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Spartacus
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hint
that's one aircraft
that's one aircraft
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for the oversized gigant the krauts initially tried a 3 aircraft tandom to get the bitch airborneredguru said:
then a design was developed that conjoined a couple of He 111s and added a middle engine
eventaully the krauts said fuck all that
we'll make it so it get's aloft alone
jet engine assists and all kinds of configurations
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Spartacus
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Whilst Germany had designed two heavy cargo gliders in 1940, the Me.321 and the Ju.322, the Luftwaffe had no suitable aircraft to tow them. The troika-schlepp, or triple-tow, using three Messerschmitt Bf.110C-1s, proved dangerous, and types such as the Junkers Ju.90 lacked the power required for the task. Ernst Udet conceived the idea of joining two bombers by a common central wing section, and urged the Junkers company to develop such a type.
In 1941, two prototypes of the He.111Z (Zwilling, or "twin") were produced. Two He.111H-6 bomber fuselages with complete tail assemblies were joined by a new centre section wing having three Jumo engines (giving a total of five engines). Despite its rapid development, after testing late in 1941, and some airframe strengthening, the He.111Z proved to be an efficient glider tug, with more than enough power to tow the new giant gliders.
Enlarge image (will open in a new window)Take-off could be assisted by two 1,100 lb. thrust (500 kgp) JATO rockets beneath each fuselage and two 3,307 lb. thrust (1500 kgp) rockets under the centre section, one each side of the middle engine. For the large Me.321 glider, the towing cable was divided, and fixed at each central wing-root, joining between the tailplanes into a single 16 mm cable. Smaller gliders, such as the Go.242, could be towed in pairs on independent cables attached to each fuselage of the He.111Z.
A single He.111Z was able to tow three small gliders during trials, but this was not standard practice.
The He.111Z entered production early in 1942 and were placed in service that year. Only the prototypes and the first few production models used He.111H-6 airframes; the remainder were based on the He.111H-16. They were very successful, and well-liked by the crews.
The He.111Z carried a crew of seven. The pilot sat in the port fuselage, with five throttles, full instrumentation, and controls for the undercarriage members and radiator flaps for the gear and three engines on his side. The second pilot in the starboard fuselage was given dual controls but no throttles, and worked the starboard undercarriage and two sets of starboard engine radiator flaps. The second pilot also served as navigator. A mechanic, radio operator and gunner were housed in the port fuselage, and a mechanic and gunner in the starboard.
Normal armament consisted of a 20 mm MG FF cannon in the starboard nose position and an MG 15 in the port nose. Each fuselage had a single 13 mm MG 131 in the dorsal position and a single 7.9 mm MG 15 in the rear of the ventral position and a similar weapon in a beam hatch of each fuselage. Various other armament configurations were tried, including four 13 mm MG 131s, two MG 91Z paired 7.9 mm installations, and five single MG 81J guns.
The He.111Z was not easy to control in flight, but it enjoyed a trouble-free career. Only three months had elapsed between the prototypes' first flights and delivery into service, with only a couple of days dedicated to service evaluation. It could maintain level flight with three engines cut, provided the remaining two provided symmetrical power.
Eight of the twelve He.111Zs were destroyed in service, being shot down by fighters or destroyed as a result of bombing. The remaining four were presumably destroyed after surrender.
In 1941, two prototypes of the He.111Z (Zwilling, or "twin") were produced. Two He.111H-6 bomber fuselages with complete tail assemblies were joined by a new centre section wing having three Jumo engines (giving a total of five engines). Despite its rapid development, after testing late in 1941, and some airframe strengthening, the He.111Z proved to be an efficient glider tug, with more than enough power to tow the new giant gliders.
Enlarge image (will open in a new window)Take-off could be assisted by two 1,100 lb. thrust (500 kgp) JATO rockets beneath each fuselage and two 3,307 lb. thrust (1500 kgp) rockets under the centre section, one each side of the middle engine. For the large Me.321 glider, the towing cable was divided, and fixed at each central wing-root, joining between the tailplanes into a single 16 mm cable. Smaller gliders, such as the Go.242, could be towed in pairs on independent cables attached to each fuselage of the He.111Z.
A single He.111Z was able to tow three small gliders during trials, but this was not standard practice.
The He.111Z entered production early in 1942 and were placed in service that year. Only the prototypes and the first few production models used He.111H-6 airframes; the remainder were based on the He.111H-16. They were very successful, and well-liked by the crews.
The He.111Z carried a crew of seven. The pilot sat in the port fuselage, with five throttles, full instrumentation, and controls for the undercarriage members and radiator flaps for the gear and three engines on his side. The second pilot in the starboard fuselage was given dual controls but no throttles, and worked the starboard undercarriage and two sets of starboard engine radiator flaps. The second pilot also served as navigator. A mechanic, radio operator and gunner were housed in the port fuselage, and a mechanic and gunner in the starboard.
Normal armament consisted of a 20 mm MG FF cannon in the starboard nose position and an MG 15 in the port nose. Each fuselage had a single 13 mm MG 131 in the dorsal position and a single 7.9 mm MG 15 in the rear of the ventral position and a similar weapon in a beam hatch of each fuselage. Various other armament configurations were tried, including four 13 mm MG 131s, two MG 91Z paired 7.9 mm installations, and five single MG 81J guns.
The He.111Z was not easy to control in flight, but it enjoyed a trouble-free career. Only three months had elapsed between the prototypes' first flights and delivery into service, with only a couple of days dedicated to service evaluation. It could maintain level flight with three engines cut, provided the remaining two provided symmetrical power.
Eight of the twelve He.111Zs were destroyed in service, being shot down by fighters or destroyed as a result of bombing. The remaining four were presumably destroyed after surrender.
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Spartacus
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you can see from this schematic that some einstein thought to actually put those 5 engines on the craft itself4everhung said:
and make it a six pack while we're at it
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Spartacus
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The He.111Z was not easy to control in flight, but it enjoyed a trouble-free career. Only three months had elapsed between the prototypes' first flights and delivery into service, with only a couple of days dedicated to service evaluation. It could maintain level flight with three engines cut, provided the remaining two provided symmetrical power.
Eight of the twelve He.111Zs were destroyed in service, being shot down by fighters or destroyed as a result of bombing. The remaining four were presumably destroyed after surrender.
what a shame they were destroyed
the ingenuinity
Eight of the twelve He.111Zs were destroyed in service, being shot down by fighters or destroyed as a result of bombing. The remaining four were presumably destroyed after surrender.
what a shame they were destroyed
the ingenuinity
DieselGunz
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awesome!
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"The He.111Z was not easy to control in flight, but it enjoyed a trouble-free career. Only three months had elapsed between the prototypes' first flights and delivery into service, with only a couple of days dedicated to service evaluation. It could maintain level flight with three engines cut, provided the remaining two provided symmetrical power."Mr. dB said:
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The Arado Ar E.555 started out in late 1943 as an all-wing project intended to meet the RLM requirement of a high speed jet bomber capable of carrying a bomb load of at least 4000 kg and with a range of 5000 km. Arado took the challenge of producting a feasibility study and assigned a construction team to the project. The results were available by early 1944. The conclusion was that the project could best be fulfilled by using an all-wing design with a laminar high speed profile.
The study resulted in as many as fifteen possible aircraft configurations designated E.555-1 to E.555-15. The main differences between the designs lay in the propulsion layout; the first variants featured large numbers of BMW 003 or Heinkel S 011 turbojet engines clustered together, while most of the later designs were equipped with three powerful BMW 018 turbojets mounted either separately or together in different configurations.
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The E.555-1 would be constructed entirely of metal, and a flying delta wing with a short protruding fuselage section housing the pressurized crew compartment. Robust trycicle undercarriage could be augmented with a droppable auxialiary landing gear for start with full combat load. There were to be as much as six BWM jet engines BMW 003A located on the rear upper surface of the wing. Remote controlled cannon turrets completed this highly-advanced design.
Despite the promising design the advanced project was abrubtly halted on December 28, 1944, following a direct order from the EHK (Entwicklungs-HauptKomission). Due to the deteriorating war situation, Arado was simply ordered to cease all work on this potentially very expensive venture.
Despite the promising design the advanced project was abrubtly halted on December 28, 1944, following a direct order from the EHK (Entwicklungs-HauptKomission). Due to the deteriorating war situation, Arado was simply ordered to cease all work on this potentially very expensive venture.
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When the newest American super-bomber, the Northrop B-2, was revealed to the public at Palmdale, California on November 22, 1988, many aviation history enthusiasts must have noted that the configuration selected by the aircraft's designers, namely that of the "flying wing," had been resurrected from the dead, as it were. Although present day experience has shown that the all-wing configuration is the best one for avoiding detection by enemy radar (aided by the latest technology in materials, electronics and computers), the same configuration has been in practical use since about 1930. The first jet-powered all-wing aircraft flew in Germany on February 2, 1945, and at the time was also virtually undetectable by radar, partly on account of its mixed construction (wooden wings).
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The H IX V2 was a test machine powered by two Jumo 004 turbojets and was assigned the RLM number 8-229. It was the world's first turbojet-powered all-wing aircraft. The V2 had a fully retractable undercarriage and was unarmed. The pilot was accommodated in a conventional seated position.
Serious difficulties and delays in construction arose when the planned BMW 003 engines had to be replaced by more powerful Jumo 004s. The diameter of the Junkers engine was greater than that of the BMW product, requiring redesign of the engine bays. Like its predecessors, the aircraft was of mixed construction. The V2's undercarriage consisted of the tailwheel from a wrecked He 177 bomber, which was used as nosewheel, and the main undercarriage from a Bf 109 fighter.
The first test flight was made from Oranienburg on February 2, 1945, with Leutnant Erwin Ziller at the controls, and lasted about 30 minutes. The Horten brothers had known Ziller from the competitions at the Wasserkuppe. Ziller had familiarized himself with all-wing aircraft in December 1944 and January 1945, making several flights in the Horten H IX V1 glider (an He 111 served as glider tug) and the twin-engined Horten H VII at Oranienburg.
Ziller spent the last three days of December 1944 at Erprobungsstelle Rechlin, where he made a total of five flights in the Me 262. These flights provided Ziller with an opportunity to become familiar with the operation and characteristics of the Jumo 004 turbojet engine.
At the end of a second successful test flight on February 3, 1945, Ziller deployed the aircraft's braking parachute too soon on his landing approach. The result was a hard landing which damaged the aircraft's main undercarrlage. Consequently, the third test flight in the Horten H IX did not take place until February 18, 1945. Returning after about 45 minutes in the air, Ziller was seen to dive the aircraft and pull up several times at an altitude of about 800 meters, apparently in an effort to relight an engine. The undercarriage was lowered unusually early, at an altitude of about 400 meters. The V2's speed decreased and, accompanied by increasing engine noise, its nose dropped and the aircraft entered a right-hand turn. The H IX completed a 360 degree turn with its wings banked 20 degrees. It then accelerated and completed a second and third 360 degree turn, the angle of bank increasing all the while. As it began a fourth circle, the aircraft struck the frozen turf beyond the airfield boundary.
Walter Rosler was the first Horten employee to reach the crash site, about two-and-a-half minutes after the accident. In his report he stated: "The first thing I saw was the two Junkers engines lying on the other side of the embankment. I could hear the turbine running down in the still-warm left power plant, while there was not a sound from the cooled-off right engine which lay beside it. . ." There was a strong smell of fuel, but no fire. Other than the jet engines and plexiglass cockpit hood, the aircraft had been completely destroyed. Like the engines, Ziller was ejected from the aircraft on impact. He was thrown against a large tree and killed instantly. Ziller had not used his radio, and had continued to fly the aircraft with an engine out and the undercarriage extended. He did not attempt to use his ejection seat and parachute to safety, and the aicraft's canopy was not jettisoned. It seems certain that he was attempting to save the valuable aircraft.
Serious difficulties and delays in construction arose when the planned BMW 003 engines had to be replaced by more powerful Jumo 004s. The diameter of the Junkers engine was greater than that of the BMW product, requiring redesign of the engine bays. Like its predecessors, the aircraft was of mixed construction. The V2's undercarriage consisted of the tailwheel from a wrecked He 177 bomber, which was used as nosewheel, and the main undercarriage from a Bf 109 fighter.
The first test flight was made from Oranienburg on February 2, 1945, with Leutnant Erwin Ziller at the controls, and lasted about 30 minutes. The Horten brothers had known Ziller from the competitions at the Wasserkuppe. Ziller had familiarized himself with all-wing aircraft in December 1944 and January 1945, making several flights in the Horten H IX V1 glider (an He 111 served as glider tug) and the twin-engined Horten H VII at Oranienburg.
Ziller spent the last three days of December 1944 at Erprobungsstelle Rechlin, where he made a total of five flights in the Me 262. These flights provided Ziller with an opportunity to become familiar with the operation and characteristics of the Jumo 004 turbojet engine.
At the end of a second successful test flight on February 3, 1945, Ziller deployed the aircraft's braking parachute too soon on his landing approach. The result was a hard landing which damaged the aircraft's main undercarrlage. Consequently, the third test flight in the Horten H IX did not take place until February 18, 1945. Returning after about 45 minutes in the air, Ziller was seen to dive the aircraft and pull up several times at an altitude of about 800 meters, apparently in an effort to relight an engine. The undercarriage was lowered unusually early, at an altitude of about 400 meters. The V2's speed decreased and, accompanied by increasing engine noise, its nose dropped and the aircraft entered a right-hand turn. The H IX completed a 360 degree turn with its wings banked 20 degrees. It then accelerated and completed a second and third 360 degree turn, the angle of bank increasing all the while. As it began a fourth circle, the aircraft struck the frozen turf beyond the airfield boundary.
Walter Rosler was the first Horten employee to reach the crash site, about two-and-a-half minutes after the accident. In his report he stated: "The first thing I saw was the two Junkers engines lying on the other side of the embankment. I could hear the turbine running down in the still-warm left power plant, while there was not a sound from the cooled-off right engine which lay beside it. . ." There was a strong smell of fuel, but no fire. Other than the jet engines and plexiglass cockpit hood, the aircraft had been completely destroyed. Like the engines, Ziller was ejected from the aircraft on impact. He was thrown against a large tree and killed instantly. Ziller had not used his radio, and had continued to fly the aircraft with an engine out and the undercarriage extended. He did not attempt to use his ejection seat and parachute to safety, and the aicraft's canopy was not jettisoned. It seems certain that he was attempting to save the valuable aircraft.
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