Era

Heinkel He 219 Uhu / Letov LB-79

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He 219A-0

The Heinkel Projekt 1060 private venture received little response from the Reichsluftfahrtministerium (air ministry) when it was first shown to them in mid 1940. It was a multi-purpose aircraft suitable for use as a long-range fighter, dive or horizontal bomber, torpedo plane, or reconnaissance aircraft. The He 219 featured tricycle landing gear, ejector seats, and dual wheels. It was equipped with a crew dingy, cockpit heating, retractable crew access ladder, armoured radiatios, armoured curved windshields with wipers, cleaing spray, hot air defrosting, and armoured fuel tanks. It had a complete wing, fuselage, and tail de-icing system, was well as elaborate radio and radar equipment including a directional gyroscope. Originally the Luftwaffe did not consider a craft of this type necessary and buried the project.

Heinkel He 219 Uhu Article

By late 1941 they were in desperate need of a good night fighter for intercepting Allied bombing attacks. In January 1942 the design was revised for adaptation as a night fighter but then was delayed by RAF bombing which destroyed all of the engineering drawings in the Heinkel factory at Rostock-Marienehe.

An all-metal shoulder-wing monoplane, the He 219 seated the pilot and navigator back-to-back, was the first operational aircraft in the world to introduce ejection seats, and was also the Luftwaffe’s first operational aircraft with tricycle landing gear. The first prototype, the He 219 V 1, powered by two 1305kW / 1750 hp DB 603A engines, made its first flight on November 15, 1942. The second prototype, flown in December 1942, had a different armament installation.

They proved fast and manoeuvrable, and had provision for a range of armament including two 20 mm (0.79 in) MG 151 cannon in the wings; two 30 mm (1.18 in) MK 108 cannon in a ventral tray; two oblique upward firing and fixed 30 mm (1.18 in) cannon, nicknamed ‘Schrage Musik’ (jazz music), in the rear fuselage; and a 2000-kg (4410 lb) bombload carried internally. The He 219 Uhu (owl) was a midwing monoplane and carried a crew of two.

Tests were so successful that the German Ministry ordered 130 pre-production machines in lieu of the usual ten.
General Milch, in charge of Luftwaffe procurement, was unimpressed with the He 219 and favoured converting existing types such as the Junkers 88 into night fighters. To determine the most suitable machine for nocturnal interception, comparative tests were set up for 25 March 1943 between the Heinkel He 219 and the Junkers Ju 88S. During a series of mock combats between a He 219 with Werner Streib at the controls and a Ju 88S with Oberst Lossberg in its cockpit, and a Dornier Do 217N, the 219 proved superior in every way. Heinkel soon received an order for 100 aircraft, and following evaluation of one of the prototypes in mock combat, an ‘off the drawing board’ order for 100 aircraft was increased to 300 by April 1943. Twenty pre-production He 219A 0s had been delivered by that time. These had slightly differing armaments, two MG 151s in the wings, with various weapons in the central position and only one MG 131 in the rear upper position.

The V4 V10 prototypes were also fitted with FuG 212 Lichtenstein C 1 radar systems.

The He 219A 0/R1 to /R6 were similar apart from modifications by Rustsatze (field conversion kits) which provided various ventral gun packs or MK 103 or MK 108 Schrage Musik cannon installations.

From April 1943 a small number of He 219A-0 pre-production aircraft flew with 1.NJG 1 at Venlo in the Netherlands, and on the night of 11 June 1943 Major Werner Streib shot down five Avro Lancasters in a single sortie. The first six operational sorties flown by the unit resulted in claims for 20 RAF aircraft, including six de Havilland Mosquitoes. Despite cancellation of the programme in May 1944, production deliveries of a number of versions were made, principally to 1./NJG 1 and NJGr 10.

He.219A-0 G9-FK of NJG 1

The main potential of the aircraft lay in the fact that it could compete on equal terms with the RAF Mosquito intruders. In late 1943 the He 219A-1 appeared, fitted with DB 603A or E engines plus GM1 power boost. Although it was proposed as a production model, only a few were built. The next main production model was the He 219A 2 with DB 603A engines and retaining the two MG 151s in the wings and the two Schrage Musik MK 108s; two MG 151s (A 2/R1) or MK 103s (A 2/R2) were mounted in the ventral tray. Forty of these were built. A proposed A 3 (three seat fighter bomber) and A 4 (Jumo engined high altitude reconnaissance bomber) did not get beyond the drawing board.

The calibre and number of cannon varied according to the armament available when each Heinkel left the production line. As a rule four 20mm or 30mm rapid fire cannon were located under the fuselage in a ventral tray and one 30mm cannon was installed in each wing root. In addition, two 30mm cannon were utilised mid-fuselage as upward-firing Schrage Musik. About one thousand rounds of ammunition were carried. All guns were located behind the pilot so that their muzzle flash would not disturb his vision at night.

Production continued in early 1944 with the A 5 which was characterized by a modified cockpit canopy. For this too there were various Rustsatze, RI to R3 denoting alternative ventral gun selections, and R4 providing a rearward firing gun operated by a third crew member. The A 5 series were powered by DB 603E, G or Aa engines. The A 6 was similar, but was re-engined with GM 1 boosted DB 603Ls of 2100 hp to increase its value as a Mosquito intercepter. The weight was reduced by retention of the wing and ventral armament installations only. Comparatively few A 6s were delivered.

The major service variant was the He 219A 7, a high altitude type powered by 1900 hp DB 603Gs, with increased armour plating and incorporating FuG 220 Lichtenstein SN 2 and FuG 218 Neptun radar equipment. More sophisticated radio systems were also installed. Alternative powerplants were used in the A 7/R5 (Junkers Jumo 213Es) and A 7/R6 (Junkers Jumo 222s). Armament of the A 7 series remained similar to that described and interchangeable, according to availability, using Rustadtze R1 to R4.

Yet another projected high altitude model, the He 219B-1 appeared in prototype form only. Based on an A 5 airframe, it had a longer fuselage, increased wing area and modified canopy, and carried a three man crew. A few B 2 anti Mosquito intercepters did serve with the Luftwaffe they were modified A 6s and a B 3 development was begun but not completed. Prototypes were also built of the He 219C 1 and C 2 night fighter and fighter bomber respectively. They had a redesigned fuselage to carry a four man crew, and with the ventral gun tray removed the C 2 could carry three 500 kg (1100 lb) bombs in its place.

Based on the success of the 219 during June 1943, General Kammhuber demanded the production of 1200 He.219 but General Milch fought the request which further delayed mass delivery. Finally Albert Speer took over the control of aircraft procurement and the Heinkel design was given priority status in early 1944.
A Fighter Emergency Program was announced in the Autumn of 1944. For reasons of economy all twin-engine fighter production was ordered halted, except for the jet powered Messerschmitt 262 and Dornier 335.
Heinkel ignored the directive and continued to produce 219 until his factories in Poland and Austria were overrun by the Russian Armies.

Six final aircraft were built from spare parts by staffel maintenance crews. These were secretly operated and their existence concealed from Luftwaffe headquarters.

Total overall production of the series was 294 aircraft. Early models were fitted with Daimler-Benz 603A engines of 1750 hp but the majority were powered by the more powerful Daimler-Benz 603-Gs of 1900 hp. There is no doubt that the He 219 was one of the best armed and most effective night fighters of the Second World War. Although the 219s did remain in service with the Nachtjagdgeschwadern (night fighter groups) until the end of the war, development of the type was discontinued in favour of two other designs both failures.

The first use of an ejection seat in combat came on 11 April 1944 when the two crew ejected from a Heinkel He219.

Letov LB-79 – Czech Air Force designation for two Heinkel He 219A-5 (lehký bombardér) built from recovered components, 1951, 1 (“34”) used as jet engine testbed.

Gallery

He 219
Engine: Daimler-Benz 603-G, 1900 hp
Weight: 33,730 lb
Fuel capacity: 293 gal
Maximum speed: 416 mph at 22,965 ft
Range econ cruise: 1243 miles at 335 mph
Climb to 32,810 ft: 18.8 min
Maximum ceiling: 41,660 ft

He 219A-0
Engines: 2 x Daimler-Benz DB 603A
Wingspan: 18.5 m (60 ft 8.5 in)
Length: 15.33 m (50 ft 11.75 in)
Height: 4.1 m (14 ft 5.5 in)
Weight empty: 11,200 kg (24,692 lb)
Combat weight: 27,661 lb
Max speed: 385 mph at 22,965 ft
Cruise: 295 mph
Ceiling: 41,660 ft
Range: 1243 miles
Armament: 2 x 30mm MG 151/20 cannon, 4 x 20mm MG 151/Mk 108/Mk 103 cannon, 2 x 20mm MG 151/Mk 108 cannon
Radar: FuG 220 Lichtenstein SN-2

He 219A 5/R2
Span: 18.5 m (60 ft 10.25 in)
Length: 15.54 m (50 ft 11.75in)
Gross weight: 13150 kg (28 990 lb)
Maximum speed: 630 km/h (391 mph).

He-219A-7/R1
Engine: 2 x Daimler-Benz DB 603G, 1417kW / 1874 hp
Max take-off weight: 15300 kg / 33731 lb
Empty weight: 11200 kg / 24692 lb
Wing loading: 70.52 lb/sq.ft / 344.0 kg/sq.m
Wingspan: 18.5 m / 60 ft 8 in
Length: 15.54 m / 50 ft 11 in
Height: 4.1 m / 13 ft 5 in
Wing area: 44.5 sq.m / 478.99 sq ft
Max. speed: 362 kts / 670 km/h / 416 mph
Cruise speed: 340 kts / 630 km/h / 391 mph
Ceiling: 12200 m / 40050 ft
Range: 1080 nm / 2000 km / 1243 miles
Armament: 4x MK 108 30mm, 2x MG151 20mm, 2x MK 103 30mm
Crew: 2

Heinkl He 178

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The first step in the development of this aeroplane was taken in March 1936 when Ernst Heinkel engaged the services of the German gas turbine pioneer Dr Hans Pabst von Ohain and his assistant Max Hahn. The first demonstration turbojet, the hydrogen-fuelled HeS 1, was bench running by September 1937, and a development of this engine, the HeS 3, was flight tested suspended beneath a Heinkel He 118 in 1938, using petrol as fuel, developing about 4.89kW.

By 1939, it had been decided to install a new version, the HeS 3b, in a special aircraft, the He 178, which commenced building that year; it was a shoulder wing aircraft with wings made largely of wood but with a semi-monocoque metal fuselage with fully retracting and faired in undercarriage. Tailwheel landing gear was incorporated, and the engine drew its air from an inlet in the nose and exhausted through a long jet pipe which extended to the extreme tail.

Heinkel He 178 Article

The first flight test of a jet powered aircraft took place in the morning of 27 August 1939. The Heinkel He 178 lifted off Marienche aerodrome by Flugkapitan Erich Warsitz under jet power. The jet engine: Hans von Ohain’s third prototype, the HeS 3B. In the cockpit sat Heinkel’s test pilot, Erich Warsitz. The He 178’s landing gear wasn’t retracted, so Warsitz had to keep speed down to about 200 mph. The 178 was damaged on its first flight when the engine ingested a bird which caused it to flame out, but the aircraft made a safe landing. The He 178 touched gently and rolled to stop before taxiing to where Hans and Ernst Heinkel were waiting. Hans immediately began an engine check. Heinkel watched and then announced that once the checks were complete the He 178 was to be left untouched. Heinkel’s reasoning was that the first flight was a success and, if nothing was disturbed, he’d have a functional prototype to ‘sell’ to the Berlin Air Ministry bureaucrats. The big sedan reappeared and the first jet aeroplane was towed away to storage. Then Heinkel brought out the champagne. The Heinkel flew one more time in the November of 1939 with a 590 kg (1,301 lb) thrust HeS 6 engine, but a number of airframe defects limited the speed to about 600 km/h (373 mph). It was next put in a museum in Berlin where it (and its engine) was destroyed during a bombing raid in 1943.
Although two prototypes were built only the first (the V1) ever flew.
Features of the design were the wooden wing (which limited high speed runs) and the angular intake (which injested FOD at a high rate from the grass at rpm above idle).
Only one He 178 was built.

He-178 V1
Engine: One Heinkel HE S3B centrifugal flow turbojet, 992lb (450kg) thrust, later improved to 1,102 lb (500kg)
Wing Span: 7.2m / 23 ft 7 in
Length: 7.48m / 24 ft 7 in
Height: 2.1 m / 6 ft 11 in
Wing area: 9.1 sq.m / 97.95 sq ft
Empty Weight: 1,560 kg / 3,439 lb
Loaded Weight: 1950 kg / 4,400 lb
Max Speed: 435 mph / 700 kph
Cruise speed: 580 km/h / 360 mph
Landing speed 165 km/h / 103 mph
Crew: 1

Heinkl He 177 Grief

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The first prototype was flown in November 1939. It was a heavy bomber, introducing a power plant in which four Daimler-Benz DB 601 12-cylinder inverted engines were grouped together in pairs to create the DB 606, each pair driving a single propeller.

Many prototypes were built, most of which displayed obvious shortcomings including dangerous diving characteristics, landing gear and structural weaknesses, and problems associated with the engines including persistent crankshaft torsional vibration, lubrication and propeller troubles: two prototypes broke up in the air and at least one caught fire.

Heinkel He 177 Grief Article

Four years of development preceded the first production orders for the He 177.

Following a brief period of use as an emergency transport aircraft on the Eastern Front, during which time several caught fire and so earned the nickname “Flaming Coffin”. The first squadron of nine machines was sent to Stalingrad to supply the beleaguered fortress, but of the nine machines, seven caught fire and were burnt out.

The Greif began its operational career in October 1943 on anti-convoy and U-boat cooperation duties. It took part (sub-types A-3 and A-5) in attacks on England in January 1944, known as the “Little Blitz”, but as the war progressed was used to a greater extent as a missile carrier for anti-shipping duties. As the end of the war approached fewer and fewer Greifs remained operational: shortages of fuel and trouble with the engines grounding large numbers.

Although a small number of twin-finned He 177B were built in early 1944, most of the 1,160 or so Greifs produced were A-series types, although it is doubtful whether more than about 200 became fully operational in all respects. The He 177A-0 was the pilot production model, powered by two DB 606 engines (made up of four DB 601). Armament comprised two 13 mm MG 131 in dorsal and tail positions, one 7.9mm MG 81 in the nose, two 7.9mm MG 81 in a ventral position facing aft and a 20mm MG FF cannon firing forward from a “chin” position, plus 48x70kg, ten 500kg, six 1,000kg, or two 2,500kg bombs. The He 177A-1 was similar except for defensive armament, while the He 177A-3 had two DB 610 power units (four DB 603 engines), airframe changes and was equipped to carry two Hs 293 glider missiles. The final major version, the He 177A-5, was equipped to carry three Hs 293, two Hs 294 or two PC 1400 Fritz X (armour-piercing) radio-controlled missiles.

There were 40 modified He177 in Norway, May 1945 for a one way attack to USA.

A He 177 was intended for the continuance of the Me 264 steam turbine experiments. Later proposed designs had four separate engines which would have solved many of the problems, and was built as the He 277.

Gallery

He 177 A Greif
Length: 66.929 ft / 20.4 m
Height: 20.965 ft / 6.39 m
Wingspan : 103.15 ft / 31.44 m
Wing area : 1097.928 sq.ft / 102.0 sq.m
Max take off weight : 68355.0 lb / 31000.0 kg
Weight empty : 37044.0 lb / 16800.0 kg
Max. speed : 265 kts / 490 km/h
Cruising speed : 224 kts / 415 km/h
Service ceiling : 26247 ft / 8000 m
Wing load : 62.32 lb/sq.ft / 304.0 kg/sq.m
Range : 2970 nm / 5500 km
Engine : 2 x Daimler Benz DB 610 A, 2910 hp
Crew : 4
Armament : 3x MG 81 7,92mm, 3x MG 131 13mm, 2x MG 151 20mm, 1000kg Bomb. int., 2x HS293 Missl. ext.

He-177A-5/R-2
Engines: 2 x Daimler-Benz DB 610A/B, 2200kW
Max take-off weight: 31000 kg / 68344 lb
Empty weight: 16800 kg / 37038 lb
Wingspan: 31.44 m / 103 ft 2 in
Length: 20.40 m / 66 ft 11 in
Height: 6.39 m / 21 ft 0 in
Wing area: 102.0 sq.m / 1097.92 sq ft
Ceiling: 8000 m / 26250 ft
Range: 5500 km / 3418 miles
Armament: 3 x 7.92mm machine-guns, 3 x 13mm machine-guns, 2 x 20mm cannons, 1000kg of bomb
Crew: 6

Heinkl He 176

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Ernst Heinkel initiated as a private venture the He 176, which was designed by Siegfried and Walter Gunter specifically for rocket propulsion. The span and area apply to the open cockpit, fixed undercarriage first prototype as originally designed; larger wings were fitted before the first flight. The speed and endurance of approx 171 mph (275 kph) and 50 sec. are those achieved on the first flight on 20 June 1939 powered by a 5.89kN Walter HWK-R1 203 liquid fuel rocket motor, although much better performances were achieved later.
The He 176 was demonstrated before senior German officials early in July 1939. They remained unconvinced of the potential of rockets for aircraft propulsion. The more advanced second prototype, with enclosed cockpit and retractable landing gear was never built.

Engine: One Walter HWK R 1 203 rocket, 1,323 lb (600 kg) thrust.
Wing span: 16 ft 4.75 in (5.00 m)
Length: 17 ft 0.75 in (5.20 m).
Height: 1.4 m / 4 ft 7 in
Wing area: 58.12 sq.ft (5.40 sq.m)
Gross weight: approx 3,530 lb (1600 kg).
Empty weight: 900 kg / 1984 lb
Max. speed: 750 km/h / 466 mph
Cruise speed: 700 km/h / 435 mph
Ceiling: 9000 m / 29550 ft
Range: 95 km / 59 miles
Crew: 1.

Heinkel He 162

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Originally scheduled for production in September, 1944, the Heinkel 162 was test flown for the first time just three months later. In such a desperate period it took just sixty nine days from the start of design work to its first flight.

Heinkel He 162 Article

The brief for the concept underlying the He 162 came from the Reichskriegsministerium (Ministry of War) who wanted fast, quantity production of a simple and effective jet interceptor as a last ditch air defence of the German homeland. Who originated the idea for what became known as the Volksjager (people’s fighter) is not clear. Albert Speer, the armament minister, is alleged to have been one of the promoters of the project, but Speer himself has said, somewhat evasively, that a proposal to establish an underground plant for the production of jet aircraft came from Fritz Sauckel, the gauleiter of Thuringen.
On September 8, 1944, the brief for the Volksjager was issued to the Arado, Blohm und Voss, Fieseler, Focke Wulf, Heinkel, Messerschmitt and Junkers companies. Strong opposition to the project was voiced by aircraft designers Willi Messerschmitt and Kurt Tank and General der Jagdflieger (general of fighters) Adolf Galland. In the opinion of these critics the construction specifications and conditions were unrealistic, but despite the protests the submission date for the draft projects was brought forward by approximately a week.
The specification stated that the design “had to make use of existing aircraft components, only the barest essentials to be carried in the way of equipment. The power to be supplied by a BMW 003 turbojet rated at 800 kg (1760 lb) st. Top speed to be 750 km/h (466 mph). Endurance of not less than 20 minutes at sea level. Gross weight not more than 2000 kg (4410 lb). Wing loading not more than 200 kg/sq m (41 lb/sq ft)”. These requirements were to be fulfilled with the use of readily available and, if possible, non essential mate¬rials. Unskilled and semiskilled labour was to be used on the production line. It is some indication of the desperation felt at this stage of the war that Hermann Goring, as commander in chief of the Luftwaffe, considered using Hitlerjugend (Hitler youth) members as pilots for the aircraft. Their initial flying training was to have been carried out on gliders before they converted to the jets.

A conference was held on September 15 to evaluate the submissions made by the aircraft manufacturers. Messerschmitt had refused to make a proposal, and of the others Arado’s was rejected, Focke Wulf’s was considered unrealistic (their participation had been for information purposes only), but the Blohm und Voss project was considered one of the best put forward. The Heinkel proposal was found deficient in five respects: it offered a sea level flight endurance of only 20 minutes; the unusual positioning of the engine would result in maintenance problems; the stipulated takeoff requirement had not been met; dismantling of the aircraft prior to rail transportation would take too long; and the 30 mm (1.18 in) armament specified in the brief had been changed to a 20 mm (0.79 in) cannon. After further conferences and discussions, one of which ended in a fierce quarrel between two of the participants, Heinkel were eventually authorized to produce the Volksjager and received the backing of Otto Saur, head of the war ministry’s Jagerstab (fighter staff), and Hermann Goring.
Since the early summer of 1944, Siegfried Gunter and Karl Schwarzler of Heinkel had been working on a project similar to the Volksjdger a small and simple jet fighter nicknamed Spatz (sparrow). Heinkel’s qualifications for producing the He 162, or Projekt 1073 as it was initially called, were further reinforced by their work in 1939 on the He 178 experimental jet and, a little later, on the He 280.

While some of the other companies barely had time to perform basic calculations for their designs, Heinkel had been working roughly along the same lines during the summer of 1944 and had test performance data on the BMW-003, along with a full scale mock-up of their concept.
There are allegations that Dr. Karl Frydag, head of the commission for airframe production and also a Heinkel company official, had not only sold the concept to Karl Saur, head of the Fighter Staff, but also may have let Heinkel know ahead of time of the upcoming specification.
A curious light is thrown on the situation by a document detailing a POW interview with a Flugbaumeister Halz of the Fl.-E-2 section of the Air Ministry that purports that when the decisive report on the Volksjäger concept was being sold to Göring, certain technical documents required to support their case were lacking and Halz was ordered to have faked photos of the He-162 with the help of a cinema expert, showing an He-162 prototype executing a roll above the clouds before a prototype was even built.

Construction of the He 162 began on September 24, 1944, with parallel work on the detailed drawings taking place. By September 30, Projekt 1073 had been ordered into quantity production with a pro¬posed monthly output of 500 to the Luftwaffe during the first thirty days of production, and eventually 1000 aircraft every month. When the drawings were completed on October 29, the first prototypes had already reached the advanced assembly stage. For the first time in aviation history, development, pre-production and series production of an aircraft occurred simultaneously.
The He 162 fuselage was of light metal flush-riveted monocoque construction, and was fitted with a moulded plywood nose cap. The single piece wing was made of wood and had a plywood skin, with detachable metal wing tips. The space between the wooden spars accommodated 40-gallon fuel cells. Four bolts held the wing to the fuselage mainframes. The metal flaps, which extend along the tapered trailing edge from the fuselage to the ailerons, have a maximum depression of 45 degrees with hydraulic motivation. Tailplanes, elevators and rudder were of light metal, but the fins were wooden. The narrow track tricycle landing gear was retracted hydraulically and lowered by springs. The aircraft was powered by a BMW 003 Sturm turbojet which was attached directly to the top of the fuselage immediately behind the cockpit by two vertical bolts at the forward end, and one horizontal bolt at the rear. The cockpit was equipped with an ejection seat designed by Heinkel.
The fuselage permits stowage of 168 gallons of fuel in the tail cone.
After October 30, 1944, all development and factory testing had to stop and effort was concentrated on full scale production. The first flight of the prototype took place on December 6, 1944. Although a main wheel door was torn off by the slipstream, the flight was in other respects considered successful. However, at an official demonstration four days later, the pilot was killed after the starboard wing broke up in mid air. Defective bonding of the wooden components was revealed as the cause. Nevertheless, pressure was put on the company for work to continue, and up to ten prototypes (He 162A 0s) and about 20 production aircraft were tested during December 1944 February 1945. The new aircraft, which was continually compared with the Me 262, was found deficient in many respects, including bad lateral stability, sluggish controls and a high roll to yaw ratio. Enlarging the fin area alleviated the first and third problems, and although the He 162 continued to suffer from a tendency to stall, this was eventually cured by applying a pronounced anhedral to the wingtips.
The facilities available for He 162 production were extraordinary, to say the least, varying from small carpentry workshops and chalk and salt mines to the renowned Sea Grotto near Vienna. There was only one main variant of the original design: the He 162A 2, armed with two 20 mm (0.79 in) MG 151 cannon positioned one on each side of the nosewheel well. The He 162A 3, like the A 1, mounted the heavier 30 mm (1.18 in) Mk 108 cannon originally specified, but this had to be abandoned since it caused too much vibration. Many other schemes included multibarrel projectile launch systems in the SGseries.

Despite the enormous numbers originally ordered, total production did not amount to more than about 275 aircraft and, so far as is known, I/JG1 was the only group to be fully equipped with the He 162 by the time Germany surrendered in 1945. During two weeks of flying ops, JG 1 (the main user of the He-162) were losing an average of one aircraft every two days due to flying accidents, pilot error, mechanical and structural failures. Operational testing had been carried out by Erprobungskorn¬mando (test detachment) 162 based at Rechlin, which after amalgamation with Adolf Galland’s famous Me 262 unit JV 44 in April 1945 was transferred to Salzburg/Maxglarn, where it was captured by the Americans on May 3. Other groups were partially equipped with the He 162 but because of lack of fuel and supplies it is unlikely that they saw any combat.
The production rate for the He 162 was to be 135 per day; Rostock Marienehe and Bernburg were each to deliver 1,000 per month and the vast underground Nordhausen Mittelwerke a further 2,000. Giant salt-mines were tooled up to make the BMW 003A turbojet, which was bolted above the light alloy fuselage of streamline profile, while the woodworking industry was harnessed to make the very small high mounted wing, only the down turned tips being metal. Armament was to be two 30 mm MK 108 cannon, but because of vibration these were replaced in production by two 20 mm MG 151s.
Development of the Heinkel He 162 led to the He 162C, with wing swept at 38 degrees and a butterfly tail. The He 162D was similar but featured a swept-forward wing. Neither version was built, but a model was found under construction with interchangeable wings when Schwechat was occupied by the Allies.
Many variants with different powerplants and equipment were tested by Heinkel in a desperate and futile effort to produce aircraft for the defence of the Third Reich in its last days. One of the most interesting was the Mistel 5 system in which the He 162 mothercraft was to carry a jettisonable Arado ¬powered bomb beneath the fuselage but this, like the others, did not come to fruition.
Only 140 had been completed by the end of the war.
Only two victories were claimed for the type during its short service life and both were unconfirmed.
After the end of the Second World War, He 162s were taken to Britain for study and evaluation, in the course of which another pilot lost his life in a crash landing at Farnborough. Three went to the US, and one to France where it is on display at the Musee de l’Air in Paris.

Musee de l’Air in Paris

Gallery

He 162 Salamander
Engine: One 1,760 lb. (800 kg.) thrust BMW 003A turbojet.
Wing span: 23 ft 7.75 in (7.2 m)
Length: 29 ft 8.5 in (9 m)
Height: 8 ft 4.5 in (2.55 m)
Max TO wt: 5953 lb (2700 kg)
Max level speed: 522 mph (835 kph) at 19,700 ft
Ceiling 39,500 ft. (12,000 m.)
Climb rate 4,200 fpm at sea level
Fully loaded Range 410 miles (660 km.)
Endurance: 45 min
Armament 2 x 30 mm MK-108 or MG-151 cannon.
Take off distance 875 yards
Take off distance JATO 415 yards

He 162A 2
Engine: one 800 kg (1,764 1b) thrust BMW 109 003E 1 or E 2 turbojet.
Max speed: 835 km/h (519 mph) at 6000 m (19,685 ft)
Initial climb rate 1290 m (4,230 ft) per minute
Service ceiling about 11000m (36,090ft)
Max range 1000 km (621 miles)
Empty wt: 1750kg (3,8581b)
MTOW: 2700 kg (6, 952 lb)
Wing span 7.20 m (23 ft 7.5 in)
Length 9,05 m (29 ft 8.5 in)
Height 2.55 m (8 ft 43/8 in)
Wing area 11.15sq.m (120.0 sq.ft)
Armament: two 30 mm MK 108 or two 20 mm MG 151 cannon in nose.

He 162 A-2 Salamander / Volksjäger
Engine : BMW 003 E-1, 7848 N
Length : 29.659 ft / 9.04 m
Height : 8.497 ft / 2.59 m
Wingspan : 23.622 ft / 7.2 m
Wing area : 120.557 sq.ft / 11.2 sq.m
Max take off weight : 5931.5 lb / 2690.0 kg
Weight empty : 4520.3 lb / 2050.0 kg
Max. speed : 452 kt / 838 km/h
Service ceiling : 39370 ft / 12000 m
Wing load : 49.2 lb/sq.ft / 240.0 kg/sq.m
Range : 526 nm / 975 km
Endurance : 1 h
Crew : 1
Armament : 2 MG 151 20mm

Heinkel He 119

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The He 119, by Ernst Heinkel A.G., was one of the designs to come out of the pre-war period: its streamlined fuselage was mated to a tandem engine arrangement promising considerable speed gains in the process. The aircraft was briefly considered for high-speed reconnaissance and bombing roles within the Luftwaffe but the project only matured as far as eight prototypes serving as experimental platforms.

A two-seat aircraft, design work on the type began in 1936 and engineers selected the slimmest of profiles with no obvious physical protrusions to be had along the fuselage. This allowed the airframe to benefit from streamlining as even the cockpit was integrated into the clean lines of this aircraft, its position given away by heavy glazing near the nose and aft of the propeller spinner. To fit the twin engine arrangement, the powerplants were coupled aft of the cockpit and powered the nose-mounted propeller by way of a drive shaft. The propeller was a four-bladed design. The drive shaft ran between the two crewmembers. The engine of choice was the Daimler-Benz DB601 which, when coupled, formed the DB606A-2, a 24-cylinder, liquid-cooled inverted V12 monster outputting 2,350 horsepower. To streamline the aircraft even more, it used surface radiator cooling instead of conventional radiators.

The wing mainplanes were elliptical and the aircraft relied on a single, curved rudder with low-set horizontal planes. The undercarriage was of a retractable tricycle arrangement.

A first-flight by way of the V1 prototype was recorded during mid-1937 and the V2 followed with an experimental radiator fit. V3 was the same design though reworked as a seaplane and still able to retain the aircraft’s performance. V4 was set aside for speed trials and managed a record in 1937 of 314 miles per hour while carrying a load of 2,205lb over 621 miles.

Prototypes V5 through V8, added in 1938, were intended to serve as production-minded prototypes for operational reconnaissance and bomber aircraft (two of each form). These designs were all given a three-man crew and an MG15 machine gun fitted to a dorsal position (strictly for self-defense). The proposed bomber design was to carry up to 2,205lb of conventional drop stores.

While the He 119 never materialized into an operational combat aircraft, V7 and V8 went on to see extended testing in the hands of Japanese engineers as the pair were sold off to the German ally.

German propaganda designated the He 119 as the “He 111U”. The “He 519” was a related proposal of 1944 intended as a high-speed bomber. It was developed as a private venture by the company and was to rely on the DB613 engine (a larger version of the DB601). The end of the war in 1945 ended the He 519 in full.

Late in 1938, the Heinkel He 119 experimental high-speed reconnaissance aircraft was shown to a Japanese Naval delegation visiting Germany. The Japanese liked the speed and range of the He 119, and overall, were impressed by the aircraft. Based on the positive initial interest, the Japanese sent a group of technicians from the Yokosuka Naval Air Technical Arsenal (Yokosuka, also known as Kaigun Koku Gijutsusho or Kugisho) to Germany for a closer examination of the He 119. Eventually, Commander Hideo Tsukada was able to purchase two He 119 prototypes and a license to manufacture the aircraft in Japan.

The two He 119 prototypes were delivered via ship to Japan in 1941 (some say 1940). The aircraft were reassembled at Kasumigaura Air Field, and flight tests occurred at Yokosuka Naval Base. During an early test flight, one of the He 119s was badly damaged in a landing accident, and it is believed the other He 119 suffered a similar fate. Plans to produce the He 119 never moved forward, but the Japanese were still interested in a high-speed reconnaissance aircraft and felt the general configuration of the He 119 held promise.

Four were completed. Total production: 8 prototypes.

He 119 V1
Engines: 1 x Daimler-Benz DB660A-2, 2,350 hp
Propeller: metal three-bladed variable pitch
Overall Length: 48.56 feet (14.8 meters)
Overall Width: 52.17 feet (15.90 meters)
Overall Height: 17.72 feet (5.40 meters)
Empty weight: 5200 kg
Max weight: 7585 kg
Power loading: 3,227 kg/hp
Range: 3120 km.
Maximum Speed: 367 mph (590 kph; 319 knots)
Maximum Range: 1,942 miles (3,125 km)
Service Ceiling: 27,887 feet (8,500 meters)
Rate-of-Climb: 1,840 feet-per-minute (561 m/min)

He 119 V2
Equipped with standard radiator.
Engines: 1 x Daimler-Benz DB660A-2, 2,350 hp
Overall Length: 48.56 feet (14.8 meters)
Overall Width: 52.17 feet (15.90 meters)
Overall Height: 17.72 feet (5.40 meters)
Maximum Speed: 367 mph (590 kph; 319 knots)
Maximum Range: 1,942 miles (3,125 km)
Service Ceiling: 27,887 feet (8,500 meters)
Rate-of-Climb: 1,840 feet-per-minute (561 m/min)

He 119 V3
Two catamaran floats.
Engines: 1 x Daimler-Benz DB660A-2, 2,350 hp
Overall Length: 48.56 feet (14.8 meters)
Overall Width: 52.17 feet (15.90 meters)
Overall Height: 17.72 feet (5.40 meters)
Max speed: 570 km/h
Maximum Range: 1,942 miles (3,125 km)
Service Ceiling: 27,887 feet (8,500 meters)
Rate-of-Climb: 1,840 feet-per-minute (561 m/min)

He 119 V4
Destroyed after a flight achieving more than 595 km/h.
Engines: 1 x Daimler-Benz DB660A-2, 2,350 hp
Overall Length: 48.56 feet (14.8 meters)
Overall Width: 52.17 feet (15.90 meters)
Overall Height: 17.72 feet (5.40 meters)
Maximum Speed: 367 mph (590 kph; 319 knots)
Maximum Range: 1,942 miles (3,125 km)
Service Ceiling: 27,887 feet (8,500 meters)
Rate-of-Climb: 1,840 feet-per-minute (561 m/min)

He 119 V5
Reconnaissance prototype; three-man crew; 1 x MG15 machine gun armament.
Engines: 1 x Daimler-Benz DB660A-2, 2,350 hp
Overall Length: 48.56 feet (14.8 meters)
Overall Width: 52.17 feet (15.90 meters)
Overall Height: 17.72 feet (5.40 meters)
Maximum Speed: 367 mph (590 kph; 319 knots)
Maximum Range: 1,942 miles (3,125 km)
Service Ceiling: 27,887 feet (8,500 meters)
Rate-of-Climb: 1,840 feet-per-minute (561 m/min)

He 119 V6
Reconnaissance prototype; three-man crew; 1 x MG15 machine gun armament.
Engines: 1 x Daimler-Benz DB660A-2, 2,350 hp
Overall Length: 48.56 feet (14.8 meters)
Overall Width: 52.17 feet (15.90 meters)
Overall Height: 17.72 feet (5.40 meters)
Max spped: 367 mph
Empty weight: 11,465lb
Loaded weight: 16,678lb
Range: 1,940 miles
Altitude: near 15,000 ft
Maximum Speed: 367 mph (590 kph; 319 knots)
Maximum Range: 1,942 miles (3,125 km)
Service Ceiling: 27,887 feet (8,500 meters)
Rate-of-Climb: 1,840 feet-per-minute (561 m/min)

He 119 V7
Bomber prototype; three-man crew; 1 x MG15 machine gun armament; 2,205lb bomb load. Not completed.

He 119 V8
Bomber prototype; three-man crew; 1 x MG15 machine gun armament 2,205lb bomb load. Not completed.

Heinkel He 118

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Two-seat monoplane dive bomber, with a quasi-elliptical wing. The He 118 was larger and more refined than its competitors, with an internal bomb bay and retractable landing gear. First flown in the summer of 1937, the He 118 could not safely exceed a diving angle of about 50 degrees, while the Ju 87 could be dived vertically.
Total production was 15 examples including 2 of the 4 prototypes, (V4 and V5), provided to Japan.
By early 1938 the Japanese Navy had also acquired the German He 118 V4 two-seat dive bomber aircraft, along with its production rights. This aircraft was powered by the DB 601A. The Heinkel’s spectacular performance impressed the IJN Naval Staff so much that the design of the Yokosuka D4Y Suisei (Allied reporting name “Judy”) carrier based dive bomber evolved from it.

Ten examples of the production He 118A-0 were built.
250 kg of bombs were carried internally or 500 kgs of bombs internal when flown solo.
The He 118 is best known for its role in the testing of jet engines.

He 118 V 1
Engine: 1 x Rolls-Royce Buzzard, 825 hp
Propeller: metal four-bladed variable pitch
Wingspan: 15,09 m
Length: 11,80 m
Height: 4,18 m

He 118 V2
Engine:1 x Daimler Benz dB 600C, 910 hp

He 118 V5
Engine: 1 x Daimler Benz dB 600C, 910 hp

He 118A-0
Engine: Daimler Benz dB 600C, 910 hp
Propeller: four-bladed metal variable pitch
Wingspan: 15,09 m
Length: 11,80 m
Height: 4,18 m
Empty weight: 2700 kg
Max weight: 4120 kg
Power loading: 4,527 kg/hp
Max speed: 385 kmh
Range: 1050 km
Armament: 2 MT MG 17 of 7,92 mm, 1 MT, 250 or 500 kgs bombs internal

He118 V-1

Heinkel He 116

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He 116 V2

The He 116 was originally designed to fulfil a Deutsche Lufthansa requirement for a long range transport on its projected Far East mail route, fourteen aircraft of this type were built, five of them being military models. Building of the He 116 began in 1936. It had a metal fuselage and wooden framed large span wings, which accommodated four 270 hp Hirth HM 508C engines driving two-blade variable pitch propellers. The intention had been to use 500 hp Hirth engines, but these were not available in time.
The first prototype, the He 116 V1, was completed in 1937, and an initial production series of eight machines was laid down. The first of these was the He 116 V2 (D AJIE “Schlesien”), all aircraft being allocated versuch or experimental numbers.
The next four aircraft, also classed as prototypes were designated He 116A 0, the first making its maiden flight in the summer of 1937. Two of them were sold to the Japanese run Manchurian Air Lines with whom they remained in service until they were destroyed in late 1945. The two (J BAKD “Nogi” and J EAKF “Togo”) were purchased for use on mail services by Manchurian Air Lines. These reached Tokyo on April 29, 1938, having left Berlin six days earlier and completing the 9,532 miles (15 340 km) in a flying time of 54 hr 17 min, and subsequently served on the Tokyo Hsingking route.
Another A series He 116 (D ARFD “Rostock”) was completed as a long distance record machine with 179kW / 240 hp Hirth HM 508H engines and an enlarged wing with a span and area of 82 ft (25 m) and 813.75 sq.ft (75.6 sq.m) respectively, and provision for rocket-assisted take-off equipment. Designated He 116R, on July 30, 1938, this aircraft established a new international record by flying 6,214 miles (10000 km) in 48 hr 18 min.
During 1938 various powerplants and structural alterations were tried in two or three of the remaining aircraft in an attempt to fulfil the high speed potential of the design. One such experiment included the installation of four JATO rockets under the wings of the He 116R Rostock, formerly the A 03 or V3. Although the initial trial caused damage to the wings, another attempt was made on a closed circuit course and an inter¬national distance record of 10000 km (6214 miles) was achieved on July 30, 1938.
The last two of the initial batch, the V7 and V8, were modified as prototypes for a military B series. Stripped of their civil fittings, and with a new glazed nose section, accommodation was available for two pilots, a radio operator and a navigator. Six He 116B 0 preproduction examples were ordered. Fitted with extensive photographic equipment, and joined by the similarly modified V7 and V8, they served within Germany with the Luftwaffe in the long range reconnaissance, aerial mapping and communications roles. They were unarmed, and were powered by 240 hp HM 508H engines.
The R.L.M. began to evince interest in the aircraft as a long range photo reconnaissance aircraft and the ninth machine was built as the He 116B which was intended specifically for this role, and featured a completely redesigned and extensively glazed nose section.
Five more He 116B aircraft (He 116 V10 V14) were built, and structurally these differed little from the commercial He 116A.

He 116A
Engines: 4 x four 200kW / 270 hp Hirth HM 508C
Max speed at sea level: 202 mph (325 kph)
Max speed at 9,842 ft (3000 m): 233 mph (375 kph)
Max speed at 16,400 ft (5000 m): 220mph (355 kph).
Economical cruise at 9,842 ft (3000 m): 199 mph (320 kph)
Economical cruise at 16,400 ft (5000 m): 186 mph (300 kph).
Max range at 9,842 ft (3000 m): 2,237 mls (3 600 km)
Max range at 16,400 ft (5000 m): 2,548 mls (4100 km).
Climb to 3,280 ft (1 000 m): 4 min
Climb to 6,562 ft (2 000 m): 8 min
Climb to 13,120 ft (4000 m): 16.5 min.
Service ceiling: 21,653 ft (6600 m).
Empty wt: 8,929 lb (4 050 kg).
Loaded wt: 15,719 lb (7130 kg).
Wing span: 72 ft 2 in (22 m).
Length: 44 ft 111/3 in (13.7 m).
Height: 10 ft 10 in (3.3 m).
Wing area: 677 sq.ft (62.9 sq.m).
Crew: 3

He 116B 0
Span: 22m (72ft 2.25in)
Length: 14.3 m (46ft 11 in)
Gross weight: 7045 kg (15530 lb)
Maximum speed: 325 km/h (202 mph).

Heinkel He 115

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Design of this large seaplane started in 1935 as a faster and more manoeuvrable replacement for the He 59.
It was an all metal mid wing monoplane with single step metal floats. For its size it handled well and gave good performance.

Heinkel He 115 Article

The prototype He 115 V1 (D AEHF) was first flown in August 1937, powered by two 800 hp BMW 132K nine cylinder radials. After further flight trials its two machine-guns were then removed, their positions faired over, and on 20 March 1938 the aircraft set eight payload/speed records.

This aircraft was followed by three more prototypes of which the He 115 V3 (D ABZV) was the first aircraft to be given the extensively glazed nose of the final production version. The field of view for two of the three man crew was increased still further by extended glazing of the canopy from the cockpit back to the mid-¬fuselage position. The fourth prototype was the production prototype with float/ fuselage bracing wires replaced by struts.

An evaluation batch of ten, designated He 115A 0, also produced in 1937-38, were followed in 1939 by 34 He 115A 1s, powered by uprated 960 hp BMW 132K engines. The He 115A 0s were armed with a single 7.9 mm (0.311 in) machine gun in the extreme nose while A 1 models were fitted with an extra MG 15 gun and were used as torpedo attack aircraft. Some A 1s were built for export and designated A 2: Norway bought six and Sweden 10.

The first large scale production version for the Luftwaffe derived from the V5 (itself modified from an A 0) which developed into the He 115B series. These aircraft had structural improvements to accommodate the heavier payload, an increased fuel capacity, and provision for up to five 250 kg (550 lb) bombs. Alternatively, two 250 kg (550 lb) bombs and an 800 kg (1760 lb) or 920 kg (2030 lb) torpedo or mine could typically be carried. Manufacture continued until 1944, by which time production totalled 138 air¬craft, excluding prototypes.

The B series was followed by the He 115C series, begun in 1940 and entering Luftwaffe service the following year. The C 1 had an additional under nose MG 151 cannon and two rearward firing MG 17 machine guns mounted in the rear of the engine nacelles. Subsequent C variants were generally similar, the C 2 having reinforced floats; the C 3s were fitted with mine-laying equipment; and the C 4s were used as torpedo bombers, armed with only three rearward firing machine guns.

A one off He 115A 1, converted to become the He 115D, was armed with one cannon and five machine guns, carried a fourth crew member, and was powered by two 1600 hp BMW 801MA radial engines. It was used operationally but did not go into series production.

The He 115 stayed in useful service until 1944, and was used mainly in Scandinavia, the North Sea and English Channel, the north of Germany, and to a lesser extent in the North African and Mediterranean theatres. Two of the Norwegian He 115A 2s escaped to the UK in 1940 and, together with an ex-Luftwaffe B-1, were used by the RAF to carry agents between Malta and North Africa. During their service lives, the He 115B and C models were fitted with a variety of Rustsatze (field conversion kits) comprising variations in the nature of the operational payload carried. The particular kit was indicated in a suffix to the main designation: thus, for example, the He 115B-1/R1 was a standard B-1 carrying a photo reconnaissance twin camera installation (R1), whereas the He 115B 1/R3 was equipped with one 920 kg (2030 lb) or two 500 kg (1100 lb) aerial mines and their release gear.

Gallery

He 115C-1
Engines: 2 x BMW 132K, 960 hp / 872 kW
Span: 22.3 m (73 ft 2 in)
Length: 17.3 m (56 ft 9 in)
Height: 21 ft 7.25 in / 6.59 m
Wing area: 933.23 sq.ft / 86.70 sq.m
Empty weight: 15,146 lb / 6870 kg
Gross weight: 10680 kg (23550 lb)
Maximum speed: 300 km/h (186 mph) at 3280 ft / 1000m
Climb to 3280ft/1000m: 5 min 6 sec
Service ceiling: 18,040 ft / 5500m
Range: 1740 mi / 2800 km
Seats: 3
Armament: 1 x 15mm cannon / 4 x 7.92mm mg
Bombload: 2756 / 1250 kg or 1 x 1102 lb / 500 kg torpedo