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The Junkers Ju 322 Mammut (Mammoth) was a massive all-wooden glider built to the same specifications as the more successful Messerschmitt Me 321.

Work on the Ju 322 began late in 1940. Junkers had no experience of working in wood, but they still had a design ready by October 1940. Their proposal was for a glider that was almost entirely made up of a single huge wing, carrying most of its cargo in the centre section of the wing, and lacking anything resembling a normal fuselage. A tail boom led back to a tall angular fin and rudder and a braced tail plane.

The leading edge of the centre section of the wing contained a large curved loading door that opened upwards, and the glider's crew were located in a gondola mounted above the left side of the centre section. The glider took off using a large trolley with eight pairs of wheels, and landed on four separate sprung landing skids. Production aircraft were to be armed with three turrets, each carrying a single MG 15 7.9mm machine gun. One was to be located above the forward section of the tail boom, the other two above the leading edge of the wing centre section.

The Ju 322 was designed to carry a load of 44,000lb, enough for 100 fully loaded troops or a tank. As work progressed the load had to be reduced, first to 35,280lb and then to 24,255lb. This was partly because the wings weren't as strong as expected and partly because the cargo floor had to be strengthened after a Panzer III fell straight through it.

The Ju 322 made its maiden flight in April 1941, being towed into the air by the Ju 90 V7. The flight was a disaster. The take-off trolley almost bounced back into the glider, and was destroyed. The glider suffered from severe spiral instability while it was on the tow line, making it very difficult to control. It took too long to leave the ground, and then when it did take off nearly forced the Ju 90 into the ground. Things went a little better once the tow rope had been released. The Ju 322 made a smooth landing, but it hadn't been possible to steer it back to the airfield, and it proved to be very difficult to move the massive glider back home.

Although the V1 made several more flights the project was officially cancelled in May 1941. A second aircraft, the V2, was built but never flew, and work had become on another thirty aircraft from an original order for one hundred. Eventually all of the air frames were cut up and the wood used for fuel.

Wing span: 203ft 5in (62m)
Length: 99ft 3in (30.25m)
Payload: 24,255lb (11,000kg)
 
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@levina @sancho @DRAY @kurup @GR!FF!N and others .
Another part of Nazi advancements.
Thank you so much!!
That was an eye opener on "operation paper clip".
I searched a lil more about it...

Operation Paperclip (also Project Paperclip)
was the code name for the O.S.S.–U.S. Military rescue of scientists from Nazi Germany, during the terminus and aftermath of World War II. In 1945, the Joint Intelligence Objectives Agency was established with direct responsibility for effecting Operation Paperclip.


Following the failure of the German invasion of the Soviet Union(codenamed Operation Barbarossa), and (to a lesser extent) the entry of the U.S. into the war, the strategic position of Germanywas at a disadvantage since German military industries were unprepared for a long war. As a result, Germany began efforts in spring 1943 to recall scientists and technical personnel from combat units to places where their skills could be used in research and development:

“Overnight, Ph.D.s were liberated from KP duty, masters of science were recalled from orderly service, mathematicians were hauled out of bakeries, and precision mechanics ceased to be truck drivers.” — Dieter K. Huzel

The recalling first required identifying the men, then tracking them and ascertaining their political correctness and reliability, before being recorded to the Osenberg List, by Werner Osenberg, a University of Hannover engineer-scientist, head of the Wehrforschungsgemeinschaft (Military Research Association). In March 1945, a Polish laboratory technician found the pieces of the Osenberg List in an improperly flushed toilet. Major Robert B. Staver, U.S.A., Chief of the Jet Propulsion Section of the Research and Intelligence Branch of the U.S. Army Ordnance, London, used the Osenberg List to compile his Black List of scientists to be interrogated, headed by rocket scientist Wernher von Braun.

The original, unnamed plan — to interview only the rocket scientists — changed after Maj. Staver sent Col. Joel Holmes’s cable to the Pentagon, on 22 May 1945, about the urgency of evacuating the German technicians and their families as “important for [the] Pacific war”. Most of the scientists were rocketeers of the V-2 rocket service; initially housed with their families in Landshut, Bavaria.

On 19 July 1945, the U.S. JCS designated the handling of the Nazi scientists and their families as Operation Overcast, but when their housing’s nickname, “Camp Overcast”, became common, conversational usage, Operation Overcast was renamed Operation Paperclip. Despite the effort to secrecy, by 1958, much about Operation Paperclip was mainstream knowledge, mentioned in a panegyric Time magazine article about Wernher von Braun.

In early August 1945, Colonel Holger N. Toftoy, chief of the Rocket Branch in the Research and Development Division of Army Ordnance, offered initial one-year contracts to the rocket scientists. After Toftoy agreed to take care of their families, 127 scientists accepted the offer. In September 1945, the first group of seven rocket scientists arrived from Germany at Fort Strong in the US: Wernher von Braun, Erich W. Neubert, Theodor A. Poppel, August Schulze, Eberhard F. M. Rees, Wilhelm Jungert and Walter Schwidetzky. Eventually the rocket scientists arrived at Fort Bliss, Texas for rocket testing at White Sands Proving Grounds as “War Department Special Employees.”

In early 1950, U.S. legal residence for some “Paperclip Specialists” was effected through the U.S. Consulate in Ciudad Juárez, Chihuahua, Mexico; from which country the Nazi scientists legally entered the U.S. In later decades, the War time activities of some scientists were investigated — Arthur Rudolph linked to the Mittelbau-Dora slave labor camp, Hubertus Strughold implicated with Nazi human experimentation.

Eighty-six aeronautical engineers were transferred to Wright Field, which had acquired Nazi aircraft and equipment under Operation Lusty.

The United States Army Signal Corps employed 24 specialists — including physicists Drs. Georg Goubau, Gunter Guttwein, Georg Hass, Horst Kedesdy, and Kurt Levovec; physical chemists Professor Rudolf Brill and Drs. Ernst Baars and Eberhard Both; geophysicist Dr. Helmut Weickmann; technical optician Dr. Gerhard Schwesinger; and electronics engineers Drs. Eduard Gerber, Richard Guenther and Hans Ziegler.

The United States Bureau of Mines employed seven German synthetic fuel scientists in a Fischer-Tropsch chemical plant in Louisiana, Missouri in 1946.

In 1959, ninety-four Operation Paperclip men went to the U.S., including Friedwardt Winterberg and Friedrich Wigand. Through 1990, Operation Paperclip immigrated 1,600 Nazi personnel, with the “intellectual reparations” taken by the U.S. and the U.K. (patents and industrial processes) valued at some $10 billion dollars
Those who had worked on the V2 at Peenemünde were moved to Fort Bliss in Texas. Here they developed their knowledge on rocket technology. Testing of their new rockets was carried out in New Mexico. These men and their families were given legal US residency in 1950.


Operation Paperclip was perfectly understandable in the context of the Cold War and desired weapons supremacy over the USSR. However, it had its detractors who believed that some of the scientists who were brought to the US had been involved in crimes that made it untenable that they should have been given US citizenship. It was said, for example, that Von Braun must have known about the underground factory at Nördhausen where V2 rockets and jet engines were made – and where many thousands of forced labourers died. If he did know about Nördhausen, JOIA ensured that it was suitably removed from his history. One of the Paperclip scientists, Arthur Rudolph, was deported from America to West Germany in 1984 but never prosecuted. Georg Rickhey, who was brought to America as part of Operation Paperclip, was charged with war crimes in 1947. However, he was acquitted and returned to America where he continued his work. One Paperclip scientist, Hubertus Strughold, was linked by written evidence to medical experiments at Dachau but faced no charges.
 
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Thank you so much!!
That was an eye opener on "operation paper clip".
I searched a lil more about it...

Operation Paperclip (also Project Paperclip)
was the code name for the O.S.S.–U.S. Military rescue of scientists from Nazi Germany, during the terminus and aftermath of World War II. In 1945, the Joint Intelligence Objectives Agency was established with direct responsibility for effecting Operation Paperclip.


Following the failure of the German invasion of the Soviet Union(codenamed Operation Barbarossa), and (to a lesser extent) the entry of the U.S. into the war, the strategic position of Germanywas at a disadvantage since German military industries were unprepared for a long war. As a result, Germany began efforts in spring 1943 to recall scientists and technical personnel from combat units to places where their skills could be used in research and development:

“Overnight, Ph.D.s were liberated from KP duty, masters of science were recalled from orderly service, mathematicians were hauled out of bakeries, and precision mechanics ceased to be truck drivers.” — Dieter K. Huzel

The recalling first required identifying the men, then tracking them and ascertaining their political correctness and reliability, before being recorded to the Osenberg List, by Werner Osenberg, a University of Hannover engineer-scientist, head of the Wehrforschungsgemeinschaft (Military Research Association). In March 1945, a Polish laboratory technician found the pieces of the Osenberg List in an improperly flushed toilet. Major Robert B. Staver, U.S.A., Chief of the Jet Propulsion Section of the Research and Intelligence Branch of the U.S. Army Ordnance, London, used the Osenberg List to compile his Black List of scientists to be interrogated, headed by rocket scientist Wernher von Braun.

The original, unnamed plan — to interview only the rocket scientists — changed after Maj. Staver sent Col. Joel Holmes’s cable to the Pentagon, on 22 May 1945, about the urgency of evacuating the German technicians and their families as “important for [the] Pacific war”. Most of the scientists were rocketeers of the V-2 rocket service; initially housed with their families in Landshut, Bavaria.

On 19 July 1945, the U.S. JCS designated the handling of the Nazi scientists and their families as Operation Overcast, but when their housing’s nickname, “Camp Overcast”, became common, conversational usage, Operation Overcast was renamed Operation Paperclip. Despite the effort to secrecy, by 1958, much about Operation Paperclip was mainstream knowledge, mentioned in a panegyric Time magazine article about Wernher von Braun.

In early August 1945, Colonel Holger N. Toftoy, chief of the Rocket Branch in the Research and Development Division of Army Ordnance, offered initial one-year contracts to the rocket scientists. After Toftoy agreed to take care of their families, 127 scientists accepted the offer. In September 1945, the first group of seven rocket scientists arrived from Germany at Fort Strong in the US: Wernher von Braun, Erich W. Neubert, Theodor A. Poppel, August Schulze, Eberhard F. M. Rees, Wilhelm Jungert and Walter Schwidetzky. Eventually the rocket scientists arrived at Fort Bliss, Texas for rocket testing at White Sands Proving Grounds as “War Department Special Employees.”

In early 1950, U.S. legal residence for some “Paperclip Specialists” was effected through the U.S. Consulate in Ciudad Juárez, Chihuahua, Mexico; from which country the Nazi scientists legally entered the U.S. In later decades, the War time activities of some scientists were investigated — Arthur Rudolph linked to the Mittelbau-Dora slave labor camp, Hubertus Strughold implicated with Nazi human experimentation.

Eighty-six aeronautical engineers were transferred to Wright Field, which had acquired Nazi aircraft and equipment under Operation Lusty.

The United States Army Signal Corps employed 24 specialists — including physicists Drs. Georg Goubau, Gunter Guttwein, Georg Hass, Horst Kedesdy, and Kurt Levovec; physical chemists Professor Rudolf Brill and Drs. Ernst Baars and Eberhard Both; geophysicist Dr. Helmut Weickmann; technical optician Dr. Gerhard Schwesinger; and electronics engineers Drs. Eduard Gerber, Richard Guenther and Hans Ziegler.

The United States Bureau of Mines employed seven German synthetic fuel scientists in a Fischer-Tropsch chemical plant in Louisiana, Missouri in 1946.

In 1959, ninety-four Operation Paperclip men went to the U.S., including Friedwardt Winterberg and Friedrich Wigand. Through 1990, Operation Paperclip immigrated 1,600 Nazi personnel, with the “intellectual reparations” taken by the U.S. and the U.K. (patents and industrial processes) valued at some $10 billion dollars
Those who had worked on the V2 at Peenemünde were moved to Fort Bliss in Texas. Here they developed their knowledge on rocket technology. Testing of their new rockets was carried out in New Mexico. These men and their families were given legal US residency in 1950.


Operation Paperclip was perfectly understandable in the context of the Cold War and desired weapons supremacy over the USSR. However, it had its detractors who believed that some of the scientists who were brought to the US had been involved in crimes that made it untenable that they should have been given US citizenship. It was said, for example, that Von Braun must have known about the underground factory at Nördhausen where V2 rockets and jet engines were made – and where many thousands of forced labourers died. If he did know about Nördhausen, JOIA ensured that it was suitably removed from his history. One of the Paperclip scientists, Arthur Rudolph, was deported from America to West Germany in 1984 but never prosecuted. Georg Rickhey, who was brought to America as part of Operation Paperclip, was charged with war crimes in 1947. However, he was acquitted and returned to America where he continued his work. One Paperclip scientist, Hubertus Strughold, was linked by written evidence to medical experiments at Dachau but faced no charges.
Thanks to that German scientists
Those Soviets and Americans played a disastrous yet scientifically advanced Cold war game .
 
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Focke-Wulf Fw 61




The Focke-Wulf Fw 61/ Focke-Achgelis Fa 61 was the first practical helicopter in the world, and was a twin-rotor machine that made quite an impact when it was flown through the Deutschlandhalle in February 1938.

The Fw 61 was developed by Professor Heinrich Focke and Gerd Achgelis, a stunt pilot who became a flying instructor and then a test pilot, holding the post of chief test pilot at Focke-Wulf from 1933.

The Fw 61 made its maiden flight on 26 June 1936 as a Focke-Wulf aircraft. In 1936 Focke was forced out of Focke-Wulf, either because the Nazis believed him to be politically unreliable or because they wanted to use the Focke-Wulf factories to build the Bf 109. If Focke did fall out of favour it didn't last, and the success of the Fw 61 led to the formation of a new Focke-Achgelis company on 27 April 1937.

Focke gained experience of rotary-wing aircraft by building the Cierva C.19 and C.30 autogyros under licence. These aircraft used a rotor blade to provide lift and a normal propeller to provide forward movement. Production of the Cierva aircraft began in 1933 and the Fw 61 owed much to their design. The C.19 was the first autogiro to be controlled by altering the characteristics of the rotor blades, the same control method that would be used in the Fw 61. It also had a similar looking fuselage, based on a standard light aircraft of the period.

The Fw.61 used the fuselage of the Focke-Wulf Fw 44 training aircraft. The horizontal tail surface was moved to the top of the tail, and the undercarriage was connected to the new rotor blade supports (see below). Power was provided by a Bramo Sh 14A radial engine. There was a very small air screw attached to the front of the engine. This was only used to provide a flow of air over the engine, which would normally operate at much higher speeds.

Two prototypes were built - Fw 61 V1, which was given the registration code D-EBVU and Fw 61 V2, registration D-EKRA.

Controls

The Fw 61 had two side by side (transverse mounted) counter-rotating three-bladed rotors, each mounted on a set of struts. Two connected the rotor to the undercarriage. Three connected the rotor to a point on the side of the fuselage just behind the engine, with the middle of these struts carrying a shaft that connected the engine to the rotor. Finally another strut led to a connection mounted just above the centre of the fuselage. The counter-rotating rotors cancelled out each others torque, and so the Fw 61 didn't need a tail rotor.

On modern helicopters height is controlled using collective pitch, where the angle of all propeller blades are adjusted by the same amount at the same time, increasing or decreasing the amount of lift they generate and causing the helicopter to rise or fall. On the Fw 61 height was controlled by using the throttle to alter rotor speed.

Horizontal movement was producing using cyclic pitch, where the angle of each blade changed as it rotated. If no other controls are in use then each blade on both rotors would be at the same angle at the same positions. Adjusting cyclic pitch means that the rotor produces a different amount of lift in different places on the disc, causing it to tilt, and thus generate movement.

Differential cyclic pitch was used to spin the helicopter. Here the two rotors would be adjusted in opposite ways - if the lift was increased at the front of the right-hand rotor then it would be decreased at the front of the left hand rotor. The two rotors would tilt in opposite directions and the Fw 61 would spin.

Differential collective pitch was used to tilt the helicopter to left or right. Here the angle of every blade on one rotor would be altered by one amount and every blade on the other rotor by a different amount. The two rotors would thus produce different amounts of lift, and the Fw 61 would spin.

Service Record

The Fw 61 V1 made its maiden flight on 26 June 1936 with test pilot Ewald Rohlf at the controls. Focke recorded the test flight as lasting for 45 seconds, while other records said 28 seconds.

The Fw 61 was flown by a number of test pilots, include the famous Hann Reitsch, Rohlfs, Karl Bode and Karl Franke.

The Fw 61 established a whole series of rotor craft records, although by the time this began the aircraft had been redesignated as the Focke-Achgelis Fa 61.

On 25 June 1937 Ewald Rohlfs set a height record of 8,000ft and stayed in the air for 1hr 20min.

On 26 June 1937 Rohlfs set a straight line distance record of 10.19 miles, a closed-circuit speed record of 76.15mph and a closed-circuir distance record of 50.09 miles.

On 25 October 1937 Hann Reitsch raised the straight-line distance record to 67.67 miles (From Breman to Berlin).

In February 1938 Hanna Reitsch flew the Fa 61 inside the Deutschlandhalle in front of a large crowd. Most people in the crowd were impressed by the flight, but were unaware of its true significance, which was that the Fa 61 was considered to be reliable enough and controllable enough to fly over a large crowd in a confined success. The flight signalled the success of the Fa 61 to the wider aeronautical world.

In 20 June 1938 Karl Bode raised the straight line record yet again, this time to 143.05 miles.

On 29 January 1939 Bode raised the altitude record to 11,240.5ft. This was the last official record set before the outbreak of the Second World War.

The success of the Fa 61 led to an order for a new passenger carrying version of the helicopter, and the eventual development of the Focke-Achgelis Fa 266 and military Focke-Achgelis Fa 223. Focke also had plans for a two-seat sports version, the Focke-Achgelis Fa 224, but this was abandoned after the outbreak of the Second World War.

Engine: Bramo Sh.14A seven cylinder radial engine
Power: 160hp
Crew: 1
Rotor diameter: 22ft 11.5in each
Length: 23ft 11.5in
Height: 8ft 8.25in
Empty weight: 1,764lb
Maximum take-off weight: 2,094lb
Max speed: 76mph
Cruising speed: 62mph
Service ceiling: 8,600ft
Absolute ceiling: 11,240.5ft
Range: 143 miles
 
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