Facts on the

At the end of  WWII the heads at the RLM tended to use  more of the so called  "Mistelgespanne" (Composite Aircrafts) to fight large targets like bridges and ships.

To find and use the best aiframes for this task a large investigation was ordered. Special interest  focused on  cheap and easy to build airframes, which didn't use up to much  recources and industrial capacities when lost.

Besides a lot of other different composite aircraft constellations the so called "Sprengstoffträger Beethoven" a combination of the Ta 154A and the FW 190 A8 where one of the favourites.

The reason for this was the fact that the Ta 154 didn't meet the expectations as a fighterplane, due to lacks in construction. First of all  the sight was poor, because the cockpit was to low and between the engines. A deathly lack   for a fighter. To use the otherwise airworthy design at all and because of its wooden construction, the RLM in July 1944 thought about its use as an explosives carrier.

At the end of the war the development of the aircraft had made enough progress so six airframes have been build, according to references by the German Magazine "Flugzeug Classic" issue 10.2003. There are no information if and where the aircraft were used and what happend to them after war.
 

 
Construction of the Ta 154 A

Instead of the regular cockpit the TA 154A should get a stripped down version, which would have been connected to the fuselage by four bolts, just ahead of the 5. bulkhead and only would be used for flyover. At operation airfield the cockpit would have been exchanged with a hollow charge warhead. Any technical equipment not necessary was canceled.

The warhead would have been a hollow charge of 2500kg, 3000kg or max. 3500kg weight. Depending on the weight it would have been mounted in more or less distance to the bulkhead. When useing the 3500kg charge additional ballast of 100kg would be mounted to the rear, to even the centre of gravity.

The front landinggear would have been connected to the warhead with struts that seperate by explosive bolts.
The main landingear wouldn't be changed at all except for increasing the pressure on the shock absorbers from 60 to 97 atü (athmospheres). Starting the Mistel would been possible in this configuration from an concrete runway, but landing never was an option.

The guidance aircraft would have been the FW190 A8. Which would be mounted atop the Ta 154 by a scaffold. All controls of the Ta 154 would be controled by the FW190 A8. During approach run both aircraft would be fueled by the Ta 154 . This would increase the range immensely.

Separation from the Ta 154 was planned to be managed by explosive bolts. Therefore the rear strut was blown first to ensure a safe seperation.

Approach run would been accomplished by the Fw 190 A8 and final approach by automatic controlles called "Lagekommando für Höhensteuerung". As a sight control a TSA1 was intended.