Messerschmitt Me 328

Messerschmitt AG
Industry	Aerospace, Defense
Founded	1938
Headquarters	Augsburg, Germany

Template:Infobox aircraft

The Messerschmitt Me 328 was an experimental fighter aircraft powered by pulsejet engines, developed and built by the German firm Messerschmitt AG.

Conceived in 1941 during preliminary design work on the Messerschmitt P.1079, the Me 328 was intended to serve as a parasite aircraft to defend Luftwaffe bomber formations against enemy fighters. Its construction primarily utilized wood, which was expected to significantly reduce production expenses compared to conventional German fighters like the Focke-Wulf Fw 190 or Messerschmitt Bf 109. Various propulsion methods were considered, including a single Jumo 004 turbojet, two or four Argus As 014 pulsejets (the same type used on the V-1 flying bomb), and even an unpowered glider configuration. The Deutsche Forschungsanstalt für Segelflug (DFS – "German Research Institute for Sailplane Flight") also contributed to its development.

The aircraft's initial flight took place in August 1942, powered by two As 014 pulsejets. However, these engines generated problematic issues such as severe resonance, engine imbalance, and excessive noise, leading to the suspension of manned flight tests after only a handful of trials. Throughout its extended development period, alternative applications for the Me 328 were explored; under orders from Adolf Hitler, efforts were made to adapt it as a bomber. Later in the war, as Allied advances intensified, the project was revived with the idea of employing the Me 328 as a Selbstopfer (suicide) weapon, but it was ultimately judged unsuitable even for this role. The aircraft never entered operational service.

Design

The origins of the aircraft that would become the Me 328 date back to early 1941, when the German engine manufacturer Argus Motoren approached Messerschmitt AG to showcase its advancements in pulsejet technology. Although the anticipated thrust of approximately 500 kg (1,100 lb) was lower than the 600 kg (1,300 lb) predicted for contemporary turbojet engines, the pulsejet's weight was significantly less, at around 80 kg (180 lb) compared to 600 kg (1,300 lb). Impressed by these developments, Messerschmitt quickly began integrating the Argus As 014 pulsejet into its aircraft concepts, initially focusing on adapting it for the Messerschmitt Me 262, which would become the first operational jet fighter worldwide. By May 1941, Messerschmitt's project office had developed no fewer than 21 designs under the internal designation P.1079.

A twin-engine configuration was chosen to enhance flight performance and allow for straightforward swapping of propulsion units. The pilot could individually manage each pulsejet, including a rapid shutdown feature; instrumentation for monitoring fuel flow, capacity, and pressure accompanied controls for power management and safety systems alongside standard flight instruments. Although the cockpit was relatively basic, provisions existed to upgrade it with a more advanced pressurised cabin without extensive modifications to the airframe. Aviation historian Dan Sharp noted that much of the design seemed optimized for rapid production and cost efficiency. The airframe was primarily constructed from wood, featuring gently swept wings to improve high-speed performance. A simple dive brake was also planned, but even at this stage, concerns about the aircraft's stability were apparent.

By December 1941, discussions with the Reichsluftfahrtministerium (RLM) had identified the P.1079 primarily as a fighter aircraft. It was intended to serve as an economical and straightforward escort fighter that could be either towed into flight by a Heinkel He 177 heavy bomber or a Junkers Ju 388 using a semi-rigid bar system known as the Deichselschlepp—a method also considered for towing auxiliary winged fuel tanks—or carried piggyback on a Me 264 in a Mistel-style configuration. Initially, three variants were proposed: an unpowered glider, an Argus As 014 pulsejet-powered model, and a version powered by a single Jumo 004 turbojet engine. Messerschmitt envisioned the aircraft fulfilling multiple roles including fighter, aerial reconnaissance, bomber, and interceptor.

In February 1942, responsibility for further development shifted to the Deutsche Forschungsanstalt für Segelflug (DFS - "German Research Institute for Sailplane Flight"). The following month marked the first use of the Me 328 designation and saw work commence on three prototype units. Shortly afterward, two main variants were proposed: the Me 328A as a fighter and the Me 328B as a bomber. It was estimated that four Me 328s could be produced at the cost of one Focke-Wulf Fw 190 or Bf 109. There was also consideration given to towing it behind the Me 264 heavy bomber for defensive purposes. To reduce costs and simplify production challenges, many components from existing Me 262 and Me 209 models were planned for incorporation into the design.

Prototypes

Test pilot Hanna Reitsch conducted a series of trials on the two prototype glider variants, releasing them from their carrier aircraft at altitudes ranging between 3,000–6,000 m (10,000–20,000 ft). Successful ground launches were executed using both cable-type catapult systems and rocket-assisted rail carriages. Despite a shortened wingspan, the aircraft exhibited commendable performance, and plans were made to produce up to 1,000 units intended as expendable bombers, to be operated by volunteers from 5/KG200, known as the Leonidas Squadron.

Seven prototypes equipped with twin Argus As 014 pulsejets—the same engines powering the V-1 flying bomb—were constructed by Jacobs-Schweyer, a glider manufacturer based in Darmstadt. Initially designed as a fighter armed with two 20 mm MG 151/20 cannons, static testing soon revealed significant issues common to early V-1 development, particularly severe vibration problems. The first prototype was lost during a dive test flight in September 1942. Due to persistent engine difficulties, authorities concluded that successful completion would be challenging, leading to suspension of the manned flight program by mid-1944 after only a handful of test flights. According to Sharp, a key reason for halting the Me 328 project was the superior performance achieved by turbojet-powered aircraft like the Me 262, which rendered the pulsejet design less appealing.

Many complications stemmed from the pulsejet engines themselves. Their operation was inefficient at medium to high altitudes—where most combat was expected—due to reduced air pressure. Additionally, these engines produced extremely loud noise levels, enabling detection from several miles away, which was undesirable tactically. The twin pulsejets operated on independent thrust cycles, generating oscillations that caused instability through asymmetry and resonance effects. These vibrations not only endangered pilot health but also compromised structural soundness of the aircraft. In September 1943, Willy Messerschmitt and Rudolf Seitz discussed transitioning the Me 328 to turbojet propulsion. This concept, involving installation of Jumo 004 turbojets, was designated as the Me 328C.

Development persisted with incorporation of innovations from other Messerschmitt projects such as the P.1092 single-jet fighter proposals. One variant proposed during this period featured four Argus pulsejets—two mounted beneath the wings alongside the original pair on pylons above the rear fuselage. Bomber configurations for both versions were suggested and development continued under pressure from Adolf Hitler, despite practical deployment being unlikely.

In 1944, efforts were renewed to adapt the Me 328 as a piloted flying bomb based on the Me 328B model, equipped with a 900 kg (2,000 lb) payload. Sharp notes that Reitsch supported using the Me 328 as a suicide weapon, though no official development targeted this role. Ultimately, work was abandoned in favor of the Fieseler Fi 103R (Reichenberg).

Intended Functions

Numerous potential applications were proposed for the aircraft, spanning from a point-defence interceptor to a variant featuring folding wings and twin pulsejets designed for catapult launch from a U-boat. Other envisioned roles included a ground-attack aircraft. There was even consideration that the Me 328 might be adapted to perform aerial refueling. Various prototype alterations were undertaken to determine their compatibility with these roles, alongside testing different engine setups. Nonetheless, the persistent vibration issues remained unresolved, leading to the termination of the project in early 1944, despite preparations for manufacturing at the Jacobs Schweyer sailplane facility in Darmstadt.

Historian Thomas Powers notes that German authorities investigated deploying the Me 328 as a parasite bomber within the framework of the Amerika Bomber initiative. In this capacity, an individual Me 328 would be transported or towed by an Me 264 or Ju 390 to strike targets such as New York City. This concept—originating approximately nine months before Heinkel's trans-Atlantic Amerika Bomber competitor received its own RLM designation—was conceived during a Berlin meeting on 12 May 1942 between Generalfeldmarschall Erhard Milch and Generalmajor Eccard Freiherr von Gablenz. After release, the Me 328 pilot was intended to drop a bomb over Manhattan and then ditch near a U-boat. The plan was ultimately abandoned in August 1942.

Variants

Me 328 V1 to V10: These were prototypes aimed at the planned Me 328A model. The initial three units were constructed by DFS. The V1 and V2 models initially flew unpowered before being equipped with Argus As 014 pulsejets. They were carried piggy-back on aircraft such as the Dornier Do 217 and Heinkel He 111 and released for flight testing, occasionally piloted by Hanna Reitsch.
Me 328B V1 to V20: Twenty prototypes of the Me 328B were commissioned from Jacobs-Schweyer Flugzeugbau G.m.b.H. (Hans Jacob). Only the first unit, Me 328B V1, reached completion; Me 328B V2 remained unfinished by war’s end.
Me 328A: The intended parasite fighter variant designed for transport by the Amerikabomber.
Me 328B: The bomber version proposed, with an order placed for 280 production units that were never constructed.
Me 328C: A fighter derivative powered by the Jumo 004, proposed in 1943.

Specifications (Me 328B)

File:Messerschmitt Me 328 sketch.jpg

Template:Aircraft specs

Replica

File:Messerschmitt Me-328 (Replica) (43249997850).jpg

Replica exhibited at the Military Aviation Museum in Virginia Beach, Virginia

A single replica is showcased at the Military Aviation Museum located in Virginia Beach, Virginia.

External links

Template:Messerschmitt aircraft Template:RLM aircraft designations