He-112C -with a mission

I guess the last suggestions just takes things even beyond what I suggested.
Feels its asking too much, even if possible.
However heinkel did a Big part of this all by themselves in the he-100.


Wind tunnel testing would be beat for a long range effort. Where they not available? They became later. This require a different pod, but could be a 1933 RLM procurement?
 
There s nothing 'pesky' in the leading edge slats on the Bf 109, or other aircraft that used it. The drooped LE is a fine solution, though it appeared some 30-40 years after the ww2.

USAF didn't have better luck with the automatic slats on the F-86 either.

Sometimes North American Aircraft listened too much to their Paperclip Germans.

the Slats opened during certain combat maneuvers with MiGs in 'MiG Alley' Later F-86Fs had them removed and replaced with a different fixed shape of the leading edge, and a wing fence.
No more problems trying to out turn MiGs with the new wing
BfTKsuI.jpg
 
USAF didn't have better luck with the automatic slats on the F-86 either.

Sometimes North American Aircraft listened too much to their Paperclip Germans.
Had the Americans not listened to paperclip Germans, the F-86 would have had straight wings. Swept wings fool air approaching mach 1 speeds into thinking that the wing is thinner by simulating a broader chord. The 6,3 wings also fooled the air into thinking the wing was thinner by extending the chord 6" at the root and 3" at the tip. It essentially acted as a fixed slat, and resulted in a raised critical mach number and reduced trans-sonic buffet.

If you ever manage to be in the trans-sonic buffet, don't forget to try the ribs.
 
Alright, leaving all politics aside. Seems consensus is that the Germans could have had a High performance long range escort fighter for Bob or other use. If they wanted it in march 1936.
Interesting
 
I guess the last suggestions just takes things even beyond what I suggested.
Feels its asking too much, even if possible.
However heinkel did a Big part of this all by themselves in the he-100.


Wind tunnel testing would be beat for a long range effort. Where they not available? They became later. This require a different pod, but could be a 1933 RLM procurement?

The secret wind tunnel complex, the LFA, wasn't ready for early testing, but the world famous ones at Gottingen and Adlershof certainly were.
However, there were engineering decisions made which are not correctable or detectable in the wind tunnel. The first Heinkel 112 had a very big wing. Subsequent Heinkels had very small wings. The He-100 had 155/ 157 square feet. The Ki-61 had around 216. The first FW 190 had 161 square feet, and was fast. The fourth was given wings of 197 square feet and it was good. Both the FW and the Kawasaki had strong undercarts, and the Heinkel did not. The Kawasaki radiator was no more exotic than that on the Hurricane. All the technology was there to make a winner. Of all the thousands of choices required to make an aircraft, Heinkel, or the Gunter Brothers made some few hundred poorly. It can also be said that the He-219 Uhu also had a high wing loading, so there were no lessons learned.
 
The secret wind tunnel complex, the LFA, wasn't ready for early testing, but the world famous ones at Gottingen and Adlershof certainly were.
However, there were engineering decisions made which are not correctable or detectable in the wind tunnel. The first Heinkel 112 had a very big wing. Subsequent Heinkels had very small wings. The He-100 had 155/ 157 square feet. The Ki-61 had around 216. The first FW 190 had 161 square feet, and was fast. The fourth was given wings of 197 square feet and it was good. Both the FW and the Kawasaki had strong undercarts, and the Heinkel did not. The Kawasaki radiator was no more exotic than that on the Hurricane. All the technology was there to make a winner. Of all the thousands of choices required to make an aircraft, Heinkel, or the Gunter Brothers made some few hundred poorly. It can also be said that the He-219 Uhu also had a high wing loading, so there were no lessons learned.
You could add He-112 as a strong undercarriage example. I would assume the the fittings og the engines and cooling would be things that could be optimized in Wind tunnel testing.
I guess my starting point was that from he112b, heinkel made he100 which without the evap cooling was a simple, working and highly competitive design. If they are asked for something new instead of a he112b witj new requirements (a different me109, not a better one), what do we get?
Your example shows its not quite predictable, but it could be he100 with somewhat larger wings (not thicker, he112a lessons have been learned), not quite as fast as OTL he112 but with better low speed handling and even better range.
After all, thats whats asked for and they should be capable of it.
 
...
The Kawasaki radiator was no more exotic than that on the Hurricane. All the technology was there to make a winner. Of all the thousands of choices required to make an aircraft, Heinkel, or the Gunter Brothers made some few hundred poorly. It can also be said that the He-219 Uhu also had a high wing loading, so there were no lessons learned.

Ki-61 have had a better layout of the radiator, that was half-burried within fuselage, like it was the case for the Soviet fighters of the era, or the Macchi fighters with DB engines, plus the G.55. Hurricane's raditor was wholy outside of fuselage, and it will represent a bigger drag surface than the raditor of the Ki-61 and the like.
Further - the Ki-60 was with a less refined raditor than Ki-61. Burried raditor means that it can have a bigger area for the same drag vs. the raditor that is just suspended under the fuselage, for the same drag figure.

Hurricane schematics
Ki-60/61 schematics

Germans can also use the annular raditor, provided people at DB take a peek at what Jumo was doing, or use the beard radiator they have experience with.
 
Ki-61 have had a better layout of the radiator,

Thanks. I never realized that the K-bird utilized Meredith effect. Funny thing is that there is a wiki article that states that the Spitfire and Hurricane used Meredith, and the Hurri didn't.
 
Meredith Effect
I doubt if Meredith Effect generated significant amounts of thrust to P-51 Mustangs. At best, ME generated a tiny amount of thrust in one small corner of the flight envelope.
Far more likely that ME reduced profile drag - created by external radiators - and approached zero drag at its best.

Many WW2 radiators (Spitfire, Me109, etc.) loosely applied ME with tiny inlets widening to large (surface area) cooling tubes, then narrowing towards the exit. Slowing airflow across radiator tubes allowed more heat to transfer to airflow.
The size of the outlet determined how many cubic feet per minute (pounds) of airflow passed through the radiator. Many WW2 airplanes sported adjustable cooling air exhausts to adapt to different amounts of cooling required during different phases of flight.
 
Far more likely that ME reduced profile drag - created by external radiators - and approached zero drag at its best.
I think all that was claimed for Meredith effect was to produce enough thrust to cover the drag. The Mustang and MB-5 embraced it, and Messerschmitt and Supermarine made changes to increase it, so one may assume there's something to it.
 
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