Assigned the Izdeliye designation F by the OKB and the initial military designation I-300(F), the first Soviet turbojet-powered fighter of indigenous design was the primary design responsibility of Aleksei T Karyev.
The I-300 was powered by paired 800kg BMW 003A turbojets, and the first prototype performed a 4m “hop” on 19 April 1946, and its first true test flight on the following 24 April. It crashed during its 19th flight, after logging 6 hrs 23 min, when a wing root fairing detached and destroyed the horizontal tail. The second and third prototypes following on 11 and 9 August respectively. These were powered by paired 1,760 lb st (800 kgp) BMW 003A turbojets, the German engines being copied and placed in production in the Soviet Union in an equally high tempo programme as the RD-20F.
On the 20th of August a directive was issued by the NKAP (People’s Commissariat for the Aircraft Industry) that 10 more aircraft be built by hand and completed by 22 October. Considered as pre-series aircraft, these were designated FS by the OKB and I-301 officially. With the decision to manufacture the fighter in series the designation MiG-9 was also assigned. The last of these was completed 63 days later, on 21 October.
The first pre-series aircraft was completed on 13 October 1946 – 54 days after issue of the directive – and flown on 26 October, subsequent production aircraft being externally similar. These were powered by paired RD-20 turbojets – reverse-engineered BMW 003As – and armament consisted of one 37mm and two 23mm cannon.
Noteworthy for the brevity of its development programme, only 14 months elapsing between inception and test, the MiG-¬9 single-seat fighter was the first Soviet turbojet-powered aircraft to fly albeit only three hours prior to the Yak-15.
A series of 50 MiG-9s was completed by 1 May 1947, these being powered by two RD-20F engines and carrying an armament of one 37-mm and two 23-mm cannon.
Two tandem two-seat prototypes were also built, the first of these, the FT-1 (I-301T), retaining the standard armament and flying for the first time in July 1947. The FT-2, which followed on 25 August 1947, had a redesigned cockpit canopy, air brakes and provision for drop tanks. This aircraft was later fitted with the first Soviet production ejection seats. The I-301 version of the MiG-9 suffered from engine stoppages above 7500m as a result of gun gas ingestion. Among attempts to eradicate this problem was the FP (I-302) which simply displaced the 37mm cannon from intake splitter to upper fuselage portside.
The 1-307 (MiG-9F) was fitted with an improved version of the BMW engine, the RD-21 of 2,094 lb st (950 kgp), this attaining a max speed of 590 mph (950 km/h).
Rearranged armament was also featured by the more extensively revised FR (I-308), the 37mm weapon being transferred to the starboard side of an entirely redesigned forward fuselage with the 23mm cannon being relocated to port. The forward fuselage embodied a forward-positioned, pressurised cockpit, air brakes and afterburning derivatives of the RD-20 turbojet developed by Kolesov. These engines, designated RD-21 (initially RD-20F) each developed 2,094 lb st (950 kgp). Although series production of the MiG-9FR was planned, work was discontin¬ued by July 1948 to permit concentration on the more advanced 1-310.
One example, the 1-305, was built for Lyulka TR-1 turbojets, but was not, in the event, flown.
Flown in July 1947, the FP was the first MiG-9 to attain Mach=0.8 under test, and an altitude of 5000m was reached in 2.7 min. Like the FP, the FR did not progress beyond prototype status, but, similarly powered to the latter, the FF (I-307) was built as a small pre-series. Flown in September 1947, the FF (externally similar to the FS) had improved pilot protection (12mm front and back armour, and a 44mm windscreen). This model attained 950km/h at sea level and reached 5000m in 2.9 min, empty and loaded weights being 3471kg and 5117kg respectively.
I-300 Engines: 2 x 800kg BMW 003A turbojets
I-300 ver 2 & 3 Engines: 2 x 1,760 lb st (800 kgp) BMW 003A turbojets
MiG-9FS / I-301 Engines: 2 x RD-20 turbojets Wingspan: 10.00 m / 32 ft 10 in Length: 9.83 m / 32 ft 3 in Height: 3.22 m / 10 ft 7 in Wing area: 18.20 sq.m / 195.90 sq ft Max take-off weight: 4963 kg / 10942 lb Empty weight: 3420 kg / 7540 lb Max. speed: 911 km/h / 566 mph Range: 800 km / 497 miles Armament: one 37mm, two 23mm cannon
MiG-9 Engines: 2 x RD-20F Span, 32 ft 9¾ in (10,00m) Length, 31 ft 11 7/8 in(9,75 m) Height, 9 ft 10 1/8 in (3,00 m) Wing area, 195.9 sq ft (18,20sq.m). Empty weight, 7,804 lb (3 540 kg) Loaded weight, 12,127 lb (5 501 kg) Max speed, 566 mph (910 km/h) at 16,405 ft (5 000 m) Time to 16,405 ft (5 000 m), 6.2 min Range (without external fuel), 572 sm (920 km) Armament: one 37-mm, two 23-mm cannon
MiG-9FT-1 / I-301T Seats: 2 Armament: one 37-mm, two 23-mm cannon
MiG-9FT-2 Seats: 2 Armament: one 37-mm, two 23-mm cannon
MiG-9FP / I-302 Armament: one 37-mm, two 23-mm cannon Time to5000m: 2.7 min
1-307 / MiG-9F Engines: 2 x RD-21, 2,094 lb st / 950 kgp Max speed: 590 mph / 950 km/h
MiG-9FR / I-308 Engines: RD-21 (initially RD-20F), 2,094 lb st / 950 kgp Armament: one 37-mm, two 23-mm cannon
I-305 Engines: 2 x Lyulka TR-1 turbojets
MiG-9FF / I-307 Max speed: 950km/h at sea level Time to 5000m: 2.9 min Empty weight: 3471kg Loaded weight: 5117kg
Failure to meet predicted performance and poor reliability under test had led to some disenchantment with the large Lyulka TR-3 turbojet specified for the 1950 supersonic fighter programme. In consequence, the MiG 0KB elected to initiate development of a derivative of its contending TR-3-powered I-¬350 as a back-up programme, this, the 1-360 (SM-2), having close-paired Mikulin AM-5 small-diameter turbojets but being otherwise similar.
The SM-2 single-seat fighter proposal embodying an essentially similar wing to that of the I-350 with 55° sweepback at quarter chord (60° at leading edge). Powered by two AM-5F turbojets each with an afterburning rating of 2700kg and having an armament of two 37mm N-37D cannon in the wing roots, the first SM-2 – by now assigned the official designation of I-360 – was flown on 24 May 1952.
This was unique in having a T-type horizontal tail, and, on 25 June, it attained Mach=1.04 in level flight. Subsequent testing revealed that the wing tended to blanket the tailplane at high angles of attack, and, to rectify this deficiency, the tailplane was lowered to a mid point on the fin. Flight test (as the SM-2A) revealed little improvement and the surface was then further lowered to the base of the fin (as the SM-2B), this being accompanied by some increase in the vertical tail surface area, and satisfactory handling characteristics resulting.
The trials conducted (comprising 132 flights) ended in the loss of the aircraft in 1953 as a result of tail flutter at high speed, together with those of a further prototype, the SM-9 which had joined the test programme on 27 May 1952, were considered sufficiently successful to warrant immediate preparations for manufacture of a pre-series under the designation M1G-19.
Max take-off weight: 6820 kg / 15036 lb Wingspan: 9.04 m / 29 ft 8 in Length: 13.90 m / 45 ft 7 in Height: 3.95 m / 13 ft 0 in
As the MiG OKB’s Izdeliye M contribution to a 1950 programme to develop a single-seat fighter powered by a single Lyulka TR-3A single-shaft turbojet which was to be committed to production as the AL-5, and capable of attaining and maintaining a speed in excess of M = l.0 in level flight, the 1-350 was flown on 16 May 1951.
Characterised by 60° wing sweepback, T-tail, and assigned the official designation I-350, one prototype was built, the M-1 with RP-1 Izumrud AI radar, a second, the M-2 with Korshun AI radar, being abandoned before completion. Armament comprised one 37mm N-37 and two 23mm NR-23 cannon.
The M-1 was flown for the first time on 16 June 1951, but the TR-3A turbojet, which was rated at 4600kg, failed shortly after take-off. The hydraulic system also failed, but the pilot nonetheless effected a successful landing.
The Lyulka¬ engined prototype was, in consequence, rebuilt with a paired Mikulin AM-5 engine installation similar to the I-360 (SM-2). The destruction of the latter under test led to a delay in the resumption of flight testing of the I-350 pending redesign of the tail assembly transferring the horizontal surfaces to the fuselage. With this change and AM-5 engines, the prototype commenced test on 18 September 1953 as the 1-350(M), but lack of afterburning prevented M = 1.0 being exceeded in level flight.
Four further flight tests were performed, but engine difficulties persisted, and, as it was obvious that the Lyulka turbojet demanded considerable further development, the I-350 programme was terminated in August 1951.
I-350 (estimated) Max take-off weight: 8710 kg / 19202 lb Empty weight: 6125 kg / 13503 lb Wingspan: 9.73 m / 31 ft 11 in Length: 16.65 m / 54 ft 8 in Wing area: 36.00 sq.m / 387.50 sq ft Max. speed: 1266 km/h / 787 mph Range: 1120 km / 696 miles
In the early 1950s, the MiG OKB was engaged in the simultaneous development of MiG-17 de¬rivatives and potential successors to the M1G-17. A derivative was the SM-1, or 1-340, which mated the forward fuselage, wings and tail surfaces of the MiG-17 with a new centre and rear fuselage accommodating paired 4,850 lb st (2 200 kgp) Mikulin AM-S single-shaft turbojets. Trials with the SM-1, which apparently commenced at the beginning of 1952, were largely concerned with the engine installation as similarly paired AM-5s had meanwhile been selected to power a more advanced fighter, the 1-360. In consequence, the SM-1 did not progress beyond prototype status. Earlier, in 1951, another MiG-17 airframe had been fitted with a Lyulka TR-3 axial-flow turbojet of 10,140 lb st (4600 kgp) as the S1-16, this serving as a test-bed for the I-350, and in 1953, yet a further MiG-17 airframe, the SR-2, was to be fitted with a Kliinov VK-5F centrifugal-flow turbojet of 6,834 lb st (3100 kgp), this being the ultimate Soviet development of the Rolls-Royce Nene. No performance data or weights are available for the SM-1, and overall dimensions were similar to those of the MiG-17F apart from a length of 36 ft 11 in (11,25 m) and a height of 12 ft 7.9 in (3,86 m).
Max speed: 1193kph at 1000m / 1154kph at 5000m Time to 5000m: 0.94 min
Designed to meet the demands of a twin-engined all-weather fighter programme initiated in January 1948, the MiG OKB offered the Izdeliye R, a side-by-side two-seat swept-wing fighter with the engines in tandem. The nose intake fed a plenum chamber around the forward engine compressor, this engine exhausting below the fuselage and a duct leading back to the aft engine which exhausted via an orifice in the extreme tail. Armament comprised three 37mm N-37 cannon.
Competing with proposals from the Lavochkin and Yakovlev bureaux – all three contenders being awarded three-prototype contracts – the MiG fighter was assigned the official designation I-320.
The first prototype, the R-1 powered by two 5,005 lb st (2270 kgp) RD-45F engines, was flown on 16 April 1949.
The R-2 and R-3 were each powered by paired of 5,952 lb st / 2700kg VK-1 engines and embodied various modifications, the R-3 featuring a strength¬ened wing. The VK-1-powered prototypes could take-off and cruise on the power of either engine, and the I-320 was initially tested with Torii-A (Thorium-A) radar mounted in a cone above the air intake. This single-antenna radar which demanded manual tracking was succeeded by the basically similar but improved Korshun (Kite) radar with which the I-320 was tested during July-August 1951. Development of the I-320 was discontinued when the requirement to which it had been designed was overtaken by a more advanced one. Develop¬ment was discontinued in favour of the Yak-25 which was capable of accommodating a larger radar.
1-320 (R-1) Engines: 2 x RD-45F, 5,005 lb st (2 270 kgp) Max speed, 658 mph (1 060 km/h) at 14,765 ft (4 500 m) Ceiling, 49,540 ft (15 100 m) Endurance, 3.0 hrs Empty weight, 16,241 lb (7 367 kg) Loaded weight, 22,630 lb (10 265 kg) Span, 46 ft 7 in (14,20 m) Length, 51 ft 8 7/8 in (15,77 m) Wing area, 443.47 sq ft (41,20sq.m)
I-320 R-2 Max take-off weight: 12095 kg / 26665 lb Wingspan: 14.20 m / 46 ft 7 in Length: 15.77 m / 51 ft 9 in Wing area: 41.20 sq.m / 443.47 sq ft Max. speed: 1090 km/h / 677 mph Range: 1205 km / 749 miles
Assigned the Izdeliye (Product) designation T, the design of a DIS (Dalniy istrebitel soprovozhdenya), or long-range escort fighter, began in 1940, competing proposals being the Grushin Gr-1, Polikarpov TIS and Tairov Ta-3.
The MiG DIS-200 was designed initially for Charomskii M-30 or M-40 engines, but the non-availability of these led to installation of two 1400hp Mikulin AM-37 12-cylinder Vee-type engines in the first prototype. The first prototype had an armament of two 12.7mm BS and four 7.62mm ShKAS machine guns, plus one 23mm VYa cannon in a detachable ventral pod which could be replaced by a single 1000kg bomb or a torpedo.
Ground tests began on 15 May 1941, and the first flight took place before the end of the month. Series production of the DIS (as the MiG-5) was ordered, but cancelled shortly afterwards owing to lack of manufacturing capacity. Nonetheless, a second prototype, also referred to as the DIS-200, but assigned the Izdeliye designation IT, was flown in January 1942 with 1700hp Shvetsov M-82F 14-cylinder radials. This had an armament of four 7.62mm ShKAS and two 12.7mm BS machine guns and two 23mm VYa cannon, a maximum speed of 604km/h at 5000m, attaining that altitude within 6.3 min and having a range of 2500km. The primary VVS requirement at this stage of the conflict was short-range tactical aircraft, and further DIS development was discontinued.
First prototype Engines: two 1400hp Mikulin AM-37 12-cylinder Vee Max take-off weight: 8060 kg / 17769 lb Empty weight: 6140 kg / 13536 lb Wingspan: 15.10 m / 49 ft 6 in Length: 10.87 m / 35 ft 8 in Height: 3.40 m / 11 ft 2 in Wing area: 38.90 sq.m / 418.72 sq ft Max. speed: 610 km/h / 379 mph Range: 2280 km / 1417 miles Armament: two 12.7mm BS, four 7.62mm ShKAS machine guns Hardpoint: one 23mm VYa cannon ventral pod, or 1000kg bomb, or torpedo.
Second prototype Engines: 2 x 1700hp Shvetsov M-82F 14-cylinder radials Armament: 4 x 7.62mm ShKAS, two 12.7mm BS machine guns, 2 x 23mm VYa cannon Maximum speed: 604km/h at 5000m Time to 5000m: 6.3 min Range: 2500km
Burt Rutan design VariViggen started when he was a student at Cal Poly (California Polytechnic State University) in the early 1960s. He started building the prototype in his garage in 1968. After four years of work, the aircraft made its first flight 27 February 1972.
Leo Chagnes built the MicroStar based on plans of the VariViggen over four years.
The wing is styrofoam foam with epoxy coating and the fuselage is spruce and birch plywood. It is powered with 2 TRS18 Microturbo turbojet engines. Microturbo was responsible for the engine, with the completion of the frame, the calculation of the implementation and the centering of the two engines. This installation required a modification of the rear. The increase in surface area required a 20 cm increase.
The air inlets are fiberglass, and the cowling is made of sheet aluminium. The electronics are located just outside the engines, and is accessed by doors. The power units are separated from the airframe by three fire partitions.
The wheels are derived from a Cesna150 and the assembly is retractable via an electric servo coupled with a manual override. The luggage compartment behind the rear seat has been replaced by a 200 lt kerosene fuel tank, additional to two 35 lt tanks housed in the wings.
After more than 4 hours running and jumps, Leo Chagnes made the first flight on July 20, 1979.
Burt Rutan flew with Jacques Costes aboard MicroStar on December 19, 1981.
Speed max: 400 km / h Speed cruise: 320 km / h ROC: 6 m / s Stall: 85 km / h TO dist (15 m): 320 m Ceiling: 8000 m Empty weight: 545 kg Max weight: 889 kg Fuel capacity: 271 lt
On 14 April 1942, after about 200 Me 210s had been delivered, construction was halted in favour of a resumption of manufacture of the Bf 110 to give time to try to resolve some of the Me 210’s shortcomings. The stability problem was solved finally by introducing automatic wing leading-edge slots and redesign of the rear fuselage, which was lengthened by 3 ft 1 1/2 in (0.95 m) and made deeper. The improvements were tested and the design was submitted with the proposal that the 1,750 hp (1305 kW) Daimler-Benz DB 603A engine should be used to provide better performance, This appealed to the RLM, as a solution of this kind would allow a number of unfinished Me 210 airframes to be used, and Messerschmitt was given the go-ahead and the designation 410 assigned to the revised design.
In addition to embodying in its design all the modifications incorporated into the Me 210 – including the new cockpit canopy, lengthened fuselage and wing leading-edge slots. Initial tests were carried out with aircraft converted from Me 210As and these were followed by a true Me 410 prototype which flew for the first time at the end of 1942.
The Me 410 V1, originally the Me 210A 011, which, re engined with DB 603As and fitted with the new rear fuselage and revised wing, commenced its flight trials in the autumn of 1942, having first flown on 5 September 1939. The Me 410 performance was an advance over that of the Bf 110 which had had to be restored to full scale production as a result of the failure of the Me 210.
Several other Me 210As were generally brought Up to Me 410 standard but with DE 601F engines.
Improvements in handling characteristics made the Me 410 far more acceptable to the Luftwaffe which received the first five Me 410A-1 light bombers in 1943, this version being armed with two 20 mm MG 151/20 cannon, two 7.92 mm (0.31 in) MG 17 machine guns, and two 13 mm (0.51 in) MG 131 machine guns mounted one each side of the fuselage in an electrically powered barbette. Maximum internal bombload was 4,409 lbs (2000 kg). Demand for these more effective aircraft built up rapidly with the result that
Acceptances of the Me 410A-1 Schnellbomber and Me 410A 2 Zerstorer began in January 1943. The Me 410A-1 and A 2 were fundamentally similar to the Me 410 V1, both possessing a fixed forward firing armament of paired 20 mm MG 151 cannon and 7,9 mm MG 17 machine guns, plus the two barbette mounted remotely controlled 13 mm MG 131 machine guns. The internal weapons bay of both sub types could house a single 2,205 lb (1 000 kg) SC 1000 or SD 1000 bomb, two 1,102 1b (500 kg) SC 500 bombs, or up to eight 110 ¬lb (50 kg) SC 50 bombs, although anything over 1,102 lb (500 kg) was considered to be an overload.
The Me 410A 1 had tandem bomb carriers beneath each wing root permitting four 110 lb (50 kg) SC 50s to be carried externally and was fitted with a Stuvi 5B dive bombing sight.
Priority in production was assigned to the Me 410A 1 sub type. Two Factory Conversion Sets, or Umriist Bausdtze, had been developed to adapt this sub type as required for reconnaissance and Zerstbrer missions, and thus a proportion of the aircraft were to be delivered direct from the assembly lines with provision for a single vertical Rb 20/30, 50/30 or 75/30 camera in the centre fuselage as the Me 410A I/U1, or with provision for a Weapon Container (Waffenbehdlter) 151 as the Me 410A4/U2. The drum shaped Weapon Container augmented the fixed forward firing armament with an additional pair of 20 nun MG 151 cannon with 250 rpg and was inserted in the weapons bay fully loaded.
As Me 410A production expanded a number of sub-variants entered service, including the photo-reconnaissance Me 410A-1/U1, and Me 410A-1/U2 heavy fighter.
The Luftwaffe had taken delivery of 48 Me 410As from the Augsburg assembly line by the end of April 1943. The 11 Gruppe of KG 2 had a mix of 29 Me 410A 1s and 17 Do 217Es by 20 May, but shortly after the entire Gruppe reverted to the Dornier and the Messerschmitts were transferred to the newly created V Gruppe which was to mount the first operations with the Me 410A. The Stab of V/KG 2 was formed from the Stab of 11/KG 40, and its Staffeln (13, 14, 15 and 16/KG 2) were formed from personnel transferred from KG 40 and KG 101. In January 1944, this Gruppe was to be redesignated as 11/KG 51, and was to be joined in France by 1/KG 51 which completed conversion to the Me 410A 1 (from the Ju 88A4) in the late summer of 1943. From May 1943, the III Gruppe of Zerstbrergeschwader 1 in Tunisia began to supplement its Me 210As with Me 410A I/U2s, while 2. (Fernaujkldrung) / 122 based in Sardinia began to add Me 410A 1 /U1s to its complement of Ju 88s.
The Me 410A-1 was followed into service by the Me 410A-2 heavy fighter included two 30 mm MK 108 cannon in its armament, also built in sub-variants, including the Me 410A-2/U2 which was similar to the Me 410A-1/U1, the Me A-2/U2 SN-2 Lichtenstein radar carrying night-fighter and an ME 410A-2/U4 bomber destroyer similar to the Me 410 A-1/U4, and the last of the A series, the Me 410A-3 reconnaissance aircraft equipped with three cameras.
The Augsburg assembly line had delivered 457 Me 410As by the end of 1943, and from December of that year its output was augmented by that of a line established by Dornier, although the Dormer line was not really to get into its stride until the following February, in which month it was to deliver 11 aircraft. By this time, production emphasis had already switched from Schnellbomber to Zerstbrer, and a new variant for the latter role, the Me 210A 2/U4, had made its operational debut with 11 Gruppe of Zerstbrergesch wader 26, which, reactivated in the late summer of 1943 (having formerly been 111/ZG 1 with Me 210A 2s under Fliegerfiihrer Afrika) specifically for the intercept mission against USAAF day bomber formations. In this task, 11/ZG 26, popularly known as the Hornissengesch wader, enjoyed considerable success which was attended with no little publicity.
A very important innovation in the Me 210 design was the use of side rear firing 13 mm (0.51 in) MG 131 turret guns (barbettes) controlled by the rear crew member by the means of a Revi gun sight and a pistol grip with the firing trigger. These barbettes were delicate maintenance pieces and were not easy to handle. A famous victim of these guns was the American Ace Captain James Morris of the 20th Group. On 7 July 1944, over Halle and Bernburg, he was shot down and killed in his P-38 Lightning by an attacked Me 410.
The Me 410A 2/U4 was fitted with a 50 mm BK 5 cannon, which, complete with a 21 round cylindrical magazine, was fitted as Umrust Bausatz 4. The BK 5 was first mounted experimentally in the Me 410 V2 (originally Me 21-A 0 Werk¬Nr 0023) by the Deutsche Lufthansa workshops at Staaken at the beginning of August 1943 and delivered to the Waffen¬priifplatz at Tarnewitz for test firing. The success of these tests led to the hurried installation of this cannon in a batch of Me 410A 1s for operational evaluation by Erprobungskommando 25 which was formed at Wittmundhafen. The aircraft delivered to this unit had all forward firing armament other than the BK 5 removed and were fitted with a ZFR 4a gun sight. Some success in combat with USAAF day bomber formations led to the decision to install this very large weapon on the Me 410A 2 assembly line, although the standard model retained its normal forward firing armament after installation of the BK 5, entering service as the Me 410A 2/U4.
Meanwhile, work had been proceeding on a dedicated photo reconnaissance model, the Me 410A 3. The lower contours of the forward fuselage were deepened to permit the mounting of two Rb 20/30, 50/30 or 75/30 cameras in the space occupied by the weapons bay in other sub types, and the two forward firing MG 17 machine guns were discarded. By the beginning of 1944, the Me 410A 3 had been introduced into service by L(F)/121 at Orly (and subsequently at Toussus le Buc), later equipping L(F)/122 at Warsaw Okecie under Lufflotte 6 and part of 1(F)/122 at Riga.
From April 1944, deliveries of the Me 410A from the two assembly lines gave place to the Me 410B, which, structurally similar to its predecessor, differed in being powered by the DB 603G, which, by comparison with the DB 603A, had a higher speed supercharger and increased compression ratio boosting maximum output to 1,900 hp at 2,700 rpm for take off. The Me 410B 1 and B 2 were respectively the basic Schnellbomber and Zerstorer, similar Umrust Bausitzen being fitted to those applied to the A series, although the Me 410B 2/U4 with the BK 5 cannon had the standard forward firing combination of cannon and machine guns supplanted by a pair of 30 nun MK 103 cannon. Most Me 410B 2/U4 conversions were under¬taken by forward maintenance units to which the basic aircraft were delivered direct from the line and then mated with the Umrust Bausatz 4,100 of these sets being supplied for this purpose.
Various armament Rustsdtzen (Field Conversion Sets) were also produced to provide more potent anti bomber armament than provided by the Waffenbehdlter 151. These included Rfistsatz 2 consisting of two 30 mm MK 108 cannon, Rfistsatz 3 comprising two 30 nun MK 103 cannon, and Rustsatz 5 with a battery of four MG 151 cannon, and any one of these could be used in place of the Waff~nbehdlter 151, their application being accompanied by the. Addition of a further suffix to the sub type designation (eg, Me 410B 2/U2/R2). Yet a further variation was provided by Riistsatz 4 which consisted of a Waffentropfen (Weapon Drop) 151, this being an external container for two 20 mm MG 151 cannon which could be fitted as a supplement to the Waffenbehalter 15 1.
In attempts to improve the efficacy of the Me 410 as an anti¬bomber weapon, various other types of armament were tested with varying degrees of success, these including the 37 mm BK 3,7 cannon (Flak 18) which had been used with some effect by the Bf 110G 2/R 1 and R2, this being installed in April 1944 in several Me 410Bs for operational testing. A rather more exotic weapon was under test at this time, however, consisting of a rotating drum of six 21 cm rocket launching tubes which was mounted in the weapons bay. Initial testing had been conducted with an Me 410A 1 converted at Rechlin in January 1944, one tube of the drum being completely exposed beneath the weapon bay at a time and the drum rotating rapidly to launch all six missiles in quick succession. The first test firing, which took place on 3 February 1944, was a total failure, the airframe suffering extensive damage, but the weapon was believed to possess sufficient promise to warrant further testing and a standard of reliability sufficient to permit service trials with several Me 410Bs was eventually achieved, although, in the event, the rotating rocket magazine was to be discarded in favour of more conventional weaponry.
Escalating pressures on the air defences of the Third Reich dictated an order, issued on 8 May 1944 by the Oberkommando der Luftwaffe, that all Me 410A-1 and B 1 bombers be converted to A I/U2 and B4/U2 standards for the Zerstorer ro1e, but as only I and II Gruppen of Kampfgeschwader 51 operating from France under the IX Fliegerkorps were employing the Me 410 in any quantity as a bomber, this order applied to comparatively few machines, and KG 51 was in process of exchanging its remaining Me 410s for Me 262s by the late summer.
Apart from a brief excursion into the realm of nocturnal interception with 1 Gruppe of Nachtjagdgeschwader 1 in April and 1 Gruppe of Nachtjagdgeschwader 5 in May 1944, the activities of the Me 410 were thenceforth confined to the Zerstorergruppen and Aujklarungsstaffeln, the latter receiving the Me 410B-3, which, apart from engines, was similar to the Me 410A-3. In the spring of 1944, 1 Gruppe of Zerstbrergeschwader 1, which had been reactivated on Me 410s, was deployed in France and subordinated to the X Fliegerkorps. Based at Lorient for the anti-shipping strike task, with 2./ZG 1 detached to Vannes, the Gruppe was recipient of the Me 410B-6 before its withdrawal in the summer to augment home defence. The Me 410B-6 was fitted with FuG 200 Hohentwiel shipping search radar, had its forward-firing MG 17 machine guns replaced by larger calibre MG 131s and had the Waffenbehilter 103 fitted as standard.
The Me 410, less unwieldy than the Bf 110, possessing a high rate of climb and good speed at altitude, was an effective antiday bomber weapon and enjoyed very favourable results, the Hornissengeschwader, in particular, claiming a very considerable number of “kills”, but the twin-engined Messerschmitt was at considerable disadvantage when opposed by escorting single-seat fighters. On one occasion, on 13 May 1944, 11/ZG 26 engaged in intercepting a USAAF formation heading towards Poznan was bounced by escorting P-51D Mustangs and suffered such heavy casualties that it was forced to stand down, subsequently reforming on Fw 190s as II/JG 6. During that summer and autumn, the other surviving Gruppen der Zerst6rergeschwadern also suffered serious operational attrition while taking their toll of USAAF day bombers, the number of Me 410s dwindling and the process being accelerated from September 1944, when, in anticipation of the promulgation of the Jager-Notprogramm, production of this type was finally phased out.
During the course of 1944, a total of 702 Me 410s had been delivered, including 258 from Dornier, these deliveries bringing total production of the Hornisse, excluding conversions from the Me 210, to 1,160 aircraft. Thus, by the end of 1944, apart from those on the strength of W/W 26 based in Norway, which had been established after the remainder of this Zerstbrergeschwader had converted to single-seat fighters as Jagdgeschwader 6, the Me 410 was confined to the reconnaissance ro1e with the Aujklarungsstaffeln.
In April 1944 the first of the improved E-series were delivered, introducing the 1,900 hp (1417 kW) DE 603G engine, and produced in Me 410E-1 and Me 410E-2 sub-variants that were basically similar to those of the A-series. The Me 410E-3 was a reconnaissance version similar to the Me 410A-3, the Me 410E-5 a torpedo and anti-shipping bomber that was in the test stage when the war ended, and the Me 410E-6 a specialised anti-shipping variant, built in small numbers, which was equipped with FuG 200 Hohentwiel search radar, and had armament comprising two 20 mm Mg 151/20 cannon, two 3O mm MK 103 cannon, and two 13 mm (0.51 in) MG 131 machine guns.
With the termination of Me 410 production, the further development of the aircraft ended as a matter of course. At this time, several further sub types were on the stocks and production was planned of the Me 410B 5 torpedo bomber and anti shipping aircraft which had actually reached flight test status. The Me 410B 5 was equipped with FuG 200 Hohentwiel search radar, forward firing armament being restricted to a pair of 20 mm MG 151 cannon, and a considerable variety of external warloads were proposed, including various of the BT Korper (Bomb Torpedo) weapons that had attained an advanced stage in development. For maximum range, the lateral gun barbettes could be supplanted by a 154 Imp gal (700 lt) auxiliary fuel tank, a further auxiliary tank of 143 Imp gal (650 lt) being inserted in the weapons bay. The proposed external loads included either two 882 lb (400 kg) BT 400 or 441 lb (200 kg) BT 200 bomb torpedoes beneath the fuselage, the latter load permitting a further four BT 200s to be carried beneath the outer wing panels.
Other weapons proposed for the Me 410B 5 and tested by Me 410As included the 1,720 lb (780 kg) SB 800 RS Kurt rolling bomb, drop tests with which were carried out during the summer of 1944 at the Prufplatz Leba in Pomerania, and the 2,205 lb (1000 kg) thin walled SB 1000/410 bomb of elliptical cross section in order to minimise flight drag and stabilised during fall by an automatically deployed parachute. The 2,094 lb (950 kg) L 10 Friedensengel glide torpedo was also proposed, this being an LT 950 torpedo attached to a miniature glider, which, in turn, was attached to 33 ft (10 m) of cable. After release from the parent aircraft, the Friedensengel was intended to glide at an angle of 1:18, the torpedo being released from the carrier glider on making contact with the water surface, thus, theoretically, ensuring that it entered the water at the correct angle.
The Me 410B 7 and B 8 were projected reconnaissance variants respectively intended for diurnal and nocturnal operation, the latter carrying flares in its weapons bay and both having standard fighter armament, but more radical developments were represented by the Me 410C and D. The Me 410C was the end product of an extensive improvement programme to which the basic design was subjected, its aim being to increase both performance and versatility. Entirely new wings of high aspect ratio were envisaged, these embodying seven degrees of sweep on the centre section leading edge and making provision for alternative outer panels providing overall spans of 58 ft 11.5 in (17,97 m) and 67 ft 1.5 in (20,45 m). Other features were to include an aerodynamically refined forward fuselage and cockpit glazing, twin wheel main undercarriage members and DB 603JZ engines with annular radiators and TKL 24/26 turbo superchargers. Both multi-¬role and dedicated variants were envisaged, the latter including a night fighter with Lichtenstein C 1 and SN 2 intercept radar.
In the event, no genuine Me 410C prototype was completed, although several of the features that this sub type was intended to introduce were evaluated individually on various Me 410A test aircraft, these including the turbo supercharged engines with their annular cowlings, and development had been overtaken by the Me 410D which was intended to be essentially similar apart from having wooden outer wing panels. The Me 410D was the result of a programme to conserve strategic materials, but as it was obvious that at least a year must elapse before deliveries of this sub type could commence and the Luftwaffe was demanding improved altitude performance as a matter of urgency, Messerschmitt’s Konstruktionsleitung launched an interim model, the Me 410H. This was fundamentally an Me 410B 2 with DB 603G engines and an additional rectangular wing section inserted outboard of each engine nacelle, increasing overall span to 75 ft 5 in (22,97 m) and gross wing area to 500.52 sq ft (46,50 sq.m). Fixed forward firing armament was to comprise two 20 mm MG 151, two 30 mm MK 103 and two 30 mm MK 108 cannon. The conversion of an Me 410B airframe to serve as a prototype of the Me 410H was in process when the order to terminate all further development was received.
Production was finally phased out in September 1944 after 1,160 Me 410s had been built.
Versions:
Me 410A Engines: Two Daimler-Benz DB 603A, 1,750 hp at 2,700 rpm for take-off /1,850 hp at 2,700 rpm at 6,890 ft (2 100 m). Three-bladed VDM constant-speed electric propellers,11 ft 11 in (3,40 m) Internal fuel capacity, 532 Imp gal (2 420 lt) / six wing tanks.
Me 410A-1 High-performance light bomber Max speed, 315 mph (507 km/h) at sea level Max speed, 388 mph (624 km/h) at 21,980 ft (6 700 m) Max speed, 373 mph (600 km/h) at 26,250 ft (8 000 m) Max continuous cruise, 330 mph (530 km/h) at 19,685 ft (6 000 m) Vne: 466 mph (750 km/h) below 4,000 ft (1215 m) Range at max continuous cruise, 746 mls (1200 km), Range at econ cruise, 1,040 mls (1674 km) Empty equipped, 16,574 lb (7 520 kg) Normal loaded, 21,276 lb (9650 kg).
Me 410A-1/U1 Photo-reconnaissnce
Me 410A-1/U-2 Fighter conversion of the A-1 Engines: 2 x 1,850 hp (1,380 kw) DB603A 12 cyl Max Speed 388 mph at 21,980 ft Cruising Speed 364 mph (585 km/h) Service Ceiling 32,810 ft (10000 m) Max Range internal fuel: 1,050 miles (1690 km) Empty Equipped Weight: 16,574 lb (7518 kg) Loaded Weight 21,276 lb (9650 kg) Span: 53 ft. 7 3/4 in (16.35 m) Length: 40 ft. 11 1/2 in (12.48 m) Height: 14 ft. 1/2 in (4.28 m) Wing Area: 389.67 sq. ft. (36.20 sq m) Armament: 4 x 20mm MG151 cannon and 2 x 7.92mm MG17 mg’s, 2 x 13mm MG131 mg Optional Armament: Two 1,102 lbs (500 kg) bombs and external racks for two 1,102 lbs (500 kg) bombs plus two Ruestatz external packs housing 20 mm MG 151/20, 30 mm Mk 108 or Mk 103 cannons were fitted to some variants. Seats: 2
Me 410A-1/U4 Specialized bomber/destroyer Armament: includes 1 x 50 mm BK 5 gun
Me 410A-2 Destroyer
Me 410A-2/U1 Similiar to the Me 410A-1/U1
Me 410A-2/U2 Radar equipped night fighter
Me 410A-2/U4 Bomber/destroyer
Me 410A-3 Photo-reconnaissance Engines: 2 x Daimler Benz DB 603Á, 1750 HP Maximum speed: 507 km/h Range: 1200 km Ceiling: 9800 m Empty weight: 7518 kg Max weight: 9651 kg Length: 12,48m Height: 4,28m Wing area: 36,20m Wingspan: 16,35m Armament: Two 17/7,92mm, MG 151/20mm, MG dorsal turrets with MG 131/13mm
Me 410B Engines: Two Daimler-Benz DB 603G, 1,900 hp at 2,700 rpm for take-off / 1,560 hp at 2,700 rpm at 24,280 ft (7 400 m) Three-bladed VDM constant-speed electric propellers, 11 ft 11 in (3,40 m) Internal fuel capacity, 532 Imp gal (2 420 lt) / six wing tanks.
Me 410B-1 Improved “A” series Engines: 2 x Daimler-Benz DB 605G, 1,900 hp (1417 kW) Max speed: 362 mph (582 km/h) at 13,125 ft (4 000 m) Max speed: 377 mph (607 km/h) at 19,685 ft (6 000 m) Max speed: 391 mph (630 km/h) at 26,575 ft (8 100 m) Max continuous cruise, 362 mph (582 km/h) Endurance, 2.4 hrs Time to 26,250 ft (8 000 m), 22.5 min. Empty equipped, 17,598 lb (7 982 kg) Normal loaded, 24,772 lb (11236 kg).
Me 410B-2 Improved “A” series Engines: 2 x Daimler-Benz DB 605G, 1,900 hp (1417 kW)
Me 410B 2/U2/R4
Me 410B-3 Reconnaissance version similiar to the Me 410A-3 Engines: 2 x Daimler-Benz DB 605G, 1,900 hp (1417 kW)
Me 410B-5 Torpedo bomber Engines: 2 x Daimler-Benz DB 605G, 1,900 hp (1417 kW)
Me 410B-6 Anti-shipping strike aircraft Engines: 2 x Daimler-Benz DB 605G, 1,900 hp (1417 kW) Radar: FuG 200 Hohentwiel Armament: two 20 mm MG 151/20 cannon, two 30 mm MK 103 cannon, two 13 mm (0.51 in) MG 151 machine guns.
Me 410B-7 Day reconnaissance Engines: 2 x Daimler-Benz DB 605G, 1,900 hp (1417 kW)
Me 410B-8 Night reconnaissance Engines: 2 x Daimler-Benz DB 605G, 1,900 hp (1417 kW)
The Messerschmitt Me 328 was conceived in 1942 as a cheap and simple high-speed low-level bomber and emergency fighter. Smaller than the He 162, its construction was to be mainly of wood and power was to be provided by a pair of Argus pulsejet engines, similar to those used by the V-l flying bomb.
Two versions were proposed, the Me 328A fighter and Me 328B bomber. The single seat Me 328B was able to carry an under slung 1000 kg (2,205 1b) bomb, which reduced the speed at low level from 700 to 530 km/h (435 to 329 mph).
Powered by two Argus pulsejets, the Messerschmitt Me 328B 1 was designed as a fighter bomber armed with two 20 mm cannon and 1000 kg (2,205 lb) external load. The Me 328 started life as an escort fighter to be towed behind a He 177 or Me 264 bomber and as such the prototype underwent extensive gliding trials being air-launched from a Dornier 217.
Powered trials in 1944 proved disappointing. A further version, the Me 328C, was proposed, to be fitted with a Jumo 004 turbojet. This and a proposed piloted glider-bomb version did not eventuate.
Engines: 2 x 600kg Argus pulse-jets Max take-off weight: 2200 kg / 4850 lb Wingspan: 6.40 m / 20 ft 12 in Length: 6.83 m / 22 ft 5 in Height: 2.10 m / 6 ft 11 in Max. speed: 755 km/h / 469 mph Range: 770 km / 478 miles Armament: 2 x 20mm cannon
Proposed development of the Me 210, more advanced than the Me 410. The Me 310 would have had a pressurised cabin and long-span wings. Cancelled in favour of Me 410.
All Aero 