Heinkel He100 variants.

blackkite

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Heinkel He100 V8 record breaker.
Perhaps windshield shape and wing shape of this three side view is little strange for me.
http://www.arcforums.com/forums/air/index.php?showtopic=153858

http://1000aircraftphotos.com/Contributions/Braas/12612.htm

http://www.rc-network.de/forum/showthread.php/430365-ENYA-15SS-Diesel
 

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I believe this is a V8 record breaker.
You can see the window frame installed in the length direction of a fuselage in the upper part in the front windshield of this airplane.

http://www.foromilitar.com.ar/foro/index.php?threads/heinkel-he-100.354/
 

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The image of D-IESEL shows a scale model powered by a single cylinder 2.5 cm3 displacement Diesel engine. Another image from the same site:
http://www.rc-network.de/forum/showthread.php/430365-ENYA-15SS-Diesel
 

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Oh diesel engine!!
http://www.secretprojects.co.uk/forum/index.php/topic,17110.90.html
Thans a lot. :D

He112.
http://amicale.3emedragons.free.fr/Docs%20materiels%20WW2/Waffen%20Arsenal%20159%20-%20Jagdeinsitzer%20He%20112+.pdf

He100. V8 is easy to identify. Side window is small.
http://www.slideshare.net/Wolfsangel/heinkel-he-100-and-112
http://alternathistory.com/opytnyi-istrebitel-heinkel-he-100-germaniya
https://www.youtube.com/watch?v=4aELz7nz8ng
 

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You can see very clear He100 V8 three side view drawing in this amazing book.
But cover picture is not V8. Perhaps it's D-1. You can see this scene in Youtube,too.
V3 side view drawing in this book is almost same as V8!!
According to bottom picture, V-3 : D-ISVR?, V-8 : D-IDGH?
But this book says that D-IDGH is V-3.
Also this book says that V-8 rudder leading edge is straight.(Same as D-1).

Bottom picture source :
http://lmk.vsetin.org/index.php?clanek=44
 

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Another information.
I imagine that V-8 had almost same shape compared with V-3 except rudder leading edge.
Engine ram air intake is located wing root leading edge.
http://www.internetmodeler.com/2007/september/first-looks/SH_He100.php

http://www.gettyimages.co.jp/detail/イラスト/heinkel-he-100-fighter-aircraft-germany-drawing-ストックグラフィック/530024451
 

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Heinkel He100 V1 and V2.

http://coollib.com/b/308642/read
https://commons.wikimedia.org/wiki/File:He_100_V1_%D0%BD%D0%B0_%D0%B0%D1%8D%D1%80%D0%BE%D0%B4%D1%80%D0%BE%D0%BC%D0%B5_%D0%A0%D0%BE%D1%81%D1%82%D0%BE%D0%BA-%D0%9C%D0%B0%D1%80%D0%B8%D0%B5%D0%BD%D0%B5%D1%85.JPG
http://s262.photobucket.com/user/Duggy009/media/Duggy009-2/He-100/Heinkel%20He%20100V-1%20before%20its%20first%20flight%20on%20January%2022.jpg.html
http://www.zona-militar.com/foros/threads/heinkel-he-100.26166/
 

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Another v8 images with straight rudder leading edge.
http://www.foromilitar.com.ar/foro/index.php?threads/heinkel-he-100.354/
 

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He100 D-1.
https://forum.warthunder.com/index.php?/topic/100290-he-100/
http://www.airpages.ru/eng/lw/hsphoto.shtml
 

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Hi V6.
http://wp.scn.ru/en/ww15/f/430/1/0
 

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According to
https://en.wikipedia.org/wiki/Heinkel_He_100
He100 V1
(1)The first prototype He 100 V1 flew on 22 January 1938.
(2)However, it continued to share a number of problems.
(a)Lack of directional stability.
(b)The Luftwaffe test pilots disliked the high wing loading, which resulted in landing speeds so great that they often had to use brakes right
up to the last 100 m (330 ft) of the runway.
(c)The ground crews also disliked the design, complaining about the tight cowling which made servicing the engine difficult.
(d)The big problem turned out to be the cooling system.
He100 V2
(1)The second prototype He 100 V2 addressed the stability problems by changing the vertical stabilizer from a triangular form to a larger and more rectangular form.
(2)The oil-cooling system continued to be problematic., so it was removed and replaced with a small semi retractable radiator below the wing.
(3)It also received the still-experimental DB 601M engine which the aircraft was originally designed for. The M version was modified to run
on "C3" fuel at 100 octane, which would allow it to run at higher power ratings in the future.
(4)V2 was completed in March
(5)Ernst Udet flew the V2 to a new world 100 km (62 mi) closed-circuit record on 5 June 1938, at 634.73 km/h (394.40 mph).
(6)The record was heavily publicized, but in the press the aircraft was referred to as the "He 112U". Apparently, the "U" stood for "Udet". At the
time the 112 was still in production and looking for customers, so this was one way to boost sales of the older design.
(7)V2 was then moved to Rechlin for continued testing. Later in October, the aircraft was damaged on landing when the tail wheel didn't
extend, and it is unclear if the damage was repaired.
He100 V3
(1)The V3 prototype received the clipped racing wings, which reduced span and area from 9.40 m (30 ft 10 in) and 14.4 square metres (155 sq
ft), to 7.59 m (24 ft 11 in) and 11 m2 (120 sq ft).
(2)The canopy was replaced with a much smaller and more rounded version, and all of the bumps and joints were puttied over and sanded
down.

(3)The aircraft was equipped with the 601M and flown at the factory.
(4)In August, the DB 601R engine arrived from Daimler-Benz and was installed. This version increased the maximum rpm from 2,200 to 3,000,
and added methyl alcohol to the fuel mixture to improve cooling in the supercharger and thus increase boost. As a result, the output was
boosted to 1,800 PS; 1,776 hp (1,324 kW), although it required constant maintenance and the fuel had to be drained completely after every
flight. The aircraft was then moved to Warnemünde for the record attempt in September.
(5)On one of the pre-record test flights by the Heinkel chief pilot, Gerhard Nitschke, the main gear failed to extend and ended up stuck half
open. Since the aircraft could not be safely landed it was decided to have Nitschke bail out and let the aircraft crash in a safe spot on the
airfield. Gerhard was injured when he hit the tail on the way out, and made no further record attempts.
He100 V4
(1)V4 was to have been the only "production" prototype and was referred to as the "100B" model (V1 through V3 being "A" models).
(2)It was completed in the summer and delivered to Rechlin,
(3)in testing over the summer it proved to be considerably faster than the Bf 109. At sea level, the aircraft could reach 560 kilometres per hour
(350 mph), faster than the Bf 109E's speed at its best altitude. At 2,000 m (6,560 ft), it improved to 610 kilometres per hour (380 mph),
topping out at 669 km/h (416 mph) at 5,000 m (16,000 ft) before falling again to 641 km/h (398 mph) at 8,000 m (26,000 ft).
(4)The aircraft had flown a number of times before its landing gear collapsed while standing on the pad on 22 October. The aircraft was later
rebuilt and was flying by March 1939.
(5)Although V4 was to have been the last of the prototypes in the original plans, production was allowed to continue with a new series of six
aircraft.
(6)One of the airframes was selected to replace V3, and as luck would have it V8 was at the "right point" in its construction and was completed
out of turn. It first flew on 1 December but this was with a standard DB 601Aa engine. The 601R was then put in the aircraft on 8 January
1939, and moved to a new course at Oranienberg. After several shakedown flights, Hans Dieterle flew to a new record on 30 March 1939, at
746.6 km/h (403.1 kn; 463.9 mph).
Once again the aircraft was referred to as the He 112U in the press.
It is unclear what happened to V8
in the end; it may have been used for crash testing.
He100 V5
(1)V5 was completed like V4, and first flew on 16 November.
(2)It was later used in a film about V8's record attempt, in order to protect the record breaking aircraft.
(3)At this point, a number of changes were made to the design resulting in the "100C" model, and with the exception of V8 the rest of the
prototypes were all delivered as the C standard.
He100 V6
(1)V6 was first flown in February 1939, and after some test flights at the factory it was flown to Rechlin on 25 April.
(2)There it spent most of its time as an engine testbed. On 9 June, the gear failed inflight, but the pilot managed to land the aircraft with little
damage, and it was returned to flying condition in six days.
He100 V7
(1)V7 was completed on 24 May with a change to the oil cooling system.
(2)It was the first to be delivered with armament, consisting of two 20 millimetres (0.79 in) MG FF cannon in the wings and four 7.92 mm
(0.312 in) MG 17 machine guns arranged around the engine cowling. This made the He 100 the most heavily armed fighter of its day.
(3)V7 was then flown to Rechlin where the armament was removed and the aircraft was used for a series of high speed test flights.
He100 V9
(1) V9 was also completed and armed, but was used solely for crash testing and was "tested to destruction".
He100 V10
(1)V10 was originally to suffer a similar fate, but instead ended up being given the racing wings and canopy of the V8 and displayed in the German Museum in Munich as the record-setting "He 112U". It was later destroyed in a bombing attack.

Overheating problems and general failures with the cooling system motors continued to be a problem. Throughout the testing period, failures of the pumps ended flights early, although some of the test pilots simply started ignoring them. In March, Kleinemeyer wrote a memo to Ernst Heinkel about the continuing problems, stating that Schwärzler had asked to be put on the problem.
Another problem that was never cured during the prototype stage was a rash of landing gear problems. Although the wide-set gear should have eliminated the collapse of landing gears that plagued the Bf 109, especially in the difficult take-offs and landings, the He 100's landing gear was not built to withstand heavy use, and as a result they were no improvement over the Bf 109. V2, 3, 4 and 6 were all damaged to various degrees due to various gear failures, a full half of the prototypes.
 
Hi,

a development of He.100,the P.1078 and He.113.

Heinkel He.100, World Record and Propaganda Aircraft
 

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Forgive me if it's in the topic already. I'm sure I've read that the aircraft's wing would not have been able to accommodate any armament, is that true?
 
Do you mean outboard of the prop in the wing?

Because some 100s were fitted with guns in the wing roots
 
The IJN imported three He 100D-0 and two He 119 in 1941 just before the Pacific War. Heinkel engineer Kurt Schmidt was invited from Heinkel and the IJN tested He100 in the premise domestically manufacture by Hitachi aircraft Chiba factory (abbreviation sign AXHe1).
Major Terufumi Kofukuda(Yokosuka Naval Air Technical Arsenal, the experiment flight part, fighter center, competent person who controlled this fighter) said that there was an agreement for fair proportion purchase of this aircraft.
High speed as much as 670km/h shown in a practical flight in the fully equipped condition shocked the person concerned and indicated the aptitude as the interceptor.
But the IJN thought that steering was difficult, range was short, Japanese industrial level of those days was inferior compared with technology that needed manufacturing of this aircraft. Also the production jig damaged during transportation were tried to import again, but obstructed the transportation means by a war and interception necessity faded during a leap attack of a beginning of war.
After all the IJN gave adoption of this fighter up. But He100 structure was referenced by Japanese aircraft industries.
Major Terufumi Kofukuda was surprised for steam like a steam train to spout from a hole in front of the wing surface in rise flying, and felt that He100 was lubberly, practical and also ignoring crew's opinion for the mass productivity, appropriate for Germany.

Because the capacity of this cooling system was not enough for engine take off power, He100 fighter discharged steam which supplied by auxiliary water tank through engine in take off.
Me209 V1 record breaker had wing skin cooler and auxiliary water tank,too. Engine full power run was limited to 30 minutes.


http://orig08.deviantart.net/4584/f/2013/089/4/f/japanese_heinkel_he_100d_1_heinkeru_axhe1_by_comradeloganov-d5zva66.png

http://vwowp.ru/forum/index.php?/topic/94-heinkel-he-100-chuzhoi-sredi-svoikh/
 

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Sidebar,
Perhaps that what they meant, thank you.
 
I think it's better to devide Aerospace into (1)Early Aerospace and (2)Post War Aerospace. ;)
Anyway He100 and He112 belong to gray zone.

Anyway, could each member contribute a fascinating topic personally one after another more than to change others' contribution selfishly variously? ;D
 
Wurger said:
Why was this thread moved here ????

Just according to our rules !
"...Prototypes are still ok in the Projects sections...."

He 100 : 21 examples, He 112 : 82 examples !
 
The explanation of this drawing is mistake.
This drawing shows a Japanese version of the He100,called He113.
I think that hatched area which have numerical length and width shows skin cooler area.(The area which have ① mark at the wing, upper fuselage behind the cockpit and vertical/horizontal tail stabilizer.)
I want to know the sourse of the source of this drawing. ;D This somewhat lacking in accuracy drawing is apparently by Japanese.(Kugisho's engineer?)
Radiator shape is interesting, different from other D model. ???
水冷却器 : Water radiator, 空気取入口 : Air intake.
Perhaps original drawing of this drawing has more Japanese explanation.

Bottom picture clearly shows skin cooler area. How about horizontal tail stabilizer leading edge?

Source : Heinkel He.100, World Record and Propaganda Aircraft, SCHIFFER MILITARY HISTORY, Hans-Peter Dabrowski, 1991
 

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The explanation of this drawing is mistake,too.
This drawing shows Project P 1076, Heinkel's attempt to bring the He100 back to life.
We already know that hatched area shows skin cooler area.(including nose?).
 

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Many photos of the 100 here, some very well known others I've never seen anywhere else.

http://www.wingleader.co.uk/ww2-photo-library/

You'll have to enter Heinkel 100 in the search box.
 
Thanks a lot.
We can see v1 wing skin cooler position which different from D type in this photo.
Bottom picture shows retracted radiator.
 

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These drawings also shows skin cooler position.

http://www.airwar.ru/other/draw/he100kr.html

КОНДЕНСАТОР ВОДЯНОГО ПАРА : CONDENSER OF WATER VAPOR(engine cooling water skin cooler)
КОНДЕНСАТОР СПИРТА : ALCOHOL CONDENSER(engine oil cooling skin cooler)
ВЫДВИЖНОЙ КОНДЕНСАТОР : SLIDING CONDENSER
(Radiator, not condenser)

Wikipedie says that....
"Unlike the cooling fluid, oil cannot be allowed to boil. This presented a particular problem with DB 601-series engines, because oil is sprayed against the bottom of the pistons, resulting in a considerable amount of heat being transferred to the oil as opposed to the coolant. The He 100's oil cooling system was conceptually similar to the water cooling system in that vapor was generated using the heat of the oil and condensed back to liquid by surface cooling through the skins of the airframe. A heat exchanger was used to cool the oil by boiling ethyl alcohol. The oil itself was simply piped to and from this exchanger, which was apparently located in the aft fuselage. The alcohol vapor was piped into the fixed portions of the horizontal and vertical stabilizers and into a double-skinned portion of the upper-aft fuselage behind the cockpit. This fuselage "turtle deck" panel was the only double-skinned portion of the aircraft's cooling system. The use of a double-skinned panel was possible here because the inside of panel was accessible in the event of repair. Condensed alcohol was collected by a series of bellows pumps and returned to a single header tank that fed the heat exchanger. Some sources speculate that a small air intake located at the bottom front of the engine cowl was used for an auxiliary oil cooler. No such cooler was fitted, nor was there room for one at that point. This small inlet served simply to admit cool air into what was a very hot portion of the engine bay. Immediately above this vent were the two steam separators, and immediately behind it were the hot coolant pipes coming from the separators."

https://en.wikipedia.org/wiki/Heinkel_He_100

So skin coolers which located fuselage and tail stabilizer are oil cooler.
 

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Some more details, and apparently copies of tsagi drawings!

From; http://scalemodels.ru/modules/forum/viewtopic_t_48778.html

Although most of the pics and drawings posted in that thread are from an issue of M-Hobby.
 

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First 4 images from http://www.alamy.com/

One is new to me, the others are in higher resolution than I've seen elsewhere and give a nice view of some details. There are more pics there but these are just the interesting ones.

The 5th image, that I haven't seen elsewhere, is from http://www.corbisimages.com/

Last image is from here http://www.antiqbook.com/books/bookinfo.phtml?nr=1356092452&l=en&seller=
 

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What a pictures!! Thanks a lot again. :D
This airplane is the marvelous airplane which applied elaborate design. :eek:
 
Please show me the meaning of this Russian. :-[
ЛЮК ДОСТУПА К ВОДЯНОМУ БАКУ

HATCH OF ACCESS TO WATER.....?
 

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blackkite said:
[. . .]
He100. V8 is easy to identify. Side window is small.
http://www.slideshare.net/Wolfsangel/heinkel-he-100-and-112
http://alternathistory.com/opytnyi-istrebitel-heinkel-he-100-germaniya
https://www.youtube.com/watch?v=4aELz7nz8ng
Higher quality footage of and Hans Dieterle and what is said to be a Heinkel He 100 V5 representing for the newsreel/propaganda purposes the record-breaking Heinkel He 100 V8 from British Pathé on YouTube.
YouTube - British Pathé "World Air Record (1939)"
http://www.youtube.com/watch?v=LB4mZqMUIFI
Compare to the Japanese newsreel footage posted by Blackkite and the Luftwaffe serial for the aircraft, HE+BE. At first I thought last two letters were not visible due to the lower-resolution of the Japanese newreel. However, looking at it again, it appears that the "BE" portion of the serial was actually censored for the Japanese newsreel!
 
blackkite said:
Please show me the meaning of this Russian. :-[
ЛЮК ДОСТУПА К ВОДЯНОМУ БАКУ

HATCH OF ACCESS TO WATER.....?

To water tank.
 
Some images I've collected
 

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A few of you might find this interesting

From some TSAGI docs, I figure this is worth posting as information on this type is so scarce.

A hydraulic cylinder (5) pushes a rod that rotates the flaps downward, which is in turn connected to the ailerons through a rather complex set of rods and levers (7, 8, 9, 10, 3, 2, 11, 12, 13). There is a comment that this system takes up a good amount of volume and is a cramped installation. Additionally the flaps are connected to the horizontal stabilizer (15). Retraction is done through a combination of aerodynamic forces and a spring (14). In an emergency with no hydraulic pressure air is forced into the hydraulic cylinder (5) for extension.

Angles of deflection in the drawing are

Ailerons with retracted flaps -30, +20
Flaps +60
Ailerons deflected with flap +11
Stabilizer -3
Aileron travel when flaps are fully deflected -32, +12

The pedal drawing is pretty self explanatory. The only thing mentioned worthwhile is that they were adjustable by 48mm through a neat little mechanism and were described as comfortable by pilots.
 

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Is there any objective material in existence that spells out how He 100 did in comparison with Bf 109?
 
I don't know of any formal evaluation between the 109 and 100 conducted by the Germans, but the Soviets did quite a bit of flight testing with the He-100 and produced this comparison chart.

This is on a 1-5 scale where 5 is outstanding, 3 is acceptable and 1 is unsatisfactory/bad

A - longitudinal stability
Б - lateral stability
В - ground stability
Г - pitch
Д - roll
Ж - steering wheel
3 - elevator weight
И - aileron weight

For some reason the next two aren't present in the key.

M - positive qualities noted by pilots
H - negative qualities noted by pilots

For the 100 M is Good handling and good control harmony.

It should be noted that the He-100 was only armed with two or three rifle caliber guns. Fitting a 20mm motor cannon was tried but issues with excess vibration causing problems with the cooling system prevented this from working.
 

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Heinkel P.1076
 

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Hi! Two radiator designs.
1. Skin cooler +retractable auxiliary radiator.
2. Skin coooler+fixed auxiliary radiator.
 

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