#reichsluftfahrtministerium

[deutschland-im-krieg]

L-R: Unknown, Hitler's favourite bodyguard Sturmbahnführer Bruno Gesche, Hitler's personal secretary and after July 1944 the second most powerful man in Germany, Martin Bormann, Hitler's adjutant Oberführer Julius Schaub, Adolf Hitler, Hitler's travelling/field doctor and war criminal Karl Brandt, and Luftwaffe Generalfeldmarschall Erhard Milch at the funeral service of 115 victory ace and Ritterkreuz mit Eichenlaub, Schwertern und Brillanten (Knight's Cross with Oak Leaves, Swords and Diamonds) holder Oberst Werner Mölders at the Reichsluftfahrtministerium (RLM/German Air Ministry), Berlin, 28 Nov 1941

[usafphantom2]

GLORY. The largest archive of german WWII images Following

Messerschmitt Me-264 Amerika (1)

The Me 264 Amerika (America) was a long-range maritime reconnaissance aircraft developed by Messerschmitt during World War II for the Luftwaffe. It was intended to support U-boat operations far into the Atlantic, serving both as a scout to direct the attack, as well as launching attacks of its own. The design was later selected as a competitor in the Reichsluftfahrtministerium's (the German Air Ministry) "Amerika Bomber"; programme, which intended to develop a strategic bomber capable of attacking New York City from bases in France or the Azores, although it is highly doubtful that this would have been achieved with a meaningful payload, if at all. One prototype was built, but production was abandoned to allow Messerschmitt to concentrate on fighter production while another design, the Junkers Ju 390, had been selected in its place as a maritime reconnaissance plane.

General characteristics:

Crew: Eight

Length: 21.3 m (69 ft 9 in)

Wingspan: 43 m (141 ft)

Height: 4.3 m (14 ft)

Wing area: 127.8 m² (1,376 ft²)

Empty weight: 21,150 kg (46,630 lb)

Loaded weight: 45,540 kg (100,400 lb)

Max takeoff weight: 56,000 kg (123,000 lb)

Powerplant: 4× BMW 801 G/H radial engines, 1,272 kW (1,730 hp) each

Performance:

Maximum speed: 560 km/h (350 mph)

Cruise speed: 350 km/h (217 mph)

Range: 15,000 km (9,500 mi)

Service ceiling: 8,000 m (26,000 ft)

Rate of climb: 120 m/min (390 ft/min)

Wing loading: 356 kg/m² (72.9 lb/ft²)

Power/mass: 0.11 kW/kg (0.07 hp/lb)

Armament:

4 × 13 mm (0.51 in) MG 131 machine guns

2 × 20 mm (0.79 in) MG 151 cannons

6,600 lb (3,000 kg) bombload in internal bay.

[skyfire85]

-A Junkers Ju 188 (serial number 10001) parked on an airfield in 1942. | Photo: German Federal Archives

FLIGHTLINE: 188 - JUNKERS JU 188

Developed from the Ju 88, the 188 was produced in too few numbers to affect the outcome of WWII.

As Nazi Germany began its semi-clandestine rearmament campaign in the 1930s, the Luftwaffe developed the Schnellbomber doctrine, calling for bombers that traded defensive guns for speed. Junkers Flugzeug- und Motorenwerke AG ("Junkers Aircraft and Motor Works") responded with their Ju 88 twin engine design, which served throughout WWII as a schnellbomber, dive bomber, torpedo bomber, night fighter and heavy fighter, with more than 15,000 examples produced.

-A Ju 88 of 2nd Squadron, Bomber Wing 28, in flight. | Photo: German Federal Archives

In July of 1939 the Reichsluftfahrtministerium (RLM, "Ministry of Aviation") issued specifications for the 'Bomber B', which would fly faster and higher than the Ju 88 while carrying a higher bomb load. A maximum speed of 600kmh was called for, along with a bomb load of 4,000kg and the range needed to reach any part of England from bases in France or Norway. The specification also called for a pressurized cockpit and remotely controlled defensive turrets. Junkers submitted their Ju 288 design, which was derived from the Ju 88, which would be powered by the Junkers Jumo 222 multi-bank engine. Issues with the engine and landing gear delayed the 288 however, and Junkers proposed a modified Ju 88 as a stop-gap aircraft until the problems were ironed out.

DESIGN & VARIANTS

-Orthograph of the Ju 188 | Illustration: Kaboldy

What became the Ju 188 was first proposed as the Ju 88B, a variant rejected for being both too radical and unimpressive. The Ju 88B would have altered the original stepped cockpit, replacing it with an egg-shaped design composed of 36 curved panes in a greenhouse frame, which was smoothly fared into the ventral Bola defensive unit. This new nose and cockpit reduced the drag of the Ju 88B, making it marginally faster than other variants while at the same time improving crew visibility. The RLM considered the Ju 88B's gains were outweighed by the difficulty in production, and declined to procure the aircraft. When the Jumo 222 ran into trouble, delaying the Ju 288 and Fw 191 'Bomber B' programs, and with existing schnellbombers falling to improved RAF, USAAF and VVF fighter designs, Junkers resubmitted the Ju 88B, now designated the Ju 188.

The 188 was based on the Ju 88 A-1, adding in the 88B's cockpit design. The squared-off wingtips were now longer and pointed, which also reduced drag and improved performance. Junkers intended powerplant was their Jumo 213, which had reached the bench-test phase and was expected to develop 1,100kW (1,500hp), but the RLM stipulated that the design accept the BMW 801 engine in a Kraftei ("power-egg") unitized installation. The Kraftei, used on other twin- and multi-engine German aircraft, consisted of either a radial or inline piston engine, complete with all of the ancillary equipment, typically already enclosed in a cowling and equipped with quick-change attachment points and connectors for electrical, coolant and fuel lines. This allowed crews to swiftly remove and replace engines for maintenance as well as simplifying construction.

Two prototype Ju 188s were converted from existing Ju 88s, one Ju 88 E-O was modified with the projected defensive fit, two 13mm MG 131 and two 7.92mm MG 81Z in the Bola gondola, and the second, modified from a Ju 88 A-4, was designated the Ju 188 V1 and featured the larger tail fin that would be standard on later model Ju 88s and the Ju 188. A second V1 was completed in January 1943, this aircraft had the external bomb shackles moved inboard of the engines for improved handling and performance. Both V1s began test flights for the dive-bombing system, also installed in the Ju 88 A-4, in February.

The 188 was 14.948m long, with a wingspan of 22m and a height of 4.45m. Empty weight was 9,900kg, max TO load was 15,300kg with 3,000kg of bombs internally or two 1,000 external loads. Maximum speed was 499kmh at 6,000m altitude, while cruise speed was 375kmh at 5,000m. Service ceiling with a 2,000kg load was 9,300m.

The initial production A model was designed to use either the BMW 801 or Jumo 213, but in practice the Jumo-powered aircraft were designated 188A while those with 801s were known as the 188E. Similarly, delays in the 213 project caused A models to be delivered after their E model compatriots, and at a slower rate of production. Both the A and E models were identical to the V1 except in having the MG 131s replaced by heavier hitting MG151/20s. The first three Ju 188 E-1 were delivered in February 1943, with another seven the following month and eight more the month after that. A training and conversion group was formed in May, with the first operational mission, an attack on a factory in Lincolnshire, was carried out by three 188Es on 18 August 1943. Deliveries of the A model picked up towards the end of 1943. Beginning in 1944 the 213 was available in a methanol-boosted version; aircraft fitted with this engine were designated the Ju 188 A-2.

-A Ju 88 E in Wellenmuster ("wave pattern") camouflage and carrying air-drop cannisters. | Photo: German Federal Archives

A separate torpedo bomber variant of both the A and E models was produced, with the 213 powered version designated the A-3 and the 801 powered models known as E-2s. Otherwise identical, the torpedo bomber versions mounted a low-UHF-band FuG 200 Hohentwiel sea-search radar under the nose and was refitted with shackles for air-dropped torpedoes. By the time production of the A and E models concluded in 1944, approximately 500 examples were completed.

-A Ju 188 A-3, armed with two torpedoes, prepares for a mission. | Photo: German Federal Archives

Junkers intentionally skipped the B designator to avoid confusion with the Ju 88B, so the next model planned was the Ju 188C, which was to have a remotely-operated turret in the tail, designated the FA 15, which would have had two 13mm MG 131 aimed by two periscopes, one dorsal and one ventral, mounted in the cockpit. While this would have increased the defensive firepower of the 188 line, poor reliability of the FA 15 saw the C model abandoned after one example.

It was decided in 1944 to concentrate production on a reconnaissance variant of the 188, which differed from the A and E models in the removal of bomb aiming equipment as well as the forward-firing gun. Cameras and additional fuel tanks were installed, bringing the range up to 3,400km. Four models were built, with the D-1 and F-1 being photo recon variants powered by the Jumo 213 and BMW 810 respectively, and a naval recon variant fitted with sea-scan radar, with the D-2 powered by the 213 and the F-2 powered by the 810.

-Ju 188F-2 Rächer with two external 200 liter tanks. | Photo: German Federal Archives

POTENTIAL VERSIONS

One of the main issues with the 188 was a lack of internal space for weapons, which forced the planes to carry most of their bombs on underwing shackles, erasing whatever gains made over earlier planes. Junkers proposed solving this problem by making the fuselage taller, increasing the possible bomb and fuel load. This would also have added space for a manned turret in the tail, but this idea was rejected as only the smallest would have fit in the space provided. The RLM instead intended to use the FA 15 remote installation tested on the 188C, which, it was hoped, could be made more reliable. This enlarged 188 would have been produced in two versions, the G-2 bomber and H-2 recon model. The Jumo 213 production having been earmarked for fighters only by this time, the 188 G-2 and H-2 would have been fitted with BMW 801 engines. While construction of a few G model prototypes had started, allied bombing disrupted production to the point that none were completed.

In the summer of 1944 three E model aircraft were modified as prototypes for the 188 R night fighter. Armament was planned to be either four 20mm MG 151/20s or two 30mm MK 103 cannon. Trials found that the radar installation produced too much drag and the presence of better night fighters like the Uhu saw the 188 R cancelled.

A separate program was to add a pressurized cockpit and larger wing to the 188 line, producing the 188J heavy fighter, 188K bomber and 188L recon aircraft, while the even more extreme 188S and 188T intruder variants did away with defensive installations and added even longer wings, increasing the service altitude to a maximum of 9,500m and the top speed to 700kmh. The extensive changes needed saw the RLM redesignate this model as the Ju 388, but less than 100 K and L models were produced before Germany capitulated in 1945.

FOREIGN OPERATORS

At least two Ju 188s, one each of the A-2 and A-3 models, were captured by the RAF and tested at the end of the war before being scrapped. Prior to the end of WW2, approximately 12 Ju 188 were ordered by the Vichy French government, these aircraft continued to serve in the French Air Force and Aviation Navale afterwards, but were retired in 1951. Of the roughly 1,200 Ju 188 of all marks built, none are known to survive.

[lasesmed]

i was looking up ww2 bombers for name inspiration and had to do a double take when i saw this

The Amerikabomber (English: America bomber) project was an initiative of the German Ministry of Aviation (Reichsluftfahrtministerium) to obtain a long-range strategic bomber for the Luftwaffe that would be capable of striking the United States (specifically New York City) from Germany, a round-trip distance of about 11,600 km (7,200 mi).

[ddr-reklame]

Der Ursprung aller Betriebe, die in Leipzig Radios produzierten, war die 1925 von dem Kaufmann Oswald Ritter und dem Techniker Wilhelm Dietz gegründete Dr. Dietz & Ritter GmbH, Fabrik für Radio-Erzeugnisse und Transformatoren. Der Betrieb produzierte zunächst unter anderem Transformatoren, Kraftverstärker und dynamische Lautsprecher unter Lizenz des amerikanischen Unternehmens Magnavox. . Ab 1932 werden Rundfunkempfänger in die Produktpalette aufgenommen und die Firma in Körting Radio, Dr. Dietz & Ritter GmbH geändert. Mit den Modellen Cyclo-Super und Hexodensuper kommen ihre ersten, auch Überlagerungsempfänger genannten, Superheterodynempfänger auf den Markt. . Körting Radio erreichte bereits 1933 einen Marktanteil von 5,2 %, der im Folgejahr auf 7,35 % ausgebaut werden konnte. Im Zuge der Aufrüstung der Wehrmacht baute D & R ab 1935 im Auftrag des Reichsluftfahrtministeriums (RLM) Funktechnik für die Luftwaffe in Lizenz von Telefunken und Lorenz. Im Jahr 1938 zählte Körting Radio zu den marktführenden Herstellern und beschäftigte 3.000 Mitarbeiter. . In der Folge wurden wegen Differenzen mit dem Heereswaffenamt die Entwicklung und Produktion von Militärtechnik unter RLM-Aufsicht gestellt und zum 1. November 1939 in die reichseigene Leipziger Funkgerätebau G.m.b.H.ausgegliedert. . Nach dem Krieg wurde der Betrieb in 1948 zum VEB Stern-Radio Leipzig. 1952 erfolgte nach innerer Profiländerung eine Umbenennung in VEB Fernmeldewerk Leipzig, der sich nun hauptsächlich der Produktion von Fernmeldeanlagen widmete, aber auch z. B. Mikrofone herstellte. . Mit der Bildung der Kombinate erhielt dieser Betrieb 1970 den Status des Stammbetriebs des VEB RFT Kombinat Fernmeldewerk Leipzig. Diesem Stammbetrieb wurden letztendlich schrittweise weitere Leipziger Betriebe zugeordnet. (#Wikipedia) . #Blinker #Richtungsanzeiger #Warnblinker #Verkehrssicherheit #Motorrad #RFT #VEB #Fernmeldewerk #Leipzig #DDR #GDR #Reklame #Ostalgie #EastGermany #Vintage #vintagead https://www.instagram.com/p/BgQHxMIBk-2/?igshid=11435x1ifjzu3

[ollieburchell]

Bound to Function

Reichsluftfahrtministerium in Berlin | 1:500 Building Model

[lazymains]

Tank buster valaa hots

TANK BUSTER VALAA HOTS HOW TO

TANK BUSTER VALAA HOTS MOVIE

54 Carnival fruit bowl and add one.(541) 336-9617 Check instrument panel cluster and shift levers are fully closed.Quartet Petiprin 5413369617 Is grade inflation really were the truth. Tracy, California Stop spending my money.

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- Ability to dive enemy team or disengage with Burrow Charge MYTH BUSTER: VENOMOUS AUSTRALIAN SNAKES DONT CLIMB Theres a bit of a myth in.

He does particularly well against magic-based damage due to his spell armor. Bala Shark (Tri-color shark, Balantiocheilos melanopterus) While the peaceful nature and hardiness of this fish make it appear to be an ideal candidate for a community aquarium, they commonly grow up to 1.5 feet in length. With exceptional crowd control, dive potential and his heroic ability, Cocoon - Anub can set up incredible fights for his team. He is currently considered the number one rated tank in the game. 1) Anub’ArakĪnub’Arak is one of the most well-rounded and solid tanks in the game.

TANK BUSTER VALAA HOTS MOVIE

These tanks do well in every league - from Bronze all the way to Grand Master. Visit One News Page for 2018 MTV Movie news and videos from around the world, aggregated from leading sources including newswires, newspapers and broadcast media. Master these heroes and carry your team to victory.

TANK BUSTER VALAA HOTS HOW TO

If your objective is to play the best and the tankiest of them all, look no further.This article will go over the five best current tanks in Heroes of the Storm, why they are the best and how to play them. Heroes like anubarak, muradin, ETC, malganis, blaze and literally every single other tank out there (and even many non-tanks out there) have ranged AOE stun on a way shorter cooldown (around 8-12 seconds for most tanks) and on top of that. you also got bunker if necessary and you won’t even be melted as fast as johanna cause you have armor + self heal on AA and your AA is aoe not single target which heals you a lot more.Their role is to protect their teammates, create space, absorb damage and set up teamfights. That taunt is on a 16-second cooldown, melee range and single target. He got armor he got atk speed increasing and he got a heal on dealing AA dmg which makes your atk speed healing you like hell. It was required to carry at least two 20 mm MG FP cannon and to have. Hot Pursuit: Increase the Movement Speed bonus of each stack of Hatred to 2. Henschel Hs 129 Tank Buster Henschel was one of four companies (the others being Focke-Wulf, Gotha and Hamburger Flugzeugbau) to which, in April 1937, the Technische Amt of the Reichsluftfahrtministerium (RLM) issued a specification for a twin-engine ground-attack aircraft. I just wish I got to show it off against a tank.Follow m. Thanks to having Rage instead of Mana, Hogger. In todays episode, were looking at Tychus, His ability to decimate a tanks HP pool is astounding. This characteristic can be used to easily capture Mercenary Camps by strategically aiming Hogg Wild. This guide shows you how to get the tank buster for the thanatos first do firestarter on normal you need atleast 1 AMMO BAG and stand on the car showed on the picture and scope on the place showed on one of the picture you dont need a theia as you can see its about 50 meters and then kill all the swat cops that are climbing on the fence when you are at 0 ammo take ammo. Vallas 13 tier also gives you the option to go anti-tank or anti-caster. The complete guide to playing Valla in Heroes of the Storm with the best Valla build, matchups, as well as stats on wins by map, by hero level, and overall Valla wins over time. Hogger is a Bruiser with the unique Ability to create and get advantage of impassable terrain with terrain outlines, something that works great in narrow spaces and has low value in wide areas. your D won’t do anything as it’ll be melted down in seconds “mostly from valla” your 20 triggers will be melted which means you’ll be running away as you have no “damage reduction” unlike blaze he got all that stuff. Arrow build has ridiculous burst and she can self-sustain through poke with it. Johanna in such a situation of being deep 1v5 you won’t be expecting them to watch you trying to hit valla right? they’ll stun you silence you slow you root you and all that kind of stuff.

[watchesreview]

PERRELET TURBINE PILOT

The Perrelet Turbine Pilot does not subscribe to the traditional pilot’s watch style. On the contrary, the Swiss firm has conceived a very original aviation-themed timepiece that sidesteps convention with its bold use of colour and animated dialscape. Angus Davies gets ‘hands-on’ with this aviation-themed watch.

Back in the 1930s, the German Ministry of Aviation, or Reichsluftfahrtministerium (RLM), created a specification for pilots’ watches. These were intended for use by the Luftwaffe, serving as a supplement to the plane’s cockpit instruments. The watches had to be 55mm in diameter and needed to have a large winding crown, facilitating manipulation even when wearing gloves.

The RLM also made additional stipulations that suppliers were obliged to meet. For example, all pilots’ watches had to be equipped with a hacking seconds, allowing the wearer to halt the second hand by pulling out the crown. This was an essential feature when synchronising watches ahead of a bombing mission.

The watch also needed to have a Breguet hairspring, chronometer certification and a long leather strap allowing it to be worn over a flying suit. Furthermore, the RLM specification stated the watch had to be housed in an anti-magnetic case. Even the triangular-shaped index at noon, with two dots on either side, was a requirement of the RLM. Several companies were entrusted with supplying the Luftwaffe with these watches, sometimes termed ‘Grosse Fliegeruhr’ or ‘B-Uhr’ timepieces. These firms included Lange & Söhne, Laco (Lacher & Co), Stowa (Walter Storz), Wempe and IWC.

Many pilots’ watches after WWII continued to incorporate elements that were originally specified by the RLM. Although the Grosse Fliegeruhr may have been robust, precise and highly legible, it was never intended to be attractive. Today, some pilots’ watches have received a touch of cosmetic surgery with a nip and tuck here and there, improving wearability and augmenting eye-appeal. However, in many cases, the genre’s utilitarian origins still remain apparent.

Recently, I had the opportunity to get hands-on with the Perrelet Turbine Pilot and appraise its composition at close quarters. The Maison from Biel/Bienne has not followed the same path as others, preferring to look at the pilots’ watch with a fresh set of eyes. Vibrant colours enliven the model’s dial which also incorporates an enchanting dose of animation. Consistent with traditional pilot’s watches, the Perrelet Turbine Pilot is a practical proposition, but it also possesses a fresh-faced, handsome visage.

The dial

The Perrelet Turbine Pilot is available in seven different variants, encompassing a variety of hues and even a camouflage variant, ideally suited to covert military action. My press sample was rather more flamboyant, sporting various ebullient red dial details.

White luminescent hour and minute hands convey meaning with notable efficiency. The boss in the centre of the dial, connected to the canon pinion, is oversized, introducing a stylish departure from the norm.

The hours are denoted with plump Arabic numerals at the cardinal points and rectangular batons in between. Interestingly, the indexes are affixed to the underside of the sapphire crystal. The dialogue between the hands and indexes is notably clear and intelligible.

As the model’s name implies, the watch is endowed with the Maison’s ‘turbine’ system. To understand the rationale for this system, it is necessary to look at the company’s past.

Abraham-Louis Perrelet invented the automatic pocket watch (1777) and it remains very much at the heart of everything today’s eponymous brand does. In 1995, the firm released its first ‘double rotor’ watch. Both of these rotors were functional. However, the dial-side rotor proved particularly interesting to clients who were no doubt captivated by its revolving motion. Perrelet unveiled the inaugural ‘Turbine’ model in 2009. The dial-side rotor didn’t tension the mainspring but was designed to deliver a unique animated display. The turbine blades, similar to those found on an aeroplane engine, readily spin, intermittently revealing detail on the lower dial level.

Beneath each index, located on the said lower dial level, are red chevron markings emulating those often found on cockpit instruments.

The indications include a black central sweep seconds hand with a prominent orange tip. Perrelet has incorporated other flight-themed references such as the fletching style counterweight affixed to the central sweep seconds. Quite simply, the Maison has expended much effort on this watch, lavishing various surfaces with a plethora of details.

Various scales in eye-popping red hues encircle the main dial area. An additional scale adorns the bezel. The aviation style slide rule doffs its hat to a pre-electronic era when pilots made calculations manually.

The case

Measuring 48mm in diameter, the scale of the Perrelet Turbine Pilot may prove off-putting to some potential buyers. However, when affixed to the wrist, the watch feels smaller than the stated dimensions suggest. When the watch is placed on its side atop a table, the strap readily curves, eager to encircle the wrist. Another reason for the watch appearing smaller is that the lugs are comparatively short and they arc sharply downwards. Personally, I found the watch granted an ergonomic union with my wrist and it conferred impressive wearer comfort.

The stainless steel case is dressed in black PVD, imbuing it with a stealthy nature and providing a wonderful juxtaposition with the model’s vibrant red tones. Four sections emanating from the caseband rise upwards and hug the bezel. Two similar sections of metal, positioned centrally between each set of lugs, provide a further link between the strap and the watch head.

Perrelet has equipped the Turbine Pilot with a ‘bi-material’ leather strap enriched with an alligator pattern. Interestingly, it was only after I read the specification sheet that I determined the strap wasn’t made from reptile skin. As more people express concern about using alligator skin, Perrelet’s approach seems very sensible.

Tactility is an important factor when appraising the composition of any watch. With an outstretched index finger and a keen eye, the Perrelet Turbine Pilot rewards the senses with a palpable sense of quality. The crown features cross knurling, inviting the wearer to caress it and derive cathartic benefit from its texture.

To the rear of the watch, an exhibition caseback affords views of the self-winding movement.

The movement

The Perrelet Turbine Pilot is fitted with an in-house automatic movement, the calibre P-331-MH. Recently, I reviewed this movement in detail, however, for those readers who are time-poor, I have detailed some points below that are worth mentioning:

 The      bridges that are positioned centre stage are adorned with perlage, while      the visible edges of the mainplate feature colimaçon.

 The      oscillating weight is an openworked design, affording superior views of      the components below.

 COSC      certification provides independent validation of the model’s accuracy.

 Various      types of tests have also been performed to ensure robustness, water      resistance and tolerance to various temperatures. This test regime forms      part of the Chronofiable certification standard (independent assessment).

 The      rate is adjusted with an index-adjuster

 Assuming      the watch is fully wound, the Perrelet Turbine Pilot will run      autonomously for 42 hours.

Closing remarks

The dial of the Perrelet Turbine Pilot proves very legible. By fitting the indexes to the underside of the crystal, adding the turbine and the lower dial level, Perrelet has introduced layers of detail that confer depth and masterfully play with light.

Moreover, by equipping the dial with various graduated scales, the Swiss marque has endowed the display with many numbers and markings. Those prospective purchasers who prefer less detail can select one of the company’s Turbine Evo models which eschew the aforementioned red elements, thereby bestowing a calmer temperament. Personally, when wearing the Turbine Pilot, I adored its liberal application of red hues. This is a watch that exudes optimism and will readily elicit a smile on any face.

One thing is clear, Perrelet has never looked over anyone’s shoulder and copied their work. Indeed, its design is very much its own. Some traditional pilots’ watches were produced with practical considerations in mind and little thought to the aesthetic charms they might proffer. Over the years, some military pilots’ watches have received a make-over with perhaps a green dial or by using more avant-garde case materials, etc. However, the approach taken by Perrelet has not been to adapt an existing style of watch, but to conceive something fresh and new. Indeed, Perrelet has looked to the heavens and conceived a timepiece that delivers both practicality, ingenious animation and an extraordinary amount of style.

[nucifract]

Gegenüber Reichsluftfahrtministerium. Dez 2018.

Damals Sitz eines der Haupttäter.

Ich frage mich wirklich: Als Kurt Gödel das Reich verlassen musste, weil seine Mathematik als “verjudet” galt: Seine Kollegen am Institut, andere Wissenschaftler, die ja doch mit einem gewissen Grundstock an Intelligenz ausgestattet gewesen sein müssen, haben die den Mainstream genauso unterstützt wie heute meine Mitbürger?

Haben die aus Überzeugung den Mund gehalten? Oder war es aus Angst? Die konnten ja nicht wissen, dass es nur 12 Jahre dauern würde. Aber selbst wenn sie davon ausgehen mussten, nie wieder in ihrem Fach arbeiten zu können. Reichte das als Druckmittel, um einen intelligenten Menschen dazu zu bringen, alles zu verleugnen, was er als richtig erkennen musste?

Oder waren das alles Savants, die ausserhalb ihres Fachgebietes totale Idioten geblieben waren? Habilitierte Dreijährige? Kann man auch einen einigermaßen Intelligenten Kopf allein dadurch ruhighalten, dass man ihn aktiv und täglich mit den Argumenten der Täter einfettet? Jetzt sind die Leute aus den Mint-Fächern nicht unbedingt dazu angetan, sprachliche Feinheiten zu würdigen oder gesellschaftliche Entwicklungen zu analysieren. Aber kann man mit solcher Enschiedenheit wegsehen? Würde ich, wenn ich nur noch Süddeutsche und DLR konsumierte, vielleicht auch d’accord gehen können? 

[claudio82clod]

Purtroppo non ho trvato nessuna foto italiana di un Bf 110. Dovrete accontetarvi di queste immagini tedesche. Qui vedete la cabina di pilotaggio ripresa dal posto del navigatore. elle intenzioni di Hermann Goering, Comandante in capo della Luftwaffe e ideatore della specifica emessa nel 1934 dal Reichsluftfahrtministerium (Ministero dell'aria), il Kampfzerstörer doveva svolgere, nell'aria, un ruolo simile al cacciatorpediniere nella marina. In particolare, doveva rispondere ai seguenti requisiti: Aereo da guerra strategico, bimotore multiruolo, capace di operare strategicamente sia come caccia pesante che come bombardiere leggero, con stiva bombe. Equipaggio composto da tre aviatori: un pilota, un navigatore/bombardiere/mitragliere e un mitragliere di coda, per operare una difesa posteriore che fosse di pari potenziale all'armamento di lancio anteriore (il che presupponeva una torretta elettrica di coda massicciamente armata, tipo quella dei bombardieri pesanti). Agilità e velocità per il combattimento contro caccia avversari, il cosiddetto dogfight. Lungo raggio di azione, per effettuare operazioni strategiche. Impiego principale nelle missioni di "caccia libera" e "ricognizione armata" a lungo raggio, d'avanguardia ai bombardieri strategici; per attaccare le difese aeree nemiche, sia in aria che a terra nonché attirare in combattimento i caccia nemici. Ciò avrebbe teoricamente creato larghi varchi nello schieramento difensivo nemico, dove far passare i bombardieri. Possibilità di impiego sia come cacciabombardiere che come intercettore di bombardieri nemici; ovvero capacità di caricare diverse configurazioni di armamenti pesanti. #storie #storieefoto #regiamarina #regiaaeronautica #aeronautica #airforce #italia #anr #bf110 #messerschmitt #history #ww2 #worldwar #worldwar2 #warthunder #fligh #flightsimulator #hunter (presso Creta) https://www.instagram.com/p/B42tvHbHBOJ/?igshid=7zpqqn4o5zqt

[alysonalbee19098]

Reichsluftfahrtministerium https://ift.tt/2Lp00Ze

[deutschland-im-krieg]

Junkers Ju 89 four engined bomber prototype. Junkers built two only in 1937, as a response to the Reichsluftfahrtministerium (RLM/Reich Aviation Ministry) 1935 request for a long range bomber. On 4 Jun 1938, the second prototype achieved a new world record by taking a 5,000kg/11,000lb payload to an altitude of 9,312 metres/30,551 feet. On 8 Jun, the second prototype made another world record flight when it took a 10,000kg/22,000lb payload to an altitude of 7,242 metres/23,760 feet. In late 1938, both aircraft were transferred to the Luftwaffe and they were put into service as heavy transports, one taking part in the invasion of Norway. For more, see my Facebook group - Eagles Of The Reich

[usafphantom2]

Ronnie Bell Following

Arsenal VB-10

The size of the VB 10 is illustrated here by the crowd in front of the first production VB 10. The aircraft was powered by two Hispano-Suiza 12Z-15/16 engines. Note the 20 mm cannons and no machine guns. The VB 10 was a low-wing monoplane in a standard taildragger configuration with retractable undercarriage and a single-seat. It was a large aircraft with a span of 50 ft 10 in (15.49 m), length of 42 ft 7 in (12.98 m), height of 17 ft 3/4 in (5.2 m), and an empty weight of 15,190 lb (6,890 kg).

While the aircraft was of a standard configuration, the engine arrangement was not. One engine occupied the standard position in the nose of the aircraft and a second engine was included behind the cockpit. Each engine drove a set of propeller blades that, together, made up a coaxial contra-rotating unit in the nose. The front engine drove the rear propeller, and the rear engine drove the front propeller. The drive shaft from the rear engine ran through the Vee of the front engine and to the front propeller. A Vernisse or homocinetic coupling was used in which flexibly-mounted ball joints join sections of the rear engine’s propeller shaft to accommodate deflection and vibration of the shaft.Before the prototype was built, a contract for 40 aircraft was placed in May 1940. However, construction was suspended with the capitulation of France in June 1940. In April 1942, the Vichy government was able to persuade the RLM (Reichsluftfahrtministerium or German Ministry of Air) to allow construction to resume on the twin-engine propulsion system. To thoroughly evaluate the unusual engine arrangement, a Latécoère 299 was made into a flying testbed and renamed 299A. Completed in July 1943, the Latécoère 299A was destroyed in an Allied bombing raid on 30 April 1944.

With the tide of the war changing, the French restarted construction of the first prototype, VB 10-01, in July 1944. The unarmed prototype was powered by two 860 hp (641 kW) Hispano-Suiza 12Y-31 12-cylinder, liquid-cooled engines and had a flush, sliding canopy with an obstructed rear view. This aircraft was first flown on 7 July 1945 by Modeste Vonner. During initial flight tests, the VB 10-01 achieved a sea-level speed of 304 mph (490 km/h). An order for 200 aircraft was placed on 22 December 1945.The second prototype, VB 10-02, had a bubble canopy for improved visibility and was powered by two 1,150 hp (858 kW) Hispano-Suiza 12Z engines. The aircraft was also armed with four 20 mm Hispano-Suiza cannons (with 600 rounds total) and six .50-cal Browning machine guns (with 2,400 rounds total), all mounted in the wings. The VB 10-02 first flew on 21 September 1946. Mechanical issues and engine overheating plagued both prototypes; these challenges, combined with the availability of cheap surplus allied aircraft and the jet age on the horizon, led to a revised order of just 50 aircraft, The first production VB 10 made its maiden flight on 3 November 1947. The aircraft was powered by two Hispano-Suiza 12Z-15/16 engines that were rated at 1,300 hp (969 kW) max and 1,150 hp (858 kW) continuous. It was armored with only four 20mm cannons but had provisions to carry one 1,100 lb (500 kg) bomb under each wing. Additional fuel took the place of the removed machine guns. The production aircraft went on to achieve a max speed of 323 mph (517 km/h) at sea-level and 435 mph (700 km/h) at 24,600 ft (7,500 m).

For the VB 10, the beginning of the end occurred on 10 January 1948 when the second prototype, VB 10-02, caught fire while over southern Paris. An uncommanded propeller pitch change over-reved the rear engine, destroying it and starting the fire. The pilot, Pierre Decroo, was forced to bail out. He survived but suffered burns. On 15 September 1948, the third (some say first) production machine crashed in much the same fashion, killing the pilot, Henri Koechlin. Six days later on 21 September 1948, the Arsenal VB 10 contract was cancelled. At the time of cancellation, four production VB 10 aircraft (including the one that crashed) had flown, six additional airframes had been completed, and a number of airframes were under construction. All remaining VB 10s (including the first prototype) were scrapped.

Via Flickr

[skyfire85]

-Preflighting a Blohm & Voss - BV 141. | Photo: P.K. Luftwaffe

Flightline: 60 - Blohm and Voss

Hamburger Flugzeugbau (lit. ‘Hamburg aircraft construction’) was a division of the Blohm & Voss shipbuilding company, whose owners wanted to move into building long-range flying boats for the German state airline Hansa. The company’s name was changed to Abteilung Flugzeugbau der Schiffswerft Blohm & Voss (“Aircraft Manufacturing Division of Blohm & Voss Shipbuilder”) in 1937, and the growing Nazi rearming campaign saw the former passenger plan manufacturer branch out into warplanes.

B&V’s most successful design for the Wehrmacht was the BV.138 Seedrache (‘Sea Dragon’), a trimotor seaplane used for maritime patrol and naval reconnaissance.

-A Blohm & Voss BV 138, seen on Siutghiol lake, near Constanta, in 1943. | Photo: Unknown

The BV.222 Wiking (‘Viking’) was a pre-war large flying boat passenger plane, but the 13 examples produced were pressed into service as a cargo transport and troop transport during the War.

-A BV.222 in flight. | Photo: Unknown

B&V is perhaps best well known for a large number of asymmetrical designs produced by chief designer Richard Vogt.

In 1937, the German Air Ministry – the Reichsluftfahrtministerium (RLM) – issued a specification for a single-engine reconnaissance aircraft with optimal visual characteristics. The preferred contractor was Arado with the Ar 198, but the prototype proved unsuccessful. The eventual winner was the Focke-Wulf Fw 189 Uhu, even though its twin-boom design using two smaller engines did not match the requirement of a single engined aircraft. Blohm & Voss was not invited to participate, but pursued as a private venture the uniquely asymmetric BV 141. 

-BV.141 under construction at the Blohm + Voss plant. | Photo: Scholz

The crew compartment was set to starboard to provide the best view, as well as to counter roll forces from the single piston engine. The tail unit was similarly offset. Power came from a BMW 132N engine, though the prototypes were found to be underpowered. Later 141s were built with BMW 801s, and proved to be superior to the Fw.189, but competition with the Fw.190 for the BMW 801s capped production of the BV.141 at 28. A ground attack and dive-bomber variant, potentially augmented with a Jumo 004 jet engine, was studied as the Bv.237, but was not produced.

-Orthograph of the BV.237 showing the Jumo 004 mounting. | Illustration: Reichdreams #13: Asymmetric Planes

The Blohm & Voss P.111 was a back up design to the BV 138 sea plane. Whereas the fuselage was basically similar to the later-built BV 138, a long boom with a conventional tail unit was placed on the port side of the wing. Three Jumo 208 engines, each developing 1500 horsepower, were all mounted on the wing leading edge. A pontoon was located just outboard of the port engine, beneath the wing.

-Orthograph of the P.111. | Illustration: Wydawnictwo Militaria #64 BV 138

The BV P.178 dive-bomber had one Jumo 004B turbojet located under the wing to the starboard side of the fuselage. The pilot sat in a cockpit in the forward fuselage, with a large fuel tank located to the rear of the cockpit. Beneath the fuel tank there was a deep recession in which a SC 500 bomb could be carried within the fuselage, or a SC 1000 bomb which would protrude slightly out of the fuselage. Two solid-fuel auxiliary rocket engines extended from the rear, and may have possibly been used for take-off or for climbing after a dive-bombing attack. Two MG 151 15mm machine guns were located in the nose

The BV P.179 asymmetric fighter-bomber was developed from the BV P.177/BV.237, though it had a shorter wingspan and a single seat. The P.179 was powered by one BMW 801 14 cylinder radial engine. The cockpit was located in a nacelle to the starboard side of the fuselage, beneath which up to 500 kg (1100 lbs) of bombs could be carried. The main landing gear retracted outwards into the wingtips. Two MG 151/20 20mm cannon were the projected armament, and were located under the pilot’s position.

-Orthograph of the P.179. | Illustration: Luft46.com

BV P.194 was a series of designs for various mixed-propulsion asymmetrical aircraft, which were intended for diverse roles such as fighter, destroyer, dive bomber and reconnaissance. The designs all featured a BMW 801D on the main fuselage, and either a BMW 003 or Jumo 004 jet engine was mounted in the crew gondola, offset to starboard.

-A table of P.194 variants and color illustrations of hypothetical BV P.194 variants in squadron markings. | Illustration: luft46.com/Reichdreams Dossiers #13: Asymmetric Planes

Though not an asymmetrical design, the P.188 jet bomber was unique in that it had wings that were swept back half way along their length, then swept forwards to the tips. This design was expected to give good performance at both low and high speeds. The P.188 had tandem twin main landing gear along with outriggers to support the wings. The plane was to be powered by four Jumo 004C jets, and would have carried 2200lbs of bombs internally, or Hs 293C anti-ship missiles externally.

-Orthograph of the P.188. | Illustration: luft46.com

B+V ceased operations after the end of WW2, though it was reconstituted as Hamburger Flugzeugbau GmBH (HFB) in 1956 when Germany was freed from post-war restrictions. HFB mainly served as a subcontractor on programs like the Nord Noratlas, Transall C-160 and Lockheed F-104G Starfighter. Their only solo project was the HFB 320 Hansa Jet, a ten-seat business jet which featured a forward swept wing. The type was intended to compete with Lear Jet, but the General Electric CJ610 engines prevented it from flying from smaller fields, and the 320 was mainly limited to service with the West German Air Force, were it served as a VIP transport and as a trainer for ECM crews. The type was retired in 1994.

-German Air Force HFB 320 ECM with nose radome and additional aerials. At Air Tattoo International 1992. | Photo: Andrew Thomas

HFB merged with Messerschmitt-Bölkow to form Messerschmitt-Bölkow-Blohm (MBB), which in turn was taken over by Deutsche Aerospace (DASA) in September 1989, which has since been absorbed into the pan-European Airbus corporation.

[flatpyramid-blog]

Heinkel He-177 - Greif - 6NEK 3D Model

Originally modelled in cinema4D. Detailed enough for close-up renders. The zip-file contains bodypaint textures and standard materials. The He 177 3D model was conceived as a result of a requirement of the Reichsluftfahrtministerium (RLM), with the name Bomber that specified a bomber more advanced than the Dornier Do 19 or Junkers Ju 89, capable of carrying a load of bombs of at least 1,000 kg ( 2,204 Lb) in a range of 6,695 kilometers (4,160 miles). The aircraft had to have a maximum speed of about 540 km / h (335 mph) in height and possess sufficient structural strength to carry out dive attacks in its medium grade (later changed to 60 degrees). In fact, it was a development of the previous Heinkel project, the long-range bomber P.1041. In order to meet these specifications, the Heinkel He 177 possessed many advanced features including the engines, along with the evaporation and cooling surface as well as remote-controlled weapons. An unusual feature of the aircraft was the use of two engines in each gondola that moved a single propeller. Siegfried Günther, head of Heinkel design, opted to use the Daimler-Benz DB 606 configuration, which consisted of two Daimler-Benz DB 601 engines coupled to a common propeller, in order to minimize aerodynamic drag. The two engines are coupled side by side in each gondola and tilted almost vertically, using a single gear housing that connected the two crankcases, and two pinions and the transmission on a single crankshaft. The insistence of this engine configuration derives directly from the RLM's commitment that the He 177 should be capable of being used to dive bomb. The use of only two propellers in a heavy bomber also offered a significant reduction in drag and a marked improvement in maneuverability. Features: - Inside scene: -model - 18 textures - 1 material- 1 alphamap - All materials, bodypaint-textures and textures are included. - No cleaning up necessary, just drop your models into the scene and start rendering. - No special plugin needed to open scene. - Phong shading interpolation / Smoothing - 35° - In lwo,3ds,fbx, c4d and obj are parts for an seperate fly and a ground version. - NOTE - In lwo,3ds, fbx and obj the 1 Alphamap (Run_Alpha) must manually load in the Alphacanal or Transparencycanal. - c4d Version R16 - Polygones - 138744 Vertices - 93499 - 26 Objects - 18 textures - 1 material- 1 alphamap - obj File - lwo file - 3ds file - fbx file Version 2010

- #3D_Model #Aircraft

[ddr-reklame]

Der Ursprung aller Betriebe, die in Leipzig Radios produzierten, war die 1925 von dem Kaufmann Oswald Ritter und dem Techniker Wilhelm Dietz gegründete Dr. Dietz & Ritter GmbH, Fabrik für Radio-Erzeugnisse und Transformatoren. Der Betrieb produzierte zunächst unter anderem Transformatoren, Kraftverstärker und dynamische Lautsprecher unter Lizenz des amerikanischen Unternehmens Magnavox. . Ab 1932 werden Rundfunkempfänger in die Produktpalette aufgenommen und die Firma in Körting Radio, Dr. Dietz & Ritter GmbH geändert. Mit den Modellen Cyclo-Super und Hexodensuper kommen ihre ersten, auch Überlagerungsempfänger genannten, Superheterodynempfänger auf den Markt. . Körting Radio erreichte bereits 1933 einen Marktanteil von 5,2 %, der im Folgejahr auf 7,35 % ausgebaut werden konnte. Im Zuge der Aufrüstung der Wehrmacht baute D & R ab 1935 im Auftrag des Reichsluftfahrtministeriums (RLM) Funktechnik für die Luftwaffe in Lizenz von Telefunken und Lorenz. Im Jahr 1938 zählte Körting Radio zu den marktführenden Herstellern und beschäftigte 3.000 Mitarbeiter. . In der Folge wurden wegen Differenzen mit dem Heereswaffenamt die Entwicklung und Produktion von Militärtechnik unter RLM-Aufsicht gestellt und zum 1. November 1939 in die reichseigene Leipziger Funkgerätebau G.m.b.H.ausgegliedert. . Nach dem Krieg wurde der Betrieb in 1948 zum VEB Stern-Radio Leipzig. 1952 erfolgte nach innerer Profiländerung eine Umbenennung in VEB Fernmeldewerk Leipzig, der sich nun hauptsächlich der Produktion von Fernmeldeanlagen widmete, aber auch z. B. Mikrofone herstellte. . Mit der Bildung der Kombinate erhielt dieser Betrieb 1970 den Status des Stammbetriebs des VEB RFT Kombinat Fernmeldewerk Leipzig. Diesem Stammbetrieb wurden letztendlich schrittweise weitere Leipziger Betriebe zugeordnet. (#Wikipedia) . #Blinker #Richtungsanzeiger #Warnblinker #Verkehrssicherheit #Motorrad #RFT #VEB #Fernmeldewerk #Leipzig #DDR #GDR #Reklame #Ostalgie #EastGermany #Vintage #vintagead https://www.instagram.com/p/BgQHxMIBk-2/?igshid=5dd7l5z7ne1u