I’ve got that book too, or one like it. The Germans convinced the British that the He100 was in large scale service. They painted them with various unit markings and leaked the photos.
The 100 is a beautiful airplane, but looks only get you so far, you did very well in explaining it's weaknesses against other aircraft at the time in particular other German aircraft.
Although the variant they have in game should have a centralised cooling system not a surface cooling system, and it should have a 20mm cannon in the nose. So gaijin got it wrong imo
@BlackDeathViral03 Well if you are fliying that He and getting shot by it's tier mates you are doing something wrong considering that thing is a bullet.
Excellent video. The evaporative cooling had been tried before - the Supermarine 224 / Goshawk of around 1934 used it and some lessons were learned by Mitchell which fed into the spitfire design. Evaporative cooling seems to have been something that excited designers but was in itself a dead end in a warplane.
This was very well done, I learned a lot about an obscure aircraft. This also help give insight into not just the research and development of a single aircraft, but advancement in aviation of an nation as a whole. I really hope you make other videos about obscure aircraft of all nations that give the same insight like this one has.
Maybe an idea for a future video can be the advantages and disadvantages of radial engines and inline engines? I feel like a lot of people would appreciate some clarification in that area. Also that radiator idea is absolutely genius even if it isn't practical. Classic German engineering! :)
Evaporative cooling for inline engines had been tried many times during the 20th century, usually in aircraft produced as record breakers, possibly most notably the Schneider Trophy racers of the late '20s and early '30s, eg. Supermarine S6, or Macchi MC 72. These systems did reduce drag, and did work in the very limited environment for which they were designed ie. short operating time, not subject to attack by enemy aircraft, etc. They would have been totally unsuited to combat conditions, and a maintenance nightmare.
Fascinating, I knew nothing of the 100.. I'm a big 109 fan, which is how I discovered this video. I found it compelling from start to finish... Keep it up!!
Excellent video - again. From the sources I've read, it was superior in all aspects to the ME109. The HE100 v8 version removed the experimental radiator for more conventional one and still showed excellent characteristics. Its range was also superior to the ME109 and used fewer parts. It's a pity/lucky it wasn't produced at the time of the original completion to realise its true potential.
@@darrenjpeters The comment addressed that, the V8 prototype removed the experimental radiator for a conventional one, which would have the same level of durability as the coolant radiator on the 109 - and the V8 still displayed excellent performance.
It means Hitler snd his cronies were complete morons picking that crap bucket 109....narrow landing gear etc,I read an aces account of the 109 and he had a furious name for it...The Germans had engineering that politics got totally in the way of...such as the Panther tank.
Not only a informative but well made. The History Channel could learn a lot from you...like...for instance....how not not make their videos dumbed-down and boring long winded andddddd ... saying stuff in 8:30 instead of 45 minutes. great job THANKS!
According to Nowarra the reason for the He 100's cancellation was quite simple: Having a prototype fighter be the fastest in the world stole the 109's spotlight, which cast a bad light on Udet's Luftwaffe. That's also why Heinkel's team wasn't allowed any other record flights after the 209 (which was called 109R to make it look like it was a deviation of the serial production 109). It should also be said that Udet presented the craft to the French as "the newest German fighter" and then asked Heinkel "How are you doing with the serial production?" This annoyed Heinkel greatly as no order had been given to get the factories up and running, and there never would be one, of course. Additionally, the surface cooling was more resistant to damage than the normal cooling cycle since a hole wouldn't leak as much water as one in a standard water-cooled powerplant. NEvertheless, an amazing video.
I own one of Nawarres description of the He100 and can't remember seeing it written that Heinkel was annoyed by that question. Surprised perhaps. Part of surface cooling was pressurised, a single hole in the right area (which was larger than in a standard inline cooling) and the amount of coolant lost in a single instant would be a catastrophy. The part where the coolant was no longer under pressure was also a prominant feature (aka a wing) and larger and thus could be more often hit than the traditional coolers.
Whether or not the Germans knew at the time, but the French economy and lack of sufficient production capabilities, and even the structure of the government itself, would have prevented them from producing the plane at all, even if Heinkel had handed them the complete set of blueprints ... at least until their average design-to-production time of 5-6 years, or at least until 1943 - make that May of 1940 when that particular France essentially ceased to exist.
@@MilitaryAviationHistory That is true for the D-0-Series, but why do you ignore the D1-Series, slower but with a conventional cooling system. Still lightyears ahead of any other fighter plane of that time... in range, safety landings, sights, speed, climbing,. with competitive armament... the much greater range make the Bf110 useless... so you could build 1000 He100D1 for 500 Bf110... even better, its easy handling mean the germans do maybe loose only 10-15% of its new pilots to accidents instead of 30-35%... 20% more fighterpilots in much better planes gaining experience is a very bad news for the allies. Very bad...So no overloading of the training system - at last for another year or two... oops... that alone mean 10.000 more killed allied planes in the west... such things add on... it is no weapon that win the war (gladly), but it cost the allies a lot more in anything... more bombers get killed by "save"bomber killers, because the escorts get killed by the He100s, early on more industrial areas of UK get destroyed (less fighters, bombers, guns, tanks, ammo, everything), maybe more ships got sunk in the ports, slower unloading rates, etc), more british pilots are needed earlier (untrained) and got killed - basically a switch of the german problem from 43 on...
thanks again for these interesting documentaries-I believe RJ Mitchell; designer of the Spitfire, used the wing/floatplane structure of the Schneider Trophy S5/S6 aircraft for heat sink/heat dissipating of engine coolant thus removing the high drag associated with external radiators. I am sure the practical aspects of such systems in the field plus combat vulnerability would rule this approach out.
I watched this good and informed discussion of inline engine liquid cooling. You have to admire the quality of draggy giant-displacement air-cooled radials doubling as bullet-shields for their pilots. They also have much shorter crankshafts that get along better with all the inertia of a giant propeller. Stories abound of Allied aircraft returning home with entire cylinders shot off their radial engines. My uncle was a P-47 pilot so I grew up knowing about it.
Great video Bismarck, you now have your latest subscriber. One thing i'd like to point out is that the Supermarine S6B had the same type of cooling system as the He-100. Mitchel designed the S6B as the fastest racing aeroplane of it's day with liquid cooling within the skin of the airframe for the ultimate in streamlining... However when he designed a fighter aeroplane, in the form of the Spitfire, he deliberately chose to use a coolant radiator with the 'Meredith Effect' instead! That may well have been for practicality and also serviceability, at the small cost of just a few knots. The Spitfire was designed with a radiator and not such a cooling system for a reason, and not because the manufacturer did't think of it or couldn't produce it. So the He-100 as fantastic as it most certainly was, perhaps wasn't robust enough for service life along with diplomatic and other technical issues.
I just unlocked the He 100 in War Thunder and was wondering about why it didn't play a larger role in the war. This video more than answered all the questions I had. Thank you for the lesson!
The He-100 with surface evaporation cooling system was an amazingly fast aircraft, but not suited for a fighter aircraft because of its extreme vulnerability to any kind of battle damage. However, that version of the He-100 would have made an excellent high speed photo reconnaissance aircraft, like the British PR Spitfires. In that role, its job would be to avoid combat, especially since it would be completely unarmed, carrying extra fuel in the wings instead of guns and ammunition. The Luftwaffe really needed a high speed photo reconnaissance aircraft during the Battle of Britain, for low level work especially. The old photo recon Dornier Do 17’s were just too slow and vulnerable. And the ultra high altitude Junkers Ju 86R was very difficult to intercept, but the extreme altitude (36,000+ feet) made for low detail photos, even with huge cameras - you could tell the difference between a single engined and a twin engined aircraft from that altitude, but you couldn’t tell the difference between a Hawker Hurricane fighter and a Fairey Battle target tug. Often the Luftwaffe ended up bombing British airfields that didn’t have fighter aircraft!
This is an excellent analysis! Too may people have one or another "romantic" bias towards anything WW2, but this simply looks at logical facts. Well done! Das ist eine erstklassige Analyse! Zu viele Leute haben eine "romantische" Voreinstellung zu allem was mit WK2 zu tun hat, aber das hier ist einfach ein auf logischen Fakten basierender Blick. Gute Arbeit!
Great documentary, amazing English speech. I had never heard of this plane before so this was very interesting. Yes, Willy did seem to get more orders than his fair share!
@@cyphi474 Other than boiling point it is exactly the same as a refrigerator. Power stations do not turn water into steam over an orifice - it is released at the liquid surface of the steam generator by venting bubbles. Anything else produces pressure drops and pressure drops are lost energy. You want all the pressure to be dropped over the turbine.
Ask yourself : Why do you need a cooling tower in a steamturbine driven powerplant? It would be much better to take the depressurised steam directly back to the kettle to overheat it again, so you could save a lot of energy .... or not? It's the same circular process named Clausius Rankine process in both, the steam engine and the steam turbine! Check it and find the answer how to move steam.....
I've always said that war is the best innovator for technology. It pushes R&D to the absolute limit. This video shows that, and Heinkel is an absolute genius for this novel cooling idea, but like you said, it doesn't work well in battle, so it was never used. Loved the vid, keep up the good work. Wish I could give you a Knight's Cross instead of an Iron one for this video.
the cooling system would be problematic in a dogfight or sustained steep climb since that would mean high engine throttle and low airflow. the plane would burn up.
Its funny to hear you talk about some of the reasons the He-100 was likely not adopted by the Germans. Especially the coolant being so spread out. When I viewed the X-ray view in War Thunder I was like "Shit.... one shot by an enemy plane or stray bullet from even rifle caliber ground AA guns and I'll have to RTB immediately!" Great innovation to give maximum performance but a huge Achille's Heel. Ty for video. Well edited and put together.
Excellent video - done with integrity and apparently well researched, best results of any endeavor always acquired by the love one has for the work that goes into it, soberly objective ... Thanks again Bismark!
bro your accent makes this video so much cooler! also basically Heinkel's cooling system is a similar principal to how Air conditioning works as well as a modern automotive cooling system. when you pressurize the cooling system you can significantly raise the boiling point of water by many degrees. modern vehicles also add ethylene glycol coolant to increase this performance as well as freeze resistance. now the He-100 also made use of the wings as a "Condenser" like that is in an Air conditioning system where it turns the vapor back into a liquid. that is pretty brilliant, and also what cools our homes and cars today, except this is a hydrocarbon or fluorocarbon gas. as you pointed out this would have been a weak point should the wings come under antiaircraft fire. a split cooling system which could have been rerouted to a more conventional cooling system with a cowling that could be opened and closed with an extra heat exchanger which would allow the plane to have stayed in the air. :) BTW I'm in school to be a Flugzeugtechniker :)
1:53 Notice the single landing gear, which, although slightly tricky to use during take off and landing, gave the plane a critical advantage in weight and drag, reducing weight by approximately 30kg and thus increasing acceleration by 3415% and top speed by 856mph. True story, I saw it on the History Channel.
I kept seeing Your videos popping up on my feed, usually dismissed them since I had something else to watch and usually they were gaming videos, of which I had plenty to watch.. I never imagined I missed out on so many excellent quality (informative, coherent, visually enticing) documentary styled videos.. wunderbar my dear friend
yes it was the He 100 D-1 unfortunately i dont think the weapon preset is accurate in war thunder it has 3 7.92 MGs in wikipedia i read it had 1 20mm mgff/m or mg151's and 2 mgs
And then you toss in this experimental beauty into the mix and wonder what would happen if it saw further development and even production. And of course you start wanting it into WT: en.wikipedia.org/wiki/Heinkel_He_178
The cooling system is known as Wing Cooling Evaporation System (WCES). It was also tried experimentally by the Japanese for their army air force Kawasaki Ki-61 Hien (allied code name Tony) which also used a license built version of the DB-601 engine. The Tony had a large ventral radiator (similar to the P-51). Imagine a Tony without the ventral radiator and that's what the experimental version looked like. Kawasaki also experimented with this system for their prototype Ki-64 (allied code name Rob). The Japanese dropped development of the system for the same reason the Germans did.
bigger problem would have been in North Africa where the hot air and sun would make it ineffective, forcing the aircraft to fly at lower engine power, thus lower speed and with smaller payloads.
I think in Russia they wouldn't even be able to take off during the winter... seems like water would freeze solid and burst the pipes. Maybe the water is kept out of the pipes on the ground, but even then the cold water traveling back from the wings would freeze up, that would be bad!
The cooling system you describe(or anyway something extremely close to it) was used also on the Macchi M.C.72 Idrocorsa. The exact same airplane holding the record the He-100 was trying to beat (or better the absolute record, the one for piston engined floatplanes still holds) On almost every image(or with your own eyes going to the museum in Vigna di Valle, where it's preserved) of M.C.72 you can see it is colored in the tipical italian "race red" but has a lot of different "golden"(actually brass or copper) patches on the fuselage, wing, floats and even struts, these patches are the cooling surfaces for the impressively powerful 3100 hp FIAT AS.6 engine (with no additional traditional radiators). In an interview the designer Castoldi wrote:(I roughly translate from Italian) «Problems about engines cooling are very important. An engine cooling system with liquid circulation on a fighter plane, which tends to minimize every dimension, poses special problems, but in the M.C.72 I had to face and solve even harder requirements, this was done in a very smart way. At 700km/h the system exchanged more than 600 calories per square meter every minute with a total weight of circulating water of only 15kg. Water circulation was provided by 4 centrifugal pumps, these pumped 900 liters of water per minute, this means that every minute the same water passes almost 8 times through the radiators. the water circulation was under pressure, mantained by special very sensitive valves controlled by barometric capsules. Without valves, as water temperature approaches 90° pumps disengage and stop working. Keeping the circuit at high pressure the water is prevented from boiling and pumps can keep providing flow even at temperatures exceeding 100°, temperature which is related to the pressure level set into the valves. I think that the pressurized water circuit cooling system was used for the first time in the M.C.72 »
You've taken a very rational look at what was once, to my eight year old eyes back in 1979, a very clear case of "injustice against Heinkel". Perhaps it was, and perhaps Willi Messerschmitt really did have the inside track, but you've given some very good technical reasons why the decision NOT to put the He-100 into mass production and combat service turned out to be for the best. Have you also covered, or would you consider also covering, the He280 in this regard?
Lol wish I would have watched this sooner, I got the He-100 the day it came out and spaded it in about 2 ours and never cared to look at a x-ray of the plane, I was amazed at how fast it was and it was almost impossible to over heat, I didn't even notice that the cooling system was so vulnerable until I finally got shot at by a spit and noticed all the leaks, the plane was just so damn fast the enemy never had a chance to shoot me ... now I'm done with the he-100 XD
Hey Bis, you missed something in your overview... the final model of the He 100, the D-1, abandoned the evaporative surface cooling system and instead used a larger version of the retractable underbelly radiator. It was inserted in a "plug" below the cockpit, leading to a wing with slightly more span. It wasn't as retardedly fast as the original of course, but still capable of around 644 kph in level flight... a number only approached, but not reached, by the Bf 109 with the F version in 1941! It also had a third more range than the Bf 109, which would have made it much better suited for escorting bombers during the Battle of Britain. This could have offset the need for the Bf 110 as an escort fighter, which also used the DB 601... and thus, the problem of engine supply for the He 100 basicly solves itself... especially considering that the Bf 110 needed 2 of the engines. Speakling strictly about engine supply, for each Bf 110 C built, 2 He 100 D-1s could have been built! The D-1 is also the version that is now implemented in War Thunder... at least it is named a D-1... but its actually a D-0, still using the fragile evaporative surface cooling system and with the engine MG FF replaced by a third machinegun. Want to guess the battle rating? It's 1.7. Yes. You read that right. A plane that can keep up with the ingame Griffon Spitfire XIVe at 5-6km altitude is fighting pre- and early war monoplanes and biplanes... The He 100 is now officially the most criminally undertiered plane in War Thunder. One last thing about the cooling system... it turned out that the cooling capacity wasn't sufficient for more powerfull engines like the later DB 605, and there was no way to increase the performance of the coolant system at all... it was recognised as an evolutionary dead end. The Bf 109 is already labeled as a fighter that didn't have as much development potential than the Spitfire or later fighters, with this cooling system the He 100 would have had basicly NO development potential at all! Which is, IMHO, one of the main reasons for why it was abandoned on the final D-1 variant. Whenever Ernst Udet is mentioned, I can't help but get angry about him... what an arrogant, ignorant and spineless bonehead! He might have been a good fighter and stunt pilot, but he totally failed in any other capacity, be it as test pilot, as the man responsible for the excessive dive bomber focus of the Luftwaffe which lead to such grand things as the He 177 requirement for dive bombing capability, and lastly... at life itselt, by becoming an alcohol, tobacco and methamphetamine(Pervitin tablets in germany at the time) addict and finally comitting suicide after the failure of the Luftwaffe in the Battle of Britain. Maybe I am a bit harsh on him, he didn't choose the responsibility of becoming Generalluftzeugmeister, it was forced on him, and the fat bastard Göring also shifted the blame on him... but he didn't have the courage to stand up to anyone, either! And instead of confronting the people responsible with the fact that he just wasn't fit for this job or that the failure in the Battle of Britain wasn't his fault, or at least not his alone, he just consumed increasingly excessive amounts of alcohol and meth, which made him even more easily manipulated by Göring, and spent his time privately drawing reaaaally toxic caricatures of his superiors. He was a child in a mans body.
Robert Willis Mhm, I am confused. Are you saying that I am a bit too hard on Udet, because by fucking up he basicly helped preventing Nazi Germany winning WW2/even more death? Or are you just saying that I am too hard on Udet, irrespective of any influence he had on the war? If Nr1.) That is beside the point. I was judging the man and his actions, not the Nazi regime and his influence on it or his influence on WW2. If Nr.2) I already stated myself that I may be a bit too harsh on him, in the last paragraph I wrote. He was just human, and circumstances conspired to put him in a really bad situation. Still... the way he dealt with it was, in my eyes, like a manchild. There are also other things, like him test flying the He 118 prototype(contestant in the Luftwaffe divebomber requirement, which the Ju 87 won)... Ernst Heinkel wrote in his biography that Udet ignored instructions and flew the aircraft outside of its limits, in the end dooming the project. In the end, the Heinkel 118, despite not being able to dive vertically like the Stuka, was (IMHO) a design with much more potential. The japanese produced the D4Y divebomber, which was at least partially influenced by 2 He 118 that were built and exported to them, and that plane was a lot faster and more agile than any Stuka could ever hope to be, and still was a very capable divebomber... it even used a license built copy of the german DB 601 engine(the japanese could never get their copies to really work reliablywhich is why it was replaced with a radial later)! This shows how Udet basicly doomed a very promising design, by being too self-absorbed or ignorant to follow basic instructions...
Nope. He-118 was definitely a superior design. They don't call it the "doomed dive bomber fly-off" for nothing. The RLM wrote the specs for the competition directly from the performance perimeters of the JU-87 and had decided beforehand that the JU-87 would win. The He-118 only existed as a raw prototype, and had it been given some development, it would have been an outstanding ground attack plane with fighter-like performance. It only needed structural strengthening and removal of the rear gunner. Also, the RLM originally had a specification for two different roles in the mid-19030s - one for a dive-bomber and one for the ground attack role. He-118 and another missed opportunity like the Ha-137 were designed for this second role. And guess who was instrumental in abandoning the ground attack role in favor of dive-bombers only? If you said Ernest Udet, well, you get the Ritterkreuz.
I think I have encountered a classic Denning-Kruger reaction. I could answer you on all of your points, but it would be a wasted exercise. I meant to have a spirited debate, not a hateful pissing contest and you're welcome to believe you're better informed and smarter than me. My feelings are not hurt. I wish you all the best in the new year and much happiness.
Yep, I agree. For me, the issue with it is that you can't afford to take any damage at all because the entire airframe is the cooling system. Any hits to the wings will cause a coolant leak, any hit to the engine will cause both a coolant and oil leak, and any hit to the rear fuselage will cause an oil leak. The reason a hit behind the cockpit causes an oil leak, is that the oil cooler for the DB-601 engine was also a surface evaporator using an alcohol heat exchanger with the oil and the area used for evaporating the heat was behind the cockpit. I've had many a battle where I was forced to RTB to avoid losing the engine after taking minor damage, but all of which caused coolant/oil leaks. Actually lost a plane due to the engine turning black after a LaGG-3 put a 20mm cannon shell into the rear fuselage which caused the oil to overheat very quickly. I would say that even low-BR Japanese planes are less prone to fatal damage from rifle-calibre machineguns than the He-100. I can't image this thing surviving at higher BRs where cannon and large-calibre MGs would destroy the cooling system with the first hit.
Brilliant video!! In Warthunder, yes, the entire plane is susceptible to light damage, effectively damaging cooling systems... however, it truly is a great plane! It's main issue, is it makes a great BnZ/energy fighter, but really has the armaments of a dog fighter... The 3 MG17s need some time on target to make a kill happen, making boome and zoom less effective, and only leaving you with energy fighting/ yo/yo's as an alternative, leaving you open to attack from the targets wingman
Exceptional information! I have often wanted to take/teach an aviation history course at a university concentrating on time frames from 1900 to 1918, 1918 to 1927, '27 to '37, and '37 to '47. The time periods are irrelevant, but this information you just put out shows why it needs to be broken down into manageable periods. Techno-political history of aviation is something sorely missing in formal education. At least you have put a dent in this area! Good job! This internal coolant application is being somewhat reintroduced now with boundary layer manipulation on wing structures by NASA. Now it's cooling the wings and reducing drag with internal technologies as the "golden idol" for speed.
The bf109 was a good aircraft, but it did have its drawbacks. Limited armament, range, view from the cockpit, especially towards the 6 o`clock was some of the drawbacks. Liquid cooled engine was another, but many aircraft suffered from this - Spitfire, Hurricane, Mustang, Lightning and so on... The bf 109 always climbed very well, from the E-model had fuel injection so it could do a negative G dive, it turned ok, but not as well as the Hurricane and Spitfire, however it seems to have been able to out turn the P-51 Mustand (when flown by a capable pilot). When the Fw190 came onto the scene in late 41 early 42 it "flew rings" around the Spitfire mk V...which may seem strange to some as the Spitfire could easily out turn a Fw. However in aerial warfare speed, firepower and roll is more important than turning, as turning is only usefull if someone is on your tail trying to shoot you, and turning for any amount of time makes you predictable and an easy target for a second bandit coming into or slashing through the fight. The Fw 190 A-models and the P-47 did normally stand a better chance of returning home after hits as they were air cooled, and there are stories of P-47s making it home after pieces of the engine being shot off. I think the He-100 and He-112 might have been better aircraft, the Luftwaffe went with the bf109 and the rest is history. The Heinkel aircraft might have solved one of the major problems of the bf109 and that was its narrow landing gear, which did kill a lot of new pilots.
It's not always about "better aircraft". You need the time to build them, you need the materials, you need trained workers to build them, you need guys that know how to repair them, you need pilots that know how to fly in them (and fly well in them)...the list goes on. In the end it didn't matter, because all the other countries threw too much shit on germanys wall anyway. Tech doesn't matter when you're outressourced like that.
I always wonder about the narrow landing gear issue: You never hear about the Spitfire having it, with a similar track width (and in the end even more powerful engines with the Griffin). Why? Another thing I am wondering about is the production effort for the aircraft. If I recall correctly, the 109 tool roughly 10'000 man hours to produce, the Spit ~20'000. I wonder where the He 100 falls in.
@@spoeny All informations tell us it was around 70% of a 109... so this means around 7000 man hours... if you simplify it a bit more (later on) you can produce so many of them that your bottleneck is still the engine...
If history channel or national geographic did this. It would be an hour long dumb down video with the word, 'Nazi' said every few minutes. You did an amazing video Bismark.
Danke für die ausführliche Information! So was in dieser Art habe ich noch nicht gesehen, und wenn alle Angaben stimmen, dann war es tatsächlich besser dass die BF 109 die erste Wahl war!
Very well done! You have your work cut out for you good sir. Expertly conducted research, easy to understand due to a well written text, and great archive video material! Have you considered documentary journalism as a career?
Great video. Makes me wonder if the plane was ever considered for recon work. Seems ideal for that. Get in, get the pictures without fighting anybody, get out.
I guess it would be interesting to compare the prices of the 109 and He 100. You would probably find the 109 was favoured for being a real cheapo in comparison.The rather primitive structure of the 109 was fairly optimal for low cost mass production. With the 109´s main advantage being a modest speed advantage over the Spitfire (until the Mk.IX outdid the 109G in that respect as well…), the 109 had very little going for it from the start. Especially due to the fact that the speed advantage only lasted until the 109 had to fly a steep turn, in which it would bleed off speed very quickly. What I also wonder is what the flying characteristics of the He 100s at high lift coefficients were. The small chord in the outer wings suggest to me that they were prone to flic rolling in accelerated stalls and at low speeds. The very thin wing does suggest the same characteristic, so I guess the He 100 would have been a bit of a beast when not flying straight and level at high speed. That obviously is no good for a fighter! The quote from a post war meeting of 109 and Spitfire pilots probably makes the strongest point, I guess. When a former 109 pilot claimed that "In the hands of an expert, the 109 was a superior plane!", the Spitfire veteran replied "See? Every idiot could fly the Spit!". Just doing number will ignore such vital factors. You may be interested in a book "Testpilot auf Beuteflugzeugen". (I forgot the name of the author) It tells of the experiences a German test pilot made with all the various types of aircraft he got to fly at the Erprobungsstelle at Rechlin, where captured fighters were compared to German designs. He especially admired the P47 for its comparatively low noise level and comfortable cockpit that made it much more bearable to fly for hours on end than sitting in a crammed 109 where the pilot would be permanently busy keeping his jumpy plane on course, for example. A plane that will wear out the pilot´s awareness with merely keeping it flying will not help the fighting! Did the pilots who flew the He 100 find her to be a problematic plane that would not be safe in the hands of freshmen from flying school? If the He 100 was that demanding beast, even more so than the 109, this probably would have been a show stopper. In the book series War Planes by MacDonald from 1961, you learn that out off the 3500 Me109E produced, some 800 were lost without enemy interaction. Mainly take off and landing accidents due to the narrow track main gear being nasty to handle. (That equals the number of Spitfires and Seafires lost to accidents. Counting some 800 accident losses out off some 25000 produced. This includes aircraft carrier operation, a high risk scenario *no* German fighter was even capable of, not even mentioning the 109!) Now imagine what records a plane more dificult to handle than the 109might have ended up with. I would bet on price and handling chracteristics being the reasons for the He 100 not being introduced into service by the Luftwaffe, thus.
You loose some special things... a.) the He100 was easy to fly- the Bf109 was a difficult plane, the He100 was smooth and easy... b.) the He100 had a wide landing gear, not like the Bf109 -> so massivly reduced landing accidents c.) the view out of a He100 was superb, for 1940 the best in the world! Less surprise because you SEE your enemy approaching d.) the He100 is around 50km/h faster as any opponent, if you fly high the gap increase - the He100 will be even better here e.) the He100 has greater range - so could support the bombers deep into the british isles, it could -with drop tanks - reach UK from norway and you suddenly face a huge problem... bombers with escorts attacking the northeastern coast is bad news... f.) oh, we talk about the He100D1 - with no evaporation cooling but traditional one.... So the faster, cheaper, easier to fly plane with less accidents and more potential improvements was not choosen because of nazi stupidity... cool..
Dude the bf109 ran on 87 octanes because Germany lacked fuels while the allies had plenty of that 150 octanes that boost compression and thus power. On an even basis of octane fuel the bf109 is a monster because it so small and thus less drag with one of that largest fighter engine per liter. Spitfire was a joke! Spitfire had some fat wings all drag.
@@garyseeseverything8615 If you have to claim fictionary conditions for a comparison to explain why your favourite is the bestest you know you are not quite betting on a winner. Are you aware the octane levels for German aircraft engines were as low because the materials used to make the engines were not able to handle higher outputs per stroke volume anyway? The 109 was designed as the smallest possible airframe to hold the strongest engine that was available, which in the early thirties, when it was designed, was the Rolls Royce Kestrel. The plane was never even properly redesigned to really fit the DB engines, the vertical tail was not adapted to the stronger slipstream, the landing gear was not adapted for the greater weight and changed COG, the design was bogged and skimped together. It was kind of like a hot rod, if you will: Factory designed cars have carefully designed ssupensions that are carefully matched with the speeds the car will be used at, thus with stronger engines redesigned brkes and suspensions are introduced and you may occasionally even see reinforcerd bodies.. The common garage built hot rod mainly looks at one question: How do we get more horsepower into that compact car? The latter pretty much tells the tale of the 109's evolution. Messerschmidt did next to nothing to evolve the 109's airframe, just kept putting in stronger engines and bigger guns. There's a reason why most 109 piolts favoured the F-version. It matched the engine power best of all of them. From then on, the wing remained basically unchanged. Prantl's theorem of ideal lift distribution was ignored in its design, and it showed in the 109's turn performance which was rubbish.
@@Eo_Tunun me109 was fuel injected silt was advanced for the time while the Brits were stuck on carburetor. They made a fighter plane with bomber wings called it a spitfire and had so much surface areas that the drag had to be offset by higher American octanes. The db601 was massive it had no problem cranking over 2000 ponies on the block. As for the airframe I must the me109 had reached it limits of stress but it was designed in the early 1930s. It’s first flight was 1935 and it proved to be a power fighter which is better than a turn fighter such as a spitfire that bleed to much speed in a turn. Everyone knows this it’s not a secret fat wings means more drag.
@@garyseeseverything8615 What the heck do people always freak out over the Db's fucking fuel injection? Yes, it helped with negative Gs, that's it. Otherwise, fuel injection raised complexity of the engine and added points of failure. Carburetors are simple, the just work and work. In aviation, carburetor icing is an issue, but a one that has reliably been coped with. And yes, Spitfires were bigger. So what? Friction is only one of the factors in the sum that makes the aerodynamic drag. When it comes to induced drag at high angles of attack, thus in tight turns at lower speed, the 109 was complete rubbish while Spitfires performed really well there. That's why Spits turned inside 109's circles so easily. Up to the Mk. IX, the best climb was at 120mph, which means that the polar diagram has the maximum of the term ca³/cd² there, where the wing has the best energy efficiency over time. Once a 109 turned in against a Spitty, the 109 bled of energy quickly and turned into a sitting duck. Against early Spits, 109s could escape from such situations by diving. No 109 could outdive Mk.IXs and later versions anymore, though. Next, the Spitfire's wing had a 12% thickness at the root and 9% at the wing tip. This thin wing made compresibility effects set in at much higher speeds than with most other designs. Spitfires would in the end be able to outdive even the Me 262! While there was potential for growth built into the Spitfire's airframe, the 109 was an optimised and super fine tuned package for a 700hp engine and just was overloaded with more. There were some 22000 or 23000 Spitfires and Seafires made. Out off this total, 800 planes were lost without enemy interference. Technical failures and pilot errors and circumstances, including carrier operation. Just accidents. Of the 109E variant, some 3500 were made. Of this sub-type alone, 800 were lost due to accidents and without enemies putting any bulletholes into them. Narrow track of the gear and high torque and strong corkscrew-effect from the propeller, insufficient rudder efficiency on take-off and landing, sticking automatic slats on one wing, engine failures, hydraulic failurs on the landing gear… But no carrier operation as the 109 just wasn't able to fulfill the carrier based role. (Have ou see the abomination that was the 109H, with which they tried to make the 109 able to operate from the carrier Hindenburg?) That says enough about what quality of a plane the 109 was. A pretty nasty beast. A widdowmaker. If a pilot survived learning its quirks he had a chance to live long enough to learn to use it. A handful of pilots did so and became aces. The majority was lucky to survive flying them and many never scored a hit. The 109 was really good against low flying bombers. That's it.
Point of interest: the crazy cooling system you point out here that is so inappropriate for a fighter aircraft and that was probably the reason for the death of this one... Is built into a modern airplane. The F-35 uses the same system. Not to cool the engine, but too cool it's Electronics. And it doesn't move water around, to the edges of the Wings, and everywhere else, no, instead, it moves jet fuel. Which really doesn't sound like a great idea for an airplane that might get shot at. But there it is.
It is worth considering that modern planes make next-to-no considerations for aircraft durability, because weapons nowadays are so batshit insane that literally a single hit will take down even an A-10 with ease if it's anything more than a Strela launcher. Thus, performance and cost become the sole factors for aircraft design, and so long as the pilot can survive long enough to eject, durability is of no concern.
The wing cooling system isn't so "magic", but admittedly both being called that as well as the actual efforts of the engineers, makes it appreciated. That's a phase-change cooling loop, similar to what modern refrigerators and air conditioners do now, just with water instead of special refrigerants. The wings are acting as an air-cooled heatsink, which get cooled quite rapidly when the plane is moving at speed. Basically, plumbing is taken advantage of to have a liquid cooling loop with different pressures, to change the boiling point of water. You want high-pressure water to top out past regular boiling, so it can travel as hot water in the loop until it reaches the heatsink (wings). Then there, in lower pressure, it turns into water vapor, which releases a lot of heat energy into the heatsink. Then pressure is changed again so it can condense as it lowers in heat, which can then be fed back. This system requires very little input energy, thanks to the help from the heat itself to run this multiple-pressure-system. And the pressure-based phase changes are needed because the energy to phase-change in either direction requires a lot of heat gained or lost, allowing both the water to absorb a lot of energy from the engine, as well as release all of it at the wings. For more, Technology Connections has some good videos on heat exchangers.
SHORT VERSION: That thing was crazily fast by the 1940 standards. But the entire surface of the plane was in fact a cooling surface, so any hits taken would kill the engine quickly.
No doubt the He-100 is a beautiful plane, interesting German engineering, and logical conclusion of why Bf109 chosen for combat instead of He-100. Great video.
I find it a very interessting that Willy Messerschmitt got priority with government orders. Nazi Germany was run exactly like captialistic countries today... 'I know a guy ...' The Focke Wulf arguably was the better plane, still overshadowed by the 109. The Ta152 was definitly a better plane. Kurt Tank was a genius plane designer. Even though he had designs for jets, it is pretty obvious. 163 komet (first rocket plane in the world), 262 (Schwalbe, first Jet fighter in the world) and 109 (most ever built fighter plane in history) all were Messerschmitt productions. Meanwhile, Juncker, Heinkel, Dormier and all the other ones were left with the less important designs or licenced recreation tasks.
The more and more I think about it from my knowledge of engineering and flying that plane would NOT have been a good fighter engineering wise. Never mind bullets, just keeping the plane from shaking out a few bolts and springing a leak would probably be a regular annoyance. Plus any vibration from guns, unbalancing of coolant(Water is heavy) among other things probably make that plane a great race plane. Not so much a fighter
Having the fastest aircraft available doesn’t mean it’s any good, and it seems to me that it, as with most aircraft development, prototype airframes are vastly different animals to production ones, even the most famous aircraft take time to become what the pilots want and need, modifications are always numerous, technical issues addressed, pilots telling the engineers what they want to change, and technical advances all have to come together to produce a legendary aircraft. Thanks for sharing this excellent episode, interesting and informative 😀👍🇬🇧🏴
![When The Luftwaffe Stuck Two Bombers Together | Heinkel He-111 Zwilling [Aircraft Overview #34]](http://i.ytimg.com/vi/d1U0h_nAdIk/mqdefault.jpg)
My father had an aircraft identification book printed in the UK at the start of the war. It contains the He-100.
I’ve got that book too, or one like it. The Germans convinced the British that the He100 was in large scale service. They painted them with various unit markings and leaked the photos.
Three way valves
I checked in my 1940 roof watchers' guide to German aircraft but it only has the fighter versions the He 112 and 113.
@@johnjephcote7636 He 113 is the same as He 100
john jephcote )
The 100 is a beautiful airplane, but looks only get you so far, you did very well in explaining it's weaknesses against other aircraft at the time in particular other German aircraft.
I felt like I was watching a history documentary, keep up the good work!
Weird this plane never made it.....
Schwanzel Stock Too complicated to make I guess
better than history channel "documentaries" like Pawn Stars... that's for sure^^
Except the bad english.
I have to disagree also... can't really find anything wrong with the English....
In war thunder, this thing leaks coolant after being hit by a pebble, so at least they got that right.
Good to know Gaijin does get it right from time to time :)
Epicbobo1 when you load tracers and go into arcade battles
Although the variant they have in game should have a centralised cooling system not a surface cooling system, and it should have a 20mm cannon in the nose.
So gaijin got it wrong imo
@BlackDeathViral03 Well if you are fliying that He and getting shot by it's tier mates you are doing something wrong considering that thing is a bullet.
🖕
Excellent video. The evaporative cooling had been tried before - the Supermarine 224 / Goshawk of around 1934 used it and some lessons were learned by Mitchell which fed into the spitfire design. Evaporative cooling seems to have been something that excited designers but was in itself a dead end in a warplane.
excellent!
holy shit i thought this was your channel
Joa, danke! Sah ja Streckenweise so aus, als ob das dieses Jahr nichts mehr wird ;) Umsobesser der Erfolg.
It's not?
Are you guys different people?!?!?!
Bismark and MHV
Keep it up!
But would it cool a GTX 1080 oc ?
K'nextreme Productions >solder raspberry pi to motherboard
>Nvidia integrated graphics
Massimo O'Kissed I have no problems with my gtx 1080 armor oc... What are you talking about?
Daniel DeLeon Ok, thanks for the tip
If it went fast enough probably ya
And still do so after being riddled with bullet holes?
Who needs millions of dollars to do a documentary.
Not many people when there's multibillion dollar companies letting you use what they bought.
the people who originally dive through archives to get the footage these vids are made from...
Just get some fair use antique footage and a mic! :)
A Hollywood director would need at least a million just to cater the documentary
No thanks .
This was very well done, I learned a lot about an obscure aircraft. This also help give insight into not just the research and development of a single aircraft, but advancement in aviation of an nation as a whole. I really hope you make other videos about obscure aircraft of all nations that give the same insight like this one has.
Finally, an explanation of the German evaporative cooling system that I can understand!
Maybe an idea for a future video can be the advantages and disadvantages of radial engines and inline engines? I feel like a lot of people would appreciate some clarification in that area.
Also that radiator idea is absolutely genius even if it isn't practical. Classic German engineering! :)
Yes, it is planned :)
GrimFaceHunter mm
GrimFaceHunter
Mustang. That's actually the real reason it was so fast. In a sense, I suppose the spirit of the He-100 lived on
@Brian Foote To vulnerable, many more parts and higher maintenance.
Evaporative cooling for inline engines had been tried many times during the 20th century, usually in aircraft produced as record breakers, possibly most notably the Schneider Trophy racers of the late '20s and early '30s, eg. Supermarine S6, or Macchi MC 72. These systems did reduce drag, and did work in the very limited environment for which they were designed ie. short operating time, not subject to attack by enemy aircraft, etc. They would have been totally unsuited to combat conditions, and a maintenance nightmare.
I've never heard of this airplane. Thanks for the information. Very well presented.
I decided to give you oak leaves with the Iron Cross
Thank you very much o7
Pff, I gave him an Iron Cross with Diamonds AND oak leaves. Lift your game, m8
I'm giving him the Iron Cross with swords and Diamonds Jacks and Aces with some Kings. What the deuce?
Fear the notion ah shit ya got me
Mike Tauppermann with some fava beans and a nice chianti.
Fascinating, I knew nothing of the 100.. I'm a big 109 fan, which is how I discovered this video. I found it compelling from start to finish... Keep it up!!
Excellent video - again. From the sources I've read, it was superior in all aspects to the ME109. The HE100 v8 version removed the experimental radiator for more conventional one and still showed excellent characteristics. Its range was also superior to the ME109 and used fewer parts. It's a pity/lucky it wasn't produced at the time of the original completion to realise its true potential.
Superior in all aspects to the 109. Right up until the moment it takes a burst of mg fire.....
@@darrenjpeters The comment addressed that, the V8 prototype removed the experimental radiator for a conventional one, which would have the same level of durability as the coolant radiator on the 109 - and the V8 still displayed excellent performance.
It means Hitler snd his cronies were complete morons picking that crap bucket 109....narrow landing gear etc,I read an aces account of the 109 and he had a furious name for it...The Germans had engineering that politics got totally in the way of...such as the Panther tank.
Absolutely fantastic audio/visual lesson Bis! It was on par easily with most history documentaries.
Not only a informative but well made. The History Channel could learn a lot from you...like...for instance....how not not make their videos dumbed-down and boring long winded andddddd ... saying stuff in 8:30 instead of 45 minutes. great job THANKS!
Danke :)
DataWaveTaGo
Thanks for that comment. He he, exp. part three . . .
DataWaveTaGo - You forgot Part 5 - Did aliens help Heinkel with the development of the He-100?
US documentaries suck anyways. Not hard to do better than History Channel quality...
According to Nowarra the reason for the He 100's cancellation was quite simple: Having a prototype fighter be the fastest in the world stole the 109's spotlight, which cast a bad light on Udet's Luftwaffe. That's also why Heinkel's team wasn't allowed any other record flights after the 209 (which was called 109R to make it look like it was a deviation of the serial production 109).
It should also be said that Udet presented the craft to the French as "the newest German fighter" and then asked Heinkel "How are you doing with the serial production?" This annoyed Heinkel greatly as no order had been given to get the factories up and running, and there never would be one, of course. Additionally, the surface cooling was more resistant to damage than the normal cooling cycle since a hole wouldn't leak as much water as one in a standard water-cooled powerplant.
NEvertheless, an amazing video.
I own one of Nawarres description of the He100 and can't remember seeing it written that Heinkel was annoyed by that question. Surprised perhaps. Part of surface cooling was pressurised, a single hole in the right area (which was larger than in a standard inline cooling) and the amount of coolant lost in a single instant would be a catastrophy. The part where the coolant was no longer under pressure was also a prominant feature (aka a wing) and larger and thus could be more often hit than the traditional coolers.
Whether or not the Germans knew at the time, but the French economy and lack of sufficient production capabilities, and even the structure of the government itself, would have prevented them from producing the plane at all, even if Heinkel had handed them the complete set of blueprints ... at least until their average design-to-production time of 5-6 years, or at least until 1943 - make that May of 1940 when that particular France essentially ceased to exist.
@@MilitaryAviationHistory That is true for the D-0-Series, but why do you ignore the D1-Series, slower but with a conventional cooling system. Still lightyears ahead of any other fighter plane of that time... in range, safety landings, sights, speed, climbing,. with competitive armament... the much greater range make the Bf110 useless... so you could build 1000 He100D1 for 500 Bf110... even better, its easy handling mean the germans do maybe loose only 10-15% of its new pilots to accidents instead of 30-35%... 20% more fighterpilots in much better planes gaining experience is a very bad news for the allies. Very bad...So no overloading of the training system - at last for another year or two... oops... that alone mean 10.000 more killed allied planes in the west... such things add on... it is no weapon that win the war (gladly), but it cost the allies a lot more in anything... more bombers get killed by "save"bomber killers, because the escorts get killed by the He100s, early on more industrial areas of UK get destroyed (less fighters, bombers, guns, tanks, ammo, everything), maybe more ships got sunk in the ports, slower unloading rates, etc), more british pilots are needed earlier (untrained) and got killed - basically a switch of the german problem from 43 on...
Very good insight. I had no idea about the clever but highly vulnerable cooling system in the He100 design.
The visuals are a bit suspect, but the commentary is top notch and informative. Thanks!
thanks again for these interesting documentaries-I believe RJ Mitchell; designer of the Spitfire, used the wing/floatplane structure of the Schneider Trophy S5/S6 aircraft for heat sink/heat dissipating of engine coolant thus removing the high drag associated with external radiators.
I am sure the practical aspects of such systems in the field plus combat vulnerability would rule this approach out.
I watched this good and informed discussion of inline engine liquid cooling.
You have to admire the quality of draggy giant-displacement air-cooled radials doubling as bullet-shields for their pilots. They also have much shorter crankshafts that get along better with all the inertia of a giant propeller. Stories abound of Allied aircraft returning home with entire cylinders shot off their radial engines. My uncle was a P-47 pilot so I grew up knowing about it.
Many of which stories, were of course, pure myth 🙂
Great video Bismarck, you now have your latest subscriber. One thing i'd like to point out is that the Supermarine S6B had the same type of cooling system as the He-100. Mitchel designed the S6B as the fastest racing aeroplane of it's day with liquid cooling within the skin of the airframe for the ultimate in streamlining... However when he designed a fighter aeroplane, in the form of the Spitfire, he deliberately chose to use a coolant radiator with the 'Meredith Effect' instead! That may well have been for practicality and also serviceability, at the small cost of just a few knots. The Spitfire was designed with a radiator and not such a cooling system for a reason, and not because the manufacturer did't think of it or couldn't produce it. So the He-100 as fantastic as it most certainly was, perhaps wasn't robust enough for service life along with diplomatic and other technical issues.
He 100 was and still is one of my favourite German Aircraft I have in War Thunder
I will bet they never lost one of these due to wing Icing.
lol
I just unlocked the He 100 in War Thunder and was wondering about why it didn't play a larger role in the war. This video more than answered all the questions I had. Thank you for the lesson!
"Come, Heinkel, show us the meaning of haste"
Superbly composed video with clear, informed, well structured narration. Top notch.
The He-100 with surface evaporation cooling system was an amazingly fast aircraft, but not suited for a fighter aircraft because of its extreme vulnerability to any kind of battle damage.
However, that version of the He-100 would have made an excellent high speed photo reconnaissance aircraft, like the British PR Spitfires. In that role, its job would be to avoid combat, especially since it would be completely unarmed, carrying extra fuel in the wings instead of guns and ammunition.
The Luftwaffe really needed a high speed photo reconnaissance aircraft during the Battle of Britain, for low level work especially. The old photo recon Dornier Do 17’s were just too slow and vulnerable. And the ultra high altitude Junkers Ju 86R was very difficult to intercept, but the extreme altitude (36,000+ feet) made for low detail photos, even with huge cameras - you could tell the difference between a single engined and a twin engined aircraft from that altitude, but you couldn’t tell the difference between a Hawker Hurricane fighter and a Fairey Battle target tug. Often the Luftwaffe ended up bombing British airfields that didn’t have fighter aircraft!
Excellent analysis of a beautiful aircraft that never fought. I made a 1:72 Heinkel-100 model as a teenager and the lines were absolutely gorgeous.
That cooling system is very interesting! You never see much about this plane, an intriguing little gem.
This is an excellent analysis! Too may people have one or another "romantic" bias towards anything WW2, but this simply looks at logical facts. Well done! Das ist eine erstklassige Analyse! Zu viele Leute haben eine "romantische" Voreinstellung zu allem was mit WK2 zu tun hat, aber das hier ist einfach ein auf logischen Fakten basierender Blick. Gute Arbeit!
Great documentary, amazing English speech. I had never heard of this plane before so this was very interesting. Yes, Willy did seem to get more orders than his fair share!
3:30 "Before we turn our attention to the actual plane design.... let me introduce our new sponsor, Raid: Shadow legends." :D
this is an amazing video, thx for the clear explanation!
Thank you and you're welcome :)
Bismarck I had expected a three-language response from our mighty Hydra overlord! I'm disappointed Bismarck, back in the stable again with you! XD
by your brief description, the cooling system of the he-100 seems much like the cooling system of a refrigerator.
Thats needed cause you cannot pump steam!
@@cyphi474 Other than boiling point it is exactly the same as a refrigerator.
Power stations do not turn water into steam over an orifice - it is released at the liquid surface of the steam generator by venting bubbles. Anything else produces pressure drops and pressure drops are lost energy. You want all the pressure to be dropped over the turbine.
@@karlhubben8009 tell that to a steam engine
Ask yourself : Why do you need a cooling tower in a steamturbine driven powerplant? It would be much better to take the depressurised steam directly back to the kettle to overheat it again, so you could save a lot of energy .... or not? It's the same circular process named Clausius Rankine process in both, the steam engine and the steam turbine! Check it and find the answer how to move steam.....
Excellent, well balanced and researched presentation!
I love videos like this! I actually read about this plane just the other day when I was reading about the test pilot Fritz Wendel.
@Geo, Thanks for giving the test pilot' name.
The he 100 is probably one of my favorite low tier planes in war thunder
had to watch this again after Greg's Airplanes and Automobiles recent video about the Kawasaki Ki-61.
Well done and educational. I've been a long time subscriber and you never disappoint. Thanks for this Bismark!
And my thanks go to you too :)
I've always said that war is the best innovator for technology. It pushes R&D to the absolute limit. This video shows that, and Heinkel is an absolute genius for this novel cooling idea, but like you said, it doesn't work well in battle, so it was never used. Loved the vid, keep up the good work. Wish I could give you a Knight's Cross instead of an Iron one for this video.
The plane was designed and then left by the wayside before the second world war began.
the cooling system would be problematic in a dogfight or sustained steep climb since that would mean high engine throttle and low airflow. the plane would burn up.
I do like the passion you express thought your way of telling the storie...I really like it.
Its funny to hear you talk about some of the reasons the He-100 was likely not adopted by the Germans. Especially the coolant being so spread out. When I viewed the X-ray view in War Thunder I was like "Shit.... one shot by an enemy plane or stray bullet from even rifle caliber ground AA guns and I'll have to RTB immediately!" Great innovation to give maximum performance but a huge Achille's Heel. Ty for video. Well edited and put together.
Thank you, it did take time to make so glad to hear people are enjoying it
Excellent video - done with integrity and apparently well researched, best results of any endeavor always acquired by the love one has for the work that goes into it, soberly objective ... Thanks again Bismark!
That cooling seems like heat pipes of some sort.
bro your accent makes this video so much cooler! also basically Heinkel's cooling system is a similar principal to how Air conditioning works as well as a modern automotive cooling system. when you pressurize the cooling system you can significantly raise the boiling point of water by many degrees. modern vehicles also add ethylene glycol coolant to increase this performance as well as freeze resistance. now the He-100 also made use of the wings as a "Condenser" like that is in an Air conditioning system where it turns the vapor back into a liquid. that is pretty brilliant, and also what cools our homes and cars today, except this is a hydrocarbon or fluorocarbon gas. as you pointed out this would have been a weak point should the wings come under antiaircraft fire. a split cooling system which could have been rerouted to a more conventional cooling system with a cowling that could be opened and closed with an extra heat exchanger which would allow the plane to have stayed in the air. :) BTW I'm in school to be a Flugzeugtechniker :)
1:53 Notice the single landing gear, which, although slightly tricky to use during take off and landing, gave the plane a critical advantage in weight and drag, reducing weight by approximately 30kg and thus increasing acceleration by 3415% and top speed by 856mph. True story, I saw it on the History Channel.
🤪
I kept seeing Your videos popping up on my feed, usually dismissed them since I had something else to watch and usually they were gaming videos, of which I had plenty to watch.. I never imagined I missed out on so many excellent quality (informative, coherent, visually enticing) documentary styled videos.. wunderbar my dear friend
wasn't this added in the new war thunder patch?
yes it was the He 100 D-1 unfortunately i dont think the weapon preset is accurate
in war thunder it has 3 7.92 MGs
in wikipedia i read it had 1 20mm mgff/m or mg151's and 2 mgs
Sanger Zonnvolt kind of a shame because if Im not wrong it would be one of the fastest planes in its tier
i would prefer if she had some 20s that way it would be higher tier and did not club at 1.7 i mean c'mon
spit mk 1
p40 e1
f4f3
f2a3
laggs no match
And then you toss in this experimental beauty into the mix and wonder what would happen if it saw further development and even production. And of course you start wanting it into WT: en.wikipedia.org/wiki/Heinkel_He_178
Rush4in its ugly AF but still a pretty good read
The cooling system is known as Wing Cooling Evaporation System (WCES). It was also tried experimentally by the Japanese for their army air force Kawasaki Ki-61 Hien (allied code name Tony) which also used a license built version of the DB-601 engine. The Tony had a large ventral radiator (similar to the P-51). Imagine a Tony without the ventral radiator and that's what the experimental version looked like. Kawasaki also experimented with this system for their prototype Ki-64 (allied code name Rob). The Japanese dropped development of the system for the same reason the Germans did.
can you imagine how hard that cooling system would have been to maintain in Russia?
Isn't Russia itself a cooling system? :P
Duct tape!
Quinn C. funny because Germany sold some of the pre-production machines to the Soviet Union and Japan
bigger problem would have been in North Africa where the hot air and sun would make it ineffective, forcing the aircraft to fly at lower engine power, thus lower speed and with smaller payloads.
I think in Russia they wouldn't even be able to take off during the winter... seems like water would freeze solid and burst the pipes. Maybe the water is kept out of the pipes on the ground, but even then the cold water traveling back from the wings would freeze up, that would be bad!
The cooling system you describe(or anyway something extremely close to it) was used also on the Macchi M.C.72 Idrocorsa. The exact same airplane holding the record the He-100 was trying to beat (or better the absolute record, the one for piston engined floatplanes still holds)
On almost every image(or with your own eyes going to the museum in Vigna di Valle, where it's preserved) of M.C.72 you can see it is colored in the tipical italian "race red" but has a lot of different "golden"(actually brass or copper) patches on the fuselage, wing, floats and even struts, these patches are the cooling surfaces for the impressively powerful 3100 hp FIAT AS.6 engine (with no additional traditional radiators).
In an interview the designer Castoldi wrote:(I roughly translate from Italian)
«Problems about engines cooling are very important. An engine cooling system with liquid circulation on a fighter plane, which tends to minimize every dimension, poses special problems, but in the M.C.72 I had to face and solve even harder requirements, this was done in a very smart way. At 700km/h the system exchanged more than 600 calories per square meter every minute with a total weight of circulating water of only 15kg. Water circulation was provided by 4 centrifugal pumps, these pumped 900 liters of water per minute, this means that every minute the same water passes almost 8 times through the radiators.
the water circulation was under pressure, mantained by special very sensitive valves controlled by barometric capsules. Without valves, as water temperature approaches 90° pumps disengage and stop working. Keeping the circuit at high pressure the water is prevented from boiling and pumps can keep providing flow even at temperatures exceeding 100°, temperature which is related to the pressure level set into the valves. I think that the pressurized water circuit cooling system was used for the first time in the M.C.72 »
If I remember correctly this plane was originally a racing plane which is why it's covered in coolant or something like that.
Yes, it was a racing plane.
I'm impressed at "Bismarck's" articulateness and fluency in English. What he tells us is very interesting. Thank you, Sir.
You've taken a very rational look at what was once, to my eight year old eyes back in 1979, a very clear case of "injustice against Heinkel". Perhaps it was, and perhaps Willi Messerschmitt really did have the inside track, but you've given some very good technical reasons why the decision NOT to put the He-100 into mass production and combat service turned out to be for the best.
Have you also covered, or would you consider also covering, the He280 in this regard?
That is a really informative, impartial factual piece of cool history. And excellent delivery with the VO (voice over)
Great video! I had never heard of the He-100 before.
WW2 never fails to impress me with incredible ingenuity!
Lol wish I would have watched this sooner, I got the He-100 the day it came out and spaded it in about 2 ours and never cared to look at a x-ray of the plane, I was amazed at how fast it was and it was almost impossible to over heat, I didn't even notice that the cooling system was so vulnerable until I finally got shot at by a spit and noticed all the leaks, the plane was just so damn fast the enemy never had a chance to shoot me ... now I'm done with the he-100 XD
You are amazing lad. Better than most official documentories to be honest lol.
Hey Bis, you missed something in your overview... the final model of the He 100, the D-1, abandoned the evaporative surface cooling system and instead used a larger version of the retractable underbelly radiator. It was inserted in a "plug" below the cockpit, leading to a wing with slightly more span. It wasn't as retardedly fast as the original of course, but still capable of around 644 kph in level flight... a number only approached, but not reached, by the Bf 109 with the F version in 1941!
It also had a third more range than the Bf 109, which would have made it much better suited for escorting bombers during the Battle of Britain. This could have offset the need for the Bf 110 as an escort fighter, which also used the DB 601... and thus, the problem of engine supply for the He 100 basicly solves itself... especially considering that the Bf 110 needed 2 of the engines. Speakling strictly about engine supply, for each Bf 110 C built, 2 He 100 D-1s could have been built!
The D-1 is also the version that is now implemented in War Thunder... at least it is named a D-1... but its actually a D-0, still using the fragile evaporative surface cooling system and with the engine MG FF replaced by a third machinegun. Want to guess the battle rating?
It's 1.7. Yes. You read that right. A plane that can keep up with the ingame Griffon Spitfire XIVe at 5-6km altitude is fighting pre- and early war monoplanes and biplanes... The He 100 is now officially the most criminally undertiered plane in War Thunder.
One last thing about the cooling system... it turned out that the cooling capacity wasn't sufficient for more powerfull engines like the later DB 605, and there was no way to increase the performance of the coolant system at all... it was recognised as an evolutionary dead end. The Bf 109 is already labeled as a fighter that didn't have as much development potential than the Spitfire or later fighters, with this cooling system the He 100 would have had basicly NO development potential at all! Which is, IMHO, one of the main reasons for why it was abandoned on the final D-1 variant.
Whenever Ernst Udet is mentioned, I can't help but get angry about him... what an arrogant, ignorant and spineless bonehead! He might have been a good fighter and stunt pilot, but he totally failed in any other capacity, be it as test pilot, as the man responsible for the excessive dive bomber focus of the Luftwaffe which lead to such grand things as the He 177 requirement for dive bombing capability, and lastly... at life itselt, by becoming an alcohol, tobacco and methamphetamine(Pervitin tablets in germany at the time) addict and finally comitting suicide after the failure of the Luftwaffe in the Battle of Britain.
Maybe I am a bit harsh on him, he didn't choose the responsibility of becoming Generalluftzeugmeister, it was forced on him, and the fat bastard Göring also shifted the blame on him... but he didn't have the courage to stand up to anyone, either! And instead of confronting the people responsible with the fact that he just wasn't fit for this job or that the failure in the Battle of Britain wasn't his fault, or at least not his alone, he just consumed increasingly excessive amounts of alcohol and meth, which made him even more easily manipulated by Göring, and spent his time privately drawing reaaaally toxic caricatures of his superiors. He was a child in a mans body.
Robert Willis Mhm, I am confused. Are you saying that I am a bit too hard on Udet, because by fucking up he basicly helped preventing Nazi Germany winning WW2/even more death?
Or are you just saying that I am too hard on Udet, irrespective of any influence he had on the war?
If Nr1.) That is beside the point. I was judging the man and his actions, not the Nazi regime and his influence on it or his influence on WW2.
If Nr.2) I already stated myself that I may be a bit too harsh on him, in the last paragraph I wrote. He was just human, and circumstances conspired to put him in a really bad situation. Still... the way he dealt with it was, in my eyes, like a manchild.
There are also other things, like him test flying the He 118 prototype(contestant in the Luftwaffe divebomber requirement, which the Ju 87 won)... Ernst Heinkel wrote in his biography that Udet ignored instructions and flew the aircraft outside of its limits, in the end dooming the project. In the end, the Heinkel 118, despite not being able to dive vertically like the Stuka, was (IMHO) a design with much more potential.
The japanese produced the D4Y divebomber, which was at least partially influenced by 2 He 118 that were built and exported to them, and that plane was a lot faster and more agile than any Stuka could ever hope to be, and still was a very capable divebomber... it even used a license built copy of the german DB 601 engine(the japanese could never get their copies to really work reliablywhich is why it was replaced with a radial later)! This shows how Udet basicly doomed a very promising design, by being too self-absorbed or ignorant to follow basic instructions...
Nope. He-118 was definitely a superior design. They don't call it the "doomed dive bomber fly-off" for nothing. The RLM wrote the specs for the competition directly from the performance perimeters of the JU-87 and had decided beforehand that the JU-87 would win. The He-118 only existed as a raw prototype, and had it been given some development, it would have been an outstanding ground attack plane with fighter-like performance. It only needed structural strengthening and removal of the rear gunner. Also, the RLM originally had a specification for two different roles in the mid-19030s - one for a dive-bomber and one for the ground attack role. He-118 and another missed opportunity like the Ha-137 were designed for this second role. And guess who was instrumental in abandoning the ground attack role in favor of dive-bombers only? If you said Ernest Udet, well, you get the Ritterkreuz.
All I have to say to how this continued on the 25th and 26th of December is:
*SIGH*
I think I have encountered a classic Denning-Kruger reaction. I could answer you on all of your points, but it would be a wasted exercise. I meant to have a spirited debate, not a hateful pissing contest and you're welcome to believe you're better informed and smarter than me. My feelings are not hurt. I wish you all the best in the new year and much happiness.
Yep, I agree. For me, the issue with it is that you can't afford to take any damage at all because the entire airframe is the cooling system. Any hits to the wings will cause a coolant leak, any hit to the engine will cause both a coolant and oil leak, and any hit to the rear fuselage will cause an oil leak. The reason a hit behind the cockpit causes an oil leak, is that the oil cooler for the DB-601 engine was also a surface evaporator using an alcohol heat exchanger with the oil and the area used for evaporating the heat was behind the cockpit.
I've had many a battle where I was forced to RTB to avoid losing the engine after taking minor damage, but all of which caused coolant/oil leaks. Actually lost a plane due to the engine turning black after a LaGG-3 put a 20mm cannon shell into the rear fuselage which caused the oil to overheat very quickly. I would say that even low-BR Japanese planes are less prone to fatal damage from rifle-calibre machineguns than the He-100. I can't image this thing surviving at higher BRs where cannon and large-calibre MGs would destroy the cooling system with the first hit.
Brilliant video!! In Warthunder, yes, the entire plane is susceptible to light damage, effectively damaging cooling systems... however, it truly is a great plane!
It's main issue, is it makes a great BnZ/energy fighter, but really has the armaments of a dog fighter...
The 3 MG17s need some time on target to make a kill happen, making boome and zoom less effective, and only leaving you with energy fighting/ yo/yo's as an alternative, leaving you open to attack from the targets wingman
I misread the title. I read wanderwaffle. My appetite clicked before I could.
it still cooks everywhere if u care ;)
Exceptional information!
I have often wanted to take/teach an aviation history course at a university concentrating on time frames from 1900 to 1918, 1918 to 1927, '27 to '37, and '37 to '47. The time periods are irrelevant, but this information you just put out shows why it needs to be broken down into manageable periods.
Techno-political history of aviation is something sorely missing in formal education. At least you have put a dent in this area! Good job!
This internal coolant application is being somewhat reintroduced now with boundary layer manipulation on wing structures by NASA. Now it's cooling the wings and reducing drag with internal technologies as the "golden idol" for speed.
One of the most beautiful fighter aircraft
Great summary! Clear presentation of why it wasn't what the designers said it was.
The bf109 was a good aircraft, but it did have its drawbacks. Limited armament, range, view from the cockpit, especially towards the 6 o`clock was some of the drawbacks. Liquid cooled engine was another, but many aircraft suffered from this - Spitfire, Hurricane, Mustang, Lightning and so on... The bf 109 always climbed very well, from the E-model had fuel injection so it could do a negative G dive, it turned ok, but not as well as the Hurricane and Spitfire, however it seems to have been able to out turn the P-51 Mustand (when flown by a capable pilot). When the Fw190 came onto the scene in late 41 early 42 it "flew rings" around the Spitfire mk V...which may seem strange to some as the Spitfire could easily out turn a Fw. However in aerial warfare speed, firepower and roll is more important than turning, as turning is only usefull if someone is on your tail trying to shoot you, and turning for any amount of time makes you predictable and an easy target for a second bandit coming into or slashing through the fight. The Fw 190 A-models and the P-47 did normally stand a better chance of returning home after hits as they were air cooled, and there are stories of P-47s making it home after pieces of the engine being shot off. I think the He-100 and He-112 might have been better aircraft, the Luftwaffe went with the bf109 and the rest is history. The Heinkel aircraft might have solved one of the major problems of the bf109 and that was its narrow landing gear, which did kill a lot of new pilots.
It's not always about "better aircraft". You need the time to build them, you need the materials, you need trained workers to build them, you need guys that know how to repair them, you need pilots that know how to fly in them (and fly well in them)...the list goes on.
In the end it didn't matter, because all the other countries threw too much shit on germanys wall anyway.
Tech doesn't matter when you're outressourced like that.
I always wonder about the narrow landing gear issue: You never hear about the Spitfire having it, with a similar track width (and in the end even more powerful engines with the Griffin). Why?
Another thing I am wondering about is the production effort for the aircraft. If I recall correctly, the 109 tool roughly 10'000 man hours to produce, the Spit ~20'000. I wonder where the He 100 falls in.
Lille Trille v
@@spoeny All informations tell us it was around 70% of a 109... so this means around 7000 man hours... if you simplify it a bit more (later on) you can produce so many of them that your bottleneck is still the engine...
If history channel or national geographic did this. It would be an hour long dumb down video with the word, 'Nazi' said every few minutes. You did an amazing video Bismark.
Have yourself some oak leaves with that iron cross. This was a great video.
Dankeschön
The cooling concept at play here would be amazing to see in an air racer craft.
For you Bis, your own Medal - The Order of Leni- umm I mean Iron Cross with Oak Leaves and Swords... yes definitely NOT the Order of Lenin
:) Danke ju hairy musch
Concise and thorough explanations. Altogether excellent work! Keep up the great jobs of all your videos. Thanks.
That cooling system in the he100 would be far to big for war. 1 hit to the wingtips could have taken out the plane.
Ein wahrhaftes meisterwerk von video !!!
A truely masterpiece of a video !!!
Mach weiter so Bismarck
I endeveaur to do so, yes :) thanks a lot
Very informative video! More like this would be cool! Love all your other videos too! : )
Danke für die ausführliche Information! So was in dieser Art habe ich noch nicht gesehen, und wenn alle Angaben stimmen, dann war es tatsächlich besser dass die BF 109 die erste Wahl war!
Built a semi-scale rc model of this aircraft...flew like a dream. Just saying!
Very well done! You have your work cut out for you good sir. Expertly conducted research, easy to understand due to a well written text, and great archive video material! Have you considered documentary journalism as a career?
Fantastic production
Thank you, happy to hear you enjoyed it.
Great video. Makes me wonder if the plane was ever considered for recon work. Seems ideal for that. Get in, get the pictures without fighting anybody, get out.
I guess it would be interesting to compare the prices of the 109 and He 100. You would probably find the 109 was favoured for being a real cheapo in comparison.The rather primitive structure of the 109 was fairly optimal for low cost mass production.
With the 109´s main advantage being a modest speed advantage over the Spitfire (until the Mk.IX outdid the 109G in that respect as well…), the 109 had very little going for it from the start. Especially due to the fact that the speed advantage only lasted until the 109 had to fly a steep turn, in which it would bleed off speed very quickly.
What I also wonder is what the flying characteristics of the He 100s at high lift coefficients were. The small chord in the outer wings suggest to me that they were prone to flic rolling in accelerated stalls and at low speeds. The very thin wing does suggest the same characteristic, so I guess the He 100 would have been a bit of a beast when not flying straight and level at high speed. That obviously is no good for a fighter!
The quote from a post war meeting of 109 and Spitfire pilots probably makes the strongest point, I guess. When a former 109 pilot claimed that "In the hands of an expert, the 109 was a superior plane!", the Spitfire veteran replied "See? Every idiot could fly the Spit!".
Just doing number will ignore such vital factors.
You may be interested in a book "Testpilot auf Beuteflugzeugen". (I forgot the name of the author)
It tells of the experiences a German test pilot made with all the various types of aircraft he got to fly at the Erprobungsstelle at Rechlin, where captured fighters were compared to German designs. He especially admired the P47 for its comparatively low noise level and comfortable cockpit that made it much more bearable to fly for hours on end than sitting in a crammed 109 where the pilot would be permanently busy keeping his jumpy plane on course, for example. A plane that will wear out the pilot´s awareness with merely keeping it flying will not help the fighting! Did the pilots who flew the He 100 find her to be a problematic plane that would not be safe in the hands of freshmen from flying school?
If the He 100 was that demanding beast, even more so than the 109, this probably would have been a show stopper.
In the book series War Planes by MacDonald from 1961, you learn that out off the 3500 Me109E produced, some 800 were lost without enemy interaction. Mainly take off and landing accidents due to the narrow track main gear being nasty to handle. (That equals the number of Spitfires and Seafires lost to accidents. Counting some 800 accident losses out off some 25000 produced. This includes aircraft carrier operation, a high risk scenario *no* German fighter was even capable of, not even mentioning the 109!)
Now imagine what records a plane more dificult to handle than the 109might have ended up with.
I would bet on price and handling chracteristics being the reasons for the He 100 not being introduced into service by the Luftwaffe, thus.
You loose some special things...
a.) the He100 was easy to fly- the Bf109 was a difficult plane, the He100 was smooth and easy...
b.) the He100 had a wide landing gear, not like the Bf109 -> so massivly reduced landing accidents
c.) the view out of a He100 was superb, for 1940 the best in the world! Less surprise because you SEE your enemy approaching
d.) the He100 is around 50km/h faster as any opponent, if you fly high the gap increase - the He100 will be even better here
e.) the He100 has greater range - so could support the bombers deep into the british isles, it could -with drop tanks - reach UK from norway and you suddenly face a huge problem... bombers with escorts attacking the northeastern coast is bad news...
f.) oh, we talk about the He100D1 - with no evaporation cooling but traditional one....
So the faster, cheaper, easier to fly plane with less accidents and more potential improvements was not choosen because of nazi stupidity... cool..
Dude the bf109 ran on 87 octanes because Germany lacked fuels while the allies had plenty of that 150 octanes that boost compression and thus power. On an even basis of octane fuel the bf109 is a monster because it so small and thus less drag with one of that largest fighter engine per liter. Spitfire was a joke! Spitfire had some fat wings all drag.
@@garyseeseverything8615 If you have to claim fictionary conditions for a comparison to explain why your favourite is the bestest you know you are not quite betting on a winner. Are you aware the octane levels for German aircraft engines were as low because the materials used to make the engines were not able to handle higher outputs per stroke volume anyway?
The 109 was designed as the smallest possible airframe to hold the strongest engine that was available, which in the early thirties, when it was designed, was the Rolls Royce Kestrel. The plane was never even properly redesigned to really fit the DB engines, the vertical tail was not adapted to the stronger slipstream, the landing gear was not adapted for the greater weight and changed COG, the design was bogged and skimped together. It was kind of like a hot rod, if you will: Factory designed cars have carefully designed ssupensions that are carefully matched with the speeds the car will be used at, thus with stronger engines redesigned brkes and suspensions are introduced and you may occasionally even see reinforcerd bodies.. The common garage built hot rod mainly looks at one question: How do we get more horsepower into that compact car? The latter pretty much tells the tale of the 109's evolution. Messerschmidt did next to nothing to evolve the 109's airframe, just kept putting in stronger engines and bigger guns. There's a reason why most 109 piolts favoured the F-version. It matched the engine power best of all of them. From then on, the wing remained basically unchanged. Prantl's theorem of ideal lift distribution was ignored in its design, and it showed in the 109's turn performance which was rubbish.
@@Eo_Tunun me109 was fuel injected silt was advanced for the time while the Brits were stuck on carburetor. They made a fighter plane with bomber wings called it a spitfire and had so much surface areas that the drag had to be offset by higher American octanes. The db601 was massive it had no problem cranking over 2000 ponies on the block. As for the airframe I must the me109 had reached it limits of stress but it was designed in the early 1930s. It’s first flight was 1935 and it proved to be a power fighter which is better than a turn fighter such as a spitfire that bleed to much speed in a turn. Everyone knows this it’s not a secret fat wings means more drag.
@@garyseeseverything8615 What the heck do people always freak out over the Db's fucking fuel injection? Yes, it helped with negative Gs, that's it. Otherwise, fuel injection raised complexity of the engine and added points of failure. Carburetors are simple, the just work and work. In aviation, carburetor icing is an issue, but a one that has reliably been coped with.
And yes, Spitfires were bigger. So what? Friction is only one of the factors in the sum that makes the aerodynamic drag. When it comes to induced drag at high angles of attack, thus in tight turns at lower speed, the 109 was complete rubbish while Spitfires performed really well there. That's why Spits turned inside 109's circles so easily. Up to the Mk. IX, the best climb was at 120mph, which means that the polar diagram has the maximum of the term ca³/cd² there, where the wing has the best energy efficiency over time. Once a 109 turned in against a Spitty, the 109 bled of energy quickly and turned into a sitting duck. Against early Spits, 109s could escape from such situations by diving. No 109 could outdive Mk.IXs and later versions anymore, though.
Next, the Spitfire's wing had a 12% thickness at the root and 9% at the wing tip. This thin wing made compresibility effects set in at much higher speeds than with most other designs. Spitfires would in the end be able to outdive even the Me 262!
While there was potential for growth built into the Spitfire's airframe, the 109 was an optimised and super fine tuned package for a 700hp engine and just was overloaded with more. There were some 22000 or 23000 Spitfires and Seafires made. Out off this total, 800 planes were lost without enemy interference. Technical failures and pilot errors and circumstances, including carrier operation. Just accidents.
Of the 109E variant, some 3500 were made. Of this sub-type alone, 800 were lost due to accidents and without enemies putting any bulletholes into them. Narrow track of the gear and high torque and strong corkscrew-effect from the propeller, insufficient rudder efficiency on take-off and landing, sticking automatic slats on one wing, engine failures, hydraulic failurs on the landing gear… But no carrier operation as the 109 just wasn't able to fulfill the carrier based role. (Have ou see the abomination that was the 109H, with which they tried to make the 109 able to operate from the carrier Hindenburg?)
That says enough about what quality of a plane the 109 was. A pretty nasty beast. A widdowmaker. If a pilot survived learning its quirks he had a chance to live long enough to learn to use it. A handful of pilots did so and became aces. The majority was lucky to survive flying them and many never scored a hit. The 109 was really good against low flying bombers. That's it.
@ 6:50 the plane looks beautiful and not unlike a Spitfire.
Liked for the iron cross :p
great video. I was about to like it when I found that I already had. ahhhhh, now I know why the story was familiar. And yet, enjoyable all over again.
Point of interest: the crazy cooling system you point out here that is so inappropriate for a fighter aircraft and that was probably the reason for the death of this one... Is built into a modern airplane. The F-35 uses the same system. Not to cool the engine, but too cool it's Electronics. And it doesn't move water around, to the edges of the Wings, and everywhere else, no, instead, it moves jet fuel. Which really doesn't sound like a great idea for an airplane that might get shot at. But there it is.
It is worth considering that modern planes make next-to-no considerations for aircraft durability, because weapons nowadays are so batshit insane that literally a single hit will take down even an A-10 with ease if it's anything more than a Strela launcher. Thus, performance and cost become the sole factors for aircraft design, and so long as the pilot can survive long enough to eject, durability is of no concern.
The SR71 used fuel for cooling. 50 year old technology.
If your fuel leaks out, you have greater concerns than your avionics overheating...
Nice try to jump on the F-35 hating bandwagon, though.
Excellent video! Please tell me what you used to generate the scenes of the Stuka diving and strafing.
this was posted on my birthday :D
happy birthday to ya =D
thnx
Me too :D
Thank you for making these videos. I didn't know I was missing this information in my life. It's great to learn more!
They should have used it for reconnaissance
Not enough range. No good sight on the ground. Fw 189 two emgimed plane with a special Gondel did that job very well.
The wing cooling system isn't so "magic", but admittedly both being called that as well as the actual efforts of the engineers, makes it appreciated.
That's a phase-change cooling loop, similar to what modern refrigerators and air conditioners do now, just with water instead of special refrigerants. The wings are acting as an air-cooled heatsink, which get cooled quite rapidly when the plane is moving at speed.
Basically, plumbing is taken advantage of to have a liquid cooling loop with different pressures, to change the boiling point of water. You want high-pressure water to top out past regular boiling, so it can travel as hot water in the loop until it reaches the heatsink (wings). Then there, in lower pressure, it turns into water vapor, which releases a lot of heat energy into the heatsink. Then pressure is changed again so it can condense as it lowers in heat, which can then be fed back. This system requires very little input energy, thanks to the help from the heat itself to run this multiple-pressure-system. And the pressure-based phase changes are needed because the energy to phase-change in either direction requires a lot of heat gained or lost, allowing both the water to absorb a lot of energy from the engine, as well as release all of it at the wings. For more, Technology Connections has some good videos on heat exchangers.
I don't shoot at stuff in my kitchen! Sry' a Dane - not 'murican ;-P
It looks just like the Japanese Kawasaki Ki-61 "Tony".
They have the same engine. Well you know, Japanese license copy of the engine.
SHORT VERSION: That thing was crazily fast by the 1940 standards. But the entire surface of the plane was in fact a cooling surface, so any hits taken would kill the engine quickly.
Testflew it in War Thunder today, great plane.
As long as no one shoots at you
No doubt the He-100 is a beautiful plane, interesting German engineering, and logical conclusion of why Bf109 chosen for combat instead of He-100.
Great video.
I find it a very interessting that Willy Messerschmitt got priority with government orders. Nazi Germany was run exactly like captialistic countries today... 'I know a guy ...' The Focke Wulf arguably was the better plane, still overshadowed by the 109. The Ta152 was definitly a better plane. Kurt Tank was a genius plane designer. Even though he had designs for jets, it is pretty obvious. 163 komet (first rocket plane in the world), 262 (Schwalbe, first Jet fighter in the world) and 109 (most ever built fighter plane in history) all were Messerschmitt productions. Meanwhile, Juncker, Heinkel, Dormier and all the other ones were left with the less important designs or licenced recreation tasks.
Very good video. Any chance you could do some non-german planes, just for variety and information? Or even more german planes, I'm easy.
Yes, will do
Bismarck Thank you Bismarck. :)
the He 112 B-1 is still my fav aircraft...
Why did they not install the BMW Radial to relieve the DB inline shortage or the Junkers inline that pwr'ed the JU-88, or a combo of both.
The more and more I think about it from my knowledge of engineering and flying that plane would NOT have been a good fighter engineering wise. Never mind bullets, just keeping the plane from shaking out a few bolts and springing a leak would probably be a regular annoyance. Plus any vibration from guns, unbalancing of coolant(Water is heavy) among other things probably make that plane a great race plane. Not so much a fighter
NorthScorpion
Having the fastest aircraft available doesn’t mean it’s any good, and it seems to me that it, as with most aircraft development, prototype airframes are vastly different animals to production ones, even the most famous aircraft take time to become what the pilots want and need, modifications are always numerous, technical issues addressed, pilots telling the engineers what they want to change, and technical advances all have to come together to produce a legendary aircraft. Thanks for sharing this excellent episode, interesting and informative 😀👍🇬🇧🏴