THE Aaa ea) ay |) ee ae eee @ UN 931835 3aUdd JUIVMLIN IHL MILITARY oS BOOK eT Dressel & Manfred Griehl — : ] No t3333 A 72) |) KU |pro excie-arsey 18 s2210) ysnig a paseo sem MUN B1.Z OH StL“| From High- speed Bomber ip Night Fighter The Prototypes Joachim Dressel and Manfred Grieh! The He 219 V 1 (VGrLW) on approach fo land. Photo: Held In 1940 the Heinkel design bureau pro: lected several versions of a twin-engined Grera as ahigh spood bomber (Proect ime P 1056) and reconnaissance aircraft (P = 1088), burng he course ofthe your ts was developed ino a mult piace, nha = thuge reconnaisanee acta atte re « quest of the RLM. According to Heinkel company documents, the P 1055 was to have been capable of reaching a speed of ‘approximately 750 kph and a service cel ing of 9,800 meters. The project was later pursued as a “reconnoiterer” and “day bomber.” November 1840 saw the emer: gence of a heavy fighter variant, as there was obviously “an urgent requirement” for such an aircraft. The machine was to have a defensive armament of up to eight guns {ang two fixed weapons. A heavly-armed escort fighter followed in early 1941 and then finally, in the summer of 1941, a night fighter was requested and developed. The project received the designation He 219 in August of the same year. One ‘month later a mockup of the cockpit was ready for inspection by the RLM, folowed bya complete airframe mockup in Novem ber 1941. The final inspection of the mockup was completed on April 7, 1942, The delivery of blueprints for the prototypes and the fabrication of individual parts be The fst protolype during Might trials, Photo: Fle.V Cockpit section of an early prototype, stil with provision foran af fring MG 131, Photo: Heinkel{gan at the same time. The components were completed by September and final as- sembly of the first prototype was able to begin, By tis time the decision had been made to concentrate He 219 development in Vienna-Schwechat Following extensive ground testing, on November 6, 1942 company pilot Peter took the V 1 (VG+LW) into the air for the first time. ‘On account of Generaifeldmarschall Mich’s skepticism regarding the modern night fighter, a comparative sutabilty test was arranged involving the He 219, the Ju 188 and the Me 410. As a result of this the Bi 110 was adopted as an immediate solu tion, the Ju 88 C-6 as an interim night fightor and the Ju 188 N as a provisional final solution, This was based on a com parison fight on January 3, 1943 involving {Ju 188 whose defensive armament and external bomb racks had been removed The extensively-ightened Junkers ma: chine proved to be 30 kph faster than the He 219. By January 15, 1942 the He 219 V1 had made a total of 46 fights, totaling ‘30 hours and 40 minutes of fying time, The aircraft was test flown by Oberstleutnant Petersen, Fight Staff Engineers Battcher, Beauvais and Neidhardt and Major Streb among others. ‘Tests revealed that the aircra's per- {formance in horizontal fight was about 15, kph less than the company had guaran teed. As well stability about the yaw axis was inadequate and there was some vi bration in the area of the tail assembly. ‘Several days later, on January 10, the He 219 V 2 (GG-WG) took off on its ‘maiden fight. By this time the V 1 had com pleted 46 fights, in the course of which its performance was assessed as good. In particular the testing of the machine by Major Streip on January 15 and his pos tive report to Goring led to the order to in ‘crease monthly production to 100 aircraft ‘The Ho 219 V 1 at Marionono, Photo: Hold Final assembly ofan He 219 4.0, Photo: HeinkelWreckage ofthe He 219 V 2. Photo: Heinkel I wase’t untt March 1943, however, that the He 219 was cleared for service se, after the planned remotely-controlleg defensive armament was dropped and the fuselage was lengthened. Lengthening the fuselage and enlarging the vertical tall su. faces eliminated the following problems: inadequate stabilty about the yaw axis, vibration inthe fuselage and tall surfaces = major trim changes during activation of the landing flaps Another comparison trial between the He 219 V 1 and the Ju 188 on March 25: 26, 1943 led to better results. Oberst von Lossberg and Staff Engineers Friebel and Bottcher informed Generalfeldmarschall Miich and others that the maximum speed of the He 219 was between 25 and 40 kph higher than the Ju 188 and that rom a pro duction standpoint the He 219 would be ‘one of the best and most modern of ser: vee aircraft. Production costs were esti mated as loss than those of the He 111 ‘and two-thirds less than the Ju 188. The prototypes V 7 through V 9 were sont to Venio for frontine testing. Thay were followed by several Zero-Seres (ore- ‘Production aircraft beginning in July 1943. ‘The He 219 V 9 flew the frst combat sor ties by the type in June 1943. In the beginning, however, a fully- ‘equipped He 219 Gruppe remained an i- lusion, as did the requested 2,000 He 2198, fF the rapid changeover from the Zer Series to the He 219 A-2. Even after Heinkel’s repeated requests for more skiled workers for series production — in ‘August 1943 — it stil proved impossible to ‘achieve a production rate of even ten ar. craft per month, ‘On September 17, 1943 Genert feldmarschall Milch spoke out in favor of {an acceleration in He 219 production in spite ofthis problem and his intial nega- tive attitude toward the aircraft. However, {as deliveries continued to be slow until the fend of the year, it appeared that a halt in [production might be imminent. In the end, however, Mich decided that Heinkel-South in Vienna should produce fity He 2198 monthiy, while Heinkel-North in Rostock \was to simultaneously construct fity Ju 88 G night fighters per month. There was, however, no concentration of production on the modern and advanced He 219 as Kammhuber and Galland had vehemently demanded. Finally, on May 25, 1944, Géring sur prised his subordinate by ordering that pro uction of the He 219 was to be halted in {avor ofthe Ju 988, even though the crews of the Heinkel night fighter were enjoying ‘great success in combat. Atthe same time Production and service testing continued ‘at Schwechat and Venlo respectively. By ‘ow the first examples of the He 219 A-S were available and its armament and per formance were convincing. AS a result, on June 13 Géring reversed his eartior deci Front view of the He 219 V5. Photo: Heinkel‘Above: An original page trom the report on the Instalaion ofa BMW 008 et engine an attempt to obtain increased performance. Left:A wind tunnel model ofan He 219 usage with underslung jet engine. Gri sion. Nevertheless, authorization for an imerease in production from 50 to 150 air- Craft per month was not forthcoming ‘The He 219 enjoyed an excellent repu- tation among the crews of VNJG 1 based ‘at Venlo (commander Hauptmann Meurer) Iwas clearly preferred to the Me 110 and the Ju88. The crews especialy valued the ‘ype's increased endurance. Inthe course ‘of "Wild Boar’ missions crews were able to take off from Venlo and fly to Munich or the Hannover-Rostock-Stottin area and then retun to base. This was especially important, because in autumn 1943 air- craft-specific servicing for the He 219 was available only at Venlo. Changes were made to the type's planned armament on account of short- fages of the MK 103 and MK 108 cannon Increasingly the MG 151, which was readily available, was substituted for the large caliber weapons. True tote drawing ofthe jot boosted prototype by H. Heumann‘The nosewhee! of he He 219. Photo: Henk ‘The frst He 219 A-7 was handed over {or front-line testing in July 1944. Apart rom prototypes and mockups the B- and C-Se- fies progressed no farther than the plan- ning stage. The He 219 D and E got no farther than the drawing board, Worthy of note are the He 219 V 18 with four-bladed propellers and Jumo 2220/8 engines and the He 219 V 28 Roar vow ofthe He 219's main undercarriage. Photo: Hoinkt (VO+8C) and V 31 (DV+08) with braking chute (tactical speed brake). Ejector seat tvials were carried out with the He 219 V 6 ‘and thase were later continued with He 219 Werknummer 190113 (DV+D)). The crews ‘ofNJG 1 were at first highly skeptical about the use of the ejector seat. On November 19, 1942 General Kammhuber himself took Partin atest, which involved being fred to ‘a height of four meters at 6 G, inorder to ‘gain an impression of the Heinkel ejector seat, The prototypes appeared in a variety of guises. For example, the He 219 V 18 was frst moditied 1o A-O/R6 and then to A- 5 standard, the latter incorporating an SN 2 airborne radar. In the end this aicraf, like the V 19, was said to have been lying testbed for ejector seat tals. Photo: CreekTakon from an instructional manual, a photograph ofthe He 210 tr 1a armor glass windscreen, Not the folded-down armored iso infront ofthe gunsigt. Photo: Heiko! handed over to NJG 1 equipped with ob- ligue-fring armament. ‘The V 28 (RL+AH) was the forerun nor of the He 219 A-S/R3. The machine artived in Venio in June 1944, The V 22 served as a fiying test bed for the DB 603 G. In July 1944 the V 25 flew as the threo: seat A-5/R4, The same month Director Francke announced the results of performance test- ing: ‘The maximum speed of the He 219 equipped with DB 603 A engines, SN-2 antennas and flame dampers was 585 kph. Heinkel hoped to achieve afurther increase in performance through the installation of more powerful engines, however Jumo failed to develop the Jumo 222 to produc: tion standard, while both the DB 603 L and Jumo 213 with MW 50 boost continued to Present problems, With the Jumo 222 A/B the He 219 could have attained a maximum speed of £620 kph at 7,500 meters. Acombination of the Jumo 222 E/F and an improved Lichtenstein array would have increased maximum speed by 46 kph at maximum boost altitude. It was hoped that with this ower plant a further fwe-percent increase in performance would be achieved through the use of methano-water injection, but only at high altitude, Powered by the Jumo 213 E, which was derived trom the stan- dard A-2 engine, the He 219 was capable Folding armored visor with cutout for the Revi 16 gunsigh. Photo: Heinkel 8 View of the instrument panel and side consoles ofthe He 219.80. Photo:Fragments of the He 219 V 11 at Vienna. Schwechat. Photo: Henkel ‘Side vow ofthe He 219. Photo: Grieh! ‘of 635 kph at 10,500 meters, 605 kph with- ‘out methanol-water injection. However in- Stallation of the engine required extensive redesign in the area of the engine block, ‘cowiing, exhaust and lubrication systems ‘and fire wall attachment points, Junkers ran into difficulties with the supercharger and nly six aircraft were converted tothe Jumo 213 E with MW 50 by the end of 1944, The problem persisted and even at the begin: ning of 1945 the type's service debut was siil inthe future due to overloading of the supercharger drive elements. Winhout the use of methanol-water injection pertor ‘mance was not significantly better than with the DB 603 and the He 219 was therefore never capable of attaining "Mosquito speeds.” The remains ofa DB 60 with lame damper. Photo: Heinkel Tho He 219 V 1 in fight over Marianene. Photo: GrichiFrom High-speed Bomber to Night Fighter The He 219 4-5/1 (OVIR}) at Munich‘ Rie inthe summer of 1944, Photo: Boker The first part of the He 219 story pro- vided an overview of the prototypo: What follows is a description of tho ‘most important service variants. In the period from 1943 until March 1945 Heinkel completed 268 He 219s as so- called “new construction sircratt.” AS well, six aircraft were constructed from re parts. More than 27 night 1s major damage and wer to NJG 1. The front-line units, mainly NJG 1, received only 195 He 219s. The rest wore used for est purposes or were lost through enemy action. Forty-six Ho 2198 were written off as total losses and ‘more than 17 were seriously damaged. [An He 219 A.0 of NUGr 10 at Rachlin, Photo TholeHe 219 Prototypes (@s of March 14, 1944, EHAG) Werk- Aircraft_| nummer | Test Missions T vi 000.001 | Handling tests, stall tests ve 000 o02 Diving fights v3 190 003 Engine, fuel jettisoning, warm water heating trials, new undercarriage, pedal steering and lengthened cockpit glazing va 190 004 Power plant tests vs 190 005 Weapons testing, prototype MK 108 installation v6 190 006 Ejector seat trials and radio equipment testing v7 190 007 Operational aircraft v8 190 008 Undercarriage testing ve 190009 | Operational aircraft v10 190010 | Operational aircraft vit 190011 Diving fights (safety parachute and electrical tailplane trimming) vie 190012 Operational aircraft AON 13 | 190052 Testing of fuel jttisoning and warm water heating, lengthened cockpit, | glazing AON 14 | 190058 Performance increase and vertical stabilizer tests AON 15 | 190064 Prototype GM-1 system installation, installation and testing of FuG 16ZY AON 16 | 190 192 Prototype Jumo 222 A/B installation, lengthened wings and larger wheels AON 17 | 190060 Operational aircraft with G-supercharger, “anti-Mosquito” trials AON 18 | 190071 Prototype installation of six MK 108 cannon in ventral tray AON 19 Planned 1st prototype pressurized cockpit AON 20 Planned 2nd prototype pressurized cockpit AON 21 | 190117 ‘st prototype DB 603 A standard engine AON 22 2nd prototype DB 603 G standard engine AON 23 2nd prototype with Jumo 222 A/B, lengthened wings and larger wheels AON 24 Prototype installation of two MK 103 cannon under the fuselage as well as, possible installation of BMW jet engine AON 25 | 190 122 Prototype installation of single-conductor cable for radio gear and electi- | Cal equipment (simplified electronics) AON 26 | 190120 ‘Obliquely-mounted MK 108 in fuselage behind Frame 20 AON 27 Prototype for B-1 series, flattened canopy and miniaturized standard equipment AON 28 | 190 068 Duration trials with DB 603 E engine and testing of tactical brake (braking parachute trials) AON 29 | 190 069 De-icing and heating tests (warmwater heating) AON 30 | 190101 2nd prototype with BMW jet engine under fuselage AON 31 | 190 106 Operational aircraft; also structural strength test fights AON 32 | 190 121 2nd prototype with GM-1 system, miniaturized standard equipment ‘40N33 | 190063 | Installation of parabolic reflector | | (antenna test bed) AON 34 | 190112 Prototype three-man cockpit, oblique armament, increased range and MG 131 (hand-operated) in cockpit Operational aircraft of /NJG 1 at Westerland, Sy, Photo: FrankieProduction output of the He 219 was distributed as follows: tst-4th quarters 1943: 11 airerat ‘st quartor 1944; 27 aircrat 2nd quarter 1944: 55 aircraft 3rd quarter 1944 50 aircrat 4th quarter 1944: 63 airrat tst quarter 1945: 62 aircrat aircraft rom replacement parts, Werknummern were assigned as fol lows: 190 000 prototypes and Zero-Series (pre production) 4190 100 prototypes and Zero-Series 190 200 prototypes and Zero-Series 290 000 A-2 series 200 100 A-2 series 290 200 A-2 series 310 300 A-2 series 310 000 A-7 series 310 100 A? series With more than 100 built, the A-O was the most-produced variant of the He 219, Different versions of the A-0 appeared with diverse modifications; these were reflected In Ristsatz (R) designations, because a ‘Rew designation, for example A-1 or A-2, was not chosen as was usual practice. For etalls refer to the table “Summary of He 219 Variants.” As well there existed vari The Ho 219 A.5/RI, formerly an A.0/R6, equipped wih FuG 212 and FuG 220 radrs. Photo: Bekker 12 ae | ‘An He 219 0n a deivery fight trom Rostock to NIG 1 in Venlo, Photo: Patrick ‘ous weapons modification kits which were identified by the abbreviation “Mi Mi: 2%MG 151/15 and 4x MK 108 M2: 4x MK 103in the ventral weapons tray M3: 2x MG 151/18 and 4 x MK 103 The He 219 A-2 saw action in note- worthy numbers as a long-range night fighier. 210 examples of the A-7 variant were to have been built between Decom- ber 1944 and July 1945 (according to the plan dated December 22, 1944). The first five of these machines were fited withthe DB 603 A and the rest withthe more pow: erful DB 603 E, however only a relatively ‘small number of A-7s were completed, ‘Tho prototype installation of a BMW (003 jet engine beneath the fuselage of an He 219 A.0 was carried out in the summer ‘of 1943. According to calculations by the ‘Gottingen Aerodynamic Research institute, atidle the jet engine should have produced 2 loss in speed of only 10 kph while pro Viding an increase in speed of 60 kph while operating ata thrust level of 6.37KN. Wind tunnel tests were almost complete by No: vember 1943.‘Tho fist fight (He 219-010), withthe [et engine at idle, took place on Septem- ber 23, 1849. Soon afterward speeds of 530 kph were achieved at a height of a proximately 50 meters with the BMW 003. engine running. The prototype crashed in the course ofa speed test fight on Novem- ber 19, 1943. The appearance of flames {rom the jet exhaust convinced the crew thatthe aircraft was on fire. After both pis ton engines failed the crew made a forced landing at Aspem (40% damage). The con- version of a second He 219 to auxilary jet power began in January 1944 but had not ‘been completed by Apri of the same year. Testing with the V 30 was then halted in the summer Heinkel projected a series of variants to succeed the A-Series, however none ‘proceeded farther than the mockup or pro: {otype stage. The designers planned the Summary of He 219 Variants Designation Type Power Plants Armament Radar Equipment AOR Lengthened fuselage DB60SA © -2.MK 108 in ventral FuG 21201 compared to prototypes, 2MG 151 in wing roots, standard wing. weapons modification kits M1-M3 AomRe similar to AOR DB6O3A 4 MK 103 in ventral ay FuG 21201 strengthened undercarriage Aon Prototype for A-2 series DB 603A 4 MK 103 in ventral ray, FuG 212 ce (improved A-0) 2MG 151 in wing roots AOIRE Prototype for A'S series DB6GsA 4 MK 108 in ventral FuG 212 and 220 2MG 151 in wing roots, 2 obliquely-mounted MK 108 in fuselage, ‘Weapons modification kits M1-MS At Planned production version of DB 603 AB. ‘A< flattened canopy over two-man cockpit AQ Improved A-0, single-conductor. DB G03AB 2 MK 103 in ventral tra FuG 220 cable layout, two-man cockpit, 2MG 151 in wing roots, increased range 2 obliquely-mounted MK 108 in fusela Aare similar to A-2/R1, flame damper DB 603AB, as A-2/R, FuG 220 tests, development of A2 with OB 603 E/F.G 2 MK 108 in wing roots, ‘900-iter external tanks and DB 603 ‘oblique armament planned miniaturized standard equipment, two-man cockpit, planned as bomber Aa development ofA-2forant- DB 603AVB.2 MK 108 in wing roots, Mosquito and reconnaissance Jumo 2222 MK 103 in ventral tray ‘oles, reduced armor and weapons, GM and ejector exhausts, two-man cockpit ASIRI Development of the A, DB603A 2 MG 151 in wing roots, FuG 212 and 220 previous designation A-OIRG 2 MK 108 in ventral tray, 2 obliquely: mounted MK 108 in fuselage Aine Forerunner of -7/R4 DB603A 2 MG 151 inwing roots, FuG 220 2MG 161 in vental tray, 2 obliquely- mounted MK 108 in fuselage AIRS Production version based DB603E 2 MG 151 in wing roots, FuG 220 onthe He 219 V 28 2 MK 103 in ventral tray, 2 obliquoly-mountad MK 108 in fuselage ASIRG Development ofthe A-3 DB603E 2 MG 151 inwing roots, FuG 220 with three-man cockpit, 2MG 151 in ventral tray, increased range and detensive 2 obliquely-mounted MK 108 in fuselage, armament based on the He 219 V 34 defensive armament in cockpit possible As Unarmored version ofthe DB60SE 2 MG 151 inwing roots, FuG 220 He 219-2 2MG 151 in ventral tay ATIRY Improved production variant —-»«sDB603G_——2 MK 108 in wing roots, FuG 220 based on the He 219 V 26 2 MG 151 and 2 MK 103 in ventral tray Ame Production version with oblique 08.603 Armament similar to A-7/R1 FuG 220 ‘armament, prototype: He 219 V 26 but with 2 obliquely-mounted MK 108 AIRS Pre-production series for planned DB603G © 2MG 151 in wing root, FuG 220 B-1 series, prototype: He 219 V 27 2MG 151 in ventral tra 2 obliquely mounted MK 108 in fuselage ATIRA Variant with reduced armament DB 603G 2 MG 151 inwing roots, FuG 220 2MG 151 in ventral tay ATS ‘Mosquito hunter wih MWSO system Jumo 213 2 MG 151 inwing roots, 2MG 15! in ventral tay AIRE ‘Testbed for Jumo 222 A, Jumo 222A 2 MG.151 in wing roots, prototype: He 219 V 18 4 MK 108 in ventral rayA three view drawing ofthe He 219) 4-6 Mosquito hunter, which featured a reduced armament. Photo: Hein- iat a He 219s destroyed in an air attack onthe factory prior to delivery. Photo: Henk two-seat He 219 B-1 as a major produc tion series; powered by the Jumo 222 4/6, ‘incorporated a flattened cockpit canopy, wing fuel tanks for increased range, & strengthened undercarriage and an in. ‘teased wingspan of 22 meters. Armament of the B-1, which was to have expanded ‘equipment for the night-ightor role, was to ‘consist of two MG 151 cannon in the fuse: lage, two in the wing roots and two ob: liquely-mounted MK 108 cannon The three-seat He 219 8-2 was a planned development of the B-1, Apart from the use of Jumo 222 E/F engines, the B-2 aifered from its predecessor through the ‘addition of auxiliary fuel tanks, a larger osewheel and a revised armament (2 MK 108 cannon in the wing foals and two ‘mounted obliquely in the fuselage). No ventral weapons tray was planned. A pro: totype ofthe 8-2 made its frst fight on June 5, 1944. Testing revealed @ maximum speed of 700 kph; the aircraft also exhib: ited minor instability in fight. The He 219 C-1 was a heavily-armed {development which was to have received ‘an HL 131 V dorsal turet with four MG 131 machine-guns in addition to the fixed ar: mament of the B-2. The fuselage of this three-seat night fighter was to have been lengthened by 1 meter between Frames 9 and 10 and the Jumo 222 E/F engines moved forward by 30 meters Heinkel designed the He 219 C-2 as. 4 “multirole aircraft.” The fuselage was similar to that of the C-1, however the ob- lique armament was dropped. A revised fuel tank arrangement allowed an addi tional 40 liters of fuel to be caried. Pro. Posed armament was two MK 103 cannon fn the fuselage sides beside the cockpit as wollas the HL 131 V dorsal ture. Pro: Vision was also to have been made for Tacks for loads of up to 1,500 kilograms of bombs. Uke other versions in the B- and C- Series, the end of the war precluded se- ries production. 15The He 219 in Action ‘The He 219 night fighter proved extremely effective in spite of the relatively small num. ber of machines that saw action. Altogether He 219 crews reported 111 enemy aircraft destroyed in the period from June 12, 1843, to June 25, 1944, ‘The frst operational unit with He 219s was NJG 1 in Venlo. This unit had earlier received the prototypes V 7 to V 9 for op: rational testing in May 1943 (as part of Fliegerkorps). (On June 12, 1943 Major (later Oberstleutnant) Streib was able to shoot down five enemy aircraft flying GO+FB. Following the delivery of further He 2195 to IJNJG 1, the unit's commander, Hauptmann Frank, was successful with his He 219 G9+CB, After Frank died in a col sion with another night fighter on Septem: ber 27, Hauptmann Meurer became the new commander of the Gruppe. After achieving 65 victories, including five with the He 219, at the end of January 1944 Meurer collided with a Briish bomber and died in the wreckage of his He 219. G9+BB Hauptmann Férster subsequently took ‘command of UNJG 1. On October 1, 1944 Forster crashed near Handort while on a test fight, Hauptmann Werner Bake was ‘named new Gruppe commander. Bake led UNJG 1, which in September 1944 was forced by the Alied advance to move from Venlo to Handort near Munster and then to the Disseldorf area, until the end of the war. 16 The severed cockpit section of Oberieunant Werner Sieb's He 219 4-0. WWNJG 1 was also forced to move its right fighters from Deelen near Amheim to Dusseldor in autumn 1944, 2nd Staffel Cf | Gruppe flew from Mendig for atime. In November 1944 the Geschwaderstab of NJG 1 (Bt 110 G-4) and the embryonic ‘Stabsstattel (Bt 110 G-4 and He 219) as, well as a small detachment from I/NJG 1 were located in Paderborn ‘Tne commander of UNUG 1, Hauptmann Forster, in ont ofan He 219. Photo: Heinkel‘Sreb's He 219 4.0 (6948), which crashed on ‘account of an instrument faire and a landing faps mattuncen. ‘The Gruppenstab of /NJG 1 and the Ist and 3rd Stattein continued to operate from Munster-Handor, Also based there as. of December 1944 was the Einsatzstatfel LLukesch with the Ar 2348 of 9/KG 76. The ‘esto Il Gruppe, which was equipped with the Bf 110, was located at bases in the Fritzlar area with a detachment near Giessen At the beginning of 1945 the Stabsstatfel was buit up to a strength of about 30 () He 219s and BY 110s. Al maining aircrah were concentrated in UNJG 1 for maintenance reasons, While the Stabsstaffel was under the command of the {st Fighter Division, the Stab and the four Gruppen were attached to the 3rd Fighter Division. As of April 1945 the entire Geschwader was commanded by 1st Fighter Division. Simultaneously NJG 1 was forced to merge the He 219-equipped {st-3rd Staten into a single operational Staffel. The same was done with the three Bt 110 Geequipped Gruppen. The result was three Staffeln designated 4, 7 and 10 (Einsatz)/NJG 1, which were ‘based in Westerland and on the island of Syit Three months earlier, on January 10, 1945, NJG 1 had an actual strength of 64 He 218s, of which 45 were serviceable. On April 1 the remaining elements of NJG 1 also transferred to Schleswig, Husum of ‘Syl. The last base of the Geschwaderstab was in Eggebeck, Schleswig. In spiteof the dificult situation the unit nevertheless suc- ceeded in putting as many as sixteen He 249 night fighters into the air in one day. He 219 A wih FuG 212 and FuG 220 photo {graphod a Rechin-Larz in the summer of 1944 ‘during equipment tasting. Photo: Thole He 219.5/R2 (Werknummer 31018) was cap tured by Brtsh roops in Sohteswmigin Apr 1945. In adkaton to this arrat,ater the war the RAE land RAF also tested Werknummem 200126, ‘310106, 310109 and 310215, al He 2194-2, Photo: Frankin 7i Table isting vanants ofthe He 219,Victories by I/NUG 1 with the He 219 Date Name of Pilot Number Date Name of Pilot Number of Victories: of Victories: 12.06.1943 Major Stew 5 2405.19¢4 Obl. Nabren 2 26071943 Hptm. Frank 2 2hosieca Opt. Nenselor = 2.00.19 Hptm Frank i 270s.1e44 Pa Morlock : 31.08.1943 Hptm Frank 3 2ros.ieea Fw. Raver 1 (Mosquito) 0808:1943 | Hptm Frank i 28.08.1984 ptm. Modrow 3 23.08.1943 Oblin Schon 1 288.1088 Fw Raver 1 (Mosquito) 42.10.1949 pum. Meurer 1 28.08.1948 Fa. Moriok : 220.1963 Hpum: Meurer 1 3h0s 1948 Fw. Mortook 2 3.111943 Hpom: Meurer 1 23.06.1948 Hpim. Sruning i 2401-1944 Hptm: Meurer 2 03.06.1944 Lin titer 4 24031944 Obl, Nabreh i 06.06.1944 Hpi. Stuning 1 30.03.1944 ptm. Mocrow 2 11.06.1344 ptm. Mocrow + (Mosquto) | itostea4 — Oumn: Baake i 11.06.1904 Obln, Naren + fMosauto} Toctess — w-Raver i 42:06,944 (Oblin,Nabrich 1 (squto) | 22os-teea ptm. Modrow 3 12061984 ptm Mocrow a 22041944 MaorKarewsk 1 12061984 Lin ter t zoutees Une Wiohagen | 1e06.1984 Obi: Nabren 2 24041944 Obtin. Baake 2 1e0s.1944 pm Siunng 24oe 1944 Hm, Modrow 2 606.1984 Fw. Moock 2 26041944 Ow Stonin i 606.1944 Hpim- Foster : 27041944 Oot. Hendolor = {606.1044 i 2roatose Lin titer i t606.1944 : 01.08.1944 Hpi. Mocrow 1 16.06.18 1 06.05.194¢ Obtn, Baake 1 (Mosquito 18005 1044 10081084 Hptm. Stunng ' 18.06 to4e 1 (Mosquito) 10081984 Opin. Nabre : 2108044 pm: Stoning =k ¥.08-194¢ ptm. Mocrow 2 Se07.1844 On Finke 4 (Mosquito) V408.194¢ —Obtn. Baake i 06.07.1944 OFw-Stocten 1 | 1208.1984 ptm. Modrow 2 Toar.ise4 — MajorKarlewski ——1(Mosquil) | 120s.1984 bln. Nabren i 18071944 Hom Stoning 1 {Mosquito} 12081944 Hpim. Stoning : 19071944 Hpim. Stoning 1 {Mosquito} 21.08 1944 Hptm: Staring : 21071944 Hpum: Moarow i 21051044 Obtin Henseler 2407 1944 Fw. Morlock : 21.05.1944 ptm. Mocrow i 207.1944 Majorwanowsh 21051844 ptm. Forster i 2907.1944 Major Senator : 2105 1844 i zooriea Le Fret i 22051844 ptm. Storing i {208.1944 Obtn, Nabrich : 22051864 Oblin Henseler | {08.toe4 Ute, Frarkenausor 1 | 22051944 ptm. Modrow 1 23.08.1888 Opin Schon i 20.1964 Major Karewski | Ga10.1948 Pa Meriock ' w20s1944 Opin. Gaake 1 oaiiesd Ot Thumer i | | 208168 MajorKanewsts e3.1it944 OF Mortock 8 (1 unknown) | 24.05.1944 — Hptm. Strining 2 | Another photograph of G3+CL at the Royal ero hrautical Establishment (RAE) in Engl 19Captured He 219 A, Werknummer 190176. Apart from NJG 1, NuGr 10 in \Wemeuchen had several He 219s in addi- tion to Bt 110 Gs, Fw 190 As and Bf 109, Gs, UNJG 2 also had several Heinkel night fighters. Among others, this unit received ‘six He 2195 between May 3rd and 14th 1944 (according to report by the “Techni cal Field Service" dated June 12, 1944) Fifty-four He 2198 were captured by Allied forces, including eight machines in Denmark. Three aircraft (T9-612 to 614) wore taken to the USA and four (AM 20, 21, 43 and 44) to England, The Soviets handed over two captured machines to the Czechoslovakian Air Force in 1946. Except for ono stil unrestored He 219 in the USA (NASM, Silver Hil) all of the aircraft were scrapped “The authors wish to express thoir grat tude to Herr Kar!-Emnst Heinkel and his co: ‘workers for their tremendous suppor. Our heartfelt thanks also go to all those who provided photographs. Aircraft of 1.NUG 1 at Westerand aie, Sift In duly 1945. The acrats propellors were re ‘moved immediately at war's ond. Photo: Petrik Collection 20 Photo: USAFUHUs in Action He 219 at Heike's Oranionburg factory. Photo: M. Grieh![An He 219 photographed in service wth NUG 1. Photo: M. Gri 22He 219 of YNIG Tin standard frish Drawings by Ratt Swoboda} ‘UHU DetailsLanding gear detailsUHU Wrecks Front view of G9+DH. Note the spa patter on the aircrafts starboard spinner. Photo: M.Griehi‘Sie view of G9+DH. The entire forward section of the aiteaft appears fo be pated in darker camouttage scheme. The dark irish in tho aroa ofthe ‘exhaust is interesting, Photo: M. Grohl (G9:VH of 1/NUG 1, photographed at Westeriand, Syt in 1945. Photo: M. Grieht 34ened whee ‘Tying down and covering the aircraft. liteccnt Fuselage Cockpit Middle loading jack Forward loading Jack Tie-down fittings Tie-down rope Loading jack for cockpit at Frame 9 lMustration 8: Fuselage on $-Car 35Ey CONTENTS Brief description of the He 219 Title Page Type Page Equipment Condition 1 7 . 2 é 2 3 Dismantling Points Plan Flight Test Results Speeds Climbing Speeds and Times to Climb Service Ceiling in Single-engine Flight Takeoff Distance and Distance to Height of 20 m “ Specification Sheet 1 Pageoven] viene |B 6b79H 'zivsisay [%Vat. | H a. f HLso0nd 4 | pee “JRe2s9~| Md [ee sreccew Prez) 39STEIGGESCHWINDIGKETEN sreictene He 219) AY | ceschwinoioxenten [Hears] Srrontee aaa Ay) Saree HensGeheim Specification Sheet Wingspan 18.5 me wing Ar 445m? Wing Loading at 11.75 tons 264 kg/m ‘Weight to Power Ratio at 11.75 tons 3.36 kg HP. Engines: 2 x DB 603 A, gearing 1.93, TTakeoft power at 2,700 rpm 2x 1750 HP. CGimb and combat power at 2,500 rpm at sea level 2x 1580 HP. (Climb and combat power at 2'500 rpm at §.7 km 2x1510HP. Metal propellers, VDM type. Diameter 3.6m ‘Armament: Fixed forward fring weapons (20mm) 6xMG 151 Dorsal position, hand operated MG 131 Structural Strength: safely limit 6 G at weight of 12.2 tons Basic Weight 9030 kg Crew 200 kg Fuel (2590 ,.74 kal) 4930 kg oi 142 kg ‘Ammunition 484 kg Takeott Weight 11750 kg HE | Helaht km) Maximum Speed at combat 3160 0 490 kph power, 1/2 fuel 3000 65 615 kph ‘Average cruising speed 2750] 215 | 0 470 kph- 1415 km and calculated range *) 2760} 215 | 0 1595 kph - 1720 km (without gliding fight) 100] 215 | 6 4485 kph -2240km Time to climb at takeott weight to 2 35min 4 72min 6 11.5 min 8 18 min Service Ceiling, 2 engines atter takeot 9900 m e 1/2 fuel 10300 m Single-engine Flight: Woight at m/sec at combat power 12100 kg Climb speed at height of 2 km at max. sustained power 10850 kg “Takeoff roll and distance to height of 20 m 520/780 m Climb speed at itott 3.9 m/sec. Landing speed, weight = 10.4 tons 180 kph *) Allowances made for run-up, takeof, climb and 2% reserve. =e Korbeievebung He 219 F Gr ®01/4 Dezember 1962 at‘This document describes the firing of an ejector seat from an He 219. For security reasons the aircraft was described as an He 111 Copy KOL/-He. Heinkel Rostock to Heinkel Vienna 31.5.4 14.30 hours FS No. 21722 Priority To Prof, Dr. Heinkel, Dir. Francke, Mr. Schwairzler, Mr. Hilber. ‘Subject: Accident He 111 N Werk-Nr. 190116 During the night of May 19th-20th Leutnant Fries, Technical Officer of the 2nd Gruppe in Deelen, was in action with the above Werk-Nr. The right engine caught fire as a result of enemy fire at a height of 7000 meters, as reported by TAD crew ejected. Pilot suffered minor concus- sion and 2 cuts on the forehead. The radio operator, Feldwebel Staffer, suffered a fracture of the skull base. Both members of the crew were visited by Mr. Maciejewski, TAD, in hospital in Herzogenbusch, Holland. Leutnant Fried stated that he did not intend to bail out, rather that he only intended to jettison the canopy for safety reasons. At the same moment he activated the cockpit canopy ‘emergency release he felt a blow on the head and lost consciousness. When he came to again the radio operator had already left the aircraft. The aircraft was at a height of approximately 2500 m. Blinded by the heavy flow of blood from the two cuts on his forehead, he was forced to decide to bail out although the aircraft was still flyable and the fire in the engine, which had previously been shut down, was almost extinguished. He activated the ejector system, during ejection he inclined his head forward, resulting in a mild muscle sprain in his neck. The radio ‘operator's injuries resulted from landing on the roof of a house. The aircraft was a total loss. signed Thesenfitz, Technical Field Service\ Bie oem” Sng are Engrs eae Deamtioe ——_Seargronantnomtoe to Ue Ste Saving te one ebay cose] terecee (299 Terman 17 ort deem aad on tt ‘Sooeage ay Sta taps raat ay ee tg go ‘tog Tha wring eps tr uppecnoma ar Song nen Thototton statin «acon ne pic buch tain pes ‘Seman Th ae! nag ie & Pa am ma yeasts ae sn crear ra ak "Soar sndind ape eer esate rr ae sted aps wera Tne cu rary btm eante to pss eon cei: Aco potas 4 Undercaage ‘othe ern aces ny an eons erg "ame et ‘trash poster he one bran oat fos Dena ‘Tonmacarap ar nce mya Tegrey etree oy west unsocarign ua mechan lace by meas cenereney vr asta compose at an array ‘rig comrte 5elston renmig. wring Mao votrgs tla Vrrwrg arcana baka ronteumtacnseyparaejaneg errs aso ‘et Deeiption othe Arca Cari ered ant mitre mnclane wn 2 pops, et ‘rca suns aparoe shoes Nn aba eo weep eh ‘Tes‘tton Sn pce ragmrnn yw vooeston noma po ‘Shad ange cc tar fo pan ma esage mg a ‘sedate ene nani rt ans ecing Tos 1 sipitcat Din Faatree 1 Fomlage ‘Abra rag neocon cr atin Rar sense Shy ‘mons opens et Fuses ed se mat Sierme teense un “Fa cosot bona a oars aig eras ae lace anil etn pee Tones sauna neh (Se Cason aor wraewsparaty arma an Fung wat ‘Se parbe nna wea! Ceca pray amore wth pucshous cadet escapee muha sett cout wi ond ace ‘Shade mean ose pen 2 ving samy Senne "Re ee cle fom part oft wt morecouie bse ‘SS ansaw oe npmnetcn tie ote etree nseen Trek (Shostosh aa coevertor opm So tangs aca each ay be Seti rons ocnce oeen twa ede’ scr ar orev ce? (Power Pants ana Engine Sten 9 a asc nv: tags we "So tye hae pwr a 5 wa a: ‘nae sot pene Ex org res su et are Ph {wie tet wih rn eco ac ase Vertue’ ond oo oscion tam at utwnoah ot heat ‘nO Ea meet seedy ono GO Geng Ra ae ie see androgen rca "he cle yn ah ng wh air anon aad on yaa Systm ‘wo rai pump, nye a ns hago ‘archos (70 elo erga aca \bently of omer! tng dngMir Allowable Spende i ewe erage oer x0.gn Fee ora nn nen Shh rae Oetvary “ret deny id dunn Fla anita be aan tom cmt ‘Soe oe beeen rae Fa ease Fs 1H Petemance and Conumptore 17ers farang re eeSECRET Memorandum ‘Subject: He 219 — Visit to Venlo on 30.5.43 ‘Among the gentlemen present General Kammhuber (General Commanding Night Fighters) Oberst Peltz (Commander of the air war against England) General Vorwald Oberst von Lossberg Major Streib Oberleutnant Meurer Oerloutnant Haussdortt Director Francke Hiller Meschkat 1. Course of the Inspection General Kammhuber and his guests arrived for lunch at 1:30 P.M. Afterward the He 219 V 7, which was parked on the airfield, was given a thorough inspec- tion, The aircraft did not fly [At about 3 P.M. General Vorwald and Oberst von Lossberg flew to Southern France. General Kammhuber and the rest of the guests continued on by car. We ourselves arrived on Saturday evening, 29.5.43, and flew back to Rostock on Sunday at 6 PM. 2. Assessment of the He 219 During the Inspection ‘The officers liked the machine very much. Oberst Peltz said that it was the first really uncompromising aircraft. The aircrews stated that the He 2 ‘endurance, between 4 throttle settings, was its m cant advantage. This wi ‘especially by the good after one hour and forty minutes, often when victories or when enemy incursions are just beginning. The He 219 's advantage of greater endurance compar the Focke-Wulf Ta 154 nig 3. Brake that consi often occurs that a night ssent after an enemy at 2 height as quickly as possible. The brake is also desi taking speed when ciosing with the enemy. is then important to lose ‘order to reduce over- Director Francke pointed out that considerable drag is produced by the propeller ‘automatic pitch mechanism when the throttles are closed, so that the automatic pitch mechanism makes the brake unnecessary. 4, Emergency Fuel Jettisoning Director Francke reported that it had been decided to reintroduce fuel jetisoning in spite of the aircraft's good single-engine characteristics, in order to provide the crews with even better handling at maximum gross weight and possibly even allow them to avoid forced landings. General Kammhuber deciared himself to be very much in agreement, however he declared that he would not change the order to carry out a forced landing in the event ofthe loss of one engine. The emergency {uel jttisoning would, however, contribute to making landings less dangerous and limit damage to tl General Kammhuber tions, flown by Major week of the 2nd to the results, the V 9 was to be employed in a newiy- tcuipment, The ¥-System enables better coral om the ground is expected that the of June. Ifthe first operat The V 7 is not to be used initially7. Nosewhee! Testing There is much interest as to how the aircraft would behave without a nose- wheel. Director Francke proposed an experiment when more machines are ay 8. Propeller Automatic Pitch Control Oberst von Lossberg intends to step in to see to it that priority is given to deliv- ‘ering engines for the He 219 with the propeller automatic pitch mechanism. 9. Shortage of Engines I'step in to see to it that he first ler-Benz's June production. According to information ady provided by Stat Engineer Bosse, a further ten engines are supposed en route to Vienna from Oberpfaffenhofen. 10. Oberpfattennofen for the Production He 219 During the conversation with Staff Engineer Bosse, Director Francke came up with the idea of proposing Oberptatfenhofen as a further production site for the He 219, as information received indicated that the Do 217 was being dropped for good as an unnecessary type. Production in Oberpfatfenhofen is listed as 20 Do 217s per month. Director von Pfistermeister will pursue this proposal through Director Frydag. 11. Courier Aircraft for General Kammhuber himself as a ion is being 12, Repeater Compass Oberleutnant Hausdortt carried out an experimental installation with a larger instrument. All participants characterized it as extremely good. Approximately 160 instruments are supposed to be still available. Venlo can convert th ‘machines itself. Oberst von Lossberg is clearing the release of the available instruments for the He 219, | The very succes ‘supposed to have t ised him that he wi ed. General Kammhuber prom- seive the next one as quickly as soon receiving the V 10, . which are now on their way, we are endeavoring ‘a month as ordered, 6. More Careful Repair Shop Work ‘The Streib group has had to deal with numerous breakdowns in both the radio lectrical systems resulting from grounding. Oberleutnant Hausdorf related that they had recovered a handful of plate nuts and other metal bits from the bottom of the junction box. Efforts must be made to obtain the more powerful vacuum cleaner, which is available somewhere, ‘The Streib group felt obliged to mention this complaint in passing, because the question had been directed ib as to Why the aircraft had not seen action yet even though they May 12. Note: The fact that the aircraft has not yet seen action is because of familiarization of the crew and ground personnel wi {and a certain amount of daylight testing has alread the inspection General Vorwald spoke of ‘must pay particular attention when t have arisen through spe Herr Hilber, who will be in Vienna in the next days, is the best informed con- ‘cerning the details, a713. Airspeed Indicator for the Radio Operator This is considered indispensable for operational reasons and must bbe added. The pilot can concentrate on observing outside the ait Craft while the radio operator relays aircraft speed to him. 14, Desired Replacement Parts ‘An armor shield and the plexiglass hood infront of it are urgently requested for the V 9, Also requested are replacement tres. ‘signed Meschkat Distribution: Prof. Dr. Heinkel Dir. Francke Dir. Schaberger Schwarzier Kapp Rave Hilber BB Peas ae Published by Schiffer Publishing Lid on "77 Lowe Valey Road aig ‘Aiglen, PA. T9310. eee ae Please write fora free catalog, Tis book may be purchssed from the publisher. Please include $295 postage apse s Thy your booster.| Mtl Mh olerosert40819 ISBN: 0-88740-619-2PUA A gg ait a eae) 1 to | Ra an eae