As early as 1937 the Aerowerke Gustav Otlo at Oschersleben participated in the RLM requirement for a heavy Kampfzerstorer with its FP-30 submission. It differed from the other firms' projects in featuring wing- mounted propellers driven remotely from two engines inside the fuselage. Besides AGO, Arado's entry was the ArE561. The point of origin for this project was the multi- seat Ao 192 touring aircraft whose sleek lines and good flying qualities were among the best of its class. The two powerful DB 601 engines coupled nose to nose and located in the wingrool-fuselage junction, were arranged to drive three-bladed airscrews at the extremities of long, slim nacelles in the wings. In another variant of this design, a 24- cylinder DB 606 coupled unit was to have pro- vided the power in place of the DB60ls.
A partial full-size mock-up of the FP-30  (Ao225) was built to study in detail the remote-drive installation for various power- plants. Problems experienced with the design of remote drive mechanisms and angular bevelled gearing as well as strong vibration tendencies ted the AGO designers to consider the use of two separate wing- mounted engines. Because of the complexity of the remote drive system and its difficulty to manufacture, the RLM rejected the proposal on which work was terminated in favour of the Me210 and Ar240. The RLM number 225 was later reassigned to the Focke-Achgelis Fa 225 autogyro, and only a few technical details of the Ao 225 have survived.

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The AGO aircraft factory, Apparatebau GmbH, Oschersleben in the Magdeburg district, falls outside the strict guidelines of the Reich Aviation Ministry in terms of its design and construction
department, because this department was set up without its approval. But how was it possible that such a process was tolerated by the Reich Aviation Ministry in a totally totalitarian regime
that regulated everything? A look at the career of the temporary head of the AGO aircraft factory, Hans Muller, previously president of the Dessau Chamber of Commerce, sheds light on the
matter: Muller, together with senior public prosecutor Lammler, played a key role in the conclusion of the so-called night contract on the night of October 17-18, 1933. This involved politically
motivated blackmail of the 74-year-old Hugo Lunkers with the aim of subsequently expropriating and transferring the Lunkers plant and its works into Reich property. Muller was to take over
Hugo Lunkers' shares as a front man for the Reich. After this villainy, Muller was given the leadership of the AGO-Flugzeugwerke. His resulting proximity to Hermann Göring obviously gave
him a certain "fool’s license" for a short time to set up his own design and development department, which Dr. Heim understood and which Paul Klags acted as a Creative engineer. He
developed his own developments, without exception without being commissioned by the Reich. These projects had only one aim: Muller wanted to transform the AGO from a pure license
business to a development operation. He wanted to move from the Gneisenau construction business to commercial aircraft and thus to lucrative contracts. His plan almost worked: When the
RLM developed a twin-engine pursuit fighter that could also be used as a pilot, the tender was awarded to Foeck-Wulf with the Fw 57, Aracol with the Ar R 561, the Goihaer Waggonhaufabrik with the P 3001 and P 3002 projects and the AGO with the FP 30 long-distance shaft project. Aircraft with a long-distance shaft drive were already available in f here are many different variants. The simplest version was the extension of the propeller shaft, as in the Junkers G 38 or the Dornier Do 18. A simple ferrite shaft connection to two propellers was tested on the W 33, where the engine was housed in the hull. A more complicated variant is the drive of the Heinkel He 119: after testing the simple Jcmclle, experiments were also carried out with a remote shaft in a hollow shaft, which drove two counter-rotating propellers. Two DB 600 or 601 engines were proposed as engines, but the 24-cylinder DB 606 was finally used. Fiat had already developed a similarly complex design in 1931 with the 2850 hp AS.6 and successfully installed it in the Macchi M.C. 72. The drive consisted of two 12-cylinder engines placed one behind the other, with the rear engine having a propeller over the long-distance shaft or the front one having a counter-rotating propeller over a holeshafts are used. The Dutch project Koolhoven F.K. 55 had anti-spindle propellers, which were however driven by a Fem shaft with a gear installed in front. All the variants mentioned could not prevail and were not mentioned in the test or prototype design.
The RLM assigned the number 225 to the FP 50. The Ao 225 is, however, not a further development of the previously different AGO-Ao-192-C version. A copy of the Ao 192 could never have
aroused the interest of the Technical Amtes. The AGO had never managed to do this with any of its six previous projects. Not with the series of the illegal Ao 192, Courier or its planned C-
variants. So no new class would be needed.
The company was relying on the well-known drive Solutions.
This included a head coupling that would connect two opposing 12-cylinder engines and transmit their power via long-distance shafts to two counter-rotating propellers.
The ingenious idea ensured balanced operation of the engines and a low yaw moment of the engines. In September 1950, the Lunkeiv engine works withdrew from the implementation of the
Anirieto. The main problems were coupling the two engines by gear and the problems of damping the shaft vibrations. The requirement for AGO to use propellers that rotate slowly was a
problem, as an external gear was required in front of the propellers. Although the Rl forced the Uinkers to stop working, the work could not be continued at [unkera] due to insufficient capacity and the enormous cost of the project. The short engine works are still in the works for the time being. Time was running out. AGO finally had to present the RLM with a profitable project. This would make it possible to reduce the price of the license fees. The next step was to work on the diesel engine. With the support of the RLM, development work began at DU. Initially, two head-coupled DB 601 s connected to each other by means of a differential gear were planned. The rectangular gears of the two engines were turned at 90 degrees to the transmission shaft and from there to another angle gear for the air screw. The turbocharger system was successfully assembled in a dummy at Daimler and the finished unit to Oschersleben for factory testing.
The gentlemen from the technical department were enthusiastic about the idea of the FP 30, but were keen to grant the urgently needed licensed company official rights that could allow the
factory to be converted to a college. During the work on the Ao 225, the RLM decreed on 20 April 1937 that AGO was not allowed to carry out any further design work after the work had been
completed. In April 1937, an agreement was reached with the technical department. that the RLM would cover all costs incurred up to that point and still outstanding until the long-range
fighter’s final flight was presented. In April 1937, the AGO aircraft manufacturers were awarded the contract to make a purchase. A cost estimate of 2,600 Reichsmarks was agreed upon
during the negotiations. That there would be no further efforts to accelerate the development and construction phase, but to stop it altogether. The RLM gave a clear stop signal. But this
enabled the project to be developed into a series of wind tunnel tests at the AVA in Göttingen from May to September 1938. The Ao 225 also passed this with good results. Two different
versions of the tail unit were tested here. A central control unit was also tested in addition, which was to be built soon. By May 1959, the costs for the development and construction of the
dummy and the functional tail unit had already reached 1,277 Reichsmarks. When the project is in the field testing phase 95 percent of the project was completed, the RLM had already approved 48% of the Reichsmark. The project threatened to become a fiasco: the planned completion date was April 11, 1939.
But the dreams of a successful and innovative aircraft hunter were shattered in the war and the Technical Office was given reason to reconsider the decision of January 20, 1937: during the
test runs under various loads, the vibrations caused by the long-distance waves were greater than expected. The angle and compensating gears also proved to be problematic. They were not suitable for the new frames and their incorrect strueture German difficulties. Even the hastily developed alternative of using a 24-cylinder DB-60t instead of the two 601 s in order to be able to drive on the head coupling ultimately required no change. The RLM was not left without these difficulties and therefore provided further funding for work on the air force fighter. Klages’ only solution was to change the layout within a few days so that the ships could be accommodated in conventional gondolas on the platforms - a risky undertaking in view of the time constraints.
Immediate financing and also in view of the lead that the other manufacturers had with traditional two-lane concepts such as Arado with the Ar 240 or McSeismic with the Me 210. After work
on the Ao 223 had been stopped, the AGO construction Office would have been closed as per instruetions on April 1, 1939. Paul Kiages finally took over the lighting company and moved to
the design and construction department at Fock Achgelis in order to take up the idea of the long-distance drive in Huvkenkamp once again. But in an even more complicated version: the Fa
269 was another ingenious project of this practical lighting technology, which was also supposed to be based on the technology at the time. Incidentally, the staunch party comrade Muller
later fell into disgrace with the Nazi leadership. He was once able to pull his old school shawls out of the altar, but was relieved of his post in May 1944 due to various misconduct.
The unfortunate all-round attack of the Ao 225 at AGO was destroyed during one of the heavy USAAF air raids on the Work an 11 Januari 1944.