131:
545:, liquid cooled six-bank inline engine, with four cylinders in each bank, came the closest to being the only production, single-crankcase design high-output powerplant candidate during the war years, intended to power not only the Junkers Ju 288, but also many other German multi-engined advanced combat aircraft projects. The 222 was a remarkably compact and efficient engine design, being almost identical in cylinder number, displacement and weight to the British
569:
698:
development powerplants built. The three-year development period during the war in Europe, with no combat-ready designs to show for the effort, meant that the Bomber B project was a time-consuming venture that delivered nothing, while also serving to ensure that no other designs were available in late 1943, when their existing twin-engined medium bombers, most developed in the mid–late 30s, started to become hopelessly outdated.
518:, with four banks of six cylinders each. Possessing essentially the same displacement of 46.5 litres (2830 in) as the initial version of the Junkers Jumo 222, its protracted development was diverting valuable German aviation powerplant research resources, and with more development of the DB 610 coupled engine giving improved results at the time, the Reich Air Ministry stopped all work on the DB 604 in September 1942.
538:
state of affairs at BMW led to the company's engineering staff being redirected to place all efforts on improving the 801 to develop it to its full potential. Only the BMW 801F radial development, through its use of features coming from the 801E subtype, was able to substantially exceed the over-1,500 kW output level — the F-version was tested at a top output level of some 1,765 kW (2,400 PS) of take-off power.
418:
25:
918:
mounted on the cross-axle. During the retraction cycle a folding strut was raised by a hydraulic jack. The bottom part of the folding strut drew the Y-bearer upwards. Functioning via a lever-and-gear arrangement, a pushrod positioned parallel to the Y-bearer acted upon another gear segment mounted to the oleo leg's hinge pin and rotated it about this as the Y-bearer was drawn upwards.
637:
409:. To improve crew performance and defensive firepower, the designs were to have a pressurized cabin with remotely aimed armament. As it was meant to have the desirable combination of extended range, larger payload and better performance, whatever design won the Bomber B competition would replace all bombers in service.
430:, allowing for much greater payloads. In theory, the more powerful engine would take no longer to produce than a 1,000 hp design, it would simply be larger. By the late 1930s, engines of this sort of power began to be seriously considered and the British and Germans drew up bomber designs based on them.
666:
be used instead, even though it was considerably larger and heavier (1.5 tonnes) and was well known to have serious problems. Prototypes of both designs with these engines were ordered, although the Fw 191 was just getting into the air with the BMW 801 radials at this point and the Ju 288 was showing
537:
28-cylinder liquid-cooled radial. As both the 802 and 803 proved to be dismal failures in testing, their development only went so far as to prioritize the 802 for "completion and prototype construction as a secondary issue", while the 803 only received attention to "its design and development". This
396:
Apparently excited by the possibilities of an aircraft with the payload and range of the He 177 combined with higher performance than the Ju 88, the RLM promulgated the specifications for "Bomber B" in July 1939. The specification called for a new medium bomber with a maximum speed of 600 km/h
380:
in the Ju 88, a pair of such engines would more than double available power, upwards to 5,000 hp (3680 kW). With this power, a significantly more capable design could be built, one with considerably larger internal space for a much larger bomb load, more fuel for longer range and greater
917:
The Ju 288's landing gear was most innovative in its design. A Y-shaped bearer was mounted in the engine nacelle with its upper arms hinged. At the bottom end of this bearer was the shock absorber leg, which was likewise hinged. Two double-brake wheels, with (metric) size 1015 × 380 tires, were
697:
In June 1943, the T-Amt finally gave up; by this point, even if the Jumo 222 started working reliably, as it had begun to do in the summer of 1943, a shortage of the metals needed for the high-temperature alloys it used meant it would not be able to enter production anyway, with just under 300
365:, were put into production. Wever's death on June 3, 1936, prompted the RLM to release the "Bomber A" heavy bomber design specification the same day, looking for a new heavy bomber with improved range and greater payload than the Ural Bomber prototypes. The winning design, given its
505:
Production of the He 177A continued and in service with deficient powerplant installation, engine nacelle internal design and maintenance access, it was plagued by engine failures, overheating and fires while airborne, earning it the nickname "Flaming Coffin" by its crews.
628:(the flying power station). This dramatically increased the complexity of wiring the planes and the chance that one of the many motors would fail was considerable but that was not considered terribly important—it was felt that the Junkers design would work anyway.
497:
layout, keeping each component engine as a separate engine as far as possible. As with the
Vulture, Daimler Benz engineers found the DB 606, weighing in at a massive 1.5 tonnes apiece was mediocre, particularly when the airframe mounting them possessed an
421:
The troublesome DB 610 "welded-together engine" – the DB 606A/B powerplants were similar in configuration, with DB 610s used to substitute for the failed Jumo 222 powerplants. Outer engine mount forgings not present on this restored
453:
continued but
Handley Page was asked to adapt their HP.56 design for four smaller engines. When the Manchester flew with all of the problems with the Vulture remaining, it too received a four-engine revision by its designer,
623:
started using these other designs as experimental testbeds. The Fw 191 was based around an all-electric platform to power nearly all its flight accessories, in place of hydraulics. The Fw 191 thus earned the nickname of
651:, although with 900 hp less per engine and with the BMW 801 radials themselves barely out of initial development, the planes were seriously underpowered. For comparative purposes, the nearly-equal displacement
659:
twin-engined medium bomber with some 1,270 kW (1,700 hp) apiece of output, even with the B-25 having only a top airspeed of some 440 km/h (273 mph) at a take off weight of 15.9 tonnes (35,000 lb).
701:
With the failure of Bomber B, four engine versions of the He 177, which had first been officially considered as early as
October 1941 with the "He 177H" paper-only derivative, the ancestor of the
662:
The first Jumo 222A/B development engines did not arrive until
October 1941 and some eleven months later the DB 604 project was cancelled. By May 1942, in desperation, it was suggested that the
991:
514:
Simultaneously with the early development of the "coupled" engines, Daimler-Benz's began work on a 1,500 kW class design using a single crankcase. The result was the twenty-four cylinder
449:
design. As the projects matured, problems with the
Vulture became evident. Contrary to hopes, bringing together two V-12 engines' onto one crankcase led to many problems. Development of the
556:
inline engine, and the best attempt at creating a German aviation engine that could routinely exceed 1,500 kW output at altitude, but as with the BMW designs and even the later
644:
Prototype airframes of the Ju 288 and Fw 191 designs were ready mid-1940 but neither the Jumo 222 nor the DB 604 were ready. Both teams decided to power their prototypes with the
560:
advanced turbojet engine, never approached being a production-ready aircraft powerplant, with just under 300 examples of the Jumo 222 produced between several different versions.
334:
In
Germany, most bomber designs in service were adapted from pre-war designs, many of them passenger aircraft or dual-use designs. The first specialist bomber aircraft was the
306:
construction techniques had progressed to the point where airframes could be built to any required size, founded on the all-metal airframe design technologies pioneered by
342:
for other missions. A shortage of both types forced the early-war
Luftwaffe to improvise with an assortment of aircraft. The Luftwaffe was displeased with this situation.
986:
599:. It was clear even at this point that the call for designs was to some extent a formality, as the Junkers design had already been selected for production. The
376:
The Bomber A program was still in the process of selecting the winning design when the first German large capacity engines began testing. Compared to the
278:, relying on high speed as its primary defence. Bomber B would be a much larger and more capable aircraft, with range and payload far greater than the
381:
speed. Junkers had been studying dramatically more capable versions of the Ju 88 powered by their relatively compact Jumo 222 or the four-crankshaft
705:
high-altitude design project, were considered as replacements for the mainline variants of the He 177A through most of 1943. The trio of completed
686:
on some of its prototype airframes were also being considered. A slightly improved Ju 88, based on the prototype Ju 88B design, was ordered as the
485:
powerplants driving a common gear reduction case, resulting in a 24-cylinder powerplant like the
Vulture but using having two crankcases for the
805:
445:
engines. The
Vulture had four six-cylinder cylinder blocks connected to a common crankcase and crankshaft, to make a larger displacement
357:
area from bases far to the west. Limited engine power led to very large designs with limited performance and neither of the designs, the
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282:, surpassing the largest conventional designs then under consideration. The winning design was intended to form the backbone of the
108:
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bomber and by early July 1944, four months before Arado would be able to commence license-built construction of the He 177B-5, the
130:
875:
717:, the prime subcontractor for Heinkel's heavy bombers, was never undertaken as the Arado firm had priority for its jet-powered
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and several prototypes of stretched versions of existing bomber designs with four engines were also ordered, as with
Junkers'
46:
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The RLM had no designs to fill the gap left if Bomber B did not work, even though some minor designs like the
346:
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With engines in the 2,000 to 2,500 hp range, twin-engined aircraft would have considerably more
57:
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prototypes would start their flight tests by the end of 1943. Production of the B-series He 177s by
385:
diesel engine design from late 1937. No serious work was undertaken, but after Heinrich Hertel left
714:
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482:
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in 1915 and improved over the two following decades – especially in Germany with aircraft like the
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was so optimistic that more modest projects were generally cancelled; when the project failed the
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in 1943, an eighteen-cylinder air-cooled radial, and the even larger, 83.5 litre displacement
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bomber force, replacing the wide collection of semi-specialized designs then in service. The
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397:(375 mph), able to carry a bomb load of 4000 kg (8,820 lb) to any part of
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long range aircraft. The pair of DB 601 component engines were arranged in an inverted
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was relegated to low-priority development, while prototype orders were placed for the
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a continual tendency to break its main landing gear on touchdown, partly due to its
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BMW worked on what was essentially an enlarged version of its highly successful
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program for the design a long-range bomber capable of bombing factories in the
640:
The Jumo 222 engine, on which so much depended concerning the Bomber B project
584:
188:
615:. With the Focke-Wulf and Dornier projects as first and second backups, the
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caused by its complex method of stowing the oleo struts during retraction.
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338:, which had limited range and payload, forcing the Luftwaffe to use the
250:
military aircraft design competition organised just before the start of
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530:
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386:
846:
Fedden, Sir Roy (December 6, 1945). "German Piston-Engine Progress".
406:
402:
255:
150:
481:"power system" engines. The 606 was a late-1930s attempt to use two
502:
design that prevented adequate maintenance access and ventilation.
635:
567:
416:
434:
18:
878:. The Hugo Junkers Homepage. October 29, 2012. Archived from
473:
In Germany, the Bomber A program in mid-1936 had led to the
682:, being tried with the same, trouble-prone DB 606 or 610
678:, usually powered with two DB 603 or 605 engines and the
798:
Die deutsche Luftfahrt: Flugmotoren und Strahltriebwerke
825:. Cambridge, UK: Patrick Stephens Limited. p. 27.
264:. The new designs would be a direct successor to the
328:, the largest aircraft built anywhere in the 1930s.
254:intended to develop a second-generation high-speed
229:
224:
202:
176:
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145:
140:
123:
49:. Unsourced material may be challenged and removed.
992:Proposed World War II military aircraft of Germany
441:drew up proposals for a large bomber based on two
331:Engines for such designs were a limiting factor.
322:airliner, and the Soviet Union with the enormous
800:(in German). Bonn: Bernard & Graefe Verlag.
796:von Gersdorff, Kyrill; Schubert, Helmut (2007).
16:Failed 1939-1943 Luftwaffe medium bomber program
876:"The Hugo Junkers Homepage - Engines: Jumo 222"
135:The Junkers Ju 288 V2 (Second prototype Ju 288)
905:. Atglen, PA USA: Schiffer. pp. 175–177.
393:design was submitted to the RLM in May 1939.
8:
345:In the early 1930s Luftwaffe Chief of Staff
294:was left with hopelessly outdated aircraft.
955:Griehl, Manfred; Dressel, Joachim (1998).
930:Griehl, Manfred; Dressel, Joachim (1998).
771:Griehl, Manfred; Dressel, Joachim (1998).
746:Griehl, Manfred; Dressel, Joachim (1998).
529:. This led to the 53.7-litre displacement
120:
864:. Studio Editions Ltd. 1989. p. 296.
489:high-speed reconnaissance design and the
109:Learn how and when to remove this message
959:. Shrewsbury, UK: Airlife. p. 165.
934:. Shrewsbury, UK: Airlife. p. 177.
862:Jane's Fighting Aircraft of World War II
850:. London, UK: Flightglobal. p. 603.
655:radial engine was powering the American
738:
987:World War II medium bombers of Germany
750:. Shrewsbury, UK: Airlife. p. 8.
7:
619:technical development office of the
603:was dropped in the design stage and
47:adding citations to reliable sources
823:World Encyclopaedia of Aero Engines
775:. Shrewsbury: Airlife. p. 54.
541:The Junkers company's 24-cylinder
14:
389:and joined Junkers in 1939, the
129:
23:
591:all responded with designs and
466:designs formed the backbone of
34:needs additional citations for
470:for the remainder of the war.
1:
369:on November 5, 1937, was the
149:Second-generation high-speed
903:German Aircraft Landing Gear
901:Sengfelder, Günther (1993).
1008:
957:Heinkel He 177 – 277 – 274
932:Heinkel He 177 - 277 - 274
773:Heinkel He 177 – 277 – 274
748:Heinkel He 177 – 277 – 274
727:Emergency Fighter Program
684:"welded-together engines"
128:
626:Das Fliegende Kraftwerk
821:Gunston, Bill (1989).
669:undercarriage problems
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632:The end of the project
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423:
639:
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500:engine accommodation
491:Messerschmitt Me 261
464:Handley Page Halifax
318:flying boat and the
43:improve this article
882:on 28 December 2013
715:Arado Flugzeugwerke
664:Daimler-Benz DB 606
653:Wright Twin Cyclone
516:Daimler-Benz DB 604
510:High-output engines
483:Daimler-Benz DB 601
479:Daimler-Benz DB 606
443:Rolls-Royce Vulture
367:RLM airframe number
141:General information
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572:Focke-Wulf Fw 191A
477:A, powered by two
468:RAF Bomber Command
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302:By the late 1930s
288:Reich Air Ministry
270:philosophy of the
161:Reich Air Ministry
807:978-3-7637-6128-9
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525:design from the
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215:Henschel Hs 130
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680:Dornier Do 317
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487:Heinkel He 119
475:Heinkel He 177
460:Avro Lancaster
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401:from bases in
371:Heinkel He 177
349:initiated the
340:Heinkel He 111
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219:Junkers Ju 288
207:Dornier Do 317
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657:B-25 Mitchell
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428:surplus power
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363:Junkers Ju 89
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359:Dornier Do 19
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355:Ural Mountain
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347:Walther Wever
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336:Junkers Ju 88
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276:Junkers Ju 88
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272:Dornier Do 17
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267:Schnellbomber
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60: –
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54:Find sources:
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38:
37:
32:This article
30:
26:
21:
20:
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950:
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916:
902:
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884:. Retrieved
880:the original
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841:
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719:Arado Ar 234
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694:in 1943–44.
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547:Napier Sabre
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472:
456:Roy Chadwick
439:Handley Page
432:
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325:Maksim Gorki
324:
320:Junkers G 38
316:Dornier Do X
308:Hugo Junkers
301:
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259:
252:World War II
243:
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230:Predecessors
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41:Please help
36:verification
33:
433:In the UK,
413:Large twins
351:Ural bomber
312:Junkers J 1
284:Luftwaffe's
146:Project for
981:Categories
725:began the
585:Focke-Wulf
552:four-bank
298:Background
203:Prototypes
189:Focke-Wulf
69:newspapers
58:"Bomber B"
723:Luftwaffe
709:-powered
378:Jumo 211s
310:with the
292:Luftwaffe
261:Luftwaffe
177:Proposals
171:Luftwaffe
157:Issued by
611:and the
593:Henschel
422:example.
383:Jumo 223
304:airframe
258:for the
244:Bomber B
197:Henschel
99:May 2007
886:4 April
711:He 177B
646:BMW 801
589:Junkers
581:Dornier
564:Designs
535:BMW 803
531:BMW 802
523:BMW 801
495:W-block
447:X-block
399:Britain
387:Heinkel
225:History
193:Junkers
185:Dornier
167:Service
83:scholar
963:
938:
909:
829:
804:
779:
754:
707:DB 603
692:Ju 488
688:Ju 188
613:Ju 288
609:Fw 191
605:Do 317
601:Ar 340
597:Hs 130
550:H-type
458:. The
407:Norway
403:France
256:bomber
248:German
246:was a
151:bomber
85:
78:
71:
64:
56:
733:Notes
577:Arado
391:EF 74
181:Arado
90:JSTOR
76:books
961:ISBN
936:ISBN
907:ISBN
888:2013
827:ISBN
802:ISBN
777:ISBN
752:ISBN
587:and
462:and
437:and
435:Avro
361:and
274:and
195:and
62:news
621:RLM
405:or
45:by
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915:.
729:.
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373:.
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106:(
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87:·
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73:·
66:·
39:.
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