Military Review

Do-335 "Pfeil" - the fastest piston aircraft in history

Do-335 - heavy German fighter, fighter-bomber from the Second World War, which is often referred to in various sources as Pfeil (Pfayl - it. Arrow). Do-335 "Pfeil" was the fastest piston aircraft in stories. This aircraft had more than a revolutionary design, although this arrangement using two tandemly located engines was not completely new. Until the end, the Wonnards in Germany managed to assemble all 37 of such aircraft, they did not take active part in the hostilities.

If it were possible to hold a competition for the most unusual aircraft designed during the Second World War, the Dornier Do-335 “Pfeil” would have excellent chances to take one of the prize places in it. Unlike most of its competitors, which, despite the advanced designs, did not have a noticeable combat value, the Do-335 was a very successful combat aircraft. The Do-335 Pfeil was one of the fastest piston fighters in history. aviation. If German designers were able to solve all the technical problems that the fighter pursued at all stages of its development and organize its mass production, then the Luftwaffe would have a machine of exceptional qualities that could effectively withstand any Allied aircraft. Therefore, there is nothing strange in the fact that after the end of World War II, the Allies were very active in testing the Do-335 aircraft that fell into their hands. But the rapid development of jet aircraft quickly enough made the Do-335 an irrelevant combat aircraft.

The design of this fighter was based on a tandem engine layout scheme, which K. Dornier patented as early as 1937 year. In accordance with the scheme of the famous German aircraft designer, in addition to the traditional front engine with a pulling propeller behind the cockpit, there was a second engine with an elongated shaft and a pusher propeller. The pushing screw was behind the tail.

Do-335 "Pfeil" - the fastest piston aircraft in history

The Do-335 “Pfeil” was a multi-purpose vehicle, it was planned to be used as a heavy day fighter, high-speed bomber (with a 500-1000 kg bomb load), a night fighter (single and double), a reconnaissance aircraft and a training vehicle. Do.335 was already the 3 variation on the use of 2 engines on the aircraft’s symmetry line — the rear engine actuated the tail rotor located behind the cross-shaped tail. Such an unusual position of the screw was not a novelty, it was used as early as 1911, by Tatín-Polhan in Aero-Torpil. But it is worth noting the fact that before the appearance of the Do-335, no one had yet applied such an arrangement of the rear screw together with the use of an ordinary pulling screw in the front, which actually ensured Strela its uniqueness among all other combat vehicles.

By the end of 1942, after the design was completed, Germany began preparations for the production of a new aircraft. By the time of the first flight of the Do-335-V1, which took place on October 26 1943, Dornier received an order for 14 prototype aircraft, pre-production 10 machines - Do-335a-0, 11 production aircraft - Do-335-1 in version single-seat fighter-bombers, as well as the 3's Do-335a-10 and -12 - two-seat training aircraft. After conducting a preliminary assessment of the manageability of the aircraft in Oberpapengofen, the first car was transferred to the test center in Rechlin, where they were to undergo official tests. Despite the fact that the plane was experiencing some "wobbling" during flight at high speeds, the pilots from Rechlin were delighted with the flight qualities of the Do-335 fighter. German pilots noted good maneuverability and especially the acceleration characteristics of the aircraft and the turning radius. Do-335 could fly with one working front or rear propeller. In the case of the nose motor shutdown, the speed of the aircraft still remained impressive - up to 557 km / h.

The Do-335 was a low-profile all-metal design. The wing of the aircraft was trapezoidal, the wing sweep on the leading edge was 13 °. The wing was equipped with one spar and working trim. Cylinders with compressed air and an armored accumulator were also placed in the wing of the aircraft. The aircraft had a cruciform tail with a stabilizer, with lower and upper keels. The design of the aircraft empennage was all-metal, with the exception of the front edges made of wood and included a radio station antenna.

The Do-335 fighter's fuselage consisted of 4 parts: a cockpit with a compartment for cleaning the nose landing gear, a compartment with fuel tanks (in the two-seater version also a radio operator's cabin), a compartment of the rear engine installation and a tail section.

In the cockpit of the pilot, some of the instruments were located on the left and right instrument panels with a width of 300 mm. each. On the right panel was located the alarm panel of the work of the units of the motor units and the control panel of the radio station FuG-16. Also located here is a pilot emergency ejection lever. When bringing this lever into action, the top keel and rear propeller were fired, so that the pilot would not receive damage in a collision with them. On the left panel were located the control devices for the operation of the filler fuel pump with a shift lever to the rear and front engine. On the main instrument panel in front of the pilot, flight instruments were placed, which also provided the possibility of a blind flight.

A forward-downward view from the cockpit was provided at an angle of -5 ° to the horizontal; The view to the sides was good enough, since the cockpit was at the leading edge of the wing. In later versions of the fighter aircraft, the review was further enhanced by the use of cockpit blisters. The forward view, which was degraded by the curvature of the visor panels, was planned to be fixed in the future through the installation of flat panes. Behind the cockpit was a gas tank; its capacity in the double version was reduced due to the radio operator's cabin. Under the fuel tank was a bomb bay, in which the aircraft in the version of the night fighter (single or double) was placed additional fuel tank.

The metal wing of the trapezoid-shaped aircraft with rounded tips consisted of 2-parts. The approach to the butt-wing units was provided through special small-sized hatches. The main spar of the wing had a box section. On the leading edge of the wing of the Do-335 fighter, special knives were mounted for cutting the aerial barrage cables. At the leading edge of each of the two halves of the wing was a protected fuel tank with a length of 3 meters, which was installed in place through a special narrow long hatch located in the lower surface of the wing.

On the leading edge of the wing, it is possible to install the antennas of the FuG-220 radar, in connection with this, the leading edge of the wing was made of wood. An anti-icer was not installed on it, although it was planned to install an electric anti-icer manufactured by Siemens or AEG. It was also planned to install a wing with a laminar profile on the fighter.

The cruciform tail of the aircraft was unusual. The stabilizer and the keel of the two-jet construction, the lower keel of the aircraft was equipped with a safety buffer, which was supplied with a shock absorber. The elevator controls are tough. In the emergency, the upper half of the vertical tail could be dropped (when the pilot was ejected from the cockpit). The landing gear was a tricycle, the nose landing gear was retracted to the front of the fuselage, back. And the wheels of the main chassis were retracted into the wing, but not completely. Therefore, the sash, closing the wheels of the main chassis, had punch.

In September, 1944 in Germany managed to form a special part of Erprobungskommando 335, the main task of which was to conduct the Do-335 tests in combat conditions. Several Do-335A-0 aircraft and, possibly, Do-335A-1 were transferred to this part. The main task of the pilots was to develop tactics for the effective use of the aircraft in the role of a high-speed bomber, interceptor and reconnaissance aircraft. The commander of this squad was appointed captain Alfon Mayer. October 26 1944 of the year in the numerous anti-aircraft batteries of the Reich was sent a special order RLM, in which the anti-aircraft gunners warned of the appearance in the sky of a new German aircraft. In this order, the characteristic features of the new aircraft were revealed: the tandem arrangement of engines and the cruciform tail.

It is worth noting that the aircraft from the Erprobungskommando 335 did not so often come into direct contact with the allied aircraft. Only a few such cases have been noted. According to unconfirmed information in the autumn of 1944, one Do-335 aircraft was damaged by enemy fighters and made an emergency landing near Reims. Also confirmed the loss of one Do-335. 24 December 1944 of the year during the flight from Oberpfaffenhofen to Rechlin was lost Do-335А-08, the plane disappeared in the Donefeld area. The pilot of this car was killed, but the cause of the death of the aircraft remained unknown. It could be a meeting with the enemy's aircraft, and mechanical failure. Until the end of the war, the 2 pilot, whose fighters crashed in March and April 1945, became victims of the aircraft.

In the middle of April 1945, pilots of the Royal Air Force 3 th squadron, who flew Tempest fighters, were able to intercept the Pfeil Do-335 over the Elbe. The plane, which left them at high speed, was first discovered by French ace Pierre Klosterman. Later, pilots from the 325 th fighter group of the 15 th US Air Force, who flew the Mustang fighters, were able to detect it. In both these cases, the German car was able to easily break away from its pursuers. One of the Do-335 planes captured by the allies had signs of air victories on the casing, but it is very likely that these victories were won by the pilot even before he moved into the cockpit of this aircraft.

Flight technical characteristics of the Do-335-1:

Sizes: wingspan - 13,8 m., Length - 13,83 m., Height - 5,0 m., Wing area - 37,3 square. m
The mass of the plane is empty - 7266 kg., Take-off - 9600 kg.
Engine type - Daimler-Benz DB 2-603 1 PD, power 2х1800 (1900) hp
Maximum speed - 785 km / h., Cruising - 682 km / h.
Practical cruising range - 1390 km.
Practical ceiling - 11 400 m.
Crew - 1 man.
Armament: 1X30-mm gun MK-103 (70 shells) and 2x15-mm gun MG-151 (200 shells on the barrel)
Combat load: 1х500-kg SD-500 or PC-500 aerial bomb, 2х250-kg SC-250 bombs in the bomb bay and 2X250-kg SC-250 bombs on the external suspension.

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  1. Parabelum
    Parabelum 5 July 2013 09: 37
    A very interesting plane, the first time I heard about this, thanks to the author.
    1. Vadivak
      Vadivak 5 July 2013 09: 48
      The difficulty of bailouts

      The pilots were delighted with the enormous speed of flight, but the design soon began to show flaws. The main problem was the bailout - Do 335 was only the second production aircraft (after SAAB J21) with an ejection seat. Before the bailout, the pilot had to shoot the top of the vertical tail and the rear propeller, which was fastened with explosive bolts, to ensure safe exit from the aircraft. Despite the fact that the chair was catapult, the cockpit lantern was reset manually. Another safety measure was dropping the bottom of the vertical tail unit in the event of a landing with the landing gear retracted.
      1. 755962
        755962 5 July 2013 12: 06
        We love everything - and the heat of cold numbers,
        And the gift of divine visions
        Everything is clear to us - and a sharp Gallic meaning,
        And the gloomy German genius ...

        from the poem “Scythians” by A. Blok
      2. Argon
        Argon 5 July 2013 13: 03
        An article about the next "masterpiece" of the gloomy Teutonic genius with partially veiled delight, they say, the fastest piston (why would it?), And in general, the reader has only the opportunity to agree / rejoice that the war ended before this "miracle" arrived in And meanwhile we have before us an unsuccessful attempt to "cheat fate", or rather the gyroscopic moment of the propeller. The fact is that when the power of the piston engines exceeded 1700-1800hp, and the speed approached 700 km / h, we faced some problems of reaching maximum values With a sharp tightening of the propeller, the jet tried to roll over the wing, moreover, the overturning of the control surfaces was not very effective, while reaching the maximum horizontal speed took a considerable period of time. Also, the take-off and landing characteristics of high-speed aircraft deteriorated more than significantly. "with this phenomenon, a differentiated installation with a deviation (during construction) vertical horizontal / horizontal tail from the construction axis of the aircraft ceased to work, and an increase in the tail area led to an increase in the specific mass of the airframe (and was implemented only in the USA due to more advanced structural alloys), the British switched to the development of a coaxial gearbox (trying to balance one in the opposite direction), which, however, was fraught with a large loss of power. In "Dornier" they decided to turn to the "old work of the professor" and balance the screw torque with another screw, but rotated by its own engine, and most importantly located in the tail (which eliminated the influence of rotating screws on each other ) It should be noted that this solution (and due to the decrease in drag) made it possible to slightly increase the cruising speed (compared to the classic "twin-engine"), greatly facilitated the take-off. But the problem of gyro-moment as a whole was not solved, a significant part of it now "twisted" the fuselage causing more (besides handling) and durability problems. There are steel elements in the structure. The controllability of the Do-335 can be said by giving the following example; although the turn radius was rather small, for a twin-engine machine, the vertical speed in a turn (or rather its negative / positive value) was chosen by the plane to a somewhat greater extent than the pilot, the corkscrew characteristics were deeply individual for each aircraft, which is generally confirmed by the construction of a significant number of combat training options, obviously so that as many combat pilots as possible could share - "the delight of the pilots from Rechlin from the flying qualities of the Do-335 fighter" -.
        1. Mister X
          Mister X 5 July 2013 19: 49
          Quote: Argon
          Also, the take-off and landing characteristics of high-speed aircraft have deteriorated more than significantly.

          the lower keel of the aircraft was equipped with a safety buffer, which was equipped with a shock absorber.
          Author Yuferev Sergey

          I think that he should have had a longer take-off run than other planes. And accordingly, he could not take off from all airfields.
          Apparently, it was necessary to take off very carefully and smoothly, otherwise you could lose the keel when taking off.
          And the rear pushing screw could probably reach the ground with the blades.

          Is this true?
        2. ramsi
          ramsi 5 July 2013 20: 31
          hi argon. I look, you have too many advantages, so I can’t resist: well, tell me, where is the logic - do you extol the completely sloppy asymmetric scheme of Dr. Foggt, then omit the more intelligible (although, in general, the same) Dornier scheme? At the same time, explain how the second screw in the tail reduces drag in comparison with the traditional twin-engine design? (are nacelles really?)
        3. Beck
          Beck 5 July 2013 21: 08
          Quote: Argon
          The fact is that when the power of piston engines crossed 1700-1800 h.p., and the speed approached 700 km / h, there were some problems with reaching maximum speed values.

          I'm not special. But I read that the main reason why piston, propeller planes cannot fly at a speed of more than 800-900 km is the resistance and increasing air density. At these speeds, the air is so compressed that all the power of the motor is spent only on at least some scroll of the propeller. And at a certain speed, no power of the motor is enough to simply rotate the propeller.
          1. Argon
            Argon 6 July 2013 02: 02
            I apologize for the late answer, I will try to answer the questions as succinctly as I can. Dear Mister X, I don’t have accurate data on the air-lift ratio of this aircraft, however, judging by the wing, the theoretical copy of the Spitfire wing (ultra-high aspect ratio asymmetric profile) has such a profile with technological complexity, have low resistance values ​​in a significant range of speeds and excellent bearing properties at low speeds. The presence of flaps and a relatively small parking angle - I think the machine did not even require a handle to take off, just pick up the required speed. But landing! The front strut is clearly overloaded, does not have knees for self-rooting, a "regular" landing on the main stands and a "ridge" even comes to mind, and then after the speed has been dropped, "putting on the nose", however, given that the "ridge" was firing back, this is unlikely. into account the weight of the machine and the rather high load on the wing (and therefore a high probability of "overtightening handles "when aligning), the cars were hit at landing quite a few. Now to the respected ramsi, I think that Vogt reached the goal with an elegant solution, and the Dornier design is like a" blow with his forehead against the wall "and there were more minuses than pluses. general layout, you are absolutely right, the absence of engine nacelles (from about 20% or more of the frontal projection area). Dear Bek, it will be the most difficult for you to answer, because you did not understand the very essence of the question. Let's take as an example the Me-109K4 at an altitude of 6000m. I was gaining 700 km / h at a vertical speed of about 0, in 150 seconds, and the Kingcobra 670 km / h in 85 seconds (I'm exaggerating a little) The fact is that the Messer pilot on acceleration, not how could not keep the plane in straight flight ( he sought to roll over). This forced the pilot, firstly to move the throttle more smoothly, and secondly, to constantly fend off the flip with the ailerons and commensurate with the RN. more than 109 km \ h. made up about 600N \ mthen it required some effort and time, which often cost the pilot's life.
            1. Mister X
              Mister X 7 July 2013 16: 12
              Quote: Argon
              the machine did not require a handle to move, only to gain the required speed.

              You "Plus" and "Thank you"!
              Here I dig a movie. It takes off as you described.
              But this plane is too high.
              And not the shortest.

              1. Mister X
                Mister X 10 July 2013 15: 43
                What kind of sneaky minus?
                If the video is clumsily displayed on the site - what do I have to do with it?
                If you know basic things, the video can be opened in a new window.
          2. anomalocaris
            anomalocaris 6 July 2013 08: 09
            Like that. But not really. The propeller blade speed is the vector sum of the peripheral speed determined by the rotational speed of the propeller and the translational speed of the aircraft. Moreover, the speed along the length of the blade is not identical neither in modulus nor in direction. Accordingly, the zones of the screw, different from the axis of rotation, operate in different conditions. This determines the shape of the propeller blade. When the blade overcomes the speed of sound, the flow characteristics change abruptly and a simple change in pitch cannot be dispensed with, so the screw will lose traction very sharply. This is what prevents the speed of propeller-driven aircraft from rising above 900 km / h. Jet engines are devoid of this drawback in principle. For comparison, the Yak-3 (with VK-107) had takeoff thrust of the order of 3000 kg and a maximum speed of 720 km / h, Me-262 - 2x900 kg and 855 km / h
            1. Beck
              Beck 6 July 2013 09: 20
              Quote: anomalocaris
              Like that. But not quite

              Quite, quite. I wrote that it’s not special. I have common words.
        4. Very old
          Very old 6 July 2013 06: 29
          I went to Wikipedia, got acquainted. Thanks to Sergey Vladimirvich.
      3. Very old
        Very old 6 July 2013 06: 13
        Curious post. Thank you.
    2. cdrt
      cdrt 6 July 2013 00: 24
      In fact, like the P-51D / H, F-4U, Spiteful, Spifire Mk. 47, See Fury are the ultimate aircraft piston aircraft. Those. Everything, the development branch reached its logical conclusion. Although of course all such cars are handsome wink
      The Germans still had a very beautiful Ta-152

      Although my favorite is the R-38. In my opinion the most beautiful plane of WWII wink
      1. Day 11
        Day 11 6 July 2013 01: 39
        As for whom, the old man, as anyone. For me, the most beautiful-aggressive was Me-410 "Hornet". I say in advance, he had some shortcomings, I know, I can tell (we are about beauty)
        1. Day 11
          Day 11 6 July 2013 01: 55
          How do you like this "Owl" He-219 --- the killer "Mosquito"?
  2. Alexandr2510
    Alexandr2510 5 July 2013 10: 24
    Very interesting Wunderwaffle. I did not know about such an aircraft. Thanks to the author.
  3. Russ69
    Russ69 5 July 2013 10: 30
    Hmm .. Interesting pipelats article "+".
  4. Mizhgan
    Mizhgan 5 July 2013 10: 32
    Acre Germans were and are the development of other designers.
    Aircraft SAM-13 designer EVA
    1. Mizhgan
      Mizhgan 5 July 2013 10: 35
      Adam A500 USA
      1. Mizhgan
        Mizhgan 5 July 2013 10: 42
        Tupolev I-12 (ANT-23, Bauman Komsomolets) - an experimental Soviet fighter with a tandem layout
        1. Vadivak
          Vadivak 5 July 2013 10: 55
          Quote: Mijgan
          Tupolev I-12 (ANT-23, Bauman Komsomolets) - an experimental Soviet fighter with a tandem layout

          By the way, a very unsuccessful car

          At an altitude of 1000 m, the pilot fired from the left cannon. At the same time, there was a rupture of the diffuser, a breakdown of the fairings of the guns and damage to the stabilizer control wiring, which was interchangeable on the I-12. At the same time, the automatic feed sent another shell to the barrel. The rupture of the diffuser was completely unexpected, since before that more than 100 successful shots had been fired on the ground. The situation in the air was threatening. Kozlov saw the torn plating, the damaged tail boom and understood that at any moment the car could collapse. It was dangerous to jump with a parachute because of the high probability of getting into the rear propeller, and it was not customary for the testers to leave the car, which was kept in the air. With extreme caution, the pilot turned the plane towards the Central airfield. When landing, the tail boom broke, but the experienced fighter was saved. For this feat, Kozlov was awarded on May 20, 1932, the Order of the Red Star for No.27, which he greatly valued.

          In almost all flight modes, pilots noted pipe vibration. The obtained characteristics were not satisfied either, so the I-12 developed a top speed of only 259 km / h. The plane was dismantled. The motors were handed over to the OEL ID warehouse (the prototype of modern flight test stations) on Khodynka, the wing consoles were returned to the assembly shop of the ZOK plant, and the center wing with the cockpit was sent to Podlipki at No.8 factory, where the guns were to be finalized.
        2. cdrt
          cdrt 6 July 2013 00: 28
          Nato is not this miracle accidentally put the guns of Kurchevsky?
          1. anomalocaris
            anomalocaris 6 July 2013 08: 17
            They bet not only on him. It's just that this plane was originally designed specifically for this "wunderwaflu". The guns were mounted in beams, to which the tail unit was attached.
    2. Vadivak
      Vadivak 5 July 2013 11: 06
      Quote: Mijgan
      SAM-13 airplane

      The British used the SAM-13 scheme in the Vampire and Venom fighters, while at the same time someone attempted to eliminate documents on all the most interesting works of OKB-31, which were in the secret archives of OKB-31. TsAGI and MAP. including the SAM-13 mosquito fighter, without transferring them to the TsAGI memorial museum.

      For information, we forbade work on the plane Yakovlev

      Citria; "The flight characteristics are not bad, I do not argue, but why should we waste time and money on additional flights? We have neither the time nor the opportunity to do things of little use."
      - Well, that's probably all. I don't advise you to complain. I don’t think it’s any good for you, but you can screw yourself up. ”
      1. Argon
        Argon 5 July 2013 13: 35
        And you seriously think so, is it not that the "Anglechans" are single-engine, jet, with two keel washers? Or a two-boom scheme is our national discovery? The main idea of ​​CAM was to reduce the weight of the airframe relative to the weight of the aircraft, and use less powerful engines as a result. then, at that time, a third of the aircraft industry was on the M-103, the M-105 was tied. And the scheme was theoretically not worked out (there was no TsAGI conclusion). And the fine-tuning could have been delayed, which was not uncommon then.
        1. Vadivak
          Vadivak 5 July 2013 14: 29
          Quote: Argon
          , not that the "Anglechans" single-engine, jet, with two keel washers

          Nothing. Here it is a two-frame scheme with the engine located behind the cabin. The Swedes used the same scheme on the J.21R, but for 47 years, and CAM-13 in 1940, before this scheme was not used anywhere except the USSR
          1. Argon
            Argon 5 July 2013 15: 54
            Really? I’ll deliver a lot of disappointment, take a look at the work (scouts) of Foreman and UTSa Voisin-World War I
          2. cdrt
            cdrt 6 July 2013 00: 33
            So we agree that Kelly Johnson did the R-38 on the basis of our crafts wink
    NOMADE 5 July 2013 10: 37
    Immediately youth inspired)) Collected the model of this aircraft. Fortunately for our pilots, this plane was "late" due to disagreements between Doranje and Messerschmitt (I could be wrong, but the fact of unclean competition and lobbying was). See the airwave page for more details.)
    But thanks to the author!
  6. Mizhgan
    Mizhgan 5 July 2013 10: 44
    Cessna O-2 Skymaster
    1. Mizhgan
      Mizhgan 5 July 2013 10: 46
      Twin-engine aircraft "Defiant"
      1. Mizhgan
        Mizhgan 5 July 2013 10: 49
        There are many developments on this topic, but they are not widely used due to the operation of the second (rear) screw in the front flow area, which significantly reduced the efficiency of the rear screw.
      2. Vadivak
        Vadivak 5 July 2013 11: 15
        Quote: Mijgan
        Twin-engine aircraft "Defiant"

        Here is another interesting bomber machine XB-42
        the bomber had coaxial thrusting propellers, and consequently, lower drag, since the fuselage and plumage were in an unperturbed propeller stream. Each screw was driven into rotation by means of a long shaft, independently of the other and, if necessary, could be installed in the vane position. If the crew left the plane (3 people) in flight, the propellers could be shot using the explosive mechanism. By the way, on December 16, 1945, the timely operation of the propulsion system allowed the crew to safely leave one of the prototypes of the XB-42 by parachute during an accident.
        The flight speed of the XB-42 reached 656 km / h! And this despite the fact that the normal take-off weight of the machine is 15 tons. Maximum - 16,2 tons! In other words, an airplane that had one and a half times greater flight mass and size than the famous Mosquito light high-speed bomber, and equipped with a power plant of the same power, could fly at the same speed. At the same time, he took twice as many bombs and could carry them to a much greater range. So, the normal combat load of the XB-42 was 3630 kg. With an overload - 4536 kg. With a bomb load of 907 kg, the aircraft could fly 8000 km, while the maximum range of the Mosquito of individual modifications, even without bombs, barely approached 3000 km.
  7. Dr.Serg
    Dr.Serg 5 July 2013 11: 05
    In Klosterman’s memoirs, there’s an episode about racing for this unusual airplane ... I read about it for the first time ... an interesting article!
  8. Cheloveck
    Cheloveck 5 July 2013 13: 28
    If German designers managed to solve all the technical problems that plagued the fighter at all stages of its development and organize its mass production, then ...

    If my grandmother ... then ... lol
    Single and small-scale models, no matter how outstanding characteristics they possessed, never led to any fundamental changes in the course of hostilities. And that's it.
    As a result, the plane remained in my memory a bit of a curiosity.
  9. pinecone
    pinecone 5 July 2013 17: 29
    Do-335 newsreel footage
  10. misterwulf
    misterwulf 5 July 2013 20: 18
    The Netzs then invented a lot of things. And even partially released. Only from the "confusion of thoughts" benefit and luck did not come to them.
  11. svp67
    svp67 6 July 2013 16: 19
    But time has shown that the scheme used on the BBS-1 (the first high-speed short-range bomber is more promising), the LB-S (light-weight bomber - spark) designation of Bolokhvitinov Design Bureau is more promising
  12. Andriuha077
    Andriuha077 6 July 2013 19: 45
    piston aircraft
    2 by 1600 forces
    Pratt & Whitney R-14-2000 (D) Twin Wasp 2 Cylinder Twin Row
    design range from 32 to 740 km / h
    actual vertical launch capability
    reached a record speed for that time in 811 km / h
  13. Alex
    Alex 7 September 2013 00: 09
    Interesting development. But the century of military piston aviation was drawing to a close, so there was nothing to talk about.
  14. Beiderlei
    Beiderlei 17 January 2015 16: 07
    Hurricane ......... some kind!