(Heinkel) He 280 @·AIRCRAFTUBE

  • Heinkel He 280 V2 Heinkel He 280 V2
    Heinkel He 280 V2
  • Heinkel He 280 V3 Heinkel He 280 V3
    Heinkel He 280 V3
  • Heinkel He 280 Heinkel He 280
    Heinkel He 280
  • Heinkel He 280 V3 Heinkel He 280 V3
    Heinkel He 280 V3
  • Heinkel He 280 V1 Heinkel He 280 V1
    Heinkel He 280 V1
  • Heinkel He 280 V2 Heinkel He 280 V2
    Heinkel He 280 V2
  • Heinkel He 280 V7 Heinkel He 280 V7
    Heinkel He 280 V7
  • Heinkel He 280 V3 Heinkel He 280 V3
    Heinkel He 280 V3
  • He 280 V7 He 280 V7
    He 280 V7

Heinkel He 280

The He 280 was the first turbojet-powered fighter aircraft in the world. It was inspired by Ernst Heinkel's emphasis on research into high-speed flight and built on the company's experience with the He 178 jet prototype. A combination of technical and political factors led to it being passed over in favor of the Messerschmitt Me 262. Only nine were built and none reached operational status.

The Heinkel company began the He 280 project on its own initiative after the He 178 had been met with indifference from the Reichsluftfahrtministerium ("RLM") (Ger. "Reich Aviation Ministry"). The head designer was Robert Lusser, who began the project under the designation He 180 in late 1939. It had a typical Heinkel fighter fuselage, elliptically-shaped wings and a dihedral tailplane with twin fins and rudders. The landing gear was of the retractable tricycle type with very little ground clearance. Internally, the He 280 was equipped with a compressed-air powered ejector seat, the first aircraft to carry one. It was also planned to pressurize the cockpit.

The first prototype was completed in the summer of 1940, but the Heinkel HeS 8 intended to power it was running into difficulties. On September 22, 1940, while work on the engine continued, the first prototype started glide tests with ballast hung in place of its engines. It would be another six months before Fritz Schäfer would take the second prototype into the air under its own power, on March 30, 1941. The type was then demonstrated to Ernst Udet, head of the RLM's development wing, on April 5, but like its predecessor, it apparently failed to make an impression.

Had Udet approved development Heinkel would have received the extra funding which they needed. This might have led to a rectification of the problems they were having with the jet engines. This was the case across all jet engine development in Germany; government funding was lacking at the critical stage, that of initial development. The entire jet program was under-funded, with the effect that unreliable engines were commonplace.

Had the German government given support to production, the He-280s could conceivably have gone into production earlier in the war and reached the Luftwaffe earlier than was ultimately the case with the Me 262. But it was not to be, as Udet, on that March day in 1941, could not see a need for a plane without propellers, no matter what its future might be.

Over the next year, progress was slow due to the ongoing engine problems. A second engine design, the Heinkel HeS 30 was also undergoing development, both as an interesting engine in its own right, as well as a potential replacement for the HeS 8. In the meantime, alternative powerplants were considered, including the Argus As 014 pulsejet that famously powered the V-1 flying bomb.

By the end of 1943, however, the third prototype was fitted with refined versions of the HeS 8 engine and was ready for its next demonstration. On December 22, a mock dogfight was staged for RLM officials in which the He 280 was matched against a Focke-Wulf Fw 190. Here, the jet not only demonstrated its vastly superior speed, but also out-maneuvered its opponent. Finally, at this point the RLM became interested and placed an order for twenty pre-production test aircraft, to be followed by 300 production machines.

Engine problems continued to plague the project. In 1942 the RLM had ordered Heinkel to abandon the HeS 8 and HeS 30 to focus all development on a follow-on engine, the Heinkel HeS 011, a much more advanced (and therefore problematic) design. Meanwhile, the first He 280 prototype had been re-equipped with the Argus pulsejets and was towed aloft to test them. Bad weather caused the aircraft to ice up, however, and before the jets could be tested, pilot Helmut Schenk became the first person to put an ejector seat to use. The seat worked perfectly, but the aircraft was lost.

With the HeS 011 not expected for some time, Heinkel was forced to accept that it would have to use a competitor's engines, and selected the BMW 003. Unfortunately, this engine was also experiencing problems and delays, and in the meantime, the second He 280 prototype was re-engined with Junkers Jumo 004s while the next three airframes were earmarked for the BMW motor (which, in the end, would never be ready before the end of the He 280 project). The Jumo engines were much larger and heavier than the HeS 8 that the plane had been designed for, and while it flew well enough (for the first time on March 16, 1943), it was immediately obvious that this engine would be unsuitable in the long term. The aircraft was slower and generally less efficient than the Me 262.

Less than two weeks later, on March 27, Erhard Milch cancelled the project. The Jumo 004 powered Me 262 appeared to have most of the qualities of the He 280, but was better matched to its engine. Heinkel was ordered to abandon the He 280 and focus attention on bomber construction, something he remained bitter about until his death.

Prototypes

Prototype #1 (He 280 V1)

  • Coded as “DL+AS”.
  • 9/22/1940: First flight.
  • 1/13/1942: Crashed due to control failure. Pilot ejected safely.

He 280 V2

  • Coded as “GJ+CA”.
  • 3/30/1941: First flight.
  • 6/26/1943: Crashed due to engine failure.

He 280 V3

  • Coded as “GJ+CB”.
  • 7/5/1942: First flight.
  • 5/1945: Captured at Wien-Schwechat, Austria.

He 280 V4

  • Coded as “GJ+CC”.
  • 8/31/1943: First flight.
  • 10/1944: Struck off charge at Hörsching, Austria.

He 280 V5

  • Coded as “GJ+CD”.
  • 7/26/1943: First flight.
  • Did not receive any jet engines.

He 280 V6

  • Coded as “NU+EA”.
  • 7/26/1943: First flight.
  • Did not receive any jet engines.

He 280 V7

  • Coded as “NU+EB” and “D-IEXM”.
  • 4/19/1943: First flight.
  • Flew a total of 115 towed flights.

He 280 V8

  • Coded as “NU+EC”.
  • 7/19/1943: First flight.

He 280 V9

  • Coded as “NU+ED”.
  • 8/31/1943: First flight.

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This text is available under the Creative Commons Attribution-ShareAlike License
Source : Article Heinkel He 280 of Wikipedia ( authors )

Specifications (He 280-V3)

  • Length : 10.40 m (34 ft 1 in).
  • Height : 3.06 m (10 ft).
  • Wingspan : 12.20 m (40 ft).
  • Wing area : 21.5 m² (233 ft²).
  • Empty weight : 3,215 kg (7,100 lb).
  • Loaded weight : 4,280 kg (9,400 lb).
  • Max takeoff weight : 4,300 kg (9,4200 lb).
  • Maximum speed : 650 km/h (405 mph).
  • Range : 370 km (230 miles).
  • Service ceiling : 10,000 m (32,000 ft).
  • Rate of climb : 1,150 m/min (3,750 ft/min).
  • Powerplant : Two Heinkel HeS.8 turbojets.
  • Thrust : 5.9 kN (1,300 lbf) each.
  • Armament : Three 20 mm MG 151/20 cannons.

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This text is available under the Creative Commons Attribution-ShareAlike License
Source : Article Heinkel He 280 of Wikipedia ( authors )
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