G. Bridel [in Schweizerische Strahlflugzeuge und Strahltriebwerke, VHS, Luzern 1976] The Swiss Federal Aircraft Factory's proposal of March 1945 regarding the development of single- and multi-nozzle aircraft was initially pursued on its own.
Under the direction of engineer Greinacher, the N-10 and N-11 proposals were developed, with a classic Rolls-Royce Nene +/1200 radial engine or an Escher-Wyss EW coaxial 3000/4500 turbofan engine being considered for their propulsion.
The fundamental difference in the N-10/N-11 concept was a clear, phased demarcation of development and time requirements between the simpler and faster-to-build N-10 and the N-11, which was planned for a later date. The N-10 and N-11 proposals showed an optimal design of wing sweep and aspect ratio of 35o and 3.1 (tipping safety) at an early stage. The wing leading edge flaps were intended as a temporary measure for the first flight tests, with the outer flaps functioning independently and the inner flaps mechanically coupled to the landing flaps. The landing flap could be designed either as a Fowler flap or as a conventional slotted flap. The arrangement of the air intake openings was also unusual.
The development work on the N-10 and N-11 in Emmen was limited to preliminary studies and basic performance calculations, as well as wind tunnel tests. The performance values that were hoped for are shown in the table below. This considerable performance spectrum should be achieved thanks to the advanced propulsion system (additional combustion or cold jet deflection).
On 17 August, following a meeting of the Commission for Military Aircraft Procurement (KMF) on 8 August, the Emmen proposals were handed over to the then Dornier Werke in Altenrhein for realisation. These later led to the development series P-12, P-13, P-14, P-15 and finally to project P-16 of the company, which had now been renamed Flug- und Fahrzeugwerke Altenrhein (FFA).
Under the direction of engineer Greinacher, the N-10 and N-11 proposals were developed, with a classic Rolls-Royce Nene +/1200 radial engine or an Escher-Wyss EW coaxial 3000/4500 turbofan engine being considered for their propulsion.
The fundamental difference in the N-10/N-11 concept was a clear, phased demarcation of development and time requirements between the simpler and faster-to-build N-10 and the N-11, which was planned for a later date. The N-10 and N-11 proposals showed an optimal design of wing sweep and aspect ratio of 35o and 3.1 (tipping safety) at an early stage. The wing leading edge flaps were intended as a temporary measure for the first flight tests, with the outer flaps functioning independently and the inner flaps mechanically coupled to the landing flaps. The landing flap could be designed either as a Fowler flap or as a conventional slotted flap. The arrangement of the air intake openings was also unusual.
The development work on the N-10 and N-11 in Emmen was limited to preliminary studies and basic performance calculations, as well as wind tunnel tests. The performance values that were hoped for are shown in the table below. This considerable performance spectrum should be achieved thanks to the advanced propulsion system (additional combustion or cold jet deflection).
On 17 August, following a meeting of the Commission for Military Aircraft Procurement (KMF) on 8 August, the Emmen proposals were handed over to the then Dornier Werke in Altenrhein for realisation. These later led to the development series P-12, P-13, P-14, P-15 and finally to project P-16 of the company, which had now been renamed Flug- und Fahrzeugwerke Altenrhein (FFA).
