Reimar 1915-1994 and Walter Horten 1913-1998

Reimar and Walter Horten

Walter (13 November 1913 - 9 December 1998 Baden-Baden) and Reimar Horten (12 March 1915 - 14 March 1994 Villa General Belgrano, Argentina), sometimes credited as the Horten Brothers, were German aircraft pilots and enthusiasts. Though they had little, if any, formal training in aeronautics or a related field, the Hortens designed some of the most advanced aircraft of the 1940s.
Between the World Wars, the Treaty of Versailles limited the construction of German military airplanes. In response, German military flying became semi-clandestine, taking the form of civil 'clubs' where students trained on gliders under the supervision of decommissioned World War I veterans. As teenagers, the Horten brothers became involved in such flying clubs.

This back-to-the-basics education, and an admiration of German avant-aircraft designer Dr. Alexander Lippisch, led the Hortens away from the dominant design trends of the 1920s and '30s, and toward experimenting with alternative airframes -- building models and then filling their parents' house with full-sized wooden sailplanes. The first Horten glider flew in 1933, when both brothers were still in their teens.

The Hortens' glider designs were extremely simple and aerodynamic, generally consisting of a huge, tailless albatross-wing with a tiny cocoon of a fuselage, in which the pilot lay prone. But the great advantage of the Horten designs was the extremely low parasitic drag of their airframes. They were 'slick' and scalable to high speeds.
By 1939, with Adolf Hitler in power and the Treaty of Versailles no longer in effect, Walter and Reimar had entered the Luftwaffe as pilots. (A third brother, Wolfram, was killed flying a bomber over Dunkirk.) They were also called upon as design consultants, though Germany's aeronautical community tended to regard the Hortens not as part of the cultural elite.

In 1937, the Hortens began using motorized airplanes, with the debut of the twin-engined pusher-prop airplane H.VII (an earlier glider had a mule engine). The Luftwaffe, however, did not actually use many of the Hortens' designs until 1942, when grudging (and partly under-the-table) support was given to a twin-turbojet-powered fighter/bomber design, designated under wartime protocols as the Horten H.IX.


The Horten Ho 229, the world's first jet-powered flying wingSecuring the allocation of turbojets was difficult in wartime Germany, as other projects carried higher priority due to their rank in the overall war effort. Although the turbojet-equipped Ho IX V2 nearly reached a then-astonishing 500 mph in trials, the project was soon given over to the theretofore low-tech aircraft company, Gothaer Waggonfabrik, as the Horten Ho 229 (subsequently often erroneously called Gotha Go 229).

The Ho 229 was a fighter jet with great potential, but arrived too late to see service. Among other advanced Horten designs of the 1940s was the supersonic delta-wing H.X, designed as a hybrid turbojet/rocket fighter with a top speed of Mach 1.4, but tested only in glider form (as the Horten H.XIII). Its revolutionary stealth design included a special carbon layer that was able to reduce the radar range detection. The Horten brothers also worked on the Horten H.XVIII, an intercontinental bomber that was part of the Amerika Bomber project.
As the war ended, Reimar Horten emigrated to Argentina, where he continued designing and building gliders and one twin-engined flying wing transport, which was unsuccessful commercially. Walter remained in Germany after the war and became an officer in the post-war German Air Force Luftwaffe. Reimar died on his ranch in Argentina in 1994, while Walter died in Germany in 1998.

In the late 1940s, the personnel of Project Sign, the U.S. Air Force's flying saucer investigation, seriously considered the possibility that UFOs might have been secret aircraft manufactured by the U.S.S.R. based on the Hortens' designs

Alexander Martin Lippisch 1894 -1976

Alexander Martin Lippisch was born in 1894 in Munich, Germany, to Franz and Clara (Commichau) Lippisch. Alexander was educated at schools in Berlin and Jena; and enlisted in Germany's armed forces in 1915. He served as an aerial photographer and mapper. In 1943, he was awarded a doctoral degree from the University of Heidelberg. From 1918-1945, Lippisch held various positions in aviation in Germany: as a designer, aerodynamicist, and director of research. In 1946, he emigrated with his family to the U.S., where he worked for the Dept. of Defense. From 1950-1964, Alexander worked for the Collins Radio Company in Cedar Rapids, Iowa, and after his retirement, was employed as a design consultant. Lippisch worked on a variety of research projects throughout his career, including smoke tunnel visualization, remote powered vehicles, delta shaped wings, and aerofoil boats.

Kurt Tank 1898-1983

Kurt Tank (right) in conversation with Specht and Sommer


Kurt Tank was a resourceful aeronautical engineer and test pilot, heading the design department at Focke-Wulf from 1931-45. He designed several important aircraft of World War II, including the Focke-Wulf Fw 190 fighter aircraft.

Before Focke Wulf, Tank was employed by Albatros Flugzeugwerke, but after their bankruptcy in 1929, the company was broken up with most of the designers going to Focke-Wulf and a few others going to Arado in 1931. Tank then started work on the design of the Fw 44, Focke Wulf's first commercially successful design, launched in 1934. This led to burgeoning growth for the company as the country prepared for war.

The Fw 190 Würger (butcher-bird), produced from 1939 to 1945, was a mainstay Luftwaffe single-seat fighter during World War II. During the war, Tank was honoured for his work. In January 1943, he was named honorary Professor with a chair at the technical school in Braunschweig, in recognition of his services to the development of flight.

At the end of the war, like many other German technicians, he continued his professional life in Latin America. The Argentine Government offered him a job at its aerotechnical institute, the Instituto Aerotécnico in Córdoba. He moved there, with many of his Focke-Wulf co-workers, in 1947. The Instituto Aerotécnico later became Argentina's military aeroplane factory, the Fábrica Militar de Aviones. There, he designed the IAe Pulqui II based on the Focke-Wulf Ta 183 design that had reached mock-up stage at the end of the war. It was a state-of-the-art design for its day, but the project was axed in 1953 due to Argentina's financial crisis. When President Juan Peron fell from power in 1955 the ex Focke-Wulf team dispersed, many to the United States.

Tank instead moved to India. There he designed, for Hindustan Aeronautics, the Hindustan Marut fighter-bomber, the first military aircraft constructed in India. The first prototype flew in 1961; the Marut was retired from active service in 1985.

Tank returned to live in Berlin during the seventies, basing himself in Germany for the rest of his life.

Hugo Junkers 1859-1935

Hugo Junkers was an innovative German engineer, as his many patents in varied areas (gas engines, aeroplanes) show. He pioneered the first great change in aviation materials and design technology, away from wood and fabric materials braced by wire rigging, towards all-metal, cantilever-winged monoplane aircraft that had little to no external bracing.

The name Junkers is mainly known in connection with aircraft, which were produced under this name first for the German Empire later in World War I, mostly in league with Anthony Fokker as requested by IdFlieg for the Luftstreitkräfte, and later for the Third Reich's Luftwaffe before and during World War II. By then, however, the Nazi government was running his businesses, and Hugo Junkers himself was deceased.

Born in Rheydt, Rhine Province, Junkers studied in Charlottenburg and Aachen. He was a professor of mechanical engineering at Aachen between 1897 and 1912. Working as an engineer, Junkers devised, patented, and exploited gas engines, heaters, a calorie meter and other inventions. His aeronautical work began in earnest only at the age of fifty. He had far-seeing ideas of metal aeroplanes and flying wings, but always realities of war dragged him back. During World War I the government forced him to focus on aircraft production. In 1915, he developed the world's first practical all metal aircraft design, the Junkers J 1 "Blechesel"[1] (Sheetmetal Donkey), which survived on museum display in Berlin until World War II, and later in 1918 his firm created the world's first low-winged single seat fighter aircraft, the Junkers D.I. However, the D.I. did not enter production until 1918. He also produced a two seat fighter (pilot and rear gunner), the Junkers CL.I. and an armored-fuselage two seat all metal sesquiplane, the Junkers J.I, considered the best German ground attack aircraft of the war. The J.I's pattern of an armored fuselage that protected the nose mounted engine, pilot and observer in a unitized metal "bathtub", was the possible inspiration for Sergei Ilyushin's later IL-2 Shturmovik (conceivably appropriate as Junkers did have a manufacturing plant in Fili, a suburb of Moscow, in the Soviet Union in the 1920s) with a similar armored fuselage design, and Andrei Tupolev and William Stout each owed much to Hugo Junkers in the designs of their earlier aircraft, which benefitted from Junkers' corrugated light metal construction philosophy.

After the war, several business ventures failed from wider economic or political problems that scuppered sound engineering plans. But Junkers always had more ideas: the massive four engined G38, nicknamed "Der Grosse Dessauer", delivered to Lufthansa made no commercial trips for many months as he repeatedly recalled it to the factory for improvements.

During the 1920s Junkers' employees represented a wide spectrum of views. There were left wing cultural revolutionaries and National Socialists. There were pacifists and World War I veterans who were convinced Germany would remilitarise following the ideas of such as Ernst Jünger. Some preferred pure scientific research, others focused on mass production. About every aspect of the business, and of its environment, there were differing opinions.

For members of all the many groups represented in Junkers, aviation offered hope for national renewal. Their varied views led to lively internal corporate politics until the Nazi government interfered. Junkers claimed affinity with Hitler's nationalist commitment, but ultimately had little sympathy with the requirements of mobilization for total war.

Junkers was a socialist and a pacifist; perhaps for these reasons, he had several occasions to cross swords with German leadership. In 1917 the government forced him into partnership with Anthony Fokker to ensure wartime production targets would be met. In 1926, unable to make government loan repayments after a failed venture to build planes for the USSR, he lost control of most of his businesses. In 1933, the Nazi government, on taking power, immediately demanded ownership of Junkers' patents and control of his remaining companies. Under threat of imprisonment he eventually acquiesced, to little avail; a year later he was under house arrest; a year after that he was dead.
nning his businesses, and Hugo Junkers himself was deceased.

Wilhelm 'Willy' Emil Messerschmitt 1898-1978

Wilhelm Emil "Willy" Messerschmitt was a German aircraft designer and manufacturer. He was born in Frankfurt am Main, the son of a wine merchant. His stepfather was the American painter and Munich Academy Professor Carl von Marr.

Probably Messerschmitt's single most important design was the Messerschmitt Bf 109, designed in 1934 with the collaboration of Walter Rethel. The Bf 109 became the most important fighter in the Luftwaffe as Germany re-armed prior to World War II. To this day, it remains the most-produced fighter in history, with some 35,000 built. Another Messerschmitt aircraft, first called "Bf 109R", purpose-built for record setting, but later re-designated Messerschmitt Me 209, broke the absolute world air-speed record and held the world speed record for propeller-driven aircraft until 1969. His firm also produced the first jet-powered fighter to enter service — the Messerschmitt Me 262, although Messerschmitt himself did not design it.

As a young man, Messerschmitt befriended German sailplane pioneer Friedrich Harth. Harth joined the German army in 1914 and while he was away at war, Messerschmitt continued work on one of Harth's designs, the S5 glider. In 1917, Messerschmitt himself signed up for military service. Following the war, the two were re-united and continued to work together while Messerschmitt commenced study at the Munich Technical College and Harth built aircraft at the Bayerische Flugzeugwerke (BFW - Bavarian Aircraft Works). The S8 glider they designed and built together in 1921 broke a world duration record (albeit unofficially) and they went into partnership for a while running a flying school. The same year, the first plane entirely designed by Messerschmitt flew — the S9 glider.

During 1923 Harth and Messerschmitt had a falling out and went their separate ways, with Messerschmitt founding his own aircraft company at Augsburg. At first, Messerschmitt built sailplanes, but within two years had progressed via motor gliders to small powered aircraft - sports and touring types. These culminated in the Messerschmitt M17 and Messerschmitt M 18 designs, which Messerschmitt sold to BFW in 1927, when the Bavarian state government encouraged a merger between the two companies. These were followed by the Messerschmitt M20 light transport in 1928, which proved a disaster for BFW and Messerschmitt himself. Two Lufthansa M20s were involved in serious crashes very soon after purchase, and this led the airline to cancel their order for the type. This caused a serious cash-flow problem for the company and led to its bankruptcy in 1931. The M20 crashes also created a powerful enemy for Messerschmitt in the person of Erhard Milch, the head of Lufthansa who had lost a close friend in one of the crashes.

The establishment of the Reichsluftfahrtministerium ("Reich Aviation Ministry" - RLM) by the Nazi government in 1933, headed by Milch, led to a resurgence in the German aircraft industry and the resurrection of BFW. Collaborating with Robert Lusser, Messerschmitt designed the flagship product of the relaunched company, a low-wing sports monoplane called the Messerschmitt M37, but better known by its later RLM designation of Bf 108 Taifun. The following year, Messerschmitt would incorporate many design features of this aircraft into the Bf 109 fighter.

Nevertheless, only the ties that Messerschmitt had formed with leading Nazis Rudolf Hess and Hermann Göring (through Theo Croneiss) saved him from sharing the fate of Milch's other great enemy, Hugo Junkers. To stay in business in the face of Milch ensuring that he would get no government contracts, Messerschmitt had signed agreements with Romania for sales of the M37 and a transport plane, the Messerschmitt M 36. When Milch learned of this, he publicly denounced Messerschmitt as a traitor, and the Gestapo was sent to question him and other BFW officials. Probably due to Croneiss' intervention, no further action was taken.

When in 1936, the Messerschmitt Bf 109 won the RLM's single-seat fighter contest to become one of the main Luftwaffe aircraft types, Messerschmitt and his factory took an important role in the RLM's armament plans, increasing in significance even further when Messerschmitt's Bf 110 also won the multi-purpose fighter contest.

On July 11, 1938, Messerschmitt was appointed chairman and managing director of Bayerische Flugzeugwerke and the company was renamed after him to Messerschmitt AG. This same year, the company began work on what would eventually become the Me 262, and of the Messerschmitt Me 210, planned as successor for the Bf 110. The Me 210 turned out to be plagued by massive development problems that were only solved by evolving the type into the Messerschmitt Me 410, and the resulting problems and delays again put the reputation of both Messerschmitt and his namesake company in jeopardy.
Following World War II, Messerschmitt was tried by a denazification court for using slave labor, and in 1948 was convicted of being a "fellow traveller". After two years in prison, he was released and resumed his position as head of his company. Since Germany was forbidden to manufacture aircraft until 1955, he turned his company to manufacturing prefabricated buildings, sewing machines, and small cars - most notably the Messerschmitt Kabinenroller. Exporting his talents, he designed the Hispano HA-200 jet trainer for Hispano Aviacion in Spain in 1952 before eventually being allowed to return to aircraft manufacturing in Germany to licence-produce the Fiat G91 and then Lockheed F-104 Starfighter for the West German Luftwaffe. He designed the later Helwan HA-300 supersonic interceptor.

Messerschmitt saw his company through mergers first with Bölkow in 1968 and then Hamburger Flugzeugbau in 1969, at which point it became MBB (Messerschmitt-Bölkow-Blohm, now part of EADS) with Messerschmitt as chairman until 1970 when he retired. He died eight years later in hospital in Munich.

Ernst Heinrich Heinkel 1888-1958

Ernst Heinkel was born in Grunbach and as a young man became an apprentice machinist at a foundry. He initially became interested in aviation through a fascination with zeppelins, and in 1909 attended an international airshow in Frankfurt am Main. The following year, he built his first aircraft, working from a set of plans by Henri Farman.Soon afterwards, he gained employment at Luft Verkehrs Gesellschaft (LVG) who were building Farman aircraft. From there, he went to Albatros, where Heinkel designed the Albatros B-II, a reconnaissance aircraft used during the early stages of the First World War. After leaving the Albatros, Heinkel designed several land- and seaplanes for the Hansa-Brandenburg company starting in 1914.

In 1921, Heinkel was appointed head designer of the recently re-established Caspar-Werke, but soon left after a dispute over ownership of a design. In 1922 he established the Heinkel-Flugzeugwerke company at Warnemünde. Due to the restrictions placed on German aircraft manufacturing by the Treaty of Versailles, Heinkel looked overseas for contracts, with some seaplane designs being licence-built in Sweden and working on catapult-launched seaplanes for the Imperial Japanese Navy which Heinkel had business links with Japan since 1922. Back in Germany, he installed a similar catapult on the ocean liner Bremen for launching mail planes.

After Adolf Hitler came to power, designs by Heinkel's firm formed a vital part of the Luftwaffe's growing strength in the years leading up to the Second World War. This included the Heinkel He 59, the Heinkel He 115 and the Heinkel He 111.

Heinkel was passionate about high-speed flight, and was keen on exploring alternative forms of aircraft propulsion. He donated aircraft to Wernher von Braun who was investigating rocket propulsion for aircraft, as well as sponsoring the research of Hans von Ohain into turbojet engines, leading to the flight of the Heinkel He 178, the first aircraft to fly solely under turbojet power by Erich Warsitz on August 27, 1939.

Heinkel had been a critic of Hitler's regime from the time that he had been forced to sack Jewish designers and staff in 1933. In 1942 the government "nationalised" the Heinkel works. In practice, this meant that Heinkel was detained until he sold his controlling interest in his factories to Hermann Göring. Heinkel moved to Vienna and started a new design bureau there, working on the Heinkel He 274 design until the war ended.

At the end of the war Heinkel was arrested by the Allies but evidence of anti-Hitler activities and his treatment by the regime led to his acquittal.

With Germany forbidden from manufacturing aircraft by the Allies, Heinkel used his company's facilities to build private transportation. In 1953 Heinkel began production of the Tourist scooter, followed by the Perle moped in 1954. In 1956 he introduced the Heinkel Kabine bubble car. Bubble car and moped production ceased shortly after the restriction on aircraft manufacture was lifted, but scooter production continued until 1965.

Claudius Dornier 1884 - 1969

Claude (Claudius) Honoré Desiré Dornier born in Kempten im Allgäu May 14 1884 was a German airplane builder and founder of Dornier GmbH. His legacy remains in the few aircraft named after him, including the Dornier Do 18 and the 12-engine Dornier Do X flying boat, for decades the world's largest and most powerful airplane.

The son of a French wine importer and his German wife, Claude Dornier was born in Bavaria where he grew up and attended school, with science being his chief interest. Dornier then moved to Munich, where he graduated in 1907 from the Technical University.

As a young engineer Dornier first worked on strength calculations at Nagel Engineering Works in Karlsruhe. In 1910, he joined Luftschiffbau Zeppelin in Friedrichshafen on the Bodensee, where his advanced abilities quickly attracted Count Ferdinand von Zeppelin's attention. Soon appointed as the Count's personal scientific advisor, Dornier began fundamental research and design on improving the strength of light metal sections and later on aircraft engineering and giant metal flying boats.

Dornier is also recognised in the history of German aviation for his unique propeller design. His planes often featured double ended props on the front and the back of the planes in a push-pull configuration.