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    Modelling Luftwaffe Jets and Wonder Weapons
    Modelling Luftwaffe Jets and Wonder Weapons
    Modelling Luftwaffe Jets and Wonder Weapons
    Ebook412 pages3 hours

    Modelling Luftwaffe Jets and Wonder Weapons

    By Brett Green

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    About this ebook

    While the Allies largely relied on mass production to help them win World War II, Germany put a great deal of their limited resources into new technologies and wonder weapons. In addition to these tangible assets, which were used with varying degrees of success, the drawing boards of Germany were littered with dozens of advanced designs that never reached the prototype or production stages. Many of these operational and paper projects advanced the pace and influenced the direction of aircraft development in the decades following World War II, with many of the German engineers responsible for these innovations seamlessly continuing their roles in the United States and the USSR. Modellers have had a long fascination for the Luftwaffe's jet arsenal and secret weapons of fact and fiction and this new Osprey Masterclass will explore the Luftwaffe jets and rocket planes that saw service at the end of World War II.
    LanguageEnglish
    PublisherBloomsbury Publishing
    Release dateNov 20, 2012
    ISBN9781780961620
    Modelling Luftwaffe Jets and Wonder Weapons
    Author

    Brett Green

    Brett Green, M.A., L.M.F.T. (Licensed Marriage & Family Therapist), has tremendous expertise and experience in regards to the personal journey of trauma survivors. He seeks to help those in need find their unique paths in the worlds of grief, healing, growth, recovery. He has been in the mental health field for nearly twentytwo years. His career is truly eclectic in that he started as a probation counselor before transitioning into a part-time county mental health position where he felt he could do more and serve more children, individuals and families. He later became the coordinator of a nonprofit agency overseeing an adult outpatient program that provided established, interesting, quality and unique services to an excess of 350 clients per week. His administrative abilities and clinical insight eventually found him working as a family court mediator in two separate counties and court systems. He was tasked with mediating between disputing high-conflict parents in both superior courts, while making child custody recommendations that always maintained the best interests of the children in mind. During this phase, he also opened up a private practice office and earned county certifications to operate a child abuse and neglect program and a domestic violence education program. This practice has grown and offers six separate programs. He also serves the individual or family needing one-on-one therapeutic supports as well. However, in 2006, at the apex of his career, he experienced a traumatic brain injury that forever changed his life. Although his private practice remained in operation, his focus is now on advocating for trauma survivors and the disabled—people misunderstood, unrepresented and (quite oft en) still neglected! He now offers a very unique and experienced blend of therapeutic services, workshops, and presentations. These services include advocacy for trauma survivors and disabled people. He also provides expertise and insight in the following arenas: the management of anger, child abuse prevention, domestic violence intervention, family enrichment and positive parenting education, and high conflict parenting and private mediation counseling. He has been a “court appointed expert” in both child custody and domestic violence cases. He is an expert in movement disorders, action myoclonus specifically. His goal is not to provide information to the public merely. He seeks to educate and change lives within each counseling session or workshop presentation so the participant leaves with a new perspective. He was most recently selected to be a member of the California State Department of Mental Health – Human Resources (NP) committee. He hopes to work specifically to advance the underrepresented culture of disabled people (including trauma survivors). He sincerely hopes that people will find a renewed strength after reading the experiences detailed within this book. He hopes they can begin to regain their own sense of normalcy and right to grieve! This may ultimately serve as a stepping stone toward true healing. As stated, he believes we all have the right to move forward and heal—no matter what the circumstances are! It’s not how many times we fall that will define us… it’s how many times we choose to get back up that will!

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      Book preview

      Modelling Luftwaffe Jets and Wonder Weapons - Brett Green

      UP CLOSE AND PERSONAL: THE JUMO 109-004B TURBOJET

      BY BENJAMIN EVANS

      The Jumo 109-004B turbojet was both a crucial asset and a disappointing liability for the Messerschmitt Me 262. The Stormbird’s jet powerplant was technically advanced but it was also temperamental in service. Each engine had a very short life before parts started to wear out.

      A number of Luftwaffe jet models include well-detailed engines that may be displayed. After-market companies also produce resin jet engines that can be adapted to a wide range of kits.

      In this chapter, we offer a step-by-step guide to building, detailing and painting the interior and engine of Trumpeter’s excellent 1/32-scale Messerschmitt Me 262A-1a.

      The spine of the engine was a complex aluminium casting. It supported the compressor (with 25 bolts), the combustion chambers and the turbine, as well as providing the three mountings that attached the engine to the wing.

      Unlike many of its contemporaries, the Jumo engine was an axial flow design. This means that the air taken into the engine was compressed down the axis of the engine rather than out to the combustion chambers, as in the centrifugal flow British units. This enabled the use of a multi-stage compressor, which in turn allowed the airflow to be used for other tasks in the Jumo units, an integral part of the engine’s design. Air was bled from stages 3 and 5 to cool the 6 combustion chambers, while air from the final stage, stage 8, was used to cool the turbine. German materials technology was not capable of manufacturing parts that could withstand very high operating temperatures, most notably in the single-stage turbine, so this emphasis on cooling was an essential requirement. However, this sophisticated cooling mechanism came at a cost. A post-war American analysis estimated that drawing air off the compressor resulted in a 7 per cent loss of potential power.

      Brian Silcox’s beautiful photograph of the cockpit from a restored Messerschmitt Me 262A-1a at the National Air and Space Museum in Washington, DC.

      ‘Black X’ is a Messerschmitt Me 262A-2a currently on display at the Australian War Memorial in Canberra. These photographs were taken around 1999–2000 before the aircraft had been reassembled for display. The partially disassembled airframe offers some unique opportunities for access to the interior.

      The Jumo 004 jet engines still wear a coat of translucent red preservative that was probably applied before Black X’s sea journey to Australia. The engine nacelles were originally painted black, with the upper front in green and the lower section in RLM 76 Light Blue.

      The open bottom of the fuselage provides a unique view of the main wheel well. This is simply the open area inside the fuselage below the cockpit tub with front and rear metal bulkheads. Note that the cockpit tub, the bulkheads and the interior side walls are all bare metal.

      The turbine was built in two forms. Each had 61 blades. The first type used solid blades made from hardened chrome steel, comprising 30 per cent nickel, 14 per cent chrome, 1.75 per cent titanium and 0.12 per cent carbon. Later turbines used hollow blades (made from the same material), apparently only as a weight- and material-saving measure since, in terms of labour, 15 separate operations were required to manufacture each hollow blade. Furthermore, the hollow blades were not an operational success as their trailing edges tended to come apart, sometimes resulting in catastrophic failure of the turbine. Very late model turbines had two rivets in the blade’s trailing edges to prevent this.

      The undercarriage legs and retraction gear are built into the full span wing. Note that the centre section of the undercarriage is also unpainted metal.

      The interior of the cannon bay cover is painted in a pale or faded shade of RLM 02 Grey. Note the bulge to accommodate the shell ejection chute.

      The cannon bay is in excellent original condition. All four MK108 cannon are fitted. The cannon and the bay itself are also unpainted. Note the German factory stencilling on the rear bulkhead. The steel reinforcement strut is painted RLM 02 Grey. The top of this part has corroded where the paint has worn away.

      The grey electrical boxes with their printed circuit diagrams and the yellow cable bundles are in remarkably good condition.

      This Heinkel He 162A-2 is on display at the Planes of Fame museum in Chino California, around an hour east of Los Angeles.

      This is the BMW 003E-1 jet engine that was used to power the He 162. The BMW engine is more compact than the Jumo 004 fitted to the Me 262.

      The jumble of cables and piping may be seen on this original-condition BMW 003 E-1.

      The thrust produced by the engine could be adjusted by up to 25 per cent using a movable bullet in the aft of the engine. This was the primary engine control in flight, as the engine was very sensitive to throttle adjustments. In early Jumo units the bullet’s setting was manipulated by the pilot but, in the later engines, was slaved to the throttle controls in order to improve thrust control.

      The Jumo 109-004 turbo jet was extremely advanced technically, but this innovation was not matched by endurance. The Jumo 109-004 had an average operational life expectancy of only 10–12 hours. Notably, the Jumos used in Arado Ar 234 bombers lasted longer because their operational profile required less frequent alterations to throttle settings during flight.

      The limitations of wartime German materials technology let down an otherwise sound design. At war’s end, experimental high-temperature alloys enabled a Jumo on a test stand to reach 500 hours’ use, with 150 hours expected in service. The way forward for turbojet design was clear.

      The Messerschmitt Me 163 is rocket powered. This example is also at the Planes of Fame museum.

      The Walter 109-509A was the bi-fuel rocket engine that powered the Me 163. The engine mixed T-Stoff and C-Stoff fuels, also using potassium cuoro cyanide as a catalyst. This explosive combination was very dangerous and highly

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