During the war, Messerschmitt endeavored to find potential successors to their existing aircraft models. This quest yielded several aircraft proposals, one of which was the Me 309, which they sought to replace their older Me 109 fighter with. Despite Messerschmitt’s hopes for its success, the Me 309 proved to be unreliable and mechanically flawed, leading to its rejection for adoption. Undeterred by this setback, Messerschmitt persisted with the project, eventually turning their attention to a new twin-fuselage fighter, often referred to in various sources as the Me 609.
A Brief History of Germany Twin-Fighter Program History
In the early stages of the war, the Messerschmitt Me 109 emerged as an exceptional fighter, arguably one of the world’s best at the time. However, despite its prowess, there remained ample room for improvement in its design. By the early 1940s, engineers at Messerschmitt began exploring avenues to enhance its overall flight performance. Among the considerations was the idea that while one engine delivered outstanding results, pairing two engines might yield even greater capabilities, bringing an increase in operational range and top speed. This notion laid the groundwork for a bold project: combining two Me 109s into a single aircraft, designated as the Me 109Z, with the ‘Z’ representing the German word “Zwilling”, meaning twin. The concept aimed to harness the power of dual fuselages and engines to significantly enhance both performance and firepower, envisioning the aircraft as either a formidable destroyer or a fighter bomber.
In theory, the design was relatively straightforward: merging two fuselages along with a central wing. The cockpit would be positioned within one of the fuselages, along with modifications to the landing gear. Despite the unconventional approach, a functional prototype utilizing two Me 109Fs was successfully constructed in 1942. However, the evaluation and test flight process extended until 1943, during which the prototype was either lost or severely damaged in one of the numerous Allied bombing raids.
Amidst the pressing demands of concurrent projects, such as the development of the Me 262, the Me 109Z initiative was ultimately abandoned, reflecting the shifting priorities and challenges faced by German engineers during the Second World War .
Another Messerschmitt project aimed at enhancing the performance of the Me 109 was the Me 309. This new endeavor sought substantial improvements, integrating several new features such as enhanced armament, a pressurized cockpit, a tricycle undercarriage, and retractable radiators. Initiated by Messerschmitt in 1940, the project faced reluctance from the German Aviation Ministry (RLM), leading to significant delays. It wasn’t until the end of 1941 that actual work on the project began. Despite these challenges, the first Me 309 V-1 prototype was completed in June 1942, followed by a few more test models. However, the project encountered various mechanical issues that remained unresolved, including engine overheating, the problematic landing gear which caused the aircraft to crash onto its nose should the nose gear fail, and flight instability, among other issues. As a result, the RLM showed little enthusiasm for the Me 309, prioritizing increased production of the Me 109 instead. Introducing another fighter design would also inevitably lead to production delays. Moreover, refining the Me 309 design would likely necessitate additional time, possibly extending into months or even years. Consequently, a decision was made to abandon the development of the Me 309 entirely.
The Me 309 was an attempt to develop a completely new fighter to replace the Me 109. Given its many mechanical flaws, it did not go beyond the prototype stage. Source: /www.luftwaffephotos.com
However, Messerschmitt hoped that proposing a new variant of the twin-fuselage fighter based on the Me 309 might renew interest from the RLM. Unfortunately, this strategy didn’t yield the desired results. Despite some initial drawings, the aircraft designated as the Me 609 was abandoned at the beginning of 1944 in favor of the Me 262.
A drawing of the proposed “Me 609” aircraft. Source: D.Sharp Luftwaffe: Secret Designs of the Third Reich
Technical characteristics
Given that it was a paper proposal, and no working prototype was built, its overall technical specifications are rather obscure. In essence, the Me 609 consisted of paired Me 309 fuselages which were joined together by a central wing section. Given this fact, in theory, most of the components for this aircraft would be available and reused from the Me 309. The Me 309 was conceived as a single-seat fighter, featuring an all-metal construction with a low-wing design. So we can assume that the new Me 609 would also follow a similar construction.
The two fuselages were connected with the new inner wing section. Besides this, it also served to house the two main landing gear units. The nose wheel was located under the engine, and retracted to the rear. The pilot’s pressurized cockpit was located on the left fuselage, while; the right-sided fuselage had its cockpit covered.
The Me 309 used an unusual, at least for the Germans, tricycle landing gear unit. Source: www.luftwaffephotos.com
Depending on the source it was either powered by a Daimler Benz 603 or 605 or a 2,000hp Jumo 213E june engine. In the case of the latter, the estimated maximum speed was to be 760 km/h. All of which were inverted V-12 engines.
The main armament was to consist of two 3 cm MK 108 and Two MK 103 cannons. Including either two 250 kg or one 500 kg bomb. Two more cannons could be mounted under the center wing section.
The Truth of it
The information as previously mentioned, however, may not be entirely accurate. According to various sources such as D. Herwing and H. Rode (Luftwaffe: Secret Projects Ground Attack and Special Purpose Aircraft), as well as several internet sources, it is asserted that the twin-fuselage Me 309 variant was designated as the Me 609. Contrary to this, D. Sharp (Luftwaffe: Secret Designs of the Third Reich) argues that this designation was incorrectly assigned to the project. The actual designation for it was Me 309 Zw (Zw standing for Zwilling, meaning twins). Claiming, the Me 609 was unrelated to this project. Sharp supports this assertion by citing surviving Messerschmitt documentation salvaged after the war, in which the projects are referred to as 309 Zw. Thus, the twin-fuselage fast bomber/destroyer based on the Me 309 existed only as a proposal, albeit under a different name.
Now, what about the aircraft bearing the Me 609 designation? Simply put, it did not exist. In reality, it was a designation that Messerschmitt applied to describe the Me 262 twin-engine fighter. Why this designation was used remains unknown, but it may have been employed to deceive the intelligence offices of the Western Allies
The evidence for the claim of the wrong designation lies in the old Messerschmitt documentation salvaged after the war. Here we can see the Me 262 which was for an unknown reason referred to as Me 609. Source: D. Sharp Luftwaffe: Secret Designs of the Third Reich
Conclusion
The Me 309Zw project was an intriguing endeavor aimed at enhancing the overall performance of German fighters by integrating two fuselages. However, it failed to progress beyond the prototype stage, leaving us unable to determine its feasibility.
Me 309Zw Estimated Specifications
Wingspans
16 m / 52 ft 6 in
Length
9.52 m / 31 ft 2 in
Height
3.24 m / 10 ft 7 in
Wing Area
26.755 m² / 288 ft²
Engine
Two 2,000hp Jumo 213E
Empty Weight
5,247 5kg / 11,660 lbs
Maximum Takeoff Weight
6,534kg / 14,520 lbs
Maximum Speed
760 km/h / 472mph
Crew
1 pilot
Armament
Two MK 108 and Two MK 103
Bomb load two 250 kg or one 500 kg
Illustration
Credits
Written by Marko P.
Edited by Henry H.
Illustrations by Oussama Mohamed “Godzilla”
Source:
D. Nesić (2008) Naoružanje Drugog Svetsko Rata-Nemačka. Beograd.
D. Monday (2006) The Hamlyn Concise Guide To Axis Aircraft OF World War II, Bounty Books.
J. R. Smith and A. L. Kay (1972) German Aircraft of the WW2, Putnam
D. Myhra (2000) Messerschmitt Me 209V1, Schiffer Military History
M. Griehl () X-planes German Luftwaffe prototypes 1930-1940, Frontline Book
D.Herwing and H. Rode (2002) Luftwaffe: Secret Projects Ground Attack and Special Purpose Aircraft, Midland
D.Sharp (2018) Luftwaffe: Secret Designs of the Third Reich, Mortons
In the search for more modern fighters, Austria acquired some 45 CR.32bis biplane fighters from Italy. These were some of the best biplane designs in the years before the war, but were quickly deemed obsolete once they encountered more modern fighters. In Austrian hands, these would only have a limited service life, as two years later this country would be annexed by Nazi Germany.
Following the end of the First World War, the once mighty Austro-Hungarian Empire ceased to exist. Its territories were taken by its neighbors, or given to newly created states that emerged following the war. What was left of Austria was deprived of its military force and sounded by not-so-friendly countries.
To acquire some modern aircraft for its air force, an Austrian delegation visited Italy. After examining various designs, the Austrian Federal Ministry of National Defence agreed to buy 45 CR.32bis biplane fighter aircraft at the start of 1936. These were better-armed and slightly improved versions, with two additional machine guns positioned in the wings. Once in Austria, they were used to equip Jagdgeschwader II stationed at Wiener Neustadt.
In total, Austria acquired 45 of the CR.32bis from Italy in early 1936. Source: forum.axishistory.com
A Brief CR.32 History
The success of the CR.30 prompted the Italians to further improve this design. A prototype of the improved CR.32 was completed and flight-tested in April 1933. Following the successful test trials, the aircraft was accepted to service and put into mass production, proving to be one of the better biplane designs that arose just before the Second World War. It achieved great export success as it was sold worldwide such as in China, Hungary, Spain, Venezuela, and Austria. While it performed well during the Spanish Civil War, the days of the biplane fighter were gone, replaced by the more modern single-wing fighter. Thus the Cr.32s in service by the Italian Air Force suffered heavy losses when they encountered more modern fighters.
The Italian CR.32 biplane fighter. Source: Wiki
In Austrian Service
As mentioned, the CR.32bis was allocated to the Jagdgeschwader II. this unit was divided into three squadrons (Jagdstaffeln) 4/II, 5II, and 6/II. Their service life within the Austrian Air Force was rather limited and besides some military exercises, they did not see any combat action.
Austria was never in a good geopolitical situation. From the north, they were constantly under pressure from Nazy Germany, who tried several times to direct the Austrian government to its side. For example, in 1934 Nazis organized the assassination of Austrian Chancellor Engelbert Dollfuss. While this did not change the political situation to Germany’s favor, due to Italian intervention, the Austrian government remained in a great crisis. By 1938, the relationship between Germany and Italy was improving, determining the fate of Austria. In March 1938, the German Army moved into Austria and essentially took over the country in an event known today as the Anschluss.
The equipment of the Austrian Army and Air Force were captured by the Germans. The Jagdgeschwader II was renamed to I.Gruppe – Jagdgeschwader 138 and was relocated to Aspern. The Germans never tried to incorporate the CR.32 into their forces, they were only briefly used as training aircraft. Eventually, the 36 available CR.32 aircraft would be sold to Hungary which already had this aircraft.
A total of 45 CR.32 were allocated to the Jagdgeschwader II. Source: /fighters.forumactif.comIn German service, the CR.32 would see quite limited service as a training aircraft. Seeing no proposal to operate them any further, these would be sold to Hungary. Source:acesflyinghighthesurvivors.wordpress.comAt least one CR.32 would be damaged during a landing accident by the new owners. Source: Pinterest
Camouflage and Marking
The Austrians used a combination of silver paint and natural metal for this aircraft’s liveries. In addition, the wings struts were painted in black. Regarding national marking, they added an Austrian flag which was painted on the aircraft tail. On the fuselage sides, a red circle with a white triangle was painted followed by a vertical red stripe.
The Austrians added a red-white-red flag which was painted on the aircraft tail. On the fuselage sides, usually a red circle with a white triangle was painted followed by a vertical red stripe. On occasions some aircraft such as this one received additional markings. Source: fighters.forumactif.com
Technical Specification
The Fiat CR.32 was designed as a biplane, mixed-construction fighter. The fuselage frame was made using four longerons connected to a triangle-shaped framework. The fuselage was covered in sheet metal, except with some minor parts which were covered in fabric. Wings were made of two spars connected with a duralumin tube and then covered in fabric. The landing gear consisted of two forward-mounted wheels which were connected to the fuselage and a tail wheel. The armament consisted of two 7.7 cm (0.3 in), or two 12.7 cm (0.5 in) machine guns. The ammunition load for the former was 750 and the latter 350 per machine gun. Both of these were mounted above the engine compartment.
The CR.32bis was a slightly improved version that incorporated the addition of two lower-wing positioned machine guns. Source: acesflyinghighthesurvivors.wordpress.com
Conclusion
The CR.32bis was the best available Austrian fighter aircraft. Unfortunately for them, the geopolitical situation in this part of Europe was not in their favor. The rising Nazi Germany for years tried to annex this small country, which they eventually achieved in 1938. The annexation of Austria also meant the end of their short-lived Air Force.
CR.32bis Specifications
Wingspans
9.5 m / 31 ft 2 in
Length
7.45 m / 24 ft 5 in
Height
2.63 m / 8 ft 7 in
Wing Area
22.1 m² / 238 ft²
Engine
One 600 hp Fiat A.30 RA bis 12-cylinder piston engine
Empty Weight
1,400 kg / 3,086 lbs
Maximum Take-off Weight
1,970 kg / 4,343 lbs
Maximum Speed
350 km/h / 217 mph
Range
680 km / 422 miles
Maximum Service Ceiling
8,800 m / 28,870 ft
Crew
1 pilot
Armament
Two 12,7 mm or two 7.7 mm machine guns in the upper fuselage
Two 7.7 mm in the lower wings
Illustration
Credits
Written by Marko P.
Edited by Henry H.
Illustrations by Oussama Mohamed “Godzilla”
Source:
D. Nesic (2008) Naoružanje Drugog Svetsko Rata-Italija
(1996) CR 32 Ali D’ITalia, La Bancarella Aeronautica Torino
G. Cattaneo (1965) The Fiat CR.32, Profile Publication
G. punka (2000) Fiat CR 32/CR 42 In Action, Signal publication
D. Monday (2006) The Hamlyn Concise Guide To Axis Aircraft OF World War II, Bounty Books
The Messerschmitt Me 109, although an outstanding aircraft, still had room for improvement. Its most noticeable shortcomings included a rather small operational radius, significantly reducing its combat potential in prolonged engagements. To address this, Messerschmitt initiated the development of a successor model designated as the Me 309. However, from the outset, this new fighter was plagued with numerous mechanical faults that could not be resolved in the foreseeable future. Consequently, only four prototypes were built before the project was ultimately canceled.
The Me 309 first prototype. Source: https://www.luftwaffephotos.com/lme2091.htm
History
At the onset of the Second World War, Germany relied heavily on the Me 109 as its primary fighter aircraft. Renowned for its exceptional performance and cost-effectiveness, the Me 109 outmatched most of the enemy fighters it encountered over Europe. Following the fall of France in June 1940, Germany launched a significant bombing campaign against the UK. This prolonged engagement highlighted a critical issue: the Me 109’s limited operational range prevented it from carrying out long-range fighter sweeps, or being usable as a bomber escort.
Recognizing the urgent need for enhancements, Messerschmitt began experiments on improving the performance, and range, of the Me 109. Initial assessments underscored the necessity for substantial improvements, including an 85% increase in operational range and a minimum 25% boost in maximum speed. Additionally, there were aspirations to augment its firepower, introduce a pressurized cockpit, implement a tricycle undercarriage, and incorporate retractable radiators. Before commencing work on a completely new fighter, Messerschmitt opted to experiment with these features by modifying an existing Me 109F
Some of the changes such as the tricycle undercarriage were first tested on one Me 109. Source: https://militarymatters.online/forgotten-aircraft/the-messerschmitt-me-309-redundant-beauty/
The new fighter project was initiated by Messerschmitt in 1940. However, the German Aviation Ministry (RLM) was not enthusiastic about it, after significant delays. Actual work on the project didn’t commence until the end of 1941. The project, designated Me 309, was led by Woldemar Voigt and Richard Bauer. It’s worth noting that Messerschmitt’s previous attempt to develop a fighter, based on the record-breaking Me 209, failed because its airframe wasn’t suitable for military purposes. Despite the RLM’s initial skepticism towards the Me 309, they eventually ordered nine prototypes.
The side view of the Me 209V1 prototype. While initially used as a speed record-breaker, Messerschmitt tried to adopt it for the military role but ultimately failed in this. Source: ww2fighters.e-monsite.com
The first Me 309 V-1 (GE-CU) prototype was completed in June 1942, and immediately underwent ground trials at the end of that month. However, almost from the outset, a major issue became apparent, the new landing wheel configuration proved difficult to control on the ground. Subsequent flight tests revealed additional challenges, including strong vibrations at high speeds. In July 1942, after a series of modifications, the prototype underwent flight testing once more, only to encounter new problems with the landing gear. The hydraulic retraction system was found to be inadequate, and issues with engine overheating and aerodynamic instability persisted. On one occasion, test pilot Karl Baur was forced to abort the flight after just seven minutes in the air.
Addressing these issues required further modifications, including redesigning the tailplane and improving the hydraulic system for the landing gear. Despite these efforts, subsequent test flights did not yield significant improvements in the overall flight performance of the Me 309. Messerschmitt’s test pilot, Fritz Wendel, expressed dissatisfaction with the aircraft, noting that its flight characteristics were not markedly superior to those of the Me 109. He criticized the high landing speed and the poor design of the control surfaces.
Not ready to abandon the Me 309 prematurely, the first prototype underwent evaluation at the Rechlin test center for further assessment. On the 20th of November 1942, a report was issued deeming the overall performance of the Me 309 unpromising, even inferior to the new Me 109G. Consequently, the RLM reduced the initial production order from nine prototypes to just four. Initially, the RLM had little enthusiasm for the Me 309, and still preferred instead to prioritize increased production of the Me 109. Introducing another fighter design would inevitably cause production delays. Compounding the industrial challenges, perfecting the Me 309 design would likely require additional time, months if not years of work.
Despite these setbacks, the development of the Me 309 continued at a sluggish pace. The first prototype was initially equipped with a 1,750 hp DB603A-1 engine. It would later be replaced by a 1,450 hp DB 605B engine instead during the testing phase. During one landing, the front landing gear collapsed, causing the aircraft to nose down. Fortunately, the damage sustained was minor. However, the same couldn’t be said for the second prototype (GE-CV), which underwent flight testing on November 28, 1942. Upon landing during its maiden flight, the front landing gear failed, resulting in a hard impact on the ground. The force of the impact nearly split the aircraft into two parts, rendering it extensively damaged and subsequently written off. Despite this setback, two more prototypes were constructed during 1943.
The Me 309 had a troublesome landing gear and a tendency to flip over the nose. In one such accident, the second prototype was lost. Source: https://militarymatters.online/forgotten-aircraft/the-messerschmitt-me-309-redundant-beauty/
Technical characteristics
The Me 309 was conceived as a single-seat fighter, featuring an all-metal construction with a low-wing design. There is limited information available regarding its overall construction. The fuselage was of an oval shape, while the wings were characterized by a dihedral angle with rounded tips, accompanied by automatic leading-edge slots for better maneuverability at low speed. Notably, the wings also incorporated large flaps extending from the wing roots to the ailerons’ end. The canopy was fully glazed, affording excellent visibility of the surroundings.
There is some disagreement among available sources regarding the precise engine used in this aircraft. According to J.R. Smith and A.L. Kay in (German Aircraft of WWII) it was initially powered by a 1,750 hp DB 603A-1 engine, which enabled the Me 309 to achieve a maximum speed of 733 km/h at an altitude of 8,500 meters. This claim is supported by B.C. Wheeler in (Aviation Archive: German Fighters of WWII) although Wheeler does not specify which DB 603 engine was used. On the other hand, Jean-Denis G.G. Lepage, in (Aircraft of the Luftwaffe) mentions that the Daimler-Benz DB 603G engine model was used, with the same maximum speed being achieved. The DB 603G is the likely most correct engine used on the Me 309, considering it was an experimental high-altitude model that never entered mass use.
The later prototypes were powered by a smaller 1,450 hp DB 605B engine. Even the first prototype was eventually reequipped with this engine. As a result, the overall performance dropped significantly to 575 km/h, according to D. Nesić (Naoružanje Drugog Svetsko Rata-Nemačka).
With a fuel capacity of 880 liters, its operational range extended to 1,400 km. Equipped with a retractable ventral radiator positioned under the fuselage, the aircraft’s landing gear retracted inward into the wings. A notable departure from convention was the absence of the standard tailwheel; instead, it featured a nosewheel, retracting rearward into the fuselage’s front section.
The Me 309 was initially tested with the DB 603A-1 engine with which it achieved a maximum speed of 733 km/.h. Source: http://www.luftwaffephotos.com/lme2091.htmRear view of the Me 309. Source: http://www.luftwaffephotos.com/lme2091.htmThe Me 309 incorporated some new features such as the new landing gear and a retracting radiator both of which can be seen here. Source: airpages.ru
Fate
Despite the considerable investment of time and resources into the Me 309 project, its overall flight performance fell short, ultimately leading to the project’s demise. By the beginning of 1943, the RLM had lost interest in the aircraft, prompting the cancellation of the project after the completion of four prototypes. Despite the cancellation, Messerschmitt proceeded to develop two additional prototypes.
One of these, the Me 309V-3 (CA-NK or CA-CW), was intended as a replacement for the lost V-2 prototype. Its maiden flight took place in March or April of 1943. The fourth prototype marked a significant milestone as it was the first to be equipped with offensive armament, including four 13 mm MG 131 (300 rounds), two 20 mm MG 151 (150 rounds), and two 30 mm MK 108 (65 rounds) cannons. Alternatively, it could be outfitted with two 15 mm MG 151 cannons and three 13 mm MG 131s. Although these armaments were primarily experimental and not used operationally, they were essential for various testing purposes.
Unfortunately, the fate of the last two prototypes remains unclear, with records suggesting they were lost during Allied bombing raids in 1944.
Despite the Messerschmitt hope the Me 309 would not be adopted for service, and the few built prototypes would be mainly used for various testing and evaluation. Source: http://www.luftwaffephotos.com/lme2091.htm
Even before the official cancellation, Messerschmitt officials were hopeful for a larger production order. To this end, they presented several variant proposals for the Me 309. The Me 309A was designed as a fighter variant, equipped with one MG 151 cannon and two MG 131 machine guns. The Me 309B was intended to serve as a fighter-bomber variant, armed with two 250 kg (550 lbs) bombs. As for the Me 309C, it was designed as a destroyer, featuring three MG 151 cannons and up to four MG 131s. An intriguing proposal was the Me 309 Zwilling (Eng. Twins), which involved two aircraft joined together in a configuration reminiscent of the post-war US F-82, but ultimately, this concept did not materialize.
A drawing of the proposed Me 309zw aircraft. Source: D.Sharp Luftwaffe: Secret Designs of the Third Reich
Interestingly in 1944 Japan expressed interest in its design and asked for plans and drawings of the Me309V-3 aircraft. But nothing came of this in the end.
Prototypes
Me 309V-1 – First prototype powered by a 1,750 hp DB 603A-1 engine
Me 309V-2 – Second prototype lost during the first test flight
Me 309V-3 – This prototype was built in early 1943 as a replacement for the second prototype
Me 309V-4 – First prototype to be armed.
Proposed Variants
Me 309A – Proposed fighter variant
Me 309B – Proposed fighter-bomber variant
Me 309C –Proposed destroyer variant
Me 309zw- Proposed twi-aircraft configuration
Conclusion
The Me 309, despite the investment and the hope that it would be an adequate successor to the Me 109, proved to be a troubled design and pulled down by wartime pragmatism. From the start, it was plagued by various mechanical problems that were never resolved. The fact that RLM was never interested that much in such a project did not help either. As it would take considerable time to fully remediate all the noted issues, the project was abandoned in favor of the latter Me 262.
Me 309V-1 Specifications
Wingspans
11.04 m / 36 ft 2 in
Length
9.46 m / 31 ft 1 in
Height
3.4 m / ft
Wing Area
16.55 m² / 178.08 ft²
Engine
One 1,750 hp DB 603A-1
Empty Weight
3,530 5kg / 7,784 lbs
Maximum Takeoff Weight
4,250 kg / 9,371 lbs
Maximum Speed
733 km/h / 455 mph
Cruising speed
665 km/h / 413 mph
Range
1,400 km / 870 miles
Maximum Service Ceiling
12,000 m / 39,360 ft
Climb to 8 km
In 10 minutes
Crew
1 pilot
Armament
Illustration
Credits
Written by Marko P.
Edited by Henry H.
Illustrations by Oussama Mohamed “Godzilla”
Source:
D. Nesić (2008) Naoružanje Drugog Svetsko Rata-Nemačka. Beograd.
D. Monday (2006) The Hamlyn Concise Guide To Axis Aircraft OF World War II, Bounty Books.
J. R. Smith and A. L. Kay (1972) German Aircraft of the WW2, Putnam
D. Myhra (2000) Messerschmitt Me 209V1, Schiffer Military History
M. Griehl () X-planes German Luftwaffe prototypes 1930-1940, Frontline Book
D.Sharp (2018) Luftwaffe: Secret Designs of the Third Reich, Mortons
Jean-Denis G.G. Lepage (2009) Aircraft Of The Luftwaffe, McFarland & Company, Inc
B. C. Wheeler (2014) Aviation Archive German Fighters of WWII, Kelsey Publishing Group
Empire of Japan (1937) Fighter Aircraft – Number Operated 30
During the war with China, the Japanese Air Forces encountered enemy fighters that were much better than what they currently had in their inventory. As their modern fighters were either under development or only available in limited numbers, they tried to acquire new fighters from aboard. The options for acquiring such fighters were rather limited, and the Japanese turned to the Germans for a solution. This came in the form of 30 He 112 known in Japanese service as the A7He1.
The He 112 in Japanese service. Source: D. Bernard Heinkel He 112 in Action
A brief He 112 history
Before the Second World War, the Luftwaffe was in need of a new and modern fighter that was to replace the older biplane fighters in service, such as the Arado Ar 68 and Heinkel He 51. For this reason, in May 1934 the RLM issued a competition for a new and modern fighter plane. While four companies responded to this request, only the designs from Heinkel and Messerschmitt were deemed sufficient. The Heinkel He 112 was a good design that offered generally acceptable flight characteristics and possessed a good basis for further improvements. The Bf 109 on the other hand had slightly better overall flight performance and was much simpler and cheaper to build. Given the fact that the Germans were attempting to accelerate the production of the new fighter, this was seen as a huge advantage over the He 112. Ultimately it would not be accepted for service, and only 100 or so aircraft would be built. These would be mainly sold abroad, with those remaining in Germany used for various testing and evaluation purposes.
While the He 112 project was canceled by the RLM, to compensate for the huge investment in resources and time into it, Heinkel was permitted to export this aircraft. A number of countries such as Austria, Japan, Romania, and Finland showed interest, but only a few actually managed to procure this aircraft, and even then, only in limited numbers.
Attempts to make a deal with Japan
In 1937 a war between Japan and China broke out. While Japan had a better-equipped and more organized army, it faced stiff resistance. The Chinese were supported by the Soviet Union which supplied them with weapons and equipment, including aircraft. These caused huge concern within the Imperial Japanese Navy. Their newest fighters were either present only in small numbers or were still under development. As a temporary solution, IJN officials decided to approach Germany for assistance in the hope of acquiring new fighters.
For this reason, a military delegation was dispatched to Germany in the Autumn of 1937. Despite its later known fame, the German Air Force at that time was still in its early stage of rebuilding and realistically did not have much to offer, being in need of modern fighters themselves. This would come in the form of the Messerschmitt Me 109. Its competing Heinkel He 112 lost the competition but was allowed to be sold abroad if anyone was interested. It was probably for this reason that the Japanese delegation visited the Heinkel factory at Marienehe. There they had the choice to observe the He 112 V9 aircraft. They were generally satisfied with what they saw and placed an initial order for 30 He 112Bs. If these proved to be as good as they hoped they would be, another, larger order for 100 more aircraft was to be given. As a confirmation of this agreement, the Japanese delegation returned with one He 112 aircraft that was to be used for familiarization and evaluation.
One of the 30 He 112 sold to Japan in 1938, Source: D. Bernard Heinkel He 112 in Action
Naming Scheme
As this aircraft was expected to enter service, it was designated as A7He1 by the IJN. The capital ‘A’ stands as a designation for a fighter. The number ‘7’ represents that this aircraft was to supersede the type 6 designation fighter. He stands for the Heinkel, and lastly the ‘1’ stands for the first variant of this type. The Allied intelligence services discovered its existence within the IJP and awarded it the code name Jerry.
Testing In Japan
Four aircraft arrived in 1937, and the last one arrived at the end of 1938. As the first aircraft began to arrive, the IJN began testing the A7He1’s performance in contrast to other fighters that they had in inventory, namely the Mitsubishi A5M2. While the A7He1 proved to be some 65 km/h faster, in other regards such as climbing speed and general maneuverability it proved equal or even worse than the Japanese fighter. The Japanese were not satisfied with the A7He1 engine which was deemed too complex. These factors ultimately led the commission which examined it to propose that it should not be adopted, nor that any further orders should be given. After the arrival of the last A7He1, the order for an additional 100 aircraft was canceled.
Ultimate Fate
As the A7He1 was not adopted for service, the IJN had to decide what to do with the 30 aircraft. They still represent a financial investment that could not be simply discarded. Some of these were allocated to various research institutes for future studies and evaluation, the remainder were given to training schools. None were ever used operationally in combat either in China or in the Pacific.
Quite surprisingly given their age and the rather limited numbers that were acquired, a few He1 survived the war and were captured by the Allies. One example was found in Atsugi airfield near Honshu in early October 1945. Unfortunately, the fate of these captured aircraft is not known but they were likely scrapped at some point after the war.
Despite the limited number of acquired aircraft, some of them survived the war and were later captured by the Allies. Source: www.destinationsjourney.comAnother aircraft (on the left) is being photographed by the Allied soldiers. It is possible that it was the same aircraft as in the previous photograph just taken later when it was being scraped. Source: www.destinationsjourney.com
Technical Characteristics
The He 112 was an all-metal single-engine fighter. The monocoque fuselage consisted of a metal base covered by riveted stress metal sheets. The wing was slightly gulled, with the wingtips bending upward, and had the same construction as the fuselage with a combination of metal construction covered in stressed metal sheets.
During its development life, a great number of engines were tested on the He 112. For the main production version, the He 112 B-2, the 700 hp Jumo 210G liquid-cooled engine was used, and some were equipped with the 680 hp Jumo 210E engine. The He 112 had a fuel capacity of 101 liters in two wing-mounted tanks, with a third 115-liter tank placed under the pilot’s seat.
The landing gear was more or less standard in design. They consisted of two larger landing wheels that retracted into the wings and one semi-retractable tail wheel. The He 112 landing gear was wide enough to provide good ground handling and stability during take-off or landing.
The cockpit received a number of modifications. Initially, it was open with a simple windshield placed in front of the pilot. Later models had a sliding canopy that was either partially or fully glazed.
While the armament was changed during the He 112’s production, the last series was equipped with two 7.92 mm MG 17 machine guns and two 2 cm Oerlikon MG FF cannons. The ammunition load for each machine gun was 500 rounds, with 60 rounds each for the cannons. If needed, two bomb racks could be placed under the wings.
Conclusion
While the He 112 was often portrayed as a modern fighter, from the Japanese point of view it proved to be disappointing in any case. While expecting a potentially effective fighter that was better with everything they had, the He 112 proved to be quite the opposite. After the 30 aircraft arrived no further orders were given. This only serves to prove that the old saying the grass is always greener on the other side is correct once in a while.
He 112B-2 Specifications
Wingspans
29 ft 10 in / 9.1 m
Length
30 ft 2 in / 9.22 m
Height
12 ft 7 in / 3.82 m
Wing Area
180 ft² / 17 m²
Engine
One 700 hp Jumo 210G liquid-cooled engine
Empty Weight
3,570 lbs / 1,620 kg
Maximum Take-off Weight
4,960 lbs / 2,250 kg
Climb Rate to 6 km
In 10 minutes
Maximum Speed
317 mph / 510 km/h
Cruising speed
300 mph / 484 km/h
Range
715 miles / 1,150 km
Maximum Service Ceiling
31,170 ft / 9,500 m
Crew
1 pilot
Armament
Two 20 mm (1.8 in) cannons and two machine guns 7.92 mm (0.31 in) machine guns and 60 kg bombs
He 112 v5 as it was tested by Japan
Credits
Written by Marko P.
Edited by Henry H.
Illustrations by Godzilla
Source:
Duško N. (2008) Naoružanje Drugog Svetsko Rata-Nemаčaka. Beograd
J. R. Smith and A. L. Kay (1990) German Aircraft of the Second World War, Putnam
D. Monday (2006) The Hamlyn Concise Guide To Axis Aircraft OF World War II, Bounty Books
D. Bernard (1996) Heinkel He 112 in Action, Signal Publication
R.S. Hirsch, U, Feist and H. J. Nowarra (1967) Heinkel 100, 112, Aero Publisher
C. Chants (2007) Aircraft of World War II, Grange Books.
Germany (1944) Rocket-Powered Interceptor Prototype – 1 Built
The Me 163D prototype [luftwaffephotos.com]The Me 163 showed to have great potential as a fast rocket-powered interceptor, but its design had some shortcomings. These included a limited view from the cockpit, lacking of landing gear, increased fuel storage, etc. The German companies Messerschmitt and later Junkers tried to resolve this by implementing a number of improvements to its design leading to the Me 163D of which only a few prototypes were built given the late start of the program.
History
The Me 163 small size, while reducing the overall cost of the aircraft, enforced limitation of the fuel that could be stored inside which in turn led to a limited operational powered flight time of fewer than 8 minutes. In combat operations, this proved to be insufficient but no auxiliary tanks could be added to the Me 163 wings not inside of it. Another issue was the lack of proper landing gear. The Me 163 was instead forced to use a two-wheel dolly. Once the aircraft was in the air, the dolly was jettisoned. On occasion, there were accidents regarding this system when for example the dolly refused to be detached from the aircraft or even worse when it bounced off the ground and hit the aircraft from below. On the landing, the Me 163 were to use a simple retractable landing skid, placed beneath the fuselage. After landing the aircraft was immobile and essentially an easy target for enemy crafts. For this reason, a normal retracting landing gear unit was desirable but once again due to Me 163 small size impossible to install.
To redress the previously mentioned issues engineers at Messerschmitt began working on an improved version named Me 163C. It incorporated a longer fuselage, extended cockpit, having an engine with two combustion chambers, and other modifications. The work on this version was rather slow and by war end not much was done on it besides a few incomplete airframes.
Illustration of a Me 163C aircraft, which was to replace the Me 163B. [walterwerke.co.uk]One or two Me 163B prototypes had their fuselage extended in order if such modification was possible. [walterwerke.co.uk]Parallel with the Me 163C development another project was carried out in early 1944 once again by Messerschmitt. This project was initially designated as Me 163D and was to have substantial numbers of improvements mostly regarding the overall shape of the aircraft, engine use, weaponry etc. For testing this new concept of substantially extending the aircraft fuselage if it was feasible at all. One or two (depending on the source) Me 163 (BV13 and BV18) was to be experimentally modified with an extended fuselage. In addition, experimental landing gear was also to be added. The testing of this rebuilt aircraft proved to be feasible and so the work on a fully built prototype began in earnest.
Name
The Me 163D project, due to Messerschmitt being simply overburdened with the Me 262 production, would instead be given to Junkers company. Once in their hands, the project was renamed Ju 248. The Me 163D obviously had an identity crisis as in late 1944 it was once again given back to Messerschmitt. Once back to its original designers, the project once again changed its name, this time to Me 263. As all three designations are basically correct for this aircraft, this article will use the original Me 163D designation for the sake of simplicity and to avoid any possible confusion.
First Prototype
Despite being originally designed by Messerschmitt, it was actually assembled in Junkers factories sometime during August 1944 or in early 1945 (the sources are not clear here). After that it would be returned to Messerschmitt where it was planned to examine and test its overall performance. While it was intended to have an increase in fuel capacity and an improved engine, the first prototype had actually no engine installed at that time. The Me 163D V1 (DV-PA) prototype was also provided with a new retractable tricycle landing gear which was to help with the mobility during the ground drive.
Given that no engine was fitted to the Me 163D, first flight testing was done as a glider, in late 1944. After these were conducted the prototype was in a series of wind-tunnel testings. The results of these two test trials (flight and wind tunnel) showed that the Me 163D was not capable of safely achieving dive speeds that were greater than its normal flight speed. In this regard, it was inferior to the original Me 163 aircraft which could achieve extensive dive speed but still managed to preserve good flight controls. The Messerschmitt engineers at this phase even considered redesigning the rear tail unit, but nothing came of it. The tricycle landing gear units did not offer good mobility on the ground, this was mainly due to it being too narrow. The Germans had plans to test using a parachute that was to be released during landing to help reduce the need for a long airfield. If this was tested or even installed on a Me 163D is unknown.
Technical characteristics
The Me 163D like its predecessor was designed as a high-speed, rocket-powered, swept-wing tailless aircraft. Given its experimental nature and its late development into the war, not much is known about its precise technical characteristics. Its overall construction would probably be similar to the previous versions, with a fuselage being built of metal and wooden wings.
The semi-monocoque construction fuselage was longer and was now 7.88 m ( 25 ft 10 in) compared to the original 5.84 m (9 ft 2 in) length. It had a good overall aerodynamic shape. The wings were swept to the back at a 19° angle, compared to the Me 163B 23.3° angle.
The Me 163D like its predecessor had wings that were swept to the back at a 19° angle. The fuselage had an excellent aerodynamic shape. [forum.warthunder.com]The pilot cockpit received a new ‘bubble-shaped canopy. This provided the pilot with a much greater field of view. Given that it was intended to operate at great heights, the Me 163 D cockpit was to be pressurized and for this was bolted to the fuselage.
The Me 163D received a much better canopy which offered a much better all-around view. It was also completely pressurized so that the pilot could effectively fly it, on great heights. [forum.warthunder.com]Interior of the Me 163D pilot cockpit. [forum.warthunder.com]The Me 163D was to be powered by an improved Walter 109-509C rocket engine. It was provided by two combustion chambers. While the sources are not clear if this engine was ever installed in the Me 163D, the estimated maximum speed was noted to be 950 km/h (590 mph) or up to 1,000 km/h (620 mph) depending on the source. It should also provide more economical consumption of fuel providing an operational range of some 160-220 km (100-140 mile) once again depending on the source. The operational flight endurance was increased from 7 minutes and 30 seconds to 15 minutes.
To overcome the previous Me 163B version’s lack of proper landing gear, the Me 163D was provided with the retractable tricycle landing gear. It consisted of a forward smaller and two larger wheels in the rear, just below the wing roots. All three of these retracted to the rear into the fuselage.
The fuel load consisted of 1040 liters (229 gallons) of T-Stoff and 492 liters of C-Stoff. The Me 163 was notorious for having only a limited endurance flight ofOnce the fuel was spent the pilots were to simply glide the aircraft back to the base.
The armament consisted of two 30 mm (1.18 in) MK 108 cannons, which were placed in the wing roots. Depending on the source the ammunition storage for each cannon ranged between 40 to 75 rounds.
Production
It is often mentioned in the sources that one complete and one partially complete prototype were built, by the war’s end. According to M. Griehl (Jet Planes of the Third Reich) on the other hand, mentioned that at least three prototypes were built with less than 20 aircraft being in various states of construction when these were captured by the Allies in 1945.
Service
The limited operational test use of the Me 163D and the German plans for it is not clear. Once again depending on the sources, there are mostly two versions. It appears that despite some faults in its design the Germans were willing to proceed with its further development. Given the end of the war, it should not be surprising that this was ever achieved. In another version, the work on the Me163D after some testing flight in February 1945 was officially terminated by the Luftwaffe officials. Mostly due to the fact that production of its unique and dangerous fuel is no longer possible.
The fate of these aircraft is not clear, given either information that these were either destroyed or captured by the Soviets. The latter option seems more likely as some sources suggest that the Soviets based on the Me 163D after the war developed their own version of it, the I-270. The project led nowhere and it would be abandoned.
Me 163D V1 – Completed prototype
Me 163D V2 – Incomplete second prototype
Me 163D V3 – Possible third prototype being built with additional 18 airframes
Conclusion
Given its experimental nature and its late introduction, it is quite difficult to make the final decision on the general properties of this aircraft. While it introduced some improvements in comparison to the previous version it also had issues regarding its reaching speed during dive flights. Despite offering the Germans a relatively cheap aircraft the whole Me 163 project by 1945 was essentially over given the general impossibility of production of its unique fuel. Nevertheless despite its downsides, the Me 163 whole series was certainly an interesting concept that had some merits that unfortunately for the Germans were never completely implemented.
Me 163D V1 Specifications
Wingspans
31 ft 2 in / 9.5 m
Length
25 ft 10 in / 7.88m
Height
ft in / 3.17 m
Wing Area
192.6 ft² / 17.91 m²
Engine
HWL 509 rocket engine
Empty Weight
4,400 lbs / 2,000 kg
Maximum Takeoff Weight
11,660 lbs / 5.300 kg
Maximum Speed
590 mph / 950 km/h
Operational range
100 mil / 160 km
Engine endurance
15 minutes
Maximum Service Ceiling
52,480 ft / 16,000 m
Crew
One pilot
Armament
Two 30 mm MK108 cannons
Gallery
Artist Conception of the Me 163C – by Carpaticus
Artist Conception of the Me 263 – by Carpaticus
Credits
Written by Marko P.
Edited by Henry H. & Ed J.
Illustrated by Carpaticus
Source:
D. Nešić (2008) Naoružanje Drugog Svetsko Rata-Nemcaka. Beograd.
E. T. Maloney and U. Feist (1968) Messerschmitt Me 163, Fallbrook
M. Emmerling and J. Dressel (1992) Messerschmitt Me 163 “Komet” Vol.II, Schiffer Military History
J.R. Smith and A. L. Kay (1990) German AIrcraft of the Second World War, Putham
Nazi Germany (1944) Rocket Powered Fighter – Around 370 Built
The Me 163B in standard camouflage. Note the brightly colored nose. [militaryimages.net]Following the successful testing of the previous Me 163A series, the Germans began developing a new improved version that was intended for operational use. This would lead to the Me 163B series, which was the first, and last, operational rocket-powered aircraft to be used in active combat. In comparison to its predecessor, the Me 163B offered a number of improvements to its design and shape. By the war’s end, less than 400 aircraft of this type would be built.
History
Work on the second series of the Me 163, which would be built in greater numbers than the experimental A-series, began at the start of September 1941. In comparison to the predecessor, the B-version had a number of modifications. The most obvious change was the completely redesigned fuselage, which was larger and had an overall more aerodynamic shape. Its armament was installed in the wing roots, the engine was replaced with an improved version, and the pilot cockpit was enlarged.
The differences between the Me 163A (on the left) and the main production version are clearly evident here. [acesflyhigh.wordpress.com]
Initial plans for this aircraft were quite ambitious, as Messerschmitt had predicted that the production of four operational prototype aircraft with additional airframes should commence in October 1941. Once the first few prototypes were completed, a small series of 66 aircraft were to follow. The actual responsibility of building these was given to Messerschmitt production plants at Regensburg with assembly at Obertraubling. It was estimated by RLM (Reichsluftfahrtministerium – Ministry of Aviation) officials that, after the first batch of 70 aircraft was built, it would take some 7 months to actually begin mass production of fully operational aircraft.
One of the first few Me 163B prototypes built. [luftwaffephotos.com]As was the case with many German wartime projects, it suffered from delays due to a lack of resources. The work on the initial group of prototypes started only at the end of 1941. Once again, further delays due to the slow delivery of engines postponed production until March of 1942. At this stage, the Germans were replacing the R II 209 rocket engines with the modified RII 211. The new engine used different types of fuel tanks which necessitated the redesign of the fuselage interior. This engine used a combination of T-Stoff and C-Stoff (a mixture of hydrazine hydrate, water, and methanol). As the construction of the Me 163B V1 prototype was approaching completion, it was proposed to switch to the older R II 203 engine to save development time, but this modification was not carried out. The development of the rocket engines was very slow and plagued with many setbacks, especially the limited production of fuel, which eventually led to huge delays in the Me 163 production. Finally, for the Me 163 production aircraft, the improved HWK-509 engine was chosen.
In May 1942, Me 163 B-0 V1 (KE+SX) was completed, minus the engine, and was tested as an unpowered glider. By 1943, it was obvious that Messerschmitt alone could not cope with the wartime demands, so RLM officials decided to bring aboard another aircraft manufacturer. They chose Klemm’s Stuttgart-Boeblingen factory, with a monthly goal of some 30 Me 163 aircraft. Klemm was also tasked with providing additional workers for Messerschmitt. Delays in delivering essential parts, such as weapons, caused setbacks in the Klemm Me 163 production.
Despite the problems with the Me 163 production, a small number of available aircraft were allocated to the Erprobungkommando (EKdo) 16 unit from April 1942 onward.
First Flights by EKdo 16
Once the first prototype was available, it was flight-tested as a glider by Heini Dittmar in late June, or May of 1942, depending on the source. Heini Dittmar had plenty of experience as a test pilot flying the Me 163A aircraft. The BV1 prototype would be, from this point on, mainly used as a training glider aircraft. From this point forward all aircraft built would be transported to Bad Zwischenahn near Oldenburg. Once there, they would be flight-tested by a number of pilots under the command of Karl Voy from EKdo16. This unit, which was formed in April of 1942, had the primary function of testing and evaluating the newly built Me 163 and helping in the development and improvement of its overall design. Another purpose that this unit had to fulfill was the training of new pilots for the Me 163.
An interesting episode in EKdo 16’s history is connected to the well-known German test pilot Hanna Reitsch. After a number of attempts to get permission to flight test the Me 163, she was finally allowed to do so at the end of 1942. Shortly after she took off, the jettisonable takeoff dolly refused to successfully detach from the aircraft, preventing it from using the landing skid. She managed to land the aircraft but was badly wounded and was placed in a hospital for some time. She later requested permission to fly the Me 163 again, but was explicitly rejected and was forbidden from flying it.
In early 1943, this unit was also tasked with testing jet-powered aircraft that were currently in development. These included the Me 262 and the He 280. EKdo 16 began receiving the first operational Me 163Bs only in July, or February of 1943. Due to extensive Allied Air Force activity near EKdo 16’s base of operation, the unit began the process of relocating its aircraft to Anklam. By this time, the unit had some 7 Me 163A and 1 of the B version. Due to poor ground conditions for Me 163 operations, the aircraft was relocated back to Bad Zwischenahn in late August. The delays with the construction of auxiliary support buildings on this airfield meant that crew training could not begin until October 1943. These initial training flights were carried out using two-seater gliders. Due to a lack of C-Stoff fuel, another series of delays impacted progress on training. In November, the Me 163As were used for crew training. In November and later in December, two aircraft were lost in accidents with the loss of life of both pilots.
In the following months, due to a number of factors like slow production, bad weather, and Allied activity, the Me 163 training program progressed at a slow pace. By May 1944, only a small group of fewer than 50 pilots had a chance to fly either the powered or towed versions of the Me 163. Once these were successfully tested, they would be then allocated to the 1./J.G. 400. unit.
The first combat action of the Me 163 was conducted on 14th May 1944, piloted by Major Spate. Amusingly, just prior to the first flight, his Me 163 BV 41 (PK-QL) aircraft was painted in red. This was done by the unit mechanics, who wanted with this small gesture to bring good luck to their pilots. Seeing no harm in it, Major Spate gave instruction that his aircraft be fully fueled and armed. During his flight, he attempted twice to attack Allied bombers but failed to properly engage them. It seems the red paint did not help with the luck.
During May, a number of unsuccessful combat flights with the Me 163 were undertaken. At the end of May, the airfield at Bad Zwischenahn was heavily bombed. During this attack, several Me 163s were damaged. This attack left the airfield at Bad Zwischenahn unusable for some time. To continue the training of pilots, the whole operation was temporarily moved to Brieg on the Oder. As this airfield lacked any proper workshops, the dismantled aircraft could not be assembled again and, for this reason, no test flights were ever carried out from Brieg.
Interestingly, on the 12th and 13th June 1944, three Me 163s from the EKdo 16 were demonstrated to the Japanese and Italian military delegations. As, at that time, EKdo 16 could not provide a fully operational Me 163, these were instead taken from 1./J.G. 400.
On 15th June 1944, the unit was once again back to Bad Zwischenahn. At their disposal, there were 2 prototypes, 7 gliders and 11 fully operational Me 163 aircraft. A few days later, another accident occurred when the towing aircraft lost power to one of its engines. The towed Me 163 was released at some 50 meters of altitude and the pilot was forced to land at a nearby lake. While the aircraft was heavily damaged, the pilot managed to survive.
In July 1944, a second auxiliary unit (Erganzumgsstaffel) was formed. It was also subordinated to the 1./J.G. 400. It had 6 Me 163s, of which only one was equipped with a rocket engine. It was intended to supplement the training of pilots for 1./J.G. 400.
In mid-August 1944, the airfield was once again attacked by Allied bombers. This caused further delays in training operations, until August 23rd. On that day, another accident led to the death of a pilot and the loss of yet another aircraft. Not wanting to waste the parts of the destroyed Me 163, these were collected and then sent to the training school at Fassberg.
At the start of September, Luftwaffe Generalmajor Adolf Galland told EKdo 16’s Commander Hauptmann Thaler, that the unit was to be disbanded and all personnel and equipment were to be relocated to Brandis. While the commanders of EKdo 16 were against such a decision, there was little they could do and, by the end of September, the unit was on its way to Brandis.
An Me 163 from EKdo 16. While some combat flights were undertaken, the primary purpose of this unit was to provide necessary pilot training. [aviationshoppe.com]
Technical Characteristics
The Me 163 was a high-speed, rocket-powered, swept-wing tailless aircraft. Its fuselage was constructed of metal, while the wings were wood. The fuselage could be divided into three sections, the cockpit, the central fuel tanks, and the rear engine compartment. In order to help the ground crew with repairs, the fuselage was specially designed to contain a large number of removable panels. Thanks to this, the replacement of damaged parts or even the whole engine could be done relatively quickly.
The wings were quite simple in design, consisting of two spars covered in 8 mm thick fabric. The Me 163 wings were swept to the rear at a 23.3° angle. At the wing’s trailing edges, ailerons were placed, which the pilot used for pitch and roll. For landings, large hydraulically operated flaps were added on the wings.
In order for the pilot to enter the cockpit, a ladder was placed on the left side of the aircraft. While the cockpit was not pressurized, it could be jettisoned to help the pilot escape the aircraft in case of emergency. Being unpressurized actually placed time limits for how long the pilot could endure without losing consciousness at altitude and during high-speed maneuvers. For this reason, the pilot had to endure altitude chamber training and had a specially designed diet. Despite attempts to improve visibility compared to the previous version, the Me 163B suffered from poor visibility, especially to the rear and in front of the aircraft’s nose.
In order to enter his flight position, the pilot used a small ladder placed on the left side of the aircraft. [acesflyinghigh.wordpress.com]Close-up view of the Me 163 cockpit and instruments. [luftwaffephotos.com]The Me 163 was equipped with various onboard equipment, including a FuG 16 ZE radio transmitter and receiver. In addition, a FuG 25 IFF (identification friend or foe) transmitter and receiver was installed. Given its small size and limited overall weight, the onboard batteries had a limited capacity. In order to provide the necessary power, the Germans simply added a small windmill generator which was placed on the nose of the fuselage.
During its development, the Me 163B was tested with a series of different rocket engines. Ultimately, for the main production version, the HWK (Helmuth Walter Kiel) 109-509A rocket engine was chosen. This had a thrust power ranging from 100 kg (220 lbs) to 1,500 kg (3,300 lbs) or 1,700 kg (3,750 lbs), depending on the source.
The Me 163 initially used a fuel mixture of the T and Z-Stoff. T-Stoff consisted of a mix of hydrogen peroxide with oxyquinoline or phosphate. Z-Stoff was an aqueous solution of calcium permanganate. Z-Stoff would later be replaced with C-Stoff, which was a mix of methyl alcohol, hydrazine hydrate, and water. T-Stoff was stored in one main and two smaller auxiliary tanks. The smaller tanks were placed on both sides of the cockpit. The C-Stoff fuel tanks were placed in the Me 163’s wings. In order to help circulate the fuel, two centrifugal pumps were placed inside the Me 163.
These chemicals were extremely flammable and dangerous to handle and thus required safety procedures to be used properly. Before each flight, the fuel tanks had to be thoroughly washed with water. During refueling, the ground and the aircraft had to be sprayed with large amounts of water. If the safety procedures were not followed, there was a great risk of explosion, which happened on occasion. Due to the volatile nature of the fuel, any harsh landing with fuel still onboard offered a great chance of explosion as well, which led to a number of pilots being lost. Being highly corrosive and deadly to the touch, the maintenance crews and pilots had to wear specially designed protective clothing and gloves. Preserved photographs seem to indicate that these precautions were not always strictly adhered to. Given that the Me 163 operated in late 1944 were shortages of all kinds of equipment and materials were common, this should not come as a surprise. Still, handling the Me 163 fuel without this kind of protection was highly dangerous for the ground maintenance crews.
This Me 163 is in the process of being refueled. [acesflyinghigh.wordpress.com]The fuel load consisted of 1040 liters (229 gallons) of T-Stoff and 492 liters of C-Stoff. The Me 163 was notorious for having only a limited powered flight endurance of 7 minutes and 30 seconds before its fuel reserve was spent. The actual flight could be much longer, however, since at sufficient altitude, the pilot could switch off the engine, and reactivate it as needed. After all rocket fuel had been spent, the pilot would then use the Me 163 as a glider to fly back to its base, or to any nearby German airfield.
The initial armament consisted of two 20 mm MG 151/20 cannons, which were positioned in the wing roots. To increase the firepower these would be replaced with the stronger 30 mm MK 108 cannons. The Me 163B-0 series was armed with the weaker 20mm cannon while the Me 163 B-1 with the stronger 30mm cannon. While the Mk 108 had sufficient firepower to outright destroy or heavily damage enemy aircraft, it was plagued with low velocity. This combined with the extraordinary speed of the Me 163 made engaging targets difficult. For this reason, the Me 163 was tested with some experimental weapon systems. These include the 5.5 cm R4M air-to-air rocket, and the more revolutionary SG 500 Jagdfaust. This weapon consisted of five rockets usually placed under each wing, but on the Me 163 it was actually mounted vertically in the wings. It was provided with an optical sensor that activated its weapon load once it detected shadow, in theory, a shadow of an enemy plane. This was an automated weapon firing mechanism capable of friendly fire if not managed properly. But this situation would be rare given the fact that Me 163 was a short-range and unique interceptor that operated on its own without support from other aircraft.
The Me 163 was armed initially with two MG 151 and later with MK 108 cannons which were placed in the wing roots. The left-wing cannon muzzle brake is visible in this picture. The pilot in this picture is Heini Dittmar was a vital test pilot for the whole Me 163 project. [acesflyinghigh.wordpress.com]The Me 163 utilized an auxiliary landing gear unit. This was mainly done to reduce the overall weight of the aircraft. Take-offs and landings were divided into two phases. For take-off, the Me 163 sat on a simple two-wheel dolly unit. Once at sufficient altitude the dolly was jettisoned from the bottom of the aircraft. On occasion, there were accidents involving this system, when, for example, the dolly refused to release from the aircraft, or even worse, it could bounce off the ground and strike the aircraft from below. Therefore the Germans worked on developing safer types of dollies. On landing, the Me 163 were to use a simple retractable landing skid, placed beneath the fuselage. In addition, to the rear of the aircraft, a small steerable tail wheel was added to help during take-off and landing.
Close-up view of the Me 163 landing skid. [Wiki]The rear wheel was completely steerable and was added to help during take-off and landing. [warbirdphotographs.com]
Once at a sufficient height, the two-wheel dolly would jettison from the aircraft (in the left corner). While in theory, this should work without any issue, in some cases the dolly would simply bounce off the ground and hit the aircraft from below potentially causing damage to it. [luftwaffephotos.com]While this takeoff and landing system offered the desired reduction in weight, it was not without its problems. Besides the issues previously mentioned, after a successful landing, the Me 163 was immobile and vulnerable to possible enemy attacks. To move it across the airfield the Germans designed and built a small specialized aircraft tug, called the Scheuchschlepper, especially for this task.
The Scheuchschlepper is specially designed to either tow or lift the Me 163 aircraft. [warbirdphotographs.com]The Scheuchschlepper essentially fulfilled two roles. Initially, in the three-wheel configuration, it was to tow the Me 163 along the airfield, using its own dolly, to a designated takeoff position on the airfield (upper picture). After the Me 163 returned from a sortie, the Scheuchschlepper rear wheel would be replaced with a tracked platform which supported a cradle that fully supported the entire aircraft at its wing roots, to move the Me 163 for refueling and to be refitted on a takeoff dolly for the next flight. [wiki]
Operational Combat Use
The first operational unit that was to be equipped with the Me 163 was the Staffel of Jagdgeschwader 20./JG 1 located at Bad Zwischenahn. According to initial plans, this unit was to be formed at least by the end of 1943 or in early 1944 depending on the sources. In its inventory, there were some 12 fully operational Me 163 available. In addition, the Germans planned for the Me 163 to be positioned at a series of auxiliary airfields along Allied bomber routes. These would be fully equipped with spare parts, ammunition, and fuel, and positioned close to each other. This way, after an attack run, the Me 163 pilots could simply choose on which airfield to land, knowing that they could resupply without any problems.
But in reality, it took a few more months before the unit was actually officially formed at the start of March 1944. The development of a network of supporting airfields for the Me 163 was also never completed. The unit was by that time being renamed to Jagdgeschwader 1./JG 400 and stationed at Deelen. The commander of the unit was Oberleunant Rober Olejnik. They were relocated to Wittmundhafen as the airfield at Deelen proved unfit for the Me 163 aircraft’s operation.
The unit received its first operational Me 163 on the 10th of March, and seven more were to arrive by late April 1944. Concurrently, pilots were beginning to arrive from the EKdo 16 training unit. More test flights were carried out until mid-March 1944 when they had to be temporarily stopped. The reason for this was the lack of sufficient water supply which was essential for flushing the Me 163 fuel tanks in order to avoid any accidental explosion. To resolve this issue the unit personnel began drilling wells to collect water.
1./JG 400 was at this stage prohibited from making combat flights in order to avoid the attention of the Allies. However, the unit was permitted to conduct live firing trials during flights in order to test the Me 163 weapons systems. While generally successful, during sharp maneuvers at a speed of some 800 km/h, the ammunition belts proved prone to malfunction. While Olejnik suggested using a drum magazine, which was even tested successfully, his idea would not be adopted. On the 21st of April Olejnik had an accident during a forced landing where he spent some time in hospital thereafter.
In April and May, 1./JG 400 took delivery of a group of 10 aircraft, but one had to be returned to Klemm for modifications. That particular aircraft would be destroyed in an Allied bombing raid on Klemm. These were still prototype aircraft of the B pre-production version. The first Me 163B-0 series aircraft began to arrive from May 1944. At this time the Luftwaffe officials were determined to introduce the Me 163 to service. For this reason, the work on testing and experimenting with the Me 163 was stopped in favor of increasing the overall production of the Me 163 B-1.
With the expected increase in production, another unit, 2./J.G.400, was to be formed in May 1944. It was initially to be involved with crucial crew training. At that time, the size of both units was to be increased to 14 instead of 12 operational aircraft.
In July 1944, 1./JG 400 received permission to make combat flights. The Me 163 were then used in several failed attempts to intercept the Allied reconnaissance aircraft that made frequent flights over the base. At the same time, 1./JG 400 and other available Me 163 were being relocated to new positions at Brandis. The original plans to build numerous connected airfields were abandoned in favor of concentrating all available Me 163 in a few selected airfields. For this reason, Brandis would become the main key point for the Me 163 combat operations. It is from there that the Me 163s attempted to intercept a huge Allied air formation of some 766 bombers, supported with over 14 groups of cover fighters. The Me 163 did not engage the Allies probably due to the small number of available aircraft and the heavy fighter cover. By the end of July, the 1./JG 400 had only four operational aircraft out of 16 available.
In mid-August, Me 163s from this unit attacked an Allied B-17 bomber formation. While evading the fighter cover, they managed to heavily damage at least one bomber, killing two crew members. On the 16th of August, five Me 163 attacked a group of B-17s, and even managed to shoot down two of the bombers. The Germans lost one Me 163 during this engagement being hit by an Allied P-51. On the 24th of August, eight Me 163 managed to shoot down three more bombers while successfully evading enemy fighter cover.
While this aircraft managed to fly back to Allied Air Bases in England, the damage inflicted by the Me 163 cannons is evident here. The rear gunner position was completely destroyed while the right tail unit was heavily damaged. [. Ransom and H.H. Cammann Jagdgeschwader 400]On the 8th of September, the Me 163 were officially taken into service. Given the previous success, of destroying 5 enemy bombers with a limited number of available Me 163, attempts were made to increase the number of squadrons with 20 aircraft. This was never achieved, as the Allies destroyed the vital C-Stoff fuel production facility at Kiel in August. On the 11th of September, a single Me 163 attacked and destroyed a lone B-17.
During these initial combat engagements with the Allied bombers, German pilots noticed that the Me 163s armament had a huge flaw. The weapons were difficult to use with the standard attack tactics of the aircraft. This involved getting the Me 163 high above the Allied bombers and then plunging down at them with a dive speed of 885-930 km/h (550-580 mph). Due to its main cannon’s low velocity, and in order to avoid collision with the target, the pilot had only a few seconds available to engage the enemy. This meant that only the highly experienced Me 163 pilot had a chance of hitting the enemy aircraft. The Me 163 also had another flaw, as it could be only used when the weather was clear.
At the end of September 1944, II./JG400 was formed, under the command of Lieutenant Peter Gerth (3/JG 400) and Oberleutnant Franz Woidich (4/JG 400). These units were renamed in November or December 1944 to 5. and 6./JG 400. During this time the 7/JG 400 was also formed, which was stationed at Stettin-Altdamm. In late 1944 II./JG400 was repositioned at Stargard. Few sorties were carried out mostly due to lack of fuel. In November 1944 a Me 163 engaged a British Mosquito, damaging it and forcing its crew to abandon the aircraft.
An Me 163B is engaging Allied B-17 bombers. The Me 163, despite its small number, proved to be a shock to the Allies pilots. Given that they could do little against it when the Me 163 was in its dive attack. [acesflyinghigh.wordpress.com]Bad weather, lack of fuel and the rapid Allied advance on the West and East temporarily stopped all Me 163 combat operations. Combat operations began again in March of 1945. For example on the 16th March, an Me 163 managed to damage another Mosquito on a reconnaissance mission. While the Mosquito pilot managed to fly back to France, he was forced to crash land. A quite interesting Me 163 air victory was achieved on the 10th April 1945 while piloted by Leutnant Fritz Kelb. This aircraft was equipped with the experimental SG 500 Jagdfaust and managed to shoot down a British Lancaster bomber.
In late April I/.J.G.400 would be disbanded and its remaining few operational Me 163 were allocated to the J.G 7. The former I/.J.G.400 commander Wolfgang Spate, flying one of the remaining operational Me 163, managed to destroy 5 additional Allied bombers by the end of the war. The remaining ground personnel from the I/.J.G.400 were dispatched to the East to fight as infantry in Bavaria. There, they allegedly managed to destroy a Soviet tank using a MK 108 cannon removed from an Me 163, which was placed on makeshift undercarriage wheels, also taken from a Me 163. Given the chaotic state of Germany in 1945, it’s conceivable that the crew operating this gun may have found a way to make it work.
After the War
In May 1945 the Allied forces were rapidly advancing into Germany, capturing many airfields in the process. The crews of the Me 163 were often instructed to destroy their own aircraft to prevent them from falling into the enemy’s hands, but despite this, the Allies managed to capture a number of intact Me 163. This was the case of the II./J.G.400, which surrendered its 48 aircraft to the Allies on the 8th of MAy 1945. Of these, some 25 were transported back to the UK to be properly examined. The Americans also managed to capture a number of Me 163 in various working conditions across occupied Germany. The French Air Force received at least 4 Me 163 from the British after the war. The Soviets were not idle either as they also managed to acquire unknown numbers of the Me 163 including the rare two-seater trainer version Me 163S.
One of the 25 aircraft that were shipped to the UK by the English after the war. [acesflyinghigh.wordpress.com]
In an attempt to increase the Me 163’s performance, Junkers cooperated with Dr. Lippisch. This resulted in the development of a modified Me 163 (based on the BV6 prototype) which was slightly larger, had greater fuel capacity and had two engines. In theory, during take-off, both engines would be activated until a certain altitude was reached. This project would eventually evolve into Me 163C. This aircraft was to have a redesigned fuselage and cockpit. It was to be powered by HWK 109-509A-2 and HWK 509C engines. By the end of the war, only a few incomplete airframes were built.
The Me 163B V6 was tested with two engine configurations It was to serve as the basis for the planned Me 163C version which was never completed, aside from a few airframes. [E. T. Maloney and U. Feist Messerschmitt Me 163]An Me 163C illustration of how it may have looked given that only few uncompleted airframes were built. [walterwerke.co.uk]
Japanese Me-163B
In 1944, on Adolf Hitler’s instructions, a number of previously secret projects were to be shared with the Japanese. For this reason, several submarines were to transport parts of a disassembled Me 163B to Japan. While the one carrying the aircraft parts was sunk, the others that were carrying technical manuals managed to reach the German ally. Based on these, the Japanese managed to build a slightly modified copy of the Me 163. It was known in Japan as J8M1 Shuri (Rigorous Sword). During the first test flight, there was an accident in which the prototype was lost.
During negotiations between Japanese and German military officials, it was agreed to hand over to Japan a production license for many weapons including the Me 163 and Me 262. It was named Mitsubishi Ki-200, for the army, and J8M1 for the navy. The first Me 163B flew in July 1945 but was lost in an accident. Several more were built but the end of the war led to the end of the project.
While the Japanese experimented with their own copy of the Me 163, they did not manage to put it into production. [Wiki]
Production
The production of Me 163 was initially allocated to the Messerschmitt Regensburg factory. As it was overburdened with other projects, it would then be allocated to a much smaller Klemm factory where less than 60 aircraft were built in total. Some sources also mentioned that the production was carried out at the Dornier factory in Oberpfaffenhofen and the Bachmann von Blumenthal factory in Fürth. On the 1st of September 1944, the production of the Me 163 was officially handed over to Junkers. To avoid concentrating the production in one location, given the Allied bombing campaign, Junkers dispersed it across numerous smaller companies. Each of these was tasked with the delivery and production of parts before being finally assembled at Brandenburg-Briest. This, in theory, would increase the overall production and avoid potentially being targeted by Allied bombers. In reality, this backfired, as it caused huge confusion and chaos with the delivery of parts, and poor quality in production. Junkers managed to produce around 299 aircraft of this type by the end of the war.
The question of how many Me 163B were produced during the war is difficult to pinpoint precisely. The sources give different numbers, for example, most state around 400 of all models, of which some 370 were estimated to be of B-version, were built by the war’s end.
Me 163B-0 – Pre-production aircraft
Me 163B-1 – Main production aircraft
Me 163C – Experimental twin-engine modifications of the Me 163B aircraft but only few incomplete airframes were ever built
Operators
Germany – Built less than 400 aircraft of which only a smaller number were ever used in combat
Japan – Built a small number of slightly modified Me 163B by the end of the war.
Soviet Union – Several Me 163B and one Me 163S, captured, were used for many different tests after the war. The results of these tests will lead to the development and creation of several different projects (The Lavochkin I-162 and Mikoyan-Gurevich I-270).
UK – Managed to capture some 48 or so Me 163 aircraft of which 25 were sent to the UK for testing and evaluation.
France – Received four aircraft from the British after the war.
USA – Acquired an unknown number of Me 163 at the war’s end.
Australia and Canada – Both received one aircraft from the British after the war.
Surviving Aircraft
Today at least several Me 163 are known to still exist. One could be found in the Australian War Memorial in Canberra, and one in the Canada Aviation and Space Museum in Ottawa. Two are located in German museums: Luftwaffenmuseum at Berlin-Gatow and Deutsches Museum in Munich. Few more are in the USA Flying Heritage Collection, National Museum of the USAF, and Smithsonian National Air and Space Museums. And in the UK, RAF, Science and National Museum of Flight. The one captured by the Soviets existence is currently unclear.
Luftwaffe Museum at Berlin-Gatow [acesflyinghigh.wordpress.com]
Conclusion
The Me 163 was designed to be light and relatively cheap to build. This was certainly a strength if we take into account the huge shortage of resources and materials that the Germans endured during the later stages of the war. It also used special fuel that was specially designed for it, and thus there was no need for allocating the vital German fuel reserves to it.
With the two MK 108 cannons, the Me 163 was formidably armed given its small size. Just a few rounds of this cannon was enough to destroy or heavily damage an enemy target. Given its phenomenal speed during dive attack at the enemy formation, the Me 163 was essentially immune to enemy fighter cover and was unable to do much against it. That is until it ran out of fuel, at that point it was completely helpless and could only glide back to base.
On the other hand, it was overshadowed by a number of critical faults that were never corrected. For example, while the Me 163 was cheap, due to many reasons it was never produced in any sufficient numbers to cause any serious threat to the Allies. While the number of some 400 aircraft built seems significant, in reality only a dozen or so aircraft were ever used at any given time in combat. Most were used for training, either as gliders, or with an operational engine. Not all built aircraft would be delivered to the operational units, given the great confusion and chaos that the Germans were surrounded with from 1944 on. The fuel could never be produced in sufficient quantities. The problem with fuel was even complicated by the increase in production of the Me 163. Because of this the Germans simply had to reduce the number of aircraft that they used for combat, as there wasn’t enough fuel for all of them. The volatile nature of its fuel, occasionally lead to accidents and explosions, losing aircraft in the process, but more importantly the vital pilots. While its speed was great, its maximum burn time for the engine was only slightly longer than 7 minutes, however this capability could be stretched by the pilot’s ability to switch the engine on and off throughout the flight. Once the engine consumed all the fuel reserves, the aircraft essentially became a simple glider that was vulnerable to enemy fighter cover.
In the final analysis, the Me 163 theoretically possessed great potential for a rocket-powered aircraft. In reality, due to many delays, lack of unity in German aviation circles, and problems with its design and production, the Me 163 never managed to fulfill the role that its designer had intended for it. Its achilles heel was its dangerous and volatile fuel from which a number of planes and pilot lives were lost. Probably its greatest contribution was that it provided a good experimental platform for flight tests at transonic speeds. But due to its unusual design the Me 163 certainly deserves a great place in the history of the development of aviation.
Me 163B Specifications
Wingspans
30 ft 7 in / 9.32 m
Length
19 ft 2 in / 5.84 m
Height
9 ft 1 in / 2.77 m
Wing Area
199.4 ft² / 18.5 m²
Engine
One HWL 509A rocket engine
Empty Weight
4,200 lbs / 1,900 kg
Maximum Takeoff Weight
9.060 lbs / 4.110 kg
Fuel Capacity
1,530 liters / 400 US gallons
Maximum Speed
600 mph / 960 km/h
Engine endurance
7 minutes and 30 seconds
Maximum Service Ceiling
39,700 ft / 12,100 m
Crew
One pilot
Armament
Two 20 mmMG 151
Or two 30 mm MK108 cannons
Gallery
Me 163BV 41 PK+QL 1./J.G. 400. This aircraft, painted in red and piloted by Major Wolfgang Spate, flew its first combat mission on May 14th, 1944.Me 163B V45 PK+QP Erpobungskommando 16 at Bad Zwischenahn, May 1944Me 163B V52 GH+UI ‘Yellow 1’ 7./JG 400, Stettin-Altdamm, October 1944Me 163BMe 163B
Credits
Written by Marko P.
Edited by Henry H. & Ed Jackson
Illustrated by Carpaticus
SourcesMe
D. Nešić (2008) Naoružanje Drugog Svetsko Rata-Nemcaka. Beograd.
W. Spate and R. P. Bateson (1971) Messerschmitt Me 163 Komet , Profile Publications
M. Ziegler (1990) Messerschmitt Me 163 Komet, Schiffer Publishing
M. Emmerling and J. Dressel (1992) Messerschmitt Me 163 “Komet” Vol.II, Schiffer Military History
E. T. Maloney and U. Feist (1968) Messerschmitt Me 163, Fallbrook
S. Ransom and H.H. Cammann (2010) Jagdgeschwader 400, Osprey publishing.
D. Donald (1990) German aircraft of the WWII, Brown Packaging books ltd
D. Monday (2006) The Hamlyn Concise Guide To Axis Aircraft OF World War II, Bounty Books.
D. SHarp (2015) Luftwaffe secret jets of the Third Reich, Mortons Media Group
H. Morgan and J. Weal (1998) German Jet Aces of the World War 2 , Osprey Aerospace
United States of America (1953)
Long Range Interceptor Proposals [None Built]
Detailed drawing of the N-144, with cutaway section
Born from the Long Range Interceptor program, the first of Northrop’s contenders were three aircraft that had large delta wings and overall similar shapes and designs. The first, the N-126, started as a modified version of Northrop’s F-89D Scorpion fighter but would become its own unique aircraft by 1954. The second, the N-144, was a large four-engine interceptor design that dwarfed current bombers of the time and could carry an impressive arsenal. The third, the N-149, differed the most from its two siblings. It was much smaller and used General Electric engines over Wright engines. The N-144 was the most successful out of the entire program, but would prove to be too costly and a maintenance nightmare if produced. The N-126 and N-149 would also not meet expectations, as did none of the other competitors in the doomed program.
The LRI Competition
At the start of the Cold War, it was realized that if a Third World War would ever happen, defending the mainland United States from airborne threats would be a top priority. ICBMs and nuclear missiles are the go-to threat everyone imagines when they think of the Cold War, but these wouldn’t be operational until the late 1950’s. In the early years, nuclear weapons would be deployed by strategic bombers and these would be the major threat. Intercepting these long range aircraft would be of the utmost importance if the war went hot in the 1950’s. Developing an aircraft able to reach these bombers and destroy them led to the creation of the modern interceptor. Most countries had begun developing an interceptor of their own. At the forefront was the United States Long Range Interceptor program (LRI). This program originated in early 1952, with Major General L.P. Whitten of the Northeast Air Command noticing that a capable aircraft would be able to takeoff and intercept enemy bombers using the warning time of the Semi-Automatic Ground Environment (SAGE) system, which was an integrated defense network of SAM, radar and fighters across the US and Canada, able to intercept enemy bombers well before they were able to reach the United States. Although the idea was put out, no official requirements for the idea came about until December of 1953, when the Air Council put out extremely demanding needs. The aircraft would need to be airborne in two minutes from getting the scramble alert. Maximum speed would be Mach 1.7 with a range of 1,000 nm (1,850 km). Combat ceiling would be 60,000 ft (18,000 m) with a climb rate of 500 ft/min (150 m/min). The aircraft would be minimally armed with forty-eight 2.75 inch rockets, eight GAR-1A Falcon AAMs or three unguided nuclear rockets. This requirement became known as Weapon System WS-202A. Most companies developed submissions, but McDonnell and Northrop had an early start with a long range interceptor design being conceived very early on, well before an official requirement had been requested. Northrop had three aircraft designs that would fit the requirement for WS-202A; the N-126, N-144 and N-149. All three were visually similar to each other and shared concepts and equipment with one another.
Northrop N-126: The Delta Scorpion
Bottom view of the N-126 Delta Scorpion model [US Secret Fighter Projects]The first of the designs Northrop submitted was the N-126 Delta Scorpion. This aircraft actually began development months before an official requirement was put out. The design was submitted in February of 1953 and was essentially a Northrop F-89D Scorpion modified with a new delta wing design and Wright YJ67 engines. The aircraft received a performance review sometime in 1953 along with McDonnell’s two-seat version of the F-101 Voodoo. Neither design was chosen for production. The N-126 did show promise, as it came close to meeting the very first requirements and it was supported by the Air Defense Command. However, the predicted first flight in twenty-one months was a bit too optimistic and the design was disliked by the United States Air Force Headquarters, as it didn’t exactly meet requirements compared to the F-101 variant. Northrop pushed this early design and adamantly tried to acquire production.
Front quarter view of the N-126 Delta Scorpion model [US Secret Fighter Projects]They were quick to begin working on an improved design that would be longer and yield better results. It took over fifty concept designs before they found a suitable improvement. The aircraft itself no longer resembled the F-89D Scorpion it got its name from, but the name would stick until the end of the project. This new design was submitted in August of 1954. The N-126 was now much sleeker, with a forty-five degree delta wing and two underwing Wright J67-W-1 engines (Allison J71-A-11 engines were a weaker alternative choice). The delta wings all three projects used provided lower weight than generic straight wings and minimized drag. The trailing edge of the wing would have a split speed brake on the outer surface, an aileron located in the middle and a feature on the inboard section only referred to as an “altitude flap”. For the landing gear, a bicycle configuration with two wheels on each gear would be mounted directly under the aircraft, with a smaller landing gear being placed under the wings.
For armament, the aircraft would use the required eight Falcon AAMs and forty-eight rockets being mounted in a 20 ft weapon bay. Four external hardpoints would allow extra ordnance to be carried, such as bombs or extra missiles. Alternative loadouts included any combination of four AIR-2A unguided nuclear rockets, six Sidewinders, or two Sparrow guided missiles. The N-126 would use the Hughes E-9A fire control system, one of the few remnants carried over from the F-89. The E-9A would be linked to a long-range search radar that would have a range of 100 nm (185 km). For fuel, one large internal tank and two smaller tanks in the wings would hold 4,844 gal (22,025 l). Extra drop tanks could be mounted under the wings and offer an additional 1,600 gal (7,275 lit). For its predicted mission, the N-126 would be able to launch and engage enemy bombers twenty-seven minutes after scramble. Northrop expected a prototype would be ready for a first flight by June of 1957.
Northrop N-144: The Monstrous Interceptor
Color photo of the N-144 model [US Secret Fighter Projects]The N-144 was the second design Northrop submitted. It was made to offer the best results in regard to the WS-202A requirements. It resembled the N-126 but was much larger and had four J67 engines. The N-144 dwarfed its siblings, competitors, and even several current bombers of the time. With a wingspan of 78 ft and a length of 103 ft, this was no small aircraft. In comparison, the Convair B-58 supersonic bomber had a wingspan of 56 ft and a length of 96 ft (interesting to note, a plan to convert the B-58 into a long range interceptor was proposed).
Its appearance wasn’t the only thing carried over from the N-126. The E-9A fire control system, its accompanying scanner, and its landing gear design (now with four wheels on the main gear) were all reused in the N-144. The N-144 also had a forty-five degree delta wing like the N-126. The N-126 and N-144 would both have their engines on pylons on the wings. This configuration allowed much more powerful engines to be used and a simpler intake system compared to having the engines be built into the body, not to mention the layout being much safer in the event of a fire.
Top down view of the N-144 model. Note the 45 degree delta wing [US Secret Fighter Projects]The N-144 utilized many features that would directly improve the aerodynamics of the aircraft. The aircraft would have low wing loading which would increase its cruise altitude and improve takeoff and landings. The addition of a horizontal tail, which isn’t often seen in delta wing designs, gave the N-144 improved handling and stability over designs that lacked the horizontal tail (see the Convair F-102 Delta Dagger for example). When the aircraft would be supersonic, the wing would have a chord flap that would retract into the wing to reduce drag. Area ruling was a feature involving tapering the center of the fuselage which would reduce drag while the aircraft was flying at supersonic speeds. Most current delta wing designs utilized area ruling, but none of Northrop’s interceptors surprisingly did. Northrop ruled that the advantages would only affect supersonic flight, and not provide anything useful during subsonic flight. Having no area rule also made the aircraft simpler in design and easier to produce. Northrop’s studies into the delta wing expected to see performance increase as time went on, with more modifications and better engines being used on the N-144 if it went into production. With these expected improvements, Northrop theorized a 14% improvement in top speed and service ceiling.
Frontal view of the massive N-144 model. The size of its engine pods are evident. [US Secret Fighter Projects]For armament, the N-144 would still utilize the standard eight Falcon AAMs and forty-eight rockets, but could also carry twelve Falcon AAMs, six AIR-2A Genie (Ding Dong) rockets, 452 2.75 in FFAR rockets or 782 2 in (5.1 cm) rockets internally in any order. External hardpoints could also be fixed for carrying bombs or more ordnance. For fuel, a large fuel tank would be in the wings and fuselage and could carry 6,910 gal (31,419 l) of fuel. Given the size of the aircraft, Northrop advertised that it could be used in alternative roles.
Northrop N-149: The Opposite End
Model of the N-149. The additional fuel tanks can be seen. [US Secret Fighter Projects]The N-149 was the third and final design submitted by Northrop for WS-202A. Submitted in July of 1954, the N-149 was almost the polar opposite of the N-144. Instead of opting for raw power and utilizing four engines, the N-149 was meant to be the smallest option available while still performing just as well as its competitors. In comparison, the N-126 would be 85 ft (25.9 m)long with a wingspan of 62 ft (19 m), while the N-149 would be 70 ft (21.5 m) long with a wingspan of 50 ft (15.5 m). This size decrease would save cost, space and fuel consumption. The N-149 used the same wing layout as the previous entries and would also retain the E-9A fire control system and accompanying radar. Given the advancements of the N-144’s wings, it is likely the N-149 would also benefit from them as well. The N-149 did not use Wright J67 jet engines like the N-126 and N-144, but would instead use General Electric J79 engines. These engines were longer than the J67 but would benefit the aircraft, given its small size, to achieve the required speed and rate of climb. The bicycle landing gear with outer wing gear was once again used, but now with two wheels on each gear like the N-126. The armament for the N-149 was less than its predecessors, but it would make up for weapons in the amount able to be built. Once again, eight Falcon AAMs and forty-eight 2.75in rockets were standard, but alternative armaments would be a single Sparrow AAM, four Sidewinder AAMs, another 105 2.75 in rockets or 270 2 in rockets. Additional armament could be mounted on four external hardpoints like the N-126 and N-144, however, two of these would be taken up by external fuel tanks. These tanks would be 600 gal (2,730 l). The majority of the fuel would be in a large tank that spanned the fuselage and into the wings and would carry 2,050 gal (9,320 l) of fuel. Northrop expected a first flight of the aircraft by the summer of 1957.
The Program Concludes
Detailed drawing of the N-149 with cutaway
Although Northrop is the center of this article, Boeing, Douglas, Lockheed, Martin, McDonnell, North American, Chance-Vought, Grumman and Convair all submitted designs. When the assessment of all the designs was completed, it was concluded that none of the proposals exactly met up the set requirements. The N-144, however, came the closest to meeting the specification. After assessment, the N-144 had a predicted speed of Mach 1.76, a combat ceiling of 58,500 ft (17,800 m) and a combat range of 1,015 nm (1,880 km).
McDonnell’s design came close, as it could go faster and reach the same altitude, but its range was much less compared to the N-144. Materials Command was not too keen of the N-144 and it is obvious why. The cost, production and maintenance of it would be tremendous. Given its four engines, the aircraft would require much more maintenance compared to its two-engine competitors. Producing such a large aircraft would be extremely costly given its size and engine count. The best option for performance would also be the worst option considering its cost.
Its siblings didn’t meet the specifications as well. No reason was put out as to why the N-126 failed the competition, but given the state of the program, it can easily be assumed it didn’t meet either the range, speed, or altitude requirements. The N-149 did have a specified reason for its rejection, though. After taking off at full power and reaching its maximum height, it would only offer 20 minutes of flight, with 5 minutes at full power for combat. Having your aircraft destroy as many bombers before reaching their target is necessary and only 5 minutes wouldn’t be sufficient to fulfill its duty. Ultimately, WS-202A wouldn’t produce any aircraft. The requirements had gone too high, and the companies wouldn’t be able to produce a cost effective aircraft in time that would meet the expected specifications. The program would go on to become the new LRI-X program in October of 1954, and Northrop would be one of three companies tasked with creating a new interceptor, which their Delta-Wing trio would surely influence in a number of ways.
Variants
Northrop N-126 (February 1953) – The 1953 N-126 Delta Scorpion was an improvement upon the F-89D Scorpion by having a delta wing and YJ67 engines.
Northrop N-126 (1954) – The 1954 version of the N-126 no longer resembled the F-89 but was now longer and more streamlined.
Northrop N-144 – The N-144 would be the second design submitted to the LRI competition. It was much larger than the other two submissions and would utilize four engines.
Northrop N-149 – The N-149 was the smallest of the three designs and was meant to be the best performing for its size. It looked visually similar to the N-126 but would carry slightly less ordnance and utilize Gen Elec XJ79-GE-1 jet engines over the Wright J67-W-1s.
Operators
United States of America – All three designs would have been operated by the United States Air Force had they been constructed.
Northrop N-126 – Artist Impression of the Delta Scorpion in USAF Prototype StageNorthrop N-144 – Artist Impression of the N-144 the in Late Prototype StageNorthrop N-149 – Artist Impression of the N-149 in service with the 171 Fighter Interceptor Squadron, Michigan, circa 1960s
3-Way drawing of the N-126 Delta Scorpion [US Secret Fighter Projects]3-Way drawing of the N-149 [US Secret Fighter Projects]Underside quarter view of the N-126 model [US Secret Fighter Projects]
3 view drawing of the N-126 Delta ScorpionA photo of the N-126 Delta Scorpion in wind tunnel testing
3-Way drawing of the N-149 [US Secret Fighter Projects]Colored photo of the N-149 model. Note the tail has been slightly damaged. [US Secret Fighter Projects]Rear view of the N-149 model. Damage to the tail is evident here. [American Secret Projects: Fighters & Interceptors, 1945-1978]Credits
Empire of Japan (1937)
Germany (1944)
United States of America (1953)
