would only be true for a short while had this plane been used in significant numbers. At lower altitudes, where the air is thicker, I have to wonder about this design, as it means at high speeds the wing would be fighting with itself which would have a tendancy to twist it even further and make the plane buffet as no single angle of attack can be set to minimize turbulence over the wing.
Another issue with the Ta152 is its performance figures are somewhat questionable. I don't believe actual high altitude performance of this plane was ever "tested", instead, it was estimated based upon low-medium altitude tests. If anyone has any information to the contrary, I'd love to see it!
Much of the Ta152 performance is based upon SEP (Special Emergency) power useage, which is NO2 injection, or GM1 as the German's called it. SEP power could not be flipped on and off at a whim. In order to engage SEP power the engine had to be at the right RPM and under a heavy load with the prop pitch set correctly (i.e. a steep climb with the prop set to a steep pitch). Under these conditions, SEP power could be used to prevent the engine from bogging (rpm's from falling) to sustain a climb. If engaged in level flight to try to gain acceleration, SEP would force a quick and nearly uncontrollable increase in RPM and probably blow the engine. It was probably also useable in level at very high altitudes where the engine power was already far below normal. But the point is this was not readily availble power for combat, dip the nose down with SEP engaged and the engine would be toast. I also don't think GM1 and MW50 boost could be used together as the combination would create nitric acid as a bi-product and this would quickly destroy the engine.
Another issue with the Ta152 is its performance figures are somewhat questionable. I don't believe actual high altitude performance of this plane was ever "tested", instead, it was estimated based upon low-medium altitude tests. If anyone has any information to the contrary, I'd love to see it!
Much of the Ta152 performance is based upon SEP (Special Emergency) power useage, which is NO2 injection, or GM1 as the German's called it. SEP power could not be flipped on and off at a whim. In order to engage SEP power the engine had to be at the right RPM and under a heavy load with the prop pitch set correctly (i.e. a steep climb with the prop set to a steep pitch). Under these conditions, SEP power could be used to prevent the engine from bogging (rpm's from falling) to sustain a climb. If engaged in level flight to try to gain acceleration, SEP would force a quick and nearly uncontrollable increase in RPM and probably blow the engine. It was probably also useable in level at very high altitudes where the engine power was already far below normal. But the point is this was not readily availble power for combat, dip the nose down with SEP engaged and the engine would be toast. I also don't think GM1 and MW50 boost could be used together as the combination would create nitric acid as a bi-product and this would quickly destroy the engine.
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Spartacus
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"This would allow a Ta152 pilot to climb hard and then flip over and effectively attack an enemy that was chasing it, presumably as it was also nearing stall and had little control."
birds of prey
birds of prey
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Spartacus
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no Ta 152s were lost to enemy fire....
III Gruppe pilots of note who transferred to the Stab JG 301 were Fw. Willi Reschke, Uffz. Christoph Blum, Ritterkreuzträger Ofw. Heinz Gossow and Staffelkapitän Oblt. Hermann Stahl all of 9. Staffel, along with Sepp Sattler and Josef Keil of 10. Staffel......
Keil was to achieve ‘acedom’ on the type.... Former Sturmjäger Walter Loos, who had previously flown alongside Walther Dahl in the Stab JG 300 during the summer of 1944 and had achieved some thirty victories also transferred in.... In the last weeks of the war both he and Reschke were awarded the Ritterkreuz..... Given the number of Knights Cross holders flying Ta 152s at the end of the war some writers have considered the Geschwaderstab of JG 301 to be something of a crack unit..
Willi Reschke relates in ‘JG 301/302 Wilde Sau’ ;
“On 23 January 1945 on orders from the OKL (Oberkommando der Luftwaffe) Jagdgruppe III./JG 301 was temporarily taken off operations and designated an Einsatzerprobungsverband, a combat test unit, re-equipping with the legendary Ta 152 – something we’d long given up hoping for…”
In the early hours of 27 January the Gruppe’s pilots were taken by truck to the Neuhausen aircraft plant near Cottbus with orders to ferry the new Höhenjäger to Alteno......
“ Arriving at the airfield at Neuhausen we were confronted with our first sight of the Ta 152 H-1, which with its enormous wingspan and lengthened engine cowl hardly looked like a fighter aircraft at all........ With feelings of unease we walked around the machines drawn up in three rows (twelve aircraft in total). Technicians were on hand to answer our queries..... After a talk on the technical aspects of the machines that lasted barely 30 minutes, we took the aircraft on charge.. I got airborne at 11:08..”
As Reschke opened up the throttle the enormous power developed by the Jumo 213 E forced the pilot back into the seat and after a roll of just a few hundred meters and at 210 kph the big fighter lifted off effortlessly..... Flap and gear retraction was smooth and with the 60cm wide blades paddling through the air the climb to 10,000 meters took just 12 minutes.... At this height the aircraft behaved impeccably..... That same afternoon the twelve aircraft were lined up on the field at Alteno..... The well known, indeed the only known photo of operational Ta 152s published was in all likelihood taken that same day.....
A report sent by Gruppenkommandeur Guth to the OKL relating to this test phase stated that the pilots of III./JG 301 were unanimous in their praise of the new fighter..... Pilots particularly enthused over the fighter’s manoeuvrability and at heights of 6,000 to 8,000 considered it hugely superior.......
An unnamed pilot flying his second sortie in an H-0 completely outmanoeuvred a Fw 190 A-8 flown by an experienced pilot in mock combat at all heights....
Although III./JG 301 had been slated to fully re-equip with the new Ta 152 before resuming operations, there were never more than sixteen to twenty aircraft instead of the planned 35 available..... The dispersed production of the type suffered all sorts of bottlenecks against a background of impending collapse..... The Marienburg assembly plant in East Prussia was soon overrun by the Soviet’s rapid advance, as was ultimately the Cottbus facility itself...... The Soviet advance also soon forced a move from Alteno, which had found itself a front line airfield harbouring a variety of Schlacht and Jabo-Gruppen...... III./JG 301 moved to Sachau, west of Gardelegen, with the Geschwaderstab and the Doras of II./JG 301 moving to Stendal...... These factors resulted in a decision to concentrate the new machines into an enlarged Geschwaderstab as and when they became available and to transfer experienced pilots from III. Gruppe to the Stab....... This took effect from 13 March 1945.....
The first combat sortie flown by a mixed force of Ta 152 Hs and Fw 190 As of III./JG 301 had taken place on 2 March 1945...... That day a powerful 8th Air Force formation of 1,232 bombers screened by 723 fighters was dispatched to Böhlen, Magdeburg and Ruhland....... Airborne from Sachau behind Verbandsführer (formation leader) Oberleutnant Stahl, some twelve Ta 152s climbed away southwards and prepared to do battle with the Mustang escort screening the bombers heading for the Bohlen chemical plant near Leuna.... The sortie ended in disaster when the Ta 152s were engaged......
Willi Reschke has described the events of that day in his history of Jagdgeschwader 301;
“We reached grid square ‘Heinrich-Caesar’ now flying at an altitude of more than 8,000 meters and closed to formate with a Gruppe of Bf 109s that were wearing yellow and red fuselage bands....... We could barely believe our eyes when, moments later, the first tracers split the air around us as Uffz. ’Bubi’ Blum’s Ta 152 came under attack...... The 109s had opened up on us!!! We could hardly return fire on Kameraden from our own Jagdgeschwader and the sortie was a complete debacle”.....
Such had been the secrecy surrounding the introduction of the new fighter and the unfamiliarity of its slender winged silhouette that even JG 301 pilots had mistaken it for enemy aircraft...... Although no losses were incurred and the agility and superior performance of the Ta 152 H allowed them to evade all of the "attackers", the chance to join combat with the P-51s was lost..... Meanwhile the 109s of the newly formed IV./JG 301, largely comprising hastily retrained former He 177 pilots from III./KG ‘Hindenburg’ suffered heavily at the hands of the Mustangs west of Magdeburg......
In the event the 2 March 1945 sortie described previously was one of the last to see large numbers of German fighters in the air in defence of the Reich....... Thereafter most sorties flown were Jabo or Tiefangriffe on both Eastern and Western Fronts....... Although some writers have stated that Ta 152s flew "top-cover" for bases from which Messerschmitt Me 262 jet fighters operated, this seems unlikely..... The Ta 152s of the Stabsschwarm did fly airfield protection duties for the Doras of II./JG 301 given that the various Gruppen of JG 301 were housed on different fields..
Incidentally the only recorded encounter with P-51s is the incident noted by Kurt Tank himself, who had a narrow escape while flying one of his Ta 152 Hs towards the end of 1944.... He was flying from Langenhagen near Hannover to attend a meeting at the Focke-Wulf plant in Cottbus...... His plane carried armament, but no ammunition. Shortly after takeoff, he was jumped by four Mustangs..... Tank activated his MW 50 boost, opened the throttle wide, and so the story goes, quickly left the Mustangs far behind in a cloud of blue smoke.....
The final victims falling to the guns of the Ta 152 were Russian Yak-9s during the final days of battle around Berlin on April 30, 1945...... Approximately 150 Ta 152 H-1 fighters were manufactured between January 1, 1945 and the arrival of Soviet forces at the Cottbus assembly plant...... No Jagdgruppen ever completely converted to the type..... Most Ta 152 Hs, however, were destroyed on the ground by Allied air attacks while awaiting delivery...... A few Ta 152 Hs were allocated to the Mistel program...... There is little firm information on numbers produced. Harmann has listed Werknummern from 150-001 to 150-040 and 150-167 to 150-169 for a total of 43 aircraft...... There is no information on WNr. -041 to -166...... Some claim all 169 machines were constructed.
With its scintillating performance, numbers of high performance Allied fighters fell to its guns in the final weeks of the war...... Despite the fact that the Ta 152 H was intended to combat high-altitude Allied bombers, very few missions of this type were ultimately ever flown..... Despite this no Ta 152s were lost to enemy fire....
III Gruppe pilots of note who transferred to the Stab JG 301 were Fw. Willi Reschke, Uffz. Christoph Blum, Ritterkreuzträger Ofw. Heinz Gossow and Staffelkapitän Oblt. Hermann Stahl all of 9. Staffel, along with Sepp Sattler and Josef Keil of 10. Staffel......
Keil was to achieve ‘acedom’ on the type.... Former Sturmjäger Walter Loos, who had previously flown alongside Walther Dahl in the Stab JG 300 during the summer of 1944 and had achieved some thirty victories also transferred in.... In the last weeks of the war both he and Reschke were awarded the Ritterkreuz..... Given the number of Knights Cross holders flying Ta 152s at the end of the war some writers have considered the Geschwaderstab of JG 301 to be something of a crack unit..
Willi Reschke relates in ‘JG 301/302 Wilde Sau’ ;
“On 23 January 1945 on orders from the OKL (Oberkommando der Luftwaffe) Jagdgruppe III./JG 301 was temporarily taken off operations and designated an Einsatzerprobungsverband, a combat test unit, re-equipping with the legendary Ta 152 – something we’d long given up hoping for…”
In the early hours of 27 January the Gruppe’s pilots were taken by truck to the Neuhausen aircraft plant near Cottbus with orders to ferry the new Höhenjäger to Alteno......
“ Arriving at the airfield at Neuhausen we were confronted with our first sight of the Ta 152 H-1, which with its enormous wingspan and lengthened engine cowl hardly looked like a fighter aircraft at all........ With feelings of unease we walked around the machines drawn up in three rows (twelve aircraft in total). Technicians were on hand to answer our queries..... After a talk on the technical aspects of the machines that lasted barely 30 minutes, we took the aircraft on charge.. I got airborne at 11:08..”
As Reschke opened up the throttle the enormous power developed by the Jumo 213 E forced the pilot back into the seat and after a roll of just a few hundred meters and at 210 kph the big fighter lifted off effortlessly..... Flap and gear retraction was smooth and with the 60cm wide blades paddling through the air the climb to 10,000 meters took just 12 minutes.... At this height the aircraft behaved impeccably..... That same afternoon the twelve aircraft were lined up on the field at Alteno..... The well known, indeed the only known photo of operational Ta 152s published was in all likelihood taken that same day.....
A report sent by Gruppenkommandeur Guth to the OKL relating to this test phase stated that the pilots of III./JG 301 were unanimous in their praise of the new fighter..... Pilots particularly enthused over the fighter’s manoeuvrability and at heights of 6,000 to 8,000 considered it hugely superior.......
An unnamed pilot flying his second sortie in an H-0 completely outmanoeuvred a Fw 190 A-8 flown by an experienced pilot in mock combat at all heights....
Although III./JG 301 had been slated to fully re-equip with the new Ta 152 before resuming operations, there were never more than sixteen to twenty aircraft instead of the planned 35 available..... The dispersed production of the type suffered all sorts of bottlenecks against a background of impending collapse..... The Marienburg assembly plant in East Prussia was soon overrun by the Soviet’s rapid advance, as was ultimately the Cottbus facility itself...... The Soviet advance also soon forced a move from Alteno, which had found itself a front line airfield harbouring a variety of Schlacht and Jabo-Gruppen...... III./JG 301 moved to Sachau, west of Gardelegen, with the Geschwaderstab and the Doras of II./JG 301 moving to Stendal...... These factors resulted in a decision to concentrate the new machines into an enlarged Geschwaderstab as and when they became available and to transfer experienced pilots from III. Gruppe to the Stab....... This took effect from 13 March 1945.....
The first combat sortie flown by a mixed force of Ta 152 Hs and Fw 190 As of III./JG 301 had taken place on 2 March 1945...... That day a powerful 8th Air Force formation of 1,232 bombers screened by 723 fighters was dispatched to Böhlen, Magdeburg and Ruhland....... Airborne from Sachau behind Verbandsführer (formation leader) Oberleutnant Stahl, some twelve Ta 152s climbed away southwards and prepared to do battle with the Mustang escort screening the bombers heading for the Bohlen chemical plant near Leuna.... The sortie ended in disaster when the Ta 152s were engaged......
Willi Reschke has described the events of that day in his history of Jagdgeschwader 301;
“We reached grid square ‘Heinrich-Caesar’ now flying at an altitude of more than 8,000 meters and closed to formate with a Gruppe of Bf 109s that were wearing yellow and red fuselage bands....... We could barely believe our eyes when, moments later, the first tracers split the air around us as Uffz. ’Bubi’ Blum’s Ta 152 came under attack...... The 109s had opened up on us!!! We could hardly return fire on Kameraden from our own Jagdgeschwader and the sortie was a complete debacle”.....
Such had been the secrecy surrounding the introduction of the new fighter and the unfamiliarity of its slender winged silhouette that even JG 301 pilots had mistaken it for enemy aircraft...... Although no losses were incurred and the agility and superior performance of the Ta 152 H allowed them to evade all of the "attackers", the chance to join combat with the P-51s was lost..... Meanwhile the 109s of the newly formed IV./JG 301, largely comprising hastily retrained former He 177 pilots from III./KG ‘Hindenburg’ suffered heavily at the hands of the Mustangs west of Magdeburg......
In the event the 2 March 1945 sortie described previously was one of the last to see large numbers of German fighters in the air in defence of the Reich....... Thereafter most sorties flown were Jabo or Tiefangriffe on both Eastern and Western Fronts....... Although some writers have stated that Ta 152s flew "top-cover" for bases from which Messerschmitt Me 262 jet fighters operated, this seems unlikely..... The Ta 152s of the Stabsschwarm did fly airfield protection duties for the Doras of II./JG 301 given that the various Gruppen of JG 301 were housed on different fields..
Incidentally the only recorded encounter with P-51s is the incident noted by Kurt Tank himself, who had a narrow escape while flying one of his Ta 152 Hs towards the end of 1944.... He was flying from Langenhagen near Hannover to attend a meeting at the Focke-Wulf plant in Cottbus...... His plane carried armament, but no ammunition. Shortly after takeoff, he was jumped by four Mustangs..... Tank activated his MW 50 boost, opened the throttle wide, and so the story goes, quickly left the Mustangs far behind in a cloud of blue smoke.....
The final victims falling to the guns of the Ta 152 were Russian Yak-9s during the final days of battle around Berlin on April 30, 1945...... Approximately 150 Ta 152 H-1 fighters were manufactured between January 1, 1945 and the arrival of Soviet forces at the Cottbus assembly plant...... No Jagdgruppen ever completely converted to the type..... Most Ta 152 Hs, however, were destroyed on the ground by Allied air attacks while awaiting delivery...... A few Ta 152 Hs were allocated to the Mistel program...... There is little firm information on numbers produced. Harmann has listed Werknummern from 150-001 to 150-040 and 150-167 to 150-169 for a total of 43 aircraft...... There is no information on WNr. -041 to -166...... Some claim all 169 machines were constructed.
With its scintillating performance, numbers of high performance Allied fighters fell to its guns in the final weeks of the war...... Despite the fact that the Ta 152 H was intended to combat high-altitude Allied bombers, very few missions of this type were ultimately ever flown..... Despite this no Ta 152s were lost to enemy fire....
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Spartacus
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“ Arriving at the airfield at Neuhausen we were confronted with our first sight of the Ta 152 H-1, which with its enormous wingspan and lengthened engine cowl hardly looked like a fighter aircraft at all........ With feelings of unease we walked around the machines drawn up in three rows (twelve aircraft in total). Technicians were on hand to answer our queries..... After a talk on the technical aspects of the machines that lasted barely 30 minutes, we took the aircraft on charge.. I got airborne at 11:08..”
fuckin Germans
fuckin Germans
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Spartacus
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In the event the 2 March 1945 sortie described previously was one of the last to see large numbers of German fighters in the air in defence of the Reich....... Thereafter most sorties flown were Jabo or Tiefangriffe on both Eastern and Western Fronts....... Although some writers have stated that Ta 152s flew "top-cover" for bases from which Messerschmitt Me 262 jet fighters operated, this seems unlikely..... The Ta 152s of the Stabsschwarm did fly airfield protection duties for the Doras of II./JG 301 given that the various Gruppen of JG 301 were housed on different fields..
Incidentally the only recorded encounter with P-51s is the incident noted by Kurt Tank himself, who had a narrow escape while flying one of his Ta 152 Hs towards the end of 1944.... He was flying from Langenhagen near Hannover to attend a meeting at the Focke-Wulf plant in Cottbus...... His plane carried armament, but no ammunition. Shortly after takeoff, he was jumped by four Mustangs..... Tank activated his MW 50 boost, opened the throttle wide, and so the story goes, quickly left the Mustangs far behind in a cloud of blue smoke.....
Incidentally the only recorded encounter with P-51s is the incident noted by Kurt Tank himself, who had a narrow escape while flying one of his Ta 152 Hs towards the end of 1944.... He was flying from Langenhagen near Hannover to attend a meeting at the Focke-Wulf plant in Cottbus...... His plane carried armament, but no ammunition. Shortly after takeoff, he was jumped by four Mustangs..... Tank activated his MW 50 boost, opened the throttle wide, and so the story goes, quickly left the Mustangs far behind in a cloud of blue smoke.....
