Tuesday, January 1, 2019
From Memory Alpha"
A long range shuttle was a type of shuttlecraft utilized as a courier during the late 23rd century. They carried a Federation registry.
These long range shuttles featured a detachable cabin, capable of acting as an independent craft from the stardrive section.
In 2273, the long-range courier Surak transported Commander Spock from planet Vulcan to rendezvous with the USS Enterprise, which was en route to intercept V'Ger. (Star Trek: The Motion Picture)
In that same year, another long range shuttle, the Laika, attempted to contact the communications array Epsilon IX. (Star Trek: The Motion Picture)
A model of a long range shuttle was on display in the guest quarters aboard the USS Enterprise-D that the Brekkians Langor and Sobi stayed in late 2364. (TNG: "Symbiosis")
Wesley Crusher kept a similar model of the shuttle in his quarters aboard the Enterprise-D in 2365. (TNG: "The Dauphin")
A graphic display of a long range shuttle appeared on the USS Voyager's library computer screen that was viewed by One after Seven of Nine had activated the drone's linguistic database, and allowed him to assimilate information. (VOY: "Drone")
Throughout the rest of 2374, as well as in the year that followed, graphics of the long range shuttle appeared on the USS Defiant's library computer display. (DS9: "Favor the Bold", "Sacrifice of Angels", "What You Leave Behind")
The graphic was also seen among the data that Seven of Nine assimilated in early 2376. (VOY: "The Voyager Conspiracy")
Friday, December 28, 2018
I've built this model before, except now this one has the Para Grafix upgrade and the Voodoo FX lighting kit. The other edition that I added myself were the headlights.
Try as many might it is impossible to get this kit to be accurate to the filming miniature.
The filming model has a taller boxier appearance whereas the Mobius/Aurora kit has a lower racier appearance. The only way to fix this would be to create a new kit.
The Moonbus is a fictional spacecraft from the movie 2001: A Space Odyssey. The vehicle is a small, low altitude rocket craft meant to be used for quick transportation of passengers and cargo above the surface of the Moon
Moonbus is a fictitious transportation vehicle which appears in the film 2001: A Space Odyssey. The word “moonbus” isn't referred to explicitly in the film itself; rather, it's called a “rocket bus” in dialogue, and, in an early draft of the screenplay, is described as a “moon rocket bus”.A moonbus is a vehicle for transporting cargo and personnel across the surface of the Moon. Its mode of operation is to maintain a fixed cruising altitude by sustained downward thrust from a battery of rocket motors, exactly balancing the Moon's force of gravity. Horizontal motion is imparted by brief horizontal bursts of thrust. The Moon is airless. In the absence of aerodynamic drag, the vehicle continues to travel unimpeded as long as altitude above geographical obstacles is maintained.
In reality this scheme is possible, but also wasteful. Due to the Oberth effect, the more efficient use of propellant is to hurl the craft on a ballistic trajectory which intersects the lunar surface at the departure and destination points. Thrust would be exerted only during a boost phase at departure, and during approach to destination for a soft landing.
Sunday, December 23, 2018
Thursday, December 6, 2018
You may have noticed that I haven't built anything for awhile. This is because I've been suffering from model builders burnout and I've been taking a break. In the mean time I've been focusing on my LP collection and my stereo system upgrades. I'm trying to put together the best system I can using vintage components. One can build a pretty good system on the cheap when going vintage.
But not to worry. I'll be back building models again in no time.
Friday, November 2, 2018
I strongly suspect while building this kit is that it's actually made from the molds of the old 21st Century Toys pre built planes from a few years ago.
The Focke-Wulf Fw 190 Würger was used by the Luftwaffe during the Second World War in a variety of roles. Like the Messerschmitt Bf 109, the Fw 190 was employed as a "workhorse", and proved suitable for a wide variety of roles, including air superiority fighter, strike fighter, ground-attack aircraft, escort fighter, and operated with less success as a night fighter. It served on all the German fronts: Eastern Front, Western Front, North African Campaign and the Defence of the Reich.
When it was first introduced in August 1941, it quickly proved to be superior in all but turn radius to the Royal Air Force (RAF) front-line fighter, the Spitfire Mk. V variant. The 190 wrested air superiority away from the RAF until the introduction of the vastly improved Spitfire Mk. IX in July 1942 restored qualitative parity. The Fw 190 made its air combat debut on the Eastern Front much later, in November/December 1942. The Fw 190 made a significant impact seeing service as a fighter and fighter-bomber. The fighter and its pilots proved just as capable as the Bf 109 in aerial combat, and in the opinion of German pilots who had flown both fighters, the Fw 190 presented increased firepower and manoeuvrability at low to medium altitude.
The Fw 190 became the backbone of Jagdwaffe (Fighter Force) along with the Bf 109. On the Eastern Front, owing to its versatility, the Fw 190 was used in Schlachtgeschwader (Attack Wings) which were specialised ground attack units. The units achieved much success against Soviet ground forces. As an interceptor, the Fw 190 underwent improvements to make it effective at high altitude, allowing the 190 to maintain relative parity with its Allied counterparts. The Fw 190A series' performance decreased at high altitudes (usually 6,000 m (20,000 ft) and above), which reduced its usefulness as a high-altitude fighter, but these complications were mostly rectified in later models, notably the Focke-Wulf Fw 190D variant, which was introduced in September 1944. In spite of its successes, it never entirely replaced the Bf 109. The Fw 190 was well liked by its pilots. Some of the Luftwaffe's most successful fighter aces flew the Fw 190, including Otto Kittel with 267 victories, Walter Nowotny with 258, and Erich Rudorffer with 222 claimed. A great many of their kills were claimed while flying the Fw 190.
Tuesday, October 9, 2018
This aircraft served in Finland 1942 - 1943.
The Focke-Wulf Fw 189 Uhu ("Eagle Owl") is a German twin-engine, twin-boom, three-seat tactical reconnaissance and army cooperation aircraft. It first flew in 1938 (Fw 189 V1), entered service in 1940 and was produced until mid-1944.
In addition, Focke-Wulf used this airframe in response to a tender request by the RLM for a dedicated ground-attack airplane, and later submitted an armored version for trials. However, the Henschel Hs 129 was selected instead.
In 1937, the German Ministry of Aviation issued a specification for a short-range, three-seat reconnaissance aircraft with a good allround view to support the German army in the field, replacing the Henschel Hs 126, which had just entered service. A power of about 850–900 hp (630–670 kW) was specified. The specification was issued to Arado and Focke-Wulf. Arado's design, the Ar 198, which was initially the preferred option, was a relatively conventional single-engined high-wing monoplane with a glazed gondola under the fuselage. Focke-Wulf's chief designer Kurt Tank's design, the Fw 189, was a twin-boom design, powered by two Argus As 410 engines instead of with an expected single engine. As a "twin-boom" design like the earlier Dutch Fokker G.I from 1938, the Fw 189 used a central crew gondola for its crew accommodation, which for the Fw 189 would be designed with a heavily glazed and framed "stepless" cockpit forward section, which used no separate windscreen panels for the pilot (as with many German medium bombers from 1938 onwards). Blohm & Voss, however, proposed as a private venture something even more radical: chief designer Dr. Richard Vogt's unique asymmetric BV 141. Orders were placed for three prototypes, each of the Arado and Focke-Wulf designs, in April 1937.
The Fw 189 was produced in large numbers, at the Focke-Wulf factory in Bremen, at the Bordeaux-Merignac aircraft factory (Avions Marcel Bloch's factory, which became Dassault Aviation after the war) in occupied France, then in the Aero Vodochody aircraft factory in Prague, occupied Czechoslovakia. Total production was 864 aircraft of all variants.
Called the Fliegende Auge ("Flying Eye") of the German Army, the Fw 189 was used extensively on the Eastern Front with great success. It was nicknamed "Rama" ("frame" in the Russian, Ukrainian and Polish languages) by Soviet forces, referring to its distinctive tailboom and stabilizer shapes, giving it the characteristic quadrangular appearance. Despite its low speed and fragile looks, the Fw 189's manoeuvrability made it a difficult target for attacking Soviet fighters. When attacked, the Fw 189 was often able to out-turn attacking fighters by simply flying in a tight circle into which enemy fighters could not follow.
One Fw 189 survives today. Its story starts on May 4, 1943 when Fw 189 V7+1H (Werk Nr. 2100), of 1./Nahaufklärungsgruppe 10, with V7 originally the Geschwaderkennung code for Heeres-Aufklärungsgruppe 32 based at Pontsalenjoki (due east of Kuusamo, and within the south-central area of modern Russia's Republic of Karelia) took off on a mission to photograph the Loukhi-3 airbase from an altitude of 6,000 m (20,000 ft), then to continue north along the Murmansk-Leningrad railway. Approximately 31 minutes after taking off, V7+1H was attacked by Lend-Lease-acquired Soviet Hawker Hurricane fighters. The aircraft dived to escape the fighters, but owing to damage already suffered, could not pull out in time, and it struck the treetops. The tail was torn off, and the crew nacelle left hanging upside down within the trees. The pilot, Lothar Mothes, survived but one crewman was killed in the crash and the third died from blood loss as a result of a severed leg. Incredibly, Mothes was able to survive two weeks in sub-zero temperatures, evading Soviet patrols while eating bark and grubs as he walked back to his base. Mothes spent the next nine months in a hospital recovering from severe frostbite before returning to the front line, eventually to fly another 100 missions.
In 1991, the wreckage of V7+1H was found in the Russian forest where it had remained for 48 years. The aircraft was purchased by a group of British aircraft enthusiasts and was shipped to the UK, arriving in the town of Worthing, West Sussex in March 1992. The Focke Wulf 189 Restoration Society was formed to restore the aircraft to flying condition. Her former pilot, Lothar Mothes, met up again with his aircraft at the 1996 Biggin Hill Airshow.
It was reported that this aircraft was acquired by Paul Allen’s Flying Heritage Collection. However, its current state is not publicly known.
Saturday, October 6, 2018
I didn't make the poster.
5-25-77 is a coming of age film written and directed by Patrick Read Johnson and produced by Fred Roos and Gary Kurtz. It stars John Francis Daley as a teenage filmmaker living in Wadsworth, Illinois, and his excitement for the premiere of Star Wars on May 25, 1977. Johnson began funding the project in 2001 and filming took place from 2004-2006. Additional shots were filmed in 2015 and 2016, making the filming course span a total of thirteen years.
The film was first known as 5-25-77; the title was then changed to '77. In 2012, the title was reverted to 5-25-77.
The film was finally released in May 2017.
Monday, September 17, 2018
USS Monitor was an iron-hulled steamship. Built during the American Civil War, she was the first ironclad warship commissioned by the Union Navy. Monitor is most famous for her central role in the Battle of Hampton Roads on 9 March 1862, where, under the command of Lieutenant John Worden, she fought the casemate ironclad CSS Virginia (built on the hull of the former steam frigate USS Merrimack) to a standstill. The unique design of the ship, distinguished by its revolving turret which was designed by American inventor Theodore Timby, was quickly duplicated and established the monitor type of warship.
The remainder of the ship was designed by the Swedish-born engineer and inventor John Ericsson and hurriedly built in Brooklyn in only 101 days. Monitor presented a new concept in ship design and employed a variety of new inventions and innovations in ship building that caught the attention of the world. The impetus to build Monitor was prompted by the news that the Confederates were building an ironclad warship, named Virginia, that could effectively engage the Union ships blockading Hampton Roads and the James River leading to Richmond and ultimately advance on Washington, D.C. and other cities, virtually unchallenged. Before Monitor could reach Hampton Roads, the Confederate ironclad had destroyed the sail frigates USS Cumberland and USS Congress and had run the steam frigate USS Minnesota aground. That night Monitor arrived and the following morning, just as Virginia set to finish off Minnesota, the new Union ironclad confronted the Confederate ship, preventing her from wreaking further destruction on the wooden Union ships. A four-hour battle ensued, both ships pounding the other with close-range cannon fire, although neither ship could destroy or seriously damage the other. This was the first-ever battle fought between two armored warships and marked a turning point in naval warfare.
After the Confederates were forced to destroy Virginia as they withdrew in early May, Monitor sailed up the James River to support the Union Army during the Peninsula Campaign. The ship participated in the Battle of Drewry's Bluff later that month and remained in the area giving support to General McClellan's forces on land until she was ordered to join the blockaders off North Carolina in December. On her way there she foundered while under tow, during a storm off Cape Hatteras on the last day of the year. Monitor's wreck was discovered in 1973 and has been partially salvaged. Her guns, gun turret, engine and other relics are on display at the Mariners' Museum in Newport News, Virginia.
The Navy tested an "underwater locator" in August 1949 by searching an area south of the Cape Hatteras Lighthouse for the wreck of Monitor. It found a 140-foot (42.7 m) long object bulky enough to be a shipwreck, in 310 feet (94.5 m) feet of water that was thought to be Monitor, but powerful currents negated attempts by divers to investigate. Retired Rear Admiral Edward Ellsberg proposed using external pontoons to raise the wreck in 1951, the same method of marine salvage he had used on the sunken submarine S-51, for the cost of $250,000. Four years later, Robert F. Marx claimed to have discovered the wreck based on the idea she had drifted into shallow water north of the lighthouse before sinking. Marx said he had dived on the wreck and placed a Coke bottle with his name on it in one of the gun barrels, although he never provided any proof of his story.
Interest in locating the ship revived in the early 1970s and Duke University, the National Geographic Society and the National Science Foundation sponsored an expedition in August 1973 to search for the wreck using a towed sonar system. The Duke team was led by John G. Newton (no known relation to the Isaac Newton that served on the Monitor). On 27 August, Monitor was discovered 111 years after sinking, near Cape Hatteras at coordinates Coordinates: . They sent a camera down to photograph the wreck, but the pictures were so fuzzy as to be useless; on a second attempt the camera snagged something on the wreck and was lost. The sonar images did not match what they expected the wreck to look like until they realized that the sinking vessel had turned over while descending and was resting at the bottom upside down. The team announced their discovery on 8 March 1974. Another expedition was mounted that same month to confirm the discovery and the research submersible Alcoa Sea Probe was able to take still photos and video of the wreck that confirmed it was Monitor.
These photos revealed that the wreck was disintegrating and the discovery raised another issue. Since the Navy had formally abandoned the wreck in 1953, it could be exploited by divers and private salvage companies as it lay outside North Carolina's territorial limits. To preserve the ship, the wreck, and everything around it, a .5-nautical-mile (0.93 km; 0.58 mi) radius was designated as the Monitor National Marine Sanctuary, the first U.S. marine sanctuary, on 30 January 1975. Monitor was also designated a National Historic Landmark on 23 June 1986.
Initial efforts in 1995 by Navy and NOAA divers to raise the warship's propeller were foiled by an abnormally stormy season off Cape Hatteras. Realizing that raising the whole wreck was impractical for financial reasons as well as the inability to bring up the wreck intact, NOAA developed a comprehensive plan to recover the most significant parts of the ship, namely her engine, propeller, guns, and turret. It estimated that the plan would cost over 20 million dollars to implement over four years. The Department of Defense Legacy Resource Management Program contributed $14.5 million. The Navy divers, mainly from its two Mobile Diving and Salvage Units, would perform the bulk of the work necessary in order to train in deep sea conditions and evaluate new equipment.
Another effort to raise Monitor's propeller was successful on 8 June 1998, although the amount of effort required to work in the difficult conditions off Cape Hatteras was underestimated and the fewer than 30 divers used were nearly overwhelmed. The 1999 dive season was mostly research oriented as divers investigated the wreck in detail, planning how to recover the engine and determining if they could stabilize the hull so that it would not collapse onto the turret. In 2000 the divers shored up the port side of the hull with bags of grout, installed the engine recovery system, an external framework to which the engine would be attached, in preparation for the next season, and made over five times as many dives as they had the previous season.
The 2001 dive season concentrated on raising the ship's steam engine and condenser. Hull plates had to be removed to access the engine compartment and both the engine and the condenser had to be separated from the ship, the surrounding wreckage and each other. A Mini Rover ROV was used to provide visibility of the wreck and divers to the support staff above water. The engine was raised on 16 July and the condenser three days later by the crane barge Wotan. Saturation diving was evaluated by the Navy that dive season on Monitor and proved to be very successful, allowing divers to maximize their time on the bottom.The surface-supplied divers evaluated the use of heliox due to the depth of the wreck. It also proved to be successful once the dive tables were adjusted.
With Tropical Storm Cristobal bearing down on the recovery team, and time and money running out, the team made the decision to raise the turret on 5 August 2002, after 41 days of work, and the gun turret broke the surface at 5:30 pm to the cheers of everyone aboard Wotan and other recovery ships nearby. As archaeologists examined the contents of the turret after it has been landed aboard Wotan, they discovered a second skeleton, but removing it did not begin until the turret arrived at the Mariners' Museum for conservation. The remains of these sailors were transferred to the Joint POW/MIA Accounting Command (JPAC) at Hickam Air Force Base, Hawaii, in the hope that they could be identified.
In 2003 NOAA divers and volunteers returned to the Monitor with the goal of obtaining overall video of the site to create a permanent record of the current conditions on the wreck after the turret recovery. Jeff Johnston of the Monitor National Marine Sanctuary (MNMS) also wanted a definitive image of the vessel's pilothouse. During the dives, Monitor's iron pilothouse was located near the bow of the vessel and documented for the first time by videographer Rick Allen, of Nautilus Productions, in its inverted position.
Conservation of the propeller was completed nearly three years after its recovery and it is on display in the Monitor Center at the Mariners' Museum. As of 2013, conservation of the engine, its components, the turret and the guns continues. The Dahlgren guns were removed from the turret in September 2004 and placed in their own conservation tanks. Among some of the artifacts recovered from the sunken vessel was a red signal lantern, possibly the one used to send a distress signal to Rhode Island and the last thing to be seen before Monitor sank in 1862 – it was the first object recovered from the site in 1977. A gold wedding band was also recovered from the hand of the skeletal remains of one of Monitor's crew members found in the turret.
Northrop Grumman Shipyard in Newport News constructed a full-scale non-seaworthy static replica of Monitor. The replica was laid down in February 2005 and completed just two months later on the grounds of the Mariners' Museum. The Monitor National Marine Sanctuary conducts occasional dives on the wreck to monitor and record any changes in its condition and its environment.
The Greenpoint Monitor Monument in McGolrick Park, Brooklyn, depicts a sailor from Monitor pulling on a capstan. The sculptor Antonio de Filippo was commissioned by the State of New York in the 1930s for a bronze statue to commemorate the Battle of Hampton Roads, John Ericsson, and the crew of the ship. It was dedicated on 6 November 1938. A vandal doused it with white paint on 7 January 2013.
In 1995 the U.S. Postal Service issued a stamp commemorating USS Monitor and CSS Virginia depicting the two ships while engaged in their famous battle at Hampton Roads. For an image of the stamp, see footnote link.
The 150th anniversary of the ship's loss prompted several events in commemoration. A memorial to Monitor and her lost crew members was erected in the Civil War section of Hampton National Cemetery by NOAA's Office of National Marine Sanctuaries, together with the U.S. Navy and the U.S. Department of Veterans Affairs, and dedicated on 29 December 2012. The Greenpoint Monitor Museum commemorated the ship and her crew with an event on 12 January 2013 at the grave sites of those Monitor crew members buried in Green-Wood Cemetery in Brooklyn, followed by a service in the cemetery's chapel.
New Jersey-based indie rock band Titus Andronicus named their critically acclaimed sophomore album, 2010's The Monitor, for the ship. Featured on the album's sleeve are the crewmen of Monitor, taken from a tintype portrait. The album's interwoven references to the Civil War include speeches and writings from the period, as well as the side-long closing track "The Battle of Hampton Roads". The latter refers to the Monitor's encounter with CSS Virginia in prominent detail. Singer/guitarist Patrick Stickles commented while making the album that he was inspired by Ken Burns's The Civil War and the ship itself so much that he decided to name Titus Andronicus's second album in its honor.
Friday, September 7, 2018
The Dornier Do 335 Pfeil ("Arrow") was a World War II heavy fighter built by the Dornier company. The two-seater trainer version was called Ameisenbär ("anteater"). The Pfeil's performance was much better than other twin-engine designs due to its unique push-pull configuration and the lower aerodynamic drag of the in-line alignment of the two engines. It was Nazi Germany's fastest piston-engined aircraft of World War II. The Luftwaffe was desperate to get the design into operational use, but delays in engine deliveries meant that only a handful were delivered before the war ended.
The origins of the Do 335 trace back to World War I when Claude Dornier designed a number of flying boats featuring remotely driven propellers and later, due to problems with the drive shafts, tandem engines. Tandem engines were used on most of the multi-engine Dornier flying boats that followed, including the highly successful Do J Wal and the gigantic Do X. The remote propeller drive, intended to eliminate parasitic drag from the engine entirely, was tried in the innovative but unsuccessful Do 14, and elongated, tubular drive shafts as later used in the Do 335 saw use in the rear engines of the four-engined, twinned tandem-layout Do 26 flying boat.
There are many advantages to this design over the more traditional system of placing one engine on each wing, the most important being power from two engines with the frontal area (and thus drag) of a single-engine design, allowing for higher performance. It also keeps the weight of the twin powerplants near, or on, the aircraft centerline, increasing the roll rate compared to a traditional twin. In addition, a single engine failure does not lead to asymmetric thrust, and in normal flight there is no net torque, so the plane is easy to handle. The choice of a full "four-surface" set of cruciform tail surfaces in the Do 335's rear fuselage design, included a ventral vertical fin–rudder assembly to project downwards from the extreme rear of the fuselage, in order to protect the rear propeller from an accidental ground strike on takeoff. The presence of the rear pusher propeller also mandated the provision for an ejection seat for safe escape from a damaged aircraft, and designing the rear propeller and dorsal fin mounts to use explosive bolts to jettison them before an ejection was attempted — as well as twin canopy jettison levers, one per side located to either side of the forward cockpit interior just below the sills of the five-panel windscreen's sides, to jettison the canopy from atop the cockpit before ejection.
In 1939, Dornier was busy working on the P.59 high-speed bomber project, which featured the tandem engine layout. In 1940, he commissioned a test aircraft, closely modeled on the airframe of the early versions of the Dornier Do 17 bomber but only 40% of the size of the larger bomber, with no aerodynamic bodies of any sort on the wing panels (the original Do 17 had twin engine nacelles on its wings) and fitted with a retractable tricycle landing gear to validate his concept for turning the rear pusher propeller with an engine located far away from it and using a long tubular driveshaft. This aircraft, the Göppingen Gö 9, showed no unforeseen difficulties with this arrangement, but work on the P.59 was stopped in early 1940 when Hermann Göring ordered the cancellation of all projects that would not be completed within a year or so.
In May 1942, Dornier submitted an updated version with a 1,000 kg (2,200 lb) bombload as the P.231, in response to a requirement for a single seat, Schnellbomber-like high-speed bomber/intruder. P.231 was selected as the winner after beating rival designs from Arado, Junkers, and Blohm & Voss development contract was awarded as the Do 335. In autumn 1942, Dornier was told that the Do 335 was no longer required, and instead a multi-role fighter based on the same general layout would be accepted. This delayed the prototype delivery as it was modified for the new role.
On 23 May 1944, Hitler, as part of the developing Jägernotprogramm directive, which took effect on 3 July, ordered maximum priority to be given to Do 335 production. The main production line was intended to be at Manzell, but a bombing raid in March destroyed the tooling and forced Dornier to set up a new line at Oberpfaffenhofen. The decision was made, along with the rapid shut-down of many other military aircraft development programs, to cancel the Heinkel He 219 night fighter, which also used the DB 603 engines, and use its production facilities for the Do 335 as well. However, Ernst Heinkel managed to delay, and eventually ignore, its implementation, continuing to produce examples of the He 219A.
At least 16 prototype Do 335s were known to have flown (V1–V12, W.Nr 230001-230012 and Muster-series prototypes M13–M17, W.Nr 230013-230017) on a number of DB603 engine subtypes including the DB 603A, A-2, G-0, E and E-1. The first preproduction Do 335 (A-0s) starting with W.Nr 240101, Stammkennzeichen VG+PG, were delivered in July 1944. Approximately 22 preproduction aircraft were thought to have been completed and flown before the end of the war, including approximately 11 A-0s converted to A-11s for training purposes. One such aircraft was transferred to the Royal Aircraft Establishment in Farnborough, and later, after a rear-engine fire burnt through the elevator controls during a flight, crashed onto a local school.
The first 10 Do 335 A-0s were delivered for testing in May. By late 1944, the Do 335 A-1 was on the production line. It was similar to the A-0 but with the uprated DB 603 E-1 engines and two underwing hardpoints for additional bombs, drop tanks or guns. It had a maximum speed of 763 km/h (474 mph) at 6 500 m (21 300 ft) with MW 50 boost, or 686 km/h (426 mph) without boost, and climbed to 8 000 m (26 250 ft) in under 15 minutes. Even with one engine out, it reached about 563 km/h (350 mph).
Delivery commenced in January 1945. When the United States Army overran the Oberpfaffenhofen factory in late April 1945, only 11 Do 335 A-1 single-seat fighter-bombers and two Do 335 A-12 trainers had been completed.
French ace Pierre Clostermann claimed the first Allied combat encounter with a Pfeil in April 1945. He describes leading a flight of four Hawker Tempests from No. 3 Squadron RAF over northern Germany, when he intercepted a lone Do 335 flying at maximum speed at treetop level. Detecting the British aircraft, the German pilot reversed course to evade. Despite the Tempests' considerable low altitude speed, the Royal Air Force fighters were not able to catch up or even get into firing position.
Only one Do 335 survives, the second preproduction Do 335 A-0, designated A-02, with construction number (Werknummer) 240 102, and factory radio code registration, or Stammkennzeichen, of VG+PH. The aircraft was assembled at the Dornier plant in Oberpfaffenhofen, Bavaria on 16 April 1945. It was captured by Allied forces at the plant on 22 April 1945. VG+PH was one of two Do 335s to be shipped to the United States aboard the Royal Navy escort carrier HMS Reaper, along with other captured German aircraft, to be used for testing and evaluation under a USAAF program called "Operation Lusty". One Do 335 (registration FE-1012) went to the USAAF and was tested in early 1946 at Freeman Field, Indiana, USA. Its fate is not recorded.
VG+PH went to the Navy for evaluation and was sent to the Test and Evaluation Center, Patuxent River Naval Air Station, Maryland, USA. Following testing from 1945 to 1948, the aircraft languished in outside storage at Naval Air Station Norfolk. In 1961, it was donated to the Smithsonian's National Air Museum, though it remained in deteriorating condition at Norfolk for several more years before being moved to the National Air and Space Museum's storage facility in Suitland, Maryland. In October 1974, VG+PH was returned to the Dornier plant in Oberpfaffenhofen, Germany (then building the Alpha Jet) for a complete restoration. In 1975, the aircraft was restored by Dornier employees, many of whom had worked on the airplane originally. They were surprised that the explosive charges built into the aircraft to blow off the dorsal fin and rear propeller prior to pilot ejection were still installed and active 30 years later.
Following restoration the completed Do 335 was displayed at the Hannover, Germany Airshow from 1 May to 9 May 1976. After the air show, the aircraft was loaned to the Deutsches Museum in Munich, where it was on display until 1988, when it was shipped back to Silver Hill, Maryland. VG+PH can be seen today in the Steven F. Udvar-Hazy Center of the National Air and Space Museum alongside other unique late-war German aircraft, such as the only known example of the Arado Ar 234 B-2 Blitz jet reconnaissance-bomber, and the fully restored fuselage and tail surfaces of the only complete surviving Heinkel He 219A Uhu (Eagle-Owl) night fighter (the wings and engines/nacelles are still undergoing restoration).