horten ho 229
TRANSCRIPT
Horten Ho 229 Hitler's Stealth Fighter/Bomber
& Other Horten Aircraft
American & British Intelligence Documents
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Horten Ho 229
Hitler's Stealth Fighter/Bomber & Other Horten Aircraft American & British Intelligence Documents
101 pages of United States and British intelligence documents covering the development of aircraft designed by the brothers Reimar and Walter Horten, including the Horten HO 229. Recently this plane has also been called "Hitler’s Stealth fighter", even though the plane's stealth capabilities may have been incidental. An additional United States intelligence report shows that the Japanese were developing technology that was much more explicitly stealth than what was applied to the Horton Ho 229. The Horten Ho 229 is known by several different names. The Horten Brothers called the plane the H.IX, so it is often called the Horten H.IX. Reichsluftfahrtministerium, the German Ministry of Aviation, gave the plane the identity Ho 229. At times it is referred to as the Gotha Go 229, due to the German manufacturer chosen to produce the plane, Gothaer Waggonfabrik. According to William Green, author of "Warplanes of the Third Reich," the Ho 229 was the first "flying wing" aircraft with a jet engine. It was the the first plane with design elements, which can be referred to as stealth technology, to hinder the effectiveness of radar to detect the plane. In 1943, the head of the German Luftwaffe, Reichsmarschall Hermann Göring, presented to the German aircraft industry what is known as the "3 X 1000" goal. Goring wanted a plane that could carry 1000 kg of bombs (2,200 lb), with a range of 1000 km (620 miles), at a speed of 1000 km/h (620 mph). The Horten Brothers had been working on flying wing design gliders since the early 1930's. They believed that the low-drag of the gliders they made in the past could be the basis for a craft that would meet Goring's demands. The H.IX's wings were made from two carbon injected plywood panels adhered to each other with a charcoal and sawdust mixture.
In 1943, Göring awarded 500,000 Reich Marks to the Horten Brothers to build and fly several prototypes of the all-wing and jet-propelled Horten H IX. The Hortens test flew an unpowered glider, the prototype H.IX V1 in March of 1944. The aircraft did not look like any existing plane in use during World War II. It looked very similar to the modern American B-2 Bomber. Goering was impressed with the design and transferred it away from the Hortens to the German aerospace company Gothaer Waggonfabrik. At Gothaer the design went through several major improvements. The result was a jet powered prototype, the H.IX V2, which was first flown on February 2nd, 1945. Removed from the project, the Horten Brothers were working on the Horten H.XVIII, also called the Amerika Bomber. The Horten H.XVIII was an attempt to fulfill the German desire to build a bomber that could reach the United States. After several more test flights, the Ho 229 was added to the German Jäger-Notprogramm, or Emergency Fighter Program on March 12, 1945. Work on the next prototype version of the plane, the H.IX V3, ended when the American 3rd Army’s VII Corps on April 14, 1945 reached the Gotha plant in Friederichsroda. In 2008, Northrop-Grumman using available design plans built a full-size reproduction of the H.IX V3 using materials available in Germany in 1945. They also studied the only surviving parts of a Ho 229 V3, which were housed at the Smithsonian National Air and Space Museum's Paul E. Garber Restoration and Storage Facility just outside of Washington DC in Suitland, Maryland. Engineers at Northrop wanted to find out if the German craft could actually be radar resistant. Northrop tested the non-flying reproduction at its classified radar testing facility in Tejon, California. During the testing the frequencies used by British radar facilities at the end of the war were directed at the reproduction. Tom Dobrenz, a Northrop Grumman stealth expert said about the H.IX, "This design gave them just about a 20 percent reduction in radar range detection over a conventional fighter of the day." When combined with the speed of the H.IX, after detection by British homeland defense radar, the Royal Air Force would have had 8 minutes from
the time of spotting the aircraft before it reached England, instead of the usual 19 minutes. While the design was proven to be stealthy, it has been argued that it was not designed to stealthy. There is no documented evidence in Germany that the design was intended to be what would later be called stealth. In an article written by Reimar Horten published in the May 1950 edition of the Argentine aerospace magazine Revista Nacional de Aeronautica, Reimar wrote, "...with the advent of radar, wood constructions already considered antique, turned into something modern again. As reflection of electric waves on metallic surfaces is good, such will be the image on the radar screen; on the contrary, on wood surfaces, that reflection is little, these resulting barely visible on the radar." In the late 1970s and early 1980s, information began to leak to the media that the United States was working on aircraft with stealth technology. In 1983, Reimar Horten wrote in Nurflugel: Die Geschichte der Horten-Flugzeuge 1933-1960 (Herbert Weishaupt, 1983) that he had planned to combine a mixture of sawdust, charcoal, and glue between the layers of wood that formed large areas of the exterior surface of the H IX wing to shield, he said, the "whole airplane" from radar, because "the charcoal should absorb the electrical waves. Under this shield, then also the tubular steel [airframe] and the engines [would be] "invisible" [to radar]" (p. 136, author translation). By 1983, the basic elements of American stealth technology were already public knowledge. DOCUMENTS HORTEN TAILLESS AIRCRAFT – CADO INTELLIGENCE DEPARTMENT
A 26 page report created in 1945 during World War II by the Intelligence Department of the Air Materiel Command titled, “Technical Report No. 76-45 on Horten Tailless Aircraft.” This report focuses on the H.X V2 and the H.VIII. The report contains information about other Horten aircraft dating back to 1931. The information in this report was collected by the U.S. Naval Technical Mission Europe from captured documents and partly from an informant who was a draftsman for the Horten Brothers. The informant is reported to have been in continuous close contact with the Horten Brothers, until the time of his capture. THE HORTON TAILLESS AIRCRAFT RAE REPORT This 75 page, October 1945 report was produced by the British aircraft authority, Royal Aircraft Establishment, Farnborough. It was produced from information gained in March 1945, soon after American troops took control of Bonn, by a Combined Intelligence Objectives Sub-Committee team visiting the original home of Horten Aircraft. Also from an interrogation in England of the Hortens performed by a party from RAE. This was followed by a RAE team visiting sites in Germany where Horten designed aircraft were assembled. They were tasked with returning to England any remaining aircraft. Finally, a RAE team returned to Germany to interview the brothers and others in the field of German aviation. TARGET REPORT - JAPANESE ANTI-RADAR COVERINGS Also included in this collection is the 12 page Naval Technical Mission to Japan intelligence report "Target Report - Japanese Anti-Radar Coverings." The report shows that Japan was more on track in developing what would be called stealth technology. From the reports introduction:
"Japanese research in the field of anti-radar coverings was quite intense, and while several research products proved to be rather successful, according to the data presented, it was difficult to use, in practice. Such information as was available is included in this report, and was obtained from the Air Technical Intelligence Group, which initiated the request for interrogations, data and samples." Japanese researchers were working on specifically creating a process to reduce radar detection. Their approach was to research rubber coverings containing carbon powders and anti-radar paint. The research ended with the end of World War II. Much of the documentation from the experiments was ordered destroyed by Japanese officials on August 15, 1945.
HORTEN TAILLESS AIRCRAFT CENTRAL AIR DOCUMENTS OFFICE
INTELLIGENCE DEPARTMENT AIR MATERIAL COMMAND
TECHNICAL REPORT NO. 76-45 ON
HORTEN TAILLESS AIRCRAFT (1945)
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Hortc 'Tilless Aircraft 5 I.18(34one)
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U.S. Naval Technical Miss in Europe TIP-7 6-45me) (Same)
le) Secr. U.S. English 26 photos, diagrs
A det-ihod description is given of the H-IX-V2 jet propeUed tailless fighter. The aircraft is poweredby two 1E MWV turbojet engines. It is equipped with five fuel tanks in each wing. Two bombs of 2200 lbeach ind, four 37 mm cannons are carried. The main landing gear retracts inboard. The nose wheelis seo f -centering but not steerable. Brakes are supplied for main wheels only. No armor, leakprooftankE, and de-icing equipment are provided for this experimental model. At 20,000 ft, with full load, th,the a trp.ane is supposed to obtain a maximum speed of 720 mph. A short description is also givenof th B R-VIII, a six-engine flying wing, with a maximum range of 4500 miles at a cuuising speed of200 1 aph at an altitude of 5000 ft. This aircraft will carry about 60 passengers. A list is appendedof ol .ier Borten-developed aircraft, mostly gliders.
Copies of this report obtainable from CADOA. 'plaae Design and Description (10) Airplanes, Tailless (08724.8)R4 sea:rch Tppes (13)
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By
Central Air Documents OfficeIntelligence Department
Air MYatoriel CornandWriGht-Patterson Air Force Base
Dayton, Ohio
'if'fill aII
SECRET
TECHNICAL REPORT NO. 76-45
ON.
HORTEN TAILLESS AIRCRAFT
A short description of a tailless jet propelled fighter built anddesigned by Horten Bros. Some data is also presented on a large transportflying wing now under construction and other Horten e.aircraft.
U. S. NAVAL TECHNICALT MISSION IN EUROPE
Foreign Equip. BranchTech. Data -,ab.: Eng. Div.
---- -
1. Introduction.
2. The H-1X-V2 Jet-Propelled Tailless Fighter.
2.1 General2.2 Description2.3 Performance2.4 Controls2.5 Structure
3. The H-VIlI six-engine flying wing.
4. Other Horten Airplanes.
4.1 Horten I4.2 Horten II4.3 Horten TII4.4 Horten IV4.5 Horten IV b4.6 Horten V4 Horten VI (ELM 253)4.8 Horten VII (RIM 226)4.9 Horten X4.10 Horten XI41.11 Horten XII4.12 Horten Parabola
5. List of captured documents related to Horten airplanes.
6. List of figures.
Foreign Lquip. BranchTech. Data Lab.. Eng. Div.
1. Introduction.
The information presented in this report was collected partly from captureddocuments and partly from an informant who was a draftsman for the Horten firm.Because of the technical limitations of the informant, some of the data must beaccepted with appropriate reserve. The informant, however, had kept in continuousclose touch with the designers, the Horten Brothers, until the time of his capture.Most of the data obtained pertains to a new jet-propelled tailless fighter, theH-IX-V2, which was designed and built at Goingen under the technical supervisionof Major Walter Horten and Oberleutnant Riemar Horten of the Luftwaffe. In thefollowing sections are given a short descrip.•ion of the H-VIII, a large commercialflying wing which is under construction at Gottingen, and a description of otherHorten designs. The last section is a complete list of captured documents whichare being processed and filed by C.I.O.S.
2. 5he H-IX-Y2 Jet-Provelled Tailless Fighter.
2. 1 JZa~
This single seater fighter-bomber was designed by the Horten Bros. and builtat the Luftwaffe Sonderkommando 9 at Oottingen during the War. It is the productof fourteen years of experience in tailless aircraft design. In aspect andconstruction it is very similar to the H-V (see section 4.6), which was builtprimarily for the purpose of carrying out preliminary research and development onaircraft of the H-IX type. The outstanding new feature in the H-IX-V2 is the useof jet propulsion. The first experimental design of the H-IX was designated theH-IX-ViL (V - Versuch). An increase in size of the jet-power units forced aredesign which is designated the H-IX-V._. The H-IX-Vl and H-IX-V2 are essentiallysimilar. They are both being tested at Oranienburg. The H-IX-V3 is a version ofthe H-IX-V2 designed at Gothaer-Waggon Fabrik for the study of mass productionproblems. The H-IX-V4 is a two seater version of the H-IX-V2 intended for nightfighting. It has a larger pointed nose.
2 .2 De~ipl
No exact drawings of the airplane could be obtained. Three views of aproject design closely resembling the H-TX-V2 are shown in figure I. Majordifferences between this drawing and the H-IX-V2 are indicated in the sketch offigure 2 drawn from a verbal description of these differences by a draftsmanfamiliar with the aircraft.
In the H-IX-V2:
a. The rear gunner is eliminated and the canopy is faired aft.
b. In plan form the tail end of the cockpit protrudes aft ofthe wing and fairs to a point.
c. The engines are further apart and moved forward.
d. The main landing gear retracts inboard instead of outboard.
e. There is one nose wheel instead of two.
f. There are three movable surfaces on each wing Instead oftwo.
General characterlsaLcs of the H-IX-V? are as follo%,s:
Span - 53.5 f'- (16 meters)W:ing area - 1452 sq. ft. (42 sq. meters)Gross welght - 13,CC)C' ]bs. at full load.
Foreign Equij,. BranchTech. Data .ab.. E". - D'
Two BMW jet engines (see figures 3 to 9) Probably.BMW 003?Five fuel tanks in each wing (see figures 2 and 16)Two bombs of 2200 lbs. each.Four 37 mm cannons.Main landing gear retracts inboard.Nose wheel self-centering but not steerable.Brakes on main wheels only.Spring operated catapult seat.Armor, leakproof tanks and de-icing equipment are not provided
on the experimental model.Figures 3 to 9 are photographs showing the center section ofthe wing of the H-IX-V2 under construction and the jet engines.Wooden assembly templates may be seen.
2.3 Urgoriao
The wing loading is 40 lbs./sq. ft. The maximum speed with full loadat 20,000 ft. was quoted to be 720 mph, the landing speed 90 mph, and theendurance 4j hours. The airplane is being flight-tested at Berlin-Oranienburg.Take-off runs of 1600 ft. were obtained on initial flights with light load. Itwas estimated by the Germans that a take off run of 3000 ft. would be needed withfull load. No wind tunnel tests were carried out for this airplane since consider-able information was available from the performance of a similar airplane, theH-V, previously flown. The maximum speed of the jet-propelled Me 262 was •quotedby the informant as 560 mph and that of the jet-propelled Arado 234 as 500 mph.
2.4 Cotgl
The movable surfaces marked 2 and 3 in the sketch (figure 2), act essentiallyas a combination of ailerons and elevator (elevens). The inboard movable surfacemarked "'" in the sketch and a similar area across the center section of the wingare used as landing flaps. Maximum deflection of the control surfaces is shownin figure 10 for three positions of the stick. The indicated deflection angles areapproximate. Positive angles correspond to downward deflection on the outboardaileron which has full Friese nose. The amount of protrusion below the wingcontour, in the case of an upward deflection, increases from the tip inboardallegedly to avoid snatch. On the middle control surface (marked 2), the nose isa blunt Friese. Tabs are only fitted to the middle control surfaces. They actas geared balance and trim tabs. All control surfaces are statically balanced.The lever arm of the stick may be varied. By lifting the stick it assumes aposition giving reduced stick forces at high speed. The kinematic principle ofthe control gear is illustrated in figure 11. The details of this figure actuallycorrespond to the H-V, but the principle used is allegedly the same in the H-IX.An ingenious mechanism is used to transfer the motion of the control arm in thehorizontal plane of the wing into a vertical control surface deflecting. Thismechanism is shown in figures 12 and 13. Directional control is obtained by meansof wing tip spoilers indicated at locations 4 and 5 in figure 2. There is onepair of small spoilers and one pair of larger spollers on each wing. The footcontrol gear is designed in such a way that the small spoilers protrude first,affording a more gentle action at high speed. The design of these spoilers isshown in figure 14. On most previous Horten designs, including the H-V, leadingedge spoilers were used. These spoilers were hinged at the leading edge as shownin figures 11 and 15. This type of design was abandomed because of the aerodynamicshadow effect on the ailerons, high control forces, and mechanical complications.The spoilers of the H-IX slide in and out of the wing in a plane perpendicularto the direction of flight.
2.5 5
The wing is entirely of wooden construction except for the tips, which areof light metal, and the center portion which is of welded steel tubes. A cross
Foreign Equip. BranchTech. Data Lab., Eng. Div.
-4-
"W. - w. -_ -
section of the wing is shown in figure 16. Wood glues are Kauritleim W and WHKmade by I. 0. Farben. There is one main spar and one auxiliary spar. Controlrods are contained inside the main box spar. The wing surface is plywood coveredwith special lacquer finish for smoothness. The airfoil section is not laminar.The jet engines are mounted through the main spar. Aft of the engine exhaustthe wing is covered by a protective metal plate at a distance of about 10 mmalong the wing surface. Extensive use has been made of wood because of a shortageof light metals and also in order to facilitate the construction. Figure 17 showsthe structure of the H-V which resembles closely that of the H-Il.
3. -TheH-VIII SiZ Fngijne Flying Win
This airplane is under construction at the Luftwaffe Sonderkommando 9 atGottingen. It should be ready for flight testing around November, 1945. Ithas a span of 157 ft. (48 meters), and is powered by six 600 hp BMW pusher engines.Figure 18 Is a general view drawn by the informant from memory. The airplanerange is computed to be 4500 miles at a cruising speed of 200 mph and at analtitude of 5,000 ft. It will carry about 60 passengers. The center sectionis of welded steel tubes. The outer wings are of wood with one main spar andone auxiliary spar. The control system is the same as for other Horten designs.Powered controls are envisaged. The nose wheel is not steerable but self-centeringby spring and cam. There is no pressure cabin. The adaptation of a venturi of3 meters diameter under the wing for use as a flying wind tunnel has been proposed.
4. Other Horten Airolanes"
4.1 Hotn -
Glider built in Bonn, 1931-32. (See figure 19)Span - 41 ft. Flying weight - 440 lbs.Wing area - 226 sq. ft. Gliding angle - 1/21Weight empty - 264 lbs. Sinking speed - 2.8 ft./sec.
Won Rhon glider contest. Destroyed purposely by fire.
4.2 Hor ten. H-,
Both glider and powered version - (see figures 19 and 20)Built in Bonn, 1933-34.Span - 54 ft. Flying weight - 830 lbs.wing area - 344 sq. ft. Gliding angle - 1/24Weight empty - 605 lbs. Sinking speed - 2.6 ft./sec.
Has good flying qualities and does not spin. The nose drops nearthe stalling speed.
4.3 Horten H-III
Glider built in Tempelhof (Berlin) 1938 - (see figure 19)Span - 66 ft. Flying weight - 750 lbs.ding Area - 403 sq. ft. Gliding angle - 1/28Weight empty - 550 lbs. Sinking speed - 2.1 ft./sec.
4.4 Horten H-IV (RrLM 251)
Glider built in Konigsberg-N ? in 1941 (see figure 19)Span - 66 ft. Flying weight - 750 lbs.Wing area - 203 sq. ft. Gliding angle - 1/37Weight empty - 530 lbs. Sinking speed - 1.8 ft./sec.
"-5-
d0 V=,%0al5' 8 so
Outer wing panel was of metal construction because it was toothin to be made out of wood. The pilot lies in a semi-proneposition.
4.5 Horten U-IVbM
Glider built at Hersfeld. It was a plastic wing version of theH-IV. The leading edge was made of Tronal (plastic manufactured.by Dynamit A. 0. - Troisdorf).The flight characteristics were not satisfactory due to the stallingproperties of the laminar wing. One glider crashed in a spin killingthe pilot.
4.6 a
Built in Ostheim 1936-38. Powered by two Hirth HM 60R (2x80 HP) engines.(see figures 19 and 21) Also built at the Peschke factory in Minden1941-42 and flight tested in Gottingen in 1943. There have been side byside and single cockpit versions. A plastic version with flush cockpitwas also built. This airplane crashed on the first flight due to apiloting error. The wings of this airplane were entirely plastic includingthe spars. (More details will be given in the C.I.O.S. report).Characteristics of this airplane are as follows:Span - 53.3 ft. Flying weight - 2750 lbs.Wing Area - 452 sq. ft. Power 2 x O0 HPWeight empty - 2310 lbs. Max.Speed - 150 mph
Landing Speed - 47 mph.
This airplane was built for the purpose of carrying on preliminaryresearch for the Horten I?- fighter.
4.7 Hort enV3I 11.[fM 253)
Glider version of H-IV with a larger span and less dihedral wasbuilt at Hegidienberg and flown. Design was abandoned becausethe wings were too flexible for practical handling on the ground.
4.8 Horten YII -(RLM 226)
Basically similar to the H-V. Powered by two Argus AS10-C (240 HP)engines. One airplane has been built at the Peschke factory at Mindenand is being tested at Oranienburg. A second one is about to be completed.There are twenty on order. A characteristic feature is the use of a ,bar glidin$ spanwise and pretruding from the wing tip as a directionalcontrol. (figure 22). This device has been very satisfactory in flight.
4.9 &
A version of the H-III with movable wing tips for lateral control.Not very successful.
4.10 Horten H-XI
Acrobatic single seat glider of about 26 ft. span being built atHersfeld.
4.11 Hgr ten &-XI 1
Two seater side by side with Dh'4 50 HP engine. Des'gred at Gottingenunder construction at Kirt-orf. Basically s-.milar t-o H-I.1. Designed forprivate flying,
"-6-
4.12 Horten ParabolaCfiuei19
Glider with parabolic plan form. Built at Hegidlenberg. Never flown.
Destroyed by fire.
5. List of Cap)tured Docuents Related to or~ten Airp aes.
No. 1. Fluozeug- Typenbuch 1940"2. i 1941i3. Report on Flight tests of Horten II4. Folder on the use of plastics5. Design requirements for Salplanes - 1930 Vol. 16. " " "if - 1939 Vol. III(two copies)
S.Data on kinomatics of control systemsPhotograph of H-2, H1-3 and H-4
9. " " H-2 - (four copies)10. i" H-213. " H-212. H-313. H" 1-4 - brake flaps (spoilers)14. H-4 - Aileron15. "-" 1-k- in flight, flaps out16. i.arge photographs of H-2 in flight - (two photos)17. " H-4 in flight - (four photos)18. Photograph of H-4 on ground19. H" '4 in flight20. " H-5 on ground21. " H-7 in flight22. H-" H7 wing under construction23. Photographs of H-9 - installation of jet engine (seven photos)24. Tracing of H-1, 2, 3, 4 and 7 - plan forms25. Drawing of H-1, 2, 3, 4, 5 and parabola - plan forms26. Tracing of H-2 general arraneement2ý. Drawing of H-2L. - date 3.9 3628. Drawing of ? - General Arrangements29. Drawing of H3B - G. A. No. 108-250 8.1 - date 7/7/3930. Drawing of H-3D - G. A. No. 108-250 S.1 - date 11/18/4031. Drawing of H-3D - G. A. - date 5/21/4432. Drawing of H-3D - control systems No. 108-250-410-date 12/9/4033. Drawing of H-3B - " No. 108-250 - 41 s.4.
- date 6/22/39
34. Tracing of H ? G.A.
35. Drawing of H-? Elevon nose shapes No. 108-251-60- date 12/17/43
36. Drawing of H-4B " operating ? 108-251-60-date 12/8/43
37. Drawing of H1-5C Model -date 10/18/4138. Drawing of H-5C Model -date 10/4/4139. Drawing of H-5C Model -date 10/3/4140 Drawing of H-5 G.A. -date 5/30/4141. Drawing of H-5d G. A. No. 8-252-0-S.I. (two seat)
- date 3/19/42e42. Drawing of H-5d G. A. No. 8-252-0-S.l. (side seat)
- date 3/23/4243. Traaing of H-6A G. A. No. 103-253-00 - date 5/16/4444. Tracing of H-6 Wing G. A. No. 108-253-51-S.1. - date 1/16/4345. Tracing of F-6A outer wing No. 108-253-60 - date 9/22/4346. Drawing of H-6V Steel spar No. 108-253-S.1-S.2.
- date 9/25/4247. Drawing of H--6 Wooden spýar II I~o. 103-253-t~l-S
-date /448. Tracing of H-6 4ooden spar 1 No. 108-253-35- - date 9/!8/42
-7-&I EM 00 nr7po
49. Drawing of H-6A Outboard Elevon No. 108-253-35 " date 9/20/4350. Tracing of H-6 Ribs 14.5, 15 and 15.5 No. 108-253-50 S17
- date 12/8/4251. Tracing of H-6 Ribs 2.25 and 2.5 No. 108-253-50-8.2.
- date 10/12/4252. Drawing of H-7 Spoilers Top inner No. 8-226-37-02
- date 1/9/4453. Drawing of H-7 Spoilers-left No. 8-226-37-8.1 - date 1/6/4454. Drawing of H-7 Spoilers-lower No. 8-226-37-01 - date 1/7/4355. Drawing of H-7 Spoilers-Top Outer No. 8-226-37-03
- date 1/10/4456. Drawing of H-7 Spoilers Surface No. 8-226-037-01-01
- date 1/8/4457. Drawing of H-7 No. 8-226-37-03-01- date 1/11/4458. Drawing of H-7 Spoiler Details
59. Drawing of H-7 " "60. Drawing of H-7 Spoilers Operating rods No. 8-226-37-00
- date 1/14/4461. Drawing of H-7 Spoilers Operating rods details No.
8-226-37 - date 1/14/4462. Drawing of H-9 Project G.. A. - date 3/26/4263. Sketch of H-8 (six engine flying wing)64. Tracing of Horten Tug G. A. - date 12/ /4065. Drawing of Horten Tug 0. A.66. Proposals for development of the Horten Tug - date 12/15/4067 Drawing of retractable cable system for Glider towing6 . Tracing of proposals for highly loaded motor Sailplane
- date 1/28/3969. Drawing of H-3D control system No. 108-250-40-s.I.
- dated /22/4270. Drawing of H-5 (two copies)71. Drawing of Performance Data 11-5 (six copies)72. Photograph of Horten Parabola73. Photograph of H1-2, 3, 4, and 574. Twelve different photographs of H-575. Photographs of H-4 - (six different photos, some duplicated)76. Three photographs of H-3 spoiler77. Photographs of H-6 wing under construction78. Photograph of H-3 wing.
9.Photograph of H1-2. Two photographs of highly swept back model
81. Pilots control82. Photofraph of accident - H-383. " H-3 aileron84. " H-3 spoiler85. " H-586. Drawing of H--3 controls No. 108-250-41087. Drawing of H-3 spoiler No. 108-250-sl-U-03
These documents have been forwarded to C.I.O.S. Secreteriat in London.
6. List of Figures
Fig. 1. Preliminary project drawing of jet propelled fighter.Fig. 2. Plan view of H-IX-V2 wing.Fig. 3 to 9. Photographs of center section of H-IX-V2.Fig. 10. Deflection of control surfaces for various st!cl-*
posi tions.Fig. 11. Schematic view of contrcls.Fig. 12 and 13. Aileron actuating arm linkage.Fig. 14. Photograph of spoiler.Fig. 15. Sketch of leading edge spoiler used on early designs.Fig. 1o. Crcss section of wing structure of H-TX-V2.
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Fig. 1ý. Photograph of wing structure of H-V.Fig. I . General view of H-VIII drawn from memory.Fig. 19. View of H-1, H-il, H-11, H-IV, H-V aircraft.Fig. 20. Photograph of H-Il.Fig. 21. Photograph of H-V.Fig. 22. Sketch of the protruding bar type spoiler used for
directional control of H-VII.
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HORTEN TAILLESS AIRCRAFT REPORT
ROYAL AIRCRAFT ESTABLISHMENT FARNBOROUGH
(October 1945)
BACM RESEARCH WWW.PAPERLESSARCHIVES.COM
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Class ntI1Iiber 629.lJ.014.48 , , " - . (4.3) Horten':' " '
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R.A.E •. Report 'No, F.A. 259/1 , " •• Toch. Note No. Aaro.170.3
: Octobor, 1945
BO'! J.¥L J\IRCRAFr ESTl!.BLISfThfl'lNT,F AEHBOROUGH
The Horttul tnillcsa, airorntti
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K. G. Wi.Jkinson, B. So., n.;r. o.
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SUMMJmY'
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In Match this year a c. I~ o. s. tee.m visited the original homo of Horton ,aircro.i't at Bonn, and brought back, infonnation 'on tho recent acti vi tics of the brotho.rsHorion which revealed that. their d.evel..lpment of tho flying wing typo had, reached an, advancod stage. Severnl powered type::; ofgrcatintercst' had been bujJ'!i and flown, "
, and a 'six ~ngined· flying model of" a transport plane half oompleted. "
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, . Later on the Hortens '~7ere interrogatod in England ·:-...j,id a p::l'\;Y , from R.A.E. follo\Vcdthis up by visiting tho Horten facto:des arid flight, test centres in GoX'll1any in C\ll attompt to find nnd proserve ,':, , soma 'of the morc useful aircraft. The trip. wn.sdisappointing in that all the po\rer 'airorart- except the half completEfd I:t VIII ,,;,'Cre, found' ,,' to be destroyed.Ona glider was ho'\rover. brought 'baole.'· ,,"', .',
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FinaLly, inSepteIriber, a party· 'Wflssponsorcd b;v-thc Tr-dJless Advisory Committee to visit Ge:nno.ny for tu.rthcr discussion with tha .-'. .. '.' -e. - ·t_ 'e. ' t
Hortens and others . ~ntcrested ~n te.:J J.J essproblems.' 'The follow;l..ng note is ,tho rosul t,of' a oollationotaJ Jthe intelTogation reports on tho Hortons D.tld iSM attompt to present 'a.oonsistent 'and fairly' complete ,',' aooountof t~oir work.
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III Prof. lIill ~Parttirne) , s/Lar. Kronfcld A.F.E.E.),
,Messrs. PrOVicr General Lircraft Ltd.) Wo.tson \..Annstrong Whit .. mrlhLtd.) , Lee ' Hand1C~, Puge Ltd.) ',' " . . ' WiJJcinson ", R. ... ~E. ' " ' . ' '
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,:,:.'~, :,'~8T OF'ILLUSTRATIONS' , , .. '
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,!" General arrc.ngement pf'.n I. and .R:;II General arrangemant of' HIlI ,. ' .. Piotures of' H III and PClrabola'
,I Piotures of powerod HIlI 'General arrangement of' H:IV PiotUJ:'()s of' H IV ' Pictures of' drag rudders . Piotures of' oontrol balanoe Wing sectiom of' H IV Wing sactions of' H!Vb ' Control mechanism
" General arrangement of' H V ,t' Pictures of' H V
"GGnGral arrangement of' H VI General arrangement of' H VII
, Pictures of' H VII Pictures of' drag rudders
, ", General arrangement of H VIII ,: General arrangement of' H IX '~. '
Pioturas of H'IX V.l Pictures of' H IX V.2 , , ' ,
.: Piotures of' H IX oentre' ~Aection ' " General a.rrangct1ent of' Parabola
" . Pic,turea of' H nIl ' '. Sketch of' H X ,'Diagram of' waggle tips Pictures' of' wagglo 'tip , Meohanism of' H IX spoiler
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1 Introdu~ .' ..
t ::':;.:>: .. ' .. ::The.~.~~~iv:i.:ti~~~of·· t'he Horten. 'brothers in. th~ .:desien. ofto.illes~ .; .... ;airc~aft ... Mv~been)r:·e:ported at vtu-ious; .~imes in the. Gerinan journru. '. . ... "Flug~por1;;" ~d .. trD.IlSlations -have been.'published bYR.T.~.;during 'the : .~ . wa:;:'.Their l'hore ~erious. efforts be:sed on early eXperience' with E!l~i"., I "':; , 'were not 'w~ll ~ownuntil 0. e.I.O.S. terun invest:ig~ted th6ijorten home 1
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.... a t:Bonn' (iYiarch ... '1945 / . ,und interviewed Herr Berger 'Who . supplied infOIlDa tion ! 'of mapy. of th~il: later ~projects.;). • J .' " .! " ',;' . ;.' -After th,e.ces~atiori of h9stilities'~' :the Hort~' ~~th6i~c were -It' . inte:rroga~ed in England ({;iay 194,) and in the first two \ve~~' of June I 1945·the \1riter·. vis·ned Gennany, with the Hortons,:· aYl;d investigated . ..'.' their centres of nctivity. Final interrogntion uns c~ied out by eo \. teamspqnsore9, .. by the Tailless ,Advis'ory Oommittee·in September. The i.;, mat~ria1 from these inves·tig2.tions has beencollnted and a fairly ). .' :,' cbmple-i'e, p~.cture' of the Horten . development is pres.en.ted : iil the follovdng /,',,·1 ,·report·., .. ThecollT.fllete series of hir.crDft . 'is d~sq.rJ,:t>qd·cin some detail f::L " and the' design methods used ore swnmarisoo. Re.sul.;-:t.s.cfrom fligM;' tests 1\ .... ,. on performance and handline nre' given whore posl:!ibie~-but no urittcn f' evidence in ''theway .of reports or calculations were ,foundJ>yri.ny of: l:·,.' '" the invest,igators.· This feature i,s uni'ortunatc since" ~ of the figures t ,i' ~ quoted. for perforlIlD.IlCe etc. _ are' dependent; on the accuracy of Reimar I'·' .. ,:. ,
I. 'I : Horten' s memor-,f ~ - . .' I' ' , .. ' ':'"Only one airA,r'll.ft (the H IV Sailpl;;:ne) wa~~'d.i)s96Y9~~~·.·±n.'~·he Britidhsector -:i:n .G-crme.nyin a conditionsui,tD.bU:i for trq,nsport to England for test flying •. Other gliders \1ere found iiithe'Amoric\lIl and French g'ectors but all the power .~ircraft Were so: badlY'domaged.. ns to be useless. 1 ,.. " .
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',- .... 'fllus trh t~ns·· for ·thJ' report have been" pr.cparea.'· i-ro~ . general 'arrangement 'draWings 'ofJJthe early gliders (I,IIond III'),' published in the German technical pr6ss toguther wi th_9.x'o.wirigso:r:. '!ihe' later ai.,Tcraft 'fotmd in GcnnSJy.:·· Fhotographs wero-'suppliea.·by Rcimar tiorten or t~E:ln by the G.uthor. . ,.;, ::"_._"_ .::..
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. 2' .... Brier:. historiq:d' SUI'Vuy ;; ~: '. i-'
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.' . .. . .. ).... .:... .'. . :::J:.":~.' Will ter and REd.,iuu:)iorten commenced.' ·'their experinien,ts. on. tailless aircrc.ft it the ages' of.'-ll and lO respectivelY.I?Y building anQ.' flyina 5!llD.ll modele:. In 1927-"they started gliding rola:' in"·the ,follow.·~ years helyed the Bonn group at' thcWasserkuppo. By 1932 \ Wril t'erhD.d 'his C . glider licence' and. E1i . .A2 power licence,:'Q.nd Reimar he.d his C gl,Wer licenc~ and had started p,?YICr fl~ing~"'-'
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In 193.3 they stc.rtE:d work: on theu.- first ~ carrY~ ;~iQ.er 'which they built in the faDlily hoIDe nt Bonn. ~Ti..'tls'beg~· with bungy cn:tapult launches'on levol ground; . aut'6:'i.u1d fiinchl2.unches wore tried. with:n.itmuch success and finally 'it was aero towcd.About,iiwO hours . flyiug were di.>ncup to 11r.rch·i934 ct1(l ·lr..ter thc.;'G year it won a prize at theRh5n glidin£': COI'lp~ti tions as 'an origm,n1 do·sign. -Longitud:inal stability ~eEmS to have been fairly good butl6.toralcontr61 wus urJ.iatisfactory (due lIlc:inly apparently to advGrse y~w.ing mo.ments i'rom thci( ailerons), end longitUd.iria.l control boorunc very: :ine:er~.<;:tiv0 ·I:'.,t, . ..' ,----loW spe~. . _ '.:; . '.',. ' .... ; 'I:··~· ' .. 1 . ,~ .' . . • ',:'.: ,~':: ' .. ::.r " '~r:"J;
. Aft0r 'thE. '1934 R.hbh conto'st the firstnircr~t :wns; scrapped end WoI'!~ stEu-ted ctl' the: Hortr.nI( ~ich incorporated le$s6ns learne~ on the Hr.. This ""u.s l':IDished in}d£.y-1935 but could notbo, entered ·t.ot" the - Rhon, so a 80 H.~.·ong·ine,\;)as'.~i'itted (Fig.l) G:nd extensive test":flying cni'riod out.·6
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producedby)the }:tO~,~kl~,~~.:p'Oi~t, the w~ for ·future ~V(1J::·¢.pm~~W, ,~f all ,<aircraft (presumablYoxcl",ding rotary ~ng:-t;ypoB). • Tho-'St4te Iiesearch .. CounciJ.:was ord.~o~· .. ,~9,·"organisora· group of spoc1nli'st's' td·'coOpero.te '. with the Hortens'ih"futll,I'O dovolopmont work,' and.' give '~he bro:thers all
.', possible' support«('Pro~ction for··training pu.xposea wai:f·o:iderodto. . recommence.: ... '.;. ...., ' ". '.' " ',,7. ...,.':
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Thero th~story 0.1" the. Horienu tailless wo.I."k'-ririisho·sj· ~';~eJ.larkabl& rc.cord of prog:ress,r.m.4e; i~.;spite of obstacles.' In th~' eo:r~. stages
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work Was only kePt.:g6ing by<a' genius for gl3ttinepeopl~:'to, ,,!ork fa+, nothing Md i.:rith~j, end. cont~~ty had to be. achieved in' ;'t\pit e cif ., fluctuating !offic.f~. support. .In addition. to running a wiy oomp~.ex
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und dispersed org~isation, the bI'others" with assistonce on 'ca.lC\llo.ti~ '.' ,:i:rom their sister/had to grapple With aerodi)'llar:dc' and engineering:. - u
,-"problens on a lJewi1~eritlg variety of airCraft. This eide of the.Wqrlc '. was run mainly' by ·RG;tmar~. who remn.ined indCpendont end original ~ . his· thought throughput ~d got little help from outside~. '.:
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. '. ·Apo.l:t 'fI'Ori1:~~¢' design' ano.p'roduction of theVII',:vrtt/ Unc+·U,. whi<;,h repre~cintGa tin 8L1bitious s~ricsJ. time and :resources. vrorcJ'ound .
1?0. pursue the '010. 'int~rost of glider design. By 1945 sorious prp'q:u.ction of the III and . !Vb had been brganised, amounting to about four a ,l;lOnth
. ..and two new glidors were' Constructed ,;,.' 'the .o.drobatic Rn and the" :ClaSS
.' ""productionH XIV:'sPorts' sailplane, ·d.osignedtp the oly'cipic :cames' '~ specification.' . ..
; .... ' "". ConourrentlY With this work a new two seater 'private mvners aircraft "withalOO'lP: engine w~.s desiencd" and ono.bui1t·nnd>flownas a. 'gl i dar •. Se:dous' tho:ught -v-ins o.lso .Peing given tp supersoni.o'airoraft Md tentative stops inthis"dire'ctionwero taken·,r.i.th the reaeo.rch desians·. H YJ;If and H x.~
In reviewing the Horten achievements one 'cannot help bOing :if.rliressod with the spead of their work ond the . utter irrelevence of' much of it to the Go:rmnn war effort. 1 P~totype Sliders Were knockedi:Up·yritliastonisbing . spced:wirth thovch:j xIdlumum of a..rawingae' Although:<the basic cle.sign::· and.general arr~geInerit were sounClly worked outby:Roi!iiW.r,·'dstnil·work
',\~;"was largely settled by the workman on the jo~ .With :occo.si6nal inter:fercnoe froo Horten. Peschke '\iaS reduced to' despair by tho Horten~ on many occasions"becnuse they vrere alwa;ys alter4e details o.s tho dosign progressed and he could never' get his production drawings tid3' ..
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'"There is rio doubt that muoh of tho work on 'sailplanes 'Was a dead loss to .Germany - for example the H VI, H IX nnd HXIV and the ~tor sailplane IIId had no connection with pilitary or civil designs and taught no useful les90na. Much of the:wqrk'ms without ·lli.L~l'{· s··cohsent,.
and Reirnar cOl.ilI!ldnted'·thdt .. M advantage of . dispersal Vc.lS· tlin.t ReL. Mcould not findo'ut what vms going on, or how their. money was be±ng spent. ADextrem6·example-wns·tncsecondgJ..id.er H VI, which was started at Bonn moved.~ Hersfled when the Allies' ~hreatened Bonn arid'fini$9d just .' before the Aniu.sticCf.'· rt was then hi<l.Cfen in ':a. barn where vie found it
• in'~·JUlie 1945. Tho' ~onstruotion took about 8000 manh()urs.1 Reiinti1r said that': he preferred building sailplanosbooausah.e :coUl" dO tile ;bonIplete
" ,design hinJ,self. He resented time spent '.:4l supervising;::'~~OIf his larger projects. . :, .•...... ' .' .• " .
:; I Brief description .. of ,"the .1'iorten.a:1.ro.ra:rt ," . l )
3.1 Gcn6ral lines of-develci;pnent .' .........
Frol,l the first the Horten ,h.:poth~rs h9-vc. 'f?C~n of the opinion thc.t pure flying wing is tho T:ldst:eff'ioiont fohn of aircraft a.nc1 ali. their offorts have boen dirocted towards i::,chioving this ide,~. They. have
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, At this stage tllc brothers 1i,rcre called up for milito.r:r service, but continued to worit on their taille.ss designs ond 'during 1936 schenod i:he H III and IV' (glidc:ts) .and tho twin engined H V •. Tvo r.lore H II.' s were built and entereq. by the Luftvlaffc for the 1937Rhon contests. No great success wa.s achieved hocD.use the brothers "''1ere out of pro.eti'ce. Genero.1 Udet,was interested in the Hortons work and asked'Hunna Reitseh to test an H II, in Decer:1bor 1938, and give an independent assessment'- Her report ~Appondix II) shov.red tho.t oonsideroble development was necessary in control' design but that the airoruft had some very good foatures, in .particul.o..r the behaviour at the stall wo.s good and the longitudinal damping satisfaotory. l1Din troubles were 'with lateral and direotional oontrol. .
Whilst stud¥ing at the Bonn Teehnioal High School in 1938 and 1939 ,the brothers organised the construction of a number of H Ill's which
,were paid for by the}'~istry of Education.' Two ofthe:type wore ' . entered 'for the 1938 Rhon contests flovm by Blech arid Scheidhauer
(later their chief test pilot). Rcnarkable perfOrr.1Ul1CE.lS ,wre put up by both aircraft. On AUiSUst 6th .Bloch clinbcd to 26,000 ft. in a . cUlnulo",:nimbus cloud. He had. to nbnndon his aircraft (probably due to 'icing troubles) and was unfortuno.t.;ly hit by it und killed' on tho way dovm •. Ho had a ffpecio.1 fixed auxiliary front aorofoil fi~tod to
. hie H IIItoo.ssist in performing tight circles. Scheidhaner also iood
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" up in tho some cleud. and, had totnko to his parachute. During this period the H VII, 0. developr.1Emt of the V (which had. been built to the' Horten designs and was. alreo.div flying) 'Was projected but could not be buil.t. Discussions took place with Heinkel and Messerschr,utt 'With a view to engaging Reimar on tcilless projeots but nothing CW1lO.of the negotiations. . , .
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'<;, ,:.;', F~m·.193~t~' 1942 the .bJ.:'Others rroro again. in the Luftwuffo l.1.nd 'WeJ:ter,' br devious .l;.leans managed to get an H IV (0. nc'1.7 highaspeot ro.tio .... sailplane) built at' Konigsberg where he Vias stationeQ. This clandostine .:, construoti6nWhs discovered by his cor.nander ond "t7altor wa;s sacked. . . . .
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In 1944 Northrop's vror].;: in luneriou ~ttra:ct'~d, attention in Gorr,lany .', ahd Wa1tervms qrdered to restart developm.ent~ ·.Luftwaff'~ Sander
,. :··:KOrnmando 9 vms set up with 200 men, £acto:r;y 'pr~ses and,Governt.1Ont grants to the tune of £;001 000 for getting ma.chinery.· Headquarters were at GOttingen and the 'Pesohke 'YlOrks at llindGn was used to build Horten designs. (ThiB was a furniture factory 'which turned over to aircrnft components during the -.,ro.r·yeo.rs). "JIiArtj other dispersed
. workshops and test and design groups were orgonised •. ',Construotion of the VII was authorised tE.IIld it was flown successfully in 1943.
9ffic'ial 'enthusiasm waned again' in"194J' When. tho .. qupntity ordor for tho VIlvtas cut" but they continued iio ,work: vnthqut authority and . stnrted the H IX as a private vonture ... Official interest ,revived vlhen it was h,alf completied nnd GOringordorcd 'then to finish it quickly •
. It flew as a glider in 19411- ond dcsicn~ work WD.S started on the H VIII whioh they 'succeeded in 'selling to 'R.L.M. 'Their high perfoJ:'ll'lfulca. glider H' VI also flc-,y in 1944. . '." '. . '. •
, . The P01iio:r:ed . .H. I>; tJ:i'-v in ,:Jaill.lD.ljl' 1945 o.t Orcnienbarg. It was " demonstrated to. GOnng' .J.\i~Mr:l.I'ohn.nd tho Goth.D. concern got an order to 'productionise tho ,ilD.sighiind build.' 20. . OnL-Iarch 12th a conferenoe Vias .
called at Cnrinhali' at which GOrin,3 ptc~;tded end it was decided that the Ohief oftho-14,r Equi~ncnt Branch, shoUld oonsider ir,'lI,lediato inclusion of Horten dovelqpI;lont an.1 yroduction'work into the FUhrer:S emergency progrrunme. The moeting put onrecord.:\;hat i,t· considered" the flying wings . . .
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" s~ead.fastly re~Used to compromis~ 'onth~~ tssueby, fitting fins of any , sort, although, sbme of': their unde..ro~age tl;"Ousers must oo'ntribute- . ' ,
..,' 'sub3tantial~y to the: sideforee derivative Yv 'al"ld' so give some of tbe benefits ,":'-'of a fin. Their laterp'ovrer aircraft ,have dis-J?ensed evon With this'
.',', ',partial 'fin •. ,Onaircraft with narrow chOrd wings they. haw' a.pprc~hed' the pure W:1ngaa olosely 'as possible by putting the pilot, in a prone position. ' , , '" . 'n . '-'
\ .
, -,.
The devolopn:tent .. of aeroa;Ynamic: idc~ has been almost entirely thrOUgh fligb.t ,e'xperitnent. No wind tunnel tests have been made ,on complete models~ although they have had i3-ccess to basia wind, tunnel "data and research work, fer example, . on th~ delay of shock stan on ' , highly swept bac~ 'Wings' anSI- tunnel test}:; on lO'i1 dr~ sections. Their general attitude 'seems to be that tunnel. tests take., too long and give' too)l.ittl~jirtformation. li. oerta:mamotint, pf tp.eir:f.light testing' ,has been, done' yr.i,. th instl"UDlentation but they :have done nothing as th~rough as, the.ci,II?:cnt instrrunented fiight·,rcsea:.rcn hore an~ in the U.S.A., The most complete investiga.tion seems to have been on the glider v~rsion ' . of the H IX which -naS' iJ'lstrtimen"'.;'oo. by, ~ V.L. for lateral. stability ,'tests tb",acmOXlstrate its suitability, as' a gun platform. I,iany 0,1' tho
~ gliders We:~~ perfonnance tested to measure drag polars and CrJnax and :.- tutt tests,to show stall deve+~ent were oarriod out ol? . three, aircrafti
., . .'
•. Apart, from this, the ~ority of night research .seems to have relied. on test pilots reports. ' ',',
• I" "
The fO;Llo\"ving paragraphs ii ve a brief doscription of'· eaoh aircraf't. , A ,mo~geneI,'a1.discussion of some, of the .aerpCi;ynrunic features ~on
.. " -,to severaldl3~igns,;,is given later~ Gomaral,.a.rrangomant drawings'a.nd
'>!': ' p1?-oto'graph~ ',aJ.;'!3 ,given in Figs. 1 -26 and dimension lLnd weight 'data', 't ,.;~. in'Tahle"I~ .:~',\"
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, This was built at Bonn 'during -the year 1931 ''!''!: ,1932 , and' .haCt a flying iife'~of abOUt. 7, hours. It had a span 'of 40 ft_ and:~ wing 'loading of 2 lb/sq.ft~ The oontro1system cOL-grisoda. eentx-&'flap Si:ving elevator oontrol and normal aileron's at the wing tip. Direotionaloon,tro1 was by ,leading~dge drag rudder at the w'ing 'tip. '
All the oontrol 'flaps ,were hinged at theuppcr surf'aee"lvith a. ciroul.ar arc lowtlr leading edge f'onning a'·seal with the "Wing. There ,was no '~rodiYnamio balance. " " .. ",
The '!frillg section w~'~ _trioal tnrougl;~~t Olld thiok er~ough (26% C) at" the qentrc sootion to houSe 'most of~he pilots body. His heac;!. projepted from the upper surl'ace and was faired by o.perspex co~it Qov~r. A ruboor" mounted skid fonlled the undercarriage.
i .. s remarked in para. 2 the .cOntrql' system' \"..asunsatisfaotory ,and 'Vms changed ,on sub,sequent aircraft. It seems to ,have beon impossiblo to stop· n slo\7 speed turn by UsC of aUoron' alon,e and t,hedrag rudder, which at' first. was 'on the lowor Surfaco only, vms inoffeot~ vo and caused a. nose dOVin pitc.hing r~oment. ~en an upper surface flap was added to oure this the braking action beoaIpo too, fio;roe o.np.. spriAg~"'had ',to: he:: inco:r:porated to make tho ccintrOlheuvier. ROforence was mnde to ~ yo.\ting, tendenoy at low speed "which could resu.?-t in:~.n. unoo.nt.rop.able turn. through .3600 • ' ' .. , ,," .
. 3.3.Hortcrn II
,~hi~';~rora:f't was of ~o ,SOOlQ generoJ. ~out o.s the H I but With .'
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-'W~. It(;jpoz"u"* b'.A. 259/1 ,'. Teop.~N:QtQ No .• Aero. 170.3 ",. .. \,' • • ~.: - '.~' I.
swoepbaok in?~as~d from 190 to 260 and' the later¥. _~d longit~al 'control cornbl.ned·in an elewn. Inboard flaps extending from elevon to . centre section. were. uaed to increase ~um lif't ~d arag. for landihg. . ~ . '. , .. , " -, . Tho' first version . was completed as a' glider' and thc: s'pcond fitted ~th an 80 HP1Iirth eng~e driVing.~ pusher propeller. In this aircraft . (~ig. 1) the pilot :woos seated' in. a reclining position and .o~1.etely 'oontained in the vting contour; a maximum ll3v~l speed of 219 k.peh. was' . aOhievcd~ . Subsequel1tl.y three mare gliders were huilt',the last boing completed in 19.37 after which the type was ab~doned in t'avour of the H III. ,",. ,.; ":,: ', .... : .. ~.. ~ I
_
" " ,'The ro~tWing 's9ction was ~an,ged from the 20% s~etrioal. HI' ' '. tyPe" to ~ 2Cifosection with ~f1exe~ crunbe~lino(zero Cmo},' chBnging along the span to a' symmetrical tip section.·~ bru.llllce tab WaS ,1'i t,ted to lighten the ,.Cqn~fols which were all P\lSlu:O~" operated. . '<ti" . TJ'le st~~tW::o was in' threepru::t;s, as in all subsequent Horl~n , designs.. The .6'en;tr6 s~ction being of wol~.d t~be and the .outer panels .: . of ·wood. "iiith. a n-:nose spar. The wheel underobl'TiAge had brSkes end . the front wheel 'Was· re:tractable.· ,: .. ~, '
I ,
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-' . -. .. ".' . Drag rudderS Qorisisted of leading edge flaps (~.on the Horlen ill Fig • .3) opening against a spring. ' . '. . . .... .J
Appendix II is ,a translati~n of Hanna'Roitsch's report on one of the H'II gliders. It is clear frdm this that lateral' and directional' oontrol we~ still only partially s~tisfactor,y although charac~eristics at the stall we"te excellent. ,'This feature is remarkable" for.. Dlthough I' a wing twJ:st of 80 , was uSed the effect of the high t'aper,~<l,sweepbaolc iuight • be expected to overpower ·the benefioial effect of·twi'st in delaying a tip still. ".",'
3.4'"' H III ,.r.
.... J ;"',. • •
, '. rrJ..· . . '1,':'- ~ . , The firs~. H III was bull t at 'Templehof Berlin l 'in 19.38 and the , '·,.;".~econd (HIlIb) ,was built by Peschke FlugZeugball, also ;in Berlin. :. '. .. . The main changes from H II were increased sp~ {20 mY iedUped sweepback (23 0 ): .and modifie,d lateral controls. The' outer ,,"ling panels this time had three movD.ble flaps : the innexmost was o.g?ina 'landing ,flap but, the outer pai~ were geared so that the outer flap had a large range of upward deflection and only slight dmmwaril moY9ffient and tho inner nap ,large downward. movement and s1ightu.PWa.rdr.~yemont. This arrangement reduced, unfClvourable yawing moments due io'alleron by making use of diffcrentiDJ. aileron ~ovement I . but avoiW;tCl ,tho change . in longitudinal trinl by tho' opposine differeriid.aJ...of'thG"J.nner flap . pair. In hierJt speed flight "the nose down triiu. ;.ms 'provided: mainly by the innor e~evon section moving downwards tho outer £1apdef1ecting only slightly; this had the advill:t;age of ral:i,e.ving tho tips of torsional loads at ¥gh speed~ '. A{)ro~omic bnl.ance was, ~ .by geared tab ·ox: sub typas IIIn nnd.b but on III d, 'f and ~ th~,~~a.d .. a_ ~.!r~s~ nQs¥i o~t~f ._bal.anq~ aeroCWnamic .loads. on. the. ele~to:r;e were trJJl~ by a ,rubber bungy triL"mer. . '. ,.
Drag :rudder design remained the same llS for H n. II III seems to have been a suooessful Ol1d useful type l for 14 were built oltogethur and several dirre:r:erit sub-types developed. Producti.on of some of the sub types was still going on in 1945. The following variation.s on the original:' therae ~re produ.oed:~.
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lItO· ;s:iiniiar,,·l;>~t· vtlth ':outer~lev~ti' flap . riot . eXt~i:ldihito th~ :W:i,ng .tip. t . .' ;.' ~ " ,- " . . ' t • . ' • " > " • • J
. '·'IIIo Type (a.).but with afixOd 1'ront plMe. Orie'~f these _s.b~t. . .'., ;,for the ,1938 lilian contest. 'Very little nyingex.t>orlenoe W'aJI
. . obtaino~. Theidoa was to improve Ci:Jna.x.;.:";'. ,". ,. , .....
. '. .. .~. . I . IIId StanQard wings fitted to a apeciol. centre section with ..32 .H:.p.
•. ' Volkswagen' engine and folding propeller. :The idea was .toproduce. " .. 'e, h;i.gb' perf o niian 00 'sailplane with auxiliary e~gine for take-off
and' climb" whioh 06uldbe shut off' for soaring without ~a1ring , the performance as a snilplonc.
Centre B~:wti~ns (0P.?1. engiil~·.y~tJl( gear. :d.riva) were being .produced atTUbing~: )lttlltl rato' 'of' t'lI? a rii()l\tl\_ 12. partly. tinisl:1dd .. 1\'Oro
: in the ttorlcshop-ln ~oI945.1I Finish~d parlsvere sent::t;o the Homberg nita' nsseIilbl'oaWi th·'Vri.ngs madei tittior.i1tdor:r. .' ..
• .' ' .• ." • ~ ~'. :'; ,I. . • . ~ .•
Fig. 4 shows Boae' views 'of the pow'r H III oent;r:cseation .. 'With D. .
belt dri yc-p? . th!3 .. propeller_' Fig;.·:5: ~w~. ~l?~·oompl~te ,ai·i:c.ratt. . . - . . " . . . . ~ ", - - .
. Performance with power was stated ·t·o·be·····
',:. Grouna run • 70 metres Rate of cliriJb 2 Io/seo. ..,
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C~~g spepd no l~ .p.h. :;,~ ~ ! ' .., , '-""
'.L::.i:~.;, . ~- .apeed··:·l3O k.p~.n. .", i
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,'~ :.'~~"'.,' Tl?~,;bngin~;W-~:t~lat~on was tl:!kon stroight, f:rOO;i the Vo;I.kswagen :"', :"'~';".' compltite ~t}:{~\,fSt sys~em and cl.optrlc starteri.,l:J; woigh9d
•..•... ~.,.,· .. ·~i'~·'·-'·· 249 lb,_ .. , .... :, ..... ~) .... ~·r'J· ,:,J..;' . . t, • • .l, ," .. 0,····' , 0
. " .... ,. . .L .:".' Q ' .• ,'
IIIo H III glider with waggle tips~ .' Tho scheme is skot~h~d :inFig~26. .' On this aircraft,' remains of ,yhioh 'were ,foWldat Go~1;:ingen,.· ~o . tips were operated directly .by the pUot_ .... - ,... .. , .
IIIf' Same as I:IJ.'))·~~t.·w.th prone p6~ition' for thkp:i.lp~. A spec:imen of this type was I'oWnd by the writer at Gut Tiorsieiii' With modifiod
... cont,rol:-s_:- 'l'h,e outer. f:J.ap had a Frise. noae, (as on BIV), spoU(Jr tYPo dia:grUdflorf? wero;":f'ittod: in place. 0.'£ the usw:U. leading edge
. split flaps" and H IV type ai.ve brakes. insta;llod. ," . " ,',. ,:. .', '.' ,
:;'1' Tho prone. piloting posi tion cliinin~tod th~ n~od,·:·'f9f ~o bead fairing used on th~' other. HIlI t s ~9-' gave the. pi;lPt .0. .m\lch better · . view.: . .. : . ..~> .;t-, .... ' .i
: '~:. • , > '. .:., : '.,i :;. :C·;.: i.:.,· .. ~.':>- , . , .. '·lI+g, speoi~' t.w: ··~o~to~ .. d~nt:re ·soctj'-~n· vr.L th~:~'~dGn1' 's~l?-ts~: :~:P9~;U:tens
r,'·~. ~re ,f;ol.l.l)q. llt;Zililiil(jrl;\a:il<l; Homberg •. T.14~ typ,c. ~s used fo~,training '. :, pti:rpoaes~. " '., . .. ,.... .', '... iI... .. · . .
, ; L.'·::.f :.~:;.,
, Nc;,indepen&mt 'opi~ions ~:o ~~~llb~e '6Ii':~he')iYi~g ~itios of tho H: I:p: .so:t':i;oa but".R4i~ ,Hortonwa~ l;nsJ.l~~cnt. that ~t ~s o.VClj". s~ght forward' .~:;,craft .from '~li~ p~tlj' P<?int . 6f. Vi~. lio . .st~od . tlu:l.t~· ," .. glider' pilot' with fi va' 'hours 'eJq9Qrl~OG oq'uld: be' ~Gl.y . sont off 010 in an HIlI. ,w .:.~ " '. ! :.' • •. ... • j',
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;' .. ;: ·3.5 ,H IV . :.: ., ..... ---
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., ... General . ... . . . ': '"
,', .. . .
. ThoH. IV, roprosantlld the Rortens matu.re thougbts on sailplane deSign. ,The 'span was tho same as'that of the H III:; but aspoot' :ratio
, : waS increasOd from 10.7 to 21.1 Md the control system fUrther dDw1opod.
',' " , ,
-', '.
In order to retain their finloss wing layout andgct the maximum ' . a.ero~o offioiency. tho pilot wns put in a. prone'position with hi,s bod;y' in a 27-;;' thiclq1ess ratio egg Md, his . kneosand legs in e. ~ leg well, 'Which also supported tho :rear.',akid (or \'/hoo1 in the case of the IV .b.) . . ", . . ','" ", ' .. ,. - , .
," A, sp~cim~n'of:'H IV 'Vas fo~d nt' GO~tingen in good condition and 'Yffi.S brought back to R.A.l!l. for test i'lyinZ. It ha.s oompleted 500 hours flying since ,its constr~ctionin '1942 including a. cloud'flight of li
, hours on' instrumonts : such a flight demonstrates that stabUity· and . control-and the comforlofthe prone position must bE) 'satisfactol1"_,
.controls '"
The three stat3c control flaps were all goored to the 'spectacle type control wheel (,he- 11) and opera.ted on the same, general principle as the earlier two flap control on tho H In. The"follow!!ng:,tbble:'. givos the (measured)' flap movements oorresponding tofulJ. oont,rol by the pilot. ' . • J: •. _J "
r '
't~' \' i.~: " Oontrol . Flap Anglos . . ,. f
",
Port starlJoard . " . Ccint~~l movement
,. "
.... ~\ ,
t I
, . .. Tip Centro Innor ,Innl3r Centro '~ip "',' .. ,
I . • .
I I Wheel fully forward. 12 14 14. I, 17··, 14. 'il , , V{ho~lfu:ny ,ba.ck -16 -:14 -;3 . ,:,"~'4> .. I.' '-14·;' -ll .. "
Wheet" to .. '! : 13' , k.:"::: ;:f ,
s-ta.rb,oura. +16 " 9 .. 1" ... 28 " _ ..
-', ';:P~ at arboard. ·a.'1d.1 "
: fully back I °1 -10 ,- 2 - 5 --17 -.)3'1 , ~ '.
, .
. It will be seen that tho outer new wrks principally ~up going aileron whereas tho \I cl:iJnbing olevator" action comos mainly froID tho" middle flap and "diving' elovator" aotion from tho innex: flap'., 'Dorm ,going aileron, needed t.:6 neutrali'so pitching moments,' oomoa from the iimer and middle flaps together. '.
. '. The centre and inner flaps woro unb:alanced, .with round noses, the tip flaps Friso bule.ndod \vi th a akO"" June":' gi. ving 3~fo balance at the . inboard end and zorb balanoe at tho tip. Thi,s scheme, shown, ~oarly,in Fia~ 8 gave the required ailoron yawing moments vdthout making'the .c '
control flJ.p 8.t the' tip vulnerable' ... men a w;Lng tip scrapcdthogtOurid~· " . ,'. .
"
Drug rudders were of thd: up~r o.nd,io~r ·~urfaoe spoiler type placed immediatoly ahead of thcouter' control nap;: tho. upper surface . , spoiler had Q. vented 'Web (Fig.- 7).' .To open the rudders, the pilot: had to pross with his toos, moving the fO,9:t:fl'an the. anklfJ. ,t.tg-..;:.i.n.;.t 1:\' spring load.iI...6 on the ;Ppdals which gave "'1;"13$).'1 to the oontrol-
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.,' "'.. &;rST OF OONTENrS 1. Introduotion 2. Brief historicol survey .
···.·:.:P4a~{t:.¥l~~ ..-.•. "-]·f:'>tf~· . ,; , , 6 ',.:.i::'
.3. Brief dascription of tho Horton a.ircro.f't . .3. 1 Goneral lines of Qcvolopmont " ,. 2 Korte t ' " 6: ' t' .3 • .3 ' II .3. 4 III .3~ .5 IV 3. 6 !Vb 3. 7 V 3. 8 'VI 3. 9 VII .3.10 VIII 3.11 IX' .3.12. X
,3.13 n , 3.~ XII .3.15 nIl 3.16. XIV 3.17 Parabola
, . , .
3.18 Projectod jot bori.lbor -'. 4.: How tho Hortons design thoir~rcr~ '4.1 WIng socj;ion design' " 4.2 Calculation of aerod;'rrulinio centres 4 • .3 Fixing the layout . 4.4 CGntrol_design, ,
4.5 Fligqt stability
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7· '7 . 8'
.'.~ '10 '13 14 17 17 20 21. 2.5 26 26 26
":;('~;"27 . , .27
28
28 28 30 31 33 34 34"
.4.6 Undercarriage design "~' , 4. 7 ~Stresai..ng . " ::' :,' '. .5. Comments onsomeaorod;ynamic o.spects Qi' t.bo:Hott~ dasigns 34'
5.1 Sta,bility and control in unstillod,:£iight c', '" . , " , • ' It", ' ...
5.2 Bohaviour at tho stoll and reoovery frau the "'8p:tn . 5.3 Tests on laminar flaw . , 5.4 OL max 5.5 Waggle tip control
, LIST OF APPENDICES , ,.
.35 35 36
I, 37 37 38
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Oentres of Horton activity Flight tost report on the U II
.Appendix I \ '.
LIST OF Tl,BLES
Data sheet for Horton Aircraft Wing seotions from the H IV Wing scotions from the HIVb
I
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II
Tabla. 1 II In
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~y prossing both feet togothcrhe could open both rudders simultanoously, thus. giving extra dra~ for glide oontrol. ,Ruddor operation ,/as said to oause no buffeting of the ·control flaps. The movement t;ronsmission from the pilots pew included a cam plate (Fig. 11) out to lP-Veno rudder , movement for. nogative movement ot tho pilots foot (i.e. ,pressure on the r,
" ' opposite 'podal) and an £l.pp.~Ximcitely li,ncnr relo.tibnship betwoen pocl.QJ. '" ',mdvcment and rudder proJection for po'sitive movement (i.b~ pressure on
~~~. '
'.' '.' .
, : '; All' oontrols were operated by push' rods, tho inner and central flaps and' thed,ragrud.ders 'being IlJOved by skew-hinge oDlltilevo~s; the
, sYsterri is illustrated, in Fig.ll. ,In the IV bthe skew hingo principle WllS extended to the outor flap operation also. The" mothod of operating the control flaps 'WllS s,~1.P1Gto construct and olim;inated allextemol control horns_: ' , ' .. " ;.. >'\ ' , ., ,
;, ,;:' : -,' . "Longitudirinl>trim was obtained by an in~ernal bungy"lIspring"
,\whioh'()OIl be; adju~tod to tako"any out-of'-balattoo, "~ro~ami.o,l~d.s ,on .,~. the' elevator control. ' :' ',',' , , ',' ,; ',' '
There were no landing tlaps but large spoiler typo ';diw.hrakos were provided, which eould also be used, to give ,variable drag for glide patk:' oontrol. ' ' . ',r
!. ::
: Wing dosiW ! .•
+', , .. ..,~::. :~~
" Then IV tiscd roflexed onmbere.d sootions (zaro Omo)' '~f'R.iA~F. '.34 type, changing' to' a symmctrioDl sootion a.t the' wing tip., 'Se~ions ,at four: stat1:pns on' the wine are given in Fig. 9 £\lld tnblos of" ordina.tos , in Table II. Tho Horton mGthod of dOrivine:l!ing sections is described later (pb.ra~ 4~5-);:-'-;' Fig." 9 also sho'v7s the measu:red'washout distributi~ni this
iV:C~*d\,~~;P~!~~ti~~nj!b!i~f~~~:~a~~~~~~~~i~~ fo:rnlula was more complioated (para. 4.2.1).' ' '--, , .. ' .. ': '
• . . , '. ~t ' ~ '4 ~~ , . .
The large 'wil1[,; ~:Q!aJ.. ?f5~ W't\S used to' giye adequate iling tip' olearance. ReiI.uar Hoiten oonSidered ,that norod\Y'habioally this' might, be on the large side ,)?uj; ~dvisable for practioal, ,roasons. It' ah?uld po rcmer.ibcred that 'both tho H III and H IV have an abnormally low valucfor the, lateral ralative density J.tso tMt unusualvaluos' of lrMd nv:would be pennissible :withou'G dynomio instability, resulting. " . • " , ,
Fljrinp, quaii ties
, ' Perfolllllmoe'was measured by flyin[{:ifrlo H'r:v aa.ri.irlst the D.30, a . conventional Pi$hpe:rionnance glider which had been qa~fully perfoDi1aIlOe ' tested by D. V.Le. to form a "stDJ'ld..1.rd". The essence cif the Illethod was to tow both aircraf't up together and lot them glide a.o,Vn fl'om ~out 10,000 ft.
,a.t a series of flying speeds, measur:il1g the relo.ti va height photogra.phically I at intervnlp,. From 'these tests the best gliding ~Blre of. the H IV was found to be 1. in 37 lllldthetninimUL."l sinking BpC)ed, 1.7' rtl sec_,:, }linimun
. sinkine, speed wo.s slig}.tly' loss than the D 30 but 'at' high speeas' tho :b 30 , was bettor.'" ,,:,' .. .." ".~, . .;., ... , .. -...:- '" ' , , / . . " . Scheidhau~r; Hortcns ' ,cl1itif test pilot,has': done the mnjorlty of the flying in Horton IV's. (about 1000 hrs) and his, comments are "WOrth rGcord.iilg. He is e. stron3 advocate of tho p'rone posi tio..'1 - in his otm, vror~ij;-'hasnoiliIiieo~~tf'.ge6'f! -.All H IV ;oni·roI~l1.O dose r:lbe d 0.$ '';;ery-J.r8;ht;''ne~r&w:--tile sfIdor with "two fingers". Tho elevator "iro.S 'apparently rathorsensiti'V'o' CoJfIPareo. with the o.i1oron b1;J.t not unpleasantly so'" Aileron appli~'\t"i01'l prodl.loed no adverso yaw - ~
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definite improvement at'ter the II end III - and oould reverse a. 450
'b4.nklllc1 tw:n in 5 8001,. ·at 70 - ~ k.p.h., ,whioh :i.e hotter than tho , ' 'average sailplane '. Longitud.i:naJ. stability he thought satisfaotory
'but 'heoOmmented on 'a oll\V1sg1e ll wlti,.ch was produoed by flying thro~ . .:- gusts; this is apparently a sharper pitoh response than for 0.
o onventi onal sailplane, but well damped, qui to haxr.iless and roquiri.ne no oorreotive a,ot1,oon by the pilot. A true stalloould not be produced ~
I ' with nonnal eleven .adjustment beoause of increasing statio stiak '\ °
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fixed stabUity at tJ.?-e ,stall, vdrloh used up o.vailable elevator power before the wine tips were stalled. Spins could only be produced by .
I applying:full "ailoron and rudder with the stiok hard bll.c1:CJ rcoo;.r~n'Y was easy.
'StabIiity Una. controllDhility on tow were exoellent. Soheidhruor described a oompet::i,tion in which '8, number of sailplc.nos were aero-to'wed from ,Grunn.u through tho ver.f tul-bulent air in the "standing wave", frorJ a nearby mountain; the rough air haa. to be negotiated on-tow to get to
,', the area of rising' currents. .All the instructo-rs, from the sohool at ' Gl"'Urul..U were ~g' oonventioneJ. sailplanes and broko their t_iines without exception.-Scheidhauer in his H IV inano.e;ed to got;throu'::p
, Md soar in the standing wnve. He attributed hj,s sUCoess partly to his own skilJ. and partly to the good controls of· the H IV' plus his
, ability to 'use the tip l."'Qdders together' to oh!3ok sur~ing u., tho tow ;' rope. .
. ' T~e-'o:f'f seems to present SoTile probl~s t'o a ,pilot now to the ,airoraft. It. soems that the short undercarriage base, responsive·: elevator and small wing tip cloorance con produces.; very erratio . ' take-off if the pilot is not smooth and preoise iri~ his control movaments.
Structural features . :.,; .
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. Oo'n~truction' followcd the nOIT!1U Horlen pr~ctice.t but' the, vtinU , ":'Panel~ were' lIlIi~ with det~~ablc tips of ah~et;Olektrqn. This was
.' " .. neoesso.ry because the norrowchord at tho t1P Jjl(ld,o aocuro.to,oonstruotion . , in' woodve.ry difficul t.Tho oentre section .vms .~()fweld.od .steel tube, .,. ',~th pers:;>e~ nose arid A 'lar~o jottisona.blG'cloc:a~s 9ovor..Q.Oh:m,' dthQ', ~ spar.·tFig.?).. '.,. '"::.,.. ,
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The, front' skid was retraotllble end f1 tted . with n wheel ,moh . automaticall.v . dropped . off' 'as the skid retracted:- . . -/'. ' . ; .. --
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- Th~ pUots harness v,aa 'IJodifiod frOCl the oric1.ncl..-version shown in Fi(~. 6, being a single broad strap passinC 'under tho buttocks •. This Was
. released by the smile ht'Uldle that jottisonod the accoss oover .... 'l1he pilots parachute, was stovrod'in a pocket on the cover D.rfd 'conneoted to . the pilots harness by short strops. In this Yro3tho pilot 'ws relioved of thcvroii9lt of the pack" ' which would· otherwise havc :paused sone d.l.a-
,> oomfort' on a long f.lic;ht~.. . •..•
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Egui;pment
Flying instxui1ents includod a low ,recdinl; A.·S~I. driven bya verlturi, electrieo.1 tum and bi..mk indicator;s'ensitivo 'voriorno~er, l;Ugh rerulina variomoter, altimoter 'ond clock. ,.
0XY[J,onequipmont oOlitprised t\70 bottles, pressure eaunes, roduo1ne J .. nd economisor and provision ms nndo for:elootrioG.l.l¥ heat!3d ·C g. Ventilation vm.s under tho' pilots contrOl.' , . .' \". :,: '
! osition bod /I . ."
4 , , Pilots wei[Jh.t wastakon' mo.iniy on the' ohost ) and'lc.nees. . ~he kneo .. : ' " "i;
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well oould. be adjusted for vo.zyin~ pilot size nnd a. ohin rest with' adjustLlent ,for height WIlS provided. .
The pilot was prevented from sliding' .forward by shouldor rosts, and the re,~1.ction o:f his thighs D.jjainst the knoe ,roll." .
.', Comfort oppeo.rcd to bo satisfa.otory when' no ,triodthe ,p¢:d but elbow and shoulder movement \Vns;r:-astrioted which eonstroinod'one to stq-
, in the sarae P?sition all thet~~~ r'
i 3• 6 Horten IVb\ " General '-'" '"
SU'pcrfioi011y the IV.b resel\ibies the IV ve.;.y oloselybtit the '., aeroa;,nmnio oh~[~es were a', fund£lhlcntal e:"':perir:lent. Tho :aorliens .'!;"-' , intended to produce a laminar now s;::ilplane with superlat'ive hiall ' ,1 'speed porfOI!.UU1Co - in this they vro~Pn.rti,ally suoccss:f'U1 but they " sa.orifiood too 'r.:luch on the stElhility', Ql')d control to IJ.a.ko the venture l" D. 'real sU99.cSS~, ' '! "\' .. , .. .:~ ~l:~".: .# .~~:.
j ~_/ .:: .. ':' P~a:iiotio~':had ,~e6n started" pror,1O.tur;Jly~ ,at tho rate, 9~:.ahout 11 two a month. ,', :.' ! '.'
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trinJ soctiol}s "era deti ved frou the :MustMg socrt!iOl1"which l'k'1.d been "(measured by 'D. V.L. fram oa.ptured aircraft and, tunnel; testcid..; Tile Hortons
we're' cxcite<i,bY tho 10w ~unnel' drag ,fi[!'t.1rOs o.nd'dos:i~Gd: the 'R IVb to exploi( the6~:i The .I'99t soction was tho orli:?-nal lA:usto.ngprofile l chan:9.nB to an \li:lCE:1Llborod seot~9n with the SaIJ.6 fairing ~p~ but'redtv.:od ·'~hicklless at the tip. ''ling. t,nstwns roduced (oompared with the IV' to 5.60 to , get the greatest· sp::rnwise extent of lorilinar flow, >~~".~epb9:olc. :reduoei9._
J2y .20 to, g~Uhe, ,.c. G..fnrtheI.' . .EE:!?J.c ~la~!.y-o_:tg,~!bQ l!lo.~.,O,~~~ (thi's was j' . nocosso..:ry becauso tlio~ uoroayriamic centro of tho basio W'l.l1C s~ction 'Vm.s
farther aft"). ,: It is int6rcstin;'~ that oltho1:'-chP.ll'lC:iWas n~t 'zero for tho ' root scotion, tho high -,\spect ratio ennbled the- glidarto be desi[1led to. tr:i.r:l,~lev.ons neutr~l:t,'a.t; the required top speed {l4O' k~l?h.) without . noedin:j excessi v:e twist.
~turo
The.; "dna struoture ahon.d of t}10 m;rin Sl);ll' '{,l.S e. ply sand,ach ~onocoque ,,'lith TronaJ. fillinG_ T:ronol vlllS nn o:.:pe:.ndcd wood w.i..th , $'pecific~,:~e.vity 0.1 eta 0.09, invented by a Dr. Barschfold of Dynrunit, .A. a.: I Tt:C,isdorf, (nom- Cologne) .Thl? scndvdoh 'W'..l.S uO.d& U:f><?n mou1ds, with outcrPIJ l'\lla thick andinncr ply 0.8 jar:}; the fillin~was 20 1':1".1 '
at the root, tapering to' 5 mn a.t the tip. Tll0 noso soction~, v~ro stuck onto tho front of tho main Spar with supportin:~ ribs overy ,2 lllotres. Betwoen tho Elain nnd roar spars noncl N COV(;r:.ing .ms used, insufficient T rono1 being avc.i1ablo for snndwioh construction ill ovor. ... ..
~t!::winess in D. chordwisc direction WOoS not 'controlled or mea.surod. SD.G (s~:w..rr.dso) betwoen' ribs hrul been l7loMurod on the ''IV and' oli,minntod on the IV b. Sp.::cin16aro' 'Was tclton to keep dust off tho mnr;s; wing dust covers 'WOre mc..de and· all handlin[J wns done w.ith[}lovcs on.
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Oontrol ciroui t r.lccil.'\l1isr.l rqnoinod tho Sor.10 exoopt for tho outer flaps which were oleo operated by Q. skmv hin;:o lever on tho IV b. Tho di vo brclccs were mO'V'od back to tho roa.r spar to suit the revised wing structure. .
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NQ, transition measurements were made on the IV b but, it was flown against a caJ.ibrated IV and the following relative sinking 'speeds
. measured.. , . . . "
42 .S ~~lup io 80 k.p.h. no differenoe " . "': ,'. 0.... _ \.~ .. ) 'o.r-",,\,l. at 100 k.p.h. IVll m/Beo. IVb, 0.65 to 0.9 rr/seo. ,"").. . , 1'0 ~'.\' ~ , . 120 k.p.ll., ,_' }'y',l.40 DV'sec. !Vb 1,20 JJ/se~. ( ... 4 . o· )
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Th~se were;vcry unsatisfaotory." A wing tip st'ah':occurrod followed by vdng. droPPing and sPinning. .The first .aircraft orashed
\ for this reason after the pilot got 'into trouble in a cloud.. .An
'~'
. attempt was made to improve matters on the seoond gliderby-oliPP:i:ng: the span from 20.25 metres ·td 18.5 metres but results were disappointing. As ~. ~uro on thcfinal design a roversionto the old.. H IV 'tip seotion
'\wasproposod, the,theozy being that section stalling oharact(;ris~iC's , were bad due to the ahazp npso radius. Partial breakaway bohind the maximum th,ickness point Was suspeoted, aggravated by BpanW1.se boun'd.a.r;y
·.layer drift which ,~ndcred tneelevon ineffective. Horten thought tho snallwing tip Re,noldsnuniber made tho Use of low (lrag"8Qotions -'.' inadvisable. .
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General. ' '. ,;. .
The H V 'W8.S designed from the out sot as a powored airCraft .using two flirt n H.lI. 60 R motors driving oppoai tely rotating propellers~ It, had am>an. of 52..5 ft,'aspect ratio 6 : 1 ~d a quart~~ chern swcepbaok of 32°. Engines were oompletely buried and drove prop9'llors on. . . extenSion shafts raised rolati vo to the engirle orankshaf't' anddriven through a reduction gear. The undoroarriag-c rl"c;l.:3 of fixed tl'."'icycle type;w,i tb. ' castoring nose wheol~d trousorod main whoels. The :nose wheel'; ictually took' 5,5% pf the statio 'Weight ,.han,on level-ground..
> Th~~ ;xnmples were built. . -"The first, built4 at qstl-le;im in 1936 was oonstruoted of plastic material~ with, rivetad, ~e~t plastic covering. Pilot and pass~nger were oontained. entirely in tho ~ng oontour and tho -nose wheel was re:tra.ctahle. This airoraft orashed on its first flight, ' due mainly to its unorthodox waggle-tip control. The ~oond version used more normal control methods and eonvontional oonstruction, i~ was
" started in 1937 and flew suooesefulJ.y.. In ,19U it was oompletely rebuilt (Fig. 12 and 1J) as a single seater, but rot~neQ the annie .r;ontrol system. ,'j .
controls 1 :.
In its original fom the H V was fitted with waggle tip ciontrol ' '. (Fig.26) in which the foro and n:ft sweep .of tho wings tips was gOal"'Gd r . to tho stick.,· producing in~denoo change 'by A skew hinge arran8~ent similar:to that illUstrated in Figs. 26 arid 27. - The aircraftorashedonits . first flight due to the oontX'dl taking oharge a.fi;era bO.l.mce durin'g '. landing •. '~no rea.son for the a.coidont, was obsou:red by a.failure of one engine but the control sy,stem :was not ·rega.rdedas satisf~ory by tho
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Hortons Vlho later developod, the) idoa. further on an :ti I,ll. ":'"!t'hey oonaider that c1wIpinz is necessary to p:revont'the tips oscillating under suddenly tl.:9plied acceleration (a.s occur during tilka off :rind landing). '" ".-
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" ,The second airor~'in both its forms had a two at!':eo clewn control 'rather si.miJ.a.r to the 1:1 III. ' lIaximum control dllt1.()otion. wore 0.0 follows;- . . '
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1~ontmlc61\mm Port Sto.rooard I ,-
:position Outer-' Inner Outer Innel."
Fully left _ 200 ,_ '20 +200 20 + ' " Fully forward' + ,50 i +300 +300 ... 50
Nly back',. .;.tqJJo ~: 50 ::" 50 -4.(P: , ., ~. , ' :' "
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, ,The quter control :flrws had 0. ~b Frise nost;ls and assymmetricolly , ' : geared t~s ,to oompensate tho non linear moment oharo.cteristios of the nose ',;-; 'baJ.i;inoee ',The' inner flap pair ha.d round noses.' ' - " , , ;,
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, ';'$plit troiling:edge flaps were fittod to, the oentre 'Section, "tho flap be~~e.~n ,~he 'engines, lowering t06r:P and tho, po.;-t outborird ·to 450 • The in1'lc';t' elevon flaps drooped to 309 When the centro section flaps wro lowered and st;Ul operated as elevons about this now'zero ,position. The idea of Using graded flap deflections originated from a hunohof ,the
, Hortens tha.t the sudden disoontinuity t'nd 'greatllr spenwi~~' fl0"i7 vdt:p. ungraded flaps might' oause stability ond control troublos. TheY,later found that this fear was unfounded E'J'ld gave ,UP t~e graded defleotion -
, 'pl ,. '. ~nnoJ..: '~!';'-:,J":'." _... ' ..' -. ."'.. ",
4 ' ,R~r~~ntrol on:tho>'s:ec~n~ t,';O "o.irCr~·~r?;,bY' :'sp'lit nose t'J.bps of the H IIIpattorn (F~g.3). ' ' , : t',' " :',
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'-, ",r, ,: A grcatdeui of; flying VlIlS dono on the a,ocond end third H V's, including about t'\rontyflights on the f,o.ttor in 194.3 by,Prof. StUpar of ~ V.A. . GOttingen. We' tuestioned him extensively about his impressions {of t'ile aircraft (Sept~ glst194S)" beoause it'fro.s tho tlo'strecent Horton Product he had flown. The Hortens t:lcm~el!e~ l}ad,lostint'ero.lit ~, the H V booause, later ?esigns inco~rated ·~~~.impro'V9Z1lents. stuper hnd, al~, flown the"H IIId nth WalterYik~n e~gine. ' , . '.,:_ " '"
Testa ~t 'Jw:V.A. ware undertaken at tho r~quest of D. V.L. who wanted. inf9rmation' on single cn1gi.ne Choro.cteristics and Ul unbia$sed •• comparison between '1; aillcss cnd conventional h.q.ndling qualities. Stupers cOlltmtmts Vlere 0.0 follo,;/S: - "
Stabilit;r .. "
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, ; Longitudinai dynamic st;;1hility VItS good~d'~c' f\md.amental diffcrance from a conventional aircrD.ft could bCl 'noticed. ·In rough air hethOugh1; it had. a more abrupt pitch ro.s,ponse thah ,no:nnril, ;rhich rJas only a" ' diSadvantage,', if gun plo.tforo steadiness mis needed. ' (Wolter ,Hortan thought this ef-feet might be duo to 'low 'Wing loading (6 lb/sq.ft.) ,on the H V and Stupor agreed that this might bo so).
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Lnte':h:u. stc.bi~ity·appenrcd satiafactor,y. 'No tendoncy to 1'dUtch ~ll" I~' instability' 'WaS found,ond no orre.tio changes of heading due to loW' ny ond. Yv 11Oro notic~able. StUpor was in fuot expeoting troublet'ron this I', source but failed complot.aly to find any. He ad..dad toot his impre,ssions ' j
were purely qualita.tive as they had no tiula to inst.rument the airo'rD.:f't.
Controls' ;.' . "
Controls were light and effective, with the exe'eption of tho!, rudder which was heavy and. not effeotive eno\lBh. Aileron 'Was heavier t~l¥,l, tneelevnto~ II in tho ratio 4,,: J"; With the stick 'back, aileron movement was':restrioted, wl.Lich ~tupcr thou.ght ::l., bEl.d. point sinoe plenty 'of aileron wa~ useful in an npproo.ch in' gusty weatheJ;'~ Tho aircraft ; was in tri1\'l, ,virtually over tho whole speed'range without movoment of;' ' . .i:', the elevat9'r trimner. When flaps \fere 10\;;.orea there tfus a slight nose;', heavy tendepoy, whioh could easily be held. ,: ' ,~[
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Summing up, stupe;.r said that aileron and elevator 'Control were,' quite no:r:mo.l l?~t, rudder cont·rol noeded improvement. '-
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Stall . ".~
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Beho.vioUX at' the stall (f'lo.ps dowri)~ Was ver,y' sa.tisfacto'ty'; tho!' nose dropped'goAtly and the aircraft gained speed. Wing dropping: 1n could be indt.l.qod if thG aircraft was stanod in'l\ yawed a.ttitudebut norinnlly t!'lC 'Wings r~ned level and ailerons stiU; effective, : though restricted in movement. The stall was reaohed;.with tho stiOk' not quite fully: b~ J . only ono C: G.. pcsi tion waS tested. Stilling"
;'spee,d wa.s about' '70 k.p.h~ _ . ". ",:, :'<;; ',' "
'. , ,. " Flight QP one engine ~ils rssible, without ruddor, at 120 ~.p.h. '
by flying With ~Oo> bo.nk and 8010 aileron. Rudders nero not used much . ,beoau.se they were so heavy, althQu.gh Walter Horlien cliliied. that at 1.30 k.p.h. single anginG flight oould be maintainod on rudder only' (engll,1o :nearly",_~-t .full, p~r), it the pilot was ,st~ng enough. ' '
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,Landin?, and tako~off'" "
Grotmd manoeuvring wn.s easy using throttlosand ,'/heal brakes. During take-off the aircraft could. quite easily be kept straight, until the drag rudders became effective,ruld flew itself off the gI'Otmd without -assist<mce from the pilot - in fact it made wry 1i ttlo differenoe what the pilot 'did with the contx:ols during t ake-off • There was no tendency' to buckott or bounce iIur1.ll'g the Srotmd run.. R. L.U.~qU:ite ~ha.t for normal tricycles, it should be possible to lif'ttho nose, wheel before toke-off speed is reaohed;' ," Walter Harten thought this was unneoess.axy if the
, aircraft would fly itself off., Lunding was quito straightfor:ya.rd and, , nonnally the airor.a..f't .settlod ~ on • all wheels. at once. Stuper tho~t it lias not possible to land. on the ma.inw.heels first booause the ground in9i~n6e was too high. .
Bo.ulkcd. landing
st\iper had. clone some tests o:f':I!ttkq-off' per:f'o:rr:lB.nce ~th. flaps dovm which resulted in his flying into a ho.ngar and ten.u.natmg the ..A. V i .. test uro<zrar.ullo. .iippa.rently he lo.nded o.nd itlmodiutely (Wo.lt'er HOrlen said ~ot "" imraediately) opened up to take-off' again ..:. aftor 530 lJetres he W"cl.S 8 lllGtres bigh o.nd at ~hat point entered the hangar. The ai:roorne distanoG was about 150 metres.: '
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, " ,'SUinmarising'his impressions on 'the H V",StUper, s£dd that it was .:" 'hardly f~r to OomPar it 11ith' cOnventional., e.i.rcraft with many, years niq:re'
dev~lopment behind them but it was, nevertheless, a good example of tailless design and a perfectly praotioal aeroplane .. if anyone.wanted tailless aeroplanes. ,His main suggestion for im,provemont was h);~o rudder control. ' 'h ••
"3.8 HortenVI, • ,,; . '
, In' geri9'ral. l~out this ,iair~raft was vcxy:os:imilar to the H rv. The, ' sPall was inoreased to 24 m (78.7 ft.) accompanied by a deorease o.f 5% '
- in wing area, giving an aspect ratio of 32.4.,: ' , . :.
The objept in building the H VI was to aohieve' the most efficient, , hi~ perfonnanqe sailplane regardless of cost. Two were built and the first Was tested late in 1944. It was perfonnancQ tested. by the , relative sinking' speed method p~viously described,using a -calibrated
, H IV for the seoond glider. The ,Hortons woro very plea.sed,beoauso it was better than the D 30 (sarne span and wing loading) over thewhqle .sp~edranso· " ." -,
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Aerod;ynamicauythere \vero no new features of special 'interest compared with, the H IV. Wing soctions and control systems remained the 'samo~ The atruct\lral dosign had to be refined in order to got suf'ficieI1t .'
,bonclillg' st.J;'ength in tho vc'ry thin cantilever. ,Tho main spar was made up or laminations of plain 'Wood and "LignofoJ;If'{a compressed imprognatad WOOd) to give extra strength at the root, ana e. special' wing root,' . fitting using four taa;>er pins in plaoe of the nonnal two vms dDvinod to_ .' clistributo the concentrated loads at tho root. ~he,t(Jr.sion box..,design , was modified., also to increaso tho 'Wing torsional stiffnc'ss,; sinoe at
t 'high speed ''it, had baCIA ,foUna that an, unstable short pariod ,longitudinal t osoillation,:'irivolvirig "'idng' tvr.is.t, could develop. ' 'Tho· speed at which tho damping of .this osoillation. becamo ~zero on the H VIms found to be about 180 km/hry ,,', .,', ';!i::"~'" :;1<;, .',',
The H VI is of interest only' as a. high perfo:rmnnce sailplane for record breaking pUl'j;loses. It is too oostly and ~ffic'4: t . j;"~i '~dlo for general' use. . . . '
. The seoondairdraft of this typo tobo bUllt,\1a.S found.intaot, by the writer, near Hersfeldi the first Sirczvcl.ftwasfo,tmd de'stroyed near GOttingen, whe~ it had b~en 1':I.y':lrig. '
3.9· Horten VII
~nera1 ... 0,"
The H VII Wt\S projeCted in 1938 and the firSt' of the typewa~ built by Peschke at Minden :in'194,); It bears D. g€mera1 resemblance to the modified H V in layout and control design 'an'd Used the same outer wing panels: ~~e spen was the SaIne (16 m) the sweepback slightly greater (340 ) end aspect ratio 5.8 instead. of 6.1. Itsfunction.~ems:to have been that of' a high speed~w9 soato;r oommuni-cations aeroplan,e and trainer for tailless pilots.' Engines,were ArgriB.AS 10 a of 24Q liP, Fig. 15 shows the g<;lneral arrangemcntan(i Fig. '16givosoomo piotures of it on the ground and, in flight. . '~" -:-
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Altogether two ;vere completed and flo\m ond a third l{US ,nearing bo~lotion at Mindon w~en the di~triot wasoooupicd b,y·the Allies. T\YO aircraft were dnma::sed beyond rel.)uir ond tho third fell into -Russian hands at Eilenburg..· . '
Qontrols ,,' , o· ,'~
" Single, stage elevon Control was iise'd on the 'H. VII' with 2,5:,,; Friso nose and geared tab. Inboard of the elevons naG 0. plain . flap and in the middle trailing edge split flaps extending for the full width of tho ccn~rc section. In~.tiully,.t:q.e .graded nap angl~ ,'i princ~p;'e, was· used, the part· bet-wGen the engines opening to 600, bet)-roen the .eI;l~n9 end the outer win2: panels to 45°, and the plain flap on the' ' wing' 16werine; to 200 • When R.IJ.li:. ordered tho d.esign in qUcmtity , however they asked. ~0lt ~t to, be simplified o.n-d'for tho londiJ:ll! apo(.cl :to be raised t. give pilots more reaJ..istio training fo,l' .. high sl?e;~d aircraft. The plain flap was' accordingJ..:y J.bckCdup 'on the socopd tircr.:U't ond ;. omitted a1togethe.~, on ,the series procluction model. .-', ",
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Plug spoiler drug rudders -of the H IV type (Fig_ 7) \70re used .on the first aircraft. : These tended to suck oponand hlid'to be hcilld closed by ~~ngs. ;They vere not very s~tisfnctor,y from ,the point of view, 01' cori-crol' forces llnd feel, ond nfto-r about 10 flights they wore sCr'dB;>ed and replaced by a nc\-. "trafficator1l" W::sign. __ , This \1f1:S ;::
simply a bar ~ich l.)rojecte~_~ om in a S"pan~sedirection from -the' wing tip ... men rudder was-applieaondrot~tod flUSh ,wi tilthquing
"
surfa.ce when not in use. Fig. '17 . sho\{sthe rudder iriopen and closed posi tions but i \rithout the vent holes whiCh were cut to :adjust ~rod;ynCllllic·
:_. balance. :Tho 'vent holes allowed flowthroUgb. the bar arid· deflected the , f1ow8ide·\r..w~· to ge~!3~atq El. n:lf closing aerod;yn~o 'forcee,;."_!l'hi'a uaa
supplemented by a spnng'loa..C1ing and 'I:;ho two oomponent s adj,usted" ',;; to giVo"sati,sfa,ctoIY,r,::feol on the .X"Udderbar.·· Thi,_s:o/.Pc of'rudderwas,.,,(; ,cl8.imed tobe cheap fuld easy to Jaakc and generolly' ill0ro satisfactory,,":"
L _." ". , : I: : . ., I ". ~ than provioUs designs. _ . --•.. \.>:'l: . . " :~ , . "::': .' ..
~_.J,' struct ura: ' . -' .' " ... ":, -------- " . ',. :;.}.~ . . i. :' ~.. .' • .. . '. ~ (,:,
Tl~is f'ollowed nonnaiH~rtenpractice, the csntre")ccticin:'being~of: welded tube-construction and, thei.'m.ngs of single'spo.r wo6d"'ln ¢otlstrlJ.Ction
, with 'I'"Ily coverinO'. . .. . '. . ," "., . " J:;' <:> , ,
" ' ~ . ','
'The I.U1dercarriage ,:w.:as u. compl~,to9:,'rotrnctablo foUr wheel laYout, tne front whoel J?idr tbk,ing about So:;.,-'Of·the total w"C:Iight 'when resting' on level' ground.' ':-, ':' 1_, , """_~' . ,
,'. u .. . . ,
The 'c6nstant':fftPce~~(ai~,scrows wci:-e~'driven through o:rl~nSio,n Shufts"with n thrust boll'be£l.rlng and _rubber fiexible COUl>J.j.ng 1:.t ·the' en-gino "
, ,:end and a se1falif§iing' ball beari,ng r.t the" _airaorow!ond mounted on " a cantilever from thl3 main 'struct~c. ,,' ~ ~ ..
... ~i .. ... .. ' . . ,,' - ':.'! .' .':.:
; outer .-Yilig '1>~ols were' of the SDJIle -:l~ro~wrl.c' ~hpe'~aa those of the H V. At tile c~ntre line tho seotion 'vus l6~'~ thick \'Tith"i~l,~~~ orunbor (zereQrib) gr""ued to a/osymmetricaJ. '·tip sectiQns. Wiilg t'\'Tist ~s 50; 20 linoarly unci 30 para.bolicW1.ydist?-butod. ,. The crircraft triJlJuod 'YTith elevons 'l'leLitrril at 280 k.p .• h!l'(~'~ "o,.16)~. ' -
.,
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Performanoe ~. ,:.. , I , '
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The follovdng perf'o:nium<;l~{ datii ,!ere quOted ·by ·jleimar"llorlen " , , , from memory:~ , . ' , "
!. I. :_.' Flying weight (minimum) 2,900 kg '",',
" It with full equipment 3,200 kg ,., \ Engines 2 x 240 H.P. Argus AS 10 0 (nonnally aspirated)
'With oonstant speed propellers. .",','" , , ; ..
. . .. Nonnal take .. oftapeed 110 kep.h.' ":.~', .' Ground run ,'1 250 metres' , Sea level rate' of climb at 180 k.p.h. ' , ,'.' *',
, " (full poWer) ,. , .. 7 metres/seoe ",Ceiling . ! ',' I. .: ' 6,500 metres-. . " :,. .
'," ,
CL ma,x ~"J..2 ,no flaps ,,-; ~'l.6' with all 'flaps A Or, :aue t. plain flat> we.$. O~l •..
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., '.: "!' ,";
Handling chara,oteristios • .•.... ,! '. :,' ,', . -
" '/R~~rJ!ort~"told us tluit pri~rto' the first':!f11ghts by'" , • Scheidheuer on, the II VII, his, brOther 'Walter had su,Petv1sed the C~G. ling of the a$roratt:and mistakenlypu1:;, ,ballast' ill the noso :bo'cause th~' measurements~:ro.roa.dCw.ith a steel tape with 10 anj;f'lnlsa'ingfrom'the end~. Soheidhau:er~s"oonm~nts ,to us Viera that' ,the' airot,aft. 'llad to be' brougnt in at a minimum speed of 120 k.p.h ... with thest~ck~ea.rly" :tight. back, , lf the' nose was to be lifted for'the hold off; the)urcria.f1o then' ',(1) floate'd (stiok fully back) until 90 k.p.h. before touching aown.', Nonnal take-off procedure was to accelerate to 120 k.p.h. and t,llen pull the stick
. back when the aircraft immediately took off and climbed B.Wq. Apparently ~t ; could be unstuck at 90 k.p.h.by pullingbaok hard put, TIl?u1d }lot. '.
, climb until 120 ·k.p.h. had b.oen reaohed. It' waS :i.lI$Ios,~iblG 'to.stall the aircraft vlith the O. G. in this position, the general'l,eha\l'l.our>was said' to be' "good nat ured" • , " . ',:' ,', " .
, Walter flew the H'_VI:r"(with the C.q. in its oor.roci posit;i.on) on 30 - 40 oocasions,8. total flying time of about 18 hOurs.':', '(~oheidhauers time was also about 18 hOUrs). Apparently the change in ·C~'G.. brought the , appro~ch ,speed do'Vnl tQ about 100 k.p.h., and theai~raft co\.L!-,d ,b~ touched ,~wn on the rear wheols. It was not certain that a 06111'p~ete stall could be produced in stearlJr night.' With tho stick fullybaclCtho aircraft sank on an even keel ,with fair lateral oontrol. Lateral,oontrol was pleasant ~ tho 2SVfo Frise balance elilninated adverse yav.., and 'virt.u.:.ll.y enabled flying on twooontrols.
", , .. ... Tests with the "traffioator" drag rudd.er sholrod that ,siriglo~',~ ..
angined flight could be maintained with half .ru.Mer and a little sideslip, turns could bo ,made.,in ,lovel flight',against the dead enSine. On one test tho pilot "f~s, ,carrying' out a single eogirie appl"Oa.ch wl,len he I
, realisod that he had stopped' 'I4he ,~ngino ,s"Wplying tho und.eroa.a:rta.ge . hyfu.aulics o.nd oould not lower the wheels •. ,He 'w¥ able to cliiilbaWFJ¥,
sturt tho dead engine and make a noImDl. landing.
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3.10 Horten V III
General, • £
" ',' This was to have been a. flying modol of a propc;>sed six enginod trons ~(.j\1:lantic passenger transport weighing 100,000 kg. "Tl'ie :span Vias to be : lrOm.with an aspect ratio of 10 and Bvroepback of 2SO.Power units ";'.were six Argus. AS ~O C enginese '.
«' *, ;. ,
To 1nako. tho aircraft a.ttra.otive to R.L.lI. and ;~hus get baoking for the projeot, the Hortena o.dded a rear loading oargo ca.rr;ring body with an internal spo.oe approximately )4' x 10' X 6' ; this ,wt\s not part of the design for the flu1:l1: size aircrnft., Withconstr:uctio~ under w~, another moQifioation was made (but not disclosed to R.L.:M). This consiatedof removing the nose of the oargo bod;y1' replacing the, nose wheel by wheols on either side:;of the bod;y and putting a ,large venturi,tube with a. 2m x
. 2.7 m. throat inside to fom a. fl~g wind tunnel. They cxPected to get about 500 m.p.h. 'airspeed in the throat, opmbined with low turbulence -this they proposed to check by the sphere drag method. Later they hoped to be able, to te'st models of their aircraft ,7hioh oould be 'mado of wood 'beoaUse of the obsenoe of dlU?t 'in ;the ro.rstre(;:.m..':: '
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" . .. . r.· j \ ~.:: -: - l~) . ';' , -
Oon~ruction Was prooeeding at Gott:ingen and was5Q;;& o~lete at the oassation of hostilities. Thcstee1 tube framework for. tho:vonturi oentre section was finished.
\' f· •
~8timated weight and perfonnanco figures . -,}:,,: .. " ., ,'IF-
1vIax. ,all Up: v.eight as a wind tunnel - 9000 kg. " ,if,'''; II '.1 oargo oa:i:Ticr ; .i:,
,Without take-off assistance· - 1,5,000 ):g. , : DittO. with rocket .assistedtake-off .. 20,000 kg.
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At 2),000 kg. the sea level rate of ol:bnb at full pore"t would be' zero. . At 9,000 kg. rate o~ climb at 180 k.p.h. wnsoxpeoted to be 6i-7 =V~.
]5stimatcd trimmed ,OL max's 'were " , ~, "
N6'f1ap~ witif flaps
OL for take~~ff
, Aerodynamio desif1U
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'J - '.::~.
The dosign of 'the v;ingand controls was similar to that of the;, '~" Horten IV~f';' ~a~out was large, 70, to give trim without elevator' '.,,-, 'd.ef'leotiol\.;};~.i;cruising OL. Elevons were the three stage typevdth 3.5% Frise nose' on ,;tho outer flap I and 22% on tho middle and innUl" flaps. Compensating geared tabs which could also~be' used as;'longitudinal trimmers 'W6re fitted "to the' inner flaps. Maximum cOntrtll deflections were as £0l107iS.:" ,. ;.: ,r',:: ,
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Sta:roo.a.:rd ! :porl' I
Case . Outer Oentre Inner Inner pentre outer
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tiok fwd. and oentral + 50:. .+ 120 ;
+150 + 150 +12~ .. ,,",, 50
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., _10°'. _100 or _150 '_10° or .. iso _18°' .. 10° baok and oentral -'18~
. ° .: 15°' _ 8° +.12° +100 \
Oentral and to port ... .30 . .. ,50 . '
-150 _30° . Cent:r;-al and to. stb~.+ 5°:' .. 100 +:J.2° _ 8
0
\.
. ',"' . "'. Trailing edge split flnpswith n oonst~t ohOrd.·o~ 80 am. were
to, be fitted betweon the engines."'
. . Dragrud.cl8rs Were ~f the H VII "tro:.fficntor"· 'type 'ydthvent . hole' .. balance plus spring centering. '. Projeotion was about 1 metre.
. '. 'I ~ .' ; .'
'Wing seoti~ns a.re sholin. in Fig. 18.. Root thioknessis nbo'ft' 16>& ., with the usual. refloxed oentro-line, graded to an B% symmetriool.ti1;> .
'. :seotion. ' "';' '.
st·rti~t u.re •
Wing structure was in sevan parts; a welded. steel 'oentre scot ion .with pilot and 00 pilots seat and three outer wooden wing panels. per side •. 'The wooden structure VIas Qf single spnr D-nosofoIm witn;~UbsiQ;:La.xY ' trailing ·edge ,ribs. ,." " ..
.1 \;
At tho f~toryin 'qattingen tho centre s~ction was foUrla in '~; sOC'd' oomplet~ state, l)...p.oses for the inbonrd wing panels were finished. ~d' . spars and ply noses for the ou'Per panels were undbr oonstruotion. <Muoh 6'£ the work on o6nl>onents such as. o:pg;i.ne-beo.rcrs·, potrol Systems; . undercarriagos ota. hnd been oomploted and the 6 engines were in orntes
.'
at the mrks, with one spnre.Unfortunatcly ill drawings' had· been' token .. and many of them sean to have been buried by Horten employees near Eilenburg, , in the Russian seotor. " . , . .
'Undercarriage . •
The fixed niain wheels were arranged in tandem pairs on e.ither side ,,().f the fusela.ge and took 8!]'~ of the static wight of the airora.f't. The oastoring nose wheel YmS retra.ctable on the oargo version o.nd. had. t.o be mounted on a. stalky strut because of the high. wing lnyout •. ' Statio' . grolU1d inoidence' was 2i-0 • ) " .,
3.ll Borten IX
General .. . . I f The'If IX Vias n single seat fighter bomb"or of 16 In spon with twin
jet' engines, 'Deing afl..l.I1;hor ~volopmcnt of, tho HIT &: H VI[ designs. Fig. 19 is a gsmeral a.:rrangCillent dra;m.ng made fran 0. wooden model found at GOttingen, where the first two of tho tY.i?0 wore built •
. Four aircraft of H IX type wero started, designated Vol to V 4. V.l wa.s the protot:n:,>e" designed p;s .~.sin,&le :sea.ter·~:th. tr7in B.M. w. 003 jets, which ·WO~ not ready when -.. thi'q· oirf;rome . ,was finished. . It vms
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, accordin~i~ ~~li~leted as a glider (Fig.20) MdextcnsivelY' test t"lo\m. '" D. V.L. instrumented it for speoial directiona1dampin~, tests to doteX1l)ine
'its suitability o.s a ,gun platfona. V2 was oonq>leted {also at GOttingen) _ ' with two.,Jumo 004 units end did 2 hours flying before crashing dUring a " single ,engine ·landing. The, pilot (Ziller)apparcntly landed: short·'after . misjud.g:ing his approo.chi. V3 was being built by Gotha. a.t Friedrichsrodo....
'. as ~! p;rototype 'of the seri13s production voision_ .. ,. V4 diq': llOt get beyond the ", ;i;~::::: project stc~ge but ,\"inS ,to bea two seater night 'f~ghter ~th!,an ~Xtended
t" ;:j:"i,noso to house the extra. LlOl1 (Fie;~19)_ ':,~7; , ; !';; '~-.\ ~ ':~ ' ..
• :~'~ i",:':- " . ,In shape, the H IX ,vas a P:ur'O, wing vdth inc~c~sed,chord at thc' , , ~::::'- - centre, to give suffioient thickness to house the pilot and thejet--units,
, ";";'" wli;i..ch were plaoed olose together on' eithcr side., ' ',!. ~. t ~: - . •
. . .. • ". - :; -j ':: t:. ;-1 :." . • The H IX started as a private, venture 'iu:l~ the Hortens Were very
anxious to : o.yoid failure so they avoidedaerodynamie expeximents ' ',' wherever possible., A'lowor mvcopbaok was used,'¥han c:m theH V and 'H VII
, ~
-aIld laminar flow wing seotions wero avoided as a potential sourco of tro~le. ' Wing scot ion at the j\motion with the oentro'spotion was JJ4& thiok. yrj,th ,max. thiokness at )0-% and ,l~8-.% zero; ~lo_camber line~' l~)~t tho ocntre line thiokness was illCrciased ioeally to 16%, to hoiise the' orOrf. ~ The tip seotion wus'synrnetrit:al. and tr~ thiok. : Horten e1so believed. that sinoe the oorrq;>ressibility' cosine correction t.odrag' \1aS based on the svreepback of the ~. thiokn9sS line, tho' ordinaIi seetion would show little disadvantage.' ': -," ' " ; , ,
t;( :',,:. .~ .. .: ,.' '.- "" • "" • - . ~" ' .. .! .•
: .. Wing twist 'VIas ,fixed by oonsia.eration of t~e-crlt:i'oa1' Mach ,Nuruber , .of. the 'underside o,f the tip seotion at top,:speeq. ;;Th.:i:sgave: a JnaXimum washout of 1.80 • Ho.ving fixed this, the e.G. ,wa.s.l!ctoated ,to givo trim at- OL =' O~3 with elevens neutral. In deoiding twist for high speed aircraft, CD values \Yere considereq. iri relation to local CLat operational '
. top speed and altitude (10 kIn.. in the case of the H IX). !ew;lst ,'WaS
arranged to give minimum overall drag consistent 'with trlm requirements. : The wing planfo:tr.ll'tas desi(9:'led to gi va ~ stall, corm1dnoing at 0.3 to o,~ot\ the scimi":Sp~. ' ,." ','
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Structure . ~i- . ",,~ ;.
Wing s:truoturo oomprised D. main spar and one auxiliary spar of wooden oonstruction with ply oovoring. '1'11;6 centre sectio.n ,",'as built up from welded::atecl tube. Wing tips we're of' motal; ,'rJio 'undercarriage was completely 'retractable and of tricycle type the fron-6: :wheel folding backwards aria 'the main 'Wheels inwards_ The nose lihoel _fi castoring and centred With· a' ,roller CDr.1. When resting .on the ground, wing inoidence ~ 70 and the nOl?ewhbel took about q.oo~ of'the t6i\111 weight.,;'i: ':::, , .'
Engine installation
, The jet' engines were installed at _20 to the root chord and , exhausted on the upper, suifaoe of the 'wine at 7r:F/JJ baok fr()JI\ the nose. (Fig.,22)., ,. To prot oct' 'the ii/ings'the surface WllS oG.1rered with metal plates aft of the jet pipe and cold air bled from tho lower surfaoo ot tho \ung by a forwl:li'd facing duct and introd.ucod betwoenthe jet and tho 'wing surfaoe. ThiJ install.a.tion angle' was such that in high speed flight the jets were para.Uel to thG .urectionof ~t_ ..
All fuel tanks wero: iii -the' wings. . . .~.~,. ~ ., , ; ,,0 •
-22-
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pont,;rol '8;(stciu
Lateral and longi.t~dina1 control was' by.' sing1.~' stage. elevon'oentrol ·flap with 25% Frise nose 'and. ,compensating geared tab balance • .' (<This system ,was also ,'used on the Ii VII see para. 4.6). 'The pilots;ieontrol oolumn was t1tt.d'~th a variable hinge point sadiet, and bi shifting the whole stick up' about 2 inohes the mechanical' advantage 'oould be doubled' on the elevonsfor high speed flight, •.
Directipnci.J. cont'rol was by 'drag rudders.' These were in twoseotions, slight movements of the rudder bar opening the small (outboard) section and giving sufficient control for high speed. At low epeeds when coarser control \'las necessary the larger movements also opened the 'secOnd spoiler, \"lhicll started moving'when the. small one was :f\1lly open. 131 preasin.S both
~ feet at once, both"sets of spoilers could be operated simultaneously; tlUs was stated to be a gooa method of steadying the aircraft on ,a target when aiming gtDls. The Hortens stated that the S'.f>oilers'9{!.used no,,: buffeting and claimed an operating force of lkg for full rudder. with
'·very little variation with speed. The operating mechanism 'is illustrated in Fig. 28. , A change was made from the, original H, VIlparallol ' link , sYstem to improve the, con1irol force characteristics •. With tho now system, 'aero~amic fo,rees oould be closely balanoedby correct venting of ;tho
SP!=,ile;r vroQ, lea¥g th,c main control load to be sUpplied by' a. spring_ The cover p,"ate of the spoilers, :was spring loaded (Fig. 27) to fom , ' aneffeotive seal with the rudders elosed; this device was' used, on most
:Horten spoiler and dive b-rake designse . { .. ,'. .
On furthcr:models of ,tho H IX it '1e.S prolJoscd tQ fit tb~, "trai'fioator" typo. rudder tried el..'1?erimontnl;ly on tho, HVII. .
. Landing flaps consistod of ylilln tru.iling edge ;t;.l.!'!-ps (in four scot ions) on the'Vdngs, with a 3~ ohord looor sur:fac~ spoiler running right across the centre section ~ch functioned·aaa ~idqpath ,contrOl • The outer pair of plain haps lowere~ 270 arid tho inner pair ~Qo ... 350 ..
on ,the glider version V.I. On V 2 mechanical troubleaprevente,d·tho " innier pai'r operating' and all flying ~don'o with the'outerpair only •.
'The centrGsect:l.dP 'spoiler could be usea, as a high speo~ b,reke and gavo ;;'/3 g at' ,9>50 k.p.h. No dive rocovory :flap was CQnsidored necessary. :;"
l ,,, . 10.. \ ." • 1t . ... ",-' .. ::. ',. ~ ,." ' • "
, ~ Perfonnance "'.' .~, ~ .. ,':" .... ::
Proper performance. tests were not'done on V 2 befora,its crash'" . and top speed figures were 'calculat,ed val~es, checked by,Messerschmitts.
The following·,figures' were rememberodby' RcdmarHorton:- ' . ~ • ~. 1 _. ~ , • • . '. " ~ '.: .
Dimensions:-All ,up weight, including anmuni tien
, , , &: a:riuour ' " ," exoluding II '" 'II' .
8,500 kg '(18, 700 lb.)" 7,500 kg , 52 sq • .m ,(566 sq~ft) . 33 lb/sq.ft. , 2,000 kg. (4,400 lb_)
Wing area· Wing loading" . Fuel (12 crUde oil)
Performance at 7,500 ka (16,500 ',lb.) • ,
Take-off run , Take-off speed (100 flap),
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Top spee,d 950 k.p.h. (590 m.p.h. . . , ':: ' . , at sea leVel ",-
(CDo·'·'~st~"jied,to,boO.Oll) " " • ~.' . ,t : : .' .', _ . . . ._. , c. .t., :. '.
Calow.a.ted"ooilingwas.16 kin (52,000 tt.) above 12 Ian. as the burners 1I1en tout.
Enginos 'would' not work , . :.
., , Ra.te of c;:linih at S. L. 22 m/ s (4300 ft/~)':' ;
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(Note: this has been checked roughly by observo.ti'on).: . , '~:. , , . .'.. : r j,
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" . , In tests against tho Me 262 speeds of 650-700 !mVhr (400-430 m.p.h.) Were obtained on about 2/3 throt:t,le opening. This appears to be the only
. flight test figureavtdlo.ble~ ' . .
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Messerschmitt sent por-l'oi:mance colculators to the Horten w6rlts to check, ,their. estimates. The method suggest eel by, 1).. V .L~ .: tor· getting the sweepbo.ck corroction to compressibility drag was to . take 'an, area), of 0.3 x the root cl)ordsqUarod at the centre section ,as hitvi.1is',ti6 '< correction applied, and then apply full cosine correction' ove'r'~tho :., outer wing. Swoepbaak: angle .wasdofinod as that of, tl;l.o quarter <:Jl,ord ,
••• 'I
'loous. Test data was available for On v.J4 for ~oro sweopbc:lOlc. ,,:,;": I
'~.'.~' , (,~. ,':'C' ,:. ,'~,~ ..• :~ .. '.,·.:I~J;·)1:; .. ~:~ ..
Tho }{essersc.hijlitt method 'WaS to 'baS~ B:waepbaCk on 'tho ma.x 't'b o':r": ;!':',' 1',(,;,
, loous apd to S~a1e Mach numbor by ..JCO'S¢. " , : .',.' ,,',':' ,;,;:". " t;'~
,Stabi1: ::XC::::S flown by Walter Horten Schoidhnuer and Z~llcr. \".,; Scheidhauer did roost of the flying (30 houFf,S· o.t Or::llii6hocrg, Horton'
, and Ziller flew for, about 10 hours. ;u : .;:,', _, , I, ' , '!'. :i:"', ",;:: :~', t'I,;
D. V.L. instrumentod the aircraft for drag ~d diroctionDl stability. ' meas\U'ements. N'o' drag results were obtained because, of trouble 'With".,· ,1,.'
the instrtmlent instal.l8,tion - a.pparently on incidence Dleas~g pole· " was fitted which Could be lowered in flight and glidl)' pn~h onglOV!Cl.S' ':" .. _ '. obtained fram the . difference between attitude and incidenco measurciments.r One" day they'landed'Without retracting the pole. Diro;ciional osciillii.tion' ,. tests \fere completed succes.sfu.1J.y ond an advance repOrt: iiafissUed (10 pages of typescript) by Pinske:r ~d. Lugner of D. V.L." . .,
tche essenoe :ofthe T~sults'was that the 'lateral oscili.ation wns of abno:rmally long pendd', .. ' t3l,lout· '8, secs. at 2.50 k.p.h. aild damp'ed. "out . in about 5 cycles~!-At-l.ow s,Peecw the oscillation was 6f "dutch. roil;~t,
, 'type but at high speed veI1'li'ttle banking ooburred. Many fierce;'}"~ _ arguments teok place at D. V.~ on desircllle Cllrectiorial" stci.bility . characteristics, the Horlens naturally joining the "long pez1,od" ' school of thought. They claimed. that the long petio'd woUld.. c'{.lable the pil~t to' damp out any'. direction81, Swing with rudder and keep 'pe:rfeot~ steal%Y for shooting. " It was fo~d that by using both.drag rudd.crs simultaneously 'When aiming" thoa:(roraft ce~d be kept ve:ryste~ with m.gh df!mping of .ony rcsidil.al osoillation. " 'j,
" . Late~ru;, cOntro~ \10.4 ~pj~~ntly quito g~od. 'With ,vary· little adverse yaw." . ", ~.(:: .' , ' .:' . .... , " } "i '"" ."'" .' . 1 .',. ,'. ,
. Longitudinal cont.J.' and stability, was more like a conventional aircraft t hari any of' thei'rOoeding Horten types and there. was. complete absence of the Longituii.iri,?ltlwiggleu '·uSucl.1y produoqd by, nyiilg''!ihrough a gust. ,'Tuft tests .vcro' ?One, t?, ~~~~ th~stallbtit. tho' photographs
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. '\'lore not good. enuugh for llluch to bo learned. Handling was said to bo . good at th~ .stall, :the >aircraft siriking on an even keel. There. sooms ',- to be some doubt, however, as to whethl..ir n full stall had ever taken .
. place since full tosts with varying C.G. snd. yt."f{ hEld. not booo. dono.· Mlthough the stick was pulled herd back; theC.G. may havo boon too' for i'orwDZd to g:Lve 0. ionu1n~ .taJ.l. .
' ... ';"'D~~6tional sto.bility Tm~" said by Scheidhauer to be' very good, as good as a normal aircraft. We did not discuss 1;his statement in de'to.il as he ,,was' obviotisl.yv.ory hazy about ''What he meDnt by good stability and oould give very littlo precise information about the·' type' and. period 0;C (th" lilQtion compnrod vlith noma! D.ircraft.
" •. S,c}1(lidhauar had,flown the Uie l63A as a glider and was obviously . ',,~' , v'ery impressed with it; he was confident enough to do rolls and loops
on his first' flight. We asked him how the H IX V.l oompc.rcd with the 163; he vro.s reluctant to give an MS'Wex' and said the two were not
. cOtlparable ~ecause of the difference in size. He finally c.dhlittod . thut he prefe.rr,ed"the, 16,3.w.h1oh Wo.s more' manoeuvrable"cmd a delight
'. to fiy (he Coiled ~t' a tts;P~lzeug")." '. . .:-:'':,
. The H ,n: V~2,'with Jet engines, Wl'.8 flown oniy~by ~ Ziller 'and oompleted about ~hours'1'lying before its ·era·sh. 'rhiS .ocourroo. atter an' ensine ,f£l,p-\Ife -the .. pilot ,undershot,,:tried to"strcrtich the 'gllde nnd , stc.lled..' One wing LlUS t hllve dropped, for the a.ircraft. ~ent in sideways and Zill.er wa~ killed •. Before the'orash a demonstra.tioh,had Doen given
" • I •. ,.,.. .'. I .
c.ga1nst an Mo 262; Horten s.aid ~ H IX proved faster and. more manoeuvrablo, with a steeper and. faster olimb. .: ': :"."," : .
. . .
. In spite of the crash Horton. thought the single, on.gme porformance" ".eat1si'actqry ,D.nd. said the .. closo spa.cing or the, jots' citd.o, singlo engiJ)ed ~ f"lYinS r~tive1y' :sjrople.', . '... . ,'. "-" .i·'f~ ,:
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3.12 Horten ,X ' ... ~; I " :. ••.•.•.
'" .c":';.' . ·.·~he H X~s a high specd:nrrow shaped £lying wing "(Fc:i.a;~' 20)- . ,irispired by BUS6l.i1anns.statcment in 1936 of the bencficiri.l :effoct of ' rmeeP~f'c~' . on dolay ot the shock Bt~. . ~his appnrently ,~hee:red up, the Horteri~'~othe:r:s and gave them new proof that thoy wore 'Worl~ ,on' ,"
.. the ~i,ght linea,. , ' c'· v'· J ,.
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'InitiAl' worle on the H X consisted of experiments '~d,th' £iying models of 10 ft. length weighing about 8-10 kg. Frem these they deduced thQ C.G. positionneedcd for s£!,tisfactory flight with 'low
" llSpedt ratio·b.nd high sweapbe.6k., ~d fqund that theygot good results , with . liP dihedral and.' hO tin c.r~ll.., . ,', ~ ,C, , ',' '.
The next 'step was 0. mari carrying glider model 'Woighing 400kgi with the' ;)V'erall dimensions of Fig. 2.5. The wing section wriS a' synune~ictil D.V.~. low dragj~ype with maxjmUlll.;thieknessut4~ O. Wing waahout was l~o J dihedral 4~' 'Small FriSD nos e elevons were fi ttod but no flaps; a tr~~ed CL max of 0.8 was expected with ~ sto.lling incidence of 200 - 2.50 • Rudder control wo.s to be by fling tip Ittro.fficatorsn •. ' The underoorri£lge was of tricycle . layout . giving zero ground inoid.enoe but cleor:mco for a. 150 nose up' attitude at truce-off;' the i'ront wheel Vias to be retractllblebut the rear Wheels fixed.,', . " ;
• 4 • '. ., .' -. ••
Work on th~ glider H X wo.s in progress ct Horsfeld. . ~rncn tho writer visited the works on JWle4th .:1.945 it wns being usOO. Us on !Ii.T. servioing~,depotD.nd all niror8.ft compononts had. been dumped ~ 'a basement''' orily one wing rib Ond ~ho main spc.r 'could bo found.' All Cirawings' Dnd. colculD.tions· had gone. • .
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Aft~r. ~. ~:x:ploration'o;(',lciw speelfoontrol problems on the glide,r,·'·:· < th~ next step was to hf.\'ve :been €a., powe,t'v~rsion with ,Qrl Argus AS 10 0 pusher' ;:: •
" ~engiri.o •. :.The fin~·: d.;evelop.mem~ Y/.as envisaged as a jet prove1J,ed airc.t;' aft" ...... ,.4--" with thesame.general dimel1s'ions,V!eigi1ing 6 - 7-,.000 k~. A single H 11. : ,', '~,':'
" _ jet engine wal?'proposed ana. a top speed of 1200 k .. p.h. wasexpect~d.with· j. >' " . ':' 1309 kg~ .thr\lS~:;;: ~he:·thru§t, was to b~:'improved, to l5~ kg. ~
, Initial tests on control effectiveness wit'h high sweep were' carried .' out on the H XIII to guide the control.' d:;sign for ·the H X.. No ideas . for controls on ·the fina.l versionhaa. em6i!'ged ,but Horten said he ~ntehded: to stick t.o Frisa nose bal~e as lon~ as' 'it wOuld work. >: ": .: .. ','
, .' . • . . . ..,.' . ,: I \ " ': '.' . , " '. •.•. .' ..
. 'In general appearancet·he H X bears a resemblance to the Lippisch
.... :~ designs for high speed andsupersonicairoraft, particularly th~ P13. Horten said he had not heard of Lippisahts':Work in,Vienna until he ,oame
.,'.. to London. The main difference ii1 de$ign'is tha.t HottollS .think a:.:'. , ' ,fin unnecessary whereas Lippisoh f~vo~sa very.~arge 'one .. ;, . . ,
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, 3 .• 13 'H:()rt~n XI' '". " .. . ..;/ .. , -", " ' ','
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This was an aerobatlo'·sailplaneQf,. 8metarsspah. It':~~s'bu,llt'" '.' ... at Hersfc.ld and had no fea!ur~s. ofsp~oial int~rest •. :'.: <.l<· :': ;~;.: ;.'; "
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• >f ,"The 'HXII 'wasa light side .by 'si~ two .seater vr,th ~ 100 ,H~P~;i'eri~irt~~;; :; It 'was intende'd as a ,private owners .. coupe' but. R.L.M.·were.int.e:reiilted. .... ·,: ,;
. - " in it as a-trainer. :Tht ·firstof the type was built endflbw±1: ki :. )', s";.' .':': .
",G8ttinge:n (where 'it.wasfound,destroyed in.:rune ,thi!3 year)as':a,glider;,.:, \),~'.:'. work was also in progress at Kirtorf where a mook up of the power oent:c!3. /", '.
. .-section was .found,. b'aaly damaged by fire~ " " , . '.' .: . .,~ -. " ... I ,J.. \ ~ • ' . " ;'", , ! ..
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, ' ,.' \~neral; dfmen-sions' ~6re.a~,follows·;· . 0.... j" ' •. ,./", " ;. .,.' .. \ ;,'.
,;;.:, .. :.~' Sp~·'.·\f' .. ; .. ,-"" ' 16')netres"" f ' . ".~... Aspect Ratio ·8' ". ',; 1: . " : Wing area',' . ," . 32 sq.metre~ (345 sq.f:t) :::'" ~ . ."'.::;' ! .. ' .".' .. ~ ... " Leading' ~dge ,.Sw::pback:.;·.· ," , 300 ',' ,:.:.:(·~~·,~·'C\.,.; '.'~.\";:~\';:' :,'.' , L},j .. ,~;.:~ ·W-e.~ghti'.",'· '700 kg .(15501b),;~;: ' :,: .;' i· ::, ! ~,Wing,.loading " 2.19 kgls~ •. ;i.h.~t~.~I?b!sq.~tr ~:,
-"~,; , . The mngused a Musta,ng section 9;1:,/ the root' ~raded.to:a>·§·ymmetricru.~~jf>;:'.< '"
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- ... " ... 'th t' w h t, 3°' 3iO "~ . 1 ,J , section with Mustang'falrlng snape a:~ - e lp. ~. au ,was .-. 2 • ".-' '. j':" /:~ " I I ~ . " . ,,! .~: '. ' ", • . "~~, ", '. '~'. :l'· .. :·r~
, . Elevon controls' Vlere· of R VII type with.a 20% Frise nose. PlaJn ... '.. ::··.·:"':,1 . . -: flaps were fitted with an If IX centre section spoller·.and t'trafficator", :'.~\' '.~:J.
.' d dd .' .. " I· .. • ' ,. J • r,ag.ru ers.· . ,...,',.. i. ' . .' . .1, : ./." ".
The undercar;iagewas,unusual.iIi:l1.aving ty.o wheels forward and one. '. , mai'n whe.el aft taking 60 %~of: ·,the:v.:c'ight •. All thr,~~' wheels ,wer~~: I •
retractable. , ' .. ' ",' .. ', ,' .. ' . '. ~'t;. E ....t,. ,I , " ~ ",'
, ifttleflyin~ had been dci~e~but )twas found. that· the sam('troubles . . Vlere arising as on the .IVb •. ·~lJ.e .. lamina: flow, sectlonSVIere caus:mgb.ad . tip stalling and loss of oontrOl. effectlvene~s a.t the stall." ,' ..
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3.18 Projeoted jet bomber
In February 1945 a oommittee under Prof. Bock with representatives from Junke],;,s, Mosserschmi tt and Horten, dalibern.tGd. over the optimum
'dosign fo~.n 4 jet engined bomber. Designs lu Junkers (Ju 287, n. swept fonvo:rd~c.dl,eQ,. ~r~raft) Messerschmitt (Projeot ll07 a swept baok tniled. o.iroraf~) and Horten (BWi;,p~ :b~ok tnilless~ T(ere ·oonsideN..CJi ... nn,d a, joint, report l.ssued giving the Oomm:Lttee's opinl.on'on the bes1;;:eat1Diate' tor ,'j' relative porf'onnanoe. Junkers published tho report. .
The speoifioa~ion to be L'let was for 900 k.p.h. at' 10 len ~i.gJlt c:nd 0.
range of ;000 kIn USJ.ng four H 11 jets. According to Horton tho' oommittee deoided that his ina.chino, given tho sc.me top sPeed as tm others would .
, have more range and less londing speed. (125 k.p.h~, agDinst 17~'k.p.h. ,'" for the others). . Alternatively he could oo.w.r 8 tons (metrio)ot bombs
\ against 4. by his ,oompoti tors for the same ronge. "
Spa.tll Aspeot Ratio·'
, Wing loading.#
Horton ;'. .. )0 xn " ,,~~, .. '
22.()1 kg/in2
~ ., Harten said the agreed On for this' o.irorart"\;~~ 't>ibo78 exoluding', :Mach, J;io.. ,Q.orrection •. 0 •
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. In the struotural··deeign.ho rockoned to sav.{6%.1~fthe· 'all up weighii,.(spa,r. and, rib weight) OOJlq)a.red vdth 0. oonverlt'ionril typo .. ' '''i''
,He thoughf,the comini tt.eo. 'a 'bit unfair beQa1l:Se thor, ~s:isted ,on inoreo.sing his,'estimate of structure iveight by about u ton.' "" ;, ' ,
, , . . .All the above ,figures '\1vI'C ramembered .by Horten': who uae~ them. .Q.8 '.
u rough illustroti<?n. Thoy are. not accura.to. ',.4,
4. now' the Hortens design their airort\J.At
, . Introduction \.c,i ·1.. 1
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The H'Ortens started their caroors o.a niroraft designers in a very pr..1ctic~~ woy, withoUt nssi'at!:mce from highbrow theory,.- ,Early Cfusigns wera 'based mninly on Ym.<~t they found· satiafo.ctor,y on u Sl~all,
. soale modeJ..As time went on lli;ink',r Horton begM"theoretioo.1 investigo.tials _, of various problems that took his fanoy .:md built lI.P 0. f~d;iy 'cOmplex . '. "
basic design prooedure. ,Some of his' methods' 800m strange to us and some' lraportant aspects he still leaves to 1IerJ?arienco"'w\lero we tend, to ttuStthaory. The follawing ist:l.bricf account' ot .his methoq.s as related to us at aOttingon ~ September 194.5., '..'
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:Wing 's~otions :werodeEdgnod from S{.rotch, and wore n~ver 'Wind tunriel tested. .Thopnly eXCeption 1;0 this rule 'was the dianstrous adoption of the Mustp.ngJP~f.i.l0 for th~ H IVb ,end the H XII.
,Camber imes' wOrO~gned by Birnba~ls ~ o.erotoil th~Ory'to giyo zero Omo. This g~~~ 'M equD.~o:p. for· the "pUso . of:3% ' QalQer ,- .
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:rhis has ~ and ~~ . ,both 8;GrOo At x " 1 end gLves .,. ::a JnQ.X at x ~:O.25':j
lJ I)!>_ .. ~ __ .~,~_ .... ---~ '*-:-- ' • ..... ~j-.::::::::::::=::=~ .. --. .".. .. . , .x _::--?"" ' I '.0
, . For fairing: ehD.pe.a', 'they ,used holf the1amnieonto , .
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"~,.,,.t,For: fai~j&shapes , 'with maximur;1> thiclmess at W they' usod. " • ' Il. gc;tOf1et~oal ~rojectionmethod due ,to :Ring.leb. " ,,' ~', ,,'
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To get good stallingoha.raotoristioa the follo~g criteri011:, , 'WIlS used.: ' -----,~--...:...-..:---..:.--:-----:-:-:-- -_-:----;
.... ".
where p " nose radius
, f • o " ohord.·
.. t " 1i.lOX.thicknes,s ' . "t
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This oriteria;' 'is well known and 0. report by Kawalki 'of 1>. V. L. has I
been published on tho subject. ' '<'. , .!.
Wing tip seotions are madesymmetrioal because Hort<!n dislikes tho . idea of a oambered section with negative flnp defloation at tho stall.
, ' ' " Horten thou...1bt that position of the :nlnx:Lnw thickness of the wing
oootion haa." a dofini te influence on tho sweepback 'that oould be used (~d Vice-ver~) due, to the influence onlatercl. flow in the boundar,( layer. He sUGgested the_follo~g .rough rule for 12% thick 8~ctia.ns
,." .
Mtix th1olof()ss looation
HaxirilUrl sweep (LeD.d:i,ng edge)
,,_~, 45°
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This rule was based on his experience of the flying qualities of aircraft so far built. "
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4.2 . Calculation ot: aerodynamio centres ,. : "--'......... )" ~ =RI,:,,,,*,,. :.'~" ,i r
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. Aero<l,ynemiQ. QQntre ~s ~a.lcu"w,atGa. b1 :i.nt~8ration or 1ihO produot ,ot local loading x distance of the looal aeroC\Ynarllio 'oentre behind a cohvcnient' spanvlise datum. Load dist ribution l'IaS. first calcula,.torl by Weissingers method. for a swept back Wing_' Det,ails of this were not known' but it ,was. apparently a development of 1iulthopp t S
method lmch extended the lifting lin'a theory to take account of chordvdse pressure distribution and, the influep!?e ot this on' induced velooity along tho span., Load. distribution.',m:i.S: USCCl. to give values
. . . '. (:......' " .t'l d Or, looal .... ' . , .' 0 ... - . , -1-:------:- -"'---1---";----'. ." da wing. ; .. ; .. "
'I'~" ,. '. ~ ... t.::'..;:.~. ", ' " " ....' 'Local aerodtvnamio oentre'
':.,:-~~,.... r h \ "US assumed to be at 0.25
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\ Pv" ~ ... ) --t:....... locus of .•.. : X 'Fl. x C from the l~ading . , , ._'f'.. -_·--;:"t' '::·l'-lll;:-..:~.. /"a.erodynamio·'·ed,ge" being a factor
- . centres '. , t· th A""""'-... ', ...... o ': . ... - represen l.ng e ....... ,b'Q.I." .........
.~;:.:. ~,·t· . . I ~,;~ft!h~u!: ~~s;:: 2?r. .; : 'IJ' had approxi.mateiY the
.• il'~ ; " following valUGs. for; .
. "
.• :::, , .. J :~~:f'fa~t thiokness, '. '~""~':"',- . ratios: '!" .
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centre of .gravity· positions were ~ci~ied by llorton as distances I ahead of' the above neutral point in tazms of a '~sion oalled the
"PfeUmass"., Tho Pt:eil.mass is a measure of the fore and aft di.mension , of the wing 'and is defined by ,ci::', .~::'.
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. . /Py O;r o ,'.
,p,a .s
p .. is the fore and art distance between the a.o~c oentra. of the c~ntre sootion and tho a.e~ oentre at the general point y.
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4.3 !:,ixing tho layout '" I
Pre1imin& determination Iilf O.G. position lIP - .... : .. ___ 2,~-.,.:._""'.., ;~; .. , ..... ~_''"'_ ....... ,, ___ , __ .,,_,.~, ....... ·>_OI. ~ h~""""
.;, 'As' ~ drst approximation' Horten usod the follovdng gra.phicnl 'oonstruction to givo a moan chord and .mean quarter chord point.
\
, . Tho first apprOximation to tho C.G. position was taken as ~he moan
quarter ohord ,point dof1nod asabctvo. .'
'. It :w.ill·be notioed, thfl.t the mean ohord: used b1Horilm is the looal ohord line passing through the, oentre of area oftha half wing. The above oOlUltruotion ,doos'not apply to planfonns diff~ring greatly from a trapez.ium.' 'Tho chord longth so defined is not tbp 'F"0 as that g~ven
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Tho prooedure here 'Was to oonstruot curves from whioh statio margin ,could be chosen if wing twist had boon deoided,' or, more Usually, to ohoose t1.1ist for a givcnstatic JllaTgin, assuming in either OD.SO that 'the ~sired C]J w.ith elevens neutra1.~as knoWn. '
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, , :rrinr.led CL I \ , , "
"
elevons neutral
----. A 3 mean twist --- 11.2 L. __ ~_~:::=:':::=:..JAU.) .
statio 'margin ...
Mean twiat was defined as +s '
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Where :A, ~ moan :Met . .... .' ........ ' '. - . . .....
Ay • twist at; ,general' ;point l' ; • • '" J .. '.
Oy =, chord" n ", , n ... tir
S = wing ru:'Ca
s. ~,span ,',\ . . "'.
',,:, ';
:oesi~le statio marfP.n~ ~'Were known from e;x;pe:dcnoe' andH6rt~Jt:i gavo the follovqng table (ell in % of Pfeilmass) ot vaJ.ues for, ',:, ' different, Horten airoro.tt.. ;,
' .. .- , Statio IMrgin
"
Type (% p) Com;nants .::--
5% ..... " . .~ . '"
II .. L . ~~;. ' ,:i":;-_, . .- , "
"
III 4-% ,:. : : ~w. , : Normal , position " "i:y;, i ~
\ , t, ,
satisfactory longitudinal " ~ Nanimum for "
; .,', "'
. ste.bUity ·~ .. :',,:i~:·.. '\."
• " ......
5% For best longitudin~ oha;'a.oterist~os , ...... ". ,
" "," . .. 3% For Ol)timUl'll',pol"fonnanoe , ,
" f ,I
IV ,
-,' " 5" , ' ,,' : 70 NOI111C.l I
" I . ~- 7% ',' Bost handlin ' ' -, g .
. "
V, VII, IXI 2' -3% . . -
," ,
.J" "."
" . " 1
'. I
I ' i i
, On sailplanes, twist 'i.'M designed 'to'give ~levon t!autral, trtnl'" near to' the CL f~r best gliding angle, and on pO,Y~p m.rcrq,ft trim o.t cruising'DL. ,Centreseotion head fairings were'fo\~l.a",to havo on
" appreci~le' e~leot ,on, t~; , ' , ,,' , ': '
/
r 1-:
In the case of, high -speed .nil"oraft, seleo~ion of mean 'twist; 'W'aS r ' further complioa.ted ~y the need to avoid looal shook stall o.t hip;h . l. ::':; speed. The me11hbd:'df dealing with this ~s describea. in para. 3tll '. \'
under uAerod¥ri&riio'DesiS!l". : ,'" " ': '~:-~;,:,':J:iil' T'Wist alstribut'i:on uas detennil1edby the type 'of': rdrora.ft.' For i:":,'
a sailplane/,whioh",spendsmuch of, its time in Circling flight, Horlen I, ,
had devoloped' a th~ory whioh e~nbled t'wist distribution to Be designed ;, so that the;gJ.ider Vias in 'trim laterally and d.ireption~ 'without;" [,~: elevon or rildd.rir defleotion. 'In the onlou.lation tho twist noodod to~ . ;.:' , give static .equilibrium '{as found, taking into' aooount, variation of ' '1',',: ,"
incidence, speed, profile and, induced . drag, across ·th~, s..Pan: and assuming straight· trailing vortioes. " , " ': ( '" .' , t ':
t ,~
The onswer lJas.a>twiat of ' the form
, ' e= eo (Az' + B (z,)3') t> s· s, ,
the second power term beifig.~in¥te.tminAte •
. .. 32-, , . .',
, ,',;'",.
i'
i I I I.
1
\
I I
I \ ., ,
On ,the H IV tor exompj" tWist 'Wns d.esignod. to give trim in Do It.50 , banked. tum at Or, :D 1. InoidBnce d:i.1'ferenoo between the tips was 10
and. the tvdst was '
.An additional aero~amio twist of 1.10 vms added giving an overall designed washout of 7.10
• The second povror tem llas introduo~d to satisfy tho oondition 'for longitudinal trim (flaps neutral tor " trimned ::flight at 100 k.p.h. on the. IV nnd l40 k.p.h., on the VI).
, , On tho H III the linoar term wo.s muoh bigger (40 ) and the inoidenoe
differenoe between the tips 60 in the speoified ciroling, oondition.
TOraionnJ. defleotion of the wing was eJ.loWl3d tor in those' ooloulationa., , '
, In addition ·,to the above requirements Harten also .. designa the ... ' oombination of taper and twist to ensure that looal stalling lift ' ooefficient is first reached 'at tho, middle thiId of the aami span. ,
'Apporently all these oondition s, OM be satisfied simultaneously, : , thorl~ear, tem was said to be availElble inainly t.or stall 'oontroi whilst
the eubi(i ~nn ga.te' the' re'quired rolling oquilib~um.. " " " ,
1
: t. ':. ~. ': .' : :' ' . ,
~epbac.k is, governed to soma 'extent 'by the load bei1Ig carried, ' but for low speed airoraft Borten liked to keep lea.dingedge sweepbaok below 450 to avoid loss ot controller power through bound.ary layer 1 ,
o Utf'law. For high speed. aircrai't.,· high sweapbaak ,~ an hdvantage, tor besides keeping drag do\m it l>rovonted over sonsitivity Of oontrol.
. I ~
. "'". I
,4.4 Control desisn i': ,
" ,
No riaJ.oulations of control 'foroes '\'rere ol:IStomnr;y,. ~si'gn was, governed by experience. Aileron perfonnanoe was 'ho\1ever oaloulated . on ~th~ H.IL: ' , .. ~ .... ~" ....
" . ' :, ~ . ' . : .
The change ;ovor from round. nosed to FriB~. nose,d opntrols was made to imProve the yawing oharacteristios with waron 'apP:LJ.eatios.The subdivision of the flap mto two ports enabled dU'ferentiol to be used to iniproVc the tavourable YD.'" with aileron. ,~e.oUter Frise nose in this' oasehaJ.anced 'tho" round nosed ,inner flap lllso. In the three stage flap, Where ,the outer flap behaved. prinoipally as up going o.:tleron, it vias possible to nlter the relative belanoo be1;ween aileron and elevator (the latter being usually too light relative to the aileron) and produoe better hDJ:mOny of oontrol. This Was said to be ,especially important in high. aspeot ratio sailplanes (or aeroplanes like ,the 11 VIII) whc:oe the ratio of lateral inertia to longitudinal inertia. is high (e.g. this :ratio was ,about .30 on the H IV oompared 'Wi.th 5 on the nIX). Further questi~ning revenlod that Horten . thought ,lateral, inertia :important beoatiSe'the initial response ,(acceleration) whenoorre~ing,anall ' gust di's'liu:ri:wnces dapondond 'largely on inertia ·al:thougb. tho tinal. rate of roll was hardly affocted. * " .,' ! i :::, , , ' '.' ',;.
"
Drag rudder design wc.s. avolved ontirolYby,flight, e.xperimemt ltth no wind tunnel data to help_
"
f I; L' ... :
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1 ; j
1 I i j
1 I
I
I 1 1 I
o
o
( ~,
" . ~ '" .... -
Dynomio ,~t~ility was ~over ~vestig~.ted theoreti~ally"'Nld Was not studied very carefully in flight., . Rolianoo'"WO.s placod li.lc.inly on general
, impressions of tho pUotand Tie found no'evidenoe 'of results having been analysed ori tically. . ,
The"Hdrt~~Were obviously not in the lwbit of thinking in terms of periods tultl: .d.ampings, and Reimar di;d not know 'Vihat"l.y and: 'riy. were for hiG YarioUs"designs; dihedral was f'ixed by experience, '
!' I
~ J
t • '. o.
f '
The "stiok foroe pr. g" oriterion was not used and Illthough elevator angles tc;> trim 'ROrc considered in the design stage there wn~ no methodical,,; flight check.
, ' ,
. . _ , . .' .. " " --r , During the oonstruction of .their series of aircraft the Hortcms hod'
beon foreed to try a number of unorthodox underoarrio.go 1810uts using . . 2,3 ond 4. :wheels •. The :tricyole 'and four wool layouts used Wheel positions giving a wide range of' weight c:'tl,.stributidb. ' Tho tollowinS
, i'igli:J:es \re:te quOtedl- .. ' '., ,,'::,' : ',) '.' ., "'1, , , .
:~ :. ;. H IV ,: H Viti"" -8 15
Mninwheel· ~,; . " 92 : 45 \,
• -: , The H VII andH IXal~o 'take n lax'ge proportion ot,the~igh.t on the nosewheel .-. of' ,:the ~xUer .qt)'.~ '50(~ Those hoQ.VY '~sewheei raaotions~re .' oQ~lbined with largo ground inoidences to "enablo tp.e aircraft to fly off
,( . , • '1· . ~
th~'~ground.' , :," _ ': ", ',: ,
, .Aooordi~g to HOXton none of the luyoutst4sted,h,ad given.~: .,' trouble duo to po rpOi sing or inability ,to Unstioki.'bo ,·wasinoJ.:i.ned, to,'
, ",;>,,_AUsmiss undercarriage design as presenting no problems." .. - '
·';,4,.7 ,Stressing
.. . ..•.. ' ' .. , ;';'; '. . ", '~5' Hort~n s:tated that thoro ware no speoial requirem~ts tor st:t'ess
oaloulations on tailless aircraft. The H IX WQ.s desi~cd' tor. anarinal aooeleJf~'t.-ion (n) qf 7g oombined ldth a ·sri.fety factor L') o,f 1.8., :;Other design considerations weTOtlS £0110\75:- . ':.'~ ..... ,
.. (a) • ,'Gusts of.±. 10m/BOO. :in ri dive at llOO k.p.h. with j'lS 1.,2. T):le " air was assumed incompressible for this calculation exoept that
dCr/da was arbitrarily increased ~ over'the'imoompressible"hlue., A rclievinc; factor of' 0.6 was ~plied,.
, (b) . A' complete, ailoron roll (.360°) was to be possible at ~ k.p.h •. at 2500 roe in'4 seconds, ino;t.uding ollownnoe for aero elastic. distortiop,. This was both n perf'ormDlloo and a streseing requiremont. ~ . , .
(0)' There were no off'io;i.al aileron ~~rsal requirement'~ ,but Hortops designed the n IX:'for o.~versa.1 speed pf.?-.2 ,x ~ving speed (1320 .', k.p.h.) ,ll.Ssuning ihOOr.xp:roa.sible floWe" - . ; . " '.' ..
, . ,
,'. i
" ,-' :,' . .
;,
" j
I.
" .1' ~ ..
",
"'!'. ; : ,
I· l I' ! j f
1 1 i
, '.
A pecuiiar feature in ~he structural design ot the VII was mentioned..
It was s'tiated.that ·'the oaloulated change of trim to cause a 4g dive pull
out. 'at. diving.speed 'Was only 0.30 of elevon, when allowanoe was made for aero elastic distortion. This 'WaS improvod by increasing the ply Bkin':' t,:1
!~~~: from 1.5 mm, to, 2.5 nan •. The phenomenon would be more undea;o
Harten SI3:¥8\~~:~~:s:: :~~~~i~~!. spar bending had been large but. f"
,. ,Jictual .t:i.gures',qUotep: ';re: ...
., ,
I, ~J.evator mate .... . "
j
"
Dive
1.5 11m]?lx. '2.5 DIn p~~;,1 ':'I:'~:' i
+ }o!. ' ... ,~,~50; .2 .'
.,5
" ' . ' '','' . 0 '. ::: ..... 05 . . '
Comments on some aeroWamic 'aspects of the Uorte~'desi&i8"
~tability and oontrol in W1~~ed fli8ht
Longitudinal
: '", '
: -. ,-.'
,This seems generaily t~'have been satisf~ctory. , It, i~ :'~le~ that "
~art:-cularly on thair light aircraft ~ there was a diff'erene~ in +ong- '.
l.tudinal S\lSt response (and p~bably also in control response)' whioh
seems ;'0 ,have been more sudde-p than on a conventional type bUt'this'
'was lcss marked in the H IX which had more normal wing loading. Tht",
Horlen view was that with correot C. G- posi'tions there was' little .
important difference. 'When questioned about static stiOk free instability 'when approaching the stall, they thought it 'might' possibly'
be present but were sure that stick force reversal did not oocur.
":",~, j ,:':, , ,: 'rr ,:~;:, '" "..., .. , ,;, j ',:
, On the HIV,apeoUliar form of "longitUdinal instability Tr.aB
mentio.ned by Reimar·Hoiten •. Apparently a short period oscillation
(period about 1 seQ.) muld be produced with d.anq>ing varying vdth,
speedJ being abo'ut zero at 180 k.p.h. A~ higher speeds it s;howed ,
signs of btri,J.ding up S'J?Ontan~ero.sly (-va damping). A th~ry, \ms ,that it . might be due, tf,) :8.' coupling With fiexure arid t017sion of~ho wing ,but no ~
preof had been obtained." ' .
Lateral
~: All ,their airer~:f't appe~r to have had less a.2mping' ~f' :·tho lateral
.'
osoilla~,ion than normal but ,also, a long~r period which made it easier
for tho pilot~to,darap.:out distu:rbanoes with rudder. , .. T¥s feature is of
interest in view of tho vr.Ldely hold vievtin' 'Gi)Imany that tho period of ,
. the lateral. osoillation on a high speed fieYltor (part1~u1arl:y. jot propollod)~
is too sho~ t:OI; 'goo'd gunnel\Y.and should ,be increasod J.,~posSl.blo to
4- sces.· ;.;' , , ": ' , "
Directional"
Directional stability would bo expect'ed to, be indifforcmt boOa,uso
of tho ohsonoe" ot tins. Northrop ho.s found on his eircraft' 'that tho
10"v1 values of nv and Yy ma.do it possible to fly 'With appreoiahlo ":I,,:w
,dthout the pilot lcnowing it, and this led to l.lnPlca.~t ohanlcts-:-l.stios
in rough air. lIort~n, is satisfied. with the. behavi0U: ~f his aircrait
without fins and stuper oou1d. not·twd 'anyt~g to ,CX:l.tJ.oisoin~hl,.s
direction on ,the H V.' At R • .A.E., o.ftar about lhourt s flying on tho .... . .. "
" \.
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I 1'0 1 1 ~ I 1 '1 I
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•
,
. H IV, the impression ~s that thoro is defin-ite1;' ~Ometiu.ng unusuoJ. in directional .. · stability and oontrol. 'It seems' possihle to, fly With oonsiderable yaw and the responso to drag rudder is 'quito ditterent trom that of , tho oonventional aircraft to a normal ruddcr.As·yet it is too c:arly to give a :full report on these i'eo.turt>fJ. : . '
5.2 Behav10U;: a.t the stall. and rocovety. from the spin . . ::: ..... .' .... , '!' ... '
stall resear.h . . ~ .... ,. -.~ ... ,
Besidd's doing nonnal stall tests, Hort~ did 0. certain, omOUl1t ot rescoroh with: 'WOol' tufts to gain insight into the now ,ohanges o.t the
I.' stall. On the H II glider surfaoe tufts war6 used and photographed by a oamera in' the pilots head fairing. on the H III more oxtensive tests were done using surface tufts on one wing and: tufts on 2" mnats on the other, the stall being photogra-.f>hed frt>m'u storch flying immediately above'. To assist in the intorpretation of tho photographs th9 glide.r was fitted with a sidoslip vane and an A.S.I. \1hioh rogistered . on':tho uppcrsurfaoe of the wing nnd appeared in tho pioturos,.,·r Chordvlise lines were painted on tho rdng to ~ readily any y~(. of tho tufts. This toolutiqueprovod diffioult, particularly for. ,the Storeh'pilot, and
. ctho'.photpgropha wero"apparently not very good. They ,did,oonfinn howver, . :··that'tho stall started B.t the middle of tho semi 'span'I"and showed the
spnnwiso drift of the boundar,y layor. Tho H V (lIld H IX ware olso :t.U:f'1;od but no piotl.lr.CS were t alton. Horton scid that tho tufts, again showed " that the vd.ng tipS' didnqt still and in the case ,pt" the rr ;V.-ctho:,~all'~~' W'dS sketched a$ 'spreading to the root whilst .. loaving tho outor 3010 of. tho semisl?an unsto.lled. ', .• '-
':'t'.;',,
In general ,Horton' thoug: ,t th..."1.t a stall with c~ G. bo.okwould bo " worst because tho u;pwnrd olovon anglo would b~ ~, producing .• roduo~d pressure on .t~? upper s~a.oo of. tho wing ... o:nd~ inoreo.sing thex.:..-:; spamfl.SC flow.-:-, .... ',' " 1.5: I., ~.:...:'?' - (l) ava11aDle " . h " , .. , .. . I/:.~,· --::.~ CL,;ma.xa
The pio~\lX'C ot designed j' ,/. .~-...-. and . available Or. .distribution . ..' . " ! ; 1 :~, ":' ...
wns as sho·.m. This nctUD.lly 1.0 ., . ~'i',' / ... \ ..... ~. \
g~vos sligt'1.t1:r betto:. rosu1t~. ~. '\' (2) Di .. ' tto with \ 'I nth a~G. c~,t'or, J.f tho "._~ .up.'e;.evatctr \ ,I oJ..-trc. up clovon required for, ' .. ,'. "l .. ; ~. t rim vii th a~ G.. fo xvlard, de- '., .,.,.... "'....- \ ! creases the avrii1 Ilhl0, tip . '1, 'OL .obtained \ I OL ~x by {HJL,· then· ~ho.' " " cas'o'; (1). ,l obtlllnod ot at that1j?· .: '. . . .- -,---- - _. ,.~ decreased only by ,O.9Or.. . , .0. 1'/s ~ 1.0 Howver the spruwdso :t1ow effoot was thought by ,Horton to be of overri~g importance.' .
Tests ontheinf':i:~once of e.G.. position' on f1;zing oharacteristics" , __ ~_I ~- _"",,,,~ ... _~,..~.,. ~.~, -",. 'us .. ···,,- . ••• - -," -'.-.. ..,.O: .... =*(J\"' .. ~~~~ .. _~ _ .... " ..... ~""~.'10,~*' ... ~" ... "".,~""V# ... ~ .. -'". ___ "':'.b'\~".~ .. " ,
Tests on tho stalling r..nd sp:i.nn:ing of an, Ii IIl; .... g1ider vmre done at thefurnborg with vOJ:"Jing C.C ..... position. To stli'rl~ with, weight was added at the back of tho centro section until the gl:i:&lr'waB only just flyable. This.requirod 35 kg·of ballnst (thononmal C.G- position was 2.1 ~~s behind thlr-centro-sccff<?'n .. ..lcl\@le 9Qge,oorrcsponding to ~l1foilmO:SSStnt'i·c'"'iiia:fginJ .... A' tUbe 2 ~. long vms then put ' under the centre scotion with a 10 kg sliding weight which was kopt f.orward for toke off Md landing end moved o.f't for teats at height, giving a' statio margin of 0 to -+/0 pf'oiJ..muss. .
, , .. ~ "
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.l: " ':~'J.J.gtl:t .. cnaractoristics were, D.;S rollows :,-' ,', • _f",
• i • l ' . ", ~ , ~
, ',(D.), , C. G. for ... nrd (10% pfoi.ltna.Ss, ahead of neu.tral ,point). Stal.l.1na 'and 'Spinning were ilrg;>ossible. ,,' ,'. .
* .... '
(b) .Q:.Q:.., norma.l, (4%" of pt'eilmass ahOc.d of noutrol 'point). StGl~B 1'IQ.e possiliie but spinning 41ftioult. Spinning D.tti~ was steep end nor.mnl recover,y prooedure resulted in a steep dive with little' sideslip. ' . ' ,
.::- . (q) " c. G~ af't (2}& pfeilmAss). , , \,: '. " : ;;" '
Iionnal, flying characteristics' bogan ·to ~o unpleasant. LOng1tuClinal control became very tOl.lohy. , '
. i
I , ) (dt Extreme aft e.G. (0 to -i% pfeilmass)
1 • ~.' '.' • " i', :' ".,' ' .. -0;' - _ ~"': - ..• ;". "', . _ '.' _ ".:~: .. :. . .~. ,
/L':r:"::::'. ·.,~With thisC.'~ ~aition it was only just ,posSible to 't'1y~~o 1.1 ::,;:"u.rc~ft becaus~ mth 'the s~iok hard forwo.rd J.t ,'mlS ver,y 'near 'i;',,:,tho i 1'- '; 's;'nlJ.., Sehoidhauer refused to do'these tests. Tho spin was entered : '. ~witl:L, tw..l aile,ron and zudd.er, and reoovo~ after twotums was 'by
, . ',cent~alisin~"ailClron and rudder and ,pushing the Siiek' fon,tli-d.t Attar one turn ,the aircraft slid sideways out, of . the spin, with ,about 600 sideslip
~" :'~' Md :~rent int'6:: a dive. .'.~' .. ' .. '
,,,: ,
'!, ... 1' • '\ ;.,
•• j'
, General: flying charaoteristios were most unplea.sant., ::
, ., I' t':'
.\.,' .
~ ,', ', .. ' .. Noto on th~ H III, the dimanaionllpfcilmassll: is, abGlut::lo;b greo..tor .
tlum the mcon :ohord, so -y1-iat static lilZlrgins Cal'F be: tok'uri 'b;s'%'!~~,ol.i ehord. forro,Ughoompnrison. ' ,'; ", ' , , .
'.~ ,- .
5.3 Tcst s on lruninur flOy7 .',.'i.l ,"
.. ' ' In tho course of his work on laminar :flow seotions ij~rten onlTied 'out SOlll.G ob BOrvo.tions on 0.' 2 seater H In inwhioh tronsition 'WD.S
d.etectod by a. oreeping tot~ head. tube oonneottld;toastot~esoopo, worn by, the. .passenger,. TrElnsition from laminar ,to ,tUlbulent ~1 iwas '"i ,
;' aocomPaniod by' a roaring noise in the earpieoe.... ,~..' •
'~", Results of the H III experiments wore quoted at t'oJ:l,OwsI" I: ..... .. ~ :., . , .. :
. '''L Transi~ion point % 0 baok~from nose
0.1 to 0 .. 2 ~ upper ' 60f0 lower surta.oo 1.2 to 1'.4 l~ upper .. " , 8d% 'lower. s~aoe
" ' *, .. "
, Chord at the test seotion 'W1l8 Ewout j Pl 'Md ,forward speeds abo~ 10 m/sec' at high. D.L and.30 mis, at' low C:L. ":", '
" , .\ ,
None of. th~Horten designs olaimed. very 'high Or,ma.x values. The' , foll~g table s\.llllmllrises'the maxima statod for various aircraft.',
" , '.'
"37- '
'-
-,
~
} "
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o
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:1 1: . I I
1 .1 'i
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' . ...-..... ---. __ ..... _ ••• , I . "C1J max.'
. .. Type' . Oomnents
,. HIlI l~B (no flap) 'Measured ,
"
R IV ;....l~.9--! Measured - .' , --" ,
'il'VI: , , 1 • .5 Estimated
H VIII, 1.4 (no flap) 1.6 (flap) Estimated . 'H IX 1.3 (tlap) 'MeasureQ. on V.l
... '.' , . O:L max~ meo.surGr:lents, were made 'wi t~.a. swi vellingpi t'o1; statio
held belo'w' the aircraft on a 4 metre pole' which could.be ·retraoted. for take-of'f and landing. ' " .
.. . , \
.5 • .5 ~aggle tip oontrol
This device was first tested, unsuooess:f'ully on the first; H.V.~ , (paro.. 3.7) and later r.lO;re sucoessfully, on a special H III (Fig. 27)The final obj~ctive wns a II stookbrokers'" aeroplane with a, throttle'.' end rudderbo.r as the only controls. Fig. 26 shoVis the prihoiple .of: operation~d Fig. 27 four'shl?ts of the dar.laged m.ng· of, the H IIJ;': ;',. , (found at Gottingen) with the waggle tip in its extreme and mean ," ' position~The 'wine tips were mounted on a akO"vi hinge so that fo:r-vnird. and backward'swopp w<:U? accompanied respeotively by increase and ' deore~se of" incidenoe. ' . , "
, . "
In the foxlh used' on, tho H III the' idn~ tip vro.sgeared· to the stick, but 'finally it was proposed to have the tips freely floating' but dampe~ The dit\gI'ama of Fig. 26 desoribe the automatio
l stabilisation
as propounded by the HortenSe Control in the free floating oase -was, .' I , '
to have been by spoilers on tho wing tips, operated by the rud.d.cir bar_. ' Opening of ono spoUer would drag back tho wing tip ~d apply ,b~"" and yaw in the oorreot. sensa for a truly banked tum. " . ':',' '.
. , , ,
Preliminary flights with, the II ill'were apparently'not very I3\lOOesstuJ. because of "the lo.rge control inertia.' , .. . , ". .'(" ,
References;
1
2
3
• Author'
, .
Title eta.
, Report of, C. I. o. s. team vjsl.t:int target No. 2.5/l5l'at Bonn near Cologne, March 194.5.."
Two artiolea • ',Flugzengkonstruktion. ooli"ichtUbor_dio S:LtzUlla by Horton ,'Nurflugel t'lugzong an 14 April in Berlin I
(Lilienthal Ge&eJ J sohAft fur Luftfaburt-f?rschung) . '
Horten . ,,~ ,
Problem of the nll-w.ing eirore.f't (Fiugaport June lOth 1936) , .
',I
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Roferenoes (gontde)
Author
4 Harten
5 ,Horlen "i;J ,,' .
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Nurflug~1f'1ugzeng "Horlen . IV'" (Flugsport Fob. 18th, 1942) .
"Harten IV" Konstrukt±onscimlcJi hlf:.i-tan (Flugsporl'liarch31st, 194J'~;
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Drg. Nos. 17890S - 179033. ~ciu.sive Neg. Nose 641367 .. 648786%58 ino1usive
. .Appendi.~~ I - II ,' .. ' .. .. , ~ . . 'l
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Table 1 .3
.Ci·rculntion:
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Action copy.
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T •. A .. .A.C. A.I.2g A.D.I. (K) ·i •• R.C. (S.C) . B.I.O.S. Secreta;iat
. . Director D.D.ReE.
. D.D.A.F.: . ,Library F.I.S. S.M.E. 11ero (1)
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,. <.'. ··.i·Centresof H~~ten'activity ., '~' ! r .. .... ,.. >:' '::L' :,~~>! . -.:~ • '. i ~ .',. ' . -' . \-,:."! .~. . .
, /' :, T~e folloidng plaoes were inVestigated during June ~l94!rl,.D;'~· 'a.ttfn;lpt to locate 'and P:r'eserve the illor~ interest~, t~~8'.o~"HW'~;~n,~: 'airoraft., ". . ' '. "."
:". . r ' 1 .. "GOttingen ., .
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This WD.S the heo.dquo.rters ot Luftwaffe KOij}"J2.nd.o 9 •.. ~he WOl:'ks ,\ 'Were in' a oonverted .Autobahn wo.r.k.ahop and o:OOtpr;i.sed dro.wiliif 6tf'ioe, .. mao~e shop', wood. working shop,· stores ,eto~: . He;ngnr,aooO'.L;uilodE.tion 'was
. provid.edon the·.aerodraneabout a flile awa/y 'an(\. test flying .of anWolper : 'of' Harten ail;-c,ra.ft including HIlI d, "H lI1'e, ~"'IV nnd HXII hcil been ·car.d.eA on there." ~ . ,... " ' ' , ,.,. , .; .
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~. .-, . "" " _ This ~en tre .'Wrul aiQo .. locEl.ited In tin' autobD.hn:wor?..sh6p wi tfl \r~ry. d sir;dJar:equiprjent 'to' tl:1e;Gott~:worlts. ,JUl the build.ings',had been talcen,over oythe U.S.J..nuy 'os, a 'transport depot and repairshop~ . .i' J:lhQ' H X was under oonstruction before .the occu,flc.tion, H XI and.H XIV-had . been built there andl! VI (second. ai.rol;'att) .finished atter :b~ling started C'.t Bonn:·' ' . . "d " ,".l" • '
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• 3 K~:o:~~'I:f'~~(~~l~ '~ear the~rl<s.·... ~'> The Kir,tort' ceri.~r9consisted of hr,.,ngar spncej:,liiJ.itod worlcshop
faoilities adeql.Ul.teJ·or'glide~eonstru~~ion, and. o.,'.ar..:.:.wirig . office -olLhous,ed iziaorod.rOmc buildings on ono' .side 0.1' tho slti.C.ll"grCSs o.irfield. Airfield and bUildings .had been"heavily b.omb!3,~, b.ctave t'hb 'Occup:ltion ' .
• and hnd beenabandonec( by ,the Ge~, who .r~oved. alldra'flings end the H I and H 'II 'which were' .stored there, and burned the H XII which must ',' bnve been oomplete at ,:-tfie time •. ,.' , .,' ,.., " ,.,', r, .. ~" '
Homberg :1 . .. " ., .:r' . ~ '.1._ ~., .,. ..
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!.rhe gliding school ,at Homberg hE.d w:orksi~o;~~el~'~qUiPped for glider construction andL'lD.intenonce r.nd wes, eng~od::ip. building wings' for the VolksjEtger. Th~~)iortons had drcw1ng '; offioe spaoo arter the main hongar D.n.d. several. Oft their gliders, ,incl.u.d.ing'onR IV, H IIIb e·., H IIIg, had been ho'llSeq. in: the sohool·h.ar!&ars. Noc6nstruotion 'tins in progress, work seems to:, ho.ve been confined. to assecbl:ing 'cnd: 'flight • .tosting;glidersbuilt ,at Dornsdor.f' and Tuomgen !
,,~ .. ;~.,. , .. ::,!.. , .; '._.. "", Co :,:-,1;) . r " The main hengarcomplete with offices end. aircraft :r$.soOtI,Pletely
destroyed by a rocket bomb atto.ckin April 1945, o.nd the re4lai:nder of' the gliders Vlere broken up by the U .8-,_ {U'm.¥ ~er the: o.coupa.t~?ll. .•
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, This wa.s Il Sl>1S.11 wood working shop housed., in 0. fl:ll:'tl near Ro~tweU am Neclror in the Bla.ck Forest nrea.. Main 'Willg panols for the H !Vb were
, being mo.dc. Production rate was about 2 sets per month. :Master drawings , for tho HlV b were on the for .. lo.ndan HIlI t,- HIlI g nnd H IV were
hidden ill' barns nearby' a.:f'tor eVD.OUD.tion trOm Ho:mber~. '
The crnttsmen worldng on the gliders livod on the tD.l'r.l, c:na. elso did. farm werle.' ,
. "," , ,A furniture rkke; (Schmidt) jUst outside the vU1ego was producing
wings for;the H IU. The oowplete jigs wora still in tho W'orksbc;>p ~ two couplet'a spars,' c. nuanber of ribs and su:f'I"ic:i.ent mteruu. tor. sElVernlsets ot 'wings Were lying about.. J..2 oomplete iring pairs ,he.d been, 'burnt on J~ril l.5th on ord6l"S trc;:sn tho, 'iioniberg. '. ":. '
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7 Tubingon' , ,
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.J~ &:.ll:l.ll engineering works wt:.s •• .o.1>:1n8 tho steel tube structures tor the H III gliders c..ud powered gliders. l:'roduotion agliin o.bout two per month. These centre sections 'VIoro to fit the ~s mode at Dornadort, and the nirora.tt were to be B.SsOl:lbled o.nd. tasted at the, Ho~iib~.,"
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A Inrgc furniture ~10rks here (.tJ.ay·g.u.b.h.) Was ongc.ged in .' building lla.1Il 3.5 wings in lo.rge nU1:lbers. Twenty po.irs Qt iCrx~1ngs' " wore ordered in the sUl:iTiler of 1944 nnd one pni..r wa.s ,tinishoa:'by Xi.lD.s •
. ~: .- .. :' '.,: .. 10 Minden ~~. . I
. ,': The'Pe5'Chlte Fluzengbcu 'r10ra working under H6rt~n direction and , . :: had oor..lpleted one H VII em nOl'..rly finishoo. l! seoond.', They nlao '
, repll.ired FieslcrSt.vrch aircraft lU1d Llp.de ailerons for F.W. 190's. The first H v:u T/:l.S flown froi:J tho nearby airfield e. t '}vtindcrhoido '
. whe~e it was found. destroyed. , '
. ' The fml itself' was of tho' f'urn.ituro buUding type and knew nothing about Ilircrd't design. "Ul 'work wa.s ~ .Horton di'.?wings. Labour was ~st ontirely foreign, ~ostly ~sian, Putoh,~h'end Polish; .iluchof it was feraaJ.e. ' . ',; ).' . , • '"
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II Gotht. WageDfa.brik - Friedriohsrodn.
,.: Gotba "(ere cbbrged with : the "job 6f 'prod~ctiDnising' the :H :n:.'. They Viere nearing oompletion of the' V3 a.nilwere believed to be Betting up' for quantity produotioh. Their ,initinl worlt~WEl.8 on the oentre-scotion ot the aircro.t't. ' ' " ,
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12 liedigienberg - Bonn
Th1Sworlts was not visited • .It ~s ,rosponsible for the second
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H VI end r..:lD\Y reve been bullding wine tips for the H IVb •. The worle me equipped by R.L.bI. on the eone basis Q.S the Kirtorf', GOtti.ngen o.nd ' aersfeld establishments, .
1; Brandis bei Leipzig
Te~t flying at' H IX V2 WilS goine on on the o.:irfield hero. The Hortens hlld hangar o.nd Llc.inten..'Ulco i'c.cilitieslI
14 Schwarz Propeller Werke - Eilenburg
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i.n H 7 was tnl;en to pieces and stored here" but the part of the .. town containing the target was in Russian hands in June nnd oould not [,:",
.be inv~stigD.tcd. No construction '1D.a "'hought to be in progress there~ j".
1iJJ. H IVb and an H XIV were also reported hidden sruewhero :in the town ,or :in Bemberg nearby. .
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15 Benlin - Ornnienburg
H IX vi and V2 Vi"eretested here in Janwy 1945. 1m H VIII was' alao reported to have been tested. This centre WD.e not visited and no Hprten aircro.ft 7I'ere supposed to be there'in June .1945 I,'
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. Appendix II
Flisht Tests ot the Horten ~
'.rho f'ollcw1Ag 1. A t~lb.t1()n. or E.. G<l:n.w.n !'C)port Oft tho flying cho.rc.cteristic~· of the Horten II and prepared by the Vlell-lmown Hanna ReUsch. .' .
Flight Tests of the Horten II, D-1l-187 on th~ . .17.11.38 at Rc.ngsdorf ~:..!~.- .
Tho Horten II wo,s tested by Hn.nna Reitsoh. (n.F.S. DnnlSto.dt) llt the request of General Udet. . ..
The type tested was bull t in 1934 ani has s':U1ce been followed . end irJProved. by tho types HIlI, H IV and. H V. ; (The Horten III was successtully flown in the 19.38 Rhoen oOl:zpetitioris'':''nnd''obta'iried 0. height of 8,000 Llctres ( 26, 000 f't.) ; it 'we.s des troyed ~. n hail s tor.w but was flown agt.in ili.19.39. The II IV and H V were coripleted in Decej:lbcr 19.38.) The following report on the :f'lying clk'U'ucto,ristics wust not therefore be regitded as represontirig the present"s'tc.gc of developrJont of tailless aircrnit by the Horten Brotners. The flying qualities do . not oorrespond. to present day der~s. ~he. fol10'Hing should howev~r bo noted: j,:t possessos great static longi~inal ~~bili~ end oouplete . . safety m ro1litionto tho :spin. . ..... \.,:' .',"": : ... : . . ...t·· • . .... '.,., '. . .
Flying Characteristics ":;',
:,' . . . • . .::" . .' ' ." .: .. "" ",~ .', '::. ~ i .', Ir;O . Since' the build.ers.-pf the H~r.t6n II'did not .have av~le ·'.'.:.1;: sufficient rii.r;Uuted"o.ls'·X'or its Lm.nuf~ctureJ the. resultant oonstruct· n nas L1C.de tru;;'testing v~y difficult. For lack of'WiHbearings the . control surfacesaro so heavY that ooO:SUI'oc.lcnts of s,po.bi1ity CUlU1f,.lt-, be oarried out. ~. ~.- . . ".;
.... ; .. (i~:' Cor.1f'ozj,.: Not exceptionl;"~. i ~ .
. (ii) View. View is bad. since the edges. oft~e coclCJ?it hocxr out off the ~iew at. eye level.
(iii; En.1g.y nne. Exit. .Only possible for athlety~.
(iv; . ~".Xn.chutv c.rro.n&eiucnts. Sntisfaot.~ry •..... l., . "
L.:i:Tnh,gei:!en'b 'of the Inatrw'Jents~ Not very satisfactory.
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(Vi) igTanseLlent and OJ2e~~i2n _9.Lt..l?.~ rct..~~b~~i~. Only possible tor long armed pilots.
(Vii) Rrictioribf'··the control surfc..ces-~ " . !,'
(.B) Toke-off nnd Lan~ Charaoteristics
'Take-oft'
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". ,.. . ~~~> The carrying out of the no.I1llal take-off teclmique is not recct;1t;lend~ because of the long run that results.. The tnko-off is best oarriOO. out~; wi th fully back oontrol coluun unt~ the a.eropLc..ne rises frOLl the gl,"'OundJ ~ ~
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. without chru1ee of incidence. When two or three tletroe height is reached the control colw.ln :'IJlJ.Y be put so forwnrd. so tho.t the aeroplane atta·1ns
"a. noma]. flying c.ttitude., 'I'tj;s-~ought the.t the long tcke-off which " otherwise results" is caused byt4eunsatis£actory £'.rrLUlganent of 'th~
undercarri.ag~~: ' " "", - ,-' '
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" '"IAnc:ling, evenori a srJCJ.l fiela., is easily undeby weens of tho 10riding f~ps and use of the drag rudders on both sides' so thn,t" the~ nat Cl.S dive brDlces. Lo.nding run is norr.lal. " ' ,
'," '::~ ::(6/:B~.lanco ,', ~d stab il i ty
': a--.ianca and stability could not be -adequately' tested beMuse the control column wquld remain il,l anY position in whiclr'it Wnsput POOD.USO of friction. Statio longitudinal sto.bility is' good. ,. ."
. . ..... '\ :~;(D) Controlability and Control Forces
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. ' "". ' The ·i.lotion is strongly d.llQped. Loads are nonlL\l.' . ".
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Lo.'teroi C6'ntrol' ~. }.'" ~.'
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,The response is inD.dcqUnt~ and unpleasant duQ, :tIo.~t:lrirg~~-nogativ~ l yawing tlOI;lent whicn appears when the controls o.r~ ·(ffsplacoo. ,!rho .::odrltrol , forcos could not be c..ccurr..te1y judged duo to the trictionLind, ::llSo ,
buffeting of the control COlu.-JIl cn.usedby ~'USts. Ttlis: nu.t~oripg, '~;f\:tho .£I.ilerons is ;P~9b&.bly callSodby the 1c.cl:: o~ static balc..nco,~of the .oontrol ,suri'llcea,~:,' :Theover balance of the. 90ntrols also gives I;\,,!'e'el,in'r. 0.'£ ' ..
. lateriU.· instci)ility whioh however dOGS not llppOD.r in calm air.' . . . \." . .
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Directional Control
Th~ro ore upper and lctwcr surfaco spoil.ez,s, an .th~ i·.9u.tboarc1 winG. When they are operated 0. response Q.cours suddenly. Qpcra~¥>n of .the ' . directional control' suddenly SlO'YIS 'down the inner wing and the aeroplane
,turns :imtlodiately about b?ththe v:crtico.l and. the longi~~ £\xos. '" ,',.
The"~riiat~~ns between tho'to~oes on" the thrco oontrOls',is not I satisfnctory.
(E) Turning F~ight , ,I
Turns are only possible with dii'fioUlty. Thrit'iS'to say they arc' iLlpossible with, ailerons 'alone' and can only b~ madeus1ng "tl~G-::drag . rudder .•. '. . , .
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If strong drag rUdder Iil6vElile~'f is apPlied, rOOnoeuvrabllltyis good. The true bank can not be eas~obtaincd (i~ must benqtcd that tho ~est pilot c.olildrot...IQ.tn:..ct 'Ch~ ~e and this would o.dversely ~uenoe -the ba.nking p~rticB). , '!o ' ;: ..
(F) Side Slip ;
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Side slipping' oaimot be . 'carried ,out on ;the Hortan',U. . , .', I' ' ; " •. : ',.~ . '. ' I '. I .)"
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_ (G) Ohr.racter:i3tics in the Stalled Flyil1g Condition
The aeroplcno ,cann~t by any'sort of oontrol~ciVaulents be Dado to drop the Wing or to SPll1. With the control column pulled right back the machine pitches sligr.tly forward and sinks without ren.ching a speed of, Dore than 90 kilolJetres/hr. (This is Il great help :in bl~d flying when the instrw.:.1ents are iced up,)
General
The above failings .are to be taken up wi th the Horten Brothers with regard to further devolopments of the machlno. "
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" j I Type I ! II III IV I I
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Spon ft. 40·7 54.1 I 65.6 65.6 Wing ore..'1. ' :ft2 226 344 403 203 ,t;spect ratio . 7·27 8.481 10•66 21·3 Taper retio :5·7 8.7 7 5.5'
! chord -swecpbaCl: deg •. 9·5 26 23 17 Total .mshout doc:;. 7,
8 I 7·1
Dihalral deg. 3 3 .3 5 , .~ "".".
Thickness ·rutio at .... ,
centre section (10) 20 20 20 27 Wing 'root th:i.clcness 20 20 20 (16, . Wing tip thiCkness 10 10 10 8
~ , 606 . 550 440 Weig~t:_ f.ll~IP,~y lb. loaded ' , 440 8'27 -- 710 ' . b"60-
_ .......... .1 ............... _. _____ ....
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Wing loading Ib/ft2 1.9 2.4 1.9 _..2~1
Performance ' ..
, f . ., . "' ..
Best. gliding I"r'.tio 1/21 1/24- l/2S 1/37 MiniLJum sinlcing
- . ..
speed ft/sec ,2.8 2.6 2!t13 1.77 ..
. Porler units - - !'!!' -..
'B.H .. P. r
Mruticuo speed l.l_p.h. - .- - -Cruising speed " - -. - -LMdin::; speed " ,. -) . - - - -
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TcJ;)le 1 .
. D,~ tc.. shoot :Cor HortC:~ idroro..ft, ,
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!Vb-I V VI VII VIII
66·3 '52.5 78.7 52.5 131 205 451 191 473 1680 21·5 6.1 32·4 5.8 10.2 5·5 4.6 6 - 6.6 4.1
18 32 15 34- 27 5·6 5 6.2 5 7
.5 3 ' - 5 2.:l 2 .3
27 17 18 15·5 ,17 16 15 16 10 8 8 8 8
. 2310 550
,.
2760 ' 770 7050 33000
6.1 4.0. _ 15 19·5 • .
- . --./ , -- ( 1/43 ... .-\; !
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( - -'1.58 ) . ~: .•.
"" -. - ' - .. , - .
2xHi.vi60R - 2xASIOo , 6xii.Sl:~c
2x8O - - 2x24O . 6x240
134- -' 212 \ , - '190
47 - 62,
"'"- .
-46- • '.
IX
52·5 566
4.9
28 1.8 1·5
16 13
8 ..
18700
33 ' .'
. -" -
2xJtmlO 004' ...
590
.
c) , ,R.A.E. Rqport No. 259/1
Tech,oX'fote No. kro 1703
~
'.
I Para- 1 XII XlII XDI I I
bole. I . 52·.5 l.j.O(c..pp) l.j.9.2, 39.4-
3l.j.3 - 150 355 8 4 16.2 . 437
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30(L.E. ) 6o(L.E. ) 20 (L.Ej '3t .' .8.6, I
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17 10
. . 265 .",' - 198 :1.550 4.85 375
- (Glider, 4·5 , :3.24- 1.01 ..
- 1/30 '1/19
- . 2.03 2.13 ' , ,
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Seotion . F.S. Chord ins. Dist. froi:l C.L.
~te Station % ch. % chord
-~ 5
10 ,
15 20 30 40 50 60
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70 80 90
1J+.25 -4.5 , • ,
47·5 , , 49.25 , 50
52·5 55
. 57·5 60
• 62.5 65
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To.ble 2
Wine Sections £'rOi.l H IV (s~e Fi~.2)
Inner end of IIUler end .Iing root inboard eleven of' outboard
e1evon Upper ,
Lower Upper Lower Upper Lower surfaoe
. , 4.01 2.44 3.88 2.83 3.27 2·57 5.81 3.37 5.32 3.64- 4.62 3.50 8.28 4-30 7·24 4-36 6.26 4·44 9.89 4·65 8·54 4.80 7·19 4.90
10·91 4.82 9.40 5·04 8.08 ' 5.14 11.43 4·91 10.26 5.28 8.64-
• 5·42 10~69' 4.91 9.40 5·08 7.89 5.37 9~27 ' 4-65 8.01 4·84- 6.72 4·72
7.09 4·04- 6.23 4.22 5·37 3·92 4.97 ·3·15 4.32 3.55. 4.16 3·13 2.92 ' • 2.25 2.64- 2.64 ' 2.80 ' 2-33 1·35 1.28 1.15 1.63 .1.35 1.21
8.78 5.04 I
;
-2·57 ,
!' 8.01 4·84.' 1.17 3.50 . 0·75 3·92
• 7.19 '·4.60 2·33 3.83 . "; . ;
' 3·32 ' 3.78 6.23 4·22 4-30. . 3.69
. 4·72 '3.64-5.23 3·93 . 4.67 3·50
,
-47- '
", " '
\7ing tip
, Upp~r Lower
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TARGET REPORT JAPANESE ANTI-RADAR COVERINGS
Naval Technical Mission to Japan
(December 1945)
BACM RESEARCH WWW.PAPERLESSARCHIVES.COM
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RESTRICTED
From: . To : -Subject:
Reference:
U. S .. NAVAL TEC~NICAL MISSION TO JAPAN CARE OF FLEET POST OFFICE
SAN FRANCISCO, CALIFORNIA
21. December 1945
Chief, Naval Tecr~ical Mission to Japan. Chief of Naval Operations •
Target Report - Japanese Anti-Radar Coverings.
(a) "Intelligence Targets Japan" (DNI) of 4 Sept. 1945.
1. Subject report, covering Target E-06 of Fascicle E-l of reference (a), is submitted herewith.
2.1 The report was prepared by Lieut. R.C. Brooks, USNR, - with the assistance of Lieut. Eric W~ Jordon, RNVR •
•
,)
I,
/~§.~.'-./ C. G. GRIMES Captain, USN
RESTRI(TED
E'LECTRONICS TARGETS
JAPANESE ANTI-RADAR COVERINGS
"INTELLIGENCE TARGEJS JAPAN" (ONI) OF 4 SEPT. 1945
r; FASCICLE £-1,. TARGET £-06
D.E,C.EMBER 1945
u.s. NAVAL TE.CHNICAL MISSION TO JAPAN
,
E-06
o RE:S,TRICTE:.D,
"SUMMARY
ELECTRONICS TARGETS
JAPANESE ANTI-RADAR COVERINGS
0,
E.06
Japanese research in the field 01' ant-i-radar coverings was quite intense, and while several research products proved to be rather successful, according to tbe data presented, it was difficult to use, in practice. Such information as was available is included in this report, and was obtaued ::.~rom. the Air Technical Intelligence Group~ which initiated the request for interrogations, data and samples~ Reference is made to ATIG Reports #153 and #114. the latter prepared for ATIG by Dr. Wilkenson, a civilian engineer associated with that group.
The two major contributions are an anti-radar paint, the work of Major K. MANO of the Tams Technioal Institute, a Japanese Army research organization, and Dr. SHIBA of the Tokyo Engineering College, and absorbillg materials, in rubber, for micro-waves. This last research was conducted at the direction of the 2nd Naval Technica~ Institute and engineered by the Nippon Broadcasting Corporation and the Sumitomo Electric Co.
Abstracts of the reports are given for their interest value. The basic reports of ATIG should be studied for complete details.
NTJ·L·E-06
E.06 RESTRICTED
Su.mma.ry ••
REiferences
TABLE: OF CONTENTS
!II .'._ •• ' •.•.•• -.'.'a).'Ot •••••••••••••••.•.••••••••.••• 010 ••••••••••••••••
•••• ' •• "'.,.'0°0'010,0 •••••• " ••• ' •• _ •• a .'._.'., ••••• ' •• ' •••••••••.•.•••••••••••
Page
Page
~
3
Ihtroduct1on- •• ~.i~l.ro~., ••• '.' •.•.•.•.• ' ••.•.• -••.• ~.,., ••• , ••• ' •• ~.-•• ".' •.••.•.• ,. ;I •••.•.•.••• •.•••• PBg'8 ,.
The' Report
Part I. Ant"i-Rad·arPaint-· ••• ' •••.•.•.•.••• ' •.•.•••• " •••••• Page 7
Part· II'. Anti-Radar Cbvering~ •.•.••••• ' •• ,.,.,., •.•.• ,.~ ••• '0 •••••••••••••• Page 7
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REFERENCES
A. Location of Target:
1. Second Naval Technical Institute, Tokyo Branch, MEGURO.
2. Tokyo Engineering College.
B. dapanese Personnel Interviewed:
1. Capt. Y. YA.TIMA, Administrative Assistant to Admiral N.Al'lA, 2nd Naval Technical Institute.
2. Dr. K. MORITA, -Tokyo Engineering College, an authority on theoretical micro-wave techniques and magnetron design.
C. Reports of Other Allied Agencies:
1. ATIG #153, report on Anti-Radar Paint.
2. ATIG #114, Dr. Wilkenson's report on Japanese electronics.
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INTRODUCTION
Research carried out in the United States iJldicated __ &IIOeD.S in the deyelopment or anti-radar coverings. The extent to which tile .rar .... had progressed along. these lines was not known and cOJlSequently beoa.t 0_ or ma.DY' targets ror inYestigationa
PrelimiJl&rY questioning at the 2nd Naval Technical l:ost1:tute aDil at the Tokyo Engiaeering College reyealed that ATXG pers04llel bad a1reaiI.7 Jaile initial contacts on this subJeot. and that in.f'or.mation was bei.Qg col.1eetieil ror theJll.
No rurther investigations were carried out, and rererence 1.5 Jaile to 4TIG ~eports. abstracts or which constitute the body or this report.
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THE REPORT
PART I - ANTI-RADAR PAINT
During June 194,), Major Ks MANO of the Tams. Technical Institute, aad Dr. SHIBA of the Tokyo Engineering College began experiments to develop an antLradar paint. These researohes produced several types of paint, or cOYer1ng, that gave acceptable results. Among those offering most promise were:
Paint Mixture Results
Ferric oxide and liquid rubber Ferric oxide, asphalt and airplane dope Ferric oxide and paint Hammer scale, asphalt and paint Butanol and alcohol
Very good Very good Fa1r1y" goo4 Good Very poor
The information given above is incomplete and no detailed reports are available. However, other members' of the Mission have oollected saap1es Qf the paint, and re~erence will be made to them at the end of this repar~.
Laboratory tests were conducted by coating an aluminum sheet with varying thicknesses of the mixtures and measuring the reflection coefficient. ~e no information is available on how these measurements were made, it was round that a two millimeter thickness was best for frequencies centering around 1500 megacycles, and a one millimeter thickness for 3000 to 4500 megacycles. These tests refer to the ferric oxide, asphalt and dope mixture.
No attempt was made to field test the miXtures on aircraft because o~ the known, or assumed, ef'fect on performance. The pliint was heavy, diffic1ll.ty to apply, and would have increased the drag considerably. In 1944, a small harbor patrol craft was coated with the most promising mixture, and tests were run with rather poor success using TASE 2, a 15.7 centimeter army radar. The Navy did not consider the use of these paints a practical solution to the problem. Expc;'sure to salt water soon caused the mixture to peel off. not tQ mention the effect of tem~erature on the coating. Lack of mechanical strength, excessive weight, pOJr adhesive qualities, and rapid deterioration were the ma-jor factors against its use. -
Dr. MASAKI of the Electro-Chemical Laboratory. Co.mm.unicatioJlS ~ry. is reported to have tried a paint with ferric oxide and magnesiumi oxide ~ ~ pension. Laboratory tests are reported to indicate 90% abeorptions at 1500 to 3000 megacycle radar signals; however, no details of measurement are specified.
These investigations were conducted at the request of the Japanese Army, and the N8~y placed little faith in their methods. ATIG Report /153. arailable to this Mlssion only in abstract, should give more complete detai1s.
PJLRT II - ABSORBING MATERIAL FOR ELECTRO-MAGNETIC WAVES JI
The Japanese Navy placed greater credence in the use of absorbing asterial than in paints, and under the direction of the Second Naval Technical Iastitute, researoh problems we~e allocated to the Japanese Broadcasting corporat1oc. and to the Sumitomo Electric Co., Ltd. The Sumitomo report is being returned to Washington for study by the Naval Research Laboratory, Anacostla. D.C., and the Eleotronics Division of the Bureau of Ships.
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E-06 RESTRICTED
'IDlD.e sbst;ract that follows is taken from the report by I. MlJRAKAJII, ·On the ~iDg Materials of E1ectro-magnetic Waves".
* * '* * * -rbere are two methods by which reflections of radar signals
~ surraces might be considerably reduced. One, by the selection ar smitable surface contours in. order to minimize reflection in. the ti.rectio.D. 01' tbe radar receiver. Two, by the use of absorbiJlg layers or saltable characteristics applied to the surfaoe exposed to tbe radar waves. It is understood, of course, that a combination rmr UD.ese .... 0 principles wou1d produce the best resu1ts.
-sasica1ly. it is necessary that the absorbing layer have the sma11est coe:rfioient of reflection at the frequency of the radar \1I&Ye.. ftere1'ore, 1.n..itial research was on the method of measuring ~ection coefficients at the very high frequen.cies of )000 mega-
, c.yc1es, and was followed by development of suitable absorbing materials, both experimentally and 'from theoretical data.
')
lII!be ab~rbing materials, in order to be practical for use on sllBips 01' &11 types, should 1'all within the following lim1t1Jlg contitiDl1S:
1. Haw materials used in. manufacture should be plenti1'u1.
2. Material should be adaptable·to mass production.
1. Layers should be easy to apply to ship surfaces. 4.. Jlaterials . should be .mechanically strong and free
from "chemical effects". 5. llaterials shou1d be thin and light in weight. 6. Materials shou1d be resistant to sea water and
easily sealed. 7.. . Katerials should serve equally well as absorbing
layer for super sonies. ('I
·ConSidering the above conditions, research was first conduc~ usiag rubber or plastic material in which there were .minute par-1tic1es 01' coliductiog materials, such as carbon powder. Because the tbickaess or the layer was a :factor in the results obtained, it was :!re1t ~t by using several layers of absorbi.Dg materials with prosressively varying electrical conductivity and dielectric constants, ~ JD01'e dense as the radar wave pen.etrates each successive layer. a8D~ et'rective product would result.
"Further theoretical. consideration indicated the desirabUity or suitably corrugating the surface of the metal to which. the absorb~DRteria1 is applied. It was reasoned that radar waves penetrat~ ~se layers wou1d reflect from a metal surface when incidence a.arg1es were chosen to produce maxi.mum dispersion to the inner sur:race or the absorbing layers and would be totally absorbed. It was a1so reasoned that by selecting each individual layer for optima. ef'1'ectiyeaess over a narrow portion of the spectrum, a material hav~ broad-band characteristics would be produced. Broad-band opera~~ in addition to the dispersion phenomena would be highly deslrabll.e. The :roregoiDg phenomena cou1d occur through the use ot finely . HwUed iron particles in the various layers, or iron powders whose pezseabi11ty varies according to the 1'requenoy of the electro-magmet~c waves. This method, from a theoretical standpoint, gave the
. .lllDst. p,roaise.
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"Research and development centerAd about the methods employing thin layers of rubber or plastic in which there were finely divided carbon powders. The table below gives the composition of the various types of materials pro~uced.
COMPOSITION AND CHARACTERISTICS 0F SAMPLES TESTED I,
---- .. -----.--------. r .------Se 201 Se 202
.--. -------.------ -----_. ------ ----Raw Rubber 100 100 .. Aoetylene Carbon 80 40
s:I Gaa Carbon. 0 0 '" Sulphur 3 ;\ .... j Zino Oxide 5 5
stearic Acid 3 "
1 ill Anteji-A (anti-oxidizer) 1
" 1
D.!.!. (accelerator) 1 1 pinet,?r (plasticizer) 10 0
Total 203 151 --'---- -- -- -- - ._--1----Speci1'io Gravi·ty 1.25 1.19
--------L Carbon ~_ontent (1- wt.) 39.4 26.5
! Eleotrica:" r------ .. -----
Iconduotivity D.C. 2.26 .42 (in volta/meter)
2
------ .----_. ---~ - - -
r:~,a Se 203 Se 204 Se 206 --- - - ---- --_. - "-- - ._---.-
100 lOll 100 30 20 0
0 0 40 3 3 3
I ! I 5 5 5 1 1
I 1
I, 1 1 1 1 1 1 0 0
o =~ 0
141 131
I 151 l}1
"--------- --1.16 1.08 1.21 1.11 - ---,----- -- ~5~i--1 - - 26:-5___ ~ 21.3
-- ---
.20} 4.46 BlIIall 1IJIIll1 x 10-4 r-- . ---- --------
l' = 3000 . mc/s 4.00 2.74 I Dielectric Constant
l l' = }OOO
mo/a 42.0 25.2 --'----- ----
_ .. --~.'- . - -.----
2.26 0.93 small saall
19.0 5.9 7.2 I 4.7 .- ---
"Two other samples were produced, neither available, cal~ed Se 101 and Se 104. Se 101 had an electrical conductivity (vim) given as "small" for D.C. and 2.16 at )000 mcls, with a dielectric constant at )000 mcls of 8.6. All that is known of Se 104 is its D.C. conductivity (vim) of 0.047.
"Practical experiments were conducted using, in one case, a built-up product of metal, 7 mm thiokness of Se 101, and a 6 mm thickness of Se 104. In the second experiment, the layers were metal, Se 201 (6 mm thick) Se 202 (2 mm thick), Se 205 (2 mm thick) and Se 206 (4.5 mm thicki. In the first experiment, at )000 mcls a ~efleotion ooefficient rof 15% was obtained, and 40% on the second experiment. The first showed sharper interference phenomena; however, the seoond would be more praotioal to use. (N.B. Data on Se 205 is not available.)
"The research planned in connection with the use of finely divided iron powders was not completed because of the end of the war." .
* * * * *
E.06
Concurrently with the latter portion of the experiments of the Japanese Broadoasting Corporation, the SVll1itoJllo Electrio Co. laboratories were given the problem of developing an effec~i"e anti-radar covering. These experiments ran through .May 1945, at which time air raids had so interrupted the work that they_were moving the laboratory to a "less popular" location.
Theoretical considerations and experimental results are to be found in a report entitled "On the Absorbing Materials of Ultra Super Short Wave", a copy of whioh was obtained from Captain Y. YAJIMA of the Second Naval Techaical Institute, Tokyo Branch, 1rnGURO. It was compiled from personal not~s of the engineers involved, but Captain YAJD'~ was unable to rind out specifically who they were. Apparently all note books and data of ~his nature were ordereu uestroyed on.15 August 1945, and no one would admit that his work was reprouuced in this treatise.
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E.06 ~ESTRICTED
This dooument is being returned to the United States in its original form and will be available for study from the oognizant section of the Naval Researoh Laboratory. Anacostia, D.C.
In brief, the experiments reported oonoerned the use of magnetio and nonmagnetic.partioles in the rubber base. Fair results were obtained on frequencies near 3000 megaoyoles, but by January 1945, as an absorber with magnetic powder did not show good result on 3cm wave length U. S. radar, study of conductive rubber containing carbon was again undertaken, espeoially as 'concerned multi-layers. The results were mildly encouraging.
Samples of the material produced in both laboratories have been submitted to NRL, as follows:
Samples of Anti··Radar Paint on Steel Plate - NavTechJap Equipment No. JE22-200S.
Anti-Radar Paint - NavTeohJap Document No. ND22-0040.
It is understOOd that Dr. Wilkenson's report lATIG #114) and samples of material collected by him will be available at Wright Field, Dayton, Ohio.
10
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