Horten go-229 From the Manufacturer. The Horten Go 229 was a late-World War II prototype flying wing fighter/bomber. It was the first pure flying wing powered by a turbojet and was the first aircraft designed to incorporate what became known as stealth technology. The Horten H.IX, RLM designation Ho 229 (or Gotha Go 229 for extensive re-design work done by Gotha to prepare the aircraft for mass production) was a German prototype fighter /bomber initially designed by Reimar and Walter Horten to be built by Gothaer Waggonfabrik late in World War II. It was the first flying wing to be powered by jet engines.
- Horton Ho 229 Fsx
- Horton Ho 229 A-0
- Horton Ho 229 Remote Control
- Horten Ho 229 Bomber
- Horton Ho 229 Flying Wing
The Horten Ho 229 is generally known by a few unique names. The plane was called the H.IX, by the Horten Brothers. The identity Ho 229 had been given to the plane by the German Ministry of Aviation. Sometimes, it was also called the Gotha Go 229, because Gothaer Waggonfabrik was the name of the German maker who manufactured the plane.
This plane has been recently called 'Hitler's Stealth fighter', despite the fact that the plane's stealth capacities may have been accidental. As per William Green, creator of 'Warplanes of the Third Reich,' the Ho 229 was the principal 'flying wing' air ship with a jet engine.
It was the primary plane with elements in its design which can be alluded to as stealth innovation, to obstruct the ability of radar to identify the plane.
The leader of the German Luftwaffe, Reichsmarschall Hermann Göring, awarded the German aircraft machine industry what is called '3 X 1000' objective. Goring needed a plane that could transport 1000kg of bombs (2,200 lb), with a scope of 1000 km (620 miles) and speed of 1000 km/h (620 mph).
The Horten Brothers had been taking a shot at flying wing design lightweight gliders since the 1930's. They thought that the low-drag of the gliders that were made previously could be the base for work that would meet Goring's requests. The wings of the H.IX plane were produced using two carbon infused plywood boards, stuck to each other with sawdust and charcoal blend.
In 1943, 500,000 Reich Marks had been awarded to the Horten Brothers by Goring to assemble and fly a few models of the all-wing and jet-propelled Horten H IX. The Hortens flew an unpowered glider in March of 1944. The flying machine did not resemble any current plane being used in the Second World War.
It looked fundamentally the same as the cutting edge American B-2 Bomber. Goring was very much inspired with the plan and transferred it from the Hortens to the German aviation organization Gothaer Waggonfabrik.
At Gothaer, the plan experienced a few noteworthy upgrades. The outcome was a jet powered model, the H.IX V2, which was first flown on 2nd February, 1945.
Expelled from the venture, the Horten Brothers were working with the Horten H.XVIII, which was also known as the Amerika Bomber. The Horten H.XVIII was just an effort to satisfy the Germans wishes to manufacture an aircraft that could reach the United States. After a few more experimental flights, the Ho 229 was added to the German Jäger-Notprogramm, or Emergency Fighter Program, on 12th March, 1945.
Work on the next model rendition of the plane, the H.IX V3, finished when the American 3rd Army's VII Corps came to the Gotha plant in Friederichsroda on 14th April, 1945.
In 2008, Northrop-Grumman, utilizing those designs plans which were available, fabricated a full-size generation of the H.IX V3 by using only those materials which were available in Germany in 1945. They studied the main surviving parts of a Ho 229 V3, which were accommodated at the Smithsonian National Air and Space Museum's Paul E. Garber Restoration and Storage Facility on the outskirts of Washington DC in Suitland, Maryland.
Engineers at Northrop needed to see whether the German aircraft could really be resistant to radar. Northrop tried the non-flying reproduction at its classified radar testing office in Tejon, California. During the testing, the frequencies utilized by British radar offices toward the end of the war were directed towards the reproduction. Tom Dobrenz, a Northrop Grumman stealth master, said with regards to the H.IX, 'This design gave them just about a 20% reduction in radar range detection over a conventional fighter of the day.'
When combined with the speed of the H.IX, after being picked up by British Homeland Defense radar, the Royal Air Force would have had only 8 minutes from the time of detecting the airplane before it approached England, rather than the standard 19 minutes.
While the design turned out to be stealthy, it has been contended that it was not intended to be stealthy. There is no written proof in Germany that the design was expected to be what would later be recognized as stealth innovation.
In an article composed by Reimar Horten, broadcast in the May 1950 version of the Argentine aviation magazine Revista Nacional de Aeronautica, Reimar composed, '…with the advent of radar, wood constructions, already considered antique, turned into something modern again. As the reflection of electric waves on metallic surfaces is good, such will be the image on the radar screen; on the contrary, on wood surfaces, that reflection is little, these resulting barely visible on the radar.'
In the late 1970s and beginning of the 1980s, data started to break to the media that the United States was doing some important work on airplanes with stealth innovation.
In 1983, Reimar Horten wrote in Nurflugel: Die Geschichte der Horten-Flugzeuge 1933-1960 (Herbert Weishaupt, 1983) that he had wanted to join a blend of sawdust, charcoal, and paste between the layers of wood that framed vast areas of the outside surface of the HIX wing to shield, he said, the 'entire plane' from radar, in light of the fact that 'the charcoal ought to ingest the electrical waves.
Under this shield the tubular steel, [airframe] and the engines, [would be] 'undetectable' [to radar]' (p. 136, creator interpretation).
Continues on Page 2
By 1983, the fundamental elements of American stealth innovation were at the point of being public knowledge.
After the war, the latest scientific improvements prompted the idea of planning an airframe that could sidestep radar. It was found that a jet-powered, flying wing design, just like the Horten Ho 229 will have a little radar cross-area to traditional contemporary twin-motor aircraft. This is because the wings were merged into the fuselage and there were no extensive propeller disks or vertical and horizontal tail surfaces to give a locatable radar signature.
Reimar Horten said he blended charcoal dust with the wood paste to soak up electromagnetic waves (radar), which he accepted could shield the aircraft from identification by British early warning ground-based radar that worked at 20 to 30 MHz (the top end of the HF band), which is called Chain Home radar.
Engineers of the Northrop-Grumman Corporation had a great interest on the Ho 229, and a few of them went to the Smithsonian Museum's office in Silver Hill, Maryland in the 1980s to learn about and study the V3 airframe. A group of engineers from Northrop-Grumman did some electromagnetic experimentation the V3's multilayer wooden middle-area nose cones.
The cones are 3/4 of an inch (19 mm) thick and made up of thin sheets of veneer. The group inferred that there was surely some type of conducting element within the paste, as the radar signal lessened extensively as it passed through the cone.
So it turns out Hitler was far along with developing a plane that was far ahead of its time!
The Horten Ho 229 being restored at Steven F. Udvar-Hazy Center (Credits: Cynrik de Decker)
This is the only surviving prototype
Horton Ho 229 Flight Characteristics
Probing the Secrets of one of the most Enigmatic Designs in Aeronautial History
This is the story of the development of Horten Ho 229 (aka Ho IX)R/C model kit currently for sale on wingsontheweb.com. The Ho IX isnot an ordinary aircraft, and the development of the model was farfrom ordinary as well.
Work began in June of 2006.I entered this project with some experience flying 'model' flyingwings such as the Zagi. The Horten shares some properties with thesemodels, but there are also some differences. A well designed flyingwing will handle much like a conventional plane in most flight modes.
I spent some time with a Combat Wing powered by an electric motor. This model flies well with its wing fences in place. It's fullyaerobatic, and is capable of a much tighter turn than a conventionalplane of the same size and weight. This is also true of the Horten.
Where the flying wing suffers is in precision maneuvers such asmult-point rolls. Here the lack of a vertical surface is adisadvantage. I spent some time flying the Combat Wing withits wingtip fences removed. Surprisingly, it was quitemaneuverable as long as the wings were kept within 45 degreesof the horizontal in level flight. If an axial roll wasattempted from straight and level flight, the model would'fall off' when the wings became vertical and dive.Barrel rolls were possible however.As long as positive Gs were maintained, the lack of yawcontrol was not a problem.
Ho 229 V1
I started by building a 66' span prop powered Ho IX, similar inlayout to the full size Ho IX V1. At first I fittedit with a tractor motor and prop. The motor was smalland didn't really produce enough power for this model.
The model flew, but control did't seem right. It seemedto be fighting against attempts to control it. Therewas much debate over the causes. In the end I decidedto try a more powerful motor. The new power setupchosen was more appropriate for a model of this size.
The next test flight was spectacular! After a shortforward surge, the model pitched up vertically anddid several summersaults in the air! Fortunatelydamage was minor, but I was mystified at what couldcause such gross instability.
At that point someone kindly chimed in online andoffered the observation that all successful proppowered flying wings are pushers, and that theturbulent airflow generated in the prop wash was guaranteed to cause problems with a flying wing.
Armed with that knowledge, I set about convertingthe model to a pusher. I chopped off the aft portion of thebat tail and made a firewall capable of supporting themotor.
The result was dramatic! The model now flew perfectly.Now finally I were able to explore the flight envelope of this plane.The pusher Ho IX exceeded my expectations. It handled betterthan the combat wing in fact. It tracked better, stability wasnoticeably better. Knife edge flight wasn't quite possiblestill, but the thickened center section of the Ho IX givesit a surprising amount of inherent yaw stability. I've heardthat of all aircraft designs, the Ho IX comes theclosest to modelling the flight of a bird. The thickenedcenter section and the gradual tapering thickness of thewings is part of this I'm sure.
On to EDF
The ultimate goal was to design and build an EDF poweredHo 229 V3. I contacted Arthur Bentley and he was happy tohelp as he is a fellow Horten addict. I purchased hisHo 229 drawings and scanned them into CAD to use as abasis for the design.Precision Scale?
I wanted very much to build an exact scale model of theHo 229 V3. With Arthur Bentley's excellent drawings and asurviving example at NASM, the raw materials were allthere, so why not?
There were many who didn't think an exact scale modelwas the best approach. Some said that the EDF units withscale inlet ducts would not be powerful enough. Otherssaid that the original airframe design would not dowell at lower Reynolds Numbers. To all of these people,my question was, 'Have you tried it???' I never gota good answer to that, so I proceeded with my plan.
I had a feeling that the naysayers may at leastbe partially right about the power produced by thecurrent generation of EDF units. However, thistechnology is advancing very quickly. I had littledoubt that much more powerful systems would soon beavailable with the same boresize. (this is alreadytrue, by the way, only a little more than a yearafter the maiden flight of my first EDF Ho 229)
Since I planned to make tooling for a fiberglasscenter section, the duct bore and geometry wasa decision that needed to be made early and once.
Construction of the Second Model
I began by making a center section plug. Some thoughtI was crazy for spending months making permanenttooling for a design with unknown flying characteristics.In my darker moments I wondered if they were right..But I pushed on driven mostly by faith in the Hortenbrothers and their genius. I somehow knew deep downthat the model would fly well. This wasn't completelyblind faith as I had been flying the pusher for sometime and the Ho 229 V3 is very similar in all butpropulsion.When the first center section parts came out of themolds, I completed construction of the first EDFmodel in the gearless configuration for bungeelaunch.
Horton Ho 229 Fsx
By this time Heiner Skroblin had joinedthe RCSCALEBUILDER.com discussion and he offeredsome advice. He was among those who doubted thatan exact scale model would fly well, however.
It looked fundamentally the same as the cutting edge American B-2 Bomber. Goring was very much inspired with the plan and transferred it from the Hortens to the German aviation organization Gothaer Waggonfabrik.
At Gothaer, the plan experienced a few noteworthy upgrades. The outcome was a jet powered model, the H.IX V2, which was first flown on 2nd February, 1945.
Expelled from the venture, the Horten Brothers were working with the Horten H.XVIII, which was also known as the Amerika Bomber. The Horten H.XVIII was just an effort to satisfy the Germans wishes to manufacture an aircraft that could reach the United States. After a few more experimental flights, the Ho 229 was added to the German Jäger-Notprogramm, or Emergency Fighter Program, on 12th March, 1945.
Work on the next model rendition of the plane, the H.IX V3, finished when the American 3rd Army's VII Corps came to the Gotha plant in Friederichsroda on 14th April, 1945.
In 2008, Northrop-Grumman, utilizing those designs plans which were available, fabricated a full-size generation of the H.IX V3 by using only those materials which were available in Germany in 1945. They studied the main surviving parts of a Ho 229 V3, which were accommodated at the Smithsonian National Air and Space Museum's Paul E. Garber Restoration and Storage Facility on the outskirts of Washington DC in Suitland, Maryland.
Engineers at Northrop needed to see whether the German aircraft could really be resistant to radar. Northrop tried the non-flying reproduction at its classified radar testing office in Tejon, California. During the testing, the frequencies utilized by British radar offices toward the end of the war were directed towards the reproduction. Tom Dobrenz, a Northrop Grumman stealth master, said with regards to the H.IX, 'This design gave them just about a 20% reduction in radar range detection over a conventional fighter of the day.'
When combined with the speed of the H.IX, after being picked up by British Homeland Defense radar, the Royal Air Force would have had only 8 minutes from the time of detecting the airplane before it approached England, rather than the standard 19 minutes.
While the design turned out to be stealthy, it has been contended that it was not intended to be stealthy. There is no written proof in Germany that the design was expected to be what would later be recognized as stealth innovation.
In an article composed by Reimar Horten, broadcast in the May 1950 version of the Argentine aviation magazine Revista Nacional de Aeronautica, Reimar composed, '…with the advent of radar, wood constructions, already considered antique, turned into something modern again. As the reflection of electric waves on metallic surfaces is good, such will be the image on the radar screen; on the contrary, on wood surfaces, that reflection is little, these resulting barely visible on the radar.'
In the late 1970s and beginning of the 1980s, data started to break to the media that the United States was doing some important work on airplanes with stealth innovation.
In 1983, Reimar Horten wrote in Nurflugel: Die Geschichte der Horten-Flugzeuge 1933-1960 (Herbert Weishaupt, 1983) that he had wanted to join a blend of sawdust, charcoal, and paste between the layers of wood that framed vast areas of the outside surface of the HIX wing to shield, he said, the 'entire plane' from radar, in light of the fact that 'the charcoal ought to ingest the electrical waves.
Under this shield the tubular steel, [airframe] and the engines, [would be] 'undetectable' [to radar]' (p. 136, creator interpretation).
Continues on Page 2
By 1983, the fundamental elements of American stealth innovation were at the point of being public knowledge.
After the war, the latest scientific improvements prompted the idea of planning an airframe that could sidestep radar. It was found that a jet-powered, flying wing design, just like the Horten Ho 229 will have a little radar cross-area to traditional contemporary twin-motor aircraft. This is because the wings were merged into the fuselage and there were no extensive propeller disks or vertical and horizontal tail surfaces to give a locatable radar signature.
Reimar Horten said he blended charcoal dust with the wood paste to soak up electromagnetic waves (radar), which he accepted could shield the aircraft from identification by British early warning ground-based radar that worked at 20 to 30 MHz (the top end of the HF band), which is called Chain Home radar.
Engineers of the Northrop-Grumman Corporation had a great interest on the Ho 229, and a few of them went to the Smithsonian Museum's office in Silver Hill, Maryland in the 1980s to learn about and study the V3 airframe. A group of engineers from Northrop-Grumman did some electromagnetic experimentation the V3's multilayer wooden middle-area nose cones.
The cones are 3/4 of an inch (19 mm) thick and made up of thin sheets of veneer. The group inferred that there was surely some type of conducting element within the paste, as the radar signal lessened extensively as it passed through the cone.
So it turns out Hitler was far along with developing a plane that was far ahead of its time!
The Horten Ho 229 being restored at Steven F. Udvar-Hazy Center (Credits: Cynrik de Decker)
This is the only surviving prototype
Horton Ho 229 Flight Characteristics
Probing the Secrets of one of the most Enigmatic Designs in Aeronautial History
This is the story of the development of Horten Ho 229 (aka Ho IX)R/C model kit currently for sale on wingsontheweb.com. The Ho IX isnot an ordinary aircraft, and the development of the model was farfrom ordinary as well.
Work began in June of 2006.I entered this project with some experience flying 'model' flyingwings such as the Zagi. The Horten shares some properties with thesemodels, but there are also some differences. A well designed flyingwing will handle much like a conventional plane in most flight modes.
I spent some time with a Combat Wing powered by an electric motor. This model flies well with its wing fences in place. It's fullyaerobatic, and is capable of a much tighter turn than a conventionalplane of the same size and weight. This is also true of the Horten.
Where the flying wing suffers is in precision maneuvers such asmult-point rolls. Here the lack of a vertical surface is adisadvantage. I spent some time flying the Combat Wing withits wingtip fences removed. Surprisingly, it was quitemaneuverable as long as the wings were kept within 45 degreesof the horizontal in level flight. If an axial roll wasattempted from straight and level flight, the model would'fall off' when the wings became vertical and dive.Barrel rolls were possible however.As long as positive Gs were maintained, the lack of yawcontrol was not a problem.
Ho 229 V1
I started by building a 66' span prop powered Ho IX, similar inlayout to the full size Ho IX V1. At first I fittedit with a tractor motor and prop. The motor was smalland didn't really produce enough power for this model.
The model flew, but control did't seem right. It seemedto be fighting against attempts to control it. Therewas much debate over the causes. In the end I decidedto try a more powerful motor. The new power setupchosen was more appropriate for a model of this size.
The next test flight was spectacular! After a shortforward surge, the model pitched up vertically anddid several summersaults in the air! Fortunatelydamage was minor, but I was mystified at what couldcause such gross instability.
At that point someone kindly chimed in online andoffered the observation that all successful proppowered flying wings are pushers, and that theturbulent airflow generated in the prop wash was guaranteed to cause problems with a flying wing.
Armed with that knowledge, I set about convertingthe model to a pusher. I chopped off the aft portion of thebat tail and made a firewall capable of supporting themotor.
The result was dramatic! The model now flew perfectly.Now finally I were able to explore the flight envelope of this plane.The pusher Ho IX exceeded my expectations. It handled betterthan the combat wing in fact. It tracked better, stability wasnoticeably better. Knife edge flight wasn't quite possiblestill, but the thickened center section of the Ho IX givesit a surprising amount of inherent yaw stability. I've heardthat of all aircraft designs, the Ho IX comes theclosest to modelling the flight of a bird. The thickenedcenter section and the gradual tapering thickness of thewings is part of this I'm sure.
On to EDF
The ultimate goal was to design and build an EDF poweredHo 229 V3. I contacted Arthur Bentley and he was happy tohelp as he is a fellow Horten addict. I purchased hisHo 229 drawings and scanned them into CAD to use as abasis for the design.Precision Scale?
I wanted very much to build an exact scale model of theHo 229 V3. With Arthur Bentley's excellent drawings and asurviving example at NASM, the raw materials were allthere, so why not?There were many who didn't think an exact scale modelwas the best approach. Some said that the EDF units withscale inlet ducts would not be powerful enough. Otherssaid that the original airframe design would not dowell at lower Reynolds Numbers. To all of these people,my question was, 'Have you tried it???' I never gota good answer to that, so I proceeded with my plan.
I had a feeling that the naysayers may at leastbe partially right about the power produced by thecurrent generation of EDF units. However, thistechnology is advancing very quickly. I had littledoubt that much more powerful systems would soon beavailable with the same boresize. (this is alreadytrue, by the way, only a little more than a yearafter the maiden flight of my first EDF Ho 229)
Since I planned to make tooling for a fiberglasscenter section, the duct bore and geometry wasa decision that needed to be made early and once.
Construction of the Second Model
I began by making a center section plug. Some thoughtI was crazy for spending months making permanenttooling for a design with unknown flying characteristics.In my darker moments I wondered if they were right..But I pushed on driven mostly by faith in the Hortenbrothers and their genius. I somehow knew deep downthat the model would fly well. This wasn't completelyblind faith as I had been flying the pusher for sometime and the Ho 229 V3 is very similar in all butpropulsion.When the first center section parts came out of themolds, I completed construction of the first EDFmodel in the gearless configuration for bungeelaunch.
Horton Ho 229 Fsx
By this time Heiner Skroblin had joinedthe RCSCALEBUILDER.com discussion and he offeredsome advice. He was among those who doubted thatan exact scale model would fly well, however.
Heiner also mentioned using extensions on the exhaust tubes,but all the way up to the maiden flight of thefirst EDF model, he never said they were mandatoryor what would happen without them.This turned out to be a very fateful omission..
Gliding Tests
Flight testing of the EDF model began withgliding tests off the bungee. These were mostlysuccessful, but many 'bounce and flip' landingswere experienced which were puzzling at the time.Flying the model gearless and lightweight (withoutfans and motors), there was no damage involved,but this behavior was still puzzling. I nowunderstand that this is caused by touching downwith too much airspeed. If the aircraft is notslow enough to stall, it will bounce up andsometimes flip over. The trick is to hold itlevel as long as possible, continuing to feedin 'up' elevon until with full 'up', it fallsto the ground. The model will 'float' on theground effect for quite some distance beforethis proper touchdown can be achieved, so alarge field is a must for landing it properly.
After many successful glide tests, it was timeto try powered flight. At the heavier weightwith fans, motors and batteries installed,a much higher tension on the bungee wasrequired. For a seven pound AUW, 35 lbs onthe bungee was found to give a good boostfor powered flight.
On the first flight, 3/4 power was appliedas the bungee reached its limit. The planeimmediately became unstable. It was alsotoo high and too fast to bring her down,and not high enough to try to turn aroundand land without power. So, I tried togain control but to no avail. She bankedto the vertical and dove into the ground.
I later found out from Heiner that othershad experienced similar results when attemptingto fly without extension tubes. Why he didn'ttell us this *before* the maiden flight, Istill don't know.
The Third Model
The crash of the first prototype was verydisappointing. The center section wascompletely destroyed, but the outer wingpanels were repairable. A new centersection was prepared and joined to therepaired outer wing panels. Extensiontubes were carefully installed on theexhausts, long enough to make sure thatthe exhaust air flow was well above theboundary layer of the wing.Horton Ho 229 A-0
This model was finally flownsuccessfully on March 29, 2007. It was agreat relief to see it fly. The firstflight went very well. Control responsewas excellent, power seemed more thanadequate. It was certainly fast! Landingwas a challenge, as it always is withthis model. I had to go around oncebecause the first time I was comingin way too hot. It flipped over onlanding because I didn't slow it downenough, it took time to develop theproper technique. There was some minordamage to one of the elevons, but Iwas nonetheless overjoyed that shefinally flew!
The ROG Version
As most of the people interested inthis model wanted to install retracts,I next set about building an all newmodel that would feature retracts,flaps and drag rudders. As always,I was determined to model thesefeatures in as close to scale fashionas possible.The drag rudders were constructedjust like the full size in layout,size and operation. These werethe most difficult and time consumingof all the control surfaces to construct.
To prepare for flying the ROG EDF model,I fitted the pusher prototype withlanding gear. I first tried to modelthe full-size Ho 229 V3 landing geargeometry with its resulting nose-highstance. This proved to be unworkable.The model lifted off prematurely,causing a bouncing takeoff that washard on the nerves! Landing likewiseinvolved a lot of bouncing. The AOA(angle of attack) was clearly toogreat.
I shortened the nosegear tobring the incidence of the wing tonear zero, just a degree or two ofpositive incidence. This turned outmuch better and I logged many flightswith the pusher Ho IX in this configuration.Takeoffs were sometimes difficult.Sometimes the model would want to veerin one direction or the other on thetakeoff roll. With the drag of thelanding gear, landing speeds weremore managable and the model had lesstendency to 'float' near the ground.Flight time was greatly reducedhowever.
Horton Ho 229 Remote Control
Soon the 82' EDF ROG model was ready for flight.I found a huge parking lot for the test flightswhich had plenty of room for error. It turnedout that the problemswith takeoff in the pusher model were much worsein the larger EDF version. On the first flightattempt, the model seemed to dig in on the nosegear.It veered sharply, flipped over and skidded on itsback! I thought that the nosegear may be binding,so I soldered some washers on the axleand tried again. Same result! The model wasgetting beat up now and I was getting frustrated.
Consulting with some experts, I found out thatthe original Horten aircraft used 'up' elevon ontakeoff. On the next attempt, I pulled the stickback fully from the start of the takeoff roll.The result was dramatic! Nice smooth, straighttakeoff roll. Liftoff was a bit abrupt, I had toease off the stick once airborne. But it worked!I have since learned that this takeoff techniqueis also used in other tailless aircraft such asthe Avro Vulcan and F4D Skyray.
Horten Ho 229 Bomber
With these changes the ROG version of the modelperformed flawlessly. The first successful flightswere in June of 2008. So, a full two years wasspent in development. It has been a difficultbut very satisfying project. Along the way I meta lot of great people and had a lot of fun.I'll never regret having taken on the project.In the end my decisions concerning the projectwere vindicated. The Ho 229 is not without itsquirks, but none of them are due to basic design.An exact scale model therefore has no disadvantagesthat I've been able to discover. All of theproblems encountered were inherent to the basicnature of this type of aircraft.
Horton Ho 229 Flying Wing
The Horten brothers deserve a lot of credit.Some say the Ho 229 is overrated. That maybe true. It was not without its flaws. It was,however, an amazing achievement considering thetime it was designed and built.
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