Military Review

Combat aircraft. Terribly beautiful and vice versa

49
Error and improvisation are the engines of progress. For it is in the wilds of mistakes that sometimes such things appear that then live long and long times. Well, who thought of drinking sour grape juice 10 thousand years ago? And that's how it turned out ...


We know who was the first to build an asymmetric aircraft. Hans Burkhard from Gotha. And this volatile absurdity from time to time excited the minds of other designers. Apparently, there was something in her, attractive. As in wine.


But Burkhard's experiments in 1918 ended with the war and there was a lull.

And in the 1930s, Dr. Richard Vogt, an employee of the then Hamburger Flyugzeugbau company, kissed the forbidden jug.

Combat aircraft. Terribly beautiful and vice versa

The firm entered the competition for a tactical reconnaissance aircraft for the Luftwaffe in 1935. By her own история how Dr. Vogt came to such an idea gives rise to certain considerations. However, here it is better to give the floor to Vogt himself:

“The new order for the creation of the reconnaissance aircraft was the impetus for me to develop a very unconventional and daring design, which, as it turned out later, brought great success.

The competition provided for the creation of a single-engine aircraft with the best view both forward and backward. An aircraft design that would provide the desired 25-degree (down) viewing angle forward and backward above the engine would require a very high fuselage.

As I later understood, the Luftwaffe actually needed a twin-engine (!!!) aircraft, in which the pilot and observer would be located in front. So why not create a twin-engined plane and then remove one engine from it? Thus, the idea of ​​an asymmetric system came to my mind. "


Interesting, right? So many things ... The Luftwaffe ordered a single-engine aircraft, but Vogt understood what the leaders who had made the task "did not understand". And it began ...

If Vogt had been an amateur, or worse, an adventurer, the story would have ended there, and most likely in the Gestapo. They collected such people there, because everything would go under the article "sabotage" known to us.

But Vogt was a professional. Therefore, he was aware of the problems that such a scheme as an asymmetric design can bring. After all, even a symmetrical design has problems in terms of aerodynamics - a wagon with a platform.


It all starts from the screw in the truest sense of the word. The propeller turns the air flow and sends it back to the keel. Do you understand, yes? The propeller rotates clockwise, the air flow presses on the keel and gradually turns the aircraft to the left. It's okay, it's aerodynamics. Therefore, the keel is usually placed with a calculated bias in order to exclude this phenomenon - drift by the air flow from the propeller. Or the motor is deflected from the axis of the aircraft.

With an asymmetric design, everything is more interesting. There, the design itself, if correctly calculated, can extinguish the effect of the air flow from the propeller without any innovations and deviations.


In general, Dr. Vogt calculated everything correctly and went to Berlin with sketches. And not to anyone, but to Udet himself (Ernst Udet). General Udet then headed the technical department at the Ministry aviation Germany (the Ministry of Aviation, Reichsluftfahrtministerium, RLM), where he was in charge of the Luftwaffe.

Udet, being also a professional, studied the sketches and behaved accordingly. That is, on the one hand, he gave Vogt permission to develop an aircraft of an unconventional design, determining the year in terms of time for work. But he did not give a single pfennig from the treasury of the ministry.

Further along the knurled one. The Ministry of Aviation assigned the project number 8-141, but did not conclude a contract, that is, all expenses for the development of the aircraft fell on the company "Blom und Foss", which in 1937 included the "Hamburger Flyugzeugbau".

So the same aircraft were first produced under the brand name "Na", and then they became known as BV.


In general, "Blom und Foss" was better known in aviation as a manufacturer of flying boats. In fact, Dr. Vogt was also a specialist in flying boats. At first, he worked for the benefit of the Kawasaki company for a long time, designing flying boats for Japan, and then, moving back to Germany, built the Na.138, which went into series as the BV.138 and served in the Luftwaffe throughout the war.

Vogt had an excellent team, and therefore, three months after Udet gave the go-ahead, in June 1937 the airplane frame was ready. And at the end of February 1938, the prototype of the BV.141 aircraft made its first flight.

The first copies were assembled with air-cooled BMW 323A 1000 hp motors. from. The engine turned out to be what we needed, and already the first flights showed that the plane is frankly good, if you eliminate minor flaws.

Udet flew to Hamburg and personally tested the plane in flight. He liked the plane, and Udet spoke very well of it to Milch and Goering.

Here we must pay tribute to Vogt and his team. Correctly made calculations - and the car turned out to be very balanced and easy to operate.

Aerodynamically, everything is simple and justified, and it is even understandable why the motor is to the left of the cockpit, and not vice versa.


The propeller is to the left of the aircraft's center of gravity. The propeller pulls the plane forward and to the right, spinning the plane around the CG. And the air flow from the propeller presses on the keel and turns the aircraft to the left. And the reactive moment from the propeller acts to the left.

Vogt and company calculated everything in such a way that these moments completely balanced each other, and the plane flew in a perfect straight line, not going off course. Moreover, it did not depend on the operating mode of the motor.

The miracle did not happen immediately, Udet provided the promised support for the project, and RLM made an official order for the further development of the project and the production of a series of three prototypes.

The rich "Blom and Foss", in order to shorten the time, decided to build planes at their own expense and fly around them. So the prototype, which passed under the name Na.141-0, was renamed BV.141 V2.

And finishing work began. Home - The Ministry demanded to equip scouts not only with machine guns for shooting backwards, but also to equip firing points for shooting forward. The main competitor from "Focke-Wulf" had course machine guns, and the Ministry unobtrusively pointed out this nuance to Vogt.

Vogt and company got out of the situation simply amazingly: somewhere they got the front part of the Ju.86 bomber, which already had firing points in the nose, and attached (the word suggests itself differently) to their fuselage.

To prevent all this from falling off in flight, the structure was reinforced with two steel pipes, which began to play the role of a power support for the cabin floor. Then someone came up with just a great idea: in these pipes and place the machine guns. Well, in order not to disappear at all, the control pedals were also fixed on the pipes.


These pipes are clearly visible here.

We decided on the weapons. Two MG.17 machine guns were installed in the pipes, firing in the direction of the aircraft. A fairing with a sector was installed at the rear of the cockpit, which opened by turning. By turning part of the fairing, the stern point with the MG.15 machine gun opened.


A cameraman is sitting here, but in his place there would be a shooter with a machine gun in flight.

Another machine gun of the same type was on the roof of the cockpit, on a turret with a fairing.


In addition to defensive armament, the aircraft could take four 50 kg bombs to the nodes under the wings.


In the third prototype, BV.141V3, the design began to change. The hull was lengthened, the wingspan was increased, the motor was replaced. The BMW Bramo N132 produced only 835 hp, but was considered a more promising engine, with a perspective.

And on this model, as well as on the Henschel-129, this trick was applied: in order to reduce the area of ​​the dashboard in the cockpit and improve visibility, the devices related to monitoring the operation of the engine were transferred to the left side of the hood and covered with a plexiglass cover. It's hard to say who stole the idea from whom, but it turned out that way.


And this third prototype, with an enlarged wing and fuselage, showed the best results and was accepted as a model for mass production. The tail unit was still symmetrical, but even then Vogt realized that something would have to be done with it.

A few words about the cockpit. In general, here the imagination of the designers was played out in full. The cockpit was not very large, but it was made functional.

On the left side sat the pilot and controlled the plane. Everything. And then miracles began.

The observer sat on a chair of a special design, which rolled along the rails through the entire cabin, turned and unfolds!


In a normal state, the observer sat and watched. If he had to open fire from the upper machine gun, then he rolled the chair back and turned it 180 degrees. Rolling halfway and turning 90 degrees clockwise, the observer found himself at the radio stations and turned into a radio operator. Turning it counterclockwise made it look like a camera operator. And if you move the chair all the way forward and unfold the chair, then in the supine position, the observer becomes a bombardier, aiming while lying through the bombsight.

The bombs, however, could be thrown by simply plopping down on the mattress on the floor.

In general, the observer was the busiest member of the crew.

The side shooter also had a convertible chair, but not so confused. The shooter could also control the cameras from his seat, and if it was necessary to open fire from a machine gun down and back, then the chair was folded out, and the shooter began to work lying on it.

In general, everything turned out very interesting.

The Ministry liked the car. RLM placed an order for five machines.


On July 3, 1939, at the Rechlin base, the planes were shown to Hitler himself. Together with Hitler, the "conqueror of the Atlantic" American pilot and a big fan of Nazism Charles Lindbergh arrived at the show and performed the demonstration flight. For 9 minutes Lindbergh played aerobatics on the BV.141 and was very pleased.

On the ground, the show was also organized with special effects. The Blom & Foss staff showed how an aircraft engine can be replaced in 12 minutes. Hitler was impressed.

From the memoirs of Fritz Ali, one of the organizers of the show:

“At hangar“ Ost ”(“ Vostok ”) twelve exciting minutes were waiting for us. A BV.141 was installed there, which was supposed to break the record for the fastest engine replacement. It seemed that the mechanics easily carry out all the movements, without wasting time. With pedantic calmness, two fitters unscrewed four bolts and disconnected dozens of connections. The crane lifted the engine, drove it to the side, and on the way back put a new engine, which it installed in the right place. All the experts hoped that everything was done correctly, and the audience's jaws dropped in surprise. Twelve minutes passed, the plane took off, headed towards the West hangar, turned around and took off, soon disappearing from view. "

There, in Rechlin, a demonstration battle was staged with the Messerschmitt Bf.109 of the E series. The battle showed that due to its maneuverability and speed, the BV.141 was quite capable of fighting off a fighter.

In the wake of the success, negotiations began to build a large series of scouts. The figures were 500 cars, which pleased the Blohm und Voss collective in general and Dr. Vogt in particular.

In the spring of 1940, the BV.141 aircraft ended up at the AS1 reconnaissance aviation school in Grossenhain, where they performed tests as intended.

And then there was a sobering up.

The Ministry of Aviation summed up the results of the competition and ... Focke-Wulf Fw.189 was declared the winner. The preliminary order for the production of 500 BV.141 aircraft was canceled.

Despite the fact that the BV.141 was faster and had a longer range than the Fw.189, the ministry came to the conclusion that a twin-engine reconnaissance aircraft would provide greater safety for the crew in combat conditions than a single-engine vehicle.

However, Vogt did not give up and immediately set about developing a response to Focke-Wulf. You can call the BV.141b a continuation of work, but, in fact, it is actually a different aircraft.

The engine (new air vent from BMW, 801st, 1560 hp) promised good increases in everything. The fuselage was lengthened, the entire airframe was reinforced, the wing was redesigned, increasing the span to 17,46 sq. m. Cut off the right plane of the stabilizer, respectively increasing the left.


This was done for two reasons at once: firstly, it significantly expanded the shooter's firing sector, and secondly, it improved stability in flight, because such a tail (without the right stabilizer) interacted better with the flow from the propeller.

In general, everything worked out, the plane showed decent characteristics. Based on the results of preliminary tests, Blohm und Voss received a contract from RLM for the manufacture of five experimental machines, with an option for five more BV.141 B-0s. And then it was planned to manufacture 10 more serial BV.141 B-1.

A total of 18 aircraft of version B were built.


The main thing that Blohm und Voss did not do was that they did not solve the problem with the landing gear retraction. The cleaning mechanism was constantly junk due to different loads on the landing gear, caused by the asymmetrical design of the aircraft.

The BV.141B was planned to be produced in four different variants: a close scout, a night scout, a light bomber and a smoke screen.

The smoke screen plane is an innovation. The idea was simple: 2-4 smoke generators of the Nebelgerät S125 or 250 type were mounted on the aircraft. If necessary, the aircraft carried out an operational setting of a smoke screen, passing on low level flight between the enemy.

The initiator was the Kriegsmarine, since the operational setting of smoke was one of the most effective means of concealment when ships were withdrawing or (our version) when enemy aircraft raided. The idea was to quickly cover ships with smoke when enemy forces approached, and thereby make it difficult to aim bombing.

At the end of the war, when Hitler put virtually the entire surface fleet on hold, it might well have worked. But this plan was not implemented.

In general, as a tester of various new products, the BV.141B worked throughout the war. One of the planes tested the highly controversial Ente ("Duck") device, more appropriate in the First World War. The device was a disc with blades suspended from a winch. The disk was spun by a stream of air and the blades were supposed, according to the idea of ​​the author (all the same Udet), to destroy the tail of enemy aircraft.

It is clear that during World War II, the "Duck" looked like absolute delirium. Even if you do not take into account the fact that no bomber crew will allow it so easy to approach their aircraft with a contraption on a cable. In general, cannons and machine guns were definitely more effective. weapons... Therefore, having suffered with Ente from 1940 to 1941, RLM abandoned the idea.

Another program that BV.141B-07 took part in was a water surface sensor test program for aircraft torpedoes.

The new torpedo L11 "Schneewittchen" ("Snow White") was the new weapon. This torpedo was not simple, but gliding (that is, it had small wings and stabilizers). "Snow White" could be dropped from an obviously higher height than conventional torpedoes. This really significantly increased the chances of survival for the crews of torpedo bombers.

At the moment the torpedo hit the surface of the water, the wings and rudders were fired back, and the torpedo was heading towards the target. Contact with water was a critical moment in flight, as it was necessary for the torpedo to enter the water at the correct angle.
The probe that controlled the squib, firing off the wings and stabilizers, was a very important part, since it was on it that the success of the whole process depended.

The BV.141 was chosen precisely because of its design, which provided excellent visibility and the ability to control the behavior of the torpedo and probe until the last moment in flight and in contact with water.

The tests were successful, the torpedo was put into service, until the end of the war they managed to release about 1000 torpedoes, there is no information on the use.

But the BV.141 itself was a very interesting aircraft, apart from its original appearance. Very interesting developments were applied in it.


For example, what would you say about an airplane that had an engine replacement kit with a crane inside, in a special compartment? And the BV.141 had it. It is clear that no normal crew would have gone on a combat flight with a crane on board, but the kit was available.

Strangely, German engines did not seem to be such a frank raw material that there was a need for a crane.

The next innovation was squibs for shooting hatches to make it easier for the crew to leave the aircraft. All three hatches fired back.

And in case of an emergency landing - the plane had a liquidation charge. To prevent the enemy from capturing the plane, a special charge was installed in it. After landing, it was necessary to screw in a special fuse, turn it on with a switch at the rear hatch and quickly leave the landing site, because after 3 minutes, 5 kg of explosives turned everything that was left of the plane after an emergency landing into metal stuffing.

In the spring of 1940, the first BV.141A-0 aircraft were received by the Aviation Intelligence School in Grossenhain (Grossenhain, Großenhain). There the aircraft underwent final operational tests. BV.141 proved to be unpretentious in operation, easy to fly and deservedly enjoyed a good reputation with the school staff.


After the issuance of an order for the production of serial BV.141B aircraft, the creation of an operational unit began, which was named "Special Squadron 141" and was focused on work on the Eastern Front.


But these plans were finally abandoned in the spring of 1942 at the initiative of the General Staff. By this time it became clear that the reconnaissance missions were being performed quite successfully by the reliable two-engine Focke-Wulf Fw.189.

Of course, the suicide of Udet, who "covered" the project, and numerous minor defects of BV.141 played a role.

In addition, the allies made their contribution, having successfully bombed the Focke-Wulf factories, and after the damage to the factories, it was Blohm und Voss that gave part of the orders for the production of Fw.200 Kondop.

As a result, the entire production of BV.141 was curtailed, and the already produced aircraft remained as training and test aircraft, and did not take part in hostilities.

The plane was too peculiar. Yes, he was not bad in flight, he could well have succeeded in a further career, but ... Excessive extravagance let him down. Overall, it was a great and interesting work by Dr. Vogt.

LTH BV.141b-02




Wingspan, m: 17,42
Length, m: 13,95
Height, m: 3,60
Wing area, square m: 51,00

Weight, kg
- empty aircraft: 4 700
- normal takeoff: 5 700

Engine: 1 x BMW-801a-0 x 1560 HP from.

Maximum speed km / h
- near the ground: 366
- at height: 435

Practical range, km: 1 888
Practical ceiling, m: 10 000

Crew, person: 3

Armament:
- two fixed 7,92 mm MG-17 machine guns forward
- two 7,92 mm MG-15 machine guns on movable installations back
- 4 bombs, 50 kg each.
Author:
49 comments
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  1. Asad
    Asad 13 November 2020 05: 33
    10
    I first learned about such a project! Thanks to the author!
    1. Mister X
      Mister X 13 November 2020 11: 58
      +4
      hi
      came to the conclusion that a twin-engine reconnaissance aircraft would provide greater safety for the crew in combat conditions than a single-engine aircraft.

      However, Vogt did not give up and immediately set about developing a response to Focke-Wulf.
      Author: Roman Skomorokhov

      To be honest, I thought the BV.141b would be twin-engine too ...
  2. Walking
    Walking 13 November 2020 06: 55
    +1
    The first I found out about him on the site Corner of the sky.
  3. certero
    certero 13 November 2020 07: 19
    +3
    You really can't put it better - a truly gloomy German genius.
    1. monster
      monster 13 November 2020 10: 08
      +9
      That is why it is necessary to somehow make Germany an ally of Russia, and that for centuries.
    2. Paragraph Epitafievich Y.
      Paragraph Epitafievich Y. 13 November 2020 11: 30
      +5
      Quote: certero
      You really can't put it better - a truly gloomy German genius.


      in this case - just a genius)
  4. Lech from Android.
    Lech from Android. 13 November 2020 07: 30
    0
    These entertainers are Germans, whatever they can think of.
    1. Svetlana
      Svetlana 13 November 2020 07: 51
      12
      In the thirties and forties, of the last century, the Germans were the most advanced nation on the planet. Scientific journals in demand all over the planet were published in German. The same theory of relativity and the structure of the atom began to be studied in Germany.
      But when Hitler came to power, the emigration of scientists to America began, which raised the United States.
      1. Reviews
        Reviews 13 November 2020 13: 47
        +4
        Quote: Svetlana
        when Hitler came to power, the emigration of scientists to America began, which raised the United States.

        It started long before Hitler. Boeing, for example, is German by nationality. The son of an immigrant. The original surname is Böing.
  5. The leader of the Redskins
    The leader of the Redskins 13 November 2020 07: 48
    10
    I think that such articles are the most interesting for VO readers, in contrast to repetitive or rewritten "in a new way" about known pieces of equipment.
  6. Crash
    Crash 13 November 2020 08: 06
    +1
    Interesting article hi And the project is interesting. All the same, the German school in the first half of the twentieth century was ahead of the rest. Who knows how things would have turned out if not for Hitler and his ambitions
  7. sergo1914
    sergo1914 13 November 2020 08: 54
    +7
    Richard Vogt did not shy away from classics either. Blohm & Voss BV.138 "Seedrache".

    1. Reviews
      Reviews 13 November 2020 13: 53
      +2
      Quote: sergo1914
      Richard Vogt did not shy away from classics either. Blohm & Voss BV.138 "Seedrache".

      "Classic" is "Viking": a classic single-fuselage flying boat with a classic tail, and the 138th is built according to a non-exotic, but not the most common double-girder design. But BV can show off even by making a classic aircraft, but for a specific purpose: an example of this is the BV.40.
      1. sergo1914
        sergo1914 13 November 2020 13: 55
        +4
        Quote: Avis
        Quote: sergo1914
        Richard Vogt did not shy away from classics either. Blohm & Voss BV.138 "Seedrache".

        "Classic" is "Viking": a classic single-fuselage flying boat with a classic tail, and the 138th is built according to a non-exotic, but not the most common double-girder design. But BV can show off even by making a classic aircraft, but for a specific purpose: an example of this is the BV.40.


        I haven't glued aircraft models for a long time. But here's the "shoe" hooked. Well, the Bronco. Sorry for the off-top.
        1. Reviews
          Reviews 13 November 2020 14: 04
          +2
          Quote: sergo1914
          "Shoe" hooked. Well, "Bronco"

          A good choice. The 138th, by the way, was a "non-classic" also because it had excellent seaworthiness and could drift for days in the areas of work of "wolf packs", waiting for a signal from sailors to fly out to bombard the discovered ships.
  8. Borz
    Borz 13 November 2020 09: 37
    +1
    German designers have never been afraid to experiment. Well, the fiercest competition between the German aviation concerns made them original.
  9. Tarasios
    Tarasios 13 November 2020 10: 22
    +6
    "And at the end of February 1938, the BV.141 made its first flight at the prototype's helm."
    it seems a mistake. The plane clearly could not fly at the prototype's helm;)
  10. Senior seaman
    Senior seaman 13 November 2020 11: 06
    0
    So that's what you are, "crutch"!
    1. BAI
      BAI 13 November 2020 12: 25
      +5
      The crutch was called the Henschel Hs 126
  11. Fitter65
    Fitter65 13 November 2020 11: 12
    +6
    At the end of February 1938, the BV.141 made its first flight at the prototype's helm.
    And ... how's that? laughing laughing laughing So that the article by Roman Skomorokhov would not have at least some jamb, it would not be an article by Roman Skomorokhov. hi I saw this aircraft for the first time, or rather a large-scale bench model, in 1986, looking at it I was afraid to "break my eyes", before that the appearance was not familiar. True, the plane did not interest me much, so I did not purchase the model of this aircraft, although I read some material on this type for general development

  12. BAI
    BAI 13 November 2020 11: 17
    +6
    1. Just a couple of days ago the article "Airplane with a sidecar" came across, and now here too. Straight mystic.

    2. The aircraft had great development potential. On its basis, it was planned to create a dive bomber BV 237. And also BV P.194 - a further development of the BV 237, but with an additional jet engine.
    The BV 141 B-09, NC + RH aircraft was used in the Hs 298 guided air-to-air missile test program at Peenemünde West. Testing of the rocket began in early June 1944 and was originally carried out using Do 217 and He 111 bombers. The author of the Hs 298 rocket project was Professor Herbert Wagner.

    The projectile was a development of the design of the Hs 293 guided aircraft gliding bomb. The power plant consisted of a Schmidding 109-543 rocket engine, with two stages of thrust. The Hs 298 was launched from a rail located under the wing of the carrier aircraft. The control took place by radio, using the FuG 206 / FuG 232 equipment, and the flight range reached 1500 meters. In October 1944, another BV 141 B-09 joined the program. In the end, given the small range and solid weight of the Hs 298 projectile, it was abandoned in favor of the Kramer X-4 rocket.

    3. The opinion of the British about the plane. British pilot Captain Erie Brown recalled:


    “The Grossenhain airfield was transferred to the Russians from the allies (according to the agreement on the division of the zones of occupation). From one of the German prisoners of war who had been to Grossenhain, I learned that there was an unusual experimental squadron of the Luftwaffe, in which asymmetric machines Blom und Voss BV 141 were tested. Back in late 1944, the prisoner saw several times flying BV 141s, one of which , due to engine problems, made an emergency landing on the east side of the main airstrip. Maybe this car is still there? Therefore, I immediately went to Grossenhain.

    However, after my arrival, I discovered that the Russians had already taken this car. When the Russians learned that I was a British citizen, to my surprise, I was informed that in one of the hangars there was another serviceable BV 141, ready to fly. At the time, the Russians were very suspicious of the Americans; did not respect the French; they hated the Germans, and were very friendly towards the British. Of course, this was due to the fact that the British were the first to support the Russians during the Second World War. So, relatively easily, I got permission to perform a test flight at the helm of the BV 141.
    ........
    During the takeoff run, I was surprised by the short distance it took for the plane to get off the ground. At a speed of about 180 km / h, I took off and climbed 3000 feet (915 m). At this altitude, I switched to level flight and accelerated to 325 km / h. Once again, I was pleasantly surprised by the aerobatic properties of the car - I had absolutely no problems with its asymmetric shape. In fact, I didn't even feel that the plane was asymmetrical.

    In level flight, I accelerated to a speed of 360 km / h. Then, when I started to roll through the left fender, the engine suddenly began to sneeze, oil pressure increased alarmingly, and thick dark smoke began to come out of the exhaust pipes. Turning towards the runway, I reduced the revs, when suddenly the engine started to work just as unexpectedly. However, since the oil temperature was still very high, I decided to sit down immediately. Approaching the landing, at an altitude of 1000 feet (300 m), I extended my flaps and prepared for landing on the main runway, despite a strong crosswind. At a speed of about 130 km / h, BV 141 smoothly landed on the surface of the airfield. When the plane finished its run, immediately turned off the engine to avoid jamming due to overheating.

    Remembering that time, I am glad that I had the opportunity to fly this unusual plane. Despite the short flight, I was convinced that the service, cockpit visibility and flight performance of the BV 141 were excellent. "

    Good flying qualities are also confirmed by the fact that for the German newsreel "Deutsche Wochenschau" BV 141 B-01, NC + QZ performed an impressive cascade of aerobatics in front of the cameras.
    1. agond
      agond 13 November 2020 11: 34
      0
      On the spot where he stands in winter on take-off, he is good, just handsome, but if they made him not a scout, but an attack aircraft with a crew of 1-2 people, now you can build drones according to this scheme
      1. Alf
        Alf 13 November 2020 22: 40
        +3
        Quote: agond
        now you can build drones according to this scheme

        A drone does not need a cockpit by definition, and therefore it would turn out to be the usual scheme.
    2. Freeman
      Freeman 14 November 2020 03: 35
      +5
      BAI Yesterday, 11: 17
      Good flying qualities are also confirmed by the fact that for the German newsreel "Deutsche Wochenschau" BV 141 B-01, NC + QZ performed an impressive cascade of aerobatics in front of the cameras.


      It? what

  13. Fitter65
    Fitter65 13 November 2020 11: 38
    +6
    So the prototype, which passed under the name Na.141-0, was renamed BV.141 V2.
    Of course, you can get confused with the names here, although if you don't write gag as the author likes to do it, but cite the original source, then we will find out that ..
    Although this project was a private development of Blohm und Voss, this machine received the designation Ha 141 V2. There was the following reason for that: when creating an experimental aircraft at its own expense, Blohm und Voss made certain expenditures on development work. After the instruction to redo the design of the RLM machine, the company went forward, after which the first redesigned version produced received the serial number 171 and the designation Ha 141 V1, and before that the machine made - the serial number 172. Initially, the prototype Ha 141 V2 in RLM was planned to be assigned the designation Ha 141-0 , but then he received the official status of an experimental aircraft, which, however, had no further development.
    Further more beautiful pearl from the author.
    ... Vogt and company got out of the situation simply amazing: somewhere they got the front part of the Ju.86 bomber, which already had firing points in the nose, and attached (the word suggests itself differently) to their fuselage
    ... A cockpit similar to that of the Junkers-86 was on the first prototype
    But it did not suit the leadership of the RLM, and on the second prototype it was redesigned similar to the FW-189, the installation of weapons was worked out in the same way on the second The first to actually receive armament was the BV.141 V3. As you can see, the author is weird again, although
    (another word suggests itself)
    I am citing the author laughing good
  14. mz
    mz 13 November 2020 12: 17
    +3
    The propeller pulls the plane forward and to the right, spinning the plane around the CG. And the air flow from the propeller presses on the keel and turns the aircraft to the left. And the reactive moment from the propeller acts to the left.
    Does anyone understand aerodynamics and airplanes? Logic tells me that the screw pulls right, and the reactive moment acts on the aircraft, twisting it along the longitudinal axis passing through the CG, in the direction opposite to the rotation of the propeller. Or am I wrong here and not the author?
    1. Fitter65
      Fitter65 13 November 2020 14: 21
      +1
      Quote: mz
      Or am I wrong here and not the author?
      Let me repeat myself
      Quote: Fitter65
      So that the article by Roman Skomorokhov would not have at least some jamb, it would not be an article by Roman Skomorokhov.
      good drinks hi
    2. motorized rifle
      motorized rifle 13 November 2020 17: 41
      +3
      The propeller is right-handed (in flight), will have a reactive moment causing a left roll (i.e. opposite to its rotation), relative to the longitudinal axis passing through the center of rotation of the propeller. Since the center of rotation of the propeller is located to the left of the Center of Mass (we assume that the CM is in the middle between the main fuselage and the cockpit nacelle), this left heeling moment will be compensated by the weight of the aircraft, "remaining" to the right of the center of rotation of the propeller.
      The right-hand propeller simultaneously creates pressure on the left side of the vertical tail, due to the flow of thrown air, which moves around the fuselage along a helical line. This pressure causes a yaw moment to the left. At the same time, the propeller thrust line passes to the left of both the CM and the Center of Pressure (we assume the CP is somewhat ahead of the CM), respectively, there is a yaw moment directed to the right. The above points cancel each other out.
    3. PilotS37
      PilotS37 14 November 2020 12: 31
      +1
      Quote: mz
      The propeller pulls the plane forward and to the right, spinning the plane around the CG. And the air flow from the propeller presses on the keel and turns the aircraft to the left. And the reactive moment from the propeller acts to the left.
      Does anyone understand aerodynamics and airplanes? Logic tells me that the propeller pulls straight, and the reactive moment acts on the plane, twisting it along the longitudinal axis passing through the CG, in the direction opposite to the rotation of the propeller. Or am I wrong here and not the author?

      On the 141st, the engine was to the left of the aircraft's center of gravity, so in the horizontal plane it really spun the car clockwise.
      By "reactive torque from the propeller" the author quite correctly means the effect that the propeller has on the aircraft structure through the engine shaft (one can argue with the correctness of this term, but this is how this effect has been called for a long time). This effect leads to twisting of the aircraft around its longitudinal axis in the direction opposite to the rotation of the propeller. This effect is well known to specialists. When the propeller is turned clockwise ("right"), the plane is twisted counterclockwise ("left").
      But the 141st had one nuance here ... not the entire plane was twisted, but only the nacelle, which transmitted this twist to the wing structure by tensile-compression forces directed along the wing load-bearing structure. I am not going to say straight away how this effect affected the flight dynamics. I suspect not.
      And the fact that dear mz called "reactive moment", in fact called "the effect of blowing the screw." And the Author writes about this: "the air flow from the propeller presses on the keel and turns the aircraft to the left." So the Author has everything right here.
  15. Undecim
    Undecim 13 November 2020 12: 18
    +7
    We know who was the first to build an asymmetric aircraft. Hans Burkhard from Gotha. And this volatile absurdity from time to time excited the minds of other designers.
    There were only two such "excited" designers, one in the thirties - forties in Germany, Richard Vogt, the second in the seventies - eighties in the USA - Bert Rutan. Nobody else "got excited".
  16. Bolt cutter
    Bolt cutter 13 November 2020 12: 32
    -3
    Fritz Ali, one of the organizers
    Fritz has a refugee dad, or what? wassat
  17. Old electrician
    Old electrician 13 November 2020 12: 52
    -2
    In my opinion, this is a kamikaze plane. From the left side below it has a completely blind spot. When attacking a fighter from this direction, the plane is not just defenseless, its crew will not even see their death. Most likely because of this, he was rejected.
    1. Reviews
      Reviews 13 November 2020 14: 01
      +3
      Quote: Old electrician
      In my opinion, this is a kamikaze plane. From the left side below it has a completely blind spot. When attacking a fighter from this direction, the plane is not just defenseless, its crew will not even see their death. Most likely because of this, he was rejected.

      Do the two beams on the FV-189 bother you? :) By your logic, he has two blind spots.
      1. Saxahorse
        Saxahorse 14 November 2020 00: 29
        0
        Quote: Avis
        Do the two beams on the FV-189 bother you?

        The beams are thin and pushed back. Immediately, the entire left side is actually closed. True, and the enemy must guess from afar where this monster has a blind zone :)
        1. Reviews
          Reviews 14 November 2020 05: 59
          0
          Quote: Saxahorse
          Quote: Avis
          Do the two beams on the FV-189 bother you?

          The beams are (...) moved back.

          How's that?
          Not so subtle. Or the fuselage isn't that thick. According to your and "Electric" logic, airplanes with three crew members are generally a guaranteed morgue: SB, A-20, Blenheim, and so on: the only person watching the rear hemisphere does not see it at all for a third or a quarter. But on these aircraft, the fuselage is really a normal fuselage, and not that of the BV.141.
          The fuselage of the 141st "blinds" only from a certain angle - left-behind-and-strictly-at-the-same-height - an unlikely event and not for long. And the FV-189 has two beams, a GO and a right keel. It is not known even worse - one blind sector or three smaller, but in total more than this one.
          1. Saxahorse
            Saxahorse 14 November 2020 20: 42
            0
            Quote: Avis
            The fuselage of the 141st "blinds" only from a certain angle - left-behind-and-strictly-at-the-same-height - an unlikely event and not for long.

            It's hard to agree. At first glance, you can see that two-thirds of the left hemisphere is covered. The fuselage is not thin and the cockpit is quite close to it, it shades a lot.
            1. Reviews
              Reviews 14 November 2020 21: 06
              0
              Quote: Saxahorse
              Quote: Avis
              The fuselage of the 141st "blinds" only from a certain angle - left-behind-and-strictly-at-the-same-height - an unlikely event and not for long.

              It's hard to agree. At first glance, you can see that two-thirds of the left hemisphere is covered. The fuselage is not thin and the cockpit is quite close to it, it shades a lot.

              Sit in the place of the shooter on the SB or "blenheim".
              1. Saxahorse
                Saxahorse 14 November 2020 21: 11
                0
                What for? Do it badly by itself. You need to think about how to do well.
                1. Reviews
                  Reviews 14 November 2020 21: 18
                  0
                  Quote: Saxahorse
                  What for? Do it badly by itself. You need to think about how to do well.

                  "I have no more questions."
                  1. Saxahorse
                    Saxahorse 14 November 2020 21: 21
                    0
                    Really. Why discuss nonsense. One glance at the photo of this machine is enough to draw conclusions about its sectors of view.

                    But some are stubborn. wassat
  18. Miner
    Miner 13 November 2020 13: 32
    +3
    Asymmetry, calculated correctly, is good.
    Everything is justified and moreover, it is confirmed by practice.

    But what about stopping the engine in flight?
    What then?
    Falling aboard and almost uncontrollable fall with intense, asymmetrical hull rotation?

    PS
    An interesting device.
    Interesting, in my opinion, article.
    Thanks to the author!
    1. Reviews
      Reviews 13 November 2020 14: 00
      +3

      But what about stopping the engine in flight?
      What then?
      Falling aboard and almost uncontrollable fall with intense, asymmetrical hull rotation?

      Roughly the same as the failure of one engine on an aircraft with an even number of propellers. In short, everything will be fine. :)
  19. Al_lexx
    Al_lexx 13 November 2020 18: 23
    0
    Amazing. I've read about this before, but there are so many details that it takes your breath away!
    A huge thanks to the author for an interesting article!
  20. WayKheThuo
    WayKheThuo 13 November 2020 21: 02
    +2
    I don't want to use clichés, but this is the same feeling when you read an article and understand that a person really loves what he does and treats his business responsibly.
    Plus, unambiguous and irrevocable.
    Thank you, Author.
  21. Unknown
    Unknown 14 November 2020 00: 36
    +2
    Quote: Svetlana
    In the thirties and forties, of the last century, the Germans were the most advanced nation on the planet. Scientific journals in demand all over the planet were published in German. The same theory of relativity and the structure of the atom began to be studied in Germany.
    But when Hitler came to power, the emigration of scientists to America began, which raised the United States.
    ........ these are the fruits of universal primary education conducted in 1717 in Prussia. geniuses come from the people, but to educate and develop talent, to give a push, so to speak, is a matter for the state.
  22. Freeman
    Freeman 14 November 2020 03: 54
    +4
    A few words about the cockpit. In general, here the imagination of the designers was played out in full. The cockpit was not very large, but it was made functional.

    On the left side sat the pilot and controlled the plane. Everything. And then miracles began.

    The observer sat on a chair of a special design, which rolled along the rails through the entire cabin, turned and unfolds!

    In a normal state, the observer sat and watched. If he had to open fire from the upper machine gun, then he rolled the chair back and turned it 180 degrees. Rolling halfway and turning 90 degrees clockwise, the observer found himself at the radio stations and turned into a radio operator. Turning it counterclockwise made it look like a camera operator. And if you move the chair all the way forward and unfold the chair, then in the supine position, the observer becomes a bombardier, aiming while lying through the bombsight.

    The bombs, however, could be thrown by simply plopping down on the mattress on the floor.

    In general, the observer was the busiest member of the crew.

    The side shooter also had a convertible chair, but not so confused. The shooter could also control the cameras from his seat, and if it was necessary to open fire from a machine gun down and back, then the chair was folded out, and the shooter began to work lying on it.


    It is difficult to sit in one place during 5 hours of flight - the guys "had fun as best they could." wassat lol

  23. PilotS37
    PilotS37 14 November 2020 12: 47
    +1
    I learned about ВV.141 as a child, reading the magazine "Technology of Youth". The car "came in", but then it was a childhood experience.
    Now, having worked as an aerodynamicist at the Sukhoi Design Bureau, and then doing a lot of other things, I can say that today I got some sweet pleasure from the description of the Constructor's work: rarely does anyone manage to balance everything so competently and get an excellent result!
    It's good that this enemy vehicle didn't go into production!
  24. rubin6286
    rubin6286 14 November 2020 16: 04
    0
    Interesting article, thank you.
    The plane was interesting. Despite a certain "unpretentiousness", Vogt created an exceptionally thoughtful design and in this sense, once again confirmed his high professionalism and ability to innovate.
    For the first time I found a mention of this aircraft in the magazine "Tekhnika-youth", published in the mid-60s, and in the early 80s in the club of bench model aircraft, which was then located in Moscow in the DK im. Gorbunova, a man at the front, assured me that in 1941, during the defense of Moscow, he personally saw BF-141 several times, correcting artillery fire. I asked him to look at the instructions for the model, etc. I speak German fluently, I read to him that the car was not accepted into mass production and did not take part in hostilities. He felt embarrassed for the "chatter", but I was not offended ...
  25. Proctologist
    Proctologist 15 November 2020 12: 42
    0
    Thank you, it was very interesting to know about such an unusual plane!