Type: High endurance experimental, reconnaissance aircraft
Number built: Three prototypes
Before the outbreak of the Second World War, the Luftwaffe (Eng. German Air Force) was undergoing a massive expansion. Numerous new aircraft designs were either being introduced into service or undergoing testing, with many being integrated into the military for various roles. A number of newly developed aircraft were also primarily used for evaluation and experimentation, and, there were also several designs created specifically to set records. One such aircraft, the Me 261, was built specifically at the request of Adolf Hitler to set long-range records. Due to its specialized role, and the fact that it was not initially ordered by the Luftwaffe, only three prototypes of the Me 261 were built.
The rather obscure Me 261 long-range transport and recconaissance aircraft. Source: alternathistory.ru
History
With the rise of Nazis in Germany, substantial financial resources were allocated to military projects. The Luftwaffe was founded, and saw massive expansion and the introduction of new aircraft designs. However, not all these designs were intended for pure military service. Some projects were mainly aimed at experimentation, and among these were aircraft designed solely to showcase technological advancements and break world records. This trend was quite common in the years leading up to the outbreak of the Second World War in Europe. For example, the Messerschmitt Me 209 was created to set a world speed record, with little to no concerns made over a possible military application.
Speed was not the only record to be pursued, there were others, such as long-range flight. This particular challenge fascinated Hitler, who in 1937, initiated the development of a long-range monoplane. Aside from the many things that might be learned from the experiment, Hitler envisioned this aircraft undertaking the long-range flight from Berlin to Tokyo for the 1940 Olympic Games, carrying the Olympic Torch from Germany over Asia. To meet this requirement, the initial requirements specified that the aircraft needed to have an operational range of over 13,000 km.
The Reichsluftfahrtministerium (RLM), or German Air Ministry, selected the Messerschmitt company for this task. Despite being a relatively small enterprise at the time, Messerschmitt had achieved great success with the Bf 109, one of the best fighters of its era. The official contract was signed on the 18th March, 1938. Under the designation P.1064, Messerschmitt presented a proposal to Hitler for a new aircraft. This aircraft was to be operated by a crew of five within a rather cramped, and elongated fuselage. Due to the aircraft’s specific role, the fuel load was prioritized over crew comfort. Hitler approved the proposal and ordered the construction of three prototypes. The project was subsequently renamed Me 261. Due to Hitler’s keen interest, the aircraft was nicknamed Adolfine by its crew.
In 1939, work began on the three Me 261 prototypes. Despite Hitler’s ambitions, the Me 261 was given low priority, and construction proceeded slowly, and anticipating a war with Poland, work on these aircraft was halted. However, recognizing its potential for long-range reconnaissance and the valuable information it could provide, work resumed in 1940.
The first prototype, Me 261 V1 (BJ-CP or BC-CP, depending on the sources), was flight-tested by Karl Baur in December 1940. The following year, the second prototype, Me 261 V2 (BJ-CQ), was tested. The V2 featured a glazed observation dome on the dorsal fuselage, replacing the rear dome used on the V1. The construction of the third prototype, Me 261 V3 (BJ-CR), faced delays and only completed its test flight in 1943. This version was distinct from the earlier prototypes, featuring a larger crew capacity of seven and being powered by two 2,950 hp DB 610 engines. On the 16th April, 1943, Karl Baur conducted a ten-hour test flight with the V3.
The last of the Me 261 was the V3 prototype, which was powered by stronger engines. Source: airpages.ru
Technical characteristics
Unfortunately, since the Me 161 did not progress beyond the prototype stage. It was designed as an all-metal, long-range transport and later as a reconnaissance aircraft. The fuselage was slim but cramped, made of metal, and covered in duralumin.
The wings of the Me 261 were constructed using a metal frame with a single spar. They were then covered with flush-riveted, stressed-skin metal panels. Notably, the section of the wing closest to the fuselage had a thick profile, which tapered to the wingtips. This design was intentional, as it allowed for a large fuel storage area. The aircraft also featured a twin-rudder tail at the rear.
For its long-range flight operations, the Me 261 had a crew of five: a pilot, co-pilot, radio operator, navigator, and flight engineer. The pilot and copilot sat side-by-side in the cockpit with the radio operator in a central compartment, and the flight engineer and navigator seated in the rearmost compartment, where the aircraft’s bunks were also located.
The first two prototypes were powered by twin 2,700 hp DB 606A/B twenty-four-cylinder engines. These engines were essentially two twelve-cylinder DB 601 engines coupled together to drive a single shaft, requiring two separate radiators and oil coolers. Each DB 606A/B engine was housed within a large nacelle and used four-blade propellers with a diameter of 4.6 meters.
The Me 261 DB 606A/B twenty-four-cylinder engine consisted of two coupled twelve-cylinder DB 601 engines. They worked well on the He 261 and no major issue was reported with it. Source: oldmachinepress.com
Despite frequent mentions of the aircraft being overburdened, sources do not specify a consistent maximum takeoff weight. Additionally, the total fuel capacity is also unspecified. Depending on the sources, the operational range varies from 11,000 to 13,200 km.
To accommodate the aircraft’s weight, it required large-diameter landing wheels that could retract up to 90 degrees into the wings. In addition to these, it had a fully retractable tail wheel retracted towards the front of the aircraft.
The Me 261 was designed as an all-metal, long-range transport and later as a reconnaissance aircraft source: WikipediaThe first two prototypes were powered by twin 2,700 hp DB 606A/B twenty-four-cylinder engines. To cope with their weight, it was provided with two large-diameter landing wheels. Source: planehistoria.comSide view of the second prototype. Source: alternathistory.ru
Fate
Despite demonstrating some potential for long-range reconnaissance, the Me 261 was ultimately rejected from service due to the additional equipment requirements that would have further strained its already overburdened airframe, thereby compromising its flight performance. Despite its cancellation, the V3 prototype (and possibly the other two prototypes) saw operational use as reconnaissance aircraft during the war. In July or April of 1943, the V3 suffered an accident during landing that heavily damaged its landing gear. Although repaired and returned to service, the V3 was eventually scrapped by order of the RLM.
The V1 aircraft was lost during an Allied bombing raid on the Rechlin test center in September 1944, while the V2 was captured by the Allies at the same location in April 1945. Neither prototype survived the war; the captured V2 was scrapped a few weeks after its capture.
The V3 aircraft was damaged during a landing accident but was repaired and put back into service. Source: www.destinationsjourney.comThe V2 was captured by the Allies and was eventually scraped. Source: planehistoria.com
Conclusion
The Me 261 was an aircraft that was not ordered by the Luftwaffe as a military aircraft and thus received low priority. Despite its initial potential for use as a reconnaissance aircraft, it quickly became evident that it would not be feasible for adoption in this role due to its considerable weight. Ultimately, only three were built, and none of them survived the war.
Me 261 V3 Specifications
Wingspans
26.9 m / 88 ft 1 in
Length
16.7 m / 54 ft 9 in
Height
4.72 m / 15 ft 5 in
Wing Area
76 m² / 817.8 ft²
Engine
Two 2,950 hp DB 610 engines
Endurance
24 hours and 36 minutes
Maximum Speed
620 km/h / 385mph
Cruising speed
400 km/h / 248 mph
Range
11,000 km / 6,831 miles
Maximum Service Ceiling
8,250 m / 27,060 ft
Crew
1 pilot
Armament
None
Illustration
Credits
Article written by Marko P.
Edited by Henry H.
Illustration by Oussama Mohamed “Godzilla”
Source:
D. Herwig and H. Rode (2000) Luftwaffe Secret Projects Strategic Bombers 1935 to 1945, Midland Publishing
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
B. C.Wheeler, German Fighters of WWII, Aeroplane Special
R. Jackson (2005) Infamous Aircraft, Pen and Sword
M. Griehl () X-planes German Luftwaffe prototypes 1930-1940, Frontline Book
W. Green (1970) Warplanes of the Third Reich, Doubleday & Company
Kingdom of Hungary (1938)
Reconnaissance Aircraft & Light Bomber – 128 Built
The Weiss Manfrédfrom WM 21 two-seat reconnaissance aircraft. [lasegundaguerra.com]The Hungarian Aviation industry was rather small in scope in comparison to many in Europe. Regardless, it managed to introduce a number of domestic development projects. One of these was the Weiss Manfréd from WM 21, a two-seat reconnaissance aircraft of which some 128 were produced during the Second World War.
History
In the years after the First World War, Hungary was strictly forbidden from developing combat aircraft. To overcome this limitation, the Hungarians did what the Germans did and began developing a civil aircraft industry to help gain valuable experience in aircraft design. One of these companies that would emerge during the late 1920s was Weiss Manfréd, from Csepel near Budapest. In 1928 this company began working on the design and construction of gliders and engines.
Due to an initial lack of funds, the Hungarian Air Force was forced to rely on foreign aircraft that were bought in relatively small numbers. For example, by 1937 Hungarians had only around 255 operational aircraft. To help gain more experience, Weiss Manfrédfrom began producing Fokker F.VIII and C.V aircraft under license. When sufficient funds and experience were gained, Weiss Manfrédfrom engineers in 1935 began working on a new reconnaissance biplane design. They decided on a simple design, reusing some components that were already in production, and it would be a further development of the already produced WM 16 model, which was heavily based on the D version of the Fokker C.V.
The WM 21 predecessor was the WM 16 model which in turn was based on the C.V aircraft. [Wiki]When the prototype of the new short-range reconnaissance aircraft, WM 21 “Sólyom” (Falcon) was completed, it was presented to Hungarian Air Force officials, who were generally satisfied with its performance and gave an order for some 36 WM 21 in 1938. At that time, massive funds were being allocated to the development of the aircraft industry. In addition, Hungarian Air Force officials wanted to decentralize aircraft production. For this reason, the WM 21 was to be built by various other companies, including twelve to be built by MÁVAG and MWG
It was estimated that the production would commence during April and March 1939. It took longer to do so, with the first aircraft being available at the end of 1939. While the aircraft was slowly put into production, the Hungarian Air Force asked for more aircraft to be built.
In Combat
The WM 21 was primarily designed as a reconnaissance aircraft but due to a general lack of other aircraft types, it would be adopted for other roles. Its first combat use was during the so-called Transylvanian Crisis. Namely, in June 1940 Hungarian government demanded that Romania return the Transylvania region to them. Since it looked like war was coming, Hungarian Air Force began relocating its aircraft close to the Romanian border. Thanks to the commencement of negotiations, no war broke out. But by late August the Hungarians ordered a complete mobilization as the negotiation led nowhere.
While primarily intended to be used as a reconnaissance airfare it would be also used in other roles even as a light bomber. [lasegundaguerra.com]Germany did not want to lose its vital Romanian oil supply and forced both countries to begin new negotiations under German and Italian supervision. While the negotiations were underway, some smaller air skirmishes occurred. On the 27th of August, a Romanian He 112 attacked a Hungarian Ca 135 aircraft, which was heavily damaged and one crew member was killed. The following day a WM-21 piloted by Captain János Gyenesin, dropped bombs on the Romain Szatmárnémeti airfield in retaliation for the lost airman. On its way back it crash-landed, damaging the aircraft. In the end, Hungary emerged as the victor, gaining large territorial concessions over the Romanians.
When the April War broke out on the 6th of April 1941, between the Kingdom of Yugoslavia and the Axis, the Hungarians joined the offensive. They employed their 1st Air Brigade which had some 60 aircraft. By the 17th of April, the war was over, and the Hungarian Air Force had lost 6 aircraft including one WM 21.
A colorized picture of the WM 21 rearview. [all-aero.com]On the 26th of June 1941, the Hungarian town of Kassa was bombed by three aircraft. The circumstance of this incident is not clear even to this day, but the Hungarian government asserted that it was a Soviet attack. The decision was made to declare war on the Soviet Union as a response. For the initial operation in the war against the Soviets, the Hungarian Air Force allocated 25 bombers (Ju 86 and Ca 135), 18 CR 42 fighters, and the 8th and 10th reconnaissance squadrons each equipped with 9 WM 21.
By 1942 most WM 21’s were allocated for use by training schools and as liaisons. Some would be used in later years for anti-partisan operations. By the end of the war, some WM 21 pilots managed to reach Austria where they hoped to surrender to the Western Allies.
Technical Characteristics
The WM 21 was a mixed-construction, biplane aircraft, designed to fulfill multiple roles. The fuselage and the wings were of metal construction which was covered in fabric. The lower and the upper wings were connected with each other by one “N” shaped metal strut on each side. In addition, there were two “V” shaped metal brackets that were connected with the fuselage and the upper wing. Lastly, there were two larger metal struts on each side that connected the landing gears to the top wing.
The WM 21 was a biplane two-seater aircraft. The lower and upper wings were held in place by various smaller metal bars, connecting them to each other and to the fuselage. [all-aero.com]The landing gear consisted of two fixed road wheels and a rear-positioned landing skid. Partly-covered front wheels were connected to the aircraft fuselage by three large metal bins.
Initially, the WM 21 was powered by an 870 hp Weiss WM K-14A radial piston engine. With this engine, the WM 21 could reach a maximum speed of 320 km/h. Later produced aircraft were equipped with a stronger 1,000 hp WM K-14B engine. With this engine, the maximum speed was increased to 380 km/h.
The pilot and the observer/machine gunner were placed in two separate open cockpits, the front for the pilot, and the rear for the observer. For better downward visibility the observer was provided with two fairly large glass panels, placed just under him on both fuselage sides.
Side view of the WM 21. Note the small glass panel located under the observer cockpit. [lasegundaguerra.com]The WM 21 was armed with two forward-firing 7.92 mm Gebauer machine guns. One additional defensive machine gun was placed in a flexible mount which was installed in the rear cockpit. Additionally, the offensive capabilities of the aircraft could be increased by adding bombs. The bomb bay was placed between the two crew members. To release the bomb the crews would use a release mechanism. The bomb load could consist either of 12 10kg anti-personnel bombs, or 60 1kg incendiary bombs. Later versions increased the bomb load to around 300 kg.
To the rear an additional 7.92 mm Gebauer machine gun was placed in a rotating mount for self-defense. [airwar.ru]
Production and Modifications
The WM 21 was produced in four small series. When the production ended in 1942 some 128 aircraft would be constructed. While designed by Manfred Weiss, this factory produced only 25 aircraft. The MAVAG produced 43 with the 60 being built by MWG. Due to the relatively low production numbers, only one modification of the original aircraft was ever made:
WM 21A – Powered with an 870 hp Weiss WM K-14A engine,
WM 21B – Slightly improved version powered by 1.000 hp WM K-14B engine
Some 128 WM 21 would be built by 1942 when the production ended. [all-aero.com]
Conclusion
The WM 21 was a Hungarian reconnaissance aircraft that would see service on several different fronts. While initially used in its intended role, it quickly became obsolete and was allocated to secondary missions, as a training aircraft or for liaison missions. Due to a lack of adequate aircraft, some WM 21would even see service as combat aircraft against Partisans forces, mostly in the Soviet Union.
WM-21A Specifications
Wingspan
12.9 m / 42 ft 4 in
Length
9.65 m / 31 ft 8 in
Height
3.5 m / 11 ft 5 in
Wing Area
32.75 m² / 352.53 ft²
Engine
One 870 hp (649 kW) Weiss WM K-14A radial piston engine
Empty Weight
2,450 kg / 5,400 lb
Maximum Takeoff Weight
7,606 kg / 3,450 lb
Maximum Speed
320 km/h / 200 mph
Cruising Speed
275 km/h / 170 mph
Range
750 km / 466 mi
Maximum Service Ceiling
8,000m / 26,245 ft
Climb speed
Climb to 6,000 m (19,700 ft) in 7 minutes and 30 seconds
Crew
One pilot
Armament
Three 7.92mm machine guns
Total bomb load of some 100-300kg
Gallery
Weiss Manfred WM 21 “Sólyom”
Credits
Written by: Marko P.
Edited by:
Illustrations by Carpaticus
Sources:
D. Monday (1984, 2006) The Hamlyn Concise Guide To Axis Aircraft Of World War II, Aerospace Publishing Ltd.
G. Sarhidai, G. Punka, and V. Kozlik (1996) Hungarian Eagles, Hikoki Publication
G. Punka (1994) Hungarian Air Force, Squadron Publication
S. Renner. (2016) Broken Wings The Hungarian Air Force, 1918-45, Indiana University Press
Nazi Germany (1938)
Tactical Reconnaissance Aircraft – 13-18 Built
The Second Bv 141 Prototype (V1) – Colorized by Michael Jucan
During the Second World War, the Germans would design and build a number of unusual aircraft (the Me 163 or the He 111 Zwilling, for example), but none was so unorthodox and strange as the Bv 141. In order to provide good visibility for its reconnaissance role, the crew gondola was completely separated from the aircraft’s fuselage. While small numbers were built, during testing it was shown to have decent flying characteristics for its completely unconventional design.
History
In 1937, the German Ministry of Aviation (Reichsluftfahrtministerium RLM) issued a request to all German aircraft manufacturers for a new single-engine reconnaissance aircraft with provision for three crew members. Great attention was to be dedicated to having a good all-around visibility. In addition, the aircraft would also have to be able to act as a light attack, and smokescreen laying aircraft. Three aircraft manufacturers responded to this request, Arado, Focke Wulf, and Blohm und Voss. Of these, Blohm & Voss would submit the most distinctive design to say at least.
While at first glance, the Ha 141 (as it was known at the start of the project, with the ‘Ha’ designation stands for Hamburger Flugzeugbau) appears to be created by someone with no experience whatsoever in aircraft design. This was not actually the case. In reality, the Ha 141 was designed by Dr. Ing. Richard Vogt, who was Chief Designer at Blohm und Voss for the new reconnaissance aircraft. The Ha 141 was to have an unusual design, as the crew was put into a well-glazed gondola, with the fuselage with and engine to the left. During his initial calculations, Dr. Vogt predicted, successfully, that the large crew gondola would act as a counterbalance to the long left-side engine fuselage.
When Dr. Ing. Richard Vogt presented his plans to the Ministry of Aviation, the officials were quite uninterested in such an unorthodox design, and the story of the Ha 141 would have ended there. Not willing to give up on his idea so easily, the Blohm und Voss company financed the construction of the first prototype with its own funding. The prototype was completed early in 1938 and the name was changed to Bv 141. It made its maiden flight on the 25th of February that year. The flight went well, without any major problems. The only issue was a slight oscillation of the landing gear. When it was presented to the Luftwaffe officials, they were surprised by its performance and ordered a production run of three more prototypes. Interestingly, after some negotiations with Blohm & Voss, their prototype was included in this order and two more aircraft were actually built. The first prototype was marked as V0 and would be later rebuilt into the Bv 141 V2 prototype and tested with the BMW 139F engine. The Luftwaffe officials only requested that the crew gondola be completely redesigned, internally and externally, to incorporate a larger working space, and to be almost completely glazed, quite similar in design to the Fw 189. Bv 141 V1, actually the second produced aircraft, was used to test the aircraft’s general flight performance. The V3 made its first test flight on 5th October 1938 and was used mainly to test the BMW 132N engine.
After the first prototype was shown to the Luftwaffe officials order few more to be built for future testing [luftwaffephotos.com]By 1939, an additional two more aircraft were built. The V4, that was to be sent to the Erprobungstelle Testing Center at Rechlin, had an accident during landing. After the repairs were made, it was finally flight tested at Rechlin. It performed well and it was liked by the pilots that had the chance to fly it. It also underwent a number of different weapon tests. Once all these tests were completed, the V4 prototype was chosen for modification into the first A-series. After that, a small series of the A version, five aircraft in total, were built and used mostly for testing and development of new improvements at Rechlin. Some were stationed at Aufklärungsschule 1 (Training School 1) at Großenhain. While the A-2 would be rebuilt into a training airframe in May 1942, the fate of the remaining aircraft of this series is unknown. Likely, all were scrapped. Depending on the sources the A-series aircraft were powered by a 1,000 hp BMW Bramo 323 radial engine.
A rear view of the Bv 141 V4 prototype. [luftwaffephotos.com]Following these tests, the Bv 141 received positive reports about its overall performance. There were also discussions about its mass production. Despite this, the whole project was officially canceled on 4th April 1940. The main reason was the Luftwaffe high officials’ distrust of the design. The official reason for rejection of the Bv 141 was noted as ‘underpowered,’ despite its good performance.
Technical Characteristics
The Bv 141 was a uniquely designed single-engine all-metal aircraft. It did not have a standard fuselage, with the engine in the front and the crew behind it. The crew gondola and the fuselage with the engine were completely separate from each other. Both were located slightly off the center of the wings. The crew gondola was placed on the right, with the engine to the left.
The glazed crew gondola is quite visible here [luftwaffephotos.com]The first A-series aircraft had a wingspan of 15 m (49 ft 3 in). The Bv 141 was initially powered by a 865 hp BMW 132N 9-cylinder radial engine. It used a constant speed propeller. Behind the engine, the 490 l fuel tank was placed.
Close up view of the initially used 865 km/h BMW 132N engine. While weaker than the later engine used, its performance was much better and offered a much more pleasant flight. [luftwaffephotos.com]The tail design was changed during the Bv 141’s development. Initially, a standard tail design was used. This would later be replaced with a forward leaning, asymmetric tailplane, offset to port side. The unusual shape of the new tailplane had the intent of providing the rear gunner with the best available firing arc. It only had one elevator, which had a larger surface area than the previous model. Surprisingly, the aircraft’s good performance was left unchanged after the introduction of the asymmetric tailplane.
The landing gear was more or less standard for its time. The front landing gear consisted of two large wheels that retracted outwards into the leading edges of the wings. To the rear, there was a small landing wheel that retracted to the back and slightly protruded out of the fuselage.
The landing gear on the Bv 141 were standard type at the time, consisting of two forward landing wheels and one smaller to the rear [luftwaffephotos.com]The first crew gondola had fewer glazed surfaces than the later used models. In general, it provided the crew with excellent front, rear, and right-side views of the surroundings. The left view was partly obscured because of the engine.
The Bv 141 pilot front gondola interior [luftwaffephotos.com]The armament consisted of four 7.92 mm machine guns. Two MG 17 forward firing fixed machine guns were placed in the forward nacelle. These were operated by the pilot, who used a Revi aim sight. To the rear, one defensive MG 15 was placed in a small circular cupola atop of the Bv 141. The last MG 15 was positioned to the rear of the aircraft. The Bv 141 could also carry four 50 kg (110 lb) bombs.
The pilot was positioned on the left side of the englazed nose of the gondola. Next to him was the position of the observer, who also acted as bombardier in case the Bv 141 was used for ground attack. The observer also had the job of operating the radio and the machine gun placed in the small circular cupola. Interestingly, because he performed different tasks, his seat was connected to two tracks which enabled him to move freely inside the gondola without getting up. The third crew member operated the rear defensive machine gun.
The Bv 141 pilot had a large glazed gondola where the crew was positioned. It offered a good all round view (except to the right side where the engine was). [luftwaffephotos.com]The front view of the first Bv 141 prototype built by Blohm und Voss. [luftwaffephotos.com]
Last Hope for Production
With the cancelation of the Bv 141A series due to allegedly poor engine performance, Dr. Ing. Richard Vogt immediately began working on an improved version. In order to address the concerns made by the Luftwaffe regarding its engine, the Blohm & Voss designers decided to use the stronger 1,560 hp BMW 801A 14-cylinder two-row engine. Unbeknownst to them, this decision would actually doom the whole project.
With the new engine, other changes to the overall design had to be made. The wings had to be reinforced and their span increased to 17.46 m (57 ft 3 in). In addition, the leading and trailing edges had to be redesigned. The rear part of the fuselage’s design was also changed. The landing gear was also improved by adding much stronger landing gear wheels. The armament appears to have been reduced to three machine guns (the sources are not clear here), while the bomb load remained the same.
The top view of one of few built Bv 141B series. While intended to improve the Bv 141A series performance, it was never achieved successfully. [luftwaffephotos]All these changes would lead to the development of the Bv 141B series. The first mock-up was completed in February 1940. The first test flight was made on the 9th January 1941. This time, the Luftwaffe officials showed interest in it, especially after installing the much stronger engine. While Blohm & Voss received permission to build five aircraft of the B-series, the order was increased by five more. Initial calculations showed that it could reach speeds up to 480 km/h (300 mph), at least in theory. Almost immediately, the Bv 141B aircraft proved to be plagued with many problems. The controls were difficult to use and the plane was prone to mechanical faults, especially regarding the landing gear and the hydraulic systems. A huge issue was also created by the strong vibrations that occurred during the test flights. In addition, during firing trials, it was noted that cordite fumes would accumulate in the cockpit from the guns.
The Luftwaffe’s initial enthusiasm for this unusual aircraft quickly faded away. While the tests on the Bv 141 would go on for a few more years, the Fw 189 would be chosen instead. Despite this setback, Dr. Vogt would continue on working on similar and improved designs during the war. Due to urgent requests for more ‘normal’ planes, he was ultimately forced to abandon his work and, besides some proposals, he never got a chance to build another such aircraft during the war. The last mention of the Bv 141 B-10 was in May of 1944, when it was used to tow another unusual design from Blohm and Voss, the experimental Bv 40 armed glider.
A group of three Bv 141 aircraft during one of many test flights [luftwaffephotos]
Operational Use
The Blohm und Voss Bv 141 [luftwaffephotos.com]The second BV 141B prototype was allocated to Aufklärungsschule 1 (Reconnaissance Training Unit) in 1941, stationed at Grossenhain. It appears that its performance was deemed satisfactory, as more aircraft were requested in order to form at least one operational test unit for use on the Eastern Front. This was never implemented, mostly due to two reasons. The Blohm und Voss factories were redirected to higher priority projects, and since the Fw 189 was accepted for service, there was no real need for another reconnaissance aircraft.
Some sources, like the book Aircraft of World War II by C. Chant, mention that it was used in test flights over the UK and the Soviet Union during its short operational service.
Use After the War
The fate of the small number of Bv 141s produced is not known. While the majority were scrapped, some managed to survive until war’s end. One Bv 141 was actually captured by the Soviet Forces near the end of the war. This aircraft would be flight tested by the British pilot Captain Eric Brown. He was the chief test pilot of the Royal Aircraft Establishment at Farnborough. He was involved in a British project tasked with taking over German war research installations and interrogating technical personnel after the war.
The single Bv 141 was relocated to an auxiliary airfield near the town of Meissen. When Captain Brown arrived, Soviet soldiers were already taking anything that was of use from the airfield and destroying everything else. After making a request to the Soviets to see if the aircraft could be flown, the Soviets approved. He was instructed to conduct a short flight around the airfield, and to beware of possible engine malfunctions due to the general poor state of the aircraft.
Captain Eric Brown described the flight with the Bv 141 as follows. “With the flaps set to start, there was surprisingly little take-off swing, although I had expected rather a lot. The run was short, but I found the undercarriage took a long time to retract, although I suspected the hydraulics were sluggish after a long period of disuse.
The climb was mediocre at a speed of 189 km/h (112 mph) and, remembering my Russian instructions, I did not go above about 915 m (3,000 ft). Cruising speed at that height was 325 km/h (202 mph). It was at this speed that I decided to try out the theory behind the asymmetric layout of the 141, namely that in the event of attack, the aircraft could be stood on its wing tip and held there in straight flight, thus giving the gunner in the cone of the nacelles a tremendous field of fire.
Frankly, I was sceptical of this claim of edge-on straight flight, but it proved to be, as near as damn it, true. I then stepped up the power, increasing the speed to 360 km/h (224 mph), but just as I rolled the aircraft on to its port side, the engine suddenly backfired heavily and oil pressure began to drop. This terminated any short handling session, as I considered discretion better than providing the Russians with their eagerly awaited spectacle.
I therefore turned straight into the landing pattern with the engine throttled well back, and lowered the undercarriage immediately at about 610 m (2,000 ft) to give it time to lower in case it got temperamental. I had both flaps and the undercarriage lowered by about 305 m (1,000 ft), across wind of the final approach, turning on to finals at 150 m (490 ft) at 145 km/h (90 mph) and easing the speed off to 130 km/h (80 mph) over the airfield boundary.
I stopped the engine at the end of the landing run, as it was obviously very sick. …. In retrospect, I am really glad to have had the unique opportunity of even a short flight in the Bv 141B, because it left me with the realisation that it was not as bad an aircraft as its development history seemed to suggest. It had good, effective controls, although it had poor lateral stability, which would have made it unpleasant to fly in turbulence at low level. Maybe this and the fact that its competitor, the Fw 189, had excellent flying characteristics, were the real reasons for its demise before reaching operational production. “
Allegedly, according to some internet sources, at least one Bv 141 was captured by the British forces. It was then shipped to England for evaluation, but its fate is unknown.
Production
How many Bv 141s were produced is not clear in the sources. The number ranges from 13 to 18 aircraft being built. This includes at least three prototypes, five of the slightly improved A series and some 10 B series aircraft. The last Bv 141B was delivered in mid-May 1943.
Ha 141 Prototype – The first prototype was built as a Blohm & Voss private venture.
BV 141A – Slightly improved version.
BV 141B – Powered by a much stronger engine and with many other modifications, especially to the wing design.
Operators
Germany – A few aircraft were used experimentally by the Luftwaffe.
Soviet Union – After the War, the Soviets managed to capture one Bv 141B, but its fate is unknown.
United Kingdom – Possibly captured one, which was allegedly shipped to England for evaluation.
Conclusion
The BV 141 initially demonstrated generally good flight characteristics, despite its unusual and radical design. The desire to further improve the flight performance, and distrust by the Luftwaffe eventually killed the project. The extensive redesign of the Bv 141B series simply had too many problems that were never completely resolved. The Luftwaffe was also reluctant to invest more time in it, especially as the more orthodox Fw 189 was being introduced into service. In the end, while it was not put into production, the BV 141 was nevertheless an interesting design and certainly deserves a spot in aviation history.
Bv 141B Specifications
Wingspans
57 ft 3 in / 17.56 m
Length
45 ft 9 in / 13.9 m
Height
11 ft 9 in / 3.6 m
Wing Area
570 ft² / 52.9 m²
Engine
One BMW 801 A-0 1.560 HP 14 cylinder radial engine
Empty Weight
10,360 lbs / 4,700 kg
Maximum Takeoff Weight
13,450 lbs / 6,100 kg
Fuel Capacity
470 l
Climb Rate to 6 km
In 8 minute 48 second
Maximum Speed at 5.000 m
272 mph / 438 km/h
Cruising speed
250 mph / 400km/h
Range
745 miles / 1,200 km
Maximum Service Ceiling
32,810 ft / 10,000 m
Crew
Pilot, observer and the rear gunner.
Armament
Two forward fixed 0.3 in (7.92 mm) machine guns and one same caliber machine gun placed to the rear.
Nazi Germany (1940)
Prototype Passenger/Transport Plane – 2 Built
Born out of Deutsche Lufthansa’ vision of an advanced airliner to replace the aging Ju 52 after the war, the BV 144 is arguably one of the rather unique looking passenger airliner planes of the 20th century. Although designed by Blohm & Voss in 1940, the first flying prototype wouldn’t take to the air until 1944, when the development of the BV 144 was no longer relevant to its original purpose and the Germans were in full retreat.
History
With rapid advances in Western Europe throughout 1940, Nazi Germany was confident that the war would be over soon. With such conditions in mind, it was very reasonable for Deutsche Lufthansa to start drafting up plans for their commercial airliner services after the war. Looking for a new aircraft to replace their aging Junkers Ju 52 transport, Deutsche Lufthansa turned to Blohm & Voss in 1940 in hopes of an advanced airliner. The design was finalized in early 1941, and was ready to be constructed. With France recently defeated, the Germans decided to take advantage of the French industry and ordered two prototypes to be constructed at the Louis-Breguet Aircraft Company factory in Anglet, in the Nouvelle-Aquitaine province of France.
BV.144 in its assembly stage. Note the large forward lamp assembly in the nose.
Although construction started in 1941, the first prototype would not be completed until sometime between July and August of 1944. By this point, the war situation for Germany had became alarmingly worse and the BV 144 was no longer seen as important. Another factor which may have been the cause of the slow construction was the deliberate low effort put into construction by the French workers, as they didn’t wish to help Germany progress. Finally, in August of 1944, the first prototype of the BV 144 would take to the sky. Unfortunately for the Germans however, the Allied forces were moving rapidly through France after Operation Overlord. This meant the Germans were forced to abandon the BV 144 prototype due to their retreat.
After the Liberation of France, the Louis-Breguet Aircraft Company factory fell back into French hands, as well as the completed BV 144 prototype and the second unfinished prototype. Both were transported to Toulouse via road and received French registration numbers. Intrigued by the relatively advanced design, the French would continue testing the BV 144 post war. The second unfinished prototype was also completed by the French post war, but it is unknown whether or not this prototype flew before the termination of the BV 144 project once and for all. Both prototypes were scrapped.
Design
BV.144 seen with French markings
The BV 144 was an all metal monoplane with a distinguishing high wing design and a tricycle landing gear configuration. It would have been powered by two BMW 801 MA 18-cylinder engines generating 1600 horsepower. The wings were located at the shoulder position of the fuselage, giving the engines a large ground clearance. Combined with the relatively short tricycle landing gear, the design would be advantageous to passengers as the fuselage would be close to the ground, allowing much easier boarding and disembarking.
The cockpit consisted of a pilot and a co-pilot in a stepped cabin, as well as a compartment for a radio operator. Following this compartment, there would have been a cargo storage, a passenger compartment, a toilet and another cargo storage. At the cost of some cargo and a less spacious passenger compartment, the passenger count could have been raised to 23 from the original 18.
Forward view of the BV.144
Foreseeing problems with takeoff and landing, Blohm & Voss designed the plane with variable incidence wings, which meant there were electric-mechanical systems fitted into the BV 144 that allowed the wing to rotate 9 degrees around its tubular main spar within the plane. Such a system was previously tested in 1940 on the Blohm & Voss Ha 140V-3 hydroplane with success. This interesting system would have allowed the pilot to change the sweep angle of the wings during low speed landing and takeoffs without having to shift altitudes. It would also allow the pilot to have a slightly better view during landing. Along with that, long slotted flaps were also provided to aid in landing.
Side view of the BV.144 with French markings
Another interesting feature of the BV 144 was the aforementioned tubular main spar, which was patented by Richard Vogt, the chief designer for Blohm & Voss. Although quite light in terms of weight, the spar would have been able to provide excellent load carrying characteristics. On top of this, as a surprising feature, the spar could also have been used to carry extra fuel. The last notable feature of the BV 144 was the defrosting system located at both wingtips and the tail section. The system would have allowed the tips and tail to stay warm using heated air provided through an oil burner.
Operators
Nazi Germany – The BV 144 was intended to be used by the Deutsche Lufthansa, and possibly even the Luftwaffe as an advanced airliner meant for short-medium distance routes.
France – The French took over both prototypes of the BV 144 once the Germans retreated out of France and continue development of the plane postwar for a while before ultimately scrapping the project in the end.
Blohm & Voss BV 144
Wingspan
88 ft 7 in / 27 m
Length
71 ft 6 ¼ in / 21.8 m
Height
16 ft 5 ¼ in / 5.01 m
Wing Area
947 ft² / 88 m²
Engine
2x BMW 801 MA (1600 hp)
Fuel Load
1900 L (Gasoline)
Minimum Weight
17416 lb / 7900 kg
Maximum Weight
28660 lb / 13000 kg
Cruising Speed
255 mph / 410 kmh at 13123 ft / 4000 m
Maximum Speed
292 mph / 470 kmh
Service Ceiling
29848 ft / 9100 m
Range
963 mi / 1550 km
Crew
1x Pilot
1x Co-Pilot
1x Radio Operator
Payload
Regular:
18x Passengers
Maximum:
23x Passengers
Gallery
The prototype BV 144 seen in a side profile illustrationA “What-if” paint scheme depicting the prototype BV 144 if it had seen service with Lufthansa during the mid forties.
Nazi Germany (1938)
Kingdom of Hungary (1938)
Nazi Germany (1940)
