Do 335 built & ME 210 cancelled. Dora built in 43 & ME 410 cancelled. HE 100/112 slowly developed into longrange fighter to replace ME 110. HE 177 scrapped & replaced with? what JU 89?


On 4 June 1938, Junkers achieved a new Payload/Altitude World Record with the second prototype D-ALAT with 5,000 kg (11,000 lb) payload at an altitude of 9,312 m (30,500 ft). (4,000 m/13,120 ft more than a Short stirling with the same payload) On 8 June 1938, D-ALAT reached an altitude of 7,242 m (23,750 ft) with 10,000 kg (22,000 lb).link...

1. The Do-335 Anteater is a nonstarter. By the time its bugs were worked out with engine cooling issues and faulty undercarriage, its 1946 and you have better jet aircraft on the allied side that will kill it with ease.

 

2. The FW 190 is a great plane. Work on it hard dealing with engine variants optimized to aspirate at 3000 meters and 7,000 meters. This gives you a you a fighter that works as a bomber interceptor over Germany as well as CAS and tactical combat aircraft over Russia.  I don't know if the liquid cooled JUMO-2134  series was actually justified. Germany needed a radial engine fighter for on the deck work. The FW-190 was their radial engine fighter line.

 

3. He 100-113: evaporative cooling and an incompetent supercharger ducting arrangement in the scarce DB601 engines chosen is why that was a CRAP fighter choice. The RLM engineers knew exactly what they did when they rejected that turkey. A JUMO-213 would have been better but the HE 100 was designed for the Daimler Benz. Wrong choices kill you. 

 

4.JU-89 was a propaganda plane, unmaneuverable  and a poor mechanical design with no growth potential. Given a choice I would work on the He-177 and work to fix and fit the JUMO 222 engine to it. The problem with the JUMO 222 like the US Pratt and Whitney R-2060 is that the Junkers engineers could not solve oil scavenging, seal it and in the case of JUMO, the engineers could not solve the exhaust stack. Pratt and Whitney DID, which is why the B-36 Peacekeeper was possible with the Wasp Major.  Consider a better plane. Use the Ju-88 as a baseline. I know it doesn't have the range and load that some desire, but it was an excellent design (their best bomber design) that in the 188 design gives the Germans the bomber that they needed. 

 

One for four, try to use a start date and see what was actually available to start a better German line of development. Note also, that the reasons the Germans did what they did were often very good ones when you know what their overall problems were. Example: the RLM chose the pilot killer BF 109 in 1937 because that was all they had that could perform equally with Hurricanes and Polikarpovs with the crap engines and super chargers Germany had then. Its the same reason the Allison powered P-40 was the US mainstay fighter in 1941. Lousy engines and poor supercharger technology meant lightweight and small mass short ranged airframes with limited growth potential. Germany and America both had to play catch up with the rest of the world. With the Americans by 1943, this meant either license built British Merlin engines (*P-51s), or the very deadly line of  air-cooled radial Pratts that made entire deadly line of US Navy Cat fighters and the P-47 Thunderbolt possible.             

 

H.

 

       

Fighters:

He-51: biplane for intermediate training and second line tactical air support.

Arado 69: biplane for intermediate training and second line tactical air support.

BF-109: day fighter and interceptor.

FW-187: night-fighter, long range fighter.

FW-190: day fighter, interdiction aircraft and bomber escort. 

Bombers:

Do-17: fast bomber and CAS aircraft.

HS-123 ground attack aircraft.

Ju-87: dive bomber.

Ju-88: general purpose bomber.

 

More later....   

 

Fighters:

He-51: biplane for intermediate training and second line tactical air support.

Arado 69: biplane for intermediate training and second line tactical air support.

BF-109: day fighter and interceptor.

FW-187: night-fighter, long range fighter.

FW-190: day fighter, interdiction aircraft and bomber escort. 

Bombers:

Do-17: fast bomber and CAS aircraft.

HS-123 ground attack aircraft.

Ju-87: dive bomber.

Ju-88: general purpose bomber.

Patrol planes.

Do-26: long range seaplane.

FW-200 maritime land based patrol type. 

He-115 seaplane. This bird is your standard PBY type.

 

Transports.

FH-104: Siebel liaison and courier aircraft 

Ju-52: because there was nothing else German that could mimic a C-47.  

 

Best starting line up I can devise for 1938-1940.

 

1. The Do-335 Anteater is a nonstarter. By the time its bugs were worked out with engine cooling issues and faulty undercarriage, its 1946 and you have better jet aircraft on the allied side that will kill it with ease.

 

Not exactly. Itwas worked on in 37 & in 1940 Goering told Dornier the war would be over soon so it wasn't needed, therefore shelved for a considerable time. Renewed interest sprang up later, but jigs lost in a bombing raid, so another delay was created. Had it been chosen instead on ME 210 or given a greenlight circa 1940, it would have had its bugs worked out certainly by 42.

1. The Do-335 Anteater is a nonstarter. By the time its bugs were worked out with engine cooling issues and faulty undercarriage, its 1946 and you have better jet aircraft on the allied side that will kill it with ease.

 

Not exactly. Itwas worked on in 37 & in 1940 Goering told Dornier the war would be over soon so it wasn't needed, therefore shelved for a considerable time. Renewed interest sprang up later, but jigs lost in a bombing raid, so another delay was created. Had it been chosen instead on ME 210 or given a greenlight circa 1940, it would have had its bugs worked out certainly by 42.

 

& no one mentioned canceling the FW 190 radial. rather bringing the Dora with DB 603 along sometime 43 when allied bombing became a problem instead of the terrible 2, ( 210 & 410) without shutting down the asssembly lines for Anton makes infinetely more sense.

1. The Do-335 Anteater is a nonstarter. By the time its bugs were worked out with engine cooling issues and faulty undercarriage, its 1946 and you have better jet aircraft on the allied side that will kill it with ease.

 

Not exactly. Itwas worked on in 37 & in 1940 Goering told Dornier the war would be over soon so it wasn't needed, therefore shelved for a considerable time. Renewed interest sprang up later, but jigs lost in a bombing raid, so another delay was created. Had it been chosen instead on ME 210 or given a greenlight circa 1940, it would have had its bugs worked out certainly by 42.

 

& no one mentioned canceling the FW 190 radial. rather bringing the Dora with DB 603 along sometime 43 when allied bombing became a problem instead of the terrible 2, ( 210 & 410) without shutting down the asssembly lines for Anton makes infinetely more sense.

 

 

 

 

DO 335

During 1939 Dornier was busy working on the P 59 high speed bomber project, which featured the tandem engine layout patented earlier. Work on the P 59 was stopped in early 1940 when Reichsmarschall Goering, anticipating a quick end to the war,

 

In the Autumn of 1942, with detail design progressing, Dornier were informed by the RLM that the Do 335 was no longer required

 

Dornier eventually turned to the Inspector-General of the Luftwaffe, Generalfeldmarschall Milch, to expedite matters. The necessary redesign had been completed, and the first metal cut on the prototypes at Oberpfaffenhofen by the end of 1942.

 

 

As construction of the prototypes proceeded, the war situation was growing more serious. On 7 June 1943, Hitler himself intervened to expedite the Do 335 and Me 262 programmes. However, on 7 Sept 1943 Messerschmitt persuaded Hitler that the Me 262 would be a better suited as a high speed bomber than the Ar 234 or Do 335, and the Me 262 received sole priority. This was despite the fact that the Do 335's bomb load was twice that of the Me 262. Milch's advocacy of the other two types was brushed aside.

 

The main production line was intended to be at Manzel, but a bombing raid in March 1944 destroyed much of the production tooling and forced Dornier to set up a new line at Oberpfaffenhofen.
On 23 May 1944, with an Allied invasion of France expected at any time, Hitler ordered maximum priority to be given to the Do 335 production effort. The decision was made to cancel the Heinkel He 219, and use it's production facilities for the Do 335. However, Ernst Heinkel resisted the cancellation, and managed to delay (and eventually ignore) its implementation.

 

Pretty much tells the tale.

1. The Do-335 Anteater is a nonstarter. By the time its bugs were worked out with engine cooling issues and faulty undercarriage, its 1946 and you have better jet aircraft on the allied side that will kill it with ease.

 

Not exactly. Itwas worked on in 37 & in 1940 Goering told Dornier the war would be over soon so it wasn't needed, therefore shelved for a considerable time. Renewed interest sprang up later, but jigs lost in a bombing raid, so another delay was created. Had it been chosen instead on ME 210 or given a greenlight circa 1940, it would have had its bugs worked out certainly by 42.

 

& no one mentioned canceling the FW 190 radial. rather bringing the Dora with DB 603 along sometime 43 when allied bombing became a problem instead of the terrible 2, ( 210 & 410) without shutting down the asssembly lines for Anton makes infinetely more sense.

 

 

 

 

DO 335

During 1939 Dornier was busy working on the P 59 high speed bomber project, which featured the tandem engine layout patented earlier. Work on the P 59 was stopped in early 1940 when Reichsmarschall Goering, anticipating a quick end to the war,

 

In the Autumn of 1942, with detail design progressing, Dornier were informed by the RLM that the Do 335 was no longer required

 

Dornier eventually turned to the Inspector-General of the Luftwaffe, Generalfeldmarschall Milch, to expedite matters. The necessary redesign had been completed, and the first metal cut on the prototypes at Oberpfaffenhofen by the end of 1942.

 

 

As construction of the prototypes proceeded, the war situation was growing more serious. On 7 June 1943, Hitler himself intervened to expedite the Do 335 and Me 262 programmes. However, on 7 Sept 1943 Messerschmitt persuaded Hitler that the Me 262 would be a better suited as a high speed bomber than the Ar 234 or Do 335, and the Me 262 received sole priority. This was despite the fact that the Do 335's bomb load was twice that of the Me 262. Milch's advocacy of the other two types was brushed aside.

 

The main production line was intended to be at Manzel, but a bombing raid in March 1944 destroyed much of the production tooling and forced Dornier to set up a new line at Oberpfaffenhofen.
On 23 May 1944, with an Allied invasion of France expected at any time, Hitler ordered maximum priority to be given to the Do 335 production effort. The decision was made to cancel the Heinkel He 219, and use it's production facilities for the Do 335. However, Ernst Heinkel resisted the cancellation, and managed to delay (and eventually ignore) its implementation.

 

Pretty much tells the tale.

 

 

Aware of early teething probs of Heinkel 100/112. Didn't advocate its replacing 109, rather an eventual replacement for ME 110 when & if it was acceptable for service & could deliver a longrange performance. Wingtanks, fuselage tanks etc al la P-51. Some planes can make that work, Spit  could fit wing tanks to enable it to go to Berlin, but they weakened wings too much, so were not followed through with

You are uninformed aren't you?

 

The Anteater wasn't even conceived until 1940. It wasn't even flown until 1942 by which time, the FW-190 was in high priority development as an adjunct to the pilot killer BF-109. Far from denying the need for fighters, the Luftwaffe pressed ahead with several development projects to replace or augment their one day fighter which they knew had serious shortcomings-especially against RAF night bombers.     

 

The very engines the Anteater used did not exist in 1937 or 1940!  They were not built until MAY 1942.

 

This is exactly what I mean, when I say you know nothing in subject.

 

Now, want to know about the aft engine overheating problem that was a rejection issue, and why the landing gear doors induced  yaw instability that made the Anteater unflyable, until those those doors were removed also caused it to be rejected (excessive drag), or is that Down Syndrome cognitive issue going to be a problem?

 

H.

 

 

 

BULL!

 

The reason the Spitfire did not carry a wing mounted tank was that it could not be plumbed to fuel feed from those hard points. The wing was too thin.  The guns, ammunition feed, and flight control cable runs took up the whole of the wing chord. The wings were the physically strongest feature of that remarkable little plane, allowing it to turn better than almost any other plane its small size with the ridiculously powerful engine that it sported. 

 

So it was plumbed through a fuselage hardpoint like many of its contemporaries. (P-40, BF-109, A6M)  It was limited thus by its loft and its overall shape (drag) to a rather small droppable fuel tank. It could not therefore reach Berlin from its English fields even with its 90 gallon drop tank.

 

H.

 

You are uninformed aren't you?

 

No you are uniformed. Dornier filed a patent on it in 37. You have made it entirely clear your knowledge is essentially nil on this A/C. Perhaps doing some reading before posting would be a good idea for you. It was not given go ahead by Goering in 1940, therefore not pursued with due diligence.

 

on 3rd August 1937 he filed patent number 728044 for an aircraft of just such a configuration. It was on the basis of this patent that the Do 335 came to be developed.
http://www.aeroflight.co.uk/ty...

 

 

Twas Johnny Johnson who mentioned the wing tanks quote I mentioned in his book.