AIRCRAFT PROFILE 225 BLUE WW2 LUFTWAFFE MESSERSCHMITT Me163 KOMET ROCKET FIGHTER

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Visit my Ebay Store to find more issues of KOKU FAN, AIRPOWER, WINGS, AIR CLASSICS, FINE SCALE MODELLER, SCALE AIRCRAFT MODELLER, SCALE AVIATION MODELLER INTERNATIONAL, AIRPLANE (ORBIS), WARPLANE (ORBIS), ILLUSTRATED ENCYCLOPEDIA OF AIRCRAFT, NAVAL AVIATION NEWS, AIR COMBAT, WAR MONTHLY, HISTORY OF THE SECOND WORLD WAR, COMBAT AIRCRAFT, AIR FAN, OSPREY AIRCRAFT OF THE ACES, AIRCRAFT PROFILE, SEA CLASSICS, AIR INTERNATIONAL, AIR ENTHUSIAST, ALL HANDS, FLYING, FLYPAST, AEROPLANE MONTHLY, RAF FLYING REVIEW, AIRCRAFT ILLUSTRATED, AIR EXTRA, TAKE OFF, THE ELITE, AIR FORCES MONTHLY, WAR MACHINE (ORBIS), MODEL AIRPLANE NEWS --------------------------------------------------------------------------------------------------------------------------- Additional Information from Internet Encyclopedia The Messerschmitt Me 163 Komet, designed by Alexander Lippisch, was a German rocket-powered fighter aircraft. It is the only rocket-powered fighter aircraft ever to have been operational. Its design was revolutionary, and the Me 163 was capable of performance unrivaled at the time. German test pilot Heini Dittmar in early July 1944 reached 1,130 km/h (700 mph), a flight airspeed record. Over 300 aircraft were built, but the Komet proved ineffective as a fighter and was responsible for the destruction of only about nine Allied aircraft. (16 air victories for 10 losses, according to other sources.) Work on the design started under the aegis of the Deutsche Forschungsanstalt für Segelflug (DFS)the German Institute for the Study of sailplane flight. Their first design was a conversion of the earlier Lippisch Delta IV known as the DFS 39 and used purely as a glider testbed of the airframe. A larger follow-on version with a small propeller engine started as the DFS 194. This version used wingtip-mounted rudders, which Lippisch felt would cause problems at high speed. He later redesigned them to be mounted on a conventional vertical stabilizer at the rear of the aircraft. The design included a number of features from its origins as a glider, notably a skid used for landings, which could be retracted into the aircraft's keel in flight. For takeoff, a pair of wheels, each mounted onto the ends of a specially designed cross-axle, were needed due to the weight of the fuel, but the wheels, forming a takeoff "dolly" under the landing skid, were released shortly after takeoff. The designers planned to use the forthcoming Walter R-1-203 cold engine of 400 kg (880 lb) thrust, which used a monopropellant consisting of stabilized HTP known by the name T-Stoff. Heinkel had also been working with Hellmuth Walter on his rocket engines, mounting them in the He 112 for testing, and later in the first purpose-designed rocket aircraft, the He 176. Heinkel had also been selected to produce the fuselage for the DFS 194 when it entered production, as it was felt that the highly volatile fuel would be too dangerous in a wooden fuselage, with which it could react. Work continued under the code name Projekt X. The division of work between DFS and Heinkel led to problems, notably that DFS seemed incapable of building even a prototype fuselage. Lippisch eventually asked to leave DFS and join Messerschmitt instead. On 2 January 1939, he moved with his team and the partly completed DFS 194 to the Messerschmitt works at Augsburg. The delays caused by this move allowed the engine development to "catch up". Once at Messerschmitt, the team decided to abandon the propeller-powered version and move directly to rocket-power. The airframe was completed in Augsburg and in early 1940 was shipped to receive its engine at Peenemünde West, one of the quartet of Erprobungsstelle-designated military aviation test facilities of the Reich. Although the engine proved to be extremely unreliable, the aircraft had excellent performance, reaching a speed of 342 mph (550 km/h) in one test. Production of a prototype series started in early 1941, known as the Me 163. Secrecy was such that the RLM's "GL/C" airframe number, 8-163, was actually that of the earlier, pre-July 1938 Messerschmitt Bf 163 project to produce a small two-passenger light aircraft, which had unsuccessfully competed against the winning Fieseler Fi 156 Storch for a production contract. It was thought that intelligence services would conclude any reference to the number "163" would be for that earlier design. The Me 163A V4 was shipped to Peenemünde to receive the HWK RII-203 engine on May 1941. By 2 October 1941, the Me 163A V4, bearing the radio call sign letters, or Stammkennzeichen, "KE+SW", set a new world speed record of 1,004.5 km/h (624.2 mph), piloted by Heini Dittmar, with no apparent damage to the aircraft during the attempt. Some postwar aviation history publications stated that the Me 163A V3 was thought to have set the record. The 1,004 km/h record figure would not be officially approached until the postwar period by the new jet fighters of the British and U.S., and was not surpassed (except by the later Me 163B V18 in 1944, but seriously damaged by the attempt) until the American Douglas Skystreak turbojet-powered research aircraft did so on 20 August 1947 with no damage. Five prototype Me 163A experimental V aircraft were built, adding to the original DFS 194 (V1), followed by eight pre-production examples designated as "Me 163 A-0". Some doubt once existed about the Stammkennzeichen code assigned to the Me 163A V4 prototype - at one time it was thought to have used the code CD+IM (also speculated to be the A V3's code), but later re-examination of available Luftwaffe records indicated that the sixth through 13th A-series prototypes were assigned the Stammkennzeichen code block of "CD+IK" through "CD+IR", confirming the "KE+SW" designation for the V4 airframe. During testing, the jettisonable main landing gear arrangement, of a differing design to that used on the later B-series production aircraft, was a serious problem. The A-series "dolly" landing gear caused many aircraft to be damaged on takeoff when the wheels rebounded and crashed into the aircraft due to the sizable springs and shock absorbers on the A-series "dolly" devices which possessed well-sprung independent suspension systems for each main wheel, not used on the much simpler, crossbeam-axled B-series aircraft dollies. Malfunctioning hydraulic dampers in the skid or with the pilot simply forgetting to release the hydraulic pressure on the skid before landing, after extending it for touchdown to absorb the force of the landing itself could cause back injuries to the pilot when landing, as the aircraft lacked steering or braking control during landing, and was unable to avoid obstacles. Once on the ground, the aircraft had to be retrieved by a Scheuch-Schlepper, a converted small agricultural vehicle towing a special retrieval trailer that rolled on a pair of short, triple-wheeled continuous track setups (one per side), with twin trailing lifting arms, that lifted the stationary aircraft off the ground from under each wing. Another form of trailer, known also to have been trialled with the later B-series examples, was tried during the Komet's test phase, which used a pair of sausage-shaped air bags in place of the lifting arms and could also be towed by the Scheuch-Schlepper tractor, inflating the air bags to lift the aircraft. The three-wheeled Scheuch-Schlepper tractor used for the task was originally meant for farm use, but such a vehicle with a specialized trailer was required as the Komet was unpowered after exhausting its rocket propellants, and lacked main wheels after landing, from the jettisoning of its "dolly" main gear at takeoff. During flight testing, the superior gliding capability of the Komet proved detrimental to safe landing. As the now un-powered aircraft completed its final descent, it could rise back into the air with the slightest updraft. Since the approach was unpowered, there was no opportunity to make another landing pass. For production models, a set of landing flaps allowed somewhat more controlled landings. This issue remained a problem throughout the program. Nevertheless, the overall performance was tremendous, and plans were made to put Me 163 squadrons all over Germany in 40-kilometre rings (25 mi) around any potential target. Development of an operational version was given the highest priority. A simplified construction format for the Me 163 fighter's airframe was deemed necessary, as the Me 163A version was not truly optimized for large-scale production, with design work starting in December 1941. The result was the Me 163B subtype, which had the desired, more mass-producible fuselage, wing panel, retractable landing skid and tailwheel designs with the previously mentioned unsprung "dolly" takeoff gear, and a generally one-piece nose for the forward fuselage which could incorporate a pioneering example of a "windmill" generator at the extreme front for supplementary electrical power while in flight, as well as a one-piece, perimeter frame-only hinged canopy for ease of production. Meanwhile, Walter had started work on the newer HWK 109-509 bipropellant hot engine, which added a true fuel of hydrazine hydrate and methanol, designated C-Stoff, that burned with the oxygen-rich exhaust from the T-Stoff, used as the oxidizer, for added thrust (see: List of Stoffs). The new powerplant and numerous detail design changes meant to simplify production over the general A-series airframe design resulted in the significantly modified Me 163B of late 1941. Due to the Reichsluftfahrtministerium (RLM) requirement that it should be possible to throttle the engine, the original power plant grew complicated and lost reliability. The fuel system was particularly troublesome, as leaks incurred during hard landings easily caused fires and explosions. Metal fuel lines and fittings, which failed in unpredictable ways, were used as this was the best technology available. Both fuel and oxidizer were toxic and required extreme care when loading in the aircraft, yet there were occasions when Komets exploded on the tarmac from the propellants' hypergolic nature. Both propellants were clear fluids, with different tanker trucks used for delivering each propellant to a particular Komet aircraft, one at a time, with one truck - usually the one delivering the C-Stoff hydrazine/methanol-base fuel - leaving the immediate area of the aircraft following its delivery and capping off of the Komet's fuel tanks from a rear located dorsal fuselage filling point just ahead of the Komet's vertical stabilizer, before the other truck - most often an Opel Blitz tanker truck, of a special Ausführung S model carrying the very reactive T-Stoff hydrogen peroxide oxidizer would come anywhere near to deliver its oxidizer load to the fighter for safety reasons, through a different filling point on the Komet's dorsal fuselage surface, located not far behind the rear edge of the canopy. Following the initial combat trials of the Me 163B with EK 16, during the winter and spring of 1944 Major Wolfgang Späte formed the first dedicated Me 163 fighter wing, (Jagdgeschwader 400 (JG 400) ), in Brandis near Leipzig. JG 400's purpose was to provide additional protection for the Leuna synthetic gasoline works which were raided frequently during almost all of 1944. A further group was stationed at Stargard near Stettin to protect the large synthetic fuel plant at Pölitz (today Police, Poland). Further defensive units of rocket fighters were planned for Berlin, the Ruhr and the German Bight. The first actions involving the Me 163 occurred on 28 July 1944, from I./JG 400's base at Brandis, when two USAAF B-17 Flying Fortress were attacked without confirmed kills. Combat operations continued from May 1944 to spring 1945. During this time, there were nine confirmed kills with 14 Me 163s lost. Feldwebel Siegfried Schubert was the most successful pilot, with three bombers to his credit. Allied fighter pilots soon noted the short duration of the powered flight. They would wait, and when the engine exhausted its propellant supply, pounce on the unpowered Komet. However, the Komet was extremely manoeuvrable in gliding flight. Another Allied method was to attack the fields the Komets operated from and strafe them after the Me 163s landed. Due to the skid-based landing gear system, the Komet was immobile until the Scheuch-Schlepper tractor, could back the trailer up to the nose of the aircraft, place its two rear arms under the wing panels, and jack up the trailer's arms to hoist the aircraft off the ground or place it back on its take-off dolly to tow it back to its maintenance area. 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