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Hitler's Germany was at the forefront of the world development of jet aircraft until the end of the World War, and the results of the work of German scientists influenced foreign designers for a long time after the fall of the Tet Offensive. Western experts looked with amazement at the number of various projects in various stages of development that they discovered in secret research offices. It should be added that most of the mentioned types did not go beyond the stage of design work and remained only on paper, perhaps in the state of prototype construction or verification of the characteristics of models in wind tunnels. Only a few aircraft entered serial production and entered combat units. Some others were flown, but never went into series production. One of the last-mentioned machines was the relatively unknown fighter-bomber Messerschmitt Me 328. It was interesting because it was one of the few aircraft in history powered by a pulse unit. The first studies were developed under the specification P 1079 in July 1941, but it took a long time before the project took a more concrete form. It was certainly also a result of the parent company's efforts to develop a type with a much higher priority. In designing the machine described, Messerschmitt closely cooperated with the research institute for unpowered flying, the Deutsche Forschungs-institut fur Segelflug (DFS). The final design of the aircraft was approved by the Technische AMT on 31 March 1942, initially planning to produce six basic versions in two series, A fighter and B fighter-bomber. The Me 328 A-1 would have a wingspan of 6.4 m and a fuselage length of 6.83 m. Its armament was to consist of two 20-millimeter MG 151/20 cannons mounted in the wing pods. The Me 328 A-2 was to have a wingspan increased to 8.5 m and a fuselage length extended to 8.63 m.
In addition to the two MG 151/20s, the armament would include two 30-millimeter Mk 103 cannons. The final Me 328 A-3 corresponded to the A-2 variant, but was additionally equipped with a fuel tank in flight kit. The bomber Me 328 B-1 corresponded to a more compact version of the A-1. It could carry one 1,000-kg bomb, the Me 328 B-2 would have the same payload, but its dimensions would be the same as the A-2. The final Me 328 B-3 was reinforced, new design would be capable of flying with a 1400 kilogram bomb under the wing. The machine was designed simply. It was a small low-wing aircraft with wooden wings and a steel-framed fuselage. The tail surfaces were made in the classic way, although the upper part was taken from the Messerschmitt Bf-109G fighter to simplify and reduce development costs. The cockpit was located at the level of the center wing, which the designers placed in the rear of the fuselage. The pilot's seat was conservative, not a shooting position, as in some other German types. Considering the consumable nature of the machine and the need to reduce production costs as much as possible, the cockpit was equipped with only the most necessary equipment. The landing gear was also designed to be as simple as possible, consisting of a steel skid that could be inserted into a recess on the underside of the fuselage. The spur was a solid steel semi-arch in the fuselage axis, below the level of the vertical tail surface. The Messerschmitt Me 328 was designed primarily as a parasitic machine that was to be towed into action on a pole behind a heavy bomber. It was originally planned that version A would act as a protective fighter for the Messerschmitt Me-264 (the so-called America bomber) or the Heinkel He-177. In the event of an attack, the pilot would disconnect the Me 328 from the towbar and perform a takeoff of the enemy's aircraft. After the action was over, he would return to his own positions as quickly as possible and, after exhausting the fuel, abandon the aircraft by parachute. If necessary, attempt an emergency landing in suitable terrain. If it ended up behind enemy lines, it was to try to cross them to its own troops. If it was not possible to reach the land and the pilot jumped overboard, fast boats or patrolling submarines were to try to rescue it. For take-off from the ground, a two-wheeled landing gear was planned. However, an acceleration system would help the engine to be thrown. The machine was powered by two Argus 014 pulse engines with a thrust of xxxkp. These units, unusual for piloted flight, were suspended under the wing on two supports. The fuel for them was refueled in four tanks with a capacity of xxx liters. The two designers placed them in the ground, where a protective armor plate separated them from the cockpit.15 mm thick. Two more tanks were installed in the rear part of the fuselage. behind the cabin. In addition to the aforementioned armor plate, the passive protection of the aircraft was also provided by the front panel of the cabin canopy. Cast from 80 mm thick armor glass. The source of electrical energy for the onboard systems was a generator, driven by two thrust propellers in the forward wing of the fuselage, close to the fuselage, this design was derived from the Me-163 Komet rocket. The air force command considered many options. how to use this simple and cheap machine. We have already mentioned its use as a parasitic fighter, and it was also to serve as an auxiliary interceptor aircraft on the Allied bomber routes, a front-line fighter, a tactical bomber and even a fast reconnaissance aircraft. In 1944, the concern seriously considered adapting it to a naval fighter, but not from the decks of non-existent ships, but from surfaced submarines. The ocean-going submarines of the IX C type were to be equipped with a hangar and a catapult for the Me-328. In this modification, it was to be armed with two MG 151/20 guns in the bow, with two hundred rounds loaded into the magazine for each gun.
If the mother submarine was attacked by an Allied long-range aircraft, the commander would have the Me-328 launched and shot it down. After the action was taken, the pilot would head for the submarine and abandon his aircraft by parachute. Then his own sailors would fish it out. This pilot would understandably end up on paper. The first three prototypes of the Me 328 VI to V3 were unpowered glider versions, used for basic strength and aerodynamic tests. The maneuverability and stability of the machine were verified in unpowered flight. before the start of production of the powered Me 328. The first prototype was flown in the autumn of 1943 in Horsching near Linz. It was carried to altitude by a medium bomber Domier Do 217E. However, not in tow, but attached to pylons above the aircraft. At that height, he dropped it and landed flying with the Mc 328 V1. The next two prototypes were as similar as eggs to eggs, after the relatively successful completion of the program phase, the construction of seven powered prototypes with the designation Me 328 V4-V10 was approved. Unlike the unpowered variant, built in the DFS workshops, the powered machines were manufactured at the Jacob Schweyer factory. Their flight tests took place in 1944 and an unacceptable deficiency was discovered, namely, strong vibrations transmitted into the structure of the machine, caused by the pulsating engines. At least two prototypes were damaged by these vibrations and crashed. Messerschmitt designers decided to eliminate the handicap by moving the pulsating engines out of the fuselage to the sides of the fuselage, where their nozzles would extend far beyond the tail surfaces. This configuration was tested on at least one of the prototypes. It was further planned to mount four Argus, two on each side of the aircraft, in the same position as on the aforementioned prototype. The most radical way was to replace the pulse units with a single Junkers Jumo (KW) jet engine (in the fuselage), otherwise used for the Me 262 fighter. Given the turn of events in the war, the prototype with a jet engine was not built, it was to be designated Me 328 C. The Luftwaffe command gave priority to the Me 328 B fighter and the fighter versions were relegated to the background. There were many plans to produce a pre-series experimental version of the Me 328 B-O, but due to various reasons it was not completed by the end of the war. Messerschmitt continued to work on the type until the end of the war. Although at a slower pace, it was not long before another variant of this interesting type was ready for use. Based on reports of the effectiveness of Japanese suicide pilots kamikaze, the German Air Force command prepared to create special units fighting in similar ways. In addition to the piloted VI. known as Reichenberg., the non-engined Me 328. was also planned to be brought into the operational area by medium bombers. The fifth was on pylons above the fuselage. The bomb was to be hung under the landing skis. The same as the Me 328 B. Intensive work was carried out on the preparation of the suicide machine. But it was not possible to launch it by the end of the war. and deliver aircraft to the unit. It was also being built, it was the 5. Staffel KG 200 under the command of Hauptmann Heinrich Lapge. Under the combat name Leonidas Staffel, it was to strike against heavily defended targets. However, it was not used. due to the impossibility of starting the production of the necessary machines in time. It is worth mentioning here. that in the case of the German pilots, it was not a case of pure suicide. Before hitting the target, they were to abandon the aircraft by parachute and then try to get across the front to their own units. However, their losses would certainly have been enormous, considering the highly risky nature of the fighting. The main advantage of the type was the speed of construction. the lack of strategic raw materials and the low number of construction hours. To build one F\v 190, it was necessary to sacrifice four times more hours than for one Me 328. The purchase price also appears to be very favorable. However, the machine also had its disadvantages, given by the desire for cheap and consumable design. Its performance was not in proportion to other mm German jet aircraft were not at all dazzling, it also proved that the use of a pulse engine for a piloted machine was not very fast. This had already been shown in five test engine prototypes, launched from the ground using a Madelung Kl.-12 catapult or a Rheinmetall Borsig rocket railcar. Otherwise, it was an interesting and unorthodox design and one of the few second-hand jet aircraft that actually flew.

Source HPM 3/94
Ivo Pejöoch, Våclav Janovsky

Me 328 V1 to V10
Prototypes for the planned Me 328A, with first three built by DFS and Me 328 V1 and V2 first flown in unpowered form and later fitted with Argus As 014 pulsejets. Carried piggy-back on a Dornier Do 217 and Heinkel He 111 and released for flight test, at times by Hanna Reitsch.
Me 328B V1 to V20
Twenty prototypes of the Me 328B ordered built Jacobs-Schweyer Flugzeugbau G.m.b.H. (Hans Jacob). Only the Me 328B V1 was completed, while Me 328B V2 was incomplete before war's end.
Me 328A
The proposed parasite fighter intended for carriage by the Amerikabomber,
Me 328B
The proposed bomber variant. 280 production vehicles on order but not built.
Me 328C
Jumo 004 powered fighter derivative proposed in 1943.