Ever since the Lilienthal brothers bird-like gliders of the 19th Century, Germany has been batshit crazy about flying machines. Rocket fighters, suicide pulse-jets and airships over three times longer than a 747; seemingly nothing was too crazy for the Germany aviation industry to try in the 20th century. Here is a kladderadatsch of unheimlich German aircraft that will make you spit out your Spätzle with profound fremdschämen. 

10. Messerschmitt Me 210 ‘Hochgeschwindigkeits-Rufmörder’

If ever you wish to challenge the famed German stereotype of meticulous efficiency, then you need look no further than the Messerschmitt Me 210, an aircraft that looked great on paper but didn’t look so great anywhere else – in the sky for example.

It all started off well enough: As well as possessing aviation’s most emphatic forehead, Willy Messerschmitt had delivered the Bf 109, which by the outbreak of war was arguably the best single-seat fighter in the world. He had followed that up with the Bf 110 which was arguably the best twin-engine fighter in the world. Messerschmitt tried for many years to design a replacement for the 109 but any new aircraft he came up with was either inferior to its great rival the Focke Wulf Fw 190 or could offer nothing more than an updated model of 109 and as a result no new design proceeded past the prototype stage. By contrast there was no obvious rival in production to the 110 and a replacement would surely be needed (an opinion strengthened by the apparently poor showing of the 110 during the Battle of Britain – though this was arguably down to inadequate understanding of the tactical limitations of this class of aircraft rather than any particular intrinsic fault of the 110 itself. Thus the requirement for the 210 was born. Unfortunately for customer and designer, Messerschmitt’s reputation was riding high on the incredible and ongoing success of the 109 and 110 and apparently he could do no wrong. An order for 1000 of the new twin-engine fighter-bomber was placed, off the drawing board, before the new aircraft had even flown.

But fly it did and then the terrible mistake became apparent. The Me 210 was a purposefully good looking aircraft but that was about it. The new aircraft was underpowered and its handling was so bad that it was dangerous to fly, being prone to enter a sudden and vicious stall under the least provocation. The chief test pilot commented that the Me 210 had “all the least desirable attributes an aeroplane could possess.”  It took the ridiculous total of 16 prototypes and 94 pre-production models to iron out the worst of the problems that bedevilled the 210. To put this in context the Fw 190, a contemporary (but very successful) aircraft which also took considerable development to get ‘right’ went through five prototypes and 28 pre-production examples. And then, even after all this time and effort was expended the 210 was not an acceptable machine. Compared to the 110 it was replacing the 210 was slower and shorter-ranged as well as possessing appalling handling qualities. Even the undercarriage was lousy and kept failing on the 210. The 210s that had managed to make it into service, nearly three years after the first flight, were withdrawn after a month and superseded by the very aircraft they were supposed to replace. The production line was shut down and the Bf 110 was put back into production fitted with the 210’s better streamlined engine nacelles. Willy Messerschmitt’s reputation was in tatters and his resignation was officially demanded from the company that bore his name.

Worse was to come. Back when it still looked like the 210 might mature into a decent fighter, permission had been granted to Dunai Repülőgépgyár Rt. (Danubian Aircraft Plant) to build the 210 under licence and Hungarian authorities decided to continue development even after production in Germany was halted. The Hungarian aircraft utilised the more powerful DB 605 engine and a lengthened fuselage which transformed the aircraft into something generally acceptable. The colossal irony is that a lengthened fuselage was demanded by the test pilot on the Me 210’s first flight back in September 1939. Willy Messerschmitt had refused, pointing out that to alter the fuselage would require scrapping millions of Reichsmarks’ worth of production jigs. The Hungarian aircraft Me 210Ca was generally popular in service and proved that a lengthened fuselage would have solved literally years of painful development. And of course, that it took the Hungarians to solve the problems that the supposed finest designers of Germany apparently could not overcome was unbearable to the hyper-nationalistic Third Reich. Eventually a German redesign of the 210 with yet more powerful DB 603 engines was accepted into service but re-designated the Me 410 Hornisse to make it seem like it was a completely new design (it wasn’t). The Me 410 was a decent enough aircraft but was at least two years too late – had it been available when it should have, back in 1941, it would have been sensational.

9. Messerschmitt Me 321/Me 323 Gigant

The success of the Bf 109 should not obscure the story of the most calamitous aircraft to emerge from the Messerschmitt aircraft company, the ‘321/323. To invade England, the fast movement of tanks and artillery was essential. In the absence of a route by land, air transport was the obvious solution. Messerschmitt initially proposed towing winged battle tanks, a daft concept that proved bizarrely ubiquitous to World War II technical advisors. A less mad idea was the creation of large unpowered gliders, and by large I mean large: we are talking a wingspan of 55 metres… almost that of a Boeing 747! Junkers initially won the German Air Ministry contest with the Ju 322, but even a wartime assessment team couldn’t turn a blind eye to the fact a tank fell through the weak wooden floor of the ‘322. They went back to Messerschmitt, who created an aircraft too large to be launched. Even with 3280 horsepower, the Ju 90 airliner struggled to tow this behemoth sky-bound. So they tried tying it to three (yes three!) Bf 110 fighters to drag it into the sky (in a triangular ‘troika schlepp’ formation) which, of course, proved problematic. The next attempt to create an adequately powerful tow aircraft involved bolting two bombers together resulting in the conjoined He-111Z Zwilling — which was also far from ideal. Even strapping rockets to the machine wasn’t getting the desired results. While these slapstick endeavours had been taking place, Messerschmitt had been simultaneously working on a powered version – the Me 323. This worked, but was so slow and cumbersome that in contested airspace proved abysmally vulnerable. In 1943, in desperate need of resupply, General Rommel’s Afrika Korps was sent 300 tons of equipment in 16 Me 323s. Only two reached their destination, 14 had been shot down.

8. Dornier Do 31E

As with the Royal Air Force, in the early 1960s, the Luftwaffe became concerned about the vulnerability of aircraft operating from large air bases.  The British developed and eventually deployed the Harrier; the Germans, in a frenzy of innovation, developed and flew, but did not put into service, two potentially supersonic VTOL fast-jets, and a VTOL transport, the Do 31E. They also experimented with a zero-length launch system for the Starfighter, the ZELL (based on ideas from the rocket genius and occultist sex magician Jack Parsons). The Do 31, as a production aircraft, was envisaged as supplying tactical logistic support to the fast jets, itself using as forward operating bases the airstrips on which the ZELL Starfighters were expected to land using arrester gear.

The tactical and logistic support of forward air operations, it turns out, can be well supported by another aircraft which was in development at the time – the Fiat G222. This has now been developed into today’s C-27 Spartan, which offers similar payload-range performance to the Dornier 31E, albeit with STOL rather than VTOL capability, at a fraction of the cost, risk and complexity of a production Do 31.

The Do 31 was an impressive answer to a question that shouldn’t have been asked.  Technical progress and ambition had run ahead of operational analysis, resulting in flawed requirements.

More on the Do 31 here

—  Jim Smith had significant  roles in the development of the UK’s leading military aviation programmes. His latest book is available here.

7. Baade 152 Baade to the Bone 

That the wretched Baade ever got built says much for the charm of its designer Brunolf Baade. From 1936 he worked for Junkers and was involved in the design of the Ju 88, Ju 188, Ju 388 and Ju 287. Following defeat and partitioning, the Soviet Union took many German aerospace experts — including Baade—  to aid in the development of new military projects. The Soviets had a pressing need for a fast twin-engine jet bomber, and the German boffins set about designing one. The resultant EF 150 was conceived by Baade, Hans Wocke and other former Junkers staff. Hugely delayed by engine problems, the aircraft ended up having to compete and lose out to a greatly superior aircraft from a newer generation, the Tu-88 (which became the Tu-16 ‘Badger’).

Despite this, Baade may not have been having such a bad time. It is rumoured that Baade’s winning personality made him a favourite with his Russian masters, and that while his colleagues were enduring the biting 1947 Moscow winter he was enjoying a holiday in Crimea. In 1953 the Germans were sent back to East Germany, where some attempted to start an aviation industry for the new nation.

A new jetliner was desired, and Baade initiated a project — dubbed the Type 152 — based on the EF 150. This was a terrible basic design for a jetliner. For a start, it had a bicycle undercarriage — meaning the aircraft could not rotate promptly on take-off and it required great precision to land precisely (something they attempted to rectify with a  later, somewhat bizarre, configuration). It also had terrible engines, Pirna 014s based on wartime technology, which offered a miserly 3:1 thrust-to-weight ratio (compare this to the 4.5: 1 of the Pratt & Whitney JT3D which first ran a year earlier than the Pirna) and a lousy specific fuel consumption. The wings were the wrong shape and in the wrong place: a low aspect ratio broad chord slab that was far from ideal for cruising efficiency. The high placing of the wings obstructed the cabin, while the space under the floor was occupied by the undercarriage.

The maiden flight of this aircraft took place on 4 December 1958. Four months later the aircraft took its second flight and crashed killing all on board. In mid-1961 the East German government stopped all aeronautical industry activities, as the Soviet Union did not want to buy any of these aircraft or support a potential rival to their own Tu-124. This mercifully put an end to what would have certainly been a horrible airliner.

6. Heinkel He 177

The eternally repeated adage, ‘if it looks right, it will fly right’ is proved by the giant Heinkel He 177, four-engined bomber; even before entering service it attracted the epitaphs of ‘widow maker’ and ‘flying coffin’. Göring called it a ‘misbegotten monster’.

Conceived as a long-range bomber to attack targets beyond the Soviet Urals or operate against convoys in the North Atlantic, it was too late to make a difference. It is the only example of a German design, equivalent of the American YB-17 design and the British plans, including R J Mitchell’s B16/36, for long-range strategic warfare. The Heinkel design was immediately beset by compromises, engine issues and top-level mind-changing.

Even in its development, Oberst Ernst Udet caused a fundamental re-design by requiring a dive-bombing capability. The engineers were in despair, the dive-bombing profile would require fuselage and wing strengthening, increasing the empty weight significantly. Then, in September 1942, after the work had been done, Göring rescinded the requirement.

So, it had a flawed operational requirement; an inadequate power plant with four engines, driving two huge propellers and surface evaporative cooling in place of conventional radiators. Engine fires were frequent during trials and by the time it came into service, the there was no fuel. Even so there was a plan to convert it into a rocket-carrying fighter! Final words to Winkle Brown: “it was one of the very few German aircraft I did not enjoy flying.”

Paul Beaver is the biographer of Captain Eric (Winkle) Brown

5. Siemens-Schuckert Forssman  Großernutzloser Ladenhüter

Virtually all First World War aircraft were, by modern standards, hopeless and awful. However Siemens-Schuckert’s first foray into the world of large bomber aircraft was a stand-out example of dreadful uselessness, an aircraft so woeful that it eventually collapsed in an act of overdue self-destructive embarrassment. The Forssman’s problems began before even the first wood was cut, canvas sewn or the workers got out of bed in the eponymous form of Villehad Forssman, the luckless aircraft’s Swedish designer. German aviation benefited immensely from at least one aircraft designer from a neutral nation in the form of Dutchman Antony Fokker, a notorious self-publicist but undeniably an engineer of talent. Sadly Forssman was no Fokker, and his engineering abilities would not prove equal to his Jules Verne-eque dreams of giant aircraft.

It would appear that the Forssman aircraft was ‘inspired’ (less sympathetic voices might say ‘a copy’) of Igor Sikorsky’s impressive Ilya Muromets, the world’s first four engine aircraft. A famous photograph depicts one of these aircraft in flight and the first thing one notices is the two stalwart Russian cavalry officers promenading on the roof of the aircraft as if taking a stroll on an aircraft during flight were the most normal thing in the world. One of the other things one may notice is that the pilot is shoving in downward elevator as though his life depended on it, as indeed it might. In other words it appears to be tail heavy. When Forssman designed his own aircraft for German cavalry officers to stroll on the roof of, he apparently decided being insanely tail heavy was also definitely the way to go, a situation that would prove almost fatal to the test pilot once the aircraft actually managed to fly. However, any proper idea of flight was a long way off yet as during taxi trials and minimal hops, many of the faults of Forssman’s creation became apparent. The structure was deemed to be too weak and was beefed up, not least by adding more wing struts, the first of an unprecedented five major, and ultimately futile, rebuilds and redesigns. There was insufficient tail area, so a second rudder was added and the wings were rigged with slight dihedral. At the same time an attempt to balance the tail-heaviness issue was made by crudely adding a tub-like gunner’s position on the nose.

Further short hops revealed that the modifications had not made the aircraft anywhere near acceptable. Any reasonable manufacturer would have cut their losses, dumped this hopeless aircraft and moved on but Siemens-Schuckert were determined that they should get some kind of return for their investment and besides, Vilehad Forssman had by now severed connections with the company so, they reasoned, a different (better) engineer should be able to rework the aircraft into something acceptable. Harald Wolff, who would later design Siemens-Schuckert’s excellent fighter aircraft, was the man chosen for this unenviable task. Wolff Added more powerful Mercedes engines in the inboard positons, leaving the outer engines as they were. All the engines received streamlined and strengthened mountings and the whole nose of the aircraft was reworked into a pointed shape with massive round windows. The pilot now sat in comfort under a fully enclosed cockpit, an incongrously advanced feature. Unfortunately the designated test pilot, after some ground runs and despite his comfortable enclosed cockpit, refused (wisely) to fly the aircraft.  Siemens-Schuckert managed to persuade air-ace and pre-war test pilot Walter Hohndorf to perform the first flight but in September 1915, whilst completing another test hop, something went awry, the aircraft turned onto its back and was partially wrecked.

Siemens-Schuckert, who were nothing if not persistent, mended the wings of the aircraft and fitted another new nose. Now desperate to get something – anything – for their hopeless machine, Dr Reichel the technical director of Siemens-Schuckert persuaded the Army to lower the specification the aircraft was required to achieve before they would buy it in return for a reduction in the purchase price. The new specification required the aircraft to reach 2000 meters in 30 minutes carrying a useful load of 1000 kg and enough fuel for 4 hours. Meanwhile he offered Bruno Steffen, himself a successful aircraft designer, 10% of the sale price if he could make the acceptance flight which was scheduled for October. Despite warnings from friends regarding the structural safety of the aircraft, Bruno decided after inspecting factory drawings and the aircraft itself that it was strong enough. However he was concerned that he would lack the strength necessary to operate the massive tail surfaces. On the day of the flight Steffen invited five passengers to accompany him, including members of the Army acceptance commission but all politely declined.

On take off Steffen found that the Forssman’s tail-heaviness meant that he had to push the control column fully forward to maintain level flight. To make turns he had to pull it back to the neutral position, turn the wheel as quickly as he could, and immediately return it to the fully-forward position to avoid a stall. The aircraft was virtually uncontrollable. Nonetheless it achieved the required 2000 metres in 30 minutes and the Army agreed in April 1916 to buy it as a trainer, despite its total unsuitability for that or any other task. Luckily for everyone however the rear fuselage collapsed when the engines were run up on the ground and no one else had to risk life and limb in Forssman’s pathetic aircraft.

And that would have been that except for one strange coda – in 1918 a truly gigantic ten-engine triplane named ‘Poll’ after the town of its construction was designed. It was structurally weak, of unprecedented size and ludicrously tail-heavy, which sounds oddly familiar. It was intended to bomb New York but construction was halted due to the armistice. Its designer was Villehad Forssman and one wonders how he managed to persuade anyone to build this new ridiculous aircraft. A single giant wheel from the Poll survives to this day in the collection of the Imperial War Museum to remind the world of Forssman’s folly.

4. Messerschmitt Me 163 Komet ‘Wie Ein Floh, Aber Oho!’

Although it was a horrific death trap with a litany of flaws, no one could deny the Komet was amazingly impressive. The fastest aircraft of the second world war, Messerschmitt’s rocket plane also possessed the best climb rate of any aircraft in the world until the supersonic (and strictly research) Bell X-1. Its vertical performance could not be bettered by any combat aircraft until the mid-1950s. In every other respect of course the Komet was totally appalling:

The first problem, and worst when looked at from a tactical point of view was its endurance. The Walter HWK 509 rocket motor that imparted the Komet with its blistering performance was colossally thirsty and only eight minutes of fuel could be carried. The engine was either on or off, there was no ability to cruise or throttle back which led inexorably to its second major flaw – the closing speed between it and its target was so great that it was extremely difficult to aim and fire with any hope of success. This problem was compounded by the powerful MK 108 cannon. The low muzzle velocity of this weapon meant it was only effective at close range and this was difficult to achieve as the Me 163 flashed past its intended target. Thirdly, once the rocket fuel was expended the aircraft had to glide home. Totally immune from fighter attack while under power, the Komet was vulnerable as a glider. True, it was fast and handled nicely but eventually it would have to land, and, unable to move, could be destroyed at will by any pursuing aircraft.

Its woeful endurance led to the Komet employing the weight-saving feature of jettisoning undercarriage. The wheels were attached to a dolly that was dropped as the aircraft climbed away from the airfield. If dropped too high, they would be destroyed. However if dropped too low there was a danger that they would bounce off the ground and into the aircraft with disastrous results. On occasion the wheels got stuck: test pilot Hanna Reitsch was nearly killed attempting to land a Komet with its wheels still attached. Even if the take-off was successful, landing the Komet was fraught with danger. Landings were unpowered so there was no option to go around if something went wrong and the aircraft landed on a retractable sprung skid which had to be lowered to provide shock absorbing, if it stuck up or the pilot forgot to lower it the result was often a fractured spine.

But absolutely the worst aspect for the pilot was the fuel. The Komet was propelled by two toxic liquids called C-stoff and T-stoff that explode when brought into contact. Indeed, T-stoff would cause virtually any organic material such as leather or cloth to spontaneously combust, furthermore it would dissolve human flesh. When the luckless Joschi Pöhs crashed an early Komet on landing in 1943 he was covered in T-stoff and, despite wearing a protective suit, “his entire right arm had been dissolved by T-stoff. It simply wasn’t there. The other arm, as well as the head, was nothing more than a mass of soft jelly.” Regular aviation fuel is dangerous enough but this was nightmarish. Even if the landing were successful, the shock of landing could rupture a fuel line or slosh any residual propellants into contact with each other and a catastrophic explosion would be the near inevitable result. So volatile were the fuels that there are accounts of Komets spontaneously exploding for no apparent reason whilst simply sitting on the ground.

But if the pilot survived the take-off, the landing, the fuels, and prowling enemy fighters the Komet had one final trick up its sleeve. Despite having generally exemplary handling characteristics the Me 163 entered an unrecoverable condition known as the ‘graveyard dive’ if its speed exceeded Mach 0.84, which was not difficult in a Komet, and the results were invariably fatal.

Despite all these horrific issues combat operations were maintained from May 1944 to spring 1945. During this time, there were nine confirmed kills, with 14 Me 163s lost. Feldwebel Siegfried Schubert was the most successful pilot, with three bombers to his credit but he was killed when his Komet exploded on take off. Despite, or perhaps because of, its obvious catastrophic flaws, the Komet remains one of the most charismatic aircraft in history.

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3. DFW T.28 Floh Lustiger kleiner knuddliger Kerl

Back in 1915 people still didn’t know what aeroplanes were supposed to look like. At least that’s the only explanation I can think of to explain the delightfully chunky appearance of DFW’s T.28, cheerily named Floh (flea), the cuddliest combat aircraft ever built. There seems to no other reason for building this tiny yet simultaneously weirdly massive machine. Despite being reputedly very fast, because of its daft shape the Floh was never a serious contender for fighter operations. The main problem was visibility, which was excellent so long as you only wanted to look upwards. The pilot’s view forwards for take off and landing was non-existent and the massive triangular tail surfaces conspired with the biplane wings to obscure the view of more or less anything below the aircraft. With all that fuselage side area and only a relatively modest rudder, one can only assume that directional control was not the aircraft’s strong suit. Add to that a perversely narrow undercarriage and it should come us no surprise that the Floh crashed on landing after its first test flight. On the upside the arrangement of intakes on the aircraft’s nose gives it the appearance of a jolly smiling face – always a major boon for an aircraft intended for the deadly skies over the Western front. Just to prove that he wasn’t insane or obsessed with giving aircraft a Rubens-esque profile, Herman Dorner, who designed the Floh, went on to produce the outstanding Hannover CL series of two-seat fighters which were boringly slender by comparison, did not feature a jolly smiling face, and proved highly successful.

2. Zeppelin L 2 Wasserstoffbrennstoff Feueranzünder

Zeppelins are preposterous. That such a ludicrous vehicle could inspire such panic from people on the ground (which it did) seems, with the benefit of hindsight, insane. Of course no one had experienced a sustained strategic bombing campaign back then and facing such attacks for the first time was and is a scary prospect, The sheer inexorable massiveness of the rigid airship is also certainly compelling. Back in the first couple of years of the First World War they were the only aerial vehicle with a useful disposable loaded the range necessary to mount meaningful bombing attacks deep behind enemy lines. But the fact is that the Zeppelins of World War One consisted of a fabric bag filled with between about one and two million cubic feet of hydrogen, the most flammable element in the universe. Zeppelins are huge and inflammable, present an unmissably massive target, are slow and susceptible to bad weather. Bizarrely, despite having more than enough carrying capacity to reasonably carry them, German airship crews chose not to bother taking parachutes on missions. Presumably being able to escape having to choose between plummeting to one’s death or being incinerated in a hydrogen-fuelled inferno was just too namby-pamby for the stalwart Zeppelin men of the Imperial German Navy. And that was a choice that became increasingly commonplace after the first Zeppelin was shot down over Belgium in June 1915.

That the Navy persisted in using these giant airships for bombing raids was largely down to the insistence of one dangerously psychopathic zealot, Kapitän zur See Peter Strasser. Despite ever-increasing evidence of the ever-decreasing effectiveness of the Zeppelin as a bombing aircraft, Strasser continued to demand his crews fly strategic raids over London with ever greater losses. “We who strike the enemy where his heart beats have been slandered as ‘baby killers’ … Nowadays, there is no such animal as a noncombatant. Modern warfare is total warfare.” he said in answer to criticism of the morality of strategic bombing.  This may have been true but does not exactly paint a glowing picture of Strasser’s character. It feels like a there was a certain poetic justice at work when, after this particular baby-killer had chosen to ride along with Zeppelin L 70 on what would be the last airship bombing raid attempted against Britain, Strasser’s Zeppelin was intercepted by a DH-4 piloted by Egbert Cadbury (of the noted chocolate making family) and shot down in an example of the afore-mentioned hydrogen-fuelled inferno. The crew did not have parachutes.

But all this was in the future in 1913 when Navy Zeppelin L 2 chugged its way over Berlin and into the somewhat obscure history books. That the Zeppelin was a bizarrely horrific weapon of war for all concerned is not in doubt but the L 2 was probably the most hopeless of them all. Not content with being an impractical and dangerous vehicle when under attack by a determined enemy, L 2 showed the world that Zeppelins were dangerous and impractical when there were literally no threats present at all, unless you consider a warm day or the aircraft itself a ‘threat’. First off the engines wouldn’t start, which caused a delay in take off which allowed the hydrogen to expand in the gas bags due to the warm sun. Once the engines were persuaded into life the Zeppelin shot into the sky due to the hydrogen expansion. The normal cure for this is to release some of the gas and stop the aircraft rising. Unfortunately the hydrogen vented from L 2’s gasbags was sucked into the forward engine and exploded, which caused a fire and further explosions resulting in the destruction of L 2 along with the death of all 28 people on board (in a hydrogen-fuelled inferno). That this occurred only six weeks after the navy’s other Zeppelin, L 1, had been caused to crash (with 14 fatalities) by cold rain causing the gas to contract makes one wonder why the German Navy persisted in the development of large airships at all. Zeppelin eventually delivered over 100 large rigid airships during the First World War, with Schütte-Lanz delivering about 20 more.

— Ed Ward

1. Fieseler Fi 103R Reichenberg

Imagine yourself as a plucky young Luftwaffe pilot in 1944. You have a talent for flying, and the Nazi propaganda machine has filled you with a mad zeal to fight. You leap at the chance to fly an experimental aircraft—a futuristic aeroplane that could turn the tide and save your nation. You are shown a sleek, sexy, jet-propelled Wunderwaffe that makes the latest Fw 190 look positively ancient. Or perhaps you’re a bewildered child pushed into a moribund hell that was not of your making. Either way you’re absolutely fucked, because your new steed is essentially a V-1 flying bomb with a human guidance mechanism. Say ‘guten morgen’ to the Fieseler Fi 103R Reichenberg.

The Reichenberg had a quick development period, probably too quick. The German Research Institute for Sailplane Flight started development in mid-1944, and had a prototype ready for testing within days. A cramped cockpit with a jettisonable canopy was placed just under the pulse-jets air intake, and flight controls were rudimentary, although straightforward. After release from a carrier aircraft, the Reichenberg was meant to be piloted towards a target and put into a dive, following which the pilot baled out. Pilot survival was optimistically rated as being “most unlikely” (it was estimated at a terrifying 1% due to the proximity of the pulsejet’s intake to the cockpit). 

Tricky landing controls ensured that two test articles crashed during developmental trials, and although the designers claimed a distinction between their Selbstopfermänner and the Japanese Kamikaze, to the pilot there was little difference. Thankfully for the young men expected to fly this screaming tomb, it was quickly abandoned after Albert Speer and Werner Baumbach pleaded with Hitler that suicide was not in the German warrior tradition.

— Mihir Shah

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