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Poor quality photograph showing the front of the experimental AS-6 V-1 circular-winged, two-blade propeller driven aircraft at Brandis Airfield. via Bill Rose This view shows the circular shape of the AS-6 V-1 circular-winged experimental aircraft, which was badly hampered by poor assembly and the use of many scrap components. via Bill Rose weighed 9.9 Ib (4.49kg), and used a propeller measuring 23%in (59.7cm) in diameter. Unfortunately, problems arose with the AS-1’s small Kratmo-30 engine that prevented a powered flight from taking place, and so it was necessary to make several launches by hand. However, Air Minister Ernst Udet was presentat the meeting and he was sufficiently impressed with Sack’s concept to encourage further development. Why Sack originally decided to construct a circular-winged aircraft is unclear, although he may have seen the STOL designs that were built in America, which encouraged him to utilise similar principles. Supported by a small amount of Reichsluftfahrtministerium (RLM: German Air Ministry) funding, Sack spent the next three years refining his design and he is thought to have received some guidance from the famous aeronautical scientist Dr Alexander Lippisch. After completing three further small model aircraft, Sack built an ultra-lightweight, single- engined, circular-winged model with an overall length of 5ft (1.5m), which he called the AS-5. The model flew in 1943 and, as a result of this, the RLM decided to commission a full-size piloted prototype, which not sur- prisingly was called AS-6 Versuchs 1 (Ver- suchs - Experimental, or Version One). Mitteldeutsche Metallwerke (who designed and built assault gliders in association with under the tail of the aircraft and this may have _ because of wartime priorities a more power- Gothaer Waggonfabrik) were contracted to been replaced with a wheel. AS-6 V1 was a __ ful unit could not be obtained. assemble the basic AS-6 V1 airframe in the very compact design with a length of 21ft In an attempt to generate slightly more lift autumn of 1943. When the work was com- (6.4m) and an overall span of 16ft 4%in (5m); during take-off the undercarriage legs were pleted in early 1944 the airframe was passed _ the aircraft’s gross weight was approximately moved back by about 8in (20.3cm), which to Luftwaffe engineers at Brandis airfield, 1,9841b (900kg). raised the nose of the aircraft further. Rolf who installed the final components. During February 1944 taxying trials were Baltabol was concerned about the safety AS-6 V-1 was largely built from wood, with carried out at Brandis by Rolf Baltabol, the — aspects of this modification and the possibil- a fabric covering, and it utilised many com- chief pilot for ATG (a Junkers subcontractor). _ ity of AS-6 V-1 tipping forward during take-off, ponents salvaged from various wrecked He immediately discovered that the aircraft allowing the propeller to hit the ground. But Messerschmitt aircraft. The cockpit canopy, was poorly constructed and the rudder when Sack suggested moving the undercar- pilot’s seat and instruments came from a needed considerable modification. Five short riage backwards by another 8in (20.3cm), Bf109B fighter, while the 240hp (179kW) | lift-offs followed using the main 4,100ft Baltabol told him it was too dangerous and he Argus As 10C-3 engine was retrieved from a__(1.25km) runway and these tests highlighted __ refused to fly the plane in that condition. As a scrap Bf 108 Taifun utility aircraft. This was fit- serious problems with the aircraft’s control consequence the idea was dropped. Addi- ted with a two-blade wooden propeller. The surfaces. On the last run the landing gear was __ tional modifications followed which included undercarriage originally belonged to a__ badly damaged and this delayed further trials __ the installation of brakes from a Junkers Ju 88 Bf 109B fighter and it was attached to the air- for several weeks. A number of modifications — bomber, the use of even larger control sur- frame ina fixed non-retractable form. Asmall and repairs followed and it was obvious that faces and the installation of 1501b (70kg) of skid appears to have been initially fitted AS-6 V-1’s engine was totally inadequate, but _ ballast in the rear fuselage. When the next Poor quality photograph showing the front of the experimental AS-6 V-1 circular-winged, two-blade propeller driven aircraft at Brandis Airfield. via Bill Rose This view shows the circular shape of the AS-6 V-1 circular-winged experimental aircraft, which was badly hampered by poor assembly and the use of many scrap components. via Bill Rose because of wartime priorities a more power- ful unit could not be obtained. In an attempt to generate slightly more lift during take-off the undercarriage legs were moved back by about 8in (20.3cm), which raised the nose of the aircraft further. Rolf Baltabol was concerned about the safety aspects of this modification and the possibil- ity of AS-6 V-1 tipping forward during take-off, allowing the propeller to hit the ground. But when Sack suggested moving the undercar- riage backwards by another 8in (20.3cm), Baltabol told him it was too dangerous and he refused to fly the plane in that condition. As a consequence the idea was dropped. Addi- tional modifications followed which included the installation of brakes from a Junkers Ju 88 bomber, the use of even larger control sur- faces and the installation of 150lb (70kg) of ballast in the rear fuselage. When the next under the tail of the aircraft and this may have been replaced with a wheel. AS-6 V1 was a very compact design with a length of 21ft (6.4m) and an overall span of 16ft 4%in (5m); the aircraft’s gross weight was approximately 1,984 Ib (900kg). During February 1944 taxying trials were carried out at Brandis by Rolf Baltabol, the chief pilot for ATG (a Junkers subcontractor). He immediately discovered that the aircraft was poorly constructed and the rudder needed considerable modification. Five short lift-offs followed using the main 4,100ft (1.25km) runway and these tests highlighted serious problems with the aircraft’s control surfaces. On the last run the landing gear was badly damaged and this delayed further trials for several weeks. A number of modifications and repairs followed and it was obvious that AS-6 V-1’s engine was totally inadequate, but 37 German Wartime Flying Discs