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    Segelflug (DFS) - The German Institute For The Study of Sailplane Flight. Their First Design Was A

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    Zelea
    The Messerschmitt Me 163 Komet was a German rocket-powered interceptor aircraft designed by Alexander Lippisch. It was the first aircraft to exceed 1000 km/h in level flight and held the airspeed record for almost a decade. Over 300 were built but proved lackluster in combat, destroying 9-18 Allied aircraft but losing 10 themselves. Development began in the late 1930s at the DFS as a glider testbed, before moving to Messerschmitt in 1939 where it was converted to rocket power. Early tests showed excellent performance but unreliable engines.

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    Segelflug (DFS) - The German Institute For The Study of Sailplane Flight. Their First Design Was A

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    Zelea
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    The Messerschmitt Me 163 Komet was a German rocket-powered interceptor aircraft designed by Alexander Lippisch. It was the first aircraft to exceed 1000 km/h in level flight and held the airspeed record for almost a decade. Over 300 were built but proved lackluster in combat, destroying 9-18 Allied aircraft but losing 10 themselves. Development began in the late 1930s at the DFS as a glider testbed, before moving to Messerschmitt in 1939 where it was converted to rocket power. Early tests showed excellent performance but unreliable engines.

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    The Messerschmitt Me 163 Komet was a German rocket-powered interceptor aircraft designed by Alexander Lippisch. It was the first aircraft to exceed 1000 km/h in level flight and held the airspeed record for almost a decade. Over 300 were built but proved lackluster in combat, destroying 9-18 Allied aircraft but losing 10 themselves. Development began in the late 1930s at the DFS as a glider testbed, before moving to Messerschmitt in 1939 where it was converted to rocket power. Early tests showed excellent performance but unreliable engines.

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    56 views2 pages

    Segelflug (DFS) - The German Institute For The Study of Sailplane Flight. Their First Design Was A

    Uploaded by

    Zelea
    The Messerschmitt Me 163 Komet was a German rocket-powered interceptor aircraft designed by Alexander Lippisch. It was the first aircraft to exceed 1000 km/h in level flight and held the airspeed record for almost a decade. Over 300 were built but proved lackluster in combat, destroying 9-18 Allied aircraft but losing 10 themselves. Development began in the late 1930s at the DFS as a glider testbed, before moving to Messerschmitt in 1939 where it was converted to rocket power. Early tests showed excellent performance but unreliable engines.

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    Me 163

    The Messerschmitt Me 163 Komet was a German rocket-powered interceptor aircraft. Designed by
    Alexander Lippisch, it is the only rocket-powered fighter aircraft ever to have been operational and the
    first piloted aircraft of any type to exceed 1000 km/h (621 mph) in level flight. Its performance and
    aspects of its design were unprecedented. German test pilot Heini Dittmar in early July 1944 reached
    1,130 km/h (700 mph), an unofficial flight airspeed record unmatched by turbojet-powered aircraft for
    almost a decade. Over 300 Komets were built, but the aircraft proved lackluster in its dedicated role as
    an interceptor and destroyed between 9 and 18 Allied aircraft against 10 losses. Aside from combat
    losses many pilots were killed during testing and training.

    Work on the design started around 1937 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. Lippisch changed the system of vertical stabilization for the DFS 194's airframe
    from the earlier DFS 39's wingtip rudders, to 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 release
    shortly after takeoff.

    The designers planned to use the forthcoming Walter R-1-203 cold engine of 400 kg (880 lb)
    thrust, which like the self-contained Walter HWK 109-500 Starthilfe RATO booster rocket unit,
    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 112R's
    tail for testing – this was done in competition with Wernher von Braun's bi-propellant,
    alcohol/LOX-fed rocket motors, also with the He 112 as a test airframe – and with the Walter
    catalyzed HTP propulsion format for the first purpose-designed, liquid-fueled rocket aircraft, the
    He 176. Heinkel had also been selected to produce the fuselage for the DFS 194 when it entered
    production,[when?] as it was felt that the highly volatile monopropellant fuel's reactivity with
    organic matter would be too dangerous in a wooden fuselage structure. Work continued under
    the code name Projekt X.[8]

    The division of work between DFS and Heinkel led to problems,[when?] 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 550 km/h (340 mph) in one test.[9]

    In the Me 163B and -C subtypes, a ram-air turbine on the extreme nose of the fuselage, and the
    backup lead-acid battery inside the fuselage that it charged, provided the electrical power for the
    radio, the Revi16B, -C, or -D reflector gunsight, the direction finder, the compass, the firing
    circuits of the cannon, and some of the lighting in the cockpit instrumentation.[citation needed]

    There was an onboard lead/acid battery, but its capacity was limited, as was its endurance, no
    more than 10 minutes, hence the fitted generator.[citation needed]

    The airspeed indicator averaged readings from two sources: the pitot tube on the leading edge of
    the port wing, and a small pitot inlet in the nose, just above the top edge of the underskid
    channel.[citation needed] There was a further tapping-off of pressure-ducted air from the pitot tube
    which also provided the rate of climb indicator with its source.[citation needed]

    The resistance group around the later executed Austrian priest Heinrich Maier had contacts with
    the Heinkelwerke in Jenbach in Tyrol, where important components for the Messerschmitt Me
    163 were also produced. The group passed on relevant information to the Allies. With the
    location sketches of the production facilities, the Allied bombers were able to carry out targeted
    air strikes.[10][11][12]

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