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F-104 German Industry

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F-104 German Industry FLIGHT, 611 19 OcroAer 1961 F-/04G centre fuse/ages being made by Dormer at Neuaubing The German Industry THE AIRFRAME MAKERS: FROM LICENSED BUILDING TO PROJECTS 611 The Airframe Makers 621 Industry Directory 622 Super Star-fighter 629 Aircraft, Engines and Missiles Fiat G.9IR3 wing panel being made by Heinkel ISEN like a phoenix from the ashes of the Third Reich's industry, the new German aircraft companies have reason R to be proud of the progress they have made in five years of post-war existence. From almost literally nothing, they have pro- gressed in that time to the production in quantity of one of the world's fastest strike fighters and to the design of modern aircraft of their own. By 1945 most of the factories had been destroyed by air and ground attacks and what had not been destroyed was then system- atically dismantled and taken away. Skilled personnel were dis- persed, either being taken to other countries or driven by necessity into other industries. Then came an interval of ten years' enforced idleness during which no aircraft development was allowed. The workers who remained in Germany were perforce absorbed into other work, so that while aircraft technology and design were moving ahead faster than ever in other countries, German knowledge and skill lay virtually dormant. When sovereignty, and with it permission to make aircraft, were granted again in 1955, the companies had to start from scratch, the only ready-made resources being the former skill and knowledge they could attract back to aircraft-making from abroad and from other industries. The "Wirtschaftswunder" which set West Germany as a whole on its feet largely passed the aircraft industry by. As soon as the German aircraft companies began to organize •v 612 FLIGHT, 19 October 1961 Pre-flight inspection of a G.9IR3 at Dornier's Oberpfaffenhofen factory Assembly-line overhaul of Republic F-84Fs by Weser at Lemwerder The German Industry . industry is still based of necessity on the production of specific military airframes, engines and equipment. But indigenous design themselves in 1955 and 1956 it was obvious that a major com- and civil production are increasing fast, even though they still mercial opportunity existed for foreign companies to take part in account for a small proportion of the total effort. The industry one way or another. Many countries successfully took this oppor- itself, employing between 20,000 and 30,000 people, represents a tunity, but Britain seems to have missed the boat. One German air- very small portion of the national industry. frame manufacturer reported that, in 1955, approaches were made If the first phases of reconstruction consisted mainly of putting by almost every major manufacturer in the USA, France and Italy, into production modern, but established and straightforward, but that not a single British company came forward. A very large foreign airframes; the second stage has involved a similar process, number of licence agreements were signed or direct orders obtained, but on a broader basis and with much more advanced aircraft. but Britain's share has been relatively small. Only in the engine Engine building in the first years was confined to the licence pro- field have we been at all successful. Subsequent efforts to struggle duction by BMW of Lycoming piston engines, and very little was into the market from a position of inferiority have had only limited done in the equipment, instruments and electronics field. But the success. next stage saw the licence production of the mighty General Britain's apparent detachment from continental Europe is only Electric J79 by BMW and the production of a considerable part of now breaking down, but German companies have all along been the complex equipment for the F-104G and G.91. At the time when thinking on a European scale. The Transall and Atlantic projects the F-104G programme was begun, a similar programme would are to them perfectly logical procedure—in fact a necessity because have exercised the abilities of even the established European aircraft of their relatively limited resources. Any reasonable co-operation industries, but the German industry has shown itself fully capable proposed would have been entertained in the early days of 1955 and of tackling such an ambitious task. Productionwise, as the 1956. Those arrangements that were most forcefully shown to be of Americans would say, it has achieved its maturity, for the F-104 advantage were accepted and have since been implemented. It involves virtually every modern technique and material. Make no must be said, however, that the sales campaign mounted by certain mistake about it, the F-104G is in production in southern Germany, American companies, notably Lockheed, has proved virtually on schedule and well made. invincible and far broader and more ruthless than almost any The resources of the industry as a whole are, however, still fairly European company would have envisaged. The F-104G pro- limited, both in financial backing and in design capacity; and both gramme has itself led to numerous minor commercial competitions of these can only be improved with the passage of time, with an which have been fought with equal ferocity—again with little suc- accumulation of business turnover and profits, and with the build- cess for British companies. There is a complicated story behind the ing-up of experienced design teams. Participation by Dornier in replacement by the Lockheed C.2 ejection seat of the Martin-Baker the NATO Atlantic programme and by Weser, Hamburger and unit originally specified for all F-104Gs. Martin-Baker seats have Blume in the Transall is a first step towards design experience and been retro-fitted to most Luftwaffe aircraft of American origin. towards a sounder, broader basis for the competitive future. A considerable campaign is now being run by Northrop for Individual companies in the southern area were not able to adoption of the T-38 Talon as companion trainer to the F-104G, assemble sufficient design capacity to tackle major projects by but on the whole the "battling days" may be coming to an end. themselves. Heinkel, Messerschmitt and Bolkow therefore con- The German companies themselves will now to a greater extent be tributed teams to the Entwicklungs Ring Siid in Munich, which is able to take the initiative and make their own alliances. So long as genuine co-operation is offered, the prospects for non-German charged with development of a variety of projects under government participation will probably be more evenly distributed. order. The Ring has no financial capital and the men continue to The resurrection of the German industry seems to have fallen be members of their respective parent companies. No German quite naturally into two phases. The first phase was to establish company would at this stage risk losing its most highly prized asset, the ability to build up-to-date airframes with all that this implied in the able designer. relation to the ten-year hiatus—training, re-training and re-equip- As far as the future is concerned, neither government nor ment. The resources and orders necessarily came from govern- industry are planning any major increase in the overall capacity ment contracts for military aircraft within the framework of of the industry. But the companies are keen to broaden the basis Germany's own contribution to NATO. of their activity and to introduce civil work as a leavening to the During the hiatus, some of the old German aircraft firms, notably necessarily unpredictable military order-book. Indeed, the military Heinkel, Messerschmitt and Dornier, had preserved a commercial work should ideally take second place. The balance of work and existence by taking up precision engineering of one kind or another. capacity is at present even, at least in the south, but in three years' Scooters, precision machinery, domestic appliances, textile time new projects will be required, and design for these, if they are machinery, sewing machines served to build up new factories, keep to be indigenous, must begin now. Financial support from outside skilled labour on hand and to retain at least the commercial is a basic necessity. It remains to be seen whether the new ventures, existence of some companies. A few designers worked inde- whatever they are, will be predominantly national, with groups of pendently abroad before 1956 to develop new aircraft—as opposed companies working together in Arbeitsgemeinschaften, or inter- to working with foreign companies on foreign projects. Notable nationally, with Germany, Italy and France working together, or products were the Pulqui fighters in the Argentine, the Hispano 200 European, with Britain joining in. and Dornier Do27 in Spain, the Beja Flor helicopter in Brazil and, Because the early orders for military aircraft built under licence most recently, the Hindustan fighter in India. had to be equitably spread between the companies, co-operative Of these projects only the Do27 and Beja Flor returned to groupings known as Arbeitsgemeinschaften were set up, but were Germany after 1956; and only the Do27 has survived there. Never- not based on any actual commercial merging of the companies theless the Dornier project and its derivative the Do28 proved concerned. Such co-operation is still very much the normal pro- highly successful; and they are still the only indigenous designs to cedure and indeed dates from the days of the Third Reich. The have reached substantial production. Entwicklungsring is just such an organization under a different Despite the remarkable achievements of the first five years, the name. FLIGHT, 19 October 1961 613 also has some control of the aircraft industry in the national economy. While the Erprobungsstelle der Deutschen Luftwaffe, as the name implies, deals only with specific air force projects and equipment, basic research is distributed among a variety of large and small organizations whose work and financial support is co-ordinated by the Deutsche Gesellschaft fur Flugwissenschaften at Martin Strasse 24, Bonn.
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