I was too lazy to invent a story and I decided to take the history of a similar aircraft.

Activation groups - (1) - Missile accelerators (2) - missile accelerators discharge.

In the spring of 1942. Grandmaster-General Erich Raeder repeated the request for the completion of the construction of the aircraft carrier Graf Zeppelin. Works on this ship were discontinued in May 1940. He was transferred from Gotengafen to Stettin, and his fate was unclear. In the end, May 13, 1942. the fleet headquarters issued an order for the continuation of work on the aircraft carrier, which was now to carry 28 bombers and 12 fighters. However, Bf.109t, originally created for the aircraft carrier, is already out of date, and Messershimmitt AG has prepared a proposal for a new deck fighter that received the designation Me.-155. By this time, the RLM interrupted the current practice of assigning consecutive numbers, and returned to those that were not used ("155" was originally reserved for "Klemm").

The technical department emphasized the importance of the project and the need to use the Bf.109 units for the new aircraft to facilitate production and not load especially the designers of Messerschmitt, already overwhelmed with work beyond measure. The response to the request was very fast, the proposal was accepted by the Technical Department, and by the end of September 1942, the development of the Me.155 project was completed. The fuselage and plumage from Bf.109g, engine D?-605?-1 capacity of 1475?? on take-off. The wing was completely new with a span of 11 m and an area of ??18.8m². The chassis was retracted along the wing span to the symmetry line of the aircraft in the niches. It was planned to fold the wings, attachments to the catapult and landing hook. The armament consisted of a 20mm gun MG-151 with 220 rounds and two wing MG-131 machine guns with 250 cartridges per barrel. The empty weight was 2900kg, the flight weight was 3S0kg. The maximum speed was estimated at 645 km / h, and the flight duration was 1.16 hours.

By the time of the completion of the design of Me.155 it became clear that numerous improvements to the "Graf Zeppelin" will require at least two years of work until the ship is fully operational. Enthusiasm was extinguished, and with the understanding of the inability to bring the aircraft carrier into operation in the course of a short time, the Messerschmitt was invited to postpone the Me.155 project in the long run. The Graf Zeppelin itself was towed to Kiel in early December 1942. to start work, but in February all work on the ship was stopped.

Not wishing to part with the Me.155 project, Messerschmitt in November 1942 offered the Technical Department an airplane in a new kind of single-seat bomber capable of hitting a point target with a 1000-kg bomb. With the new project, all aircraft carrier equipment was shaken off, the tanks were enlarged, and the tailgate of the chassis was lengthened to ensure a take-off with the bomb. With a maximum flight weight of 4500 kg, the Me.155a was supposed to reach speeds of up to 646 km / h without external suspensions and 507 km / h at an altitude of 7,000 m with an SC-1000 bomb.

By the end of 1942g. The Luftwaffe felt the possibility of the appearance of bombers operating at altitudes inaccessible to existing fighters. Priorities were replaced, instead of a bomber, a high-altitude fighter was needed. Since the project was considered very important, "Messerschmitt" was urged to develop a new task urgently. Thus, Me.155 was again redesigned this time in Me.155b - an interceptor with a flight ceiling of 14,100 m. The wing span was increased to 13 m, the hermetic chamber was installed, the engine was supposed to be DB-628 - analog DB-605, but with a two-stage supercharger and intercooler.

In May 1943. Bf.109g was equipped with DB-628 and passed two 30-hour testing stages, reaching an altitude of 15,500 m. But the Technical Department decided that the DB-603 with the exhaust gas turbocharger TKL-15 from Deutschen Fursuhanshanthalt Für Luftarm DFL) is more promising. Accordingly, the fuselage was extended for installation of the TKL-15 behind the cockpit. The exhaust gases passed through the channel outside the fuselage and rotated the drive turbine, which was connected to a two-stage centrifugal supercharger by means of a hydraulic coupling. The air intake of the engine was located under the fuselage behind the wing. The air passed through the turbocharger, then through the cooler to the mechanical supercharger and then through another cooler to the engine. The wing span was again enlarged, four radiators were installed under the wing.

In August 1943. The technical department concluded that Messerschmitt was already sufficiently loaded with work on the most important projects in order to give enough attention to Me.155b. It was suggested to transfer all the drawings and calculations to "Blom und Voss". By this time Messerschmitt had finished the project Me.155b-1, which had consoles from Bf.109g, but with a larger center span, stabilizer and chassis from Bf.109g, keel from Me.209. The fuselage was modeled on Bf.109g with an additional section and a motor from Me.209.

After a thorough examination of the results of the work on Messerschmitt, Vogt and his team decided that the project had too many weaknesses to become a normal high-altitude fighter. The friction between "Blom und Voss" and "Messerschmitt" was on the increase. In the meantime, the RLM "gave birth" to an instruction in which Blom und Voss pledged to complete the project as soon as possible, and Vogt was to receive sanctions.