This was to have been a flying model of a proposed six-engined trans-Atlantic passenger transport weighing 100,000 kg. The span was to be 40 m with an aspect ratio of 10 and sweepback of 28 degrees. Power units were six Argus AS 10 C engines.
To make the aircraft attractive to R.L.M. and thus get backing for the project, the Hortens added a rear loading cargo carrying body with an internal space approximately 14’ x 10’ x 6’; this was not part of the design for the full size aircraft. With construction under way, another modification was made (but not disclosed to R.L.M.). This consisted of removing the nose of the cargo body, replacing the nose wheel by wheels on either side of the body and putting a large venturi tube with a 2m x 2.7m throat inside to form a flying wind tunnel. They expected to get about 500 mph airspeed in the throat combined with low turbulence – this they proposed to check by the sphere drag method. Later they hoped to be able to test models of their aircraft which could be made of wood because of the absence of dust in the airstream.
Construction was proceeding at Gottingen and was 50% complete at the cessation of hostilities. The steel tube framework for the venturi center section was finished.
Estimated Weight and Performance Figures
Max. all up weight as a wind tunnel: 9,000 kg
Max. all up weight as a cargo carrier
- Without takeoff assistance: 15,000 kg
- With rocket assisted takeoff: 20,000 kg
At 23,000 kg the sea level rate of climb at full power would be zero.
At 9,000 kg rate of climb at 180 kph was expected to be 6.5 – 7 m/sec.
Estimated trimmed CLmax’s were:
- No Flaps: 1.4
- With Flaps: 1.6
- CL for Takeoff: 1.1
The design of the wing and controls was similar to that of the Horten IV. Washout was 7 degrees, to give trim without elevator deflection at cruising CL. Elevons were the three stage type with 35% Frise nose on the outer flap, and 22% on the middle and inner flaps. Compensating geared tabs which could also be used a longitudinal trimmers were fitted to the inner flaps. Maximum control deflections were a follows:
(Note: All figures in degrees)