Luftwaffe Lovers: Blohm und Voss Bv155 – strange and beautiful high-altitude interceptor. Part 1. Compiled by Alex Halley

Backround

When we look at the history of Blohm und Voss Bv155, we can see two seemingly independent events that had significant influence on the creation of this warbird. The first was a slow-growing aircraft project. The other one, independent constructional works of the leading companies of the advanced interceptor who handle at high altitudes. Another side of the story shows that the German war machine wasn’t perfect at all, even in the early stages of the war. Decisions of the RLM levels not always proved to be spot-on, and focuses on the right projects commissioned too late in the face of crushing hugs the eastern and western front. If German successfully realized Bv155 project and couple others, as Dornier Do335, or make production of Me262 truly massive, the fate of the war would have been different? Maybe, definitely the situation for the III Reich would look preferred.

Messerschmitt AG time

In September of 1942 backbone of the Luftwaffe fighter forces were Messerschmitt Bf109. That is why, based on the plans this particular fighter, Messerschmitt AG plant from couple of years work on a new type of aircraft. Ship board fighter, having to operate from the deck of an aircraft carrier. The basis for this project was sixty Messerschmitt Bf 109 E-1 converted soon for version Bf 109T (Träger/Carrier). Other plane prepared to operate from aircraft carrier was Junkers Ju87C. In the meantime, RLM has decided that the basis for the design of the project - Messerschmitt Bf109 T- was old and should start working on a completely new project designated codename as 155.

Messerschmitt Bf109 E-1, 2.JG1 Red 7 Germany-1939-01

The requirements of the Technisches Amt were high, and time given for the design team was a dramatically short. Messerschmitt plants need to develop a new ship board fighter, which was to consist of as many parts and components of Bf 109. However high requirements gave RLM for the team, the Messerschmitt engineers have received them in incredibly short , three-week period were able to develop and pass by the end of September 1942 construction drawings of the new aircraft . Me 155 project, step by step, became a reality.

This fact was significant for the fate of that aircraft. In 1943, due to the ever-worsening situation on the eastern front, shortages in supplies of materials, once again halted work on Flugzeugträger A / Graf Zeppelin . This time, the aircraft carrier project finally cleared, after 9 years. When war began in Europe, Graf Zeppelin was about 85 percent complete, and most of her machinery had been installed, but Third Reich has never been sufficiently determined to complete build this unit (perhaps if Germany effectively realized design aircraft carriers, the conflict on the Atlantic would look different. Story of this project is perfect idea to write another text) . Because of this facts, in August 1943 all plans and work related to the Me155RLM transferred to plants Blohm und Voss. Commensurate with this change of hands, The Me155 B-1 was re-designated Bv155 V1.

Meserschmitt Bf109 T

Blohm und Voss time

The person responsible for work on the project has been Dr Richard Vogts. The most visible changes that he introduced were new wings with two large radiators mounted above it at about the quarter-span position. Although the undercarriage had an exceptionally wide track, the main legs retracted outwards so that then mainwheels could be housed in the area of increased depth at the radiator section.

Blohm and Voss BV 155 051 V1 with W.Nr360 in Hangar 2 of Finkenwerder, December 1944 prior to the tests of the engine

The first version of Bv155 marked V-1, was built in Finkenwerder works, Hamburg. Made its maiden flight on 8^th February 1945 powered by a 1610 hp Daimler-Benz DB 603A engine. On this flight, aircraft run into trouble with overheating, and as a result the Bv155 V-2, which began flying on 15 February, had its wing radiators beneath instead of above the wing. Although the radiators had large air intake sections, their developed profiles followed a similar line and thickness/chord ratio to the wing and, accordingly, the radiators extended forward and aft of the wing chord. Other changes made in the V-2 prototype included increasing the wing chord and fitting of a new bulged, cockpit canopy. V-2 was powered by same unit as V-1. In both versions installed for testing the Hirth TKL15 supercharger which was installed in the fuselage behind the cockpit, was exhaust-driven, and provided with a large ventral air intake.

Fuselage of a Bv 155 V2 was thoroughly examined by British after having captured the Blohm und Voss factory in May 1945. They found that the prototype was completed by 90% and there were only minor details. Blohm und Voss planned to use this equipment in engine testing and development. It notes that all fuselage panels were placed

The Heinkel-Hirth TKL 15 turbo supercharger as those used by the BV 155

Results provided by these aircraft and project studies brought about some re-thinking of the design so that the Bv155 V-3 was put aside when partially completed, the proposed Bv155B serieswas abandoned and the decision was made to proceed towards the Bv155C series for which the Bv155 V-4 was to act as the prototype. The V-4 pprototype was powered by and 1 810 hp DB603U engine again with the HIrth TKL 15 supercharger and had both the wing span and undercarriage track reduced. Thirty Bv155C-0 pre-production fighters were ordered, of which the Bv155 V-4 was the first, but this prototype had just been completed and was flown by the time the war ended. The unclompleted Bv155 V-3 is believed to be held by the Smithsonian Institution in Washington, DC.

Technical Me 155 B-1

Engine Type: 1 x DB 603U turbocharged TKL 15
Takeoff power: 1810 HP to 2700rpm
Combat power climb 13km: 1600HP to 2700rpm
Maximum continuous power at sea level: 1320HP to 2300rpm
16km maximum continuous power: 1400HP to 2300rpm
Fuel Type: B4
Type of propeller: VDM9
Diameter / number of blades: 3.4m / 4 blades
Dimensions:
Wingspan: 21.0m
Wing area: 39.0m2
Stabilizer span: 3.40m
Length: 11.65 m
Height (with high tail): 3.90m
Electronics: FuG 16
Empty: 4870kg
Maximum: 5521kg
Maximum sea level speed: 430 km / h.
Maximum altitude at full speed: 690Km / ha 16000m
Rate of Climb: 10.8 m / s
Range: 1440 km
Service ceiling: 16,950 m
Armament:   Through the spinner 1 x 20mm MG151 220 cartridges. At the root of the wings: 2 x 20mm MG151 220 cartridges.

Technical Bv 155 B-1

Engine Type: 1 x DB 603U turbocharged TKL 15

Takeoff power: 1810 HP to 2700rpm

Combat power climb 13km: 1600HP to 2700rpm

Maximum continuous power at sea level: 1320HP to 2300rpm

16km maximum continuous power: 1400HP to 2300rpm

Fuel Type: B4

Type of propeller: VDM9

Diameter / number of blades: 3.4m / 4 blades

Dimensions:

Wingspan: 21.0m

Wing area: 39.0m2

Stabilizer span: 3.40m

Length: 11.65 m

Height (with high tail): 3.90m

Electronics: FuG 16

Empty: 4870kg

Maximum: 5521kg

Maximum sea level speed: 430 km / h.

Maximum altitude at full speed: 690Km / ha 16000m

Rate of Climb: 10.8 m / s

Range: 1440 km

Service ceiling: 16,950 m

Armament: Through the spinner 1 x 20mm MG151 220 cartridges. At the root of the wings: 2 x 20mm MG151 220 cartridges.

Technical Bv 155 C-1