Luftwaffe Secret Projects of the Third Reich.pdf

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HITLER’S ‘WONDER WEAPON’ AIRCRAFT DESIGNS
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NEW ARCHIVE
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DISCOVERIES
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Dan Sharp
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CLASSIFIED GERMAN WW2 AVIATION CONCEPTS REVEALED IN DETAIL
£7.99
Preface & Contents
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s the Luftwaffe’s circumstances changed during
the course of the Second World War, so too did its
requirements for new aircraft. At the beginning of
he war it needed close-support aircraft that could back up
Germany’s advancing ground troops. During the Battle of Britain
t needed high-performance fighters and strategic bombers.
The invasion of the Soviet Union saw a renewed need for
close-support aircraft and as British and American air raids
l
over occupied Europe grew in frequency and potency, there was
a need for heavily armed fast interceptors to combat them.
As each new need arose, the Reichsluftfahrtministerium
(RLM – the German air ministry) attempted to meet it by
issuing requirements and specifications to Germany’s aircraft
manufacturers – some of them private companies and others
wholly owned by the state – who would then produce designs
for aircraft intended to meet the specifications.
The competing designs were rigorously tested using
mathematical formulas and existing performance data
o work out whether they were likely to do what the
manufacturers claimed. One or more might then be ordered as
mock-ups which, if approved, might be followed by prototypes.
Without the aid of computers it was a slow and laborious
process but it was well understood that rushing it would likely
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result in potentially fatal errors.
e
The war spanned seven years for Germany and during
that time the needs of the Luftwaffe regularly shifted and
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evolved – leaving the RLM struggling to keep up. The average
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development time for a new aircraft was five years, which
meant that much of the war had to be fought with aircraft
designed and built, or at least in development, before it started.
Many design competitions were held during those seven
years and many competing designs were drafted. The aviation
companies also carried out their own technical studies to
anticipate requirements – producing still more designs. And
Germany’s multitude of aviation research centres contributed
designs to solve particular problems.
Some of these potential aircraft went forward into
development and then became prototypes but many more
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ever did. Some of these have been written about over the last
5 years or so and some have not. Those who have written
about these designs have often found it difficult to make sense
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of them and such was the case when I first happened upon
f
hem during the late 1990s.
There were so many strange designs with weird features
and the information presented to accompany them was
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often contradictory. When I was in a position to carry out my
f
own research I therefore resolved to go back to the original
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period documents to uncover the truth as far as it could be
determined. The result has been the Luftwaffe: Secret series,
of which this is the sixth volume. Once again, searching
through captured German documents and Allied intelligence
reports of the immediate postwar period has revealed many
previously unknown designs and known designs about which
previously unknown details can now be provided.
The reason why Gotha began to study rammers has become
apparent, Nazi Germany’s three-step process of investigating
supersonic flight has been chronicled, the origin of the
mysterious Bf 109 S has been uncovered and further insight
can now be offered on the unfortunate story of the Me 210.
Within this publication you will find these and many other
snippets based on original documents which, I hope, will
interest you as much as they have me.
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Arado E 216
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Arado E 500
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Arado E 380
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Arado E 570
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AVA Air-Train
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Blohm & Voss P 171 and P 175
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BMW PTL aircraft
022
Daimler-Benz P 101/006 SV Flugzeug
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DFS 203, Jacobs-Schweyer Jas P 5 and Hirth Hi 23
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DFS 332
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Heinkel P 1068 and DFS P 1068
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DFS 228, DFS P 1068 and DFS 346
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DFS Eber
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DFS Lotos
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DFS Jabo
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Focke-Wulf Ta 152 mit Napier Sabre II
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Focke-Wulf giant flying wings
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Focke-Wulf Strahlrohrbomber
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Gotha Rammstachel
072
Horten airliners
076
Junkers 100 ton flying wing
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Junkers EFo series
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Junkers EF 109, 110, 111 and 112
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Messerschmitt Bf 109 S
096
Messerschmitt Me 210 with V-tail
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Messerschmitt Me 328 C
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Messerschmitt patents
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Messerschmitt Me 262 with delta wing
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Messerschmitt P 1090
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Messerschmitt P 01-114/Me 263
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Messerschmitt P 07
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Lippisch P 12
Author: Dan Sharp
Design and reprographics:
atg-media.com
Publisher: Steve O’Hara
Advertising manager: Sue Keily, skeily@mortons.co.uk
Publishing director Dan Savage
Marketing manager: Charlotte Park
Commercial director: Nigel Hole
Published by: Mortons Media Group Ltd, Media Centre, Morton Way
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Horncastle, Lincolnshire LN9 6JR.Tel. 01507 529529
Thanks to: Jens Baganz, Steven Coates, Zoltán Csombó, Calum
Douglas, Carlos Alberto Henriques, Luca Landino, Paul Martell-M
M
Ronnie Olsthoorn, Alexander Power, J. Richard Smith, Greg Twine ,
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Stephen Walton and Tony Wilson
Printed by: William Gibbons and Sons, Wolverhampton
ISBN: 978-1-911639-06-0
© 2019 Mortons Media Group Ltd. All rights reserved. No part o
this publication may be reproduced or transmitted in any form
by any means, electronic or mechanical, including photocopyin
recording, or any information storage retrieval system without
prior permission in writing from the publisher.
•
OPPOSITE: Me 163 designer Alexander Lippisch’s penultimat
wartime project – the turbojet-powered delta-winged P 14.
IOWA STATE UNIVERSITY LIBRARY SPECIAL COLLECTIONS AND UNIVERSITY ARCHIVE
Luftwaffe: Secret Wings of the Third Reich
Arado E 216
The German
Gladiator
Arado E 216
Arado’s Ar 68 was the Luftwaffe’s first standard fighter, next to the Heinkel He 51, and
the firm had big plans to improve it even as development was fast progressing on
the aircraft that would soon supplant it – the Messerschmitt Bf 109.
T
he enforced nationalisation of Arado
in 1935-36 came about even as the
company was enjoying its greatest
successes. Clean designs such as the E 208
monoplane trainer – soon to become the Ar 96
– showed what the firm was capable of while
its aggressive-looking Ar 68 was becoming a
symbol of Germany’s reborn air force.
But the Ar 68 was never quite as capable
as Arado’s designers had hoped. Once the
machine was in production, the company
set about planning a series of subtle but
substantial tweaks that would make the
aircraft faster, more compact and above all
far more versatile. These were embodied in
the E 216 design.
The February 1936 brochure, which shows
what looks like an Ar 68 carrying four bombs
under its wings on the front cover, is entitled
‘Mehrzwecke Einsitzer Weiterentwicklung
der Ar 68’ or ‘Multipurpose single seater
development of the Ar 68’.
The introduction says: “E 216 as improved
Ar 68 is to be used as land and seaplane. For the
latter purpose, the machine is built for catapult
launch. The use is for day and night flight.
“The E 216 and Ar 68 have outwardly
barely visible differences. The entire
airframe has remained almost the same in
its external dimensions. The fuselage front
part is taken over unchanged from the Ar 68,
ABOVE: An artistic view of the E 216 from the front cover of the project brochure.
including the proven arrangement of control
and fuselage equipment; the good visibility
is thus maintained. However, the fuselage
length of the E 216 is about 70cm shorter.”
The E 216 measured 9m long and 3.5m tall
in land plane configuration and 9.8m/4.5m as
a floatplane. It had a wingspan of 11m and an
overall wing area of 27.3m
2
. By comparison,
the Ar 68 in F configuration was 9.5m long,
3.3m tall and had the same wingspan.
The brochure continues: “The
improvements sought relate essentially
to the performance of the machine and, in
connection therewith, to an aerodynamically
more perfect design. For power, the engine
DB 600 A or C engine.
“Fuselage: In the fuselage smoothness
and the cleanest execution of all parts lying
in the airstream is particularly valuable.
Contributing to this are a reduction in fabric
ABOVE: Side view of the E 216 in wheeled undercarriage configuration. The most noticeable
differences between this design and the Ar 68 are the cockpit canopy and DB 600 C engine.
004
Luftwaffe: Secret Projects of the Third Reich
ABOVE & RIGHT: The floatplane version of the E 216. It would never be built but Arado would go on
to produce a successful series of floatplanes in the Ar 196.
seams on the fuselage rear section and a
closed streamlined cockpit cover for the land
machine, or an aerodynamically favourable
open seat covering for night and sea use.
“The aim is to use the same cockpit
panelling whether the hinged hood is
fitted or removed, so that the panelling
remains unchanged. The fuselage frame
is welded from steel tubes like a truss. It
is designed either as a pure land fuselage
with fittings only for suspension connection,
or as a fuselage with connection fittings
for the float struts, in which, however, the
attachment of a chassis is possible. The
double execution has a favourable effect on
the weight of the land machine.
“The steel tube fuselage is surrounded
by a wooden forming frame, over which
the fabric skin is stretched. Where the
fuselage panelling is with sheet metal, as
on the fuselage front portion, the panels
are made as large as possible, i.e. as little as
possible subdivided in order to preserve the
outermost shape of the hull.
“Landing gear: The chassis has internal
compression rubber suspension and oil
drainage on the front fuselage frame. The
wheels, constructed from electron-metal, are
braked and provided with low-pressure tyres
690-200. The spur is executed as a one-leg spur
with internal compression rubber suspension.
The tail wheel size is 350 x 135, also of electron-
metal. The wheel covers are streamlined.
“Floats: The float gear consists of two
single-stage floats in full metal design. They
are hinged to the hull with 4 support struts.
The plane between the struts is crossed with
strands. The floats are connected by a rail
with intermediate wire outcrossing.
“Tail unit: All-metal with one strut on
each side towards the fin. The tailplane has
a metal skeleton with torsion nose and fabric
cover. Construction of the vertical stabiliser
analogous to the same as the tailplane. Rudder
with ground adjustable trim. The ailerons are
attached to the upper wing. Frame with metal
torsion nose, outer skin fabric covering.”
For an aircraft that Arado presumably
hoped would go into production during late
1936 or 1937 the E 216 seems to have had a lot of
fabric-covered components at a time when most
companies were in the process of switching to
all-metal construction. Even the wings, while
they had metal skins on their upper surfaces,
ABOVE & LEFT: Three views of the E 216 land
version – one of the last non-maritime biplanes
designed for service with the Luftwaffe.
had fabric covered ends and undersides.
The land version of the aircraft was to be
powered by the Daimler-Benz DB 600 C, with
770hp at sea level and 880hp at 4000m, while
the floatplane version was to have the DB 600
A with 880hp at sea level. These were excellent
choices at the time although the DB 600,
which powered a number of Bf 109 prototypes,
would be quickly superseded by the DB 601.
Armament consisted of two MG 17s built
into the upper part of the front fuselage and
firing through the propeller – similar to the
arrangement envisioned by Messerschmitt
for the Bf 109 A – and two more MG 17s in
the wings which the Bf 109 at this time was
actually unable to accommodate. It is unclear
from the drawings appended to the brochure
just whereabouts these would be fitted however.
A small bomb bay was to be installed
in the centre of the fuselage behind the
cockpit, capable of housing five 10kg
bombs, and a further four 50kg bombs could
be attached to the underside of the lower
wings beneath the struts.
Unlike the E 208, the E 216 appears to
have gone nowhere. Although the very
last version of the Ar 68, the Ar 68 H, did
get an enclosed cockpit, there never was
a floatplane Ar 68. Had it been built, the
E 216 would have ranked among the most
sophisticated biplane fighters of its time – a
sort of German Gloster Gladiator.
•
Luftwaffe: Secret Projects of the Third Reich
005

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