Glider da jigilar kaya: Gotha Go 242 Go 244
Gotha Go 242 Go 244. A Gotha Go 242 A-1 glider da wani Heinkel He 111 H ya kai harin a kan Tekun Bahar Rum.
Saurin ci gaban dakaru na parachute na Jamus ya buƙaci masana'antar sufurin jiragen sama su samar da na'urorin jirgin da suka dace - na sufuri da na jigilar jiragen sama. Yayin da DFS 230 ta cika buƙatun da ake buƙata don wani jirgin saman kai hari, wanda ya kamata ya isar da mayaka da kayan aiki da na sirri kai tsaye zuwa ga abin da ake nufi, ƙarancin ɗaukar nauyinsa bai ba shi damar samar da nasa raka'a yadda ya kamata tare da ƙarin kayan aiki da kayan da ake buƙata don ayyukan fama. Yaƙi mai tasiri a cikin yankin abokan gaba. Don irin wannan aikin, ya zama dole don ƙirƙirar babban filin jirgin sama tare da babban kaya.
Sabon tsarin jirgin, Gotha Go 242, Gothaer Waggonfabrik AG ne ya gina shi, wanda aka gaje shi da GWF (Kamfanin Haɗin Kan Haɗin gwiwar Gotha Carriage), wanda injiniyoyi Botmann da Gluck suka kafa a ranar 1 ga Yuli, 1898. Da farko dai, masana'antun sun tsunduma cikin aikin gine-gine da kera motoci, karusai da na'urorin jirgin kasa. An kafa Sashen Samar da Jiragen Sama (Abteilung Flugzeugbau) a ranar 3 ga Fabrairu, 1913, kuma bayan makonni goma sha ɗaya aka gina jirgin farko a can: wani mai horar da kujeru biyu na tandem mai biplane wanda Eng. Bruno Bluchner. Jim kadan bayan haka, GFW ya fara ba da lasisin Etrich-Rumpler LE 1 Taube (kurciya). Waɗannan jiragen guda biyu ne, injin guda ɗaya da kuma jirage masu amfani da yawa. Bayan samar da kwafin 10 na LE 1, ingantattun nau'ikan LE 2 da LE 3, waɗanda Eng. Franz Boenisch da kuma Eng. Bartel. Gabaɗaya, kamfanin na Gotha ya samar da jiragen Taube 80.
Bayan barkewar yakin duniya na farko, injiniyoyi biyu masu hazaka, Karl Rösner da Hans Burkhard, sun zama shugabannin ofishin zane. Aikin haɗin gwiwa na farko shine gyare-gyaren jirgin saman leken asiri na Faransa Caudron G III, wanda GWF ya ba da lasisi a baya. Sabon jirgin ya sami lakabin LD 4 kuma an kera shi a cikin adadin kwafi 20. Sa'an nan Rösner da Burkhard suka ƙirƙira ƙananan jiragen leƙen asiri da jiragen ruwa, waɗanda aka kera su a cikin ƙananan jeri, amma aikinsu na ainihi ya fara ne a ranar 27 ga Yuli, 1915 tare da jirgin na farko na Gotha GI mai tagwayen bam, wanda a lokacin ya haɗa da Eng. Oscar Ursinus. Ayyukan haɗin gwiwar su sune masu tayar da bama-bamai: Gotha G.II, G.III, GIV da GV, waɗanda suka shahara don shiga cikin dogon zango a kan hare-haren da ke cikin tsibirin Birtaniya. Hare-haren na iska ba su yi mummunar lahani ga injin yaƙi na Biritaniya ba, amma farfagandarsu da tasirin tunaninsu na da girma sosai.
Da farko, masana'antun Gotha sun dauki mutane 50 aiki; A karshen yakin duniya na farko, adadinsu ya karu zuwa 1215, kuma a wannan lokacin kamfanin ya samar da jiragen sama fiye da 1000.
A karkashin yarjejeniyar Versailles, an hana masana'antu a Gotha farawa da ci gaba da duk wani abin da ya shafi jirgin sama. A cikin shekaru goma sha biyar masu zuwa, har zuwa 1933, GFW ya samar da locomotives, injunan diesel, karusai da kayan aikin jirgin ƙasa. Sakamakon hawan mulkin jam'iyyar Socialist ta kasa a ranar 2 ga Oktoba, 1933, an wargaza sashen samar da jiragen sama. Dipl.-eng. Albert Kalkert. Kwangilar ta farko ita ce samar da lasisin samar da jirgin sama na horo na Arado Ar 68. Daga baya Heinkel He 45 da He 46 an harhada jiragen leken asiri a Gotha. Calkert ya tsara Gotha Go 145 mai horar da kujeru biyu, wanda ya tashi a cikin Fabrairu 1934. Jirgin ya yi nasara sosai; Gabaɗaya, an samar da aƙalla kwafi 1182.
A ƙarshen Agusta 1939, an fara aiki a ofishin ƙira na Goth a kan sabon jirgin ruwa wanda zai iya ɗaukar kaya mai girma ba tare da buƙatar rarrabuwa ba. Shugaban ƙungiyar ci gaba shine Dipl.-Ing. Albert Kalkert. An kammala zane na asali a ranar 25 ga Oktoba, 1939. Sabon tsarin jirgin dole ne ya kasance yana da katon fuselage mai girman wutsiya a bayansa da kuma ƙyanƙyasar ƙyanƙyasar kaya da aka sanya a cikin bakan da aka juye.
Bayan gudanar da nazari da shawarwari a cikin Janairu 1940, an ƙaddara cewa ƙyanƙyashe kayan da ke cikin fuselage na gaba zai kasance cikin haɗari na musamman na lalacewa da cunkoso a lokacin da ba a sani ba, wanda ba a taɓa gani ba, wanda zai iya tsoma baki tare da sauke kayan aiki. dauke a cikin jirgin. An yanke shawarar matsar da ƙofar kaya da ke jingina zuwa sama zuwa ƙarshen fuselage, amma wannan ya zama ba zai yiwu ba saboda wutsiya mai girma tare da keels a karshen sanya a can. Da sauri ya sami mafita daga ɗaya daga cikin membobin ƙungiyar, Ing. Laiber, wanda ya ba da shawarar sabon sashin wutsiya tare da katako mai igiya biyu da aka haɗa a ƙarshen ta hanyar stabilizer kwance mai rectangular. Hakan ya ba da damar nade ƙyanƙƙarfan ƙyanƙyasar ƙyanƙyasar da aka naɗe shi cikin aminci da aminci, sannan kuma ya ba da isasshen sarari don loda motocin da ke kan hanya irin su Volkswagen Type 82 Kübelwagen, babbar bindigar ƙwanƙwasa mai girman milimita 150 ko kuma filin jirgin sama mai tsayi 105 mm.
An gabatar da aikin da aka gama a watan Mayu 1940 ga wakilan Reichsluftfahrtministerium (RLM - Reich Aviation Ministry). Da farko, jami'an Technisches Amt des RLM (Ma'aikatar Fasaha ta RLM) sun fi son ƙirar gasa na Deutscher Forschunsanstalt für Segelflug (Cibiyar Nazarin Gliding ta Jamus), ta nada DFS 331. Saboda nasarar yaƙin farko na jirgin ruwa na DFS 230. Da farko DFS ta sami mafi kyawun damar lashe gasar. A cikin Satumba 1940, RLM ya ba da oda don samfuran DFS 1940 guda uku da samfuran Go 331 guda biyu da za a kawo ta Nuwamba 242 don kwatanta aiki da aiki.
