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Robert Lusser (19 April 1899 – 19 January 1969) was a German engineer,aircraft designer and aviator. He is remembered both for several well-knownMesserschmitt andHeinkel designs duringWorld War II, and after the war for his theoretical study of the reliability of complex systems. In the post-war era, Lusser also pioneered the development of modernski bindings, introducing the firstteflon anti-friction pads to improve release.
Lusser was born inUlm. As a pilot, he won the International Light Aircraft Contest in France in 1928. Next he participated in three out of fourFAI International Tourist Plane Contests, flyingKlemm aircraft, and completed all three taking quite high places (Challenge 1929: 4th,Challenge 1930: 13th, andChallenge 1932: 10th).[1] In August 1930 he was 3rd in the handicapped raceGiro Aereo d'Italia in Italy.[2]
Lusser's first jobs were with theKlemm andHeinkel companies, before joining the newly relaunchedBayerische Flugzeugwerke (Bavarian Aircraft Works) in 1933. There, he assistedWilly Messerschmitt with his design for a touring aircraft, the Messerschmitt M37. This was later put into production as theMesserschmitt Bf 108, and formed the basis for the company's best known product, theBf 109fighter aircraft. By 1934, Lusser was head of Messerschmitt's design bureau and in charge of theBf 110 heavy fighter project. In 1938 the company was renamedMesserschmitt.
Lusser stayed with the company until 1938, when he returned toHeinkel. There, he led the design of two highly sophisticated aircraft that never reached their full potential - theHe 280 and theHe 219. The He 280 was the first jet fighter to leave the drawing board, but which theRLM (Reichsluftfahrtministerium - "Reich Aviation Ministry") passed over in favour of theMesserschmitt Me 262. The He 219 was an advanced night-fighter design that was rejected by the RLM in August 1941 as being too complex to order into production because of its many innovations.Ernst Heinkel immediately dismissed Lusser and resubmitted a simplified design that eventually saw limited production.
From Heinkel, Lusser went toFieseler, and there became involved with the company's efforts to produce a pilotless aircraft, initially designated the Fi 103. This was a collaborative effort between the company and engine manufacturerArgus, who were developing apulsejet. Lusser worked with Argus engineerFritz Gosslau to refine the design. The project was an initiative of the two companies, begun by Argus as early as 1934, and received little official interest untilErhard Milch recognised its potential in 1942 and assigned it high priority.Nazi propaganda dubbed thisflying bomb theV1, (Vergeltungswaffe - "revenge weapon"). It was a design competing withWernher von Braun' s "V2" vertical takeoff rocket. Despite initial demonstrations before Luftwaffe made the V2 look more reliable, it was decided both designs should proceed into production. Lusser and von Braun were rivals, and even later their relationship was never frictionless. Near Wolfsburg, Lusser found the main design flaw of his rocket, which turned out to be an underdimensioned main wing spar, as the ramp up of production began. From there on, the design worked.
The family investigation of Lusser's life and the Allied bombing raid that killed his wife Hilde Lusser in a Bavarian farmhouse in March 1945 is the subject of a podcast, "The Man Who Calculated Death."[3][4]
Like many important German engineers, Lusser was brought to theUnited States after the end ofWorld War II. There, he worked for theNavy, theJet Propulsion Laboratory, and in 1953, re-joined von Braun's rocketry team atHuntsville, Alabama. During his six years there, he formalised his theories of reliability, which focus on the contribution that the reliability of each part makes to the reliability of an overall system. This is now known asLusser's Law. Based on these calculations, he pronounced that von Braun's ambitions of reaching theMoon andMars were doomed to failure because of the complexity of the spacecraft required.
He returned to Germany, and to the Messerschmitt company, by then, Messerschmitt-Bölkow. His alarming reliability study of the adaptations that the company was making to theF-104 Starfighter that it was building under licence turned out to be tragically correct.
In 1961 he ruptured his Achilles tendon while testing his ski'scable bindings in his hotel room atSaas-Fee. He decided to attack the binding problem, developing the first bindings that gripped the toe of the boot, rather than the flange projecting from the front of the sole at the toe. This allowed the toe binding to release in any direction. In 1963 he quit his job at Messerschmitt to start the Lusser Binding Company.[5] This was a major brand until his death on 19 January 1969 inMunich.
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| Preceded by | Head of New Projects atMesserschmitt 1933 - 1938 | Succeeded by |
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