Horten Ho 229

Horten Ho 229
Hitler's Stealth Fighter/Bomber

& Other Horten Aircraft

American & British
Intelligence Documents

BACM RESEARCH
WWW.PAPERLESSARCHIVES.COM

About BACM Research PaperlessArchives.com
BACM Research/PaperlessArchives.com publishes documentary historical research collections.
Materials cover Presidencies, Historical Figures, Historical Events, Celebrities, Organized Crime, Politics,
Military Operations, Famous Crimes, Intelligence Gathering, Espionage, Civil Rights, World War I, World
War II, Korean War, Vietnam War, and more.

Source material from Federal Bureau of Investigation (FBI), Central Intelligence Agency (CIA), National
Security Agency (NSA), Defense Intelligence Agency (DIA), Secret Service, National Security Council,
Department of Defense, Joint Chiefs of Staff, Department of Justice, National Archive Records and
Administration, and Presidential Libraries.
http://www.paperlessarchives.com
Horten Ho 229
Hitler's Stealth Fighter/Bomber & Other Horten Aircraft
American & British Intelligence Documents

101 pages of United States and British intelligence documents covering the
development of aircraft designed by the brothers Reimar and Walter Horten,
including the Horten HO 229. Recently this plane has also been called "Hitlers
Stealth fighter", even though the plane's stealth capabilities may have been
incidental.

An additional United States intelligence report shows that the Japanese were
developing technology that was much more explicitly stealth than what was
applied to the Horton Ho 229.

The Horten Ho 229 is known by several different names. The Horten Brothers
called the plane the H.IX, so it is often called the Horten H.IX.
Reichsluftfahrtministerium, the German Ministry of Aviation, gave the plane
the identity Ho 229. At times it is referred to as the Gotha Go 229, due to the
German manufacturer chosen to produce the plane, Gothaer Waggonfabrik.
According to William Green, author of "Warplanes of the Third Reich," the Ho
229 was the first "flying wing" aircraft with a jet engine. It was the the first
plane with design elements, which can be referred to as stealth technology, to
hinder the effectiveness of radar to detect the plane.

In 1943, the head of the German Luftwaffe, Reichsmarschall Hermann Gring,
presented to the German aircraft industry what is known as the "3 X 1000"
goal. Goring wanted a plane that could carry 1000 kg of bombs (2,200 lb), with
a range of 1000 km (620 miles), at a speed of 1000 km/h (620 mph). The Horten
Brothers had been working on flying wing design gliders since the early 1930's.
They believed that the low-drag of the gliders they made in the past could be
the basis for a craft that would meet Goring's demands. The H.IX's wings were
made from two carbon injected plywood panels adhered to each other with a
charcoal and sawdust mixture.

In 1943, Gring awarded 500,000 Reich Marks to the Horten Brothers to build
and fly several prototypes of the all-wing and jet-propelled Horten H IX. The
Hortens test flew an unpowered glider, the prototype H.IX V1 in March of
1944. The aircraft did not look like any existing plane in use during World War
II. It looked very similar to the modern American B-2 Bomber. Goering was
impressed with the design and transferred it away from the Hortens to the
German aerospace company Gothaer Waggonfabrik.
At Gothaer the design went through several major improvements. The result
was a jet powered prototype, the H.IX V2, which was first flown on February
2
nd
, 1945.

Removed from the project, the Horten Brothers were working on the Horten
H.XVIII, also called the Amerika Bomber. The Horten H.XVIII was an attempt to
fulfill the German desire to build a bomber that could reach the United States.
After several more test flights, the Ho 229 was added to the German Jger-
Notprogramm, or Emergency Fighter Program on March 12, 1945.

Work on the next prototype version of the plane, the H.IX V3, ended when the
American 3rd Armys VII Corps on April 14, 1945 reached the Gotha plant in
Friederichsroda.

In 2008, Northrop-Grumman using available design plans built a full-size
reproduction of the H.IX V3 using materials available in Germany in 1945. They
also studied the only surviving parts of a Ho 229 V3, which were housed at the
Smithsonian National Air and Space Museum's Paul E. Garber Restoration and
Storage Facility just outside of Washington DC in Suitland, Maryland.

Engineers at Northrop wanted to find out if the German craft could actually be
radar resistant. Northrop tested the non-flying reproduction at its classified
radar testing facility in Tejon, California. During the testing the frequencies
used by British radar facilities at the end of the war were directed at the
reproduction. Tom Dobrenz, a Northrop Grumman stealth expert said about
the H.IX, "This design gave them just about a 20 percent reduction in radar
range detection over a conventional fighter of the day."

When combined with the speed of the H.IX, after detection by British
homeland defense radar, the Royal Air Force would have had 8 minutes from
the time of spotting the aircraft before it reached England, instead of the usual
19 minutes.

While the design was proven to be stealthy, it has been argued that it was not
designed to stealthy. There is no documented evidence in Germany that the
design was intended to be what would later be called stealth.

In an article written by Reimar Horten published in the May 1950 edition of the
Argentine aerospace magazine Revista Nacional de Aeronautica, Reimar wrote,
"...with the advent of radar, wood constructions already considered antique,
turned into something modern again. As reflection of electric waves on
metallic surfaces is good, such will be the image on the radar screen; on the
contrary, on wood surfaces, that reflection is little, these resulting barely
visible on the radar."

In the late 1970s and early 1980s, information began to leak to the media that
the United States was working on aircraft with stealth technology.

In 1983, Reimar Horten wrote in Nurflugel: Die Geschichte der Horten-
Flugzeuge 1933-1960 (Herbert Weishaupt, 1983) that he had planned to
combine a mixture of sawdust, charcoal, and glue between the layers of wood
that formed large areas of the exterior surface of the H IX wing to shield, he
said, the "whole airplane" from radar, because "the charcoal should absorb the
electrical waves. Under this shield, then also the tubular steel [airframe] and
the engines [would be] "invisible" [to radar]" (p. 136, author translation).

By 1983, the basic elements of American stealth technology were already
public knowledge.

DOCUMENTS

HORTEN TAILLESS AIRCRAFT CADO INTELLIGENCE DEPARTMENT

A 26 page report created in 1945 during World War II by the Intelligence
Department of the Air Materiel Command titled, Technical Report No. 76-45
on Horten Tailless Aircraft.

This report focuses on the H.X V2 and the H.VIII. The report contains
information about other Horten aircraft dating back to 1931. The information
in this report was collected by the U.S. Naval Technical Mission Europe from
captured documents and partly from an informant who was a draftsman for
the Horten Brothers. The informant is reported to have been in continuous
close contact with the Horten Brothers, until the time of his capture.

THE HORTON TAILLESS AIRCRAFT RAE REPORT

This 75 page, October 1945 report was produced by the British aircraft
authority, Royal Aircraft Establishment, Farnborough.

It was produced from information gained in March 1945, soon after American
troops took control of Bonn, by a Combined Intelligence Objectives Sub-
Committee team visiting the original home of Horten Aircraft. Also from an
interrogation in England of the Hortens performed by a party from RAE. This
was followed by a RAE team visiting sites in Germany where Horten designed
aircraft were assembled. They were tasked with returning to England any
remaining aircraft. Finally, a RAE team returned to Germany to interview the
brothers and others in the field of German aviation.

TARGET REPORT - JAPANESE ANTI-RADAR COVERINGS

Also included in this collection is the 12 page Naval Technical Mission to Japan
intelligence report "Target Report - Japanese Anti-Radar Coverings." The report
shows that Japan was more on track in developing what would be called
stealth technology. From the reports introduction:

"Japanese research in the field of anti-radar coverings was quite intense, and
while several research products proved to be rather successful, according to
the data presented, it was difficult to use, in practice. Such information as was
available is included in this report, and was obtained from the Air Technical
Intelligence Group, which initiated the request for interrogations, data and
samples."

Japanese researchers were working on specifically creating a process to reduce
radar detection. Their approach was to research rubber coverings containing
carbon powders and anti-radar paint. The research ended with the end of
World War II. Much of the documentation from the experiments was ordered
destroyed by Japanese officials on August 15, 1945.
HORTEN TAILLESS AIRCRAFT
CENTRAL AIR DOCUMENTS OFFICE
INTELLIGENCE DEPARTMENT
AIR MATERIAL COMMAND

TECHNICAL REPORT NO. 76-45 ON
(1945)

BACM RESEARCH
Replo duced by
H f f fi 1R D0 C U m ni so Off i[
~lJ~ 7wRIGHT-PATTLR'-ON AIR FORCE B3ASE DAYTON OHIO
IS ABSOLVED
F RM 0 fn LITIGATION WHICH MAY ENSUE FROM ANY
IN-*fRINGEAA1:NT ON DOMESTIC OR FOREIGN PATENT RIGHTS
VCHHCH 617AY BE INVOLVED. Best Available Copy
a. ,i .anvw.
: mr
*xj ;I
:
k :~
At ~
S,,,
FROM
LO..W CONTRAST COPY,
I ORIGINAL DOCUMENTS
MAY BE OBTAINED ON
LOAN
'FROM
,!I
]a
_I
REGRADED TO -
UNCLASS IFI1EDa
p AUTHORITY: NotiOficatIon From
the Originating 'Agency as listed on
p CADO Redlassilicatimona
p ~Li~st No. .5)6 4n.
i I ARCH
f2 31L50
Hortc 'Tilless Aircraft
5 I.18
(34one)
I3lot,
M.
A.;
Jrayne
U.S. Naval Technical Miss in Europe TIP-7 6-45
me)
(Same)
le) Secr. U.S. English 26 photos, diagrs
A det-ihod description is given of the H-IX-V2 jet propeUed tailless fighter. The aircraft is powered
by two 1E MWV turbojet engines. It is equipped with five fuel tanks in each wing. Two bombs of 2200 lb
each ind, four 37 mm cannons are carried. The main landing gear retracts inboard. The nose wheel
is seo f -centering but not steerable. Brakes are supplied for main wheels only. No armor, leakproof
tankE, and de-icing equipment are provided for this experimental model. At 20,000 ft, with full load, th,
the a trp.ane is supposed to obtain a maximum speed of 720 mph. A short description is also given
of th B R-VIII, a six-engine flying wing, with a maximum range of 4500 miles at a cuuising speed of
200 1 aph at an altitude of 5000 ft. This aircraft will carry about 60 passengers. A list is appended
of ol .ier Borten-developed aircraft, mostly gliders.
Copies of this report obtainable from CADO
A. 'plaae Design and Description (10) Airplanes, Tailless (08724.8)
R4 sea:rch Tppes (13)
U'.,NTS
DIV!Sm', T-?
1
Best Available Copy
Retyped From
Non-Reproducible Copy
By
Central Air Documents Office
Intelligence Department
Air MYatoriel Cornand
WriGht-Patterson Air Force Base
Dayton, Ohio
'if'fill aII
SECRET
TECHNICAL REPORT NO. 76-45
ON.
A short description of a tailless jet propelled fighter built and
designed by Horten Bros. Some data is also presented on a large transport
flying wing now under construction and other Horten e.aircraft.
U. S. NAVAL TECHNICALT MISSION IN EUROPE
Foreign Equip. Branch
Tech. Data -,ab.: Eng. Div.
---- -
1. Introduction.
2. The H-1X-V2 Jet-Propelled Tailless Fighter.
2.1 General
2.2 Description
2.3 Performance
2.4 Controls
2.5 Structure
3. The H-VIlI six-engine flying wing.
4. Other Horten Airplanes.
4.1 Horten I
4.2 Horten II
4.3 Horten TII
4.4 Horten IV
4.5 Horten IV b
4.6 Horten V
4 Horten VI (ELM 253)
4.8 Horten VII (RIM 226)
4.9 Horten X
4.10 Horten XI
41.11 Horten XII
4.12 Horten Parabola
5. List of captured documents related to Horten airplanes.
6. List of figures.
Foreign Lquip. Branch
Tech. Data Lab.. Eng. Div.
1. Introduction.
The information presented in this report was collected partly from captured
documents and partly from an informant who was a draftsman for the Horten firm.
Because of the technical limitations of the informant, some of the data must be
accepted with appropriate reserve. The informant, however, had kept in continuous
close touch with the designers, the Horten Brothers, until the time of his capture.
Most of the data obtained pertains to a new jet-propelled tailless fighter, the
H-IX-V2, which was designed and built at Goingen under the technical supervision
of Major Walter Horten and Oberleutnant Riemar Horten of the Luftwaffe. In the
following sections are given a short descrip.ion of the H-VIII, a large commercial
flying wing which is under construction at Gottingen, and a description of other
Horten designs. The last section is a complete list of captured documents which
are being processed and filed by C.I.O.S.
2. 5he H-IX-Y2 Jet-Provelled Tailless Fighter.
2. 1 JZa~
This single seater fighter-bomber was designed by the Horten Bros. and built
at the Luftwaffe Sonderkommando 9 at Oottingen during the War. It is the product
of fourteen years of experience in tailless aircraft design. In aspect and
construction it is very similar to the H-V (see section 4.6), which was built
primarily for the purpose of carrying out preliminary research and development on
aircraft of the H-IX type. The outstanding new feature in the H-IX-V2 is the use
of jet propulsion. The first experimental design of the H-IX was designated the
H-IX-ViL (V - Versuch). An increase in size of the jet-power units forced a
redesign which is designated the H-IX-V._. The H-IX-Vl and H-IX-V2 are essentially
similar. They are both being tested at Oranienburg. The H-IX-V3 is a version of
the H-IX-V2 designed at Gothaer-Waggon Fabrik for the study of mass production
problems. The H-IX-V4 is a two seater version of the H-IX-V2 intended for night
fighting. It has a larger pointed nose.
2 .2 De~ipl
No exact drawings of the airplane could be obtained. Three views of a
project design closely resembling the H-TX-V2 are shown in figure I. Major
differences between this drawing and the H-IX-V2 are indicated in the sketch of
figure 2 drawn from a verbal description of these differences by a draftsman
familiar with the aircraft.
In the H-IX-V2:
a. The rear gunner is eliminated and the canopy is faired aft.
b. In plan form the tail end of the cockpit protrudes aft of
the wing and fairs to a point.
c. The engines are further apart and moved forward.
d. The main landing gear retracts inboard instead of outboard.
e. There is one nose wheel instead of two.
f. There are three movable surfaces on each wing Instead of
two.
General characterlsaLcs of the H-IX-V? are as follo%,s:
Span - 53.5 f'- (16 meters)
W:ing area - 1452 sq. ft. (42 sq. meters)
Gross welght - 13,CC)C' ]bs. at full load.
Foreign
Equij,.
Branch
Tech. Data .ab.. E". - D'
Two BMW jet engines (see figures 3 to 9) Probably.BMW 003?
Five fuel tanks in each wing (see figures 2 and 16)
Two bombs of 2200 lbs. each.
Four 37 mm cannons.
Main landing gear retracts inboard.
Nose wheel self-centering but not steerable.
Brakes on main wheels only.
Spring operated catapult seat.
Armor, leakproof tanks and de-icing equipment are not provided
on the experimental model.
Figures 3 to 9 are photographs showing the center section of
the wing of the H-IX-V2 under construction and the jet engines.
Wooden assembly templates may be seen.
2.3 Urgoriao
The wing loading is 40 lbs./sq. ft. The maximum speed with full load
at 20,000 ft. was quoted to be 720 mph, the landing speed 90 mph, and the
endurance 4j hours. The airplane is being flight-tested at Berlin-Oranienburg.
Take-off runs of 1600 ft. were obtained on initial flights with light load. It
was estimated by the Germans that a take off run of 3000 ft. would be needed with
full load. No wind tunnel tests were carried out for this airplane since consider-
able information was available from the performance of a similar airplane, the
H-V, previously flown. The maximum speed of the jet-propelled Me 262 was quoted
by the informant as 560 mph and that of the jet-propelled Arado 234 as 500 mph.
2.4 Cotgl
The movable surfaces marked 2 and 3 in the sketch (figure 2), act essentially
as a combination of ailerons and elevator (elevens). The inboard movable surface
marked "'" in the sketch and a similar area across the center section of the wing
are used as landing flaps. Maximum deflection of the control surfaces is shown
in figure 10 for three positions of the stick. The indicated deflection angles are
approximate. Positive angles correspond to downward deflection on the outboard
aileron which has full Friese nose. The amount of protrusion below the wing
contour, in the case of an upward deflection, increases from the tip inboard
allegedly to avoid snatch. On the middle control surface (marked 2), the nose is
a blunt Friese. Tabs are only fitted to the middle control surfaces. They act
as geared balance and trim tabs. All control surfaces are statically balanced.
The lever arm of the stick may be varied. By lifting the stick it assumes a
position giving reduced stick forces at high speed. The kinematic principle of
the control gear is illustrated in figure 11. The details of this figure actually
correspond to the H-V, but the principle used is allegedly the same in the H-IX.
An ingenious mechanism is used to transfer the motion of the control arm in the
horizontal plane of the wing into a vertical control surface deflecting. This
mechanism is shown in figures 12 and 13. Directional control is obtained by means
of wing tip spoilers indicated at locations 4 and 5 in figure 2. There is one
pair of small spoilers and one pair of larger spollers on each wing. The foot
control gear is designed in such a way that the small spoilers protrude first,
affording a more gentle action at high speed. The design of these spoilers is
shown in figure 14. On most previous Horten designs, including the H-V, leading
edge spoilers were used. These spoilers were hinged at the leading edge as shown
in figures 11 and 15. This type of design was abandomed because of the aerodynamic
shadow effect on the ailerons, high control forces, and mechanical complications.
The spoilers of the H-IX slide in and out of the wing in a plane perpendicular
to the direction of flight.
2.5 5
The wing is entirely of wooden construction except for the tips, which are
of light metal, and the center portion which is of welded steel tubes. A cross
Foreign Equip. Branch
Tech. Data Lab., Eng. Div.
-4-
"W. - w. -_ -
section of the wing is shown in figure 16. Wood glues are Kauritleim W and WHK
made by I. 0. Farben. There is one main spar and one auxiliary spar. Control
rods are contained inside the main box spar. The wing surface is plywood covered
with special lacquer finish for smoothness. The airfoil section is not laminar.
The jet engines are mounted through the main spar. Aft of the engine exhaust
the wing is covered by a protective metal plate at a distance of about 10 mm
along the wing surface. Extensive use has been made of wood because of a shortage
of light metals and also in order to facilitate the construction. Figure 17 shows
the structure of the H-V which resembles closely that of the H-Il.
3. -TheH-VIII SiZ Fngijne Flying Win
This airplane is under construction at the Luftwaffe Sonderkommando 9 at
Gottingen. It should be ready for flight testing around November, 1945. It
has a span of 157 ft. (48 meters), and is powered by six 600 hp BMW pusher engines.
Figure 18 Is a general view drawn by the informant from memory. The airplane
range is computed to be 4500 miles at a cruising speed of 200 mph and at an
altitude of 5,000 ft. It will carry about 60 passengers. The center section
is of welded steel tubes. The outer wings are of wood with one main spar and
one auxiliary spar. The control system is the same as for other Horten designs.
Powered controls are envisaged. The nose wheel is not steerable but self-centering
by spring and cam. There is no pressure cabin. The adaptation of a venturi of
3 meters diameter under the wing for use as a flying wind tunnel has been proposed.
4. Other Horten Airolanes"
4.1 Hotn -
Glider built in Bonn, 1931-32. (See figure 19)
Span - 41 ft. Flying weight - 440 lbs.
Wing area - 226 sq. ft. Gliding angle - 1/21
Weight empty - 264 lbs. Sinking speed - 2.8 ft./sec.
Won Rhon glider contest. Destroyed purposely by fire.
4.2 Hor ten. H-,
Both glider and powered version - (see figures 19 and 20)
Built in Bonn, 1933-34.
wing area - 344 sq. ft. Gliding angle - 1/24
Has good flying qualities and does not spin. The nose drops near
the stalling speed.
4.3 Horten H-III
Glider built in Tempelhof (Berlin) 1938 - (see figure 19)
ding Area - 403 sq. ft. Gliding angle - 1/28
4.4 Horten H-IV (RrLM 251)
Glider built in Konigsberg-N ? in 1941 (see figure 19)
Wing area - 203 sq. ft. Gliding angle - 1/37
"-5-
d0 V=,%0al5' 8 so
Outer wing panel was of metal construction because it was too
thin to be made out of wood. The pilot lies in a semi-prone
position.
4.5 Horten U-IVbM
Glider built at Hersfeld. It was a plastic wing version of the
H-IV. The leading edge was made of Tronal (plastic manufactured.
by Dynamit A. 0. - Troisdorf).
The flight characteristics were not satisfactory due to the stalling
properties of the laminar wing. One glider crashed in a spin killing
the pilot.
4.6 a
Built in Ostheim 1936-38. Powered by two Hirth HM 60R (2x80 HP) engines.
(see figures 19 and 21) Also built at the Peschke factory in Minden
1941-42 and flight tested in Gottingen in 1943. There have been side by
side and single cockpit versions. A plastic version with flush cockpit
was also built. This airplane crashed on the first flight due to a
piloting error. The wings of this airplane were entirely plastic including
the spars. (More details will be given in the C.I.O.S. report).
Characteristics of this airplane are as follows:
Span - 53.3 ft. Flying weight - 2750 lbs.
Wing Area - 452 sq. ft. Power 2 x O0 HP
Weight empty - 2310 lbs. Max.Speed - 150 mph
Landing Speed - 47 mph.
This airplane was built for the purpose of carrying on preliminary
research for the Horten I?- fighter.
4.7 Hort enV3I 11.[fM 253)
Glider version of H-IV with a larger span and less dihedral was
built at Hegidienberg and flown. Design was abandoned because
the wings were too flexible for practical handling on the ground.
4.8 Horten YII -(RLM 226)
Basically similar to the H-V. Powered by two Argus AS10-C (240 HP)
engines. One airplane has been built at the Peschke factory at Minden
and is being tested at Oranienburg. A second one is about to be completed.
There are twenty on order. A characteristic feature is the use of a ,
bar glidin$ spanwise and pretruding from the wing tip as a directional
control. (figure 22). This device has been very satisfactory in flight.
4.9 &
A version of the H-III with movable wing tips for lateral control.
Not very successful.
4.10 Horten H-XI
Acrobatic single seat glider of about 26 ft. span being built at
Hersfeld.
4.11 Hgr ten &-XI 1
Two seater side by side with Dh'4 50 HP engine. Des'gred at Gottingen
under construction at Kirt-orf. Basically s-.milar t-o H-I.1. Designed for
private flying,
"-6-
4.12 Horten ParabolaCfiuei19
Glider with parabolic plan form. Built at Hegidlenberg. Never flown.
Destroyed by fire.
5. List of Cap)tured Docuents Related to or~ten Airp aes.
No. 1. Fluozeug- Typenbuch 1940
"2. i 1941i
3. Report on Flight tests of Horten II
4. Folder on the use of plastics
5. Design requirements for Salplanes - 1930 Vol. 1
6. " " "if - 1939 Vol. III(two copies)
S.Data on kinomatics of control systems
Photograph of H-2, H1-3 and H-4
9. " " H-2 - (four copies)
10. i" H-2
13. " H-2
12. H-3
13. H" 1-4 - brake flaps (spoilers)
14. H-4 - Aileron
15. "-" 1-k- in flight, flaps out
16. i.arge photographs of H-2 in flight - (two photos)
17. " H-4 in flight - (four photos)
18. Photograph of H-4 on ground
19. H" '4 in flight
20. " H-5 on ground
21. " H-7 in flight
22. H-" H7 wing under construction
23. Photographs of H-9 - installation of jet engine (seven photos)
24. Tracing of H-1, 2, 3, 4 and 7 - plan forms
25. Drawing of H-1, 2, 3, 4, 5 and parabola - plan forms
26. Tracing of H-2 general arraneement
2. Drawing of H-2L. - date 3.9 36
28. Drawing of ? - General Arrangements
29. Drawing of H3B - G. A. No. 108-250 8.1 - date 7/7/39
30. Drawing of H-3D - G. A. No. 108-250 S.1 - date 11/18/40
31. Drawing of H-3D - G. A. - date 5/21/44
32. Drawing of H-3D - control systems No. 108-250-410-date 12/9/40
33. Drawing of H-3B - " No. 108-250 - 41 s.4.
- date 6/22/39
34.
Tracing
of
H ? G.A.
35. Drawing of H-? Elevon nose shapes No. 108-251-60
- date 12/17/43
36. Drawing of H-4B " operating ? 108-251-60
-date 12/8/43
37. Drawing of H1-5C Model -date 10/18/41
38. Drawing of H-5C Model -date 10/4/41
39. Drawing of H-5C Model -date 10/3/41
40 Drawing of H-5 G.A. -date 5/30/41
41. Drawing of H-5d G. A. No. 8-252-0-S.I. (two seat)
- date 3/19/42e
42. Drawing of H-5d G. A. No. 8-252-0-S.l. (side seat)
- date 3/23/42
43. Traaing of H-6A G. A. No. 103-253-00 - date 5/16/44
44. Tracing of H-6 Wing G. A. No. 108-253-51-S.1. - date 1/16/43
45. Tracing of F-6A outer wing No. 108-253-60 - date 9/22/43
46. Drawing of H-6V Steel spar No. 108-253-S.1-S.2.
- date 9/25/42
47. Drawing of H--6 Wooden spar II I~o. 103-253-t~l-S
-date /4
48. Tracing of H-6 4ooden spar 1 No. 108-253-35- - date 9/!8/42
-7-
&I EM 00 nr7po
49. Drawing of H-6A Outboard Elevon No. 108-253-35 " date 9/20/43
50. Tracing of H-6 Ribs 14.5, 15 and 15.5 No. 108-253-50 S17
- date 12/8/42
51. Tracing of H-6 Ribs 2.25 and 2.5 No. 108-253-50-8.2.
- date 10/12/42
52. Drawing of H-7 Spoilers Top inner No. 8-226-37-02
- date 1/9/44
53. Drawing of H-7 Spoilers-left No. 8-226-37-8.1 - date 1/6/44
54. Drawing of H-7 Spoilers-lower No. 8-226-37-01 - date 1/7/43
55. Drawing of H-7 Spoilers-Top Outer No. 8-226-37-03
- date 1/10/44
56. Drawing of H-7 Spoilers Surface No. 8-226-037-01-01
- date 1/8/44
57. Drawing of H-7 No. 8-226-37-03-01
- date 1/11/44
58.
Drawing
of
H-7
Spoiler
Details
59.
Drawing
of H-7
"
"
60. Drawing of H-7 Spoilers Operating rods No. 8-226-37-00
- date 1/14/44
61. Drawing of H-7 Spoilers Operating rods details No.
8-226-37 - date 1/14/44
62. Drawing of H-9 Project G.. A. - date 3/26/42
63. Sketch of H-8 (six engine flying wing)
64. Tracing of Horten Tug G. A. - date 12/ /40
65. Drawing of Horten Tug 0. A.
66. Proposals for development of the Horten Tug - date 12/15/40
67 Drawing of retractable cable system for Glider towing
6 . Tracing of proposals for highly loaded motor Sailplane
- date 1/28/39
69. Drawing of H-3D control system No. 108-250-40-s.I.
- dated /22/42
70. Drawing of H-5 (two copies)
71. Drawing of Performance Data 11-5 (six copies)
72. Photograph of Horten Parabola
73. Photograph of H1-2, 3, 4, and 5
74. Twelve different photographs of H-5
75. Photographs of H-4 - (six different photos, some duplicated)
76. Three photographs of H-3 spoiler
77. Photographs of H-6 wing under construction
78. Photograph of H-3 wing.
9.Photograph of H1-2
. Two photographs of highly swept back model
81. Pilots control
82. Photofraph of accident - H-3
83. " H-3 aileron
84. " H-3 spoiler
85. " H-5
86. Drawing of H--3 controls No. 108-250-410
87. Drawing of H-3 spoiler No. 108-250-sl-U-03
These documents have been forwarded to C.I.O.S. Secreteriat in London.
6. List of Figures
Fig. 1. Preliminary project drawing of jet propelled fighter.
Fig. 2. Plan view of H-IX-V2 wing.
Fig. 3 to 9. Photographs of center section of H-IX-V2.
Fig. 10. Deflection of control surfaces for various st!cl-*
posi tions.
Fig. 11. Schematic view of contrcls.
Fig. 12 and 13. Aileron actuating arm linkage.
Fig. 14. Photograph of spoiler.
Fig. 15. Sketch of leading edge spoiler used on early designs.
Fig. 1o. Crcss section of wing structure of H-TX-V2.
-8-
CCtI4DCT
Fig. 1. Photograph of wing structure of H-V.
Fig. I . General view of H-VIII drawn from memory.
Fig. 19. View of H-1, H-il, H-11, H-IV, H-V aircraft.
Fig. 20. Photograph of H-Il.
Fig. 21. Photograph of H-V.
Fig. 22. Sketch of the protruding bar type spoiler used for
directional control of H-VII.
M. A. BIOT
Lieut. Comdr., USNR.
SJAYNE
Lieut., USNR
-9-
o Im40% ri r-or
~~,- kN " *
t 0 A
A
A4-
41
a ~ ~ O .. .' ..A .'t
~ ,~y~rVflr -,~ a'-3--1
W7,~~jff;
kql
F) -. ..
-<vs nr) --
A 4
A)
Kit Y * " 4
7
t.4<t& - 4
- .. Yb-..
4.
*
F)
4
a
r x
1
'
'1
4
-. 2;.*-
I
'1
1
11
r V
(
7- -s+F--t'. -
r
IL
M&.44QxA
A
JP
I
a
1"""
Ut-'
- - t2.
1
- LU a -
-t
1"
a
dlda
I
/
14vf$t
1:44
iN 4 7ij-a{i
7
ii
'C
-
-f-u---
-
-
4/ I-
a's
I
1
taa'tai- a a'
w A
f2 at/a t$(Ut24a4r4a
1
4
'
'F- - -
' ) ______
.1
A i-lit
': v') -
F
.4 ,,j-$r '
3 -
RI ' \'
l-='.- --
.1
if'
I
if
42
it q vp7 1=
H A 't hf IF
$1 - 0 _______
I)
-'
-' - - I ,-
--- I- -- - ---- - - -
F
t
1
I 'IL
Icwkp*N IK&
r
flwj& >4 'N

9
-k-.-
t Al.- -'O.k
A
r
* 4
* I
EI;
I. I -
'-4 *
A
'A
*'1
I im
1,it,
'' V ' "Fiji
V 4j,
) -S - f?41
- .Th------'.-----.-- - -
I
4
1
(I
1t r
f ,
K
,..v,,,..
K (**
2;'6 ''-26'c 2 "
TW-,$~
~~<
- - z U'm T ,
1
17
___ 1
T#.tThg\r -.-.---- 0
rId
92: A
I'-
V
h
p
C-
1
I
4
C
i~
'A T 4'1
.-'ntN 241 wpmC
VIA
' ~ ,.
u a 9
-'4NM i$" X9V9 I~~
4
4
9
4
Lu
I-.
_____
V1U
I-,t. U I
OvM
L !
F)u
rv
ti
I
it~
7~ W2
-O
VI iz ..- 3
I pR
1~~.e 4 -~..-
t
a.
InI
LI w
- ~-~- M-
Okk
;"R
* It. Au
Aj -"-%<h S
S -4,-v A
ASIYN
rt ..
-J 4at
4
s#gt &"r---
\ r 'ov-KSz.AV J4( 9
.&
-sir-
frr A
irs
"-i I
4
-wv
t1
,
,'A--'- -5
P
r
-a),
'4
0
S
-I
0
If
i-f ti-i - I 4.-
& i ATI S aminifcation:OAN.
eI8 TAr76. 4
"7 L 57 C
13EST
AUTMOE9
# I.. A. JanCP
OA; Lr.S. Naval 723chnicj3. ;_-i8So
Foreign Title: /40
Previously Cataloged Under No.:
AD-
A8OO
146:
Subject Division: 71u")111161 fal 1111 s til 11111 11111 mtml [1111
-- ,kiS1FJCAT1ON CHANGED
TO
O4TF1~R 3 ~US2O
1o w rnnt
bo%40,
;~4e4d4
AL
*eo 4RL~~h
41
~ . .. ,
HORTEN TAILLESS AIRCRAFT REPORT

ROYAL AIRCRAFT ESTABLISHMENT
FARNBOROUGH
(October 1945)

BACM RESEARCH
,
Class ntI1Iiber 629.lJ.014.48
, , " - .
(4.3) Horten':' " '
, '

R.A.E . Report 'No, F.A. 259/1
, " Toch. Note No. Aaro.170.3
: Octobor, 1945
BO'! J.L J\IRCRAFr ESTl!.BLISfThfl'lNT,F AEHBOROUGH
The Horttul tnillcsa, airorntti
by
,
K. G. Wi.Jkinson, B. So., n.;r. o.
.;- -; ..
. , " " -
w ,.
, ,
, ,
,'. ,
, .
. '

SUMMJmY'
. .',
In Match this year a c. o. s. tee.m visited the original homo
of Horton ,aircro.i't at Bonn, and brought back, infonnation 'on tho
recent acti vi tics of the brotho.rsHorion which revealed that. their
d.evel..lpment of tho flying wing typo had, reached an, advancod stage.
Severnl powered type::; ofgrcatintercst' had been bujJ'!i and flown, "
, and a 'six flying model of" a transport plane half oompleted.
"
. ' . . . -'
, . Later on the Hortens interrogatod in England :-...j,id a p::l'\;Y ,
from R.A.E. follo\Vcdthis up by visiting tho Horten facto:des arid
flight, test centres in GoX'll1any in C\ll attompt to find nnd proserve ,':, ,
soma 'of the morc useful aircraft. The trip. wn.sdisappointing in that
all the po\rer 'airorart- except the half completEfd I:t VIII ,,;,'Cre, found' ,,'
to be destroyed.Ona glider was ho'\rover. brought 'baole.' ,,"', .',
, . , , ' ',' - .
_ ' .' _ _\ I' _ . : "; '. _ . ','.
FinaLly, inSepteIriber, a party 'Wflssponsorcd b;v-thc Tr-dJless
Advisory Committee to visit Ge:nno.ny for tu.rthcr discussion with tha
.-'. .. '.' -e. - t_ 'e. ' t
Hortens and others . te.:J J.J essproblems.' 'The follow;l..ng
note is ,tho rosul t,of' a oollationotaJ Jthe intelTogation reports
on tho Hortons D.tld iSM attompt to present 'a.oonsistent 'and fairly'
complete ,',' aooountof work.
..
, ..
, '
, ,
,
'I I sri

,
I ; lid .d"II"1 ..
, , ,
III Prof. lIill ,
s/Lar. Kronfcld A.F.E.E.),
,Messrs. PrOVicr General Lircraft Ltd.)
Wo.tson \..Annstrong Whit .. mrlhLtd.) ,
Lee ' Puge Ltd.) ',' " . . '
WiJJcinson ", R. ... ' " ' . ' '
,,- _ - - t _.
1 , ,

L,.
\
OF'ILLUSTRATIONS'
,
, .. '
I '
,!" General arrc.ngement pf'.n I. and .R:;II
General arrangemant of' HIlI ,. ' ..
Piotures of' H III and PClrabola'
,I Piotures of powerod HIlI
'General arrangement of' H:IV
PiotUJ:'()s of' H IV '
Pictures of' drag rudders .
Piotures of' oontrol balanoe
Wing sectiom of' H IV
Wing sactions of' H!Vb '
Control mechanism
" General arrangement of' H V
,t' Pictures of' H V
"GGnGral arrangement of' H VI
General arrangement of' H VII
, Pictures of' H VII
Pictures of' drag rudders
, ", General arrangement of H VIII
,: General arrangement of' H IX '
Pioturas of H'IX V.l
Pictures of' H IX V.2 , , ' ,
.: Piotures of' H IX oentre' '
" General a.rrangct1ent of' Parabola
" . Pic,turea of' H nIl '
'. Sketch of' H X
,'Diagram of' waggle tips
Pictures' of' wagglo 'tip ,
Meohanism of' H IX spoiler
, '.
', ...
! .,.
. .
' .... '.
: ..'. pO>: .
, I
, "
\f .'
:' ..
: ...... '.,: .-1>:-:: .. / ;'
j "! .. i, \' :
.'
'"
"f"
\. -,'
'.: "
.\ 't ..
:.
,.' ':
t. ,.,
, ..
,'. "..
... ','.' :
, '
: , j: '. ".,
,,-: '
.: .
. , .
.: "
,', ; )it
, .,\ ...
... :.
"," .
'.,' .. ,
; ..
.
,;. t,"
;.' . ;\
..
, .. '
..
, ...
....
. "
, ' .
, - ,
. '
to" 'I"
, .. : "',' : ;'
. ".
, h
..
. ...
. '
Fig.
1
2
3
4-
5
6
7
8
'9
10
11
12
13
14 ",
15
16
17 ..
18
19
20
21
22
2.3
24-
25
26
27
28
I .
1,
i
"
I" :
!, '
,
I:"
I '
" '
,
.j
.' .
.
;".:::.
-,'.
, : '..J ' : ,.'
. .
o
(
1 .' ..
t ::':;.:>: .. ' .. t'he Horten. 'brothers in. .:desien.
.; .... ... at vtu-ious; in the. Gerinan journru.
'. . ... .. trD.IlSlations -have been.'published 'the
: . wa:;:'.Their l'hore efforts be:sed on early eXperience' with I
"':; , 'were not 0. e.I.O.S. terun th6ijorten home 1
,., :..
....
.... a t:Bonn' (iYiarch ... '1945 / . ,und interviewed Herr Berger 'Who . supplied infOIlDa tion !
'of mapy. of later J .' "
.!
" ',;' . ;.' -After of :the were -It'
. in England ({;iay 194,) and in the first two of June I
1945the \1riter. visned Gennany, with the Hortons,: aYl;d investigated . ..'.'
their centres of nctivity. Final interrogntion uns out by eo \.
teamspqnsore9, .. by the Tailless ,Advis'ory Oommitteein September. The i.;,
from these investig2.tions has beencollnted and a fairly ). .'
:,' cbmple-i'e, of the Horten . development is pres.en.
ted:
iil
the follovdng /,',,1
,report., .. ThecollT.fllete series of hir.crDft . 'is some detail f::L "
and the' design methods used ore swnmarisoo. Re.sul.;-:t.s.cfrom fligM;' tests 1\ .... ,.
on performance and handline nre' given whore no urittcn f'
evidence in ''theway .of reports or calculations were ,foundJ>yri.ny of: l:,.' '"
the invest,igators. This feature i,s uni'ortunatc since" of the figures t ,i'
quoted. for perforlIlD.IlCe etc. _ are' dependent; on the accuracy of Reimar I'' .. ,:.
,
I. 'I : Horten' s memor-,f
- . .'
I' '
, .. ' ':'"Only one airA,r'll.ft (the H IV Sailpl;;:ne)
Britidhsector -:i:n .G-crme.nyin a conditionsui,tD.bU:i for trq,nsport to
England for test flying . Other gliders \1ere found iiithe'Amoric\lIl
and French g'ectors but all the power Were so: badlY'domaged..
ns to be useless.
1 ,
.
.
"
.
... " "'
. .,
',- .... 'fllus trh for thJ' report have been" pr.cparea.' . general
'arrangement 'draWings 'ofJJthe early gliders (I,IIond III'),' published
in the German technical pr6ss toguther wi th_9.x'o.wirigso:r:. '!ihe' later
ai.,Tcraft 'fotmd in GcnnSJy.: Fhotographs wero-'suppliea.by Rcimar tiorten
or by the G.uthor.
. ,.;, ::"_._"_ .::..
",:
. 2' .... Brier:. historiq:d' SUI'Vuy
;; '. i-'
'.: ,': .:(,. :,J.
. ,.) 'j' I (1
,.
I'
.' .
..
. .. ).... .:... .'. .
Will ter and REd.,iuu:)iorten commenced.' 'their experinien,ts. on. tailless
aircrc.ft it the ages' of.'-ll and lO respectivelY.I?Y building anQ.' flyina
5!llD.ll modele:. In 1927-"they started gliding rola:' in"the years
helyed the Bonn group at' thcWasserkuppo. By 1932 \ Wril t'erhD.d 'his C .
glider licence' and. E1i . .A2 power licence,:'Q.nd Reimar he.d his C gl,Wer
and had started p,?YICr
,
j"
I.
"
In 193.3 they stc.rtE:d work: on theu.- first
'which they built in the faDlily hoIDe nt Bonn. with bungy
cn:tapult launches'on levol ground; . aut'6:'i.u1d fiinchl2.unches wore tried.
with:n.itmuch success and finally 'it was aero towcd.About,iiwO hours
. flyiug were di.>ncup to 11r.rchi934 ct1(l lr..ter thc.;'G year it won a prize
at theRh5n glidin': tions as 'an origm,n1 dosign. -Longitud:inal
stability to have been fairly good butl6.toralcontr61 wus
urJ.iatisfactory (due lIlc:inly apparently to advGrse mo.ments i'rom
thci( ailerons), end longitUd.iria.l control boorunc very: I:'.,t, . ..' ,---- loW .
_ '.:; . '.',. ' .... ; ' .. 1
. .' . .
',:'.:
' .. ::.r "
. Aft0r 'thE. '1934 R.hbh conto'st the :wns; scrapped end
stEu-ted ctl' the: Hortr.nI( incorporated le$s6ns on the
Hr.. This ""u.s l':IDished in}d.y-1935 but could notbo, entered t.ot" the
- Rhon, so a 80 (Fig.l) G:nd extensive test":flying
cni'riod out.
6
f ,
1
\
I'
\ ..
i .
,
j :.
! .'
j
{,'
\ .. :,:-,
I "
-j
I
l
I
J
I
\0
I
f
I
I
I
J
t
f
J
, i
1
1
i
. '
I
\0
f

\
I

i

J

1
I
f
?

producedby)the the for future all
,<aircraft (presumablYoxcl",ding rotary Tho-'St4te Iiesearch
.. CounciJ.:was .. group of spoc1nli'st's' td'coOpero.te
'. with the Hortens'ih"futll,I'O dovolopmont work,' and.' give bro:thers all
.', possible' fortraining pu.xposea wai:fo:iderodto.
. recommence.: ... '.;. ...., ' ". '.' " ',,7. ...,.':
.. ' . . 'I '
Thero 0.1" the. Horienu tailless wo.I."k'-ririishosj
rc.cord of prog:ress,r.m.4e; of obstacles.' In stages
..
I
\-
I
;
j, /
j ...
I ..
work Was only kePt.:g6ing by<a' genius for ,,!ork fa+,
nothing Md end. had to be. achieved in' ;'t\pit e cif .,
fluctuating support. .In addition. to running a wiy
. L.
- l'
und dispersed the bI'others" with assistonce on
'.' ,:i:rom their sister/had to grapple With aerodi)'llar:dc' and engineering:. - u
,-"problens on a variety of airCraft. This eide of the.Wqrlc
'. was run mainly' by who remn.ined indCpendont end original
. his thought throughput got little help from '.:
, , .:. J ',. ;-; '. *
. '. Apo.l:t design' ano.p'roduction of theVII',:vrtt/ Unc+U,.
whi<;,h tin 8L1bitious time and :resources. vrorcJ'ound .
1?0. pursue the '010. of glider design. By 1945 sorious prp'q:u.ction
of the III and . !Vb had been brganised, amounting to about four a ,l;lOnth
. ..and two new glidors were' Constructed ,;,.' 'the .o.drobatic Rn and the" :ClaSS
.' ""productionH XIV:'sPorts' sailplane, d.osignedtp the oly'cipic :cames'
specification.' .
..
; .... ' "". ConourrentlY With this work a new two seater 'private mvners aircraft
"withalOO'lP: engine desiencd" and ono.bui1tnnd>flownas a. 'gl i dar .
Se:dous' tho:ught -v-ins o.lso .Peing given tp supersoni.o'airoraft Md tentative
stops inthis"dire'ctionwero taken,r.i.th the reaeo.rch desians. H YJ;If and H
In reviewing the Horten achievements one 'cannot help bOing :if.rliressod
with the spead of their work ond the . utter irrelevence of' much of it to the
Go:rmnn war effort. 1 Sliders Were knockedi:Upyritliastonisbing .
spced:wirth thovch:j xIdlumum of a..rawingae' Although:<the basic cle.sign::
and.general were sounClly worked outby:Roi!iiW.r,'dstnilwork
largely settled by the workman on the .With :occo.si6nal inter-
:fercnoe froo Horten. Peschke '\iaS reduced to' despair by tho on
many occasions"becnuse they vrere alwa;ys alter4e details o.s tho dosign
progressed and he could never' get his production drawings tid3' ..
. . ." .
'"There is rio doubt that muoh of tho work on 'sailplanes 'Was a dead
loss to .Germany - for example the H VI, H IX nnd HXIV and the
sailplane IIId had no connection with pilitary or civil designs and
taught no useful les90na. Much of the:wqrk'ms without scohsent,.
and Reirnar cOl.ilI!ldnted'thdt .. M advantage of . dispersal Vc.lS tlin.t ReL. M-
could not findo'ut what vms going on, or how their. money was beng spent.
ADextrem6example-wnstncsecondgJ..id.er H VI, which was started at Bonn
Hersfled when the Allies' Bonn arid'fini$9d just .'
before the Aniu.sticCf.' rt was then hi<l.Cfen in ':a. barn where vie found it
1945. Tho' took about 8000 manh()urs.
1
Reiinti1r said
that': he preferred building sailplanosbooausah.e :coUl" dO tile ;bonIplete
" ,design hinJ,self. He resented time spent '.:4l his
larger projects. . :, ....... ' .' . " .
:; I Brief description .. of ,"the .1'iorten.a:1.ro.ra:rt
," . l )
3.1 Gcn6ral lines of-develci;pnent
.'
.........
Frol,l the first the Horten h9-vc. of the opinion thc.t
pure flying wing is tho T:ldst:eff'ioiont fohn of aircraft a.nc1 ali. their
offorts have boen dirocted towards i::,chioving this They. have
. ." j
-b":: I '. ; .. \"
the.
,
; ,'.
l
1
J: "i .
",' '."
, '" '.'
.'
,
,1
; .
, At this stage tllc brothers 1i,rcre called up for milito.r:r service,
but continued to worit on their taille.ss designs ond 'during 1936 schenod
i:he H III and IV' (glidc:ts) .and tho twin engined H V . Tvo r.lore H II.' s
were built and entereq. by the Luftvlaffc for the 1937Rhon contests. No
great success wa.s achieved hocD.use the brothers "''1ere out of pro.eti'ce.
Genero.1 Udet,was interested in the Hortons work and asked'Hunna
Reitseh to test an H II, in Decer:1bor 1938, and give an independent
assessment'- Her report II) shov.red tho.t oonsideroble
development was necessary in control' design but that the airoruft had
some very good foatures, in .particul.o..r the behaviour at the stall wo.s
good and the longitudinal damping satisfaotory. l1Din troubles were 'with
lateral and direotional oontrol. .
Whilst studing at the Bonn Teehnioal High School in 1938 and 1939
,the brothers organised the construction of a number of H Ill's which
,were paid for by of Education.' Two ofthe:type wore '
. entered 'for the 1938 Rhon contests flovm by Blech arid Scheidhauer
(later their chief test pilot). Rcnarkable perfOrr.1Ul1CE.lS ,wre put up
by both aircraft. On AUiSUst 6th .Bloch clinbcd to 26,000 ft. in a .
cUlnulo",:nimbus cloud. He had. to nbnndon his aircraft (probably due to
'icing troubles) and was unfortuno.t.;ly hit by it und killed' on tho
way dovm . Ho had a ffpecio.1 fixed auxiliary front aorofoil to
. hie H IIItoo.ssist in performing tight circles. Scheidhaner also iood
'.
, '
" up in tho some cleud. and, had totnko to his parachute. During this
period the H VII, 0. developr.1Emt of the V (which had. been built to the'
Horten designs and was. alreo.div flying) 'Was projected but could not be buil.t.
Discussions took place with Heinkel and Messerschr,utt 'With a view to
engaging Reimar on tcilless projeots but nothing CW1lO.of the negotiations.
. , .
" '. . \.
'<;, ,:.;', 1942 the .bJ.:'Others rroro again. in the Luftwuffo l.1.nd
'WeJ:ter,' br devious .l;.leans managed to get an H IV (0. nc'1.7 highaspeot ro.tio
.... sailplane) built at' Konigsberg where he Vias stationeQ. This clandostine
.:, construoti6nWhs discovered by his cor.nander ond "t7altor wa;s sacked.
. . . .
. .
In 1944 Northrop's vror].;: in luneriou attention in Gorr,lany
.', ahd Wa1tervms qrdered to restart Sander
,. ::KOrnmando 9 vms set up with 200 men, acto:r;y and,Governt.1Ont
grants to the tune of ;00
1
000 for getting ma.chinery. Headquarters
were at GOttingen and the 'Pesohke 'YlOrks at llindGn was used to build
Horten designs. (ThiB was a furniture factory 'which turned over to
aircrnft components during the -.,ro.ryeo.rs). "JIiArtj other dispersed
. workshops and test and design groups were orgonised . ',Construotion of
the VII was authorised tE.IIld it was flown successfully in 1943.
9ffic'ial 'enthusiasm waned again' in"194J' When. tho .. qupntity ordor
for tho VIlvtas cut" but they continued iio ,work: vnthqut authority and
. stnrted the H IX as a private vonture ... Official interest ,revived vlhen
it was h,alf completied nnd GOringordorcd 'then to finish it quickly
. It flew as a glider in 19411- ond work WD.S started on the H VIII
whioh they 'succeeded in 'selling to 'R.L.M. 'Their high perfoJ:'ll'lfulca. glider
H' VI also flc-,y in 1944. . '." '. . '.
, . The P01iio:r:ed . .H. I>; tJ:i'-v in ,:Jaill.lD.ljl' 1945 o.t Orcnienbarg. It was
" demonstrated to. GOnng' tho Goth.D. concern got an order to
'productionise tho ,ilD.sighiind build.' 20. . OnL-Iarch 12th a conferenoe Vias .
called at Cnrinhali' at which GOrin,3 end it was decided that
the Ohief oftho-14,r Branch, shoUld oonsider ir,'lI,lediato inclusion
of Horten dovelqpI;lont an.1 yroduction'work into the FUhrer:S emergency
progrrunme. The moeting put onrecord.:\;hat i,t considered" the flying wings
. . .

)
1
,.
.:
' . j
';1;' ,
. ,
1
I
I
1
I
!
",i
,I
J
I
!
I '
,
., \ '. . .' . " ., .
" to tssueby, fitting fins of any ,
sort, although, sbme of': their tl;"Ousers must oo'ntribute- . ' ,
..,' to the: sideforee derivative Yv 'al"ld' so give some of tbe benefits
,":'-'of a fin. Their laterp'ovrer aircraft ,have dis-J?ensed evon With this'
.',', ',partial 'fin . ,Onaircraft with narrow chOrd wings they. haw'
the pure W:1ngaa olosely 'as possible by putting the pilot, in a prone
position. ' , ,'" .
'n
. '-'
\ .
,
-,.
The devolopn:tent .. of aeroa;Ynamic: has been almost entirely
thrOUgh fligb.t ,e'xperitnent. No wind tunnel tests have been made ,on
complete although they have had i3-ccess to basia wind, tunnel
"data and research work, fer example, . on delay of shock stan on ' ,
highly swept 'Wings' anSI- tunnel test}:; on lO'i1 sections. Their
general attitude 'seems to be that tunnel. tests take., too long and give'
li. oerta:mamotint, pf tp.eir:f.light testing' ,has
been, done' yr.i,. th instl"UDlentation but they :have done nothing as
as, the.ci,II?:cnt instrrunented fiight,rcsea:.rcn hore in the U.S.A., The
most complete investiga.tion seems to have been on the glider '
. of the H IX which -naS' iJ'lstrtimen"'.;'oo. by, V.L. for lateral. stability
,'tests tb",acmOXlstrate its suitability, as' a gun platform. I,iany 0,1' tho
gliders perfonnance tested to measure drag polars and CrJnax and
:.- tutt tests,to show stall were oarriod out ol? . three, aircrafti
., . .'
. Apart, from this, the of night research .seems to have
relied. on test pilots reports. ' ',',
I" "
The fO;Llo\"ving paragraphs ii ve a brief doscription of' eaoh aircraf't.
, A of some, of the .aerpCi;ynrunic features
.. " -
,to given Gomaral,.a.rrangomant drawings'a.nd
'>!': ' ',aJ.;'!3 ,given in Figs. 1 -26 and dimension lLnd weight 'data',
't
;", ,
....
,
..
:.5
.:\"
.' 0 ..
',y-)..:: . ,'-.
. '. ->
,
. . , . ""',
, This was built at Bonn 'during -the year 1931 ''!''!: ,1932 , and' .haCt a flying
abOUt. 7, hours. It had a span 'of 40 ft_ wing 'loading of
2 The oontro1system cOL-grisoda. eentx-&'flap Si:ving elevator
oontrol and normal aileron's at the wing tip. Direotionaloon,tro1 was by
drag rudder at the w'ing 'tip. '
All the oontrol 'flaps ,were hinged at theuppcr surf'aee"lvith a.
ciroul.ar arc lowtlr leading edge f'onning a'seal with the "Wing. There ,was
no balance. " " .. ",
The '!frillg section _trioal Olld thiok
(26% C) at" the qentrc sootion to houSe 'most pilots body. His
heac;!. projepted from the upper surl'ace and was faired by o.perspex
A ruboor" mounted skid fonlled the undercarriage.
i .. s remarked in para. 2 the .cOntrql' system' \"..asunsatisfaotory ,and
'Vms changed ,on sub,sequent aircraft. It seems to ,have beon impossiblo
to stop n slo\7 speed turn by UsC of aUoron' alon,e and t,hedrag rudder,
which at' first. was 'on the lowor Surfaco only, vms vo and caused a.
nose dOVin pitc.hing an upper surface flap was added to oure
this the braking action beoaIpo too, fio;roe o.np.. ',to: he::
inco:r:porated to make tho ccintrOlheuvier. ROforence was mnde to yo.\ting,
tendenoy at low speed "which could resu.?-t unoo.nt.rop.able turn. through
.3600 ' ' .. , ,," .
. 3.3.Hortcrn II
was of ,SOOlQ generoJ. o.s the H I but With .'
. ...
.,
: I
I
' :
["" ...
..
. \ '
", .. "
. ,
,
. I
1
I
c
,
, .
"
, .
o
,
It(;jpoz"u"* b'.A. 259/1
,'. No . Aero. 170.3
",. .. \,' - I.
swoepbaok from 19
0
to 26
0
and' the later.
'control cornbl.nedin an elewn. Inboard flaps extending from elevon to
. centre section. were. uaed to increase lif't arag. for landihg. .

.
'.
, .. , " -,
. Tho' first version . was completed as a' glider' and thc: s'pcond fitted
an 80 HP1Iirth pusher propeller. In this aircraft .
1) the pilot :woos seated' in. a reclining position and
'oontained in the vting contour; a maximum speed of 219 k.peh. was' .
. Subsequel1tl.y three mare gliders were huilt',the last boing
completed in 19.37 after which the type was in t'avour of the
H III. ,",.
,.; ":,: ', .... :
..
I
_
" " ,'The 's9ction was from the 20% HI' '
'. tyPe" to 2Cifosection with Cmo},' chBnging along
the span to a' symmetrical tip bru.llllce tab WaS ,1'i t,ted to lighten the which were all operated. . '<ti"
.
TJ'le was in' threepru::t;s, as in all subsequent
, designs.. The .6'en;tr6 being of and the .outer panels
.: . of wood. "iiith. a n-:nose spar. The wheel underobl'TiAge had brSkes end
. the front wheel 'Was re:tractable.
,: .. '
I ,
\

-
'
.
-. .. ".' . Drag rudderS Qorisisted of leading edge flaps the Horlen
ill Fig .3) opening against a spring.
'
. '. . .
....
.J
Appendix II is ,a of Hanna'Roitsch's report on one
of the H'II gliders. It is clear frdm this that lateral' and directional'
oontrol still only partially although
at the stall we"te excellent. ,'This feature is remarkable" for.. Dlthough
I' a wing twJ:st of 8
0
, was uSed the effect of the high
iuight be expected to overpower the benefioial effect oftwi'st in delaying
a tip still.
".",'
3.4'"' H III
,.r.
.... J ;"',.

, '.
rrJ.. .
. '1,':'- . , The H III was bull t at 'Templehof Berlin
l
'in 19.38 and the
, (HIlIb) ,was built by Peschke FlugZeugball, also ;in Berlin.
:. '. .. . The main changes from H II were increased {20 mY iedUped
sweepback (23
0
): .and modifie,d lateral controls. The' outer ,,"ling panels
this time had three movD.ble flaps : the innexmost was o.g?ina 'landing
,flap but, the outer were geared so that the outer flap had a large range of upward deflection and only slight dmmwaril moY9ffient and
tho inner nap ,large downward. movement and
This arrangement reduced, unfClvourable yawing moments due io'alleron
by making use of diffcrentiDJ. aileron I . but avoiW;tCl ,tho change
. in longitudinal trinl by tho' opposine differeriid.aJ...of'thG"J.nner flap .
pair. In hierJt speed flight "the nose down triiu. ;.ms 'provided: mainly by
the innor section moving downwards tho outer 1apdef1ecting
only slightly; this had the advill:t;age of ral:i,e.ving tho tips of torsional loads at gh '. bnl.ance was,
.by geared
tab ox: sub typas IIIn nnd.b but on III d, 'f and .. a_
nQsi aeroCWnamic .loads. on. the. were
by a ,rubber bungy triL"mer.
.
'.
,.
Drag :rudder design remained the same llS for H n.
II III seems to have been a suooessful Ol1d useful type
l
for 14
were built oltogethur and several dirre:r:erit sub-types developed.
Producti.on of some of the sub types was still going on in 1945. The
following variation.s on the original:' therae
I ..
,.
j,
.'!
'. ;"'.:.
;" .}\
ti:' ':
I
l',,: I
i
.: /I
'.
"
. I
,
. l
l I
1

. j
1
,
t
,
.' ,
rile.: :'. OrtginU'; cuSsign" (Fig. 2) ..
lItO vtlth flap . riot . :W:i,ng .tip.
t . .' ;.' " ,- " . .' t . ' " > " J
. ''IIIo Type (a.).but with afixOd 1'ront plMe. these
. .'., ;,for the ,1938 lilian contest. 'Very little nyingex.t>orlenoe W'aJI
. . Theidoa was to improve Ci:Jna.x.;.:";'. ,". ,.
, .....
. '. .. .
I . IIId StanQard wings fitted to a apeciol. centre section with ..32 .H:.p.
. ' Volkswagen' engine and folding propeller. :The idea was .toproduce.
" .. 'e, h;i.gb' perf o niian 00 'sailplane with auxiliary for take-off
and' climb" whioh 06uldbe shut off' for soaring without ,
the performance as a snilplonc.
Centre (0P.?1. gear. :d.riva) were being .produced
)lttlltl rato' 'of' t'lI? a rii()l\tl\_ 12. partly. tinisl:1dd .. 1\'Oro
: in the ttorlcshop-ln parlsvere sent::t;o the
Homberg nita' nsseIilbl'oaWi th'Vri.ngs madei tittior.i1tdor:r. .' ..
.' ' . ." :'; ,I. . . .
Fig. 4 shows Boae' views 'of the pow'r H III oent;r:cseation .. 'With D. .
belt dri yc-p? . th!3 .. propeller_' Fig;.:5: ,aii:c.ratt.
. . - . . " . . . . ", - - .
. Performance with power was stated tobe
',:. Grouna run 70 metres
Rate of cliriJb 2 Io/seo. ..,
{
, .
spepd no .p.h.
! ' .., , '-""
. .apeed:l3O .", i
: .'.: . ' , .' - 1 . r . ;,' : .,.. ." . _ f l:', ", . ' _ ' " :
was tl:!kon stroight, f:rOO;i the Vo;I.kswagen
:"', compltite and cl.optrlc starteri.,l:J; woigh9d
..... .. 249 lb,_ .. , .... :,..... .... ,:,J..;' . . t, .l, ," .. 0,' , 0
. " .... ,. . .L .:".'
Q ' . ,'
IIIo H III glider with waggle .' Tho scheme is .'
On this aircraft,' remains of ,yhioh 'were ,foWldat .
tips were operated directly .by the pUot_ .... - ,... .. , .
IIIf' Same as prone for A spec:imen of
this type was I'oWnd by the writer at Gut Tiorsieiii' With modifiod
... cont,rol:-s_:- 'l'h,e outer. f:J.ap had a Frise. noae, (as on BIV), spoU(Jr
tYPo dia:grUdflorf? wero;":f'ittod: in place. 0.' the usw:U. leading edge
. split flaps" and H IV type ai.ve brakes. insta;llod. ,"
. " ,',. ,:. .', '.' ,
:;'1' Tho prone. piloting posi tion bead
fairing used on other. HIlI t s gave the. pi;lPt .0. .m\lch better
. view.: . .. : . .;t-, .... ' .i
: , > '. .:., : '.,i :;. :C;.: i.:., .. ,
. ,
.. 'lI+g, t.w: .. vr.L
,f;ol.l.l)q. llt;Zililiil(jrl;\a:il<l; Homberg . typ,c. used
'. :, " '., . .. ,.... .', '... iI... .. . .
, ; L.'::.f
, Nc;,indepen&mt of tho
H: I:p: .so:t':i;oa that o.VClj".
forward' .from P<?int . 6f. lio . . ," ..
glider' pilot' with fi va' 'hours oq'uld: be' . sont off 010
in an HIlI. ,w " '. ! :.' . ... j',
, .;
" ,":;.
'. ,';
I '
. ', :,''.
' .
. (::.: , f
,' ,J ..
',' .
, ;
r . . : .... "fIo '
. ,
.... ifl .'
., I . .
"
..
::'. "
I,
i;
L .. "

I .... ,
"
I.
1 .'
f.
I
,
o
;' .. ;:
3.5 ,H IV . :.:
., ..... ---
..., ...
I
.I'
.. ,I,
.', ... , '.\: -:
..
., ... General .
...
. .
. ': '"
,', ..
. .
. ThoH. IV, roprosantlld the Rortens matu.re thougbts on sailplane
deSign. ,The 'span was tho same as'that of the H III:; but aspoot' :ratio
, : waS increasOd from 10.7 to 21.1 Md the control system fUrther dDw1opod.
',' " , ,
-', '.
In order to retain their finloss wing layout andgct the maximum '
. offioiency. tho pilot wns put in a. prone'position with
hi,s bod;y' in a 27-;;' thiclq1ess ratio egg Md, his . kneosand legs in e.
leg well, 'Which also supported tho :rear.',akid (or \'/hoo1 in the case
of the IV .b.) . . ", . . ','" ", ' .. ,. - , .
," A, IV 'Vas nt' in good condition and
'Yffi.S brought back to R.A.l!l. for test i'lyinZ. It ha.s oompleted 500 hours
flying since ,its '1942 including a. cloud'flight of li
, hours on' instrumonts : such a flight demonstrates that stabUity and
. control-and the comforlofthe prone position must bE) 'satisfactol1"_,
.controls
'"
The three stat3c control flaps were all goored to the 'spectacle
type control wheel (,he- 11) and opera.ted on the same, general principle
as the earlier two flap control on tho H In. The"follow!!ng:,tbble:'.
givos the (measured)' flap movements oorresponding tofulJ. oont,rol by
the pilot. ' .
J: . _J "
r '
\'
" Oontrol . Flap Anglos
.
.
,.
f
",
Port starlJoard
. "
.
movement
,.
"
.... ,
t
I
, .
..
Tip Centro Innor ,Innl3r Centro
"','
.. ,
I
.

.
I
I Wheel
fully forward. 12
14 14. I,
17, 14.
'il
,
,
,ba.ck -16
-:14
-;3 . .. I.'
'-14;'
-ll
.. "
Wheet" to
.. '!
: 13' ,
k.:"::: ;:f
,
s-ta.rb,oura. +16
"
9
..
1"
... 28
"
_ ..
-',

at arboard. a.'1d.1
"
:
fully back
I 1
-10
,-
2
-
5 --17 -.)3'1
,

'.
, .
. It will be seen that tho outer new wrks principally going
aileron whereas tho \I cl:iJnbing olevator" action comos mainly froID tho"
middle flap and "diving' elovator" aotion from tho innex: flap'., 'Dorm
,going aileron, needed t.:6 neutrali'so pitching moments,' oomoa from the
iimer and middle flaps together. '.
. '. The centre and inner flaps woro unb:alanced, .with round noses, the
tip flaps Friso bule.ndod \vi th a akO"" June":' gi. ving balance at the .
inboard end and zorb balanoe at tho tip. Thi,s scheme, shown,
8 gave the required ailoron yawing moments vdthout making'the .c '
control flJ.p 8.t the' tip vulnerable' ... men a w;Lng tip
" . ,'. .
"
Drug rudders were of thd: spoiler type
placed immediatoly ahead of thcouter' control nap;: tho. upper surface . ,
spoiler had Q. vented 'Web (Fig.- 7).' .To open the rudders, the pilot: had to
pross with his toos, moving the fO,9:t:fl'an the. ankl
fJ
. ,t.tg-..;:.i.n.;.t 1:\' spring
load.iI...6 on the ;Ppdals which gave "'1;"13$).'1 to the oontrol-
., ,-10-."
I
t '
t

I
i-
I '
! .
i
j'
I,
t
,
, -
1
1
!'
,
,
1
1
\
I
j
I
I
"
"
i
'"
:
. ,
!
\
.
.
.
. -.- -'- , ... -" "'4
.
,
',,--,'
\
\
\
I.
t
i
,
,
l
,
.
I
.,' "'..
&;rST OF OONTENrS
1. Introduotion
2. Brief historicol survey
.

..-..
. ,;
, , 6 ',.:.i::'
.3. Brief dascription of tho Horton a.ircro.f't .
.3. 1 Goneral lines of Qcvolopmont "
,. 2 Korte t
' "
6: ' t'
.3 .3
' II
.3. 4
III
.5
IV
3. 6
!Vb
3. 7
V
3. 8
'VI
3. 9
VII
.3.10
VIII
3.11
IX'
.3.12.
X
,3.13
n
,
XII
.3.15
nIl
3.16.
XIV
3.17
Parabola
, .
, .
3.18
Projectod jot bori.lbor -'.
4.: How tho Hortons design
'4.1 WIng socj;ion design' "
4.2 Calculation of aerod;'rrulinio centres
4 .3 Fixing the layout .
4.4 CGntrol_design, ,
4.5 Fligqt stability
J .. .i ", \
' :.r :',; ... ;" < ,/",
'.
,"
.)T '
...
.... ,.'
p ,
"
.. "
.
.' .
7
'7 .
8'
'10
'13
14
17
17
20
21.
2.5
26
26
26

. , .27
28
28
28
30
31
33
34
34"
.4.6 Undercarriage design

, 4. 7 .
"
::' :,'
'.
.5. Comments onsomeaorod;ynamic o.spects Qi' dasigns
34'
5.1 Sta,bility and control in unstillod,:iight c', '" . ,
"
, ' It", ' ...
5.2 Bohaviour at tho stoll and reoovery frau the "'8p:tn . 5.3 Tests on laminar flaw
. ,
5.4 OL max
5.5 Waggle tip control
, LIST OF APPENDICES ,
,.
.35
35
36
I, 37
37
38
.
I;'
." ' '
" i,'
I
1
;
j'
,
. i
, .
Oentres of Horton activity
Flight tost report on the U II
.Appendix
I
\ '.
LIST OF Tl,BLES
Data sheet for Horton Aircraft
Wing seotions from the H IV
Wing scotions from the HIVb
I
" .
II
Tabla.
1
II
In
. I
I
I'
I:.
i
I
l
t
'\
,
i

\
1
'\
)
..
prossing both feet togothcrhe could open both rudders simultanoously,
thus. giving extra for glide oontrol. ,Ruddor operation ,/as said to
oause no buffeting of the control flaps. The movement t;ronsmission from
the pilots pew included a cam plate (Fig. 11) out to lP-Veno rudder ,
movement for. nogative movement ot tho pilots foot (i.e. ,pressure on the r,
" ' opposite 'podal) and an li,ncnr relo.tibnship betwoen pocl.QJ.
'" ',mdvcment and rudder proJection for po'sitive movement pressure on
'
'.' '.' .
, : '; All' oontrols were operated by push' rods, tho inner and central
flaps and' thed,ragrud.ders 'being IlJOved by skew-hinge the
, sYsterri is illustrated, in Fig.ll. ,In the IV bthe skew hingo principle
WllS extended to the outor flap operation also. The" mothod of operating
the control flaps 'WllS construct and olim;inated allextemol
control horns_: ' , ' .. " ;.. >'\ ' , ., ,
;, ,;:' : -,' .
"Longitudirinl>trim was obtained by an bungy"lIspring"
,\whioh'()OIl be; to tako"any out-of'-balattoo, ,on
the' elevator control. ' :' ',',' , , ',' ,; ',' '
There were no landing tlaps but large spoiler typo ';diw.hrakos
were provided, which eould also be used, to give ,variable drag for
glide patk:' oontrol. ' ' . ',r
!. ::
: Wing dosiW
! .
+',
, ..
" Then IV tiscd roflexed onmbere.d sootions (zaro Omo)'
'.34 type, changing' to' a symmctrioDl sootion a.t the' wing tip.,
,at four: stat1:pns on' the wine are given in Fig. 9 \lld tnblos of" ordina.tos ,
in Table II. Tho Horton mGthod of dOrivine:l!ing sections is described later
Fig." 9 also sho'v7s the measu:red'washout this

fo:rnlula was more complioated (para. 4.2.1).' ' '--, , .. ' .. ': '
. . , '. ' '4 , . .
The large 'wil1[,; W't\S used to' giye adequate iling tip'
olearance. ReiI.uar Hoiten oonSidered ,that norod\Y'habioally this' might,
be on the large side ,)?uj; for practioal, ,roasons. It' ah?uld po
rcmer.ibcred that 'both tho H III and H IV have an abnormally low valucfor
the, lateral ralative density J.tso tMt unusualvaluos' of lrMd nv:would
be pennissible :withou'G dynomio instability, resulting. " . " ,
,
Fljrinp, quaii ties
, ' Perfolllllmoe'was measured by flyin[{:ifrlo H'r:v aa.ri.irlst the D.30, a .
conventional Pi$hpe:rionnance glider which had been perfoDi1aIlOe '
tested by D. V.Le. to form a "stDJ'ld..1.rd". The essence cif the Illethod was to
tow both aircraf't up together and lot them glide a.o,Vn fl'om 10,000 ft.
,a.t a series of flying speeds, measur:il1g the relo.ti va height photogra.phically I
at intervnlp,. From 'these tests the best gliding of. the H IV was
found to be 1. in 37 lllldthetninimUL."l sinking BpC)ed, 1.7' rtl sec_,:, }linimun
. sinkine, speed wo.s slig}.tly' loss than the D 30 but 'at' high speeas' tho :b 30
, was bettor.'" ,,:,' .. .." . .;., ... , .. -...:- '" ' , , / .
. "
. Hortcns
'
,cl1itif test pilot,has': done the mnjorlty of
the flying in Horton IV's. (about 1000 hrs) and his, comments are "WOrth
rGcord.iilg. He is e. stron3 advocate of tho p'rone posi tio..'1 - in his
otm, -.All H IV
dose r:lbe d 0.$ sfIdor with "two fingers". Tho
elevator "iro.S 'apparently rathorsensiti'V'o' CoJfIPareo. with the o.i1oron b1;J.t
not unpleasantly so'" Aileron prodl.loed no adverso yaw -
.", .
I
i
I
,"
i :
,
! ,
I
, j
,I '
c" ii,
j II
n
\ I ,
J
" I I,',
J-,!
" l' '"
, , '
" .... '.';
J , _', f ,
'I J)
,
,
.;
;
')'
!
!
i
!
I
I
r
/.
,
l
!
I
I.
\
,
I
f
,
','
o
definite improvement at'ter the II end III - and oould reverse a. 45
0
'b4.nklllc1 tw:n in 5 8001,. at 70 - k.p.h., ,whioh :i.e hotter than tho
, ' 'average sailplane '. Longitud.i:naJ. stability he thought satisfaotory
'but 'heoOmmented on 'a
oll
\V1sg1e
ll
wlti,.ch was produoed by flying
. .:- gusts; this is apparently a sharper pitoh response than for 0.
o onventi onal sailplane, but well damped, qui to haxr.iless and roquiri.ne
no oorreotive a,ot1,oon by the pilot. A true stalloould not be produced
I ' with nonnal eleven .adjustment beoause of increasing statio stiak '\
\
fixed stabUity at tJ.?-e ,stall, vdrloh used up o.vailable elevator power
before the wine tips were stalled. Spins could only be produced by .
I
applying:full "ailoron and rudder with the stiok hard bll.c1:CJ
was easy.
'StabIiity Una. controllDhility on tow were exoellent. Soheidhruor
described a oompet::i,tion in which '8, number of sailplc.nos were aero-to'wed
from ,Grunn.u through tho ver.f tul-bulent air in the "standing wave", frorJ
a nearby mountain; the rough air haa. to be negotiated on-tow to get to
,', the area of rising' currents. .All the instructo-rs, from the sohool at '
Gl"'Urul..U were oonventioneJ. sailplanes and broko their t_iines
without exception.-Scheidhauer in his H IV inano.e;ed to got;throu'::p
, Md soar in the standing wnve. He attributed hj,s sUCoess partly to
his own skilJ. and partly to the good controls of the H IV' plus his
, ability to 'use the tip l."'Qdders together' to oh!3ok u., tho tow
;' rope. .
. ' seems to present SoTile t'o a ,pilot now to the
,airoraft. It. soems that the short undercarriage base, responsive:
elevator and small wing tip cloorance con produces.; very erratio . '
take-off if the pilot is not smooth and preoise his control movaments.
Structural features
.
:.,; .
, ,
,
. followcd the nOIT!1U Horlen but' the, vtinU
, were' with tips of This was
.' " .. neoesso.ry because the norrowchord at tho t1P Jjl(ld,o aocuro.to,oonstruotion
. , in' woodve.ry difficul t.Tho oentre section .vms .steel tube,
.,. nose arid A 9ovor..Q.Oh:m,' dthQ',
spar.tFig.?).. '.,. '"::.,.. ,
.' , :' , " .. .' . . ': .. ,
The, front' skid was retraotllble end f1 tted . with n wheel ,moh
. automaticall.v . dropped . off' 'as the skid retracted:- .
. -/'. ' . ; .. --
. t
- pUots harness v,aa 'IJodifiod frOCl the oric1.ncl..-version shown
in 6, being a single broad strap passinC 'under tho buttocks . This Was
. released by the smile ht'Uldle that jottisonod the accoss oover .... 'l1he
pilots parachute, was stovrod'in a pocket on the cover D.rfd 'conneoted to .
the pilots harness by short strops. In this Yro3tho pilot 'ws relioved
of thcvroii9lt of the pack" ' which would otherwise havc :paused sone d.l.a-
,> oomfort' on a long . ..
..
" '
Egui;pment
Flying instxui1ents includod a low ,recdinl; driven bya
verlturi, electrieo.1 tum and bi..mk indicator;s'ensitivo
l;Ugh rerulina variomoter, altimoter 'ond clock. ,.
0XY[J,onequipmont oOlitprised t\70 bottles, pressure eaunes, roduo1ne
J .. nd economisor and provision ms nndo for:elootrioG.l.l heat!3d
C g. Ventilation vm.s under tho' pilots contrOl.' ,
. .' \". :,: '
! osition bod
/I . ."
4 , , Pilots wei[Jh.t wastakon' mo.iniy on the' ohost ) and'lc.nees. . kneo
.. : ' " "i;
-1 -
l."
: ,,'"
\ "'<
I', '.
,
. I
,
} ,
. 1:
r
.,'
:l'
c_};;:
, .,
well oould. be adjusted for pilot size nnd a. ohin rest with'
adjustLlent ,for height WIlS provided. .
The pilot was prevented from sliding' .forward by shouldor rosts,
and the o:f his thighs D.jjainst the knoe ,roll." .
.', Comfort oppeo.rcd to bo satisfa.otory when' no ,triodthe ,p:d but
elbow and shoulder movement \Vns;r:-astrioted which eonstroinod'one to stq-
, in the sarae P?sition all r'
i
3
6 Horten IVb\
" General '-'" '"
SU'pcrfioi011y the IV.b resel\ibies the IV ve.;.y oloselybtit the
'., aeroa;,nmnio were a', fundlhlcntal e:"':perir:lent. Tho :aorliens
.'!;"-' , intended to produce a laminar now s;::ilplane with superlat'ive hiall '
,1 'speed porfOI!.UU1Co - in this they suoccss:f'U1 but they
" sa.orifiood too 'r.:luch on the stElhility', Ql')d control to IJ.a.ko the venture
l" D. 'real '
'! "\' .. , .. .#
j .:: .. ':' started" ,at tho rate,
11 two a month. ,', :.'
! '.'
\ ,
.,.
. '
I ,', dcsi:w
,I
i
!
I
; . i I ... :.
J '.. ,l-'"\""
trinJ soctiol}s "era deti ved frou the :MustMg socrt!iOl1"which l'k'1.d been
"(measured by 'D. V.L. fram oa.ptured aircraft and, tunnel; testcid..; Tile Hortons
we're' cxcite<i,bY tho 10w drag ,fi[!'t.1rOs the 'R IVb to
exploi( The .I'99t soction was tho orli:?-nal lA:usto.ngprofile
l
chan:9.nB
to an \li:lCE:1Llborod with the SaIJ.6 fairing but'redtv.:od
at the tip. ''ling. t,nstwns roduced (oompared with the IV' to 5.6
0
to ,
get the greatest sp::rnwise extent of lorilinar flow, :reduoei9._
J2y .20 to, ,.c. G..fnrtheI.' . .EE:!?J.c (thi's was
j' . nocosso..:ry becauso uoroayriamic centro of tho basio W'l.l1C 'Vm.s
farther aft"). ,: It is that oltho1:'-chP.ll'lC:iWas 'zero for tho '
root scotion, tho high -,\spect ratio ennbled the- glidarto be desi[1led to.
the required top speed {l4O' without .
noedin:j excessi v:e twist.

The.; "dna struoture ahon.d of t}10 m;rin Sl);ll' '{,l.S e. ply sand,ach
,,'lith TronaJ. fillinG_ T:ronol vlllS nn o:.:pe:.ndcd wood w.i..th ,
0.1 eta 0.09, invented by a Dr. Barschfold of Dynrunit,
.A. a.: I Tt:C,isdorf, (nom- Cologne) .Thl? scndvdoh 'W'..l.S uO.d& U:f><?n mou1ds,
with outcrPIJ l'\lla thick andinncr ply 0.8 jar:}; the 20 1':1".1 '
at the root, tapering to' 5 mn a.t the tip. Tll0 noso stuck
onto tho front of tho main Spar with ribs overy ,2 lllotres.
Betwoen tho Elain nnd roar spars noncl N COV(;r:.ing .ms used, insufficient
T rono1 being avc.i1ablo for snndwioh construction ill ovor. ... ..
in D. chordwisc direction WOoS not 'controlled or mea.surod.
SD.G betwoen' ribs hrul been l7loMurod on the ''IV and' oli,minntod
on the IV b. Sp.::cin16aro' 'Was tclton to keep dust off tho mnr;s; wing
dust covers 'WOre mc..de and all handlin[J wns done w.ith[}lovcs on.
" ,
;,..! .
Oontrol ciroui t r.lccil.'\l1isr.l rqnoinod tho Sor.10 exoopt for tho outer
flaps which were oleo operated by Q. skmv hin;:o lever on tho IV b. Tho
di vo brclccs were mO'V'od back to tho roa.r spar to suit the revised wing
structure. .
l '
r
f
I
r
\,
!
I
I
I
, 1
j
J
j'
I
1
o
Performanoe
..
> ,
.\ 1 ..
. ,
NQ, transition measurements were made on the IV b but, it was
flown against a caJ.ibrated IV and the following relative sinking 'speeds
. measured.. , . . . "
42 .S io 80 k.p.h. no differenoe " . "': ,'. 0.... _ .. )
'o.r-",,\,l. at 100 k.p.h. IVll m/Beo. IVb, 0.65 to 0.9 rr/seo. ,"").. .
, 1'0 , . 120 k.p.ll., ,_' }'y',l.40 DV'sec. !Vb 1,20 ( ... 4 . o )
l
,
j
,
\ .
i
i'
were;vcry unsatisfaotory." A wing tip st'ah':occurrod
followed by vdng. droPPing and sPinning. .The first .aircraft orashed
\ for this reason after the pilot got 'into trouble in a cloud.. .An

. attempt was made to improve matters on the seoond gliderby-oliPP:i:ng:
the span from 20.25 metres td 18.5 metres but results were disappointing.
As on thcfinal design a roversionto the old.. H IV 'tip seotion
'\wasproposod, the,theozy being that section stalling
, were bad due to the ahazp npso radius. Partial breakaway bohind the
maximum th,ickness point Was suspeoted, aggravated by BpanW1.se boun'd.a.r;y
.layer drift which tneelevon ineffective. Horten thought tho
snallwing tip Re,noldsnuniber made tho Use of low (lrag"8Qotions -'.'
inadvisable. .
,'.1
General. '
'. ,;. .
The H V 'W8.S designed from the out sot as a powored airCraft .using
two flirt n H.lI. 60 R motors driving oppoai tely rotating It,
had am>an. of 52..5 ft,'aspect ratio 6 : 1 a chern swcepbaok
of 32. Engines were oompletely buried and drove prop9'llors on. . .
extenSion shafts raised rolati vo to the engirle orankshaf't' anddriven through
a reduction gear. The undoroarriag-c rl"c;l.:3 of fixed tl'."'icycle type;w,i tb. '
castoring nose trousorod main whoels. The :nose wheel'; ictually
took' 5,5% pf the statio 'Weight ,.han,on level-ground..
> ;xnmples were built. . -"The first, built4 at qstl-le;im in 1936
was oonstruoted of plastic with, rivetad, plastic covering.
Pilot and were oontained. entirely in tho oontour and tho
-nose wheel was re:tra.ctahle. This airoraft orashed on its first flight, '
due mainly to its unorthodox waggle-tip control. The version
used more normal control methods and eonvontional oonstruction, was
" started in 1937 and flew suooesefulJ.y.. In ,19U it was oompletely rebuilt
(Fig. 12 and 1J) as a single seater, but the annie .r;ontrol
system. ,'j .
controls
1 :.
In its original fom the H V was fitted with waggle tip ciontrol ' '.
(Fig.26) in which the foro and n:ft sweep .of tho wings tips was gOal"'Gd r .
to tho stick., producing change 'by A skew hinge similar:-
to that illUstrated in Figs. 26 arid 27. - The aircraftorashedonits .
first flight due to the oontX'dl taking oharge a.fi;era bO.l.mce durin'g '.
landing . rea.son for the a.coidont, was obsou:red by a.failure of one
engine but the control sy,stem :was not rega.rdedas by tho
" >- ,'.
' ...

-l#-'
,/
, -
, .
------ -,-.,
." ',," /'
:' . .. j " , " ..
Hortons Vlho later developod, the) idoa. further on an :ti I,ll. ":'"!t'hey oonaider
that c1wIpinz is necessary to p:revont'the tips oscillating under suddenly
tl.:9plied acceleration (a.s occur during tilka off :rind landing). '" ".-
. ." .. . "
" ,The second both its forms had a two at!':eo clewn control
'rather si.miJ.a.r to the 1:1 III. ' lIaximum control dllt1.()otion. wore 0.0
follows;- .
. '
..,. -,' :"
.

Port Sto.rooard
I ,-
:position
Outer-' Inner Outer Innel."
Fully left
_ 20
0
,_ '20
+20
0
2
0
+ ' "
Fully forward' + ,50 i +30
0
+30
0
... 50
Nly back',.
.;.tqJJo
50
::"
50 -4.(P:
, ., , ' :'
"
. : t
,.
, ,
, ,The quter control :flrws had 0. Frise nost;ls and assymmetricolly
, ' : geared ,to oompensate tho non linear moment oharo.cteristios of the nose
',;-; 'baJ.i;inoee ',The' inner flap pair ha.d round noses.' ' - " , , ;,
, : :', ! '
, ';'$plit troiling:edge flaps were fittod to, the oentre 'Section, "tho
flap 'engines, lowering t06r:P and tho, po.;-t outborird to 45
0

The in1'lc';t' elevon flaps drooped to 309 When the centro section flaps wro
lowered and st;Ul operated as elevons about this now'zero ,position. The
idea of Using graded flap deflections originated from a hunohof ,the
, Hortens tha.t the sudden disoontinuity t'nd 'greatllr fl0"i7 vdt:p.
ungraded flaps might' oause stability ond control troublos. TheY,later
found that this fear was unfounded E'J'ld gave ,UP graded defleotion -
, 'pl ,.
'. _... ' ..' -. ."'.. ",
4 ' t,';O :'sp'lit nose t'J.bps
of the H IIIpattorn ' ' , : t',' " :',
. 1 ,
'-, ",r, ,: A grcatdeui of; flying VlIlS dono on the a,ocond end third H V's,
including about t'\rontyflights on the f,o.ttor in 194.3 by,Prof. StUpar of
V.A. . GOttingen. We' tuestioned him extensively about his impressions
{of t'ile aircraft glst194S)" beoause it'fro.s tho tlo'strecent Horton
Product he had flown. The Hortens l}ad,lostint'ero.lit the
H V booause, later ?esigns stuper hnd,
flown the"H IIId nth ' , . '.,:_ " '"
Testa 'Jw:V.A. ware undertaken at tho of D. V.L. who
wanted. inf9rmation' on single cn1gi.ne Choro.cteristics and Ul unbia$sed
comparison between '1; aillcss cnd conventional h.q.ndling qualities. Stupers
cOlltmtmts Vlere 0.0 follo,;/S: - "
Stabilit;r
.. "
,. '.
, ; Longitudinai dynamic st;;1hility VItS f\md.amental diffcrance
from a conventional aircrD.ft could bCl 'noticed. In rough air hethOugh1;
it had. a more abrupt pitch ro.s,ponse thah ,no:nnril, ;rhich rJas only a" '
diSadvantage,', if gun plo.tforo steadiness mis needed. ' (Wolter ,Hortan
thought this ef-feet might be duo to 'low 'Wing loading (6 lb/sq.ft.) ,on
the H V and Stupor agreed that this might bo so).
I'
t, , .

"
, ,
C;'
'I;':
!',;
"
L
I;"
/1
,
I
I
, '
I
i
i
J
\
o

10

j
I
i
!
I
!
1
I
1
,
.
''-.-/'
.. :
Lnte':h:u. satiafactor,y. 'No tendoncy to 1'dUtch
instability' 'WaS found,ond no orre.tio changes of heading due to loW' ny
ond. Yv 11Oro StUpor was in fuot expeoting troublet'ron this I',
source but failed complot.aly to find any. He ad..dad toot his impre,ssions ' j
were purely qualita.tive as they had no tiula to inst.rument the airo'rD.:f't.
Controls'
;.' . "
Controls were light and effective, with the exe'eption of tho!,
rudder which was heavy and. not effeotive eno\lBh. Aileron 'Was heavier
II in tho ratio 4,,: J"; With the stick 'back, aileron
movement was':restrioted, wl.Lich thou.ght ::l., bEl.d. point sinoe plenty
'of aileron useful in an npproo.ch in' gusty Tho aircraft ;
was in tri1\'l, ,virtually over tho whole speed'range without movoment of;' ' . .i:',
the elevat9'r trimner. When flaps \fere 10\;;.orea there tfus a slight nose;',
heavy tendepoy, whioh could easily be held. ,: '
, ":.'.' ", "
Summing up, stupe;.r said that aileron and elevator 'Control were,'
quite no:r:mo.l rudder control noeded improvement. '-
';', .. '., , . : "," ,
Stall
.
" J'o
.
" ,
Beho.vioUX at' the stall (f'lo.ps Was ver,y' sa.tisfacto'ty'; tho!'
nose dropped'goAtly and the aircraft gained speed. Wing dropping: 1n
could be indt.l.qod if thG aircraft was stanod in'l\ yawed a.ttitudebut
norinnlly t!'lC 'Wings level and ailerons stiU; effective, :
though restricted in movement. The stall was reaohed;.with tho stiOk'
not quite fully: J . only ono C: G.. pcsi tion waS tested. Stilling"
;'spee,d wa.s about' '70 _ . ". ",:, :'<;; ','
"
'.
, ,.
" Flight QP one engine rssible, without ruddor, at 120 '
by flying With bo.nk and 80
1
0 aileron. Rudders nero not used much .
,beoau.se they were so heavy, althQu.gh Walter Horlien cliliied. that at
1.30 k.p.h. single anginG flight oould be maintainod on rudder only'
(engll,1o .full, it the pilot was enough. ' '
t . " " ' .. -,' " ,:,;.'
,. t' -,.;. -.,,; >. '. )
,Landin?, and "
Grotmd manoeuvring wn.s easy using throttlosand ,'/heal brakes. During
take-off the aircraft could. quite easily be kept straight, until the drag
rudders became effective,ruld flew itself off the gI'Otmd without -assist<mce
from the pilot - in fact it made wry 1i ttlo differenoe what the pilot
'did with the contx:ols during t ake-off There was no tendency' to buckott
or bounce iIur1.ll'g the Srotmd run.. R. for normal
tricycles, it should be possible to lif'ttho nose, wheel before toke-off
speed is reaohed;' ," Walter Harten thought this was unneoess.axy if the
, aircraft would fly itself off., Lunding was quito straightfor:ya.rd and, ,
nonnally the airor.a..f't .settlod on all wheels. at once. Stuper
it lias not possible to land. on the ma.inw.heels first booause the ground
was too high. .
Bo.ulkcd. landing
st\iper had. clone some tests o:f':I!ttkq-off' per:f'o:rr:lB.nce flaps
dovm which resulted in his flying into a ho.ngar and ten.u.natmg the
..A. V i .. test uro<zrar.ullo. .iippa.rently he lo.nded o.nd itlmodiutely (Wo.lt'er
HOrlen said "" imraediately) opened up to take-off' again ..:. aftor 530
lJetres he W"cl.S 8 lllGtres bigh o.nd at point entered the hangar. The
ai:roorne distanoG was about 150 metres.: '
\
\ <'.
; "
"
I
}
i v,
. ': " , " Al t,J:lough the split flaps in' front of the caused poor
thrust, there were apparently 'no vibration l
,"
: .... " .. .... .' . ,,' ",.';. ",.' . :, .. ' .
, " ,'SUinmarising'his impressions on 'the H V",StUper, sdd that it was
.:" 'hardly to OomPar it 11ith' cOnventional., e.i.rcraft with many, years niq:re'
behind them but it was, nevertheless, a good example of
tailless design and a perfectly praotioal aeroplane .. if anyone.wanted
tailless aeroplanes. ,His main suggestion for im,provemont was
rudder control. ' 'h
"3.8 HortenVI, ,,;
. '
, In' geri9'ral. this was vcxy:os:imilar to the H rv. The, '
sPall was inoreased to 24 m (78.7 ft.) accompanied by a deorease o.f 5% '
- in wing area, giving an aspect ratio of 32.4.,: '
, . :.
The objept in building the H VI was to aohieve' the most efficient,
, perfonnanqe sailplane regardless of cost. Two were built and the
first Was tested late in 1944. It was perfonnancQ tested. by the ,
relative sinking' speed method described,using a -calibrated
, H IV for the seoond glider. The ,Hortons woro very plea.sed,beoauso it
was better than the D 30 (sarne span and wing loading) over thewhqle
" ." -,
I,., .
Aerod;ynamicauythere \vero no new features of special 'interest
compared with, the H IV. Wing soctions and control systems remained the
The atruct\lral dosign had to be refined in order to got suf'ficieI1t .'
,bonclillg' st.J;'ength in tho vc'ry thin cantilever. ,Tho main spar was made
up or laminations of plain 'Wood and "LignofoJ;If'{a compressed imprognatad
WOOd) to give extra strength at the root, ana e. special' wing root,' .
fitting using four taa;>er pins in plaoe of the nonnal two vms dDvinod to_ .'
clistributo the concentrated loads at tho root. box..,design ,
was modified., also to increaso tho 'Wing torsional stiffnc'ss,; sinoe at
t 'high speed ''it, had baCIA ,foUna that an, unstable short pariod ,longitudinal
t osoillation,:'irivolvirig "'idng' tvr.is.t, could develop. ' 'Tho speed at which
tho damping of .this osoillation. becamo on the H VIms found to be
about 180 km/
hr
y ,,', .,', :;1<;, .',',
The H VI is of interest only' as a. high perfo:rmnnce sailplane for
record breaking pUl'j;loses. It is too oostly and t . for
general' use. . . . '
. The seoondairdraft of this typo tobo bUllt,\1a.S found.intaot,
by the writer, near Hersfeldi the first Sirczvcl.ftwasfo,tmd de'stroyed
near GOttingen, it had 1':I.y':lrig. '
3.9 Horten VII

... 0,"
The H VII Wt\S projeCted in 1938 and the firSt' of the
built by Peschke at Minden :in'194,); It bears D. gmera1 resemblance to the
modified H V in layout and control design 'an'd Used the same outer wing
panels: spen was the SaIne (16 m) the sweepback slightly greater (34
0
)
end aspect ratio 5.8 instead. of 6.1. have been
that of' a high soato;r oommuni-cations aeroplan,e and trainer
for tailless pilots.' Engines,were ArgriB.AS 10 a of 24Q liP, Fig. 15
shows the g<;lneral arrangemcntan(i Fig. '16givosoomo piotures of it on
the ground and, in flight. . -:-
" '
'\
,
t
r'
I
I'
I
r
i
t

,_;;J .,
0
'.'
'. '
. "
, '
o
I
l
\
I
!
:.\ __ J ".1,'; ;;U ... ,
, ;. t lit :' { '.' .;. ;', ,"
... , .. ,
. lleA.l;. Report No. 259/1
Tooh. Noto !Jo. i1.ero . 170.3
"',. ':... ........ .
Altogether two ;vere completed and flo\m ond a third l{US ,nearing
at Mindon the wasoooupicd b,ythe Allies.
T\YO aircraft were dnma::sed beyond rel.)uir ond tho third fell into -
Russian hands at Eilenburg.. . '
Qontrols
,,' , o
" Single, stage elevon Control was iise'd on the 'H. VII' with
2,5:,,; Friso nose and geared tab. Inboard of the elevons naG 0. plain .
flap and in the middle trailing edge split flaps extending for the full
width of tho section. .graded nap ,'i
was used, the part bet-wGen the engines opening to 60
0
, bet)-roen
the end the outer win2: panels to 45, and the plain flap on the' '
wing' 16werine; to 20
0
When R.IJ.li:. ordered tho d.esign in qUcmtity ,
however they asked. to, be simplified o.n-d'for tho londiJ:ll! apo(.cl :to
be raised t. give pilots more reaJ..istio training fo,l' .. high aircraft.
The plain flap was' accordingJ..:y J.bckCdup 'on the socopd tircr.:U't ond ;.
omitted on ,the series procluction model. .-', ",
, ,
Plug spoiler drug rudders -of the H IV type (Fig_ 7) \70re used .on
the first aircraft. : These tended to suck oponand hlid'to be hcilld
closed by ;They vere not very from ,the point of
view, 01' cori-crol' forces llnd feel, ond nfto-r about 10 flights they wore
sCr'dB;>ed and replaced by a nc\-. "trafficator1l" W::sign. __ , This \1f1:S ;::
simply a bar om in a from -the'
wing tip ... men rudder flUSh ,wi tilthquing
"
surfa.ce when not in use. Fig. '17 . sho\{sthe rudder iriopen and closed
posi tions but
i
\rithout the vent holes whiCh were cut to :adjust
:_. balance. :Tho 'vent holes allowed flowthroUgb. the bar arid deflected the
, to El. n:lf closing 'forcee,;."_!l'hi'a uaa
supplemented by a spnng'loa..C1ing and 'I:;ho two oomponent s adj,usted" ',;;
to giVo"sati,sfa,ctoIY,r,::feol on the .X"Udderbar. Thi,_s:o/.Pc of'rudderwas,.,,(;
,cl8.imed tobe cheap fuld easy to Jaakc and generolly' ill0ro satisfactory,,":"
L _." ". , : I: : . ., I ".
than provioUs designs. _ . --
.. \.>:'l: . . " , . "::': .' ..

struct ura: ' . -' .' " ... ":,
-------- " . ',. .
. i. :' .' .. . '. (,:,
f'ollowed the
welded tube-construction and, thei.'m.ngs of single'spo.r wo6d"'ln otlstrlJ.Ction
, with 'I'"Ily coverinO'. . .. . '. . ," "., . "
J:;' <:> , ,
" '
. ','
'The I.U1dercarriage ,:w.:as u. foUr wheel laYout,
tne front whoel J?idr tbk,ing about So:;.,-'Ofthe total w"C:Iight 'when resting'
on level' ground.' ':-, ':' 1_, , . ,
,'. u
.. . . ,
The through Shufts-
"with n thrust boll'bel.rlng and _rubber fiexible COUl>J.j.ng 1:.t the' en-gino "
, ,:end and a se1falifiing' ball beari,ng r.t the" _airaorow!ond mounted on "
a cantilever from thl3 main ,,' ..
... ..
... .. ' .
. ,,' - ':.'! .' .':.:
; outer .-Yilig were' of the SDJIle - those of
the H V. At tile line tho seotion 'vus thick orunbor
(zereQrib) gr""ued to a/osymmetricaJ. 'tip sectiQns. Wiilg t'\'Tist 50;
2
0
linoarly unci 3
0
para.bolicW1.ydist?-butod. ,. The crircraft triJlJuod 'YTith
elevons 'l'leLitrril at 280 k.p . ' -
.,
Ji}'
/e
I:
I

1, "
't;::
1
t
I
I
i
1
i
I
1
, .,
Performanoe ,:.. ,
I , '
:,.. -'i,
The follovdng datii ,!ere quOted by jleimar"llorlen " , , ,
from , . ' , "
!. I. :_.'
Flying weight (minimum) 2,900 kg '",',
" It with full equipment 3,200 kg ,., \
Engines 2 x 240 H.P. Argus AS 10 0 (nonnally aspirated)
'With oonstant speed propellers. .",','"
, ,
; ..
. . ..
Nonnal take .. oftapeed 110 kep.h.' .'
Ground run ,'1 250 metres' ,
Sea level rate' of climb at 180 k.p.h. ' , ,'.' *',
, " (full poWer) ,. , .. 7 metres/seoe
",Ceiling . ! ',' I. .: ' 6,500 metres-
. . " :,. .
'," ,
CL ma,x ,no flaps
,,-; with all 'flaps A Or, :aue t. plain flat> we.$. ..
: J' ,0,
.,
'.: "!' ,";
Handling chara,oteristios
..... ,! '. :,'
,',
. -
" us tluit the first':!f11ghts by'" ,
Scheidheuer on, the II VII, his, brOther 'Walter had su,Petv1sed the ling
of the a$roratt:and mistakenlypu1:;, ,ballast' ill the noso :bo'cause
a steel tape with 10 anj;f'lnlsa'ingfrom'the
,to us Viera that' ,the' airot,aft. 'llad to be'
brougnt in at a minimum speed of 120 k.p.h ... with :tight.
back, , lf the' nose was to be lifted for'the hold off; the)urcria.f1o then' ',(1)
floate'd (stiok fully back) until 90 k.p.h. before touching aown.', Nonnal
take-off procedure was to accelerate to 120 k.p.h. and t,llen pull the stick
. back when the aircraft immediately took off and climbed B.Wq. Apparently
; could be unstuck at 90 k.p.h.by pullingbaok hard put, TIl?u1d }lot. '.
, climb until 120 k.p.h. had b.oen reaohed. It' waS 'to.stall the
aircraft vlith the O. G. in this position, the general'l,eha\l'l.our>was said' to be'
"good nat ured" , " . ',:' ,', " .
, Walter flew the H'_VI:r"(with the C.q. in its oor.roci posit;i.on) on
30 - 40 oocasions,8. total flying time of about 18 hOurs.':',
time was also about 18 hOUrs). Apparently the change in brought the ,
,speed do'Vnl tQ about 100 k.p.h., and co\.L!-,d
touched on the rear wheols. It was not certain that a stall
could be produced in stearlJr night.' With tho stick fullybaclCtho aircraft
sank on an even keel ,with fair lateral oontrol. Lateral,oontrol was
pleasant tho 2SVfo Frise balance elilninated adverse yav.., and 'virt.u.:.ll.y
enabled flying on twooontrols.
",
, .. ...
Tests with the "traffioator" drag rudd.er sholrod that ..
angined flight could be maintained with half .ru.Mer and a little sideslip,
turns could bo ,made.,in ,lovel flight',against the dead enSine. On one
test tho pilot ,carrying' out a single eogirie appl"Oa.ch wl,len he I
, realisod that he had stopped' 'I4he ,s"Wplying tho und.eroa.a:rta.ge
. hyfu.aulics o.nd oould not lower the wheels . ,He 'w able to cliiilbaWFJ,
sturt tho dead engine and make a noImDl. landing.
'I
o
'\
I
!
\.
f
..
1
I
j
/
1
1
r
1
L
i
I
i
J

I
I
1
''':
:''':' .
3.10 Horten V III
General,

" ',' This was to have been a. flying modol of a propc;>sed six enginod trons
passenger transport weighing 100,000 kg. "Tl'ie :span Vias to be
: lrOm.with an aspect ratio of 10 and Bvroepback of 2SO.Power units
";'.were six Argus. AS C enginese '.
' *, ;. ,
To 1nako. tho aircraft a.ttra.otive to R.L.lI. and get baoking for
the projeot, the Hortena o.dded a rear loading oargo ca.rr;ring body with an
internal spo.oe approximately )4' x 10' X 6' ; this ,wt\s not part of the
design for the flu1:l1: size aircrnft., under another
moQifioation was made (but not disclosed to R.L.:M). This consiatedof
removing the nose of the oargo bod;y1' replacing the, nose wheel by wheols
on either side:;of the bod;y and putting a ,large venturi,tube with a. 2m x
. 2.7 m. throat inside to fom a. wind tunnel. They cxPected to get
about 500 m.p.h. 'airspeed in the throat, opmbined with low turbulence -
this they proposed to check by the sphere drag method. Later they
hoped to be able, to te'st models of their aircraft ,7hioh oould be 'mado
of wood 'beoaUse of the obsenoe of dlU?t 'in ;the ro.rstre(;:.m..':: '
.' ; , f
" . .. . r. j \ -: - . ';' , -
Was prooeeding at Gott:ingen and was5Q;;& at
the oassation of hostilities. Thcstee1 tube framework for. tho:vonturi
oentre section was finished.
\' f
weight and perfonnanco figures
. -,}:,,: .." ., ,'IF-
1vIax. ,all Up: v.eight as a wind tunnel - 9000 kg.
" ,if,'''; II '.1 oargo oa:i:Ticr ; .i:,
,Without take-off assistance - 1,5,000 ):g.
, : DittO. with rocket .assistedtake-off .. 20,000 kg.
, : .. : ,:,
'. J"
, .
..
'oJ .. ."
',' "
At 2),000 kg. the sea level rate of ol:bnb at full pore"t would be' zero. .
At 9,000 kg. rate climb at 180 k.p.h. wnsoxpeoted to be 6i-7
]5stimatcd trimmed ,OL max's 'were
" , "

witif flaps
OL for
, Aerodynamio desif1U
; \
i !-
.< . .'
" .
'J -
The dosign of 'the v;ingand controls was similar to that of the;,
Horten was large, 70, to give trim without elevator' '.,,-,
OL. Elevons were the three stage typevdth 3.5%
Frise nose' on ,;tho outer flap I and 22% on tho middle and innUl" flaps.
Compensating geared tabs which could used as;'longitudinal
trimmers 'W6re fitted "to the' inner flaps. Maximum cOntrtll deflections
were as 0l107iS.:" ,. ;.: ,r',:: ,
- ,:,1, . .,
. , '"
. :. :'
-l: .
.. ..
, "
'.
i ".
I ..
I.'
1"
,
"
"
1\ ,1
, .
,
Sta:roo.a.:rd
!
:porl'
I
Case
.
Outer Oentre Inner Inner pentre outer
.' ,.
tiok fwd. and oentral
+ 50:. .+ 12
0
;
+15
0
+ 15
0
.. ,,",, 50
1
I
I
1
I
1
1
i
\
I
1
'j.
,
;
,
I
!
i '
.,
_10'. _10
0
or _15
0
'_10 or .. iso _18'
.. 10 baok and oentral
.
.: 15'
_ 8
+.12 +10
0
\
Oentral and to port ... .30 .
.. ,50
. '
-15
0
_30 .
Cent:r;-al and to. 5:'
.. 100
+:J.2
_ 8
0
\.
. ',"' . "'.
Trailing edge split flnpswith n 80 am. were
to, be fitted betweon the engines."'
. . Dragrud.cl8rs Were the H VII "tro:.fficntor" 'type 'ydthvent . hole'
.. balance plus spring centering. '. Projeotion was about 1 metre.
. '. 'I .' ; .'
'Wing a.re sholin. in Fig. 18.. Root thioknessis nbo'ft' 16>& .,
with the usual. refloxed oentro-line, graded to an B% symmetriool.ti1;> .
'. :seotion. ' "';'
'.
u.re

Wing structure was in sevan parts; a welded. steel 'oentre scot ion
.with pilot and 00 pilots seat and three outer wooden wing panels. per side .
'The wooden structure VIas Qf single spnr D-nosofoIm '
trailing edge ,ribs. ,." " ..
.1 \;
At tho 'qattingen tho centre was foUrla in sOC'd'
state, l)...p.oses for the inbonrd wing panels were finished. .
spars and ply noses for the ou'Per panels were undbr oonstruotion. <Muoh
6' the work on o6nl>onents such as. o:pg;i.ne-beo.rcrs, potrol Systems; .
undercarriagos ota. hnd been oomploted and the 6 engines were in orntes
.'
at the mrks, with one spnre.Unfortunatcly ill drawings' had been' token ..
and many of them sean to have been buried by Horten employees near Eilenburg, ,
in the Russian seotor. " . , . .
'Undercarriage
.

The fixed niain wheels were arranged in tandem pairs on e.ither side ,,().f
the fusela.ge and took of the static wight of the airora.f't. The
oastoring nose wheel YmS retra.ctable on the oargo version o.nd. had. t.o be
mounted on a. stalky strut because of the high. wing lnyout . ' Statio' .
grolU1d inoidence' was 2i-
0
) " .,
3.ll Borten IX
General
..
. .
I f The'If IX Vias n single seat fighter bomb"or of 16 In spon with twin
jet' engines, 'Deing afl..l.I1;hor of, tho HIT &: H VI[ designs. Fig. 19
is a gsmeral a.:rrangCillent dra;m.ng made fran 0. wooden model found at
GOttingen, where the first two of tho tY.i?0 wore built
. Four aircraft of H IX type wero started, designated Vol to V 4.
V.l wa.s the protot:n:,>e" designed p;s tr7in B.M. w. 003
jets, which not ready when -.. thi'q oirf;rome . ,was finished. . It vms
."-. - .
\ .
., II
I
t
1
I

t
l'
"
I
l
j,
I
1
1
J
}
J
t
1
o
o
.. ',,' ,
.. : . '. ','
, as a glider (Fig.20) MdextcnsivelY' test t"lo\m.
'" D. V.L. instrumented it for speoial tests to doteX1l)ine
'its suitability o.s a ,gun platfona. V2 was oonq>leted {also at GOttingen)
_ ' with two.,Jumo 004 units end did 2 hours flying before crashing dUring a
" single ,engine landing. The, pilot (Ziller)apparcntly landed: short'after
. misjud.g:ing his approo.chi. V3 was being built by Gotha. a.t Friedrichsrodo....
'. as p;rototype 'of the seri13s production voision_ .. ,. V4 diq': llOt get beyond the
", project but ,\"inS ,to bea two seater night
t" ;:j:"i,noso to house the extra. LlOl1 , ; !';;
' ..
i",:':- " . ,In shape, the H IX ,vas a P:ur'O, wing vdth at thc' ,
, - centre, to give suffioient thickness to house the pilot and thejet--units,
, ";";'" wli;i..ch were plaoed olose together on' eithcr side., ' ',!.
t - .
. . .. ". - :; -j ':: t:. ;-1 :." .
The H IX started as a private, venture the Hortens Were very
anxious to : o.yoid failure so they avoidedaerodynamie expeximents '
',' wherever possible., A'lowor mvcopbaok was used,'han c:m theH V and 'H VII
,
-aIld laminar flow wing seotions wero avoided as a potential sourco of
' Wing scot ion at the j\motion with the oentro'spotion was JJ4&
thiok. yrj,th ,max. thiokness at )0-% and zero; tho
ocntre line thiokness was illCrciased ioeally to 16%, to hoiise the' orOrf.
The tip seotion wus'synrnetrit:al. and thiok. : Horten e1so believed.
that sinoe the oorrq;>ressibility' cosine correction t.odrag' \1aS based on
the svreepback of the thiokn9sS line, tho' ordinaIi seetion would
show little disadvantage.' ': -," ' " ; , ,
t;( :',,:. .. .: ,.' '.- "" "" - . '
.. .! .
: .. Wing twist 'VIas ,fixed by oonsia.eration of Mach ,Nuruber
, .of. the 'underside o,f the tip seotion at top,:speeq. ;;Th.:i:sgave: a JnaXimum
washout of 1.8
0
Ho.ving fixed this, the e.G. ,wa.s.l!ctoated ,to givo trim
at- OL =' with elevens neutral. In deoiding twist for high speed
aircraft, CD values \Yere considereq. iri relation to local CLat operational '
. top speed and altitude (10 kIn.. in the case of the H IX). !ew;lst ,'WaS
arranged to give minimum overall drag consistent 'with trlm requirements. :
The wing planfo:tr.ll'tas desi(9:'led to gi va stall, corm1dnoing at 0.3 to
the ' ,." ','
-:,:!
Structure
.
. ;.
Wing s:truoturo oomprised D. main spar and one auxiliary spar of
wooden oonstruction with ply oovoring. '1'11;6 centre sectio.n ,",'as built
up from welded::atecl tube. Wing tips we're of' motal; ,'rJio 'undercarriage
was completely 'retractable and of tricycle type the fron-6: :wheel folding
backwards aria 'the main 'Wheels inwards_ The nose lihoel _fi castoring and
centred With a' ,roller CDr.1. When resting .on the ground, wing inoidence
7
0
and the nOl?ewhbel took about of'the t6i\111 weight.,;'i: ':::, , .'
Engine installation
, The jet' engines were installed at _2
0
to the root chord and
, exhausted on the upper, suifaoe of the 'wine at 7r:F/JJ baok fr()JI\ the nose.
(Fig.,22)., ,. To prot oct' 'the ii/ings'the surface WllS oG.1rered with metal
plates aft of the jet pipe and cold air bled from tho lower surfaoo ot
tho \ung by a forwl:li'd facing duct and introd.ucod betwoenthe jet and
tho 'wing surfaoe. ThiJ install.a.tion angle' was such that in high speed
flight the jets were para.Uel to thG .urectionof ..
All fuel tanks wero: iii -the' wings. .
. .,
, ; ,,0
-22-
:!
!:
..
.,'i,
, .
, . ,
pont,;rol '8;(stciu
Lateral and control was' by.' stage. elevon'oentrol
flap with 25% Frise nose 'and. ,compensating geared tab balance .' (<This
system ,was also ,'used on the Ii VII see para. 4.6). 'The pilots;ieontrol
oolumn was a variable hinge point sadiet, and bi shifting
the whole stick up' about 2 inohes the mechanical' advantage 'oould be
doubled' on the elevonsfor high speed flight, .
Directipnci.J. cont'rol was by 'drag rudders.' These were in twoseotions,
slight movements of the rudder bar opening the small (outboard) section
and giving sufficient control for high speed. At low epeeds when coarser
control \'las necessary the larger movements also opened the 'secOnd spoiler,
\"lhicll started moving'when the. small one was :f\1lly open. 131 preasin.S both
feet at once, both"sets of spoilers could be operated simultaneously; tlUs
was stated to be a gooa method of steadying the aircraft on ,a target
when aiming gtDls. The Hortens stated that the S'.f>oilers'9{!.used no,,:
buffeting and claimed an operating force of lkg for full rudder. with
'very little variation with speed. The operating mechanism 'is illustrated
in Fig. 28. , A change was made from the, original H, VIlparallol ' link ,
sYstem to improve the, con1irol force characteristics . With tho now system,
fo,rees oould be closely balanoedby correct venting of ;tho
SP!=,ile;r vroQ, leag th,c main control load to be sUpplied by' a. spring_
The cover p,"ate of the spoilers, :was spring loaded (Fig. 27) to fom , '
aneffeotive seal with the rudders elosed; this device was' used, on most
:Horten spoiler and dive b-rake designse .
{ .. ,'. .
On furthcr:models of ,tho H IX it '1e.S prolJoscd tQ fit
"trai'fioator" typo. rudder tried el..'1?erimontnl;ly on tho, HVII. .
. Landing flaps consistod of ylilln tru.iling edge ;t;.l.!'!-ps (in four
scot ions) on the'Vdngs, with a ohord looor spoiler running
right across the centre section functionedaaa ,contrOl
The outer pair of plain haps 27
0
arid tho inner pair ... 35
0
..
on ,the glider version V.I. On V 2 mechanical troubleaprevente,dtho "
innier pai'r operating' and all flying with the'outerpair only .
'The centrGsect:l.dP 'spoiler could be usea, as a high b,reke and gavo
;;'/3 g at' ,9>50 k.p.h. No dive rocovory :flap was CQnsidored necessary. :;"
l ,,, . 10.. \ ."
1t . ... ",-' .. ::. ',. ,." ' "
,
Perfonnance
"'.' .. ,':" .... ::
Proper performance. tests were not'done on V 2 befora,its crash'"
. and top speed figures were 'calculat,ed checked by,Messerschmitts.
The following,figures' were rememberodby' RcdmarHorton:- ' .
1 _. ,
. '. " '.: .
Dimensions:-
All ,up weight, including anmuni tien
, , , &: a:riuour '
" ," exoluding II '" 'II' .
8,500 kg '(18, 700 lb.)"
7,500 kg ,
52 sq .m ,(566 .
33 lb/sq.ft. ,
2,000 kg. (4,400 lb_)
Wing area
Wing loading" .
Fuel (12 crUde oil)
Performance at 7,500 ka (16,500 ',lb.) ,
Take-off run ,
Take-off speed (10
0
flap),
, . '-" ' .. ." .. "
' ....... '1., ........
.
, -2.3-:-
"
. "
'''' ,. ....
.. A
. .. V
l:
1
I
j
10
I
I
1
j
i
1
I
, .
Top spee,d 950 k.p.h. (590 m.p.h. .
. , ':: ' . ,
at sea leVel
",-
" "
. ,t : : .' .', _ . . . ._. , c. .t., :. '.
Calow.a.ted"ooilingwas.16 kin (52,000 tt.)
above 12 Ian. as the burners 1I1en tout.
Enginos 'would' not work
, . :.
., ,
Ra.te of c;:linih at S. L. 22 m/ s (4300 ;
. . '. ,
(Note: this has been checked roughly by observo.ti'on).: . ,
, , . .'.. : r j,
.; .
. ,,).',
" . , In tests against tho Me 262 speeds of 650-700 !mVhr (400-430 m.p.h.)
Were obtained on about 2/3 throt:t,le opening. This appears to be the only
. flight test ' .
.
..
Messerschmitt sent por-l'oi:mance colculators to the Horten w6rlts
to check, ,their. estimates. The method suggest eel by, 1).. V .: tor getting
the sweepbo.ck corroction to compressibility drag was to . take 'an, area),
of 0.3 x the root cl)ordsqUarod at the centre section ,as hitvi.1is',ti6 '<
correction applied, and then apply full cosine correction' :.,
outer wing. Swoepbaak: angle .wasdofinod as that of, tl;l.o quarter <:Jl,ord ,
'I
'loous. Test data was available for On v.J4 for sweopbc:lOlc. ,,:,;": I
, ,':'C' ,:. .. .. .. ..
Tho }{essersc.hijlitt method 'WaS to B:waepbaCk on 'tho ma.x 't'b o':r": ;!':',' 1',(,;,
, loous apd to Mach numbor by ..JCO'S. " , : .',.' ,,',':' ,;,;:". "
,Stabi1: ::XC::::
S
flown by Walter Horten Schoidhnuer and \".,;
Scheidhauer did roost of the flying (30 houFf,S o.t Or::llii6hocrg, Horton'
, and Ziller flew for, about 10 hours. ;u : .;:,', _, , I, '
, '!'. :i:"', ",;:: t'I,;
D. V.L. instrumentod the aircraft for drag diroctionDl stability. '
meas\U'ements. N'o' drag results were obtained because, of trouble 'With"., ,1,.'
the instrtmlent instal.l8,tion - a.pparently on incidence pole "
was fitted which Could be lowered in flight and glidl)' onglOV!Cl.S' ':" .. _ '.
obtained fram the . difference between attitude and incidenco measurciments.r
One" day they'landed'Without retracting the pole. Diro;ciional osciillii.tion' ,.
tests \fere completed succes.sfu.1J.y ond an advance repOrt: iiafissUed (10
pages of typescript) by Pinske:r Lugner of D. V.L." . .,
tche essenoe :ofthe that the 'lateral oscili.ation wns of
abno:rmally long pendd', .. ' t3l,lout '8, secs. at 2.50 k.p.h. aild damp'ed. "out .
in about 5 s,Peecw the oscillation was 6f "dutch.
, 'type but at high speed veI1'li'ttle banking ooburred. Many _
arguments teok place at D. on desircllle Cllrectiorial" stci.bility .
characteristics, the Horlens naturally joining the "long pez1,od" '
school of thought. They claimed. that the long petio'd woUld.. c'{.lable the
to' damp out any'. direction81, Swing with rudder and keep
steal%Y for shooting. " It was that by using both.drag rudd.crs
simultaneously 'When aiming" thoa:(roraft be kept
with m.gh df!mping of .ony rcsidil.al osoillation. " 'j,
" . \10.4 quito 'With ,vary little
adverse yaw." . ", .' , ' .:' . .... , "
} "i '"" ."'" .' . 1 .',. ,'. ,
. Longitudinal cont.J.' and stability, was more like a conventional
aircraft t hari any of' thei'rOoeding Horten types and there. was. complete
absence of the Longituii.iri,?ltlwiggle
u
'uSucl.1y produoqd by, nyiilg''!ihrough
a gust. ,'Tuft tests .vcro' ?One, t?, tho' photographs
-24-
.
. ,
.," ,."
-- ' '.,
l'
I'
"
,
!

:
I
j
"i
j
j
t
. ,
!
. j
t
I
I
,
I
;
I
l'
1
, " III.' .
. '\'lore not good. enuugh for llluch to bo learned. Handling was said to bo
. good at .stall, :the >aircraft siriking on an even keel. There. sooms
',- to be some doubt, however, as to whethl..ir n full stall had ever taken .
. place since full tosts with varying C.G. snd. yt."f{ hEld. not booo. dono.
Mlthough the stick was pulled herd back; theC.G. may havo boon too'
for i'orwDZd to g:Lve 0. .taJ.l. .
' ... sto.bility said by Scheidhauer to be' very good,
as good as a normal aircraft. We did not discuss 1;his statement in
de'to.il as he ,,was' obviotisl.yv.ory hazy about ''What he meDnt by good
stability and oould give very littlo precise information about the'
type' and. period 0;C (th" lilQtion compnrod vlith noma! D.ircraft.
" . S,c}1(lidhauar had,flown the Uie l63A as a glider and was obviously
. , v'ery impressed with it; he was confident enough to do rolls and loops
on his first' flight. We asked him how the H IX V.l oompc.rcd with the
163; he vro.s reluctant to give an MS'Wex' and said the two were not
. cOtlparable of the difference in size. He finally c.dhlittod
. thut he prefe.rr,ed"the, 16,3.w.h1oh Wo.s more' manoeuvrable"cmd a delight
'. to fiy (he Coiled a '. .
.:-:'':,
. The H ,n: Jet engines, Wl'.8 flown Ziller 'and
oompleted about before its erash. 'rhiS .ocourroo. atter
an' ensine ,fl,p-\Ife -the .. pilot ,undershot,,:tried to"strcrtich the 'gllde nnd ,
stc.lled..' One wing LlUS t hllve dropped, for the a.ircraft. in sideways
and Zill.er killed . Before the'orash a demonstra.tioh,had Doen given
" I . ,.,.. .'. I .
c.ga1nst an Mo 262; Horten s.aid H IX proved faster and. more manoeuvrablo,
with a steeper and. faster olimb. .: ': :"."," : .
. . .
. In spite of the crash Horton. thought the single, on.gme porformance"
".eat1si'actqry ,D.nd. said the .. closo spa.cing or the, jots' citd.o, singlo engiJ)ed
f"lYinS :sjrople.', . '... . ,'. "-" ,:
i,
3.12 Horten ,X '
... I " :. ...
'" .c":';.' . H a high specd:nrrow shaped lying wing 20)- .
,irispired by BUS6l.i1anns.statcment in 1936 of the bencficiri.l :effoct of '
. on dolay ot the shock . appnrently up, the
and gave them new proof that thoy wore ,on' ,"
.. the linea,. , ' c' v' J ,.
.' t', 'f "
'InitiAl' worle on the H X consisted of experiments iying
models of 10 ft. length weighing about 8-10 kg. Frem these they
deduced thQ C.G. positionneedcd for s!,tisfactory flight with 'low
" llSpedt ratiob.nd high sweapbe.6k., fqund that theygot good results
, with . liP dihedral and.' hO tin . ,', ,C, , ',' '.
The next 'step was 0. mari carrying glider model 'Woighing 400kgi
with the' ;)V'erall dimensions of Fig. 2.5. The wing section wriS a'
low with O. Wing
waahout was J dihedral 'Small FriSD nos e elevons were fi ttod but
no flaps; a CL max of 0.8 was expected with sto.lling incidence
of 20
0
- 2.5
0
Rudder control wo.s to be by fling tip Ittro.fficators
n
. '
The underoorrilge was of tricycle . layout . giving zero ground inoid.enoe
but cleor:mco for a. 15
0
nose up' attitude at truce-off;' the i'ront wheel
Vias to be retractllblebut the rear Wheels fixed.,', . " ;
4 '. ., .' -.
Work on glider H X wo.s in progress ct Horsfeld. . tho
writer visited the works on JWle4th .:1.945 it wns being usOO. Us on
!Ii.T. all niror8.ft compononts had. been dumped
'a basement''' orily one wing rib Ond main spc.r 'could bo found.' All
Cirawings' Dnd. colculD.tions had gone. .
0', ,J
.
. .
\
.:J
j
!
i'
I
1
.:1,'
r
:, ",
1
1
\
i
t
."
i

f: . :\
(:'
,"
1:,' .
r
..
!
I'
,
,.
'.'
t
1
..
I
f
.!
I
!
I
"
' .. ' .
!<
,;:. '" .. - -'-';",. ;'-.;:
.,.,:,.( .. ,':.':-, " '. '" ..... ' .. :.
speelfoontrol problems on the glide,r,': <
next step was to hf.\'ve :been a., with ,Qrl Argus AS 10 0 pusher' ;::
" . :.The Y/.as envisaged as a jet prove1J,ed airc.t;' aft" ...... ,.4--
" with thesame.general dimel1s'ions,V!eigi1ing 6 - 7-,.000 A single H 11. : ,',
" _ jet engine wal?'proposed ana. a top speed of 1200 k .. p.h. j. >' " .
':' 1309 was to to kg.
, Initial tests on control effectiveness wit'h high sweep were' carried
.' out on the H XIII to guide the control.' d:;sign for the H X.. No ideas .
for controls on the fina.l versionhaa. em6i!'ged ,but Horten said he
to stick t.o Frisa nose as as' 'it wOuld work. >: ": .: .. ','
, .' . . . . ..,.' . ,: I \ " ': '.' . , " '. .. .' ..
. 'In general appearancethe H X bears a resemblance to the Lippisch
....
designs for high speed andsupersonicairoraft, particularly P13.
Horten said he had not heard of Lippisahts':Work in,Vienna until he ,oame
.,'.. to London. The main difference ii1 de$ign'is tha.t HottollS .think a:.:'.
, ' ,fin unnecessary whereas Lippisoh 'one .. ;, . . ,
. . '.' ' - . '. . .. "
; . .. . . .,.: ..... !, :
, 3 . 13 XI' '". " .. . ..;/
.. ,
-", " ' ','
, " " _) . ,: .. , '.':-,' ,I ',', -. t
... '
. ",',
This was an aerobatlo'sailplaneQf,. 8metarsspah. '.' ...
at Hersfc.ld and had no . :'.: <.l< :': ;.'; "
"
..
. .'
>f ,"The 'HXII 'wasa light side .by two .seater vr,th 100
:; It 'was intende'd as a ,private owners .. coupe' but. R.L.M.were.int.e:reiilted. .... ,: ,;
. - "
in it as a-trainer. :Tht firstof the type was built endflbw1: ki :. )', s";.' .':': .
",G8ttinge:n (where 'it.wasfound,destroyed in.:rune ,thi!3 year)as':a,glider;,.:,
work was also in progress at Kirtorf where a mook up of the power oent:c!3. /", '.
. .-
section was .found,. b'aaly damaged by " " , . '.' .: . -. "
... I ,J.. \ '
. " ;'",
, ! ..
'",,' '- t", .
, ' ,.' dfmen-sions'
. 0.... j" ' . ,./", " ;. .,.' .. \ ;,'.
,;;.:, .. .. ; .. ,-"" ' 16')netres""
f ' . Aspect Ratio 8' ". ',;
1: . " : Wing area',' . ," . 32 (345 sq.f:t) :::'" . ."'.::;'
! .. ' .".' .. ... " Leading' ,.Sw::pback:.;. ," , 300 ',' :,'.' ,
L},j .. '700 kg ' :,: .;'
i ::, ! " 2.19 .
, . The mngused a Musta,ng section 9;1:,/ the root' '"
I
;
r
".'
L
!
I
;
,
f
- ... " ... 'th t' w h t, 3' 3
iO
. 1 ,J
, section with Mustang'falrlng snape - e lp. au ,was .-. 2 ".-' '. j':"
" I I . " . ,,! '. ' ", . ", '. :l' ..
, . Elevon controls' Vlere of R VII type with.a 20% Frise nose. PlaJn ... '.. ::.:"':,1 .
. -:
flaps were fitted with an If IX centre section spoller.and t'trafficator",
.' d dd .' .. " I .. ' ,.
J r,ag.ru ers. . ,...,',.. i. ' . .' . .1, : ./." ".
The undercar;iagewas,unusual.iIi:l1.aving ty.o wheels forward and one. '. ,
mai'n whe.el aft taking 60 ,the:v.:c'ight . All wheels I
retractable. , ' .. ' ",' .. ', ,' .. ' .
'. E ....t,. ,I , " ",'
, had been )twas found. that the sam('troubles .
. Vlere arising as on the .IVb . .. lamina: flow, sectlonSVIere caus:mgb.ad
. tip stalling and loss of oontrOl. a.t the stall." ,' ..
\' t .. f
' ..
3.15 HortenXIII
.: '
.. ,
, },
, ;
":
/.
1
I
i
I
1
!
t

1
!
i
,
o

, ,
o

t
\
3.18 Projeoted jet bomber
In February 1945 a oommittee under Prof. Bock with representatives
from Junke],;,s, Mosserschmi tt and Horten, dalibern.tGd. over the optimum
'dosign 4 jet engined bomber. Designs lu Junkers (Ju 287, n. swept
Messerschmitt (Projeot ll07 a swept baok tniled.
and Horten T(ere oonsideN..CJi ... nn,d a, joint,
report l.ssued giving the Oomm:Lttee's opinl.on'on the bes1;;:eat1Diate' tor ,'j'
relative porf'onnanoe. Junkers published tho report. .
The to be L'let was for 900 k.p.h. at' 10 len c:nd 0.
range of ;000 kIn USJ.ng four H 11 jets. According to Horton tho' oommittee
deoided that his ina.chino, given tho sc.me top sPeed as tm others would .
, have more range and less londing speed. (125 agDinst
,'" for the others). . Alternatively he could oo.w.r 8 tons (metrio)ot bombs
\ against 4. by his ,oompoti tors for the same ronge. "
Spa.tll
Aspeot Ratio'
, Wing loading.#
Horton
;'. .. )0 xn
" .. '
22.()1 kg/in
2
., Harten said the agreed On for this' 't>ibo78
exoluding', :Mach, J;io.. ,Q.orrection . 0
'1,. ,..-;. ' .,\t ... ",. , '. I .
. In the struoturaldeeign.ho rockoned to 'all
up weighii,.(spa,r. and, rib weight) OOJlq)a.red vdth 0. oonverlt'ionril typo .. ' '''i''
,He thoughf,the comini tt.eo. 'a 'bit unfair beQa1l:Se thor, ,on inoreo.sing
his,'estimate of structure iveight by about u ton.' "" ;, ' ,
, , .
. .All the above ,figures '\1vI'C ramembered .by Horten': who them. .Q.8 '.
u rough illustroti<?n. Thoy are. not accura.to.
',.4,
4.
now' the Hortens design their airort\J.At
, . Introduction
\.c,i 1.. 1
...
The H'Ortens started their caroors o.a niroraft designers in a
very woy, withoUt nssi'at!:mce from highbrow theory,.- ,Early
Cfusigns wera 'based mninly on they found satiafo.ctor,y on u
. soale modeJ..As time went on lli;ink',r Horton begM"theoretioo.1 investigo.tials
_, of various problems that took his fanoy .:md built lI.P 0. 'cOmplex . '. "
basic design prooedure. ,Some of his' methods' 800m strange to us and some'
lraportant aspects he still leaves to 1IerJ?arienco"'w\lero we tend, to
ttuStthaory. The follawing ist:l.bricf account' ot .his methoq.s as
related to us at aOttingon September 194.5., '..'
" . '
.! '
o '
"
:Wing :werodeEdgnod from S{.rotch, and wore 'Wind
tunriel tested. .Thopnly eXCeption 1;0 this rule 'was the dianstrous
adoption of the for H IVb ,end the H XII.
,Camber imes' by o.erotoil
giyo zero Omo. This 'M for the "pUso . of:3% '
QalQer ,- .
; '{
, .
..
r,
,"
';',.:
1-
..
t
. t'
;
t
.. f.
;1
I
I
1
I
;
i
. . I
i
1
, .
" "

*,' ,
, I
, "
\ /
'." .
';', "2, ' '. " :' "
:rhis has and . ,both 8;GrOo At x " 1 end gLves .,. ::a JnQ.X at x
lJ I)!>_ .. __ ....
'*-:-- ' ..... .. --. .".. ..
. , .x _::--?"" ' I
'.0
, . For fairing: ehD.pe.a', 'they ,used holf the1amnieonto
, .
'. "
... ,',
Y,' = i fi (1 - x) J 2 - x
": ,: 0 ; "
. ,
'.
"', .
.; ,
"
,,'
j ,
. :.'
f -,
. I .
',1. "
, 'with maximur;1> thiclmess at W they' usod. " '
Il. due ,to :Ring.leb. " ,,' ,,'
... ; . ,; . _. .,
To get good stallingoha.raotoristioa the criteri011:,
, 'WIlS used.: ' -_-:----;
.... ".
where p " nose radius
, f

o " ohord.
.. t " 1i.lOX.thicknes,s '
. "t
f ',.
\(
: \
, '
'. . \.} ;.
. ""'- ..... " ., . ' ...... , ..
"
" .'
,- . ". '\,
.... "
' .. . "
,-< ... ; ..
.
, ,
, .
This oriteria;' 'is well known and 0. report by Kawalki 'of 1>. V. L. has I
been published on tho subject. ' '<'.
, .!.
Wing tip seotions are madesymmetrioal because Hort<!n dislikes tho
. idea of a oambered section with negative flnp defloation at tho stall.
, ' ' "
Horten thou...1bt that position of the :nlnx:Lnw thickness of the wing
oootion haa." a dofini te influence on tho sweepback 'that oould be used
due, to the influence onlatercl. flow in the boundar,(
layer. He sUGgested .rough rule for 12% thick
,." .
Mtix th1olof()ss
looation
HaxirilUrl sweep
(LeD.d:i,ng edge)
45
". 35
0

, ..
','
, ,
, 1
i _
-\ .
,
!
\
.J
I
I
I
I
"
:
i .
I
1
'0
\. . .
I
1
I
l
l
I '
t
,
I.
v
o
r
v'"
'.'
. \
This rule was based on his experience of the flying qualities
of aircraft so far built. "
. .. . ,'. .
.',
4.2 . Calculation ot: aerodynamio centres ,.
: "--'......... )" =RI,:,,,,*,,. ,i r
, ,.,
. Aero<l,ynemiQ. QQntre b1 or 1ihO
produot ,ot local loading x distance of the looal aeroC\Ynarllio 'oentre
behind a cohvcnient' spanvlise datum. Load dist ribution l'IaS. first
calcula,.torl by Weissingers method. for a swept back Wing_' Det,ails of
this were not known' but it ,was. apparently a development of 1iulthopp t S
method lmch extended the lifting lin'a theory to take account of
chordvdse pressure distribution and, the influep!?e ot this on' induced
velooity along tho span., Load. distribution.',m:i.S: USCCl. to give values
. . . '. (:......' " .t'l d Or, looal .... '
. , .' 0 ... - . ,
-1-:------:- -"'---1---";----'. ." da wing. ; .. ; .. "
,. '.
... ", ' " " ....' 'Local aerodtvnamio oentre'
r h \ "US assumed to be at 0.25
I .
\ Pv" ... ) --t:....... locus of ... : X 'Fl. x C from the . ,
, ._'f'.. -_--;:"t' /"a.erodynamio'ed,ge" being a factor
- . centres '. , t th A""""'-... ', ......
o ': . ... - represen l.ng e ....... ,b'Q.I." .........
. . I 2?r.
.; : 'IJ' had approxi.mateiY the
. ; " following valUGs. for; .
.
"
. :::, , .. J thiokness, '.
. ratios: '!" .
" - \ ",\, t ': <: ;:. ,;'(,. ;i'. ' .. I "
.' '. .. ::- :': ' ". ,: ,,' .. r"
. .
t , ,>.
. \
.'
'".'" '
.', .
, .'
0/- .
r;o .
.1CY;b';".
'" .'
l'i.\ljO' ,,'
': .'. '.
,
,
.. :.\"
'" .. - < "
#
. ,
. I . .
centre of .gravity positions were by llorton as distances
I ahead of' the above neutral point in tazms of a oalled the
"PfeUmass"., Tho Pt:eil.mass is a measure of the fore and aft di.mension
, of the wing 'and is defined by ,ci::',
. .""
."! S
......
. . /Py O;r
o ,'.
,p,a .s
p .. is the fore and art distance between the oentra. of the
sootion and tho oentre at the general point y.
, " "
'. '
I "
1 .
. ,
r: .'
f '
t'
Ii .
'"
ti" .; \
J ..
.. .
\ -
,
i ,
a .
\
l
1
j
i
,
i
, ,
'I
;
, ,
j
... "
",
4.3 !:,ixing tho layout
'" I
Pre1imin& determination Iilf O.G. position
lIP - .... : .. ___ .. , ..... ....... ,, ___ , __ ....... >_OI.
.;, 'As' drst approximation' Horten usod the follovdng gra.phicnl
'oonstruction to givo a moan chord and .mean quarter chord point.
\
, .
Tho first apprOximation to tho C.G. position was taken as moan
quarter ohord ,point dof1nod asabctvo. .'
'. It :w.illbe notioed, thfl.t the mean ohord: used b1Horilm is the looal
ohord line passing through the, oentre of area oftha half wing. The
above oOlUltruotion ,doos'not apply to planfonns greatly from a
trapez.ium.' 'Tho chord longth so defined is not tbp 'F"0 as that
"'S' ;, \ '
by, -'." '
, , b ;' ,"
., .. ,
. ,I . ".
.'-J '
Tho prooedure here 'Was to oonstruot curves from whioh statio
margin ,could be chosen if wing twist had boon deoided,' or, more
Usually, to ohoose t1.1ist for a givcnstatic JllaTgin, assuming in either
OD.SO that 'the C]J w.ith elevens knoWn. '
, . '
, , :rrinr.led CL I \
,
, "
"
elevons
neutral
----. A 3 mean twist
--- 11.2
L. __ .
statio 'margin
...
Mean twiat was defined as
+s '
" j.s'>'y Cd" .dy
6.= ,
,',
"
t, S
-31-
, i
o
"
I
t"
.
\', i"
::.
j: :
,,'. ,"'"
i
" ..
"""',-:
; .
!
1
I
j
I
'1
\
, '.
. ..
. ','

. .
, '. :.'
'j .'
i
''o, '!
..
- . ,..-,-------
- - - ~ - - - ~ : - - - - - - - - - - , .
/.F:: . ~ ,
'#', ,'t"
. ~ .... ----... ,
"
,.
:,

. '
1
~
;
~ I
I

i
~ ;
i
I
.' .
'1
,
J .

j
t
1
1
1
,
, '
o
I
Where :A, moan :Met
. .... .' ........ ' '. - .
. .....
Ay twist at; ,general' ;point l'
; '" J .. '.
Oy =, chord" n ", , n
... tir
S = wing ru:'Ca
s.
,',\ .
. "'.
',,:, ';
statio known from e;x;pe:dcnoe'
gavo the follovqng table (ell in % of Pfeilmass) ot vaJ.ues for, ',:, '
different, Horten airoro.tt.. ;,
' ..
.-
,
Statio IMrgin
"
Type
(% p)
Com;nants
.::--
5%
.....
" .
. '"
II
.. L . '
,:i":;-_,
. .-
,
"
"
III
4-% ,:.
: :
,
:
Normal , position
" "i:y;, i
\ ,
t, ,
satisfactory longitudinal
"

Nanimum for
"
; .,', "'
.
ste.bUity
.. '\."

" ......
5%
For best
, ...... ". ,
" "," .
..
3%
For Ol)timUl'll',pol"fonnanoe
, ,
" f
,I
IV
,
-,' "
5"
, ' ,,' :
7
0 NOI111C.l I
"
I
.
7%
','
Bost handlin
' ' -
, g
.
. "
V, VII,
IXI
2'
-
3%
. .
-
," ,
.J" "."
" .
" 1
'.
I
I '
i
i
, On sailplanes, twist 'i.'M designed 'to'give t!autral, trtnl'"
near to' the CL best gliding angle, and on m.rcrq,ft trim o.t
cruising'DL. ,Centreseotion head fairings havo on
" ,on, , ' , ,,' , ': '
/
r 1-:
In the case of, high -speed .nil"oraft, of mean 'twist; 'W'aS r '
further complioa.ted the need to avoid looal shook stall o.t hip;h . l. ::':;
speed. The me11hbd:'df dealing with this describea. in para. 3tll '. \'
under uAerodri&riio'DesiS!l". : ,'" " ':
T'Wist alstribut'i:on uas detennil1edby the type 'of': rdrora.ft.' For i:":,'
a sailplane/,whioh",spendsmuch of, its time in Circling flight, Horlen I, ,
had devoloped' a whioh t'wist distribution to Be designed ;,
so that the;gJ.ider Vias in 'trim laterally and 'without;"
elevon or rildd.rir defleotion. 'In the onlou.lation tho twist noodod . ;.:' ,
give static .equilibrium '{as found, taking into' aooount, variation of ' '1',',: ,"
incidence, speed, profile and, induced . drag, across s..Pan: and
assuming straight trailing vortioes. " , " ': ( '" .' , t ':
t
The onswer lJas.a>twiat of ' the form
, ' e= eo (Az' + B (z,)3')
t> s s, ,
the second power term
.
.. 32-
, ,
. .',
, ,',;'",.
i'
i
I
I
I.
1
\
I
I
I
\
.,
,
On ,the H IV tor exompj" tWist 'Wns d.esignod. to give trim in Do It.5
0
,
banked. tum at Or, :D 1. InoidBnce d:i.1'ferenoo between the tips was 1
0
and. the tvdst was '
.An additional twist of 1.1
0
vms added giving an
overall designed washout of 7.1
0
The second povror tem llas
to satisfy tho oondition 'for longitudinal trim (flaps neutral tor "
trimned ::flight at 100 k.p.h. on the. IV nnd l40 k.p.h., on the VI).
, ,
On tho H III the linoar term wo.s muoh bigger (4
0
) and the inoidenoe
differenoe between the tips 6
0
in the speoified ciroling, oondition.
TOraionnJ. defleotion of the wing was eJ.loWl3d tor in those' ooloulationa.,
, '
, In addition ,to the above requirements Harten also .. designa the ... '
oombination of taper and twist to ensure that looal stalling lift '
ooefficient is first reached 'at tho, middle thiId of the aami span. ,
'Apporently all these oondition s, OM be satisfied simultaneously, :
, tem was said to be availElble inainly t.or stall 'oontroi whilst
the eubi(i ga.te' the' re'quired rolling " "
" ,
1
: t. ':. ': .' : :' ' . ,
is, governed to soma 'extent 'by the load bei1Ig carried, '
but for low speed airoraft Borten liked to keep lea.dingedge sweepbaok
below 45
0
to avoid loss ot controller power through bound.ary layer 1 ,
o Utf'law. For high speed. aircrai't., high sweapbaak an hdvantage, tor
besides keeping drag do\m it l>rovonted over sonsitivity Of oontrol.
. I
. "'". I
,4.4 Control desisn
i': ,
" ,
No riaJ.oulations of control 'foroes '\'rere ol:IStomnr;y,. was,
governed by experience. Aileron perfonnanoe was 'ho\1ever oaloulated .
on H.IL: ' , .. .... ....
" . ' :, . ' . : .
The change ;ovor from round. nosed to nose,d opntrols was made
to imProve the yawing oharacteristios with waron 'apP:LJ.eatios.The
subdivision of the flap mto two ports enabled dU'ferentiol to be used
to iniproVc the tavourable YD.'" with aileron. Frise nose in this'
oasehaJ.anced 'tho" round nosed ,inner flap lllso. In the three stage flap,
Where ,the outer flap behaved. prinoipally as up going o.:tleron, it vias
possible to nlter the relative belanoo be1;ween aileron and elevator (the
latter being usually too light relative to the aileron) and produoe
better hDJ:mOny of oontrol. This Was said to be ,especially important
in high. aspeot ratio sailplanes (or aeroplanes like ,the 11 VIII) whc:oe
the ratio of lateral inertia to longitudinal inertia. is high (e.g. this
:ratio was ,about .30 on the H IV oompared 'Wi.th 5 on the nIX). Further
revenlod that Horten . thought ,lateral, inertia :important
beoatiSe'the initial response ,(acceleration) '
gust di's'liu:ri:wnces dapondond 'largely on inertia al:thougb. tho tinal. rate
of roll was hardly affocted. * " .,' ! i :::, , , ' '.' ',;.
"
Drag rudder design wc.s. avolved ontirolYby,flight, e.xperimemt ltth
no wind tunnel data to help_
"
f
I;
L' ... :
r
I
'\
r
t
! ,
1 ,
\'
I'
,'j ,I'
.' ,
.1 ,,'".
,
I
j
j
1
;
j
1
I
i
j
1
I
I
I
1
1
I
o
o
(

" .
'" .... -
Dynomio was Was not
studied very carefully in flight., . Rolianoo'"WO.s placod li.lc.inly on general
, impressions of tho pUotand Tie found no'evidenoe 'of results having been
analysed ori tically. . ,
obviously not in the lwbit of thinking in terms of
periods tultl: .d.ampings, and Reimar di;d not know 'Vihat"l.y and: 'riy. were for
hiG YarioUs"designs; dihedral was f'ixed by experience, '
!'
I
J
t '. o.
f '
The "stiok foroe pr. g" oriterion was not used and Illthough elevator
angles tc;> trim 'ROrc considered in the design stage there no methodical,,;
flight check.
, ' ,
. . _ , . .' .. " " --r ,
During the oonstruction of .their series of aircraft the Hortcms hod'
beon foreed to try a number of unorthodox underoarrio.go 1810uts using . .
2,3 ond 4. :wheels . The :tricyole 'and four wool layouts used Wheel
positions giving a wide range of' weight c:'tl,.stributidb. ' Tho tollowinS
, i'igli:J:es \re:te quOtedl- .. ' '., ,,'::,' : ',) '.' .,
"'1,
, , .
:. ;.
H IV
,: H Viti""
-
8 15
Mninwheel . "
92
: 45 \,
-: , The H VII andH 'take n lax'ge proportion on the
nosewheel .-. of' ,:the Those hoQ.VY .'
with largo ground inoidences to "enablo tp.e aircraft to fly off
,( . , '1 .
, :," _ ': ", ',: ,
, to HOXton none of the luyoutst4sted,h,ad .,'
trouble duo to po rpOi sing or inability ,to Unstioki.'bo ,wasinoJ.:i.ned, to,'
, ",;>,,_AUsmiss undercarriage design as presenting no problems." .. - '
';,4,.7 ,Stressing
..
. .... ' ' .. , ;';'; '. . ",
s:tated that thoro ware no speoial tor st:t'ess
oaloulations on tailless aircraft. The H IX WQ.s tor. anarinal
(n) qf 7g oombined ldth a sri.fety factor L') o,f 1.8., :;Other
design considerations weTOtlS 0110\75:- . ..... ,
.. (a) ,'Gusts of.. 10m/BOO. :in ri dive at llOO k.p.h. with j'lS 1.,2. T):le
" air was assumed incompressible for this calculation exoept that
dCr/da was arbitrarily increased over'the'imoompressible"hlue.,
A rclievinc; factor of' 0.6 was
, (b) . A' complete, ailoron roll (.360) was to be possible at k.p.h . at
2500 roe in'4 seconds, ino;t.uding ollownnoe for aero elastic. distortiop,.
This was both n perf'ormDlloo and a streseing requiremont.
. , .
(0)' There were no off'io;i.al aileron ,but Hortops
designed the n IX:'for speed pf.?-.2 ,x speed (1320 .',
k.p.h.) ,ll.Ssuning ihOOr.xp:roa.sible floWe" - . ; . " '.' ..
, . ,
,'. i
"
,-' :,'
. .
;,
" j
I.
" .1' ..
",
"'!'. ;
: ,
I
l
I'
!
j
f
1
1
i
,
'.
A pecuiiar feature in structural design ot the VII was mentioned..
It was s'tiated.that 'the oaloulated change of trim to cause a 4g dive pull
out. 'at. diving.speed 'Was only 0.3
0
of elevon, when allowanoe was made for
aero elastic distortion. This 'WaS improvod by increasing the ply Bkin':' t,:1
from 1.5 mm, to, 2.5 nan . The phenomenon would be more undea;o-
Harten spar bending had been large but. f"
,.
,Jictual .t:i.gures',qUotep: ';re: ...
., ,
I,
mate .... . "
j
"
Dive
1.5 11m]?lx. '2.5 DIn
i
+ }o!. ' ... .2 .'
.,5
" '
. ''','' . 0
'. ::: ..... 05
. . '
Comments on some aeroWamic 'aspects of the
and oontrol in fli8h
t
Longitudinal
: '", '
: -.
,-
.'
,This seems generaily been , It, that "
on thair light aircraft there was a in +ong- '.
l.tudinal S\lSt response (and also in control response)' whioh
seems ;'0 ,have been more sudde-p than on a conventional type bUt'this'
'was lcss marked in the H IX which had more normal wing loading. Tht",
Horlen view was that with correot C. G- posi'tions there was' little .
important difference. 'When questioned about static stiOk free
instability 'when approaching the stall, they thought it 'might' possibly'
be present but were sure that stick force reversal did not oocur.
j ,:':, , ,: 'rr '" "..., .. , ,;, j ',:
, On the HIV,apeoUliar form of "longitUdinal instability Tr.aB
mentio.ned by ReimarHoiten . Apparently a short period oscillation
(period about 1 seQ.) muld be produced with d.anq>ing varying vdth,
speedJ being abo'ut zero at 180 k.p.h. higher speeds it s;howed ,
signs of btri,J.ding up (-va damping). A \ms ,that it .
might be due, tf,) :8.' coupling With fiexure arid t017sion wing ,but no
preof had been obtained." ' .
Lateral
All ,their to have had less a.2mping' :tho lateral
.'
than normal but ,also, a period which made it easier
for tho distu:rbanoes with rudder. , .. Ts feature is of
interest in view of tho vr.Ldely hold vievtin' 'Gi)Imany that tho period of ,
. the lateral. osoillation on a high speed fieYltor jot
is too t:OI; 'goo'd gunnel\Y.and should ,be increasod to
4- sces.
;.;'
, , ":
'
, "
Directional"
Directional stability would bo expect'ed to, be indifforcmt boOa,uso
of tho ohsonoe" ot tins. Northrop ho.s found on his eircraft' 'that tho
10"v1 values of nv and Yy ma.do it possible to fly 'With appreoiahlo ":I,,:w
,dthout the pilot lcnowing it, and this led to ohanlcts-:-l.stios
in rough air. is satisfied. with the. behavi0U: his aircrait
without fins and stuper oou1d. nottwd to
direction on ,the H V.' At R .A.E., o.ftar about lhour
t
s flying on tho
.... . ..
"
"
\.
/
I'
i
'I.
!
o
I
\
,
1
!
f
1
1
l
I ,.;#
!
I
t
t
I
1'0
1
1

I
1
'1
I
. 1
i
I
,
,
, !

,
. H IV, the impression that thoro is defin-ite1;' unusuoJ. in
directional .. stability and oontrol. 'It seems' possihle to, fly With
oonsiderable yaw and the responso to drag rudder is 'quito ditterent trom
that of , tho oonventional aircraft to a normal ruddcr.Asyet it is too
c:arly to give a :full report on these i'eo.turt>fJ. : . '
5.2 Behav10U;: a.t the stall. and rocovety. from the spin
. . :::
.....
.' .... , '!' ... '
stall resear.h
. . .... ,. ... ,
Besidd's doing nonnal stall tests, did 0. certain, omOUl1t ot
rescoroh with: 'WOol' tufts to gain insight into the now ,ohanges o.t the
I.' stall. On the H II glider surfaoe tufts war6 used and photographed
by a oamera in' the pilots head fairing. on the H III more oxtensive
tests were done using surface tufts on one wing and: tufts on 2" mnats
on the other, the stall being photogra-.f>hed frt>m'u storch flying
immediately above'. To assist in the intorpretation of tho photographs
th9 glide.r was fitted with a sidoslip vane and an A.S.I. \1hioh rogistered .
on':tho uppcrsurfaoe of the wing nnd appeared in tho pioturos,.,r Chordvlise
lines were painted on tho rdng to readily any of tho tufts.
This toolutiqueprovod diffioult, particularly for. ,the Storeh'pilot, and
. ctho'.photpgropha wero"apparently not very good. They ,did,oonfinn howver,
. :that'tho stall started B.t the middle of tho semi 'span'I"and showed the
spnnwiso drift of the boundar,y layor. Tho H V (lIld H IX ware olso :t.U:f'1;od
but no piotl.lr.CS were t alton. Horton scid that tho tufts, again showed "
that the vd.ng tipS' didnqt still and in the case ,pt" the rr
W'dS sketched a$ 'spreading to the root whilst .. loaving tho outor 3010 of.
tho semisl?an unsto.lled. ', . '-
':'t'.;',,
In general ,Horton' thoug: ,t th..."1.t a stall with G. bo.okwould bo "
worst because tho u;pwnrd olovon anglo would producing .
pressure on upper of. tho wing ... inoreo.sing thex.:..-:;
spamfl.SC flow.-:-, .... ',' " 1.5: I., - (l) ava11aDle "
. h " , .. , .. . CL,;ma.xa
The ot designed j' ,/.
and . available Or. .distribution . ..' . " ! ; 1 ":' ...
wns as sho.m. This nctUD.lly 1.0 ., . / ... \ ..... \
sligt'1.
t1
:r betto:. '\' (2) Di .. ' tto with \ 'I
nth J.f tho .up.'e;.evatct
r
\ ,I
oJ..-trc. up clovon required for, ' .. ,'. "l .. ;
t rim vii th G.. fo xvlard, de- '., .,.,.... "'....- \ !
creases the avrii1 Ilhl0, tip . '1, 'OL .obtained \ I
OL by {HJL, then " " cas'o'; (1). ,l
obtlllnod ot at that1j? .: '. . . .- -,---- - _.
decreased only by ,O.9Or.. . , .0. 1'/s 1.0
Howver the spruwdso :t1ow effoot was thought by ,Horton to be of
importance.' .
Tests of e.G.. position' on f1;zing oharacteristics" ,
__ ... -",. 'us ..,,- . - -," -'.-.. ..,.O: ....=*(J\"' .. .. _ .... " ..... ... ... ... .. -'". ___ .. " ,
Tests on tho stalling r..nd sp:i.nn:ing of an, Ii IIl; .... g1ider vmre done at
thefurnborg with vOJ:"Jing C.C ..... position. To with, weight was
added at the back of tho centro section until the gl:i:&lr'waB only just
flyable. This.requirod 35 kgof ballnst (thononmal C.G- position
was 2.1 behind thlr-centro-sccff<?'n .. ..lcl\@le 9Qge,oorrcsponding
to .... A' tUbe 2 long vms then put '
under the centre scotion with a 10 kg sliding weight which was kopt
f.orward for toke off Md landing end moved o.f't for teats at height, giving
a' statio margin of 0 to -+/0 pf'oiJ..muss. .
, ,
.. "
, .
,
t
l
..
\ '
,.
,"
r:;
r;
i'< ..
F".
f "
I'
t'
fl.
;'j
l'
I
I
i
I
j'
1
"
1
,
,
j
, ,
,I
I
1 '
.l: " .. cnaractoristics were, D.;S rollows :,-'
,', _f",
i l' . ", ,
, ',(D.), , C. G. for ... nrd (10% pfoi.ltna.Ss, ahead of neu.tral ,point). Stal.l.1na
'and 'Spinning were ilrg;>ossible. ,,' ,'. .
* .... '
(b) .Q:.Q:.., norma.l, (4%" of pt'eilmass ahOc.d of noutrol 'point).
1'IQ.e possiliie but spinning 41ftioult. Spinning was steep end
nor.mnl recover,y prooedure resulted in a steep dive with little'
sideslip. ' . ' ,
.::- . (q) " c. af't (2}& pfeilmAss).
, , \,: '. " : ;;" '
Iionnal, flying characteristics' bogan to unpleasant. LOng1tuClinal
control became very tOl.lohy. , '
.
i
I
, ) (dt Extreme aft e.G. (0 to -i% pfeilmass)
1 '.' "
i', :' ".,' ' .. -0;' - _ - .. ;". "', . _ '.' _ .. :. . ,
/L':r:"::::'. it was only just ,posSible to
1.1 mth 'the hard forwo.rd J.t ,'mlS ver,y 'near 'i;',,:,tho
i 1'- '; 's;'nlJ.., Sehoidhauer refused to do'these tests. Tho spin was entered
: '. tw..l aile,ron and zudd.er, and after twotums was 'by
, . and rudder and ,pushing the Siiek' fon,tli-d.t Attar one
turn ,the aircraft slid sideways out, of . the spin, with ,about 60
0
sideslip
Md int'6:: a dive. .. ' .. '
,,,:
,
'!, ... 1' '\ ;.,
j'
, General: flying charaoteristios were most unplea.sant., ::
,
.,
I'
t':'
.\.,' .
,', ', ..
' .. Noto on H III, the dimanaionllpfcilmass
ll
: is, abGlut::lo;b greo..tor .
tlum the mcon :ohord, so -y1-iat static lilZlrgins Cal'F be: tok'uri
ehord. forro,Ughoompnrison. ' ,'; ", ' , , .
,- .
5.3 Tcst s on lruninur flOy7
.',.'i.l ,"
.. ' ' In tho course of his work on laminar :flow seotions onlTied
'out SOlll.G ob BOrvo.tions on 0.' 2 seater H In inwhioh tronsition 'WD.S
d.etectod by a. oreeping head. tube worn
by, the. .passenger,. TrElnsition from laminar ,to ,tUlbulent iwas '"i ,
;' aocomPaniod by' a roaring noise in the earpieoe....
Results of the H III experiments wore quoted at t'oJ:l,OwsI"
I: ..... .. :., . , .. :
.
'''L
point % 0 nose
0.1 to 0 .. 2 upper ' 60f0 lower surta.oo
1.2 to 1'.4 upper
..
" , 8d% 'lower.
" '
*, .. "
, Chord at the test seotion 'W1l8 Ewout j Pl 'Md ,forward speeds
10 m/sec' at high. D.L and.30 mis, at' low C:L. ":", '
" , .\ ,
None of. designs olaimed. very 'high Or,ma.x values. The'
, table s\.llllmllrises'the maxima statod for various aircraft.',
" ,
'.'
"37- '
'-
-,

}
"
,
I
i
;
1
I '
I

1 .
)
i
!
t
',:
,< ,'.
o
\'0 '
J .
:1
1: . I
I
1
.1
'i
I
i
,
j
!
I
I.
I
j
!
1
1
' .
...-..... ---. __ ..... _ , I
.
"C1J max.'
. ..
Type' .
Oomnents
,.
HIlI (no flap) 'Measured
,
"
R IV

!
Measured
-
.' ,
--"
,
'il'VI:
, ,
1 .5 Estimated
H VIII, 1.4 (no flap) 1.6 (flap) Estimated
.
'H IX 1.3 (tlap) 'MeasureQ. on V.l
... '.'
, .
O:L meo.surGr:lents, were made 'wi swi vellingpi t'o1; statio
held belo'w' the aircraft on a 4 metre pole' which could.be retraoted.
for take-of'f and landing. ' " .
.. .
, \
.5 .5 tip oontrol
This device was first tested, unsuooess:f'ully on the first; ,
(paro.. 3.7) and later r.lO;re sucoessfully, on a special H III (Fig. 27)-
The final wns a II stookbrokers'" aeroplane with a, throttle'.'
end rudderbo.r as the only controls. Fig. 26 shoVis the prihoiple .of:
Fig. 27 four'shl?ts of the dar.laged m.ng of, the H IIJ;': ;',. ,
(found at Gottingen) with the waggle tip in its extreme and mean ," '
'wine tips were mounted on a akO"vi hinge so that fo:r-vnird.
and backward'swopp w<:U? accompanied respeotively by increase and '
of" incidenoe. ' . , "
, . "
In the foxlh used' on, tho H III the' tip vro.sgeared to the
stick, but 'finally it was proposed to have the tips freely floating'
but The dit\gI'ama of Fig. 26 desoribe the automatio
l
stabilisation
as propounded by the HortenSe Control in the free floating oase -was, .' I , '
to have been by spoilers on tho wing tips, operated by the rud.d.cir bar_. '
Opening of ono spoUer would drag back tho wing tip apply
and yaw in the oorreot. sensa for a truly banked tum. " . ':',' '.
. , , ,
Preliminary flights with, the II ill'were apparently'not very
I3\lOOesstuJ. because of "the lo.rge control inertia.' ,
.. . , ". .'(" ,
References;
1
2
3
Author'
, .
Title eta.
, Report of, C. I. o. s. team vjsl.t:int target No. 2.5/l5l'-
at Bonn near Cologne, March 194.5.."
Two artiolea ',Flugzengkonstruktion. ooli"ichtUbor_dio S:LtzUlla
by Horton ,'Nurflugel t'lugzong an 14 April in Berlin I
(Lilienthal Ge&eJ J sohAft fur Luftfaburt-
f?rschung) . '
Horten
. ,
Problem of the nll-w.ing eirore.f't (Fiugaport
June lOth 1936) , .
',I
:..
.'
I,
\.
t "
.'
i
I
I
I
i
I I
,
.
.
i
I
1
I '
!
!
I
1
..
"
I '
Roferenoes (gontde)
Author
4 Harten
5 ,Horlen
"i;J ,,' .
. . .

1
"Horlen . IV'"
(Flugsport Fob. 18th, 1942) .
"Harten IV" Konstruktonscimlc
Ji
hlf:.i-tan
(Flugsporl'liarch31st,
- .,. . .:<= :j' j
d .
...:;l; .r. .. ...... -:- "! .. .,
" r
Drg. Nos. 17890S - 179033.
Neg. Nose 641367 .. 648786%58 ino1usive
. I - II
,' .. ' .. .. , . . 'l
'. _!' r.' .. ,-
Table 1 .3
.Circulntion:
D.D.S.R.l
il..D./R.D. T.l
R. T.P./T. I.B.
D. D. /R. De.J\.
. ,,'
" ::-
,'1
Action copy.
e.
.110+1
0
T . A .. .A.C.
A.I.2g
A.D.I. (K)
i R.C. (S.C) .
B.I.O.S. Secreta;iat
. . Director
D.D.ReE.
. D.D.A.F.:
. ,Library
F.I.S.
S.M.E.
11ero (1)
'T/A
P
S
F'
F/S
.E
w.
.. "
," ...
..
, ..
. .

,-.:
' ..
''1.'\ ,.,.,.
,', i
. -,' ,,:. -'" .
. ,
,' . :i"
.' '1.
r .,
,OJ._ 1,. "',I ._
,i.
\' .
I.'
.1; :,
: ;'",
., .
" "
"," .
,
.\
... "
... : (_. -
; j .... -
I J'
t. :
n" ' ... I . /1 !I':
>: :"",
,r ...
I ..
;'
.., ... ,' ...
.,
'. "
',.. ' ....
o
i
, .
-)
i,'
I
r
1:
1
""1',
I .'t!1
... ,'j

f."
, ,
, "
'. ,
..
I :,.
, ,
f: \
f
\
!
o
. .
. :" :!"
. ,
.J ::.<,
,. <.'. .iCentresof ., ! r .. .... ,.. >:' '::L'
. '. i .',. ' . -' . \-,:."! . .
, /' :, folloidng plaoes were inVestigated during June
'a.ttfn;lpt to locate 'and P:r'eserve the
'airoraft., ". . ' '. "."
:". . r '
1 .. "GOttingen
., .
' ..... , w -
This WD.S the heo.dquo.rters ot Luftwaffe KOij}"J2.nd.o 9 .. WOl:'ks ,\
'Were in' a oonverted .Autobahn wo.r.k.ahop and o:OOtpr;i.sed dro.wiliif 6tf'ioe, ..
shop', wood. working shop, stores . He;ngnr,aooO'.L;uilodE.tion 'was
. provid.edon the.aerodraneabout a flile awa/y 'an(\. test flying .of anWolper
: 'of' Harten ail;-c,ra.ft including HIlI d, "H lI1'e, nnd HXII hcil been
car.d.eA on there." . ,... " ' ' , ,.,. , .; .
, .".. . '. - . -, . . ..'
.-, . "" "
_ This tre .'Wrul aiQo .. locEl.ited In tin' autobD.hn:wor?..sh6p wi tfl d
sir;dJar:equiprjent 'to' ,JUl the build.ings',had been
talcen,over oythe U.S.J..nuy 'os, a 'transport depot and . .i' J:lhQ'
H X was under oonstruction before .the occu,flc.tion, H XI and.H XIV-had .
been built there andl! VI (second. ai.rol;'att) .finished atter
started C'.t Bonn:' ' . . "d " ,".l" '
. , : ';" -
3
The Kir,tort' of hr,.,ngar spncej:,liiJ.itod worlcshop
faoilities and. o.,'.ar..:.:.wirig . office -
olLhous,ed iziaorod.rOmc buildings on ono' .side 0.1' tho slti.C.ll"grCSs o.irfield.
Airfield and bUildings .had been"heavily b.ctave t'hb 'Occup:ltion ' .
and hnd beenabandonec( by ,the who alldra'flings end the
H I and H 'II 'which were' .stored there, and burned the H XII which must ','
bnve been oomplete at ,:-tfie time . ,.' , .,' ,.., " ,.,', r,
.. '
Homberg :1
. .. "
., .:r' . '.1._ .,. ..
.}:.: .. ; ::
!
!.rhe gliding school ,at Homberg hE.d for
glider construction andL'lD.intenonce r.nd wes, building wings'
for the VolksjEtger. had drcw1ng '; offioe spaoo arter the
main hongar D.n.d. several. Oft their gliders, ,incl.u.d.ing'onR IV, H IIIb e.,
H IIIg, had been ho'llSeq. in: the sohoolh.ar!&ars. Noc6nstruotion 'tins in
progress, work seems to:, ho.ve been confined. to assecbl:ing 'cnd: 'flight
.tosting;glidersbuilt ,at Dornsdor.f' and Tuomgen !
.. , ..::,!.. , .; '._.. "", Co :,:-,1;) . r
" The main hengarcomplete with offices end. aircraft :r$.soOtI,Pletely
destroyed by a rocket bomb atto.ckin April 1945, o.nd the re4lai:nder of'
the gliders Vlere broken up by the U .8-,_ {U'm. the: .
. ... ...,' -. ,.. .
" "'''-A "
"', 0'"
v 0, 0"""
I . -
L
\
\
.... ,
. .' , .
; i
j
1
!
. !
1
i
.5 Gut 'rierstoin
..... ";."
, This wa.s Il Sl>1S.11 wood working shop housed., in 0. fl:ll:'tl near am
Neclror in the Bla.ck Forest nrea.. Main 'Willg panols for the H !Vb were
, being mo.dc. Production rate was about 2 sets per month. :Master drawings
, for tho HlV b were on the for .. lo.ndan HIlI t,- HIlI g nnd H IV were
hidden ill' barns nearby' a.:f'tor eVD.OUD.tion trOm '
The crnttsmen worldng on the gliders livod on the tD.l'r.l, c:na. elso
did. farm werle.' ,
. ","
, ,A furniture rkke; (Schmidt) jUst outside the vU1ego was producing
wings for;the H IU. The oowplete jigs wora still in tho W'orksbc;>p two
couplet'a spars,' c. nuanber of ribs and su:f'I"ic:i.ent mteruu. tor. sElVernlsets
ot 'wings Were lying about.. J..2 oomplete iring pairs ,he.d been, 'burnt on
l.5th on ord6l"S trc;:sn tho, 'iioniberg. '. ":. '
1:' .1.'
' . ., "." .:,;.
7 Tubingon'
, ,
. . .'. . , , . . ',. " ,. I
&:.ll:l.ll engineering works wt:.s .o.1>:1n8 tho steel tube structures tor
the H III gliders c..ud powered gliders. l:'roduotion agliin o.bout two per
month. These centre sections 'VIoro to fit the mode at Dornadort,
and the nirora.tt were to be B.SsOl:lbled o.nd. tasted at the,
, . , ....."' . .
-, -, ....... _, .....
SQ.oppHwen .
",
. ,
" .
; 1
,. The had hnngar tmd l:Ml.intenonce" tacilities' on; tho "':
dra.le ,Y/here ti;1e H XIII ViaS' being testod. lio consttuctional work wr:.s" ,
in progress.;, , ",' " I', ",' " ' " '," ci
,.:." . '.
"\ .', ",
. ."
9
... : "\
, ... \
." . '
A Inrgc furniture here (.tJ.ayg.u.b.h.) Was ongc.ged in .'
building lla.1Il 3.5 wings in lo.rge nU1:lbers. Twenty po.irs Qt "
wore ordered in the sUl:iTiler of 1944 nnd one pni..r wa.s ,tinishoa:'by Xi.lD.s
. .- .. :' '.,: ..
10 Minden

. I
. ,': The'Pe5'Chlte Fluzengbcu 'r10ra working under direction and , .
:: had oor..lpleted one H VII em nOl'..rly finishoo. l! seoond.', They nlao '
, repll.ired FieslcrSt.vrch aircraft lU1d Llp.de ailerons for F.W. 190's.
The first H v:u T/:l.S flown froi:J tho nearby airfield e. t '}vtindcrhoido '
. it was found. destroyed. , '
. ' The fml itself' was of tho' f'urn.ituro buUding type and knew
nothing about Ilircrd't design. "Ul 'work wa.s .Horton di'.?wings.
Labour was ontirely foreign,
Polish; .iluchof it was feraaJ.e. ' . ',; ).' . , '"
I,"' , ".',
I' .,
II Gotht. WageDfa.brik - Friedriohsrodn.
,.: Gotba "(ere cbbrged with : the "job 6f the :H :n:.'.
They Viere nearing oompletion of the' V3 a.nilwere believed to be Betting
up' for quantity produotioh. Their ,initinl on the oentre-scotion
ot the aircro.t't. ' ' " ,
. '. .
12 liedigienberg - Bonn
Th1Sworlts was not visited .It ,rosponsible for the second
: .:'," ,
'.
'. ,,""

I
I'
I
t
o
1
1
!
"
,
.
J
j
I
I
I
!
I
I
,
I .
'--/
H VI end r..:lD\Y reve been bullding wine tips for the H IVb . The worle me
equipped by R.L.bI. on the eone basis Q.S the Kirtorf', GOtti.ngen o.nd '
aersfeld establishments, .
1; Brandis bei Leipzig
flying at' H IX V2 WilS goine on on the o.:irfield hero. The
Hortens hlld hangar o.nd Llc.inten..'Ulco i'c.cilitieslI
14 Schwarz Propeller Werke - Eilenburg
I
I
I .
I
!
i
I
J
I, '
i.n H 7 was tnl;en to pieces and stored here" but the part of the ..
town containing the target was in Russian hands in June nnd oould not [,:",
.be No construction '1D.a "'hought to be in progress j".
1iJJ. H IVb and an H XIV were also reported hidden sruewhero :in the town
,or :in Bemberg nearby. .
, .'
15 Benlin - Ornnienburg
H IX vi and V2 Vi"eretested here in Janwy 1945. 1m H VIII was'
alao reported to have been tested. This centre WD.e not visited and
no Hprten aircro.ft 7I'ere supposed to be there'in June .1945 I,'
!' 4
"
.',
. '.
,
'. ';

'
-.. .
. .
...
, \
J
I
1
1
1
i
I
I
1
I
.. '

o
j
'0
!
I
I
1

t
1
j
I
,
J
1
1
I
I
o
. Appendix II
Flisht Tests ot the Horten
'.rho f'ollcw1Ag 1. A or E.. G<l:n.w.n !'C)port Oft tho flying
of the Horten II and prepared by the Vlell-lmown
Hanna ReUsch.
.' .
Flight Tests of the Horten II, D-1l-187 on . .17.11.38 at Rc.ngsdorf
.
Tho Horten II wo,s tested by Hn.nna Reitsoh. (n.F.S. DnnlSto.dt) llt
the request of General Udet.
. ..
The type tested was bull t in 1934 ani has s':U1ce been followed .
end irJProved. by tho types HIlI, H IV and. H V. ; (The Horten III was
successtully flown in the 19.38 Rhoen oOl:zpetitioris'':''nnd''obta'iried 0. height
of 8,000 Llctres ( 26, 000 f't.) ; it 'we.s des troyed n hail s tor.w but
was flown agt.in ili.19.39. The II IV and H V were coripleted in Decej:lbcr
19.38.) The following report on the :f'lying clk'U'ucto,ristics wust not
therefore be regitded as represontirig the present"s'tc.gc of developrJont
of tailless aircrnit by the Horten Brotners. The flying qualities do
. not oorrespond. to present day fol10'Hing should
bo noted: j,:t possessos great static end oouplete .
. safety m ro1litionto tho :spin. .
..... \.,:' .',"": : ... : . . ...t
. .... '.,., '. . .
Flying Characteristics
":;',
:,' . . . . .::"
. .' ' ." .: .. "" .', '::. i .', Ir;O
. Since' the build.ers.-pf the II'did not .have '.'.:.1;:
sufficient rii.r;Uuted"o.ls'X'or its the. resultant oonstruct n
nas L1C.de tru;;'testing difficult. For lack of'WiHbearings the .
control surfacesaro so heavY that ooO:SUI'oc.lcnts of s,po.bi1ity CUlU1f,.lt-, be
oarried out.

.
. ".;
.... ; .. Cor.1f'ozj,.: Not
i .
. (ii) View. View is bad. since the edges. coclCJ?it hocxr
out off the at. eye level.
(iii; En.1g.y nne. Exit. .Only possible for
(iv; . c.rro.n&eiucnts. ..... l.,
. "
L.:i:Tnh,gei:!en'b 'of the Not very satisfactory.
..
::'l ':
:,1" i '.
(v) ' .. '
(Vi)
igTanseLlent and
Only possible tor long armed pilots.
(Vii) Rrictioribf'the control surfc..ces-
" . !,'
(.B) Toke-off nnd Charaoteristics
'Take-oft'
...
..
".
,.. .
The carrying out of the no.I1llal take-off teclmique is not
because of the long run that results.. The tnko-off is best oarriOO.
wi th fully back oontrol coluun the a.eropLc..ne rises frOLl the gl,"'OundJ

. .' j
". t,
., ....
, i
. .
,
r
\
1
I
1
1
1
!
t
I
I
I
.,-.,
'0
. without chru1ee of incidence. When two or three tletroe height is reached
the control colw.ln :'IJlJ.Y be put so forwnrd. so tho.t the aeroplane atta1ns
"a. noma]. flying c.ttitude., the.t the long tcke-off which
" otherwise results" is caused byt4eunsatisactory '.rrLUlganent of
' " "", - ,-' '
Land inS
, ...... , ,
. , ... ; .
,-:: "_1,
" '"IAnc:ling, evenori a srJCJ.l fiela., is easily undeby weens of tho
10riding and use of the drag rudders on both sides' so thn,t" nat
Cl.S dive brDlces. Lo.nding run is norr.lal. " ' ,
'," ,', stab il i ty
': a--.ianca and stability could not be -adequately' tested beMuse the
control column wquld remain il,l anY position in whiclr'it Wnsput POOD.USO
of friction. Statio longitudinal sto.bility is' good. ,. ."
. . ..... '\
Controlability and Control Forces
.' ..
'r iLonBi tud1n3i:,Control
L: '" .
.
,,'".1 !.'
. '
"". '
The i.lotion is strongly d.llQped. Loads are nonlL\l.' . ".
" ,
.i.
Lo.'teroi C6'ntrol'
}.'"
'J.
,The response is and unpleasant duQ,
l yawing tlOI;lent whicn appears when the controls (ffsplacoo. ,!rho .::odrltrol
, forcos could not be c..ccurr..te1y judged duo to the trictionLind, ::llSo ,
buffeting of the control COlu.-JIl cn.usedby Ttlis:
.I.ilerons is callSodby the 1c.cl:: static the .oontrol
:Theover balance of the. 90ntrols also gives I;\,,!'e'el,in'r. 0.' ' ..
. lateriU. instci)ility whioh however dOGS not llppOD.r in calm air.' .
. . \." . .
.,'", .", " . '
Directional Control
ore upper and lctwcr surfaco spoil.ez,s, an i.9u.tboarc1 winG.
When they are operated 0. response Q.cours suddenly. of .the ' .
directional control' suddenly SlO'YIS 'down the inner wing and the aeroplane
,turns :imtlodiately about b?ththe v:crtico.l and. the \xos.
'" ,',.
between on" the thrco oontrOls',is not
I satisfnctory.
(E) Turning
, ,I
Turns are only possible with dii'fioUlty. Thrit'iS'to say they arc'
iLlpossible with, ailerons 'alone' and can only madeus1ng .
rudder .. '. . , .
..... :,..
. ..
. 1:: '.
If strong drag rUdder is apPlied, rOOnoeuvrabllltyis good.
The true bank can not be must benqtcd that tho
pilot c.olildrot...IQ.tn:..ct and this would o.dversely -
the ba.nking , '!o ' ;: ..
(F) Side Slip
;
, " .. \
Side slipping' oaimot be . 'carried ,out on ;the Hortan',U. .
, .', I' ' ; " . : . '. ' I '. I .)"
" j'
.
-4lv- .' ,"
/
"
I -
I '
I
1 "
I"
I'
f
,'r- "
{ ...... :
I
i
e
",
;',.1': I
'j
1
!
i
1
i .
1
d
I
l
1
,
,j
J
I
1
1 '
l
i
1
1
,
'J
I
i
I
!
1
1
I
J
,
I
, I
I
i
,
o
o
o
_ (G) Ohr.racter:i3tics in the Stalled Flyil1g Condition
The aeroplcno by any'sort of be Dado
to drop the Wing or to SPll1. With the control column pulled right
back the machine pitches sligr.tly forward and sinks without ren.ching
a speed of, Dore than 90 kilolJetres/hr. (This is Il great help :in
flying when the instrw.:.1ents are iced up,)
General
The above failings .are to be taken up wi th the Horten Brothers
with regard to further devolopments of the machlno. "
,\ 'I, "
. .
..... ,
',- -.
",
r "
""4-5- :
. ;:
, .'
;:, .
, ,
-t
,.,
'.
, ,
I
..
" "
I,.
: .
C)
> --,
. '
"
"
j
I
Type I
!
II III IV
I
I
I
I
Spon ft.
407 54.1 I 65.6
65.6
Wing ore..'1.
' :ft2
226
344 403 203
,t;spect ratio .
727 8.481 1066
213
Taper retio
:57
8.7 7 5.5'
! chord -swecpbaCl: deg .
95
26 23 17
Total .mshout doc:;. 7,
8 I
71
Dihalral deg.
3 3 .3 5
, "".".
Thickness rutio at
.... ,
centre section (10) 20 20 20 27
Wing 'root th:i.clcness 20 20 20
(16, .
Wing tip thiCkness 10 10 10 8
, 606 . 550 440
lb.
loaded
' ,
440 8'27 --
710 ' . b"60-
_ .......... .1 ............... _. _____ ....
..
Wing loading Ib/ft
2
1.9 2.4 1.9

Performance
' ..
,
f . .,
.
"' ..
Best. gliding I"r'.tio 1/21 1/24- l/2S 1/37
MiniLJum sinlcing
- .
..
speed ft/sec ,2.8 2.6 2!t
1
3 1.77
..
.
Porler units
- -
!'!!' -..
'B.H .. P.
r
Mruticuo speed l.l_p.h.
-
.-
- -
Cruising speed
"
-
-.
- -
LMdin::; speed
"
,. - )
. -
- - -
',Y _" .. ."",," . '/"
o
'- #'
TcJ;)le 1 .
. tc.. shoot :Cor idroro..ft, ,
I
!Vb-I
V VI VII VIII
663
'52.5 78.7 52.5 131
205 451 191
473 1680
215
6.1
324 5.8 10.2
55
4.6 6
-
6.6 4.1
18 32 15
34- 27
56 5
6.2
5 7
.5 3 ' - 5
2.:l
2 .3
27 17 18
155
,17 16 15 16
10 8 8 8 8
.
2310 550
,.
2760 ' 770 7050 33000
6.1 4.0. _ 15 195

.
-
. -
-
./
,
-
- (
1/43
...
.-
\;
!
,.
" ,
i
( - -'1.58 )
. ..
""
-. - ' - ..
, -
.
2xHi.vi60R
-
2xASIOo
,
2x8O
-
-
2x24O
.
6x240
134-
-'
212
\ ,
-
'190
47
-
62,
"'"- .
-46-
'.
IX
525
566
4.9
28
1.8
15
16
13
8
..
18700
33
' .'
. -
"
-
2xJtmlO
004' ...
590
.
c) ,
,R.A.E. Rqport No. 259/1
Tech,oX'fote No. kro 1703

'.
I
Para- 1
XII XlII XDI
I
I
bole. I
.
52.5 l.j.O(c..pp) l.j.9.2,
39.4-
3l.j.3 - 150
355
8
4
16.2 .
437
-
.,
.
30(L.E. ) 6o(L.E. ) 20 (L.Ej
'3t
.'
.8.6, I
"
.
..
17
10
. .
265 .",'
- 198
:1.550 4.85
375
- (Glider,
45 , :3.24-
1.01
..
-
1/30 '1/19
-
. 2.03 2.13
' ,
,
- - - -
-
...
-
- .
-
- - - -
-
- - -
-
- - -

J
t

;
I'
I
,
I
I
I
I
J
l
1
o
I"
I
I
i
J
I
"
Seotion
.
F.S. Chord ins.
Dist. froi:l C.L.

Station % ch.
% chord
-

5
10
,
15
20
30
40
50
60
, \
70
80
90
1J+.25
-
4.5
,

,
475 ,
, 49.25
, 50
525
55
. 575
60

62.5
65
" '
To.ble 2
Wine Sections 'rOi.l H IV
Inner end of
IIUler end
.Iing root
inboard eleven
of' outboard
e1evon
Upper
,
Lower Upper Lower Upper Lower
surfaoe
.
,
4.01 2.44 3.88 2.83 3.27 257
5.81 3.37 5.32 3.64- 4.62 3.50
8.28 4-30 724 4-36
6.26
444
9.89 465 854
4.80
719 4.90
1091 4.82 9.40 504
8.08 '
5.14
11.43 491
10.26 5.28 8.64-

542
4.91 9.40 508 7.89 5.37
' 4-65 8.01
484-
6.72
472
7.09 404-
6.23 4.22
537 392
4.97 315 4.32 3.55. 4.16
313
2.92 '

2.25 2.64- 2.64 ' 2.80 '
2-33
135
1.28 1.15 1.63 .1.35 1.21
8.78 5.04
I
;
-257
,
!' 8.01
484.'
1.17 3.50
. 075 392

7.19 '4.60
233 3.83
. "; .
;
' 332
' 3.78
6.23
422 4-30.
. 3.69
. 472 '3.64-
5.23
393
. 4.67
350
,
-47- '
", " '
\7ing tip
, Lower
2.76
3.67
4-56 ,
5.08
537
521
5.J4

4iol2
3.29
2.18
1'129
0'149
0.22 1.11
2.23
.,370
2.94'
4.05
3.61 '4.14-
3.96 4.10
4.19' 4.01
... n "
4.10 "
3..92
4.05 ..
3-70"
,t:i'
,
f.
' ..
"
... ' ...
)
I
!
1
I
I
!
;
,
t
l;. "
',' ',:1
',",r

1, '
!; ,
"
;. iii:
I
I.
I
1
!
j
J
,
o
o
."
Table ,3
., Win. sections used on the II IV b (sce also Fig.1ol
~ 1
Section
Centre
!
. Wing root
F.S. chord ins-
72.8 5.3.2
Dist. frOI:J. O.L.
i
...
~ i n a t e
Upper Lower upper
:
Lower
Station 0.0 chI surface surfaoe
% chord
,
Nose rad. 2.1 .. 1.85
~ , .34.3' 2.23 . 2.64- 2.2.3
A ....
5.
5.15 3.26 : 4.08 3.26

10
707 4.26
5.49 4.26
- ,
15
,
8.48 494 .. .. 6.59 4.94

20 9.47
I
5.49 7.34- '5.49
I
I
30 10.81 6.21 8.44 6.21
40 1455 6.45 8.72 6.45
.
-
8.17 50 13.90 6.01 6.01-
..
. .
60
....
12.22 ..
4.98 6.97
498
.
70
.
6.69 3.36 . 5.32 3.36
, . I: .
80 419 . 1.85 :;.40 1.85
f
90
1.66 ..
\ 0.07 1.44' ,0.07
,
100 0 0 0 0
'.\- ..
. ,
,
,
'.
o
I
10
. .
Table 3. oontd.
.'
Seotion
l1ing tip
F.S., ohord ins.
21:), 76
Dist. fror,l O.L. . .
Ation
Uppor Lower
% chord
Nose ra.d.
0.3
2"
i2
2.02 1.78
5 2.84 2.50
-
. ,
-

10
,I
.4.14 323
15
,
.
5.01 3481
20 5.68 4.29
30

'.6.65 4.82
"
4D 718 5.01
'. 425
7.23
-
501
..
. ~ i ~
. ,
43.5
~
723 5.01
439 723
1.69 . :l.U
8.14-
, .
,50
' .
. ~ 1 8
.
4.67
,.
'.
J:'
t ~
6.89
5.68
./;)
60 6.41
... 6.21
.
.
62
.
6.2l 6.02
\
45 4.00
..
4.00
-
..
47.5 0.48
,5..06
. ,',
50
!
2.6.5 '4.96
..
5;
'. 4.14- 4tG2
60
,
. :,"
5.54 4.24
70 4.82 2.89
80 2.60 1.40
50
"
" . 0.96, 0.48 .
,
100
,
.0 0
.,
..
. ,"
! .
, ",I.
','.,.
,
'- '
I
i '
, I
i
"h r','
',1
1
"1
d.
, '"
;: .
, .
,
I
!
. .
J

", "-
f. !
;;' '
,,' '. :.
FIG. I
"., ... _:1,,-,:: :::.:;::--
" ",:,
.. \,',
" .
:: :,... '.
,40' 8-
--------:-
,",

, ..

......
I I I
.!tGAL-&:
. '.
HORTEN I
"!
. ,
o
1
, ' ,
. I
J
, I
t:I

'" ",' ':< ,:,'
., -'," .
...-
. :".. '.'
i
I,
.
I
I' .' ',.
':!:(m$:1)::' ::::='.0:::' .. ___
o G FT.
, I ) ! i L J.
SCAI..E
I

" /1\'
,. j ,
, ,
., '
HORTENll (POWERED '!'ERSIPN)
HIRTH H.M. 60 R. ENGINE
;, ,
, j"'
;r
. '<
,
I
!
.1
"

..
( ";
j
"t)
.. f .'
..
l
I
j
f
! ",."
l \.,,)
I.

0,
J
I
.)11
"
. ,
..
/......--...J---t--t
O'l
f' I
I
i.--I.----"';"'r-=1. -_._+ .. '
q!

.
..
HORTEN
, .
. ,

. ,' '
i ".
<,' ,.
!
I
I
!
.. ' j
'"
\D I '
,
'.j ..
. (
,-
o
'-- I
J
i
.,
';1 .
.. I.
.i: ,
.

.

, ('
. ; ' .
"'
.
1
,J
6FT' !
I I I I ,.
l
;
'1'
o
0
"" t_ ,
o
,.
l
.
t ..
" "
.. _ if;; , \'1
,;

riG. o.
(0.) HORreN ill b VCR.510t-J) 1t>J f""LIGHT.

" ; "",,' ""' .... '

"',.,.,./
_,.r.',', .
r
,
,".
(b) HORiCt-J m d. (PO'WtR VE:R510N)
. ...
CoP'f OCt'> ... G 48 G 7
.1)0'( 5- .9 . 4&.
:,
FIe;; 4.
A
-" JIJ
..... ~
...
--
c
o
HORTEN ill ct.
I
II
'---r-
FIG. 5
. I
!
t="IC,.S-
'.
" /
! /
/
I
I
I
,1
i
i
I
I
r
;
I
'/
, ,
;"1
I 1-
I
----.- - I
ru,

. ,
o
'j
I
I
1
\. ',1 I
'\\
\j
, 964' .,J
------ '--------
I
; \l
I
--L ___ Le_
_' ____ .. 1. ..
o G FT.
o
'-'ORTEN N b
--------
"
,
.'
"
, .. -
.,
:i"
t-
..
'1<-'
",t-,
:i:'
.
I
,,'
-
i
: '
; .:'
I .
i
! .
I
i
,-
!,
i
I:
,;.
, '
!
I:
,
!
I
I
,
!
1
:,

" f:.
,
t:-'
\
VIE:.W'5 OF" HORiE:l\! "r.?" SHOy/INc.;
- ,
PILOTS
)
flG.6.
A
5
c
P051TION
eon... ,.,tlCAMf .,,. ""-Wit!
I ...
I '--..
j ,Don : 5 S' 4&.
'1

,
';.i.
..

J
(0.)
)
f167
, "
.. ,;z,:;.
__
ORAG CL..05E:.C.
ORAG
- NOTE VCtJT
HOL..E:.S.
VIE:W5 Or :-;ORTt:N
TiPS.
..
]
j
1
.Z
, ----

(0...) CLE:V'ON AT MAX.IMUM DOWN'w'ARO oc.f'"&..CCTION.
(b) E.LE:VON AT MAXI MUM
VIEWS OF" HO&'T:EN
5KE:Vv' HINGE:.
1Sl W!NG TIPS 5HOW'If\lG
F"RoIS:. e,AI..f'NCe: .
:."<
/ '
/

V
o
_ i
!
I .'
,'U -
) , Iii
10
L-_:l',
. y.'
-
.A' _ :.. _______ ._.
""""'-.
, j
-
;;0
./
'.
I
.
, ..
,-,
.... ;, ...
,
.. ': \',
;
h "
.'

,
'.
"
\
I

.....
-
, V

.
'" - .. ---

j
"
" ....

.-
.---
, . ,f'
' . tJ
-"
G'
'-I--'
,
0,' J
.""
f'

-&
.
s
rl' \0
,; ,
II
{
.d
f
. .,. 'rr".
1
,
;
I i

r1

.
I
!
t
i
0'
j.,:
'r' l
l
,
r
I
,

I
N
: .
(Il
r
"
-.
()

.{
!
t
I
!

.
'I""
I
I

I
..s--
. '
........
;;
!
I
.,
:1

,
:1
0.:: ..
,.
If', ",
" ,
, ,
:,.
"
.

f
,
"
",
;Io..! "
,
.

t

(;
, .
, I
, ,
j
; ;
r
l
/1
r
I
I
,t
i
,
I
t
I
..." ;
\
,.
0':\
I
I
i

..........
..
I
,i
"
I
,I
.
- J

.r
.
..
I
"""-
\;-'
rr
1
( 1...,
). ,.

V
-)"
[)
i
'i
,.
i
I
I
j
j
1
I
"
I
\
!
I
1
.
FIG.9
, d
j.

;.

"
an
"
'"

a:
I!i
cD
L
4-
fJ
)(

""C
0'
cO
/
,
.... ...
I I
\
\ z
I
.W

cr
C
:I
I
It
. I; ;
/'
Ii 'I
' '/'
. ,
I
, I
v:
2
C
- '1,
"
I
I
I

,
\
I ,I
I I :,
\ ;,
I '
,
\
....
L
1.L
IJ
(,!
'2
,jO." .'
-
'-
3
o
- !,
"
..
1i
1
i
".j
i '.: "":J.
1:!
/
/
o
-I[
.
fJG.l2
Ai:
.-
I
I
I
I
:
/ I \ \ \
'- 1: ; I
I e ---;r---,
-r-'0--r
---3-
. .. ' 1/
\.- . I
HORTEN .y
I
\
\
'-
, I I
o FT_-6
t
. l
r
t
f
I

'.
'':'l< ._".
o
(0.) PL .... 5TIC VE:.R.SION WlTH
(e)
kP'
"'.. ,1'
t
!-
;Rtt< '
" f'

.
....
lMPROVEO
-,
SINGL..t.

"':1*.'
.; _: tf
._
(1941)
JZ." DEVE:LOPM.NT.

;.'
"

j

",
:$,
:ft
.. "":!
.
,:.'l

, ii,
"' .. r

;t

,

(.
1
;
i

i
o
o
o
# "'
I
--tl-

COj
;. ,...1
. ,
...
"
-rr T .1
( ,.., 4 .. pr-"IA-l.tErl)
t
.,. .
'1
\
FI G .14
\ -- . ..t'"
, .... -_._----..:....
I J , I I
HORTEN j[[
,.
-"--.--"----------""""""'!'----------"""""'IIIIIIJII!'IIIII!II _____ -
. ,. ;p. lSI. J i $I 411 .,.454:0 OOCU.WDlJP4? 11WfC( .. l(t.14 .144.# .. > ,p$.4\ "'."

.'\.
(f)
'
,
(el.)
(b)
0

1
!

l
d
;'
o
)
".
'. '.

, ' .
... ,,- _ ..... , -' .:""""
'lZII TWIN MOTOR COMMUNICATIONS
(PROJECT't.D UJ 1938, 5UII. T' 194:')
AI RCRAf"'T .
.,
:
< ,
... _-.-,
HOf\TE:J.J JZ:I:r I n .. IGHT.
.. .. __
".
"
":""1''-
'", '
...
"
, .
.
';'" ..
\
,!
I
I
I
i'

"

,/
"
;'
,.
,
.
..
0
,
".
:
;,;.'
,
j.
i
'I
I.
\.
\:
I,
I
I
-
I
'.
"
.. - -
I:
I
;.
1

I
'-

,
'.
. -
::" - 1' .
. { ..
'.
,". '
.--.-....: .
" .....
-- ......... -------
RUCOE;R CL.05f:O.
(0) R.UOOE:.R. OPC.N.
(e) VIC.'tI rROM f(E:"F\ SHOWING
ROO.
HORTCN TIP
E:XPERI M CNTAL
5HOWIt\1G
RUDOE:F\ .
J'
_ MtICMrT u ___ ,
-- CCIO'r _ . .. 64874
..... 45.
If"\.
V
.'
- p ; -'"
flG,ZO,
.. .... ... ... , " Ji .... . .. .. .. . 1;. . " 1 '.- . '1,." 1 "
." .... , - ' 1-. , I c .... . ,.ti' . ,'": .... in:' 1"_,. I.. "'." ... i4----l ..
.' J , - '" . -_ . . j' " -1 ft' r I""' ''' ' .. -I'r' r'!' ./, I ",.,,; 1 ,.- -.. 1 ,' , ". 11' 1 ! t . j I
.. ;:-... . w . F?' ,- "i'Jr .f., !!fa .....,.;!.4 .. i:. .11 ::: .. ; .. ..! : - .. ... <! - ..:;;_ .... , .. -:.0'1 ........ 1 . ... . t -.' . '
=. ' ;"": .. . -;> :' .. .:.:' .! ';':[ ? ':-. ; . ';: -:j.' :t o . f "t.! I ";" . " 1 i
,', . .1 . " ' .olI '" .. t '; " ;_"f. r ....,.-: 1 .. .. ..t ; .. .. ''! .:' ..1. ....... . .. -:.. -....:.. . .. , ...:._,.: ; :-!.: ....... I , f ... ., ..' ' !i ' "\ " }
.. 'it l -i.; j. "(-l' ::-.r.::r.I"). .. t;' . ... "! ... ..... . .:;t ... .... '.' .. .. L"'I,J.. 'J ' , ,:, .... t i "
, ' " . "', l '';1 " ;;: .. >." .. "'- .' -... . 1( ' . .\ .of, , . " ,
.
''''''f'Giil:.1; .. , J. . . " . . .. + : " ._ i. . ,,!,, "
Ii
.. '
:' . : ,!. .. . , : ..
-?: :: " . ;. .. .:-
--""'-i .. ;:".... .,.,
, :
" ;;jd
.. .. .. _' ... fA \, !r ' : ... . .. .. .. .. r;
, .' "' .;':: ... :,."" ";';'" . '-.' .. .. ' .!i'"_ .. ' ._.! .. .. _. .. _._ ..
C:r; . ._-
.. _ .... '.- .. ' .... . ''', '.:,':,f. .....
__ --:;:,:" .. .. : .. :;.':-:-; ;: . . ' .. -
r-: ORTEN lK MODEL
V I (e:XPERI M DCF\)

,"', 1 i -- .. IICIIA" [IT __ NT
_ .... ...,..
i ... . 64875.
I , DATI ,5- f> -45,
J'
o

f
i
L
I'
f
r..:
f'
t
l
r'
1
t
,; '. " '
"
,
r

, .
(a.) or HORT't:N 'IX

...
. (b) PI L..OT5 PRC55UR.E'. eUIT" D:.
, ,
..
, .
.,
...,
o
o

r.,.

#'
(0.) fR.ONT
j'
R.E: AR.. VI t:VI.

5HOW'ING
,
-
IX'
JET
...
. ,.'
CENTR.t.: SE;CTION
I NSTAL.LATION.
fIG.22.
! r1ICI'/'A4. E5TMl_n 1 __
. ...... 6487" ' ..
__ . s-e-
o
o
IS- 4 F-r,
.1;;:: . \
I - ~ I \
/
,;
. '
" ,"
..
' .
.
..
.
,/
'\
HORTEN PARABOLA

I
I
I
!

I
I
,

I
l
I
,
i

I

I
i
I

' ..
!.
----.----
,-,' :.
iF lG.2l '.
,
,
i
I
t
I
I
I
I
I
,
..
. ~
.
.-- -
....

I .
I
I
~
. (
0- --' - _'-01:1:
, ' . . ,.
1
__ . J
,,:.
"..
A
'Ii'

V
.!.
"
.
\
"
.
(b)
"
0/4. VI E:W' SHOW'I NG
VI ('W SHOWING
CA&IN.
WING
HANGING STICK
roUND Ai GOPPINGE:N.
rIG. 24.,'
1
I
0,
'-
1

I
J
I
i
>
'I
1

I
I
1
j
i
1
1

.1
1
.,
1
I
J
.,
!
(.
'-"
'.
,
,""'-""
. ,
"'-'"
-E------
--
--- -.-:.
, ......L.!::..
"
t,

cnj
I
!
..---
He x - Af?ROXrMATE ON .... '(
SKE.W HINq-E
!
I
TIP NE:... TRAL
"IP F'OF\WAR..C .... '.""'- INCIOENCE)
FIG. 25
FIG. 26
.(;RAt,A OF TIP CONTROL - t-:ORTEN me
-,
,
'.
(
Ii
o
o
. '

"-
;.
,
I,
,

..
.. '
;'40
t
-r

"
'-
<
,.
,'.,
"

,
.-
"
, -
..
,
,
,.s'

-; :
"
f
, '.
','
"r'
'": .
. .
...... . .:,
"
"
" ... "
-. .
;: .
, .
..... '
(C)
, "
..
(eL) np $W!:.PT eAC.t< VlE.\o\I P1<'CWI ROO1:
'Ii, "to
:j.;:
.
Il;:, . _ . a 10' 46.
.
WAc:.L.E: C.ONTl<OL..

, .. p ...... -. ........ , ..... .;o..: ... ....... ..;.,
o
:' :
!:;
I

i .
SLA"T
SPOILER GAP
. "-
." "
Y ."
",.,. '-... ...
/ '-...
, ..
"
".
SPOILER IN
T ION
, .
_"'- __ .. ..... ... l
0
''
' ;.
,.
I
._- - ... - ..... _ ... ... ""-"'I'" .. ..... ........
HINGE .. F"OR-
SP01LER ARM
{.
I
:JIo..... ;.,;i--.".,.. .... .. I ..... ,. ,_ .. ................ ' ... .Jf "' .." .... '_ .. "......,.-J.i.. .. ;..,;.
;'-.L',..i
"
0
,"
, ;.
,. "
\

. ,
, '-'"
; .
" ',I ,t ......
"i. ,' .. l '.
. '
'\' I'

... _, ,- .. "\., -
>, .... ., I ..
'.. "I 't),:
\ '-
PLI
r" H . F .... OM r a, ,- \ . ". ''1:'' t!'
oJ r-,\.J " ..... u .. ,-'.- :'\., " ,(.
, . .'. .
CONS TRAINED TO MOV::. "\.;,
.. .. ;;.' . 'PP:RALi..E:L '-0 SPOILErt

. /'/ \. .,.'OCO" I
.,>, ' ... ;: ........... -'- . .
.//
....
..
/ .
)
....
\

.
"
\
. :

, ---..... - "jjt:-
.,- \':=:
\ . .::':::::,
fr--_---- _----.. ...
\
., ...
\
LOWER 'SlIRF'ACE
OF' WING
.....-
A1RrLOW.

A
.;
...
I
I
,.
I
..
t''''1,;;1
eG
: .....
. ,. ; 1',7< . 'C
',.----'900f"'-r-u.-, '< -:. .'
.....- _, ,J
.. '
.
"/1' .
/ -' '.,
/
.. /, .. 1. V
. .,. . I
.. / y:.'
./ .. . . ..
/' "'r"
VIEW IN DIRECTION A. r

/ .,' ........
. -
f
. '
./ 0 " 2 3 INJ G)
I t I I ;
f N':
I . (J)'
!
/
I
.... -....... ... : ...........
.

l
" .
1.
HOR.1{N IX RUDDER
.Im; i ':*.4.4.; aA .t 4. 4} 3,.4 ,4 .4 PP Q .A.ij. ; .E,P, .E. 4,i.tiiJ iJil q. .. \- . l' .. iPS ,:,.i-.iP9'H',#.U{!F'!!t ':'_ffl4 .. :-.f4.;"'" 4 ...... n ..
1
o
o
u
co
- -- - - -- - .. -- --
1
I !
I \
L
I \
I
.. \
b{.
- z

zr:
.{ .-<
""
v
<";
. r
t ..
,.

'--+;.
Q
-t'
.,.)
u
...
..
iii
J
':1
\
r
-'
13
j
\....-.
,"
r
I
I
t

I
f,
1\
I .
I
\
I
\
I
i
\ I
I
f
,
-,
-

!
!
J
I
-+- -
/
-
-
-
-
-
-
-
-
-
-
-
-
-
-
;
d
l

,
It' \'
,"
G

!
("
v.

.'

r
...

j
,::1
1
\
N

1
\

\,
.'
1\
! \.
i .",
I \
'
! \
(
\
\

\
\
\
\
---
<' '
';
,.
"
',-
.,
o .-',
\
\
,
\
\
r
\
,
\
I
\
j
d
,

,
i-
f
\

I

.
I
,

\

'\
i
I
I \
\,
I
\

I
\
i
\
\

\
I
\
I
\ \
I
\
\
\
\
I
I
\
)
)

,-----1

F
\G
.'1

\
1
\

1\
\.
.
I '
\
I

\
t,
, ,
\\

,

\
II
l.
Z

1.
.uJ
'\
II

i(
r

r
",
t
0

,
v
I
\
\;
'J:
' i \
5-
I!
-t'
,

, I

if)
\ \
0
\
u.;V
Z

\

'I
0

-
\0-
I
.
h
l
\
}0

f.Jl
o
'"
...:-
(" ".
\
<--'
"
Z

-
,

..
I

\
TARGET REPORT
JAPANESE ANTI-RADAR COVERINGS

Naval Technical Mission to Japan
(December 1945)

BACM RESEARCH
NS/co
RESTRICTED
From:
. To :
-
Subject:
Reference:
U. S .. NAVAL MISSION TO JAPAN
CARE OF FLEET POST OFFICE
SAN FRANCISCO, CALIFORNIA
21. December 1945
Chief, Naval Mission to Japan.
Chief of Naval Operations
Target Report - Japanese Anti-Radar Coverings.
(a) "Intelligence Targets Japan" (DNI) of 4 Sept. 1945.
1. Subject report, covering Target E-06 of Fascicle E-l
of reference (a), is submitted herewith.
2.1 The report was prepared by Lieut. R.C. Brooks, USNR,
- with the assistance of Lieut. Eric Jordon, RNVR

,)
I,

C. G. GRIMES
Captain, USN
RESTRI(TED
E'LECTRONICS TARGETS
"INTELLIGENCE TARGEJS JAPAN" (ONI) OF 4 SEPT. 1945
r; FASCICLE -1,. TARGET -06
D.E,C.EMBER 1945
u.s. NAVAL TE.CHNICAL MISSION TO JAPAN
,
E-06
o
RE:S,TRICTE:.D,
"SUMMARY
ELECTRONICS TARGETS
0,
E.06
Japanese research in the field 01' ant-i-radar coverings was quite in-
tense, and while several research products proved to be rather successful, ac-
cording to tbe data presented, it was difficult to use, in practice. Such in-
formation as was available is included in this report, and was obtaued
the Air Technical Intelligence which initiated the request for interro-
gations, data and Reference is made to ATIG Reports #153 and #114.
the latter prepared for ATIG by Dr. Wilkenson, a civilian engineer associated
with that group.
The two major contributions are an anti-radar paint, the work of
Major K. MANO of the Tams Technioal Institute, a Japanese Army research organ-
ization, and Dr. SHIBA of the Tokyo Engineering College, and absorbillg materi-
als, in rubber, for micro-waves. This last research was conducted at the di-
rection of the 2nd Naval Institute and engineered by the Nippon
Broadcasting Corporation and the Sumitomo Electric Co.
Abstracts of the reports are given for their interest value. The
basic reports of ATIG should be studied for complete details.
NTJLE-06
E.06 RESTRICTED
Su.mma.ry
REiferences
TABLE: OF CONTENTS
!II .'._ ' .. -.'.'a).'Ot ... 010
' "'.,.'00'010,0 " ' _ a .'._.'., ' ' ..
Page
Page

3
Ihtroduct1on- '.' .... ' .. - . , ' ".' ... ,. ;I ... . PBg'8 ,.
The' Report
Part I. Ant"i-RadarPaint- ' .... ' .. " Page
7
Part II'. Anti-Radar .. ' ,.,.,., .. '0 Page 7
2
RESTRICTED
E-06
REFERENCES
A. Location of Target:
1. Second Naval Technical Institute, Tokyo Branch, MEGURO.
2. Tokyo Engineering College.
B. dapanese Personnel Interviewed:
1. Capt. Y. YA.TIMA, Administrative Assistant to Admiral N.Al'lA, 2nd Naval
Technical Institute.
2. Dr. K. MORITA, -Tokyo Engineering College, an authority on theoretical
micro-wave techniques and magnetron design.
C. Reports of Other Allied Agencies:
1. ATIG #153, report on Anti-Radar Paint.
2. ATIG #114, Dr. Wilkenson's report on Japanese electronics.
3
RESTRICTED'
E-06
INTRODUCTION
Research carried out in the United States iJldicated __ &IIOeD.S in
the deyelopment or anti-radar coverings. The extent to which tile .rar .... had
progressed along. these lines was not known and cOJlSequently beoa.t 0_ or ma.DY'
targets ror inYestigationa
PrelimiJl&rY questioning at the 2nd Naval Technical l:ost1:tute aDil at
the Tokyo Engiaeering College reyealed that ATXG pers04llel bad a1reaiI.7 Jaile
initial contacts on this subJeot. and that in.f'or.mation was bei.Qg col.1eetieil ror
theJll.
No rurther investigations were carried out, and rererence 1.5 Jaile to
4TIG abstracts or which constitute the body or this report.
5
RESTRICTED E.06
THE REPORT
PART I - ANTI-RADAR PAINT
During June 194,), Major Ks MANO of the Tams. Technical Institute, aad Dr.
SHIBA of the Tokyo Engineering College began experiments to develop an antL-
radar paint. These researohes produced several types of paint, or cOYer1ng,
that gave acceptable results. Among those offering most promise were:
Paint Mixture Results
Ferric oxide and liquid rubber
Ferric oxide, asphalt and airplane dope
Ferric oxide and paint
Hammer scale, asphalt and paint
Butanol and alcohol
Very good
Very good
Fa1r1y" goo4
Good
Very poor
The information given above is incomplete and no detailed reports are
available. However, other members' of the Mission have oollected saap1es Qf
the paint, and will be made to them at the end of this
Laboratory tests were conducted by coating an aluminum sheet with varying
thicknesses of the mixtures and measuring the reflection coefficient.
no information is available on how these measurements were made, it was round
that a two millimeter thickness was best for frequencies centering around 1500
megacycles, and a one millimeter thickness for 3000 to 4500 megacycles. These
tests refer to the ferric oxide, asphalt and dope mixture.
No attempt was made to field test the miXtures on aircraft because the
known, or assumed, ef'fect on performance. The pliint was heavy, diffic1ll.ty to
apply, and would have increased the drag considerably. In 1944, a small har-
bor patrol craft was coated with the most promising mixture, and tests were
run with rather poor success using TASE 2, a 15.7 centimeter army radar. The
Navy did not consider the use of these paints a practical solution to the prob-
lem. Expc;'sure to salt water soon caused the mixture to peel off. not tQ men-
tion the effect of on the coating. Lack of mechanical strength,
excessive weight, pOJr adhesive qualities, and rapid deterioration were the ma-
jor factors against its use. -
Dr. MASAKI of the Electro-Chemical Laboratory. Co.mm.unicatioJlS
is reported to have tried a paint with ferric oxide and magnesium
i
oxide
pension. Laboratory tests are reported to indicate 90% abeorptions at 1500 to
3000 megacycle radar signals; however, no details of measurement are specified.
These investigations were conducted at the request of the Japanese Army,
and the placed little faith in their methods. ATIG Report /153. arail-
able to this Mlssion only in abstract, should give more complete detai1s.
PJLRT II - ABSORBING MATERIAL FOR ELECTRO-MAGNETIC WAVES
JI
The Japanese Navy placed greater credence in the use of absorbing asterial
than in paints, and under the direction of the Second Naval Technical Iasti-
tute, researoh problems allocated to the Japanese Broadcasting corporat1oc.
and to the Sumitomo Electric Co., Ltd. The Sumitomo report is being returned
to Washington for study by the Naval Research Laboratory, Anacostla. D.C., and
the Eleotronics Division of the Bureau of Ships.
7
E-06
RESTRICTED
'IDlD.e sbst;ract that follows is taken from the report by I. MlJRAKAJII, On
the Materials of E1ectro-magnetic Waves".
* * '* * *
-rbere are two methods by which reflections of radar signals
surraces might be considerably reduced. One, by the selection
ar smitable surface contours in. order to minimize reflection in. the
ti.rectio.D. 01' tbe radar receiver. Two, by the use of absorbiJlg lay-
ers or saltable characteristics applied to the surfaoe exposed to
tbe radar waves. It is understood, of course, that a combination
rmr UD.ese .... 0 principles wou1d produce the best resu1ts.
-sasica1ly. it is necessary that the absorbing layer have the
sma11est coe:rfioient of reflection at the frequency of the radar
\1I&Ye.. ftere1'ore, 1.n..itial research was on the method of measuring
coefficients at the very high frequen.cies of )000 mega-
, c.yc1es, and was followed by development of suitable absorbing ma-
terials, both experimentally and 'from theoretical data.
')
lII!be materials, in order to be practical for use on
sllBips 01' &11 types, should 1'all within the following lim1t1Jlg con-
titiDl1S:
1. Haw materials used in. manufacture should be
plenti1'u1.
2. Material should be adaptableto mass produc-
tion.
1. Layers should be easy to apply to ship surfaces.
4.. Jlaterials . should be .mechanically strong and free
from "chemical effects".
5. llaterials shou1d be thin and light in weight.
6. Materials shou1d be resistant to sea water and
easily sealed.
7.. . Katerials should serve equally well as absorbing
layer for super sonies.
('I
ConSidering the above conditions, research was first conduc-
usiag rubber or plastic material in which there were .minute par-
1tic1es 01' coliductiog materials, such as carbon powder. Because the
tbickaess or the layer was a :factor in the results obtained, it was
:!re1t by using several layers of absorbi.Dg materials with pro-
sressively varying electrical conductivity and dielectric constants,
JD01'e dense as the radar wave pen.etrates each successive lay-
er. et'rective product would result.
"Further theoretical. consideration indicated the desirabUity
or suitably corrugating the surface of the metal to which. the absorb-
is applied. It was reasoned that radar waves penetrat-
layers wou1d reflect from a metal surface when incidence
a.arg1es were chosen to produce maxi.mum dispersion to the inner sur-
:race or the absorbing layers and would be totally absorbed. It was
a1so reasoned that by selecting each individual layer for optima.
ef'1'ectiyeaess over a narrow portion of the spectrum, a material hav-
broad-band characteristics would be produced. Broad-band opera-
in addition to the dispersion phenomena would be highly deslra-
bll.e. The :roregoiDg phenomena cou1d occur through the use ot finely .
HwUed iron particles in the various layers, or iron powders whose
pezseabi11ty varies according to the 1'requenoy of the electro-mag-
waves. This method, from a theoretical standpoint, gave the
. .lllDst. p,roaise.
8
RESTRICTED
"Research and development centerAd about the methods employing
thin layers of rubber or plastic in which there were finely divided
carbon powders. The table below gives the composition of the vari-
ous types of materials
COMPOSITION AND CHARACTERISTICS 0F SAMPLES TESTED
I,
----.. -----.--------. r .------
Se 201 Se 202
.--. -------.------ -----_. ------ ----
Raw Rubber 100 100
..
Aoetylene Carbon 80 40
s:I Gaa Carbon. 0 0
'"
Sulphur 3 ;\ ....
j Zino Oxide 5 5
stearic Acid
3
"
1
ill Anteji-A (anti-oxidizer) 1
"
1
D.!.!. (accelerator) 1 1
pinet,?r (plasticizer) 10 0
Total 203 151
--'---- -- -- -- - ._--
1----
Speci1'io Gravity 1.25 1.19
--------
L Carbon (1- wt.) 39.4 26.5
! Eleotrica:"
r------
.. -----
Iconduotivity D.C. 2.26 .42
(in volta/meter)
2
------ .----_. - - -

Se 203 Se 204 Se 206
--- - - ---- --_. - "-- - ._---.-
100 lOll 100
30 20 0
0 0 40
3 3 3
I !
I
5 5 5
1 1
I
1
I, 1 1 1
1 1 1
0 0
o 0
141 131
I
151 l}1
"---------
--
1.16 1.08 1.21 1.11
- ---,-----
--
- - 26:-5___
21.3
-- ---
.20} 4.46 BlIIall 1IJIIll1
x 10-
4
r--
. ---- --------
l' = 3000
. mc/s 4.00 2.74
I Dielectric
Constant
l
l' = }OOO
mo/a 42.0 25.2
--'----- ----
_ ..
. - -.----
2.26 0.93 small saall
19.0 5.9 7.2
I
4.7
.- ---
"Two other samples were produced, neither available, Se
101 and Se 104. Se 101 had an electrical conductivity (vim) given
as "small" for D.C. and 2.16 at )000 mcls, with a dielectric con-
stant at )000 mcls of 8.6. All that is known of Se 104 is its D.C.
conductivity (vim) of 0.047.
"Practical experiments were conducted using, in one case, a
built-up product of metal, 7 mm thiokness of Se 101, and a 6 mm
thickness of Se 104. In the second experiment, the layers were me-
tal, Se 201 (6 mm thick) Se 202 (2 mm thick), Se 205 (2 mm thick)
and Se 206 (4.5 mm thicki. In the first experiment, at )000 mcls a
ooefficient rof 15% was obtained, and 40% on the second
experiment. The first showed sharper interference phenomena; how-
ever, the seoond would be more praotioal to use. (N.B. Data on Se
205 is not available.)
"The research planned in connection with the use of finely di-
vided iron powders was not completed because of the end of the war."
.
* * * * *
E.06
Concurrently with the latter portion of the experiments of the Japanese
Broadoasting Corporation, the SVll1itoJllo Electrio Co. laboratories were given
the problem of developing an anti-radar covering. These experiments
ran through .May 1945, at which time air raids had so interrupted the work that
they_were moving the laboratory to a "less popular" location.
Theoretical considerations and experimental results are to be found in a
report entitled "On the Absorbing Materials of Ultra Super Short Wave", a copy
of whioh was obtained from Captain Y. YAJIMA of the Second Naval Techaical In-
stitute, Tokyo Branch, 1rnGURO. It was compiled from personal of the en-
gineers involved, but Captain was unable to rind out specifically who
they were. Apparently all note books and data of nature were ordereu ue-
stroyed on.15 August 1945, and no one would admit that his work was reprouuced
in this treatise.
9
E.06

This dooument is being returned to the United States in its original form
and will be available for study from the oognizant section of the Naval Re-
searoh Laboratory. Anacostia, D.C.
In brief, the experiments reported oonoerned the use of magnetio and non-
magnetic.partioles in the rubber base. Fair results were obtained on frequen-
cies near 3000 megaoyoles, but by January 1945, as an absorber with magnetic
powder did not show good result on 3cm wave length U. S. radar, study of con-
ductive rubber containing carbon was again undertaken, espeoially as 'concerned
multi-layers. The results were mildly encouraging.
Samples of the material produced in both laboratories have been submitted
to NRL, as follows:
Samples of AntiRadar Paint on Steel Plate - NavTechJap Equipment
No. JE22-200S.
Anti-Radar Paint - NavTeohJap Document No. ND22-0040.
It is understOOd that Dr. Wilkenson's report lATIG #114) and samples of
material collected by him will be available at Wright Field, Dayton, Ohio.
10
About BACM Research PaperlessArchives.com
BACM Research/PaperlessArchives.com publishes documentary historical research collections.
Materials cover Presidencies, Historical Figures, Historical Events, Celebrities, Organized Crime, Politics,
Military Operations, Famous Crimes, Intelligence Gathering, Espionage, Civil Rights, World War I, World
War II, Korean War, Vietnam War, and more.

Source material from Federal Bureau of Investigation (FBI), Central Intelligence Agency (CIA), National
Security Agency (NSA), Defense Intelligence Agency (DIA), Secret Service, National Security Council,
Department of Defense, Joint Chiefs of Staff, Department of Justice, National Archive Records and
Administration, and Presidential Libraries.
http://www.paperlessarchives.com

Horten Ho 229

Transféré par

Informations du document

Description originale:

Copyright

Formats disponibles

Partager ce document

Partager ou intégrer le document

Options de partage

Avez-vous trouvé ce document utile ?

Ce contenu est-il inapproprié ?

Droits d'auteur :

Formats disponibles

Horten Ho 229

Transféré par

Droits d'auteur :

Formats disponibles

Horten Ho 229

Hitler's Stealth Fighter/Bomber

flwj& >4 'N

Vous aimerez peut-être aussi