Heinkel He 177 - Heinkel He 177

U 177 Greif
Heinkel He 177A-02 reysida 1942.jpg
"DL + ​​AQ" radio kodli He-177 A-0 ishlab chiqarishning ikkinchi prototipi (A-02) keng pichoqli pervanellarga ega.[1]
RolUzoq masofaga og'ir bombardimonchi
Ishlab chiqaruvchiHeinkel Flugzeugwerke
Litsenziyalangan Arado
Birinchi parvoz1939 yil 9-noyabr
Kirish1942
Pensiya1945
Asosiy foydalanuvchiLuftwaffe
Raqam qurilgan1,169[2]
VariantlarHeinkel He 274
Geynkel Xe 277

The Heinkel He 177 Greif (Griffin ) uzoq masofali edi og'ir bombardimonchi tomonidan uchib ketgan Luftwaffe davomida Ikkinchi jahon urushi. He 177-ni jangovar operatsiyalarga tatbiq etish sezilarli darajada kechiktirildi, chunki uning dvigatellari rivojlanishi bilan bog'liq muammolar va uning maqsadidagi rollarning tez-tez o'zgarishi. Shunga qaramay, u uzoq muddatli va og'ir bombardimonchi bilan operatsiyaga kirishgan yagona edi Luftwaffe urush paytida. He 177 edi foydali yuk / diapazon qobiliyati Ittifoqchilar tomonidan ishlatilgan to'rtta motorli og'ir bombardimonchilarnikiga o'xshash Evropa teatri; ittifoqdoshlarnikidan ham yuqori sayohat va maksimal tezlikka ega edi.

Dizayn ustida ishlash 1936 yil talabiga binoan boshlandi Bomber A,[iqtibos kerak ] tomonidan chiqarilgan RLM faqat strategik bombardimonchi uchun. Shunday qilib, He 177 dastlab uzoq muddatli bombardimon kampaniyasiga qodir bo'lishi kerak edi Sovet ishlab chiqarish quvvati, chuqur Rossiyaning ichida.

Uning og'ir yukidan va 30 metrlik (98 fut) kenglikdan farqli o'laroq, texnik xususiyatlar faqat ikkita juda kuchli dvigatelga ega bo'lishi kerak. Kerakli quvvatni etkazib berish uchun He 177 kerak edi kamida 2000 ot kuchiga ega dvigatellar (1500 kVt). Ushbu turdagi dvigatellar o'sha paytda yangi va tasdiqlanmagan edi. The Daimler-Benz DB 606 nisbatan tor bo'lganligi bilan birgalikda tanlangan quvvat tizimi natsellar, sovutish va texnik xizmat ko'rsatishda muammolarni keltirib chiqardi, chunki elektrostantsiyalar parvoz paytida olovni yoqib yubordi,[3] va He 177-dan taxallus olishiga hissa qo'shgan Luftwaffe kabi ekipaj Reyxsfeuerzeug ("Reyxniki engilroq ") yoki Luftwaffenfeuerzeug ("Havo kuchlari engilroq ").[4]

Ushbu tur muhim rol o'ynash uchun juda kech urushda juda foydali dizaynga aylandi. U ba'zi raqamlarda qurilgan va ishlatilgan, ayniqsa Sharqiy front bu erda uning doirasi ayniqsa foydali bo'lgan. Bu ommaviy reydlarda ishlatilishi bilan ajralib turadi Velikiye Luki 1944 yilda, urush oxiridagi og'ir bombardimon harakatlaridan biri Luftwaffe. Bu juda kam foydalanishni ko'rdi G'arbiy front, paytida rol o'ynagan bo'lsa-da Steinbock operatsiyasi (bolalar blitsi), 1944 yilda Buyuk Britaniyaga qarshi.

Loyihalash va ishlab chiqish

Umumiy Walther Wever uzoq vaqtdan beri advokat bo'lib kelgan strategik bombardimon va tugmachasini bosdi Luftwaffe hujum qilish uchun maxsus uzoq masofali bombardimonchi ishlab chiqish Sovet Ittifoqi fabrikalari Ural tog'i maydon. Ushbu kontseptsiya ichida muhim skeptisizmga duch keldi Luftwaffeva 1936 yilga kelib bu "Ural bombardimonchisi "Dastur juda ilhomlantirmaydigan ikkita dizaynni taqdim etdi Dornier 19 va Yunkers Ju 89.[5]

Wever ushbu rol uchun yangi dizaynlarni qidirishni davom ettirdi va Reichsluftfahrtministerium (RLM) nihoyat ular chaqirgan narsalar uchun yangi spetsifikatsiyani chiqardi Bomber A 1936 yil 3-iyunda. Bu yuqori tezlikda, uzoqroq masofada va katta hajmdagi yuklarda sezilarli darajada rivojlangan dizayni talab qildi. Bu, shuningdek, Weverning aviahalokatda o'lgan kuni edi va dizayn o'zining siyosiy jihatdan kuchli chempionini yo'qotdi.[5]

Texnik shartlarga ko'ra, samolyot kamida 1000 kg (2200 funt) yuk ko'tarishni 5000 km (3100 mil) oralig'ida, balandligi esa maksimal tezligi 500 km / soat (311 milya) dan kam bo'lmagan masofani bosib o'tishi kerak edi. Xizmatda bo'lgan har qanday bombardimonchi samolyotni sezilarli darajada ustun qo'yishdan tashqari, dizayn tezligi unga har qanday zamonaviy qiruvchini, ya'ni "jangchi" ni engib chiqishiga imkon berish uchun mo'ljallangan edi. Shnellbomber kontseptsiya.[5]

1937 yil 2-iyunda Heinkel Flugzeugwerke o'zining keng ko'lamli maketini qurish bo'yicha ko'rsatmalar oldi. Loyiha 1041 bombardimonchi A.[6] Heinkel Flugzeugwerke-ning taxminiy ko'rsatkichlari Loyiha 1041 5500 m (18.050 fut) tezlikda 550 km / soat (342 milya) tezlikni va 27000 kg (59.500 funt) og'irlikni o'z ichiga olgan. Ushbu taxminlarga erishish uchun, Ernst Xaynkel bosh dizayner, Zigfrid Gyunter, bir nechta inqilobiy xususiyatlardan foydalangan.[6]

Dvigatellar

Keyinchalik He 177 A-5 bilan jihozlangan DB 610 "quvvat tizimi". DB 606A / B quvvatli elektrostansiyalari konfiguratsiyasi jihatidan o'xshash edi, dvigatelga o'rnatiladigan zarblarning tashqi "juftligi" ko'rsatilmagan edi.

He 177 kamida 2000 PS (1973 ot kuchi, 1471 kVt) dvigatelni ishlash talablariga javob berishini talab qildi. O'sha paytda Germaniya aviatsiya elektrostansiyalari sanoatida biron bir dvigatel bunday quvvatni rivojlantirmagan. To'rt motorli versiya shunga o'xshash dvigatellar bilan mumkin edi Daimler-Benz DB 601 ammo to'rt dvigatelning joylashuvi ishlashga zarar etkazish uchun yuqori pervanelni tortib oladi sho'ng'in bombasi. Faqat ikkitasidan foydalanish qarshi aylanadigan pervaneler og'ir bombardimonchi samolyotda harakatlanishni sezilarli darajada kamaytirish, sho'ng'in beqarorligini kamaytirish va manevrni sezilarli darajada yaxshilash kabi ko'plab afzalliklarni taqdim etdi. Sakkizta boshlang'ich V seriyali prototiplar va He 177 ning A-0 ishlab chiqarishgacha bo'lgan ko'plab modellari ko'pchilik bilan taqqoslanadigan havo tezligi va manevrligini namoyish etdi. og'ir jangchilar vaqt.

Bf 109 G burunidagi DB 605 dvigatelining tashqi ko'rinishi - dvigatelning ko'rinadigan zarbasi DB 606/610 ning har ikki tomoni ishlatganiga va "quvvat tizimining" maxsus markazlashtiruvchi qismiga o'xshash edi.

He 177 uchun Gyunter ikkitadan foydalanishga qaror qildi Daimler-Benz DB 606 qo'zg'atish uchun "quvvat tizimi" sozlamalari. U allaqachon ushbu dvigatellarni rekord o'rnatishda ishlatgan Heinkel He 119 razvedka samolyotlarining prototiplari. Ular suyuq sovutgichli 12 silindrli teskari vee DB 601 juftligidan iborat edi inline motorlar a da yonma-yon o'rnatilgan nacelle - He 119 uchun, fyuzelyajning markazida, uning og'ir sirlangan kokpit muhofazasi orqasida - haydash pervanel. Ikkala dvigatel o'zlarining umumiy, vertikal tekislikdagi kosmik ramkali birlamchi dvigatel biriktirgichining har ikki tomoniga o'rnatilganda ichkariga 30 ° ga moyil bo'ldilar, shunda ichki silindrli banklar deyarli vertikal ravishda joylashtirilgan. Ikkita karterning oldingi uchlarini birlashtiruvchi umumiy tishli korpus, ikkita krank mili pimlari bitta vintzali mil tishli qutisini boshqargan.[7] Har bir komponent dvigatelining karterining tashqi tomonlari bitta dvigatel bilan ishlaydigan DB 601 yoki DB 605 samolyotlarini o'rnatishda ishlatilishga o'xshash soxta o'rnatish orqali nacelle xavfsizlik devoriga ulangan. "Energiya tizimi" formati uchun mo'ljallangan kosmosga o'rnatiladigan markaziy o'rnatish bilan birlashganda, bu Daimler-Benz "bog'langan" egizak karterli "quvvat tizimi" ning trassada joylashgan dvigatelni o'rnatish konstruksiyalariga ega bo'lishiga olib keldi. Starboard DB 601 komponentli dvigatelga dvigatelning shark tomondan havo tortib, mexanik ravishda boshqariladigan markazdan qochiruvchi superchargerning oynali tasvirli versiyasi o'rnatilishi kerak edi. Dastlab ularning har biri parvozi va og'irligi 1515 kg (3340 funt) uchun 2600 PS (2564 ot kuchi, 1912 kVt) ishlab chiqargan DB 606-lardan ikkitasi He 177 ni quvvatlantirishi kerak edi. DB 606 - va uni oxiriga etkazish , Daimler-Benz DB 605 "DB 610" ga asoslangan holda, Germaniyada ishlab chiqarilgan ikkita ishlab chiqarish quvvati 2040 PS (2010 ot kuchi, 1500 kVt) dan oshib ketishi kerak edi. rivojlanishdagi muhim muammolar urush paytida ishlab chiqarishga tayyor, jangovar ishonchli aviatsiya dvigatellari.

Yuzaki bug'lanishni sovutish

Aerodinamik tozalik uchun Gyunter harakatlantiruvchi dvigatelning odatdagi tizimidan voz kechmoqchi edi radiatorlar va sirt yordamida rejalashtirilgan bug'lanib sovutish tizim o'rniga. Bunday sirtni sovutish, oddiyroq sirt radiatorlari ko'rinishida ishlatilgan Britaniyaning tezyurar poyga dengiz samolyotlari 1929 yildayoq. Bunday tizim avval qurilgan sakkizta misolda kashshof bo'lgan Heinkel He 119 ikki karterli karter DB 606 "quvvat tizimi" dvigateli bilan boshidanoq uchib yurgan va shuningdek, U 100 yuqori tezlikdagi qiruvchi prototiplari. Sovutish suvi bosim ostida, uning qaynash nuqtasini ko'taradi, bu holda taxminan 110 ° C (230 ° F) gacha. Haddan tashqari qizigan suv dvigateldan chiqib ketayotganda, bosim pasayib, suv bug 'chiqqanda yonib-o'chadigan kengayish maydoniga kiradi. Keyin bug'ni fyuzelyaj va qanotlarning tashqi terisi bo'ylab quvurlar orqali sovutib sovutiladi. He 177 dizayni ishlab chiqilishidan oldin, bunday tizim bug'langan sovutishni ishlatish g'oyasidan voz kechishga majbur qilib, har bir qo'shilgan DB 601 asosidagi har bir quvvat zavodida hosil bo'ladigan katta miqdordagi issiqlik bilan ishlashga qodir emasligi aniq edi. to'g'ridan-to'g'ri har bir pervanel orqasida o'rnatilgan an'anaviy halqali radiatorlar foydasiga tizimlar. Ular o'xshash, ammo hajmi mos keladiganlardan kattaroq edi Junkers Ju 88 A bombardimonchi va He 177 ning og'irligi va tortishini qo'shdi.

Mudofaa qurollanishi

U 177 A-5 dumini qurol holati, bilan MG 151 to'pi va vertikal qurolli o'tirgich uchun o'tirgan yuqori oynalar.

Gyunterning asl maqsadi He 177 ni uchuvchisiz boshqariladigan uchta uzoqdan qo'mondon qurollari bilan jihozlash edi, ulardan ikkitasi Yunkers Ju 288 dumida bitta odamni almashtirishni qoldirib, dastur.[8] Boshqariladigan pozitsiya bilan taqqoslaganda, masofadan boshqariladigan, mudofaa qurollarini joylashtiradigan tizim, o'lchamlari, vazni va tortilishini kamaytirish uchun texnik jihatdan murakkablikni oldi; qurolni himoyalangan holatga, iloji boricha eng yaxshi ko'rinishga va o'z qurollarining chaqnashi bilan ko'r bo'lish xavfi kamroq bo'lgan joyga qo'yish mumkinligi afzal edi. Masofadan boshqariladigan samolyotlardan mudofaa tizimlarida ishlash 1930-yillarning oxirlarida Germaniyada nisbatan rivojlangan bosqichga etgan bo'lsa-da, Germaniyaning aviatsiya va qurol-yarog 'tizimlari muhandislari va ishlab chiqaruvchilarining ushbu sohadagi yutuqlari He 177 bilan hamqadam bo'lish uchun etarli emasligini isbotlash edi. Natijada, He 177-ni katta va og'irroq odamlarga moslashtirish uchun o'zgartirish kerak edi, masalan, boshqariladigan orqa dorsal turret, odatda deyarli barcha misollarga moslangan Greif, 13 mm bilan qurollangan MG 131 avtomati. O'rnatish shuni anglatadiki, fyuzelyaj bir nechta joylarda konstruktsiyani kuchaytirishi kerak edi. Keyinchalik ishlab chiqarilgan samolyotlarning aksariyati oldinga buriluvchi dorsal minorani oldi Fernbedienbare Drehlafette ("Uzoqdan boshqariladigan aylanuvchi qurolga o'rnatish" va qisqartirilgan "FDL" deb tarjima qilingan) 131Z, ikkitasi bilan qurollangan MG 131 avtomatlari, fyuzelyajda to'g'ridan-to'g'ri yuqorida joylashgan joyda joylashgan qanot ildizi etakchi, uning bilan aylanuvchi yarim sharni ko'rish stantsiyasi gumbazi minoradan oldinga qisqa masofada joylashgan va oldinga ko'tarilgan idishni zonasi orqasida, dengiz sathiga biroz siljigan.

"Kabin-3" kabinasi dizayniga birlashtirilgan 7.92 mm MG 81 frontal hujumlardan himoya qilish uchun egiluvchan tokka o'rnatildi; ekipajni qidiruv nurlaridan himoya qilish uchun ikki pastki qatorli shisha oynalar bo'yalgan.

Orqa tomonga mudofaa uchun ixcham dumli qurol pozitsiyasi o'rnatilgan edi MG 131 avtomati ammo uning soddalashtirilgan oynasi uzoq muddatli vazifalarda farovonligini keskin cheklab, moyil bo'lgan degan ma'noni anglatadi. He 177 A-3 va undan keyingi modellarga tepadan tepaga ko'tarilgan shishadan yasalgan qayta tiklangan quyruq qurol holati o'rnatildi, bu esa o'qchining tik turishiga imkon berdi. Qayta ko'rib chiqilgan dizayni pastki uchini kamaytirishni talab qildi rul tozalash uchun sirt. MG 131 qurolini ko'pincha 20 mm ga almashtirish kerak edi MG 151 to'pi yoki bir nechta holatlarda, standart eksklyuziv ustki oynali oynaning orqasida, egiluvchan 13 mm kalibrli qurollar bir-birining ustiga o'rnatilgan bo'lib, yarim eksperimental egizak MG 131Z tog'i. Odatda, 7,92 mm MG 81 avtomati frontal hujumlardan himoyalanish uchun samolyot uchadigan samolyot samolyotining yuqori qismida, egiluvchan tog'da joylashgan. Yaltiroq, teskari -kazemat Bola gondola (ko'pgina nemis bombardimonchilarida keng tarqalgan ventral qurol-yarog 'moslamasi), u fyuzelyajning to'liq kengligi bo'lib, u burun ostidan chiqib, oldinga idishni ostida joylashgan bo'lib, odatda egiluvchan o'rnatilgan, baraban bilan oziqlanadigan 20 mm. MG FF to'pi old tomondan oldinga qo'shilgan mudofaa va egiluvchan ravishda o'rnatilgandek MG 81 avtomati orqada, dastlabki He 177 A-1 uchun. An MG 151 to'pi oldingi ishlab chiqarish modellarida oldinga qarab MG FF to'pi o'rnini egalladi, MG 131 odatda MG 81 o'rnini egallaydi, orqaga qarab ventral himoya qilish uchun.

Qanot

U 177 A-3 Suzi 2./KG 100, 1944 yil. Qopqoqlarning butun chetini qoplaganiga e'tibor bering.

He 177 rusumidagi kengaytiriladigan Fowler tipiga ega edi orqadagi chekka qopqoq, qanotning orqa tomonini qoplagan, shu jumladan, uning qismlari aileronlar. Har bir aileron yuqori va pastki qismlarni o'z ichiga olgan bo'lib, ikkinchisi qopqoq kengaytmasi bilan orqaga siljishni tashkil qilgan, yuqori qismi esa parvoz va qo'nish uchun yonboshqarishni ta'minlash funktsiyasini saqlab qolgan. Asl qanot dizayni Fowler qanotlarining ishlashi natijasida kelib chiqadigan kuchlanishlarni to'liq hisobga olmagan. A Rechlin 1942 yil 9-oktabrdagi hisobotda shunday deyilgan:

"Tekshiruv shuni ko'rsatdiki, He 177 qanotlarining kuchi Heinkel tomonidan taxmin qilinganidan uchdan bir qismiga pastdir. Buning sababi yuk ostida deformatsiyaga uchragan individual a'zolarning notekis qattiqligidadir. Bu holat Heinkel tomonidan tan olinmagan to'g'ri vaqtda, tuzilish hajmini hisobga olgan holda juda kech bajarilmagan nosozlik sinovlari. "[9]

1942 yil sentyabr oyida 40-chi A-1 samolyotida o'tkazilgan sinovlar natijasida, sho'ng'in hujumi mashqlaridan aerodinamik stress tufayli, atigi 20 ga yaqin parvozdan so'ng tashqi qanot paneli tarkibiy qismlarining jiddiy shikastlanishi aniqlandi. Muammoni hal qilish uchun qimmat va keng miqyosli kuchaytirish zarur edi, bu esa samolyotning og'irligini sezilarli darajada oshirdi.[10] He 177 A-3 ning keyingi versiyalaridan boshlab, tashqi qanot uchastkalari bo'ylab Fowler qanotlari endi o'rnatilmagan va He 177 A-5 ga mustahkamlangan qanot dizayni kiritilgan.

Sho'ng'in bombasi

Sayoz sho'ng'igan An He 177. He 177 samolyoti sho'ng'in-bombardimon qilish qobiliyatiga ega bo'lishi kerak edi.

Paytida gorizontal bombardimonning noto'g'riligi Ural bombardimonchisi dastur nemis tilining zaif tomonlarini namoyish etdi bomba hujumlari va zavodlarni bombardimon qilish darajasining samaradorligiga shubha tug'dirdi. Wever Ural Bomber kontseptsiyasini qo'llab-quvvatlagan bo'lsa, boshqalari Luftwaffe borgan sari qiziqish ortib borayotgan edi sho'ng'in bombasi.[6]

Maqsadga sho'ng'ish, ko'priklar va kemalar kabi kichik nishonlarga pin-Point hujumlarini amalga oshirishga imkon beradigan, tushishning aniqligini oshiradi. Texnik ma'lumotlar aniqligini qo'llab-quvvatladi Stuka maqsadli vayronagarchiliklarga erishish uchun bomba Dornier 17 yoshda yoki Heinkel He 111s. Tajribasi Condor Legion Ispaniyada sho'ng'in bombardimoni ustun bo'lgan degan fikrni qo'llab-quvvatlashga moyil bo'lib, ba'zilar aniq aniqlik bilan mumkin deb o'ylashdi. Ernst Udet ushbu kontseptsiyaning ashaddiy tarafdori bo'ldi.[6]

Agar samolyot fabrika singari kattaroq nishonga hujum qilsa, Stuka-ning yuqori burchakli hujumlari kerak emas edi, ammo sayozroq burchak, ba'zan "glide bombardimon" deb ham nomlanadi. Glide bombardimon qilish aniqligini oshiradiki, bitta samolyot zavodni urish uchun etarli imkoniyatga ega bo'lar edi, aksincha samolyot parki, ba'zilari nishonga tegadi degan umidda juda ko'p bomba tashlaydi. Udet va boshqalar Luftwaffe bombardimonchini Wever ta'kidlagan strategik bombardimonchi sifatida emas, balki mohiyati uzoq masofaga qarashni boshladi. Stuka.[6]

Maketli samolyot 1937 yil noyabrda qurib bitkazildi va 1937 yil 5 noyabrda unga "8-177" raqamli RLM samolyot korpusi berildi. Xuddi shu kuni, Luftwaffe oliy qo'mondonligi (OKL) yangi dizayn, o'rta darajadagi sho'ng'in hujumlarini amalga oshirishga imkon beradigan etarlicha tizimli kuchga ega bo'lishi kerak. O'sha kuni Heinkel zavodida samolyotni tomosha qilish paytida Udet Heinkelga qo'yilgan yangi talabni eslatib o'tdi. Heinkel, samolyot hech qachon bunga qodir emas, deb javob berdi.

Heinkelning xavotirlariga qaramay, glide bombardimon qilish uchun dizayn o'zgartirildi, bu esa uni sho'ng'inlardan xavfsiz olib chiqish uchun uni kuchaytirishni talab qildi. Keyin talab yana o'zgartirildi, bu safar maksimal sho'ng'in burchagi 60 ° ga to'g'ri keldi, bu esa strukturani yanada kuchaytirishni va og'irlikning katta o'sishini talab qildi.

Oxirgi talabdan kelib chiqadigan muammolar hech qachon qoniqarli tarzda hal qilinmadi, chunki yuk ko'tarilgan vaznning doimiy o'sishi tufayli. Samolyotlarning mustahkamlanganligiga qaramay, sho'ng'in-bombardimon paytida samolyot chegarasini haddan tashqari oshirib yuborish mumkin edi. Garchi 1930-yillarning nemis bombalari etarli darajada bo'lmagan bo'lsa-da, keyingi versiyalari Lotfernrohr 7 amerikalik bilan solishtirish mumkinligi isbotlandi Norden bombasi. 3000-4000 metr (9800-13.100 fut) balandlikdan 20-30 metr (66-98 fut) xatoliklarni keltirib chiqaradigan Lotfe 7-ning kiritilishi bilan[11] va Hermann Göring 1942 yil 15 sentyabrda sho'ng'in hujumi talabining bekor qilinishi,[12] Fowler qopqoq panellarining tashqi tomonlarining har birining old tomoniga oldinga qo'yilgan, qanotning pastki yuzalaridagi to'siqli eshikli sho'ng'in tormozlari dastlabki A-0 ishlab chiqarish partiyasidan keyin qurilgan barcha 177 A dan chiqarib tashlangan. 12 ta "qirg'inchi" He 177 A-1 / U2, og'ir zambaraklar bilan qurollangan sinov samolyotlaridan birining fotosurati tortib olingan sho'ng'in tormoz paneli hali ham tashqi snoubord qanotining pastki qismiga o'rnatilganligini ko'rsatdi.[13]

Yugurish

He 177 A portining yonma-yon tutashgan asosiy qo'nish mexanizmining yopilishi, shuningdek, "payvandlangan dvigatellar" ning dvigatelini mahkamlashning detallarini kovulning ventral tomonidan.

Rivojlanish jarayonida He 177 ning kutilgan og'irligi shunchalik ko'payganki, asosiysi transport vositasi og'irligi 32 metrik tonnani (35 qisqa tonna) ko'tarish uchun etarli bo'lgan dizaynga erishish qiyin edi. Dvigatel nayzellari va qanotlarida katta podshipniklar uchun katta joy yo'q edi, ular odatdagidan uzunroq bo'lishi kerak edi, bu katta diametrli to'rt pichoq uchun erni tozalash uchun edi. qarshi aylanadigan pervaneler. Dastlabki loyihalash jarayonida bir nechta o'ta murakkab kelishuvlar ko'rib chiqilgandan so'ng, yangi tizim qabul qilindi. Har bir dvigatel nayzasi ostidagi g'ildirak oyog'i o'rniga har bir nagelda ikkita g'ildirak oyoqlari biriktirilgan bo'lib, tashqi oyoqlari yuqoriga va tashqariga qarab sayoz qanot quduqlariga, ichki oyoqlar esa yuqoriga va ichkariga qanot ildizlaridagi o'xshash quduqlarga buriladi. Barcha jihozlar to'liq kengaytirilganda har bir dvigatel nayzasi ostida deyarli uchrashadigan yuvinish g'ildiragi va tirgak eshiklari bilan o'ralgan. Qaytish tsikli davomida g'ildiraklar o'zlarining o'qlariga o'rnatiladigan oldinga yo'naltirilgan qo'lni harakatlantiruvchi pastki tishli tirgak qismlari, orqaga tortish jarayonida asosiy tishli oyoqqa to'liq uzatilganda 120 ° dan 90 ° burchakka buriladi. g'ildirak quduqlariga moslasha olish.[14] Ikkala prototipda (bitta urush paytida, bitta urushdan keyin) He 219 ning shunga o'xshash dizayndagi asosiy tishli qismlarining dizayni katta ta'sir ko'rsatgan holda har bir asosiy tishli g'ildirak uchun odatiy orqaga qarab tortiladigan bitta oyoqli egizak g'ildirak tartibi ishlatilgan. Frantsiyadagi He 274 dan. A uchun chizmalar qilingan uch g'ildirakli velosiped tishli qutisi uchun tartibga solish Amerika bombardimonchisi 1943 yil fevralga qadar taklif qilingan He 277 ning kirish versiyasi, shuningdek, egizak g'ildiraklar bilan bitta asosiy tishli tirgaklar bilan tasvirlangan.[15] He 177 A samolyotining qo'nish texnikasiga xizmat ko'rsatish ehtiyojlari uchun faqat asosiy tishli g'ildirakni almashtirish uchun ikki soat vaqt kerak bo'ldi, bu maxsus Heinkel tomonidan ishlab chiqarilgan 12 metrik tonna (13 qisqa tonna) sig'imli asosiy tishli qutilar va bloklardan foydalangan.[16]

Prototiplar

1939 yil 9-noyabrda birinchi prototip He 177 V1 birinchi marta Diplp bilan uchirildi. Ing. Leytenant Karl Frank, keyin boshliq Erprobungsstelle Rechlin markaziy parvoz sinov markazi, boshqaruv pultida. Parvoz dvigatellarning haddan tashqari qizishi sababli atigi 12 daqiqadan so'ng to'satdan to'xtadi. Frenke prototipning umumiy ishlash va qo'nish xususiyatlaridan mamnun edi, lekin havo vintlari vallaridagi tebranishlardan, ma'lum sharoitlarda quyruq sathlari nomuvofiqligidan va ba'zilaridan shikoyat qildi. chayqalish bu har qanday kuchli harakatga hamroh bo'ldi liftlar.[17] Ko'p o'tmay He 177 V2 birinchi parvozini amalga oshirdi.

Franckening dastlabki parvozidan so'ng, He 177 V1 dastlabki sinovlar tomonidan taklif qilingan bir nechta modifikatsiyani oldi, shu jumladan quyruq yuzasi maydoni 20% ga oshdi. Ushbu o'zgarishlar He 177 V2-ga boshqa sinov uchuvchisi birinchi sho'ng'in sinovlarini boshlaganda qo'llanilmadi, bu vaqtda V2 qattiq boshqaruv chayqalishini rivojlantirdi va havoda tarqaldi. Ushbu hodisadan so'ng, V3, V4 va V5 prototiplarining quyruq yuzalari He 177 V1 modellariga o'xshash tarzda o'zgartirildi. He 177 V3 ga elektr stantsiyasini rivojlantirish vazifasi topshirildi. V1 dan V3 prototipli samolyotlarning barchasi soat yo'nalishi bo'yicha teskari aylanuvchi ikkita DB 606 A elektrostantsiyasi bilan jihozlangan, V4 prototipi va A seriyasining barcha ishlab chiqarish bosqichidagi barcha samolyotlar dengiz sathida DB 606 A yoki DB 610 A dvigatelidan foydalangan. qanot va xuddi shu elektrostantsiyaning soat yo'nalishi bo'yicha aylanadigan B-versiyasi port qanotida, shunday qilib pervaneler bir-biridan "uzoqlashib" aylanardi pervanel yoylarining tepalarida.[18] He 177 V4 Haynkelning sinov maydonida saqlanib qoldi Rostok -Schmarl (keyinchalik ma'lum bo'lgan Rostok-Marienehe) qaerda u sho'ng'in sinovlarini o'tkazdi. Uchib o'tayotganda Boltiq bo'yi, He 177 V4 mo''tadil sho'ng'inidan o'zini tiklay olmadi va dengizga qulab tushdi Ribnits. Ma'lum bo'lishicha, baxtsiz hodisa anning noto'g'ri ishlashidan kelib chiqqan havo vintlarini balandligini boshqarish mexanizm.

Beshinchi prototip He 177, V5, bilan Stammkennzeichen dastlabki sakkizta prototipda ishlatiladigan "PM + OD" kodi va dastlabki kokpit dizayni.

1938 yil 17-noyabrda, He 177 V3 va V4 prototipi samolyotlari qurilishi boshlanishidan oldin, Ernst Xaynkel shaxsan o'zi RLM to'rtta alohida o'rnatish uchun V3 va V4 samolyotlarini ajratish Yunkers Jumo 211[19][20] RLM xavotirlarini engish uchun elektr stansiyalari Technischen-Amt texnik bo'lim direktori Ernst Udet va Heinkel RLM-ning He 177 A uchun sho'ng'in-bombardimon qilish ustuvorligi haqida aytgan edi, ammo sinov uchun rad etildi.

He 177 V5 asosan mudofaa qurollari bilan bog'liq bo'lgan bir qator o'zgarishlarni o'z ichiga olgan. 1941 yil boshida simulyatsiya qilingan past darajadagi hujum paytida ikkala DB 606 dvigatellari alanga oldi va V5 yerga urilib portladi. He 177 V6 - ishlab chiqarishgacha bo'lgan birliklar o'rniga asosiy ishlab chiqarish turi DB 606 A / B dvigatellari bilan jihozlangan birinchi samolyot bo'lib, u uchish quvvatini 100 PS ga 2700 PS ga (2663 ot kuchiga, 1,986 kVt) oshirishni taklif qildi. . He 177 V7-da qayta ishlangan burun qismi mavjud bo'lib, u avvalgi prototiplarda ishlatilgan burun qismlarining konturlarini kuzatib borar ekan, ancha mustahkamlanib, kamroq sirlangan panellarni o'zida mujassam etgan. 1941 yil sentyabr oyida He 177 V8 samolyoti ishlab chiqarilgan He 177 A seriyasidagi samolyotdan boshqacha, "o'qga o'xshash" kokpitni shakllantirish va qurish prototiplarining oxirgi qismi bo'lib, dvigatel sinovlari uchun taqdim etildi. Biroq, boshqa rivojlanish ishlarining dolzarbligi tufayli u 40 kundan keyin Xaynkelga qaytarildi va 1942 yil fevralgacha havoda dvigatel sinovlarini davom ettirishning iloji bo'lmadi. He 177 V1 - V8 va A-0 oldingi ishlab chiqarish modellari keng pichoqli to'rt pichoqli pervanellar to'plami, pichoq shakllari va profillarida ishlatilganiga o'xshashligi bilan ajralib turadi. Yunkers Ju 88 o'rta bombardimonchi. Ular He 177 A seriyali samolyotlarni ishlab chiqarishda foydalanilmagan.

Parvoz paytida An He 177 samolyoti, kameradan uzoqlashmoqda.

Dastlabki sakkizta prototipning fotosuratlari asosan A-0 seriyali ishlab chiqarish samolyotining tekis tomonlari, dorsal va ventral yuzalariga ega bo'lgan A-0 seriyali bilan asosan dumaloq fyuzelyaj kesimini, ayniqsa qanot ildizining old qismini ko'rsatadi. 1939 yil 20 sentyabrda A seriyali seriyali ishlab chiqarish uchun "Kabin 3" kabinasi dizayni deb nomlangan tanlov,[21] yaxshi ramkali yarim sharsimon "baliq qushchasi" burunini He 177 A-0 ga qo'yib, unga umumiy "qadamsiz kokpit ", holda Xaynkelnikidan boshlanadigan uchuvchi va ikkinchi uchuvchi uchun alohida oyna U 111 P deyarli barcha nemis bombardimonchi samolyotlari Ikkinchi Jahon Urushida bo'lgan va haqiqatan ham sakkizta prototipning avvalgi "o'q" burunli dizayniga ega bo'lgan. He 177 A ning "pog'onasiz" kokpitining old oynasi o'zining har bir o'ziga xos ramkalash elementlari to'plamiga ega edi, har to'rtburchak yo'nalishda harakatlanadigan to'rtta ramka elementi, parallelliklar va meridianlar a globus bo'lardi. Taxminan to'rtburchaklar derazadan iborat ikkita to'plam, o'zlari har ikkala to'rtta derazadan to'rtburchakda, yuqori uchuvchi kabinaning har ikki tomonida, "baliq qushchasi" ning orqa tomoni orqasida joylashgan bo'lib, uchuvchi va ekipaj uchun kabinadan yon tomonga qarashni ta'minladilar. Fotografik dalillar shuni ko'rsatadiki, bu yon oynalar Heinkel tomonidan qurilgan (uning bosh shtab-kvartirasi bilan) tashqi ko'rinishidagi farqlar bilan ishlab chiqarilgan Heinkel-Nord Rostok yaqinidagi zavod va sun'iy yo'ldosh Heinkel-Süd Vena atrofidagi o'simliklar) va ular tomonidan qurilgan Arado Flugzeugwerke (ga yaqin Heinkel-Nord o'simlik, Arado asoslangan Warnemünde ), He 177 A samolyotlari uchun yagona yirik subpudratchi. Ko'pincha, "fishbowl's" oynasining burun oynasidagi ikkita pastki qatori shaffof emas edi, faqat bombardimonchining chiqadigan bomba ko'rish oynasi, pastki burun oynasida nordon taxtaga o'rnatilishi bundan mustasno, ularni bo'yash yoki ularni metall panellar bilan almashtirish orqali. xuddi shu funktsiyani bajargan.

Ishlab chiqarish

Sakkizta prototip, so'ngra 35 dona He 177 A-0 ishlab chiqarildi (qurilgan) Arado va Geynkel ) va 130 Arado tomonidan qurilgan He 177 A-1. Ushbu partiyadagi dastlabki samolyotlar keyingi sinovlar uchun ishlatilgan va qisqa va baxtsiz operatsion debyutdan so'ng qolganlari xizmatdan qaytarib olingan. 1942 yil oxiridan ular He 177 A-3 bilan almashtirildi. 1943 yil avgustdan boshlab, u etkazib berganlarning barchasi 177-chi kengaytirilgan orqa fyuzelyajga ega edi - 1,60 m (5 fut 3 dyuym) - ikkalasi ham bombardimon aniqligi uchun barqarorlikni ta'minlash uchun.[22] (qarang Parvozga yaroqlilik va ulardan foydalanish bo'limi ) va biroz uzaytirilgan dvigatel nayzalarini ("cho'zish" ni 20 sm ga (7,9 dyuym)) va unga bog'liq tortishish markazi o'zgartirish.[22][23] Qisqa fyuzelyajli A-3larning aksariyati uzoqroq standartga binoan qayta tiklandi Reparaturwerk Eger.

He 177-ni 1944 yil 30-noyabrgacha ishlab chiqarish[24]
VersiyaEHF[25]HWO[26]ArB[27]JamiIshlab chiqarish davri
Prototiplar88
U 177 A-01515535
U 177 A-11301301942 yil yanvar - 1943 yil yanvar
U 177 A-3 (qisqa fyuzelyaj)881592471942 yil noyabr - 1943 yil iyul
U 177 A-3 (uzun tanasi)2171483651943 yil avgust - 1944 yil iyun
U 177 A-5712793501943 yil dekabr - 1944 yil avgust
Jami233917211,135

Eslatma - bitta A-0, bitta A-3 va ikkita A-5 kabi qayta tiklangan U 177 B 1943 yil dekabrdan 1944 yil iyulgacha bo'lgan prototiplar.[28]

Dvigateldagi muammolar

An He 177 dvigatelga texnik xizmat ko'rsatmoqda yoki kapital ta'mirlanmoqda - ikkinchi tsilindrning egzoz stubi etakchi tomoni bilan bo'lishiga e'tibor bering, bu "quvvat tizimlari" ning orqada joylashganligidan dalolat beradi.

Ikki karterli, 1,5 metr (1,7 qisqa tonna) DB 606 "quvvat tizimi" dvigatellarining yonish tendentsiyasi sinov dasturi rivojlanib borishi bilan tobora jiddiylashib bormoqda va He 177 A-0 seriyasidan oldin ishlab chiqarish prototiplari baxtsiz hodisalar yoki dvigatel bilan bog'liq hodisalarda yo'q qilindi. DB 606 dvigateli birinchi bo'lib tanilgan edi Heinkel He 119 va keyinchalik kabi boshqa samolyotlarda ishlatilgan 261. Yoqilgan bu erda ular maqsadga muvofiq ishladilar, ammo juda qattiq sigirlar He 177 A-da katta muammolarga olib keldi, eng ko'p uchraydigan narsa parvoz paytida dvigatelning yong'inlari va dvigatelning haddan tashqari qizishi. DB 606 dvigatelining yonuvchanligining bir nechta sabablari bor edi Greif dvigatel nayzalari. Ulardan biri DB 606 ni tashkil etuvchi egiluvchan DB 601 komponentli dvigatellarning ikkita ichki tsilindr qirg'og'ida jami 12 tsilindrga xizmat ko'rsatadigan umumiy "markaziy" egzoz kollektori edi. Ushbu markaziy egzoz tizimi muntazam ravishda haddan tashqari qizib ketib, odatdagi yonish uchun dvigatelning pastki qismida yog 'va moy. Uchuvchi orqaga qaytganida DB 601 dvigatelining har bir tarkibiy qismidagi mexanik yonilg'i quyish pompasi o'z javobida "orqada qolishi" va dvigatel talab qilganidan ko'proq yoqilg'i etkazib berish tendentsiyasi paydo bo'ldi. Bunga qo'shimcha ravishda, yonilg'i quyish pompasi ulanishlari tez-tez qochib ketgan. Samolyotning og'irligini kamaytirish uchun hech qanday xavfsizlik devori berilmagan va har bir DB 606 ning orqa uchi magistralga juda yaqin joylashgan edi spar - orqa qismidagi elektr stansiyalarning uchdan ikki qismi bilan dvigatel bloklari qanotning etakchi chetiga joylashtirilgan - yoqilg'i / moy quyish liniyalari va elektr jabduqlar uchun joy etishmasligi. Kovullar ichidagi dvigatellarning tashqi yuzalari tez-tez oqadigan aloqa joylaridan yoqilg'i va moy bilan to'yingan edi. Yuqori balandlikda yog 'yomon ishlab chiqilganligi sababli ko'pikka moyil edi neft nasosi,[3] uning soqol sifatlarini kamaytirish. Yog'lashning etarli emasligi birlashtiruvchi novda podshipniklarining parchalanishiga olib keldi, natijada ba'zida dvigatel krank karterlaridan birining yorilishi va yog 'rezervuarlari teshilib ketishiga olib keldi. Keyin yog 'tez-tez qizib ketadigan markaziy egzoz trubkasi kollektoriga to'kiladi. He 177 A dagi dvigatel o'rnatmalarining zich joylashtirilganligi, ularning dvigatellari o'zlarining naychalarida juda orqada joylashganligi, shuningdek, texnik xizmat ko'rsatishning yomon bo'lishiga va shamollatishning juda yomon bo'lishiga olib keldi. Ushbu omillar natijasida DB 606 elektrostantsiyalari dalada muntazam parvarish qilinmasligi bilan birga parvoz paytida tez-tez yonib turardi. Ikkala dvigatelning mexanik biriktirilishini takomillashtirish qiyin bo'lgan va u 177 A-0 xizmat ko'rsatish sinovi va A-1 dastlabki ishlab chiqarish modellari bilan ko'plab dvigatellarning asoratlarini keltirib chiqardi.

Oberst Edgar Petersen, Luftwaffe's rahbari Erprobungsstellen sinov muassasalari tarmog'i.

1942 yil avgust boshiga qadar Reyxsmarsxol Hermann Göring He 177 A-ning elektr stantsiyalari bilan bog'liq muammolarni hal qilishning sustligi haqida g'azablandi. Tomonidan hisobot oldi Oberst Edgar Petersen (Kommandeur der Erprobungstellen; He 177 A ning elektr stantsiyalaridagi muammolari haqida, xususan, DB 606 elektrostantsiyalarining He 177 A dvigatel nayzalarida joylashishi buzilganligi sababli yuzaga kelgan muammolar va shu sababli texnik xizmat ko'rsatishning yomonligi. 13 avgustda Gyoring javob berdi:

"Nega bu ahmoqona dvigatel birdaniga aylanib qoldi, u juda ahmoqona tarzda bir-biriga payvandlangan? Ular menga aytdilar, o'shanda ikkita dvigatel bir-birining orqasida bog'langan bo'lar edi, va to'satdan mana shu noto'g'rilangan payvandlangan dvigatel paydo bo'ldi![29]

He 177 A-3 / R2 dan boshlab dvigatellar va natsellar dvigatelda yong'in tendentsiyasini yo'q qilish uchun qayta ishlangan. Yangi "quvvat tizimi" Daimler-Benz DB 610 edi, u ikkitadan iborat edi Daimler-Benz DB 605s DB 606 singari bitta birlikka ulangan.[30] DB 610-ning kiritilishi bilan bir qator yaxshilanishlar amalga oshirildi, shu jumladan dvigatel moyi idishini almashtirish, o'zgargan yog 'oqimi trubkasi,[31] yaxshilangan yog 'sovutgichi,[31] dvigatel o'rnatmalarining 20 sm (8 dyuym) ga uzaytirilishi, egzoz tizimining to'liq qayta ishlanganligi, shuningdek, tungi vazifalar uchun chiqindilarni o'chirish moslamalarini o'rnatishni osonlashtirdi va dvigatellarda quvvat cheklovini o'rnatdi, bu esa ishonchliligini oshirdi . Taxminan 56 raqamga ega bo'lgan ushbu katta va kichik modifikatsiyalar dvigateldagi yong'inlarni bartaraf etishda muvaffaqiyat qozondi, ammo boshqa kichik muammolar saqlanib qoldi vites qutisi har bir "energiya tizimi" ning "egizak" komponentli dvigatellari va ularning umumiy parvoni old uchlari bo'ylab o'rnatilgan.

Oberst Petersen, shuningdek, mayor Mons (shuningdek, a Gruppenkommandeur II./ bilanKG 40, Petersenning sobiq bombardimonchi qanoti),[32] orqali Erprobungsstellen xodimlar va muassasalar, 1942 yil sentyabr oyida sho'ng'in-bombardimon qilish talablari bekor qilingan paytdan boshlab He 177 A-ga ko'tarilgan ko'plab yangilanishlarni qo'llab-quvvatlash uchun javobgardilar.[33]

Eksperimental qurol yuklari

Turli xil bombalar, torpedalar va boshqariladigan qurollarni olib yurishdan tashqari, He 177 ko'plab noodatiy hujum qurollari bilan sinovdan o'tkazildi. Sinovdan o'tgani ma'lum bo'lgan tajriba qurollarining birinchisi, He 177 A-1 / U2 ning 12 ta misoli edi. Zerstörer 30 mm cheklangan shpalli juftlik bilan qurollangan variant MK 101 to'plari keskin kattalashgan o'ta old tomonida Bola ventral gondol (yarim sharning "baliq qushchasi" burni oynasi tashqarisida) va erga hujum qilish, poezdlarni buzish va ehtimol uzoq muddatli kemalarga qarshi reydlar uchun mo'ljallangan.[34] Ushbu samolyotlar ham qarshi ishlatilishi kerak edi Ittifoqdosh uzoq masofaga razvedka va bombardimonchi samolyotlar Atlantika okeani uchun xavfli bo'lgan Kriegsmarine "s Qayiq park.[35] Keyinchalik, mintaqadagi qatlamlarni bostirish turlariga tayinlanganda Stalingrad 1942 yil qish paytida Luftwaffe oldinga xizmat ko'rsatuvchi birliklari oz miqdordagi He 177 A-3 ni o'zgartirib, 50 mm ga moslashgan. Bordkanone BK 5 21 samolyot bilan jihozlangan samolyot Bola gondola, uzun bochkasi oldinga siljiydi, sirlangan "baliq kosasi" burni orqasida. Ushbu variant norasmiy ravishda deb nomlangan Stalingradtyp. He 177 A-3 / R5 rusumidagi oz sonli modellar noldan, kattaroq hajmda qurilishi kerak edi PaK 40 - 75 mm avtomatik yuklash asosida Bordkanone Ichida BK 7,5 avtomat Bola 12 dumaloq jurnal bilan jihozlangan joy, 75 mm qurolning orqaga tortilishi natijasida yuzaga kelgan strukturaviy muammolar bu degani Stalingradtyp asl nusxadan tashqarida jangovar foydalanishni ko'rmagan, BK 5 qurollangan.

Five He 177 A-5 samolyotlari eksperimental ravishda 1944 yil yanvar oyida 33 ta batareyalar bilan jihozlangan qiya o'rnatilgan 21 sm (8¼ dyuym) kalibrli raketa ohak jismlarga o'xshash o'xshash naychalar Verfer-granat 21 single units already in use with single and twin-engined Luftwaffe fighters for bombardimonchi missions, and also likely to have been similarly derived from components of the Nebelwerfer infantry barrage rocket system. The nearly three dozen launch tubes placed in a Greif's fuselage in such a manner was meant to create the Grosszerstörer ("Big Destroyer") flying battleship, designed to break up and destroy the tight combat box defensive formations used by USAAF daylight bombers over Germany. The bomb bays and fuselage-housed auxiliary fuel tanks were removed on these aircraft in order to provide space for the spin-stabilized 21 cm (8¼ in) rockets and their launch tubes. The tubes were inclined to fire upward at an angle of 60° to the horizontal, and slightly to starboard. The tubes could be fired individually, simultaneously, or in two salvoes of 15 and 18. Tests with fixed balloon targets showed the potential of this system, and limited operational trials against US Sakkizinchi havo kuchlari bomber streams were authorized. Samolyot tomonidan boshqarilgan Erprobungskommando 25, flying out of the Boltiq bo'yi qirg'oq bo'yi Erprobungstelle facility at Tarnewitz. The intended mode of operation required the Grosszerstörer He 177s to follow the enemy bomber formations, passing below (as with a Schräge Musik cannon fitment) and to port of the target, maintaining a difference of altitude of 2,000 m (6,560 ft) beneath the targets at the time of the attack. A few trial daylight operations were flown but no contact was made with Allied bomber formations, and as the escort fighters were becoming ever more numerous - in the manner of havo ustunligi -purpose "fighter sweeps" well ahead of the massed USAAF bomber formations, starting in early 1944 as ordered by then Maj. Gen Jimmi Dulitl - the entire scheme was abandoned.

Defensive ordnance experiments

Experimental defensive weapon fitments were also fitted to a small number of He 177As set aside for such trials, mostly at the Erprobungstellen test detachment fields. One He 177 A-1, s/n 15155 and bearing the Stammkennzeichen GI+BP, was fitted with the first-ever example of a remote-controlled twin-gun "chin turret" at the front of its Bola undernose gondola. The type of guns fitted was not recorded, but the date on which GI+BP was written off following a mishap in May 1943 would place the fitting of its experimental "chin turret" simultaneously with the lead-up to the May 1943 service introduction of the "gunship" USAAF Flying Fortress, the YB-40, which pioneered the same type of forward defensive armament on the best-known American heavy bomber to attack Germany.[36] Similarly, the much-anticipated Heklafet HL 131V "quadmount" manned tail turret, fitted with a quartet of MG 131 avtomatlari, was tried in the late spring and summer of 1943 on a trio of A-3 examples set aside as the V32 through V34 prototypes, but that innovation never made it to production status, never existing as more than a series of engineering department mockups with Heinkel and Yunkerlar, among others (for their aircraft designs that were intended to mount them) and working prototypes.[37] The HL 131V turret's design originated with the Borsig division of Rheinmetall-Borsig (the manufacturer of the guns themselves) and was a design with promise, using hydraulic drive to both elevate the turret's side-mount gunmount elevation units through a +/- 60º vertical arc either side of level, with a capability for horizontal traverse (of the entire turret) of some 100º to either side, all at a top traverse angular speed of 60º per second.[38] One development proposed during 1943 was to create a chin turret using the earlier Hecklafette's quadmount gun elevation assemblies to either side of a new, remote-control traverse core as the Bugstandlafette BL 131V, located at the forward end of the He 177 A's Bola undernose gondola. However, engineering studies of the quadmount chin turret project revealed that its fitment, proposed for a number of the later He 177 A variants and the He 177 V104 prototype airframe, would lower airspeed by some 30 km/h (19 mph) and reduce the deployable bombload by a full tonne, making the BL 131V concept unacceptable, and prompting the idea of using a chin-turret mount version of the FDL 151Z twin-cannon remote turret instead for the B-series, four-DB 603 engined He 177 Bs, close to what had been pioneered with the GI+BP airframe early in 1943.[39] Even with its unsuitability for the He 177A, the BL 131V quadmount nose turret was prototyped for armament tests at the Erprobungsstelle Tarnewitz for potential fitment and use on the He 177B V104 prototype airframe; and had, by mid-July 1944, completed its tests.[40]

Airworthiness and handling

An He 177 making a low pass in January 1944.
A 3-view of the short-fuselage A-1, which was upgraded with a 1.60 m (5 ft 3 in) addition to its rear fuselage just aft of the wing root to become the A-3 - note dive brakes outboard of the nacelles, omitted for the A-3 onwards.

Flight testing of the He 177 in late summer 1942 revealed deficient stability around the yaw va balandlik axes, resulting in extremely poor bombing accuracy when using the Lotfe 7 bombsight. The main reason for this was the drifting motion of the aircraft in flight due to its relatively short, round fuselage.[41] Shortly after these tests, the third production A-1 example (factory serial number 15153, with Stammkennzeichen ning GI + BN) had its fuselage lengthened by 160 cm (63 in) just aft of the orqadagi chekka qanotning. The modified aircraft, with the longer distance of the "tail moment ", showed a marked degree of improvement in yaw and pitch axis stability, enough to mandate the construction of the He 177 A-3 and all subsequent models of the He 177 A with the lengthened fuselage.[22]

In early September 1944, the Qirollik samolyotlarini yaratish (RAE) was ordered to supply an aircrew for an He 177 that the French Maquis would capture at an airfield in Blagnak near Toulouse, where elements of both the He 177 A-equipped KG 4 va KG 100 bomber wings were based. A transport and two escort fighters from the RAE flew to the area to leave the Royal Aircraft Establishment Chief Test Pilot Roland Falk and a flight engineer with the commando group. On 10 September, as Dragoon operatsiyasi was wrapping up in the southeast of France, the aircraft was captured and flown back to the UK by Wing Commander Roland Falk. Soon afterwards, Capt. Erik Braun, an RN pilot then posted to the RAE as a test pilot, flew the He 177.[42] He wrote that the in-flight handling characteristics of the He 177 A-5 were "...positive about all axes, but the controls were all remarkably light for such a large aircraft. Indeed I had the feeling that the elevator was dangerously light and I was all too aware of the intelligence reports of He 177s breaking up in the air so I decided to treat this control very gently...The aircraft had an automatic pull-out device and an acceleration warning apparatus fitted, but it really was nailbiting to have to treat a giant like this immense Heinkel bomber as if it were made of glass. The stalling characteristics with flaps and undercarriage lowered, the aircraft buffeted violently at 140 km/h (87 mph) before the nose dropped at 135 km/h (84 mph). The buffet experienced was so violent that I had some concerns over structural damage. Somehow the He 177 always conveyed an impression of fragility despite its size."[43] He added that it was "one of the very few German aircraft of the period that I tested that I did not enjoy flying".[44]

Further development: the Heinkel He 177B

Due to the continuing problems with the DB 606's configuration and engine accommodation design, much development work was done in order to rectify engine complications. This included a complete redesign of the original He 177, primarily through newer wing designs and layouts to improve the engine installation design, in conjunction with the A-3 subtype's lengthened rear fuselage, intended to create a four-engined version of the Greif's airframe. The first concerns over the coupled-engine vs. four separate engine issue for the He 177 emerged in mid-November 1938, as Ernst Heinkel had requested that two of the under-construction airframes for the eight He 177 prototypes to be fitted out with four individual engines in place of the coupled-engine arrangements, eventually specifying that the V3 and V4 airframes get four individual Yunkers Jumo 211[45] engines in an in-plant corporate meeting on 17 November[20] – exactly the same type and number of engines used on the Messerschmitt AG firma Amerikabomber contender, the Me 264 V1 in late December 1942. Ernst Udet was also critical before the war of the coupled DB 606 powerplant choice for the He 177, with Göring voicing his own frustrations with the seemingly interminable engine problems delaying the introduction of the He 177 A into service. Göring was reported as stating in late August 1942, following his earlier complaints to Oberst Petersen on the 13th of the month: "I had told Udet from the start that I wanted this beast with four engines. This crate must have had four engines at some time! Nobody had told me anything about this hocus-pocus with welded-together engines!"[10]

The NASM's partly restored He 219 A-2 with its unitized DB 603 engines and fuselage.
Luftwaffe Kollektiv podpolkovnik. Siegfried Knemeyer, who flew the He 177 V102 in February 1944.

Nearly four years after Heinkel had unsuccessfully requested that the V3 & V4 be built with four individual powerplants, the RLM's requirement that the He 177 perform diving attacks was finally rescinded by Göring himself in September 1942,[10] and with that, Heinkel's design work on the A-8 and A-10, collectively renamed the He 177 B in August 1943, was then able to progress. They were meant to be powered with four individual Daimler-Benz DB 603 engines on new longer-span wings, with each liquid-cooled DB 603 fitted with a Xaynkel He 219 -style annular radiator right behind the propeller — most likely comprising a Heinkel-specific unitized engine installation that had already been perfected during the He 219's development — for each of the quartet of DB 603s fitted. This task was accomplished considerably later than British aircraft designer Roy Chadvik had done in similarly converting the Avro Manchester. The Manchester, like the A-series Greif, had depended on two very powerful but troublesome 24-cylinder powerplants, the British Rolls-Royce Vulture, but by 1941 it had been redesigned as the Avro Lankaster, to'rttasi bilan Rolls-Royce Merlin dvigatellar.

By August 1943 much of the detail work for the He 177 B series aircraft was well on its way to completion, and Erxard Milch eagerly approved the creation[46] of three He 177 B prototypes, designated He 177 V101 to V103. He stated on 10 August: "The He 177 A-4 and A-5 will be produced as before. The He 177 B-5 will be tackled with vigor. It will be built in series as soon as possible."[46]

The He 177 B-5's first-built prototype, the He 177 V101,[47] was converted from a mid-production He 177 A-3 airframe (number 535550, with Stammkennzeichen ning NE + OD), the V102 being converted from the eighth He 177 A-0 production prototype aircraft (which required fuselage lengthening), and the V103 being converted from an existing, early production He 177 A-5 airframe, with all three airframes initially retaining the production 177 A-style single vertical tail surfaces. Although no photographs are known to exist verifying their fitment, the general arrangement Typenblatt drawing for the V101 airframe — bearing the "B-5" subtype designation within the drawing's title block[48] — showed that it was intended to be uniquely fitted with a small-area matching vertical pair of so-called pivoting "drag rudders" mounted, one per side, a short distance in from the horizontal stabilizers' tips, directly inline with the inner engine nacelles, to simulate "engine-out" conditions. Each of the pivoted "drag rudders" were to have their area divided equally above and below the plane of the stabilizer. Because flight testing had revealed that the single-tailed V101 exhibited an increasingly serious stability problem with higher airspeeds, the subsequent prototype, the V102, was both the first He 177 B example to fly, on 20 December 1943, with the quartet of DB 603 engines, in combination with a brand-new emprenaj ning egizak dum configuration, fitted to it during the early autumn of 1943. When the V102 was tested later that autumn while still flying with its A-series wing and powerplants before its own pair of B-series "four-engine" wing units were ready, the new twin vertical tails gave the V102 significantly better in-flight handling compared to the original 177 A-style empennage of the V101, except during the landing approach when the Fowler flaps were extended during its own initial flights with the twin tails in November 1943.[49] On 24 February 1944, as the USAAF "s Katta hafta strategic bombing campaign against Germany continued, particularly against targets in northern France involving V-qurol installations — a meeting was held at the all turf-surfaced Wiener Neustadt military airfield. Erxard Milch, and fellow guests Oberst Edgar Petersen and Oberstleutnant Zigfrid Knemeyer (Goering's top aviation technology expert), each had a chance to fly the now four-engined V102 prototype after the B-series set of wings had been fitted. Knemeyer stated that he could not believe a four-engined heavy bomber could possess the "excellent handling qualities" that the V102 displayed.[50] The only verifiable wartime photograph of any of these He 177B prototypes in an intact condition is one of the V101, parked outdoors on a foggy German airfield,[51] ehtimol Xaynkel-Sud zavod aerodromi da Shvexat.[52][53] One additional surviving photo, showing what looks like a He 177 B-series prototype from the right side with a production-style A-series single vertical tail surface set, and bearing the Stammkennzeichen code of NE+OD,[54] does not match any item of the surviving documentation for the four known 177 B-series prototypes ordered, built or flown before the end of the war,[55] and possessing one of the upgraded, upright-seating A-5 subtype's tail gunner's emplacements, as well as the usual twin dorsal turret defensive armament of the He 177 A-5 subtype.

Closeup of the "fishbowl" nose glazing and Bola undernose gondola of an A-series Greif - the B-series prototypes (V101-V104) used them as well.

The He 177 B was also intended to introduce a slightly enlarged, somewhat more aerodynamic fully glazed nose. It somewhat echoed the lines of the nose glazing from the Havo tezligi Horsa British troop glider in a side view comparison,[46] and was first meant for use on the production A-7 version. It could incorporate a remotely controlled power chin turret at the front of its Bola for forward ventral defense, mounting either a pair of MG 131 avtomatlari yoki MG 151 to'pi and closely modeled on the A-series 177's existing FDL 131Z forward dorsal turret, but the new nose design was only tested on the He 177 V15 production prototype (converted from an A-3, factory serial 355 001), without the chin turret. It was never fitted on any of the He 177 B prototypes, which all used the standard "Cabin 3" He 177 A's well-framed nose. No photographs of this new nose design are known to have survived the war and only drawings of it exist in modern archives, with the V15 airframe itself wrecked in a crash on 24 June 1944. The remaining defensive armament for the B-series design generally remained similar to the He 177 A, particularly the twin dorsal gun turrets for the He 177 B-5, with the aft manned dorsal turret being deleted on the planned He 177 B-7 (as on the He 177 A-7) to reduce weight, and a fully powered, manned Heklafet HL 131V tail turret, carrying a quartet of MG 131 avtomatlari, was intended for installation on the prototypes. The yuqorida aytib o'tilgan Heklafet HL 131V four-gun manned tail turret system would have been standardized on the production B-series aircraft, but never went beyond the mockup and working prototype stage, with a trio of the prototype tail turret units documented as being fitted to the He 177 V32 through V34 A-series DB 610-powered prototype airframes for trials. The cumbersome four-strut main landing gear of the A-series was retained for the B-series prototypes, even though the height, meant to allow clearance for the A-series' pair of large four-blade propellers, was not changed – the outer edge of the DB 603's inner engine nacelle/wing surface juncture was located right at the "centreline" of each of the twin pairs of A-series main gear strut locations, on all four of the B-series prototypes.

The first flights of the He 177 B prototypes, starting with the He 177 V102 on 20 December 1943, occurred between late December 1943 and early January 1944 in the vicinity of the Vena-Shvexat airfield, at the firm's Heinkel-Süd ishlab chiqarish ob'ekti. An additional prototype, the V104, whose purpose was to be the "finalized" pre-production prototype for the He 177 B-5, and also meant to be a twin-tailed prototype like the earlier V102, was being completed thereby order from the RLM, converted from an early production He 177 A-5.[49] However, from 23 April,[56] through July 1944, repeated O'n beshinchi havo kuchlari bombing raids on German aircraft production facilities in Vienna, and 8 iyulda destroyed the airworthy V103 and the incomplete V104 at the Zvolfaks factory airfield of the Heinkel-Süd murakkab,[57][58][59] setting back plans to produce any series examples of the B-5 version. Arado Flugzeugwerke, which had been the major subcontractor for the A-series Greif airframes, was fully involved at that time with the production of its own, much more advanced Arado Ar 234 B turbojet-powered reconnaissance-bomber, and was not able to handle the anticipated demand from Heinkel to produce the B-5 by October 1944. Arado would not have been able to start the He 177 B-5's production for another month (November 1944) due to its own focus on the Ar 234 B.[52] The last known official account of the whereabouts of the two He 177 B prototypes that escaped the bombing raids placed the V101 at the Heinkel-Süd plant's airfield at Schwechat near Vienna, and the V102 also at Schwechat as late as February 1945. It had sustained damage from a bad landing in April 1944 while evading one of the initial USAAF 15th Air Force raids on the area, which had kept it from being flown north to the Luftwaffe's well-known markaziy Erprobungstelle sinov muassasasi da Rechlin xavfsizlik uchun.[60] Some accounts reveal that the V101 prototype might have survived at Cheb in occupied Czechoslovakia (headquarters of the aforementioned Reparaturwerk Eger/Eger Flugzeugwerke GmbH) until at least February 1945 (along with the V102) before it was scrapped. [61] One of the photographs taken at Cheb[62] and one from a different angle in an online German archive[63] show what is thought to be the V101 with four-bladed propellers instead of the earlier three-blade units used with its four DB 603 engines, a combination of prop type and powerplant also used for the Fw 190 C fighter prototype and first five Heinkel He 219 prototypes. On closer examination, the forward areas of the V101 engine nacelles' hinged upper cowling access panels themselves just behind the annular radiators as revealed in the Czech photos appear to be very close in appearance, and especially from their outlines — as possible Kraftei unitized engine installations — to those used on the He 219 night fighter,[64] earlier prototypes of which also used four-blade propellers on their DB 603 powerplants.[65]

Ning qabul qilinishi Favqulodda vaziyatlar uchun kurashuvchi dastur in early July 1944 dealt the final blow to the entire He 177 B development program, with the Xaynkel He 162 jet fighter being the only new Heinkel aircraft design allowed into production.[66]

An He 177 during refueling and engine-run up 1943. Note the four-bladed propeller. The aircraft is painted in a night camouflage scheme.

Operatsion tarixi

Beset by technical difficulties in development, the He 177 had a troubled history in service. Unduly demanding design requirements of long-range, high speed, heavy bomb load, and the formerly required sho'ng'in bombasi capability compounded the problems. Although the He 177 entered service in 1942, it was far from operational. In an assessment of the aircraft on 9 April 1942, the newly activated Erprobungsstaffel 177 deb xabar berdi Greif had good flying characteristics, but had unacceptable engine troubles and problems with its airframe strength. As an emergency measure, it was used to supply the encircled 6-chi Armee at Stalingrad, where it was found to be unsuited for the transport role, carrying little more cargo than the smaller and more reliable Heinkel He 111, and proving useless for the evacuation of wounded. As a result, the He 177s reverted to bombing and flak-suppression missions near Stalingrad. Only thirteen missions were flown, and seven He 177s were lost to fire without any action attributable to the enemy.

As the war progressed, He 177 operations became increasingly ineffective. Fuel and personnel shortages presented difficulties, and He 177s were sitting on airfields all over Europe awaiting new engines or engine-related modifications. Of the fourteen He 177 A-3s (the primary subtype in use)[67] that were sent out during Steinbock operatsiyasi, one suffered a burst tyre, and eight returned with overheating or burning engines. Of the four that reached London, one was lost to night fighters. These aircraft were brand new, delivered a week before the operation and not fully flown in, because the air unit had moved to a new airfield the day before and lacked sufficient maintenance personnel and material. Constant attacks against Luftwaffe long-range combat units in France made continuous operations difficult.

An He 177 taking off for a sortie, 1944.

While Steinbock was unsuccessful, the He 177 did achieve some successes. During Steinbock crews typically carried two 1,800 kg (3,970 lb) and two 1,000 kg (2,200 lb) bombs. Climbing to 7,000 m (22,965 ft) while still over German territory, the He 177s approached the target in a shallow dive, both engines throttled back, the pilot putting his aircraft into a gliding descent to take it across the bomb release-point at about 4,500 m (14,760 ft). After releasing the bombs the pilot re-opened the throttles, but continued the descent at approximately 200 m (656 ft) per minute. The bombers typically re-entered German airspace at an altitude of 750 m (2,460 ft), and headed back to base. By such means, the He 177s were able to keep up speeds of about 600 to 700 km/h (370 to 430 mph) during their withdrawal phase. The higher speed and constant change of altitude made interceptions difficult, increasing the survivability of the aircraft, but decreased bombing accuracy and concentration.[68] With an average loss rate of 60% for bomber aircraft types used in Operation Steinbock, the He 177's loss rate below 10% made it the most survivable bomber in the campaign.

On the Eastern Front, the most notable action by the He 177 was a mass raid of some eighty-seven aircraft against railway targets in the Velikiye Luki area, about 450 km (280 mi) west of Moskva on 19 July 1944. The participating Staffeln flew in three large attack wedges of about thirty aircraft, each loaded with four 250 kg (551 lb) or two 500 kg (1,102 lb) bombs.[69] During this action, carried out in daylight at altitudes in excess of 6,000 m (19,690 ft), losses were relatively light. The Soviet Air Force, equipped mainly for low-level interception and ground-attack roles, could do little to hinder the high-flying bombers.[70][71]

In common with most piston-engined German bombers, the He 177 was grounded from the summer of 1944 due to the implementation of the Favqulodda vaziyatlar uchun kurashuvchi dastur as well as the Allied bombing of German fuel production facilities.

Variantlar

He 177 V1 to V8
First eight prototypes of the He 177. V1 through V3 powered by DB 606 A engines. He 177 V4 and subsequent aircraft powered by DB 606 A/B engines.
He 177 A-0
Pre-production series, 35 built. First to use the "Cabin 3" cockpit with "fishbowl" framed glazed nose, as with production A-series.
He 177 A-1
First production series, 130 built. Armed with a single MG 81 in the nose, a single MG FF/M cannon in the forward end of the Bola ventral gondola, a remote-controlled dorsal turret with a single (later twinned) MG 131, and a single tail mounted MG 131.
An MG 81Z "twinned" machine gun pair, used for the /Rüstsatz 1 He 177 A-1 field modification, in a shipment case.
He 177 A-1/R1
Equipped with a pair of aft firing MG 81Z machine guns in the rear of the Bola ventral gondola.
He 177 A-1/R2
Experimental version only, equipped with a sighting station in the rear of the Bola ventral gondola for a remotely controlled ventral turret housing a single MG 131.
He 177 A-1/R4
Equipped with a supplementary aft firing MG 131 in the rear of the Bola ventral gondola and a manned aft dorsal turret containing an MG 131.
He 177 A-1/U2
Zerstörer heavy fighter with a pair of limited-traverse 30 mm MK 101 cannon in enlarged Bola lower nose mount, 12 conversions.
He 177 A-2
Proposed four-man pressurized variant with reduced defensive armament of six MG 81 and a single MG 131, never built.
He 177 A-3
Second production series, 170 built, with a fuselage lengthened by 1.60 m (5 ft 3 in). Sixteenth and subsequent aircraft powered by DB 610 A/B engines.
He 177 A-3/R1
Powered by two Daimler-Benz DB 606 A/B engines, 15 built.
He 177 A-3/R2
Improved electrical system. MG FF cannon replaced by an MG 151 to'pi ichida Bola ventral gondola. DB 610 engines. Larger, upright seating-equipped redesigned tail position, MG 131 replaced by MG 151 cannon in the tail position. First variant to be fitted with Kutonase (cable cutting equipment).[72]
He 177 A-3/R3
Anti-shipping version capable of using the Henschel Hs 293 bilan jihozlangan FuG 203 seriyali Kehl I control gear, usually fitted in the rear fuselage.
He 177 A-3/R4
Bola Ventral gondola's aft end lengthened by 1.2 m (3 ft 11 in) to provide room for the FuG 203b Kehl III missile-control equipment, instead of the usual rear-fuselage mounting location.
He 177 A-3/R5
Planned, never-built Stalingradtyp version armed with a 75 mm Bordkanone BK 7,5 cannon based on the 7,5 sm PaK 40 installed in the ventral Bola gondola, based on a small number of He 177 As field-equipped with the KwK 39 asoslangan BK 5 to'p.
He 177 A-3/R7
Torpedo bomber version abandoned in favor of the He 177 A-5, only three built.
He 177 A-4
Proposed high altitude pressurised version, never built under the designation, and later developed into the Heinkel He 274.
He 177 A-5
Main production series, 826 built. Standardized on the A-3's longer rear fuselage, strengthened wing, shortened undercarriage oleo legs, ETC 2000/XII wing racks and an increase in maximum external load.
He 177 A-5/R1
Version optimized for Fritz X and Hs 293 guided bombs, equipped with Kehl boshqaruv moslamasi.
He 177 A-5/R2
Armed with a single MG 81 in the nose, a single MG 151 cannon in the forward end of the Bola ventral gondola, an MG 131 in the rear end of the ventral gondola, a pair of MG 131 in an FDL 131Z remotely controlled forward dorsal turret, a single MG 131 in a manned aft dorsal turret, and a single tail-mounted MG 151 cannon.
He 177 A-5/R4
Simplified bomb rack installation, equipped with Kehl boshqaruv moslamasi.
He 177 A-5/R5
Tested with a supplementary pair of MG 131 in an FDL 131Z aft ventral remote turret aft of the rear bomb-bay, only one built.
He 177 A-5/R6
Replacement of the forward and central bomb-bays with enlarged, full-fuselage-depth fuel tanks.
He 177 A-5/R7
Pressurised cockpit study with a projected ceiling of 15,200 m (49,869 ft) and similar reduced armament to the He 177 A-2.
He 177 A-5/R8
Armed with FDL-series remote gun turrets. Abandoned as a result of difficulties with the turrets, only one built.
He 177 A-5 Grosszerstörer
Anti-bomber variant based on the He 177 A-5, armed with up to 33 spin-stabilized 21 cm (8¼ in) calibre rockets obliquely mounted in fuselage, replacing bomb bays and auxiliary fuel tanks, and most likely based on components of the 21 sm Nebelwerfer 42 infantry barrage rocket system. Five examples delivered in January 1944 for operational trials. Abandoned due to increasing numbers of Allied havo ustunligi jangchilar.
He 177 A-6
Meant to be a "32 metric-ton" loaded-weight long-range bomber, as a planned improvement over the A-5 version, the A-6 dispensed with the rear manned dorsal turret, and retained the A-5/R2's single MG 151 flexible cannon at the front of the Bola, the flexible ball-mount MG 81 in the "fishbowl" nose glazing, along with the regular A-series FDL 131Z remote forward dorsal turret, and standardized the rear armament with the planned, Borsig-designed Heklafet manned HL 131V quadmount MG 131 machine gun turret for the first time. Not produced, due to building volume of design work on the He 177 B-series four-engined aircraft.[73]
He 177 A-6/R1
Replacement of the forward and central bomb bays with full-fuselage-depth fuel tanks (as on the A-5/R6 modification) and the addition of external bomb rack under the new fuel tank bays, capable of carrying a single 2,500 kg (5,511 lb) bomb or Fritz X/Hs 293 in addition to the rear bomb-bay payload of four 250 kg (551 lb) or two 500 kg (1,102 lb) bombs, if equipped with Kehl boshqaruv moslamasi. Range of 5,800 km (3,604 mi), only six test conversions built, from A-5 versions.
He 177 A-6/R2
Equipped with a redesigned fuselage nose of improved aerodynamic form, abandoning the earlier "Cabin 3" cockpit, with the new nose being generally the same as intended for He 177 A-7 and all He 177 B development versions. Retained the FDL 131 remotely controlled forward dorsal turret, a single flexible-mount MG 131 in the rear of the Bola, a pair of MG 151/20 cannon in a remotely controlled FDL 151Z "chin" turret (to be standardized on the B-version) at the front of the Bola, and a manned Heklafet HL 131V hydraulic-drive, quadruple-MG 131 armed "quadmount" tail turret. Similar bombload and range to He 177 A-6/R1. Only one test airframe converted from an He 177 A-3 to test the new cockpit/nose, as the He 177 V15, of which no photos are known to survive, and which itself was wrecked in a mishap in late July 1944.
Vk. Nr. 550 256, He 177 A-7 prototype post-war.
He 177 A-7
High-altitude bomber with an extended wing spanning 36 m (118 ft 1⅓ in) and powered solely with DB 610 A/B engines instead of the intended 3,800 PS (3,748 hp, 2,795 kW) DB 613 "power systems", which never emerged from testing and used pairs of twinned DB 603 engines for each "power system". Six examples, for wing tests, converted from He 177 A-5 airframes, but never fitted with the intended He 177 B-series advanced cockpit. One converted He 177 A-5 example, Vk. Nr. 550 256 captured by American forces, scrapped postwar and believed buried under the grounds of Chicago's O'Hare xalqaro aeroporti.
He 177 A-8
First proposed He 177 design to feature four individual engines, using the A-3 or A-5 fuselage with a new wing design, and either Daimler-Benz DB 603 engines as prototyped (He 177 V101 through -V103 in 1943-44) or Junkers Jumo 213 engines (proposal only) with U 219 style annular radiators for the Heinkel-unitized DB 603s used in the He 219. Remained a paper project only, before re-designation as the "He 177 B-5" by August 1943.[74]
He 177 A-10
Proposed four-engined He 177 design, similar to the He 177 A-8, but based instead on the He 177 A-7 definitive production fuselage, with manned rear dorsal gun turret omitted, and re-designated as the "He 177 B-7" in August 1943.[74]
He 177 B
Developed as the direct, "separate four-engined" development of the "coupled engine" powered He 177 A-series, four prototypes ordered (He 177 V101 to V104) with three built and flown under DB 603 power. Originally postulated in urushdan keyingi aviatsiya books to have been a "cover designation" for the never-produced, paper-only He 277 Amerikabomber design competitor by February 1943, itself cancelled in late April 1944.
He 177 H
Initial project designation for the Heinkel He 274.
U 179
Proposed 1939 variant of He 177 with four separate piston engines; qurilmagan[75]
Maxsus variantlar
He 177 V38
An A-5 (Werknummer 550 002, bearing Stammkennzeichen of KM+TB) – documented use was as testbed for FuG 200 Xentvayl ASV maritime patrol radar with flexible MG 131Z nose gun installation, speculated to have been intended for the installation of an enlarged bomb bay for test purposes, said to be intended for use in the Yunkers Ju 287. A common myth claims V38 was the prototype for a German "atomic bomber" (purportedly capable of carrying a fission device as a droppable weapon). Remains found at Prague's Rusiye field kuni V-kun kuni.

Operatorlar

 Germaniya
 Frantsiya
 Birlashgan Qirollik
He 177 A-5 with British dumaloq.
The He 177 A-5 (Geschwaderkennung code of F8 + AP from 6./KG 40) that had been taken from Toulouse-Blagnac airfield in September 1944 was repainted with British markings and given the ketma-ket TS439.[76] Used purely for evaluation purposes.

Omon qolgan samolyot

All surviving He 177 A aircraft, including the photographed He 177 B wreck at Eger (Sudetenland) and both He 274 airframes completed in France post-war, are known to have been reduced to scrap by the end of the 1950s, so there are no surviving examples.

Specifications (He 177 A-5/R2)

U 177 3-ko'rinish

Ma'lumotlar Heinkel He 177,277,274[77]

Umumiy xususiyatlar

  • Ekipaj: 6
  • Uzunlik: 22 m (72 ft 2 in)
  • Qanotlari: 31.44 m (103 ft 2 in)
  • Balandligi: 6.67 m (21 ft 11 in)
  • Qanot maydoni: 100 m2 (1,100 sq ft)
  • Havo plyonkasi: He 1.5 36.8 17.3-0.715-36.6[78]
  • Bo'sh vazn: 16,800 kg (37,038 funt)
  • Brutto vazni: 32,000 kg (70,548 lb)
  • Elektr stansiyasi: 2 × Daimler-Benz DB 610 24-cylinder liquid-cooled piston engines 2,900 PS (2,860 hp; 2,133 kW) (paired DB 605 V-12 engines)
  • Pervaneler: 4-bladed VDM constant-speed propellers

Ishlash

  • Maksimal tezlik: 565 km/h (351 mph, 305 kn) at 6,000 m (19,685 ft)
  • To'xtash tezligi: 135 km / soat (84 milya, 73 kn)
  • Jang maydoni: 1,540 km (960 mi, 830 nmi)
  • Parom oralig'i: 5,600 km (3,500 mi, 3,000 nmi)
  • Xizmat tavanı: 8,000 m (26,000 ft)
  • Toqqa chiqish darajasi: 3.167 m / s (623.4 fut / min)
  • Qanotni yuklash: 303.9 kg/m2 (62.2 lb/sq ft)

Qurollanish

  • Qurollar: ** 1 × 7.92 mm MG 81 avtomati in Cabin 3 "fishbowl" nose glazing with 1,000 rounds
    • 1 × 20 mm MG 151 to'pi in forward ventral Bola gondola position with 300 rounds
    • 1 × 13 mm MG 131 avtomati in rear ventral Bola gondola position with 1,000 rounds
    • 2 × 13 mm MG 131 avtomatlari yilda Fernbedienbare Drehlafette FDL 131Z remotely operated forward dorsal turret, full 360° traverse with 1,000 rounds
    • 1 × 13 mm MG 131 avtomati in manned Hydraulische Drehlafette HDL 131/1 aft dorsal turret with 1,000 rounds
    • 1 × 20 mm MG 151/20 to'pi in tail position with 800 rounds
  • Bomba: Up to 7,000 kilograms (15,000 lb)[79][80] of ordnance internally, up to 2,500 kg (5,500 lb)[81][82] externally on each ETC 2000 underwing rack, or up to 3 Fritz X yoki Henschel Hs 293 PGMlar (w /FuG 203 Kehl MCLOS transmitter installed) externally
    • 48 × 50 kg (110 lb) bombs (2,400 kg/5,291 lb total)
    • 12 × 250 kg (551 lb) bombs (3,000 kg/6,613 lb total)
    • 6 × 500 kg (1,102 lb) bombs (3,000 kg/6,613 lb total)
    • 6 × LMA III mines (3,000 kg/6,613 lb total)
    • 2 × 1,800 kg (3,968 lb) bombs (3,600 kg/7,936 lb total)
    • 4 × LMB III mines (4,000 kg/8,818 lb total)
    • 2 × 1,800 kg (3,968 lb) bombs + 2 × LMA III mines (4,600 kg/10,141 lb total)[83]
    • 10 × 500 kg (1,102 lb) bombs (5,000 kg/11,023 lb total)[84]
    • 2 × 2,500 kg (5,511 lb) bombs (5,000 kg/11,023 lb total)[81]
    • 2 × 1,000 kg (2,204 lb) bombs + 2 × 1,800 kg (3,968 lb) bombs (5,600 kg/12,345 lb total)[83]
    • 4 × 1,400 kg (3,086 lb) bombs (5,600 kg/12,345 lb total)
    • 6 × 1,000 kg (2,204 lb) bombs (6,000 kg/13,227 lb total)
    • 4 × 1,700 kg (3,748 lb) bombs (6,800 kg/14,992 lb total)
    • 2 × 1,800 kg (3,968 lb) bombs + 2 × 1,700 kg (3,748 lb) bombs (7,000 kg/15,432 lb)
    • 2 × FX 1400 Fritz X + 1 × FX 1400 Fritz X under the wings and fuselage (w/FuG 203 Kehl MCLOS transmitter installed)
    • 2 × Hs 293 or 294 + 1 × Hs 293 or 294 under the wings and fuselage (w/FuG 203 Kehl MCLOS transmitter installed)
    • 2 × 500 kg (1,102 lb) bombs internally + 2 × Hs 293 under the wings (w/FuG 203 Kehl MCLOS transmitter installed)
    • 2 × LT 50 torpedoes under the wing

Avionika
Nazorat qilish uchun tortishish kuchi va / yoki rocket-boosted PGM ordnance:
FuG 203 Kehl radio control transmitting system

Shuningdek qarang

  • Bomber B, the shorter range solution for a German heavy bomber from 1939 onwards, to replace the Shnellbomber kontseptsiya.

Bilan bog'liq rivojlanish

Taqqoslanadigan roli, konfiguratsiyasi va davridagi samolyotlar

Tegishli ro'yxatlar

Adabiyotlar

  1. ^ Griehl, Manfred; Dressel, Joachim (1998). Heinkel He 177–277–274. Shrewsbury, Angliya: Airlife nashriyoti. p. 232.
  2. ^ Munson 1983, p. 292.
  3. ^ a b Price 2004, p. 162.
  4. ^ *Margaritis, Peter (2019). D kunigacha hisoblash: Germaniya istiqboli. Oxford, UK & PA, USA: Casemate. p. 7. ISBN  978-1-61200-769-4.
  5. ^ a b v Griel va Dressel 1998, p. 8.
  6. ^ a b v d e Griel va Dressel 1998, p. 9.
  7. ^ Griehl and Dressel 1998, pp. 92–94.
  8. ^ Griel va Dressel 1998, p. 33.
  9. ^ Smith, J.R 2008, p. 60.
  10. ^ a b v Griel va Dressel 1998, p. 53.
  11. ^ Green, William 1990, p. 228.
  12. ^ Griehl, Manfred; Dressel, Joachim (1998). Heinkel He 177 - 277 - 274. Shrewsbury, Buyuk Britaniya: Airlife Publishing. p. 54. ISBN  1-85310-364-0.
  13. ^ Griel va Dressel 1998, p. 109.
  14. ^ Animation of He 177 A main gear retraction cycle
  15. ^ Griehl and Dressel 1998, pp. 159, 195.
  16. ^ Griel va Dressel 1998, p. 218.
  17. ^ Griel va Dressel 1998, p. 17.
  18. ^ Griel va Dressel 1998, p. 22.
  19. ^ "Lexikon der Wehrmacht - Heinkel He 177, He 177B-Reihe (in German)". lexikon-der-wehrmacht.de. Retrieved: 22 April 2012.
  20. ^ a b Griel va Dressel 1998, p. 14.
  21. ^ Griel va Dressel 1998, p. 16.
  22. ^ a b v Griehl and Dressel 1998, pp. 46, 54.
  23. ^ Munson 1983, pp. 292–293.
  24. ^ Bundesarchiv/Militärarchiv Freiburg, Bestand RL 3, Produktionsprogramme
  25. ^ Ernst Heinkel Flugzeugwerke
  26. ^ Heinkel Werke Oranienburg
  27. ^ Arado Brandenburg
  28. ^ Bundesarchiv/Militärarchiv Freiburg
  29. ^ Griel va Dressel 1998, p. 52.
  30. ^ Griel va Dressel 1998, p. 94.
  31. ^ a b Griehl 2008, p. 3.
  32. ^ Grivl, Manfred va Dressel, Yoaxim (1998). Heinkel He 177-277-274. Shrewsbury, Angliya: Airlife nashriyoti. p. 130.CS1 maint: mualliflar parametridan foydalanadi (havola)
  33. ^ Griel va Dressel 1998, p. 54.
  34. ^ Griehl and Dressel 1998, pp. 106–111.
  35. ^ Griel va Dressel 1998, p. 106.
  36. ^ Griehl and Dressel 1998, pp. 42, 232.
  37. ^ Griehl and Dressel 1998, pp. 42, 226.
  38. ^ "Kurzbeschreibung Focke-Wulf Ta 400 Fernkampfflugzeug - Heckstand" (PDF). deutscheluftwaffe.de (nemis tilida). Foke-Vulf Flugzeugbau, Bremen. 1943 yil 13-oktabr. P. 11. Arxivlangan asl nusxasi (PDF) 2015 yil 24 avgustda. Olingan 3 yanvar, 2016. (in German)Der Schwerpunkt der Abwehr feindlicher Angriffe liegt bei dem bemannten Vierlings-Heckstand HL 131 V, der von der Firma Borsig entwickelt wurde. Der Stand hat hydraulischen Antrieb und bei gleichzeitigem Richten von Höhe und Seite eine maximale resultierende Richtgeschwindigkeit von 60°/sec. Der Schwenkwinkelbereich beträgt +/- 100° in horizontaler und +/- 60° in vertikaler Richtung. Die Munition ist in 4 Kästen zellenseitig untergebracht und wird durch Gurtfördermotoren dem Stand zugeführt. Die Schußanzahl beträgt pro Lauf ~1000 Schuss.
  39. ^ Griehl and Dressel, pp. 42, 168, 170, 171.
  40. ^ Griel va Dressel 1998, p. 170.
  41. ^ Griel va Dressel 1998, p. 46.
  42. ^ Brown 2007, pp. 82–84.
  43. ^ Brown 1993, pp. 31, 34.
  44. ^ Brown 2007, p. 82.
  45. ^ "Lexikon der Wehrmacht - Heinkel He 177, He 177 B-Reihe (in German)." lexikon-der-wehrmacht.de. Retrieved: 19 April 2012.
  46. ^ a b v Griel va Dressel 1998, p. 162.
  47. ^ Sole surviving photo of the intact He 177 V101 prototype
  48. ^ Heinkel engineering department's 3-view drawing of the He 177 V101
  49. ^ a b Griel va Dressel 1998, p. 163.
  50. ^ Griehl and Dressel 1998, pp. 166–167.
  51. ^ "Klassiker-der-luftfarht.de's" better quality print of the sole He 177 V101 surviving photo of it intact
  52. ^ a b Griel va Dressel 1998, p. 165.
  53. ^ "He 277." Photobucket.com. Retrieved: 16 June 2013.
  54. ^ "Anomalous" He 177 B-series airframe photo, not documented in surviving records
  55. ^ Griel va Dressel 1998, p. 226.
  56. ^ "AQSh armiyasi havo kuchlarining jangovar xronologiyasi, 1944 yil aprel". Arxivlandi 2009-02-16 da Orqaga qaytish mashinasi usaaf.net. Qabul qilingan: 2012 yil 8 sentyabr.
  57. ^ Griel va Dressel 1998, p. 170.
  58. ^ Arxivlangan "AQSh armiyasi havo kuchlarining jangovar xronologiyasi, 1944 yil iyul". Arxivlandi 2013-05-27 da Orqaga qaytish mashinasi usaaf.net. Qabul qilingan: 2012 yil 2-dekabr.
  59. ^ deZeng, Genri L. "Luftwaffe aerodromlari 1935-45, Avstriya (1937 yil chegaralari)" (PDF). 43-44 betlar. Olingan 20 oktyabr, 2019.
  60. ^ Griehl va Dressel 1998, 169-170 betlar.
  61. ^ http://www.fronta.cz/foto/trosky-he-177-1
  62. ^ "Chexiya fotosuratlari."Fronta.cz ". Qabul qilingan: 2013 yil 16-iyun.
  63. ^ LuftArchiv.de Chexda (Chexiya) halokatga uchragan He 177 V101 fotosurati
  64. ^ "U 219 tungi jangchi." asisbiz.com. Qabul qilingan: 2013 yil 16-iyun.
  65. ^ Arxivlangan "Heinkel 219 prototiplari" sahifasi. "Wwiivehicles.com. Qabul qilingan: 2019 yil 27 mart.
  66. ^ Griehl va Dressel 1998 yil, 170–172 betlar.
  67. ^ Griehl va Dressel 1998, s.129.
  68. ^ Yashil, Uilyam 1990, p. 346.
  69. ^ Griel va Dressel 1998, p. 87.
  70. ^ Smit, JR 2008, p. 144.
  71. ^ Narxi 1972, p. 284.
  72. ^ Smit, JR 2008, p. 181.
  73. ^ Griel va Dressel 1998, p. 102.
  74. ^ a b Grivl va Dressel 1998 y., 160–161 betlar.
  75. ^ Dan Sharp, 2016 yil. Luftvaffe: Uchinchi reyxning maxfiy bombardimonchilari. Mortonlar.
  76. ^ "Heinkel He 177: Dushmanning yirik to'rt motorli og'ir bombardimonchilaridan birini umumiy o'rganish." Parvoz, 1945 yil 10-may, 498-500 betlar.
  77. ^ Grivl, Manfred; Dressel, Yoaxim (1998). Heinkel He 177,277,274. Shrewsbury: Airlife. 223, 229 betlar. ISBN  1-85310-364-0.
  78. ^ Ledniker, Devid. "Havo plyonkalarini ishlatish bo'yicha to'liq bo'lmagan qo'llanma". m -selig.ae.illillo.edu. Olingan 16 aprel 2019.
  79. ^ Griel va Dressel 1998, p. 72.
  80. ^ Smit, JR 2008, p. 182.
  81. ^ a b Smit, JR 2008, p. 114.
  82. ^ "Lexikon der Wehrmacht - Heinkel He 177, He 177B-Reihe (nemis tilida)." lexikon-der-wehrmacht.de. Qabul qilingan: 2012 yil 19 aprel.
  83. ^ a b Yashil, Uilyam 1990, p. 342.
  84. ^ "Lexikon der Wehrmacht - Heinkel He 177, He 177B-Reihe (nemis tilida)." lexikon-der-wehrmacht.de. Qabul qilingan: 2012 yil 19 aprel.

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