Messerschmitt Me 163 Komet - Messerschmitt Me 163 Komet

Buni chalkashtirib yubormaslik kerak Messerschmitt Bf 163.
Men 163 Komet
Messerschmitt Me 163B USAF.jpg
Amerika Qo'shma Shtatlari havo kuchlari milliy muzeyida namoyish etilgan Me 163B[1]
RolInterceptor
Milliy kelib chiqishiGermaniya
Ishlab chiqaruvchiMesserschmitt
DizaynerAleksandr Lippish
Birinchi parvoz1941 yil 1 sentyabr
Kirish1944
Asosiy foydalanuvchiLuftwaffe
Raqam qurilgan~370[2]
Ichiga ishlab chiqilgan263. Yoqilgan

The Messerschmitt Me 163 Komet nemis tutuvchi samolyot uchun mo'ljallangan nuqta himoyasi bu yagona raketa bilan ishlaydigan Qiruvchi samolyotlar hech qachon ishlamagan va har qanday turdagi birinchi uchuvchi samolyot darajadagi parvozda 1000 km / s (621 milya) dan oshgan. Loyihalashtirilgan Aleksandr Lippish, uning ishlashi va dizayni jihatlari misli ko'rilmagan edi. Germaniyalik sinov uchuvchisi Xeyni Dittmar 1944 yil iyul oyining boshida norasmiy ravishda 1130 km / soat (700 milya) ga yetdi parvozning tezligi bo'yicha rekord tengsiz turbojet - deyarli o'n yil davomida samolyotlar.

300 dan ortiq Komets qurilgan, ammo samolyot tutuvchi rolidagi qobiliyatsizligini isbotladi va 9 dan 18 gacha yo'q qilindi. Ittifoqdosh 10 ta yo'qotishlarga qarshi samolyot.[3][4] Jangovar yo'qotishlardan tashqari, ko'plab uchuvchilar sinovlar va mashg'ulotlar paytida halok bo'lishdi.[5]

Rivojlanish

Me 16 ning rivojlanishi
A Me 163 lar HWK 109-509A dvigatel
Walter HWK 109-509A-1 raketa dvigatelining holati

Dizayn bo'yicha ishlar 1937 yilda boshlangan [6] homiyligida Deutsche Forschungsanstalt für Segelflug (DFS) - Germaniyani o'rganish instituti yelkanli samolyot parvoz. Ularning birinchi dizayni oldingi konvertatsiya edi Lippis Delta IV nomi bilan tanilgan DFS 39 va shunchaki planer sifatida ishlatilgan samolyot. Kichkina pervanel dvigatelga ega bo'lgan yanada kattaroq versiya DFS 194. Ushbu versiya ishlatilgan qanot uchi - o'rnatilgan rullar, bu Lippish yuqori tezlikda muammolarni keltirib chiqarishi mumkin deb o'ylardi. Lippis DFS 194 samolyoti uchun vertikal stabillash tizimini avvalgi DFS 39 ning qanot uchi rullaridan an'anaviy ravishda o'zgartirdi vertikal stabilizator samolyotning orqa qismida. Loyihalash, samolyot parvoziga uchib ketishi mumkin bo'lgan samolyotga tushish uchun ishlatiladigan sirpanchiq, xususan, planer kabi bir qator xususiyatlarni o'z ichiga olgan. Uchun yechish; uchib ketish, yonilg'ining og'irligi tufayli har biri maxsus ishlab chiqarilgan o'zaro faoliyat o'qning uchlariga o'rnatiladigan bir juft g'ildirak kerak edi, ammo g'ildiraklar parvozni tashkil qildi. qo'g'irchoq qo'nish skid ostida edi parvozdan ko'p o'tmay ozod qilingan.[7]

Dizaynerlar yaqinlashib kelayotgan Walter R-1-203 dan foydalanishni rejalashtirishgan sovuq dvigatel 400 kg (880 lb) tortish kuchi, bu o'z-o'zidan ishlaydigan kabi Valter HWK 109-500 Strafilf RATO raketa kuchaytirgichi, ishlatilgan a monopropellant barqarorlashgan HTP nomi bilan tanilgan T-Stoff. Geynkel bilan ham ishlagan Hellmuth Valter uning raketa dvigatellarida, ularni o'rnatishda U 112R sinov uchun quyruq - bu raqobat bilan amalga oshirildi Verner fon Braun Ikki yoqilg'i, alkogol /LOX - "He 112" va "Valter" bilan birgalikda sinovdan o'tgan raketa dvigatellari katalizlangan Birinchi maqsadli, suyuq yonilg'i bilan ishlaydigan raketa samolyotlari uchun HTP qo'zg'alish formati U 176. Heinkel ishlab chiqarishga kirganda DFS 194 uchun fyuzelyajni ishlab chiqarish uchun tanlangan edi,[qachon? ] yuqori uchuvchan monopropellant yoqilg'ining organik moddalar bilan reaktivligi yog'och korpus tarkibida juda xavfli bo'lishi sezilgandek. Ish kod nomi ostida davom etdi Projekt X.[8]

DFS va Heinkel o'rtasidagi ishlarning bo'linishi muammolarga olib keldi,[qachon? ] DFS hatto a ni qurishga qodir emasdek tuyuldi prototip fyuzelyaj. Lippis oxir-oqibat DFSdan chiqib, unga qo'shilishni iltimos qildi Messerschmitt o'rniga. 1939 yil 2-yanvarda u o'z jamoasi bilan ko'chib o'tdi va DFS 194 ni qisman tugatdi. Augsburg. Ushbu harakat tufayli yuzaga kelgan kechikishlar dvigatelni rivojlantirishga imkon berdi. Messerschmittda bo'lganida, jamoa parvona bilan ishlaydigan versiyadan voz kechishga va to'g'ridan-to'g'ri raketa-quvvatga o'tishga qaror qildi. Samolyot doirasi Augsburgda qurib bitkazildi va 1940 yil boshida uning dvigatelini qabul qilish uchun jo'natildi Peenemünde-G'arbiy, kvartetlaridan biri Erprobungsstelle- Reyxning belgilangan harbiy aviatsiya sinovlari. Dvigatel o'ta ishonchsizligini isbotlagan bo'lsa-da, samolyot bir marotaba 550 km / soat (340 milya) tezlikka erishgan holda juda yaxshi ko'rsatkichlarga ega edi.[9]

Me 163B va -C subtiplarida, a qo'chqor havo turbinasi fyuzelyajning o'ta burni va zaxira nusxasida qo'rg'oshin kislotali akkumulyator u zaryadlangan fyuzelyaj ichida, Revi16B, -C yoki -D radiosi uchun elektr quvvatini beradi reflektorli qurol, yo'nalishni qidiruvchi, kompas, zambarakning o'q otish davrlari va kabinadagi asboblarning ba'zi yoritgichlari.[iqtibos kerak ]

Bortda qo'rg'oshin / kislota batareyasi bor edi, lekin uning quvvati cheklangan edi, uning chidamliligi 10 daqiqadan oshmasligi kerak edi, shuning uchun o'rnatilgan generator.[iqtibos kerak ]

The havo tezligi ko'rsatkichi ikki manbadan o'rtacha o'qishlar: the pitot naychasi port qanotining etakchi chekkasida va pastki kanalning yuqori chetidan biroz yuqoriroq burundagi kichik pitot kirish qismida.[iqtibos kerak ] Pitot trubkasidan bosim o'tkazadigan havoning yana bir marta urilishi sodir bo'ldi, bu esa ko'tarilish indikatorining tezligini manbai bilan ta'minladi.[iqtibos kerak ]

Keyinchalik qatl qilingan avstriyalik ruhoniy atrofidagi qarshilik guruhi Geynrix Mayer Messolchning Me 163 uchun muhim tarkibiy qismlar ishlab chiqarilgan Tirol shahridagi Jenbaxdagi Heinkelwerke bilan aloqada bo'lgan. Guruh ittifoqchilarga tegishli ma'lumotlarni uzatdi. Ishlab chiqarish binolarining joylashuvi eskizlari bilan Ittifoq bombardimonchilari maqsadli havo hujumlarini amalga oshirishga muvaffaq bo'lishdi.[10][11][12]

Men 163A

Me 163A V4 (birinchi prototip) 1941 yilda

1941 yil boshida "deb nomlanuvchi prototip seriyasini ishlab chiqarish Men 163, boshlangan. Maxfiylik shunday edi RLM ning "GL / C" havo kemasi raqami, 8-163, aslida ilgari bo'lgan Messerschmitt Bf 163. Uchta Bf 163 prototipi (V-1-V3) qurildi. Maxfiy xizmatlar "163" raqamiga tegishli har qanday ma'lumotni ilgari ishlab chiqilgan bo'lishi kerak degan xulosaga kelishadi. 1941 yil may oyida birinchi prototip Men 163A, V4, jo'natildi Peenemünde HWK RII-203 dvigatelini olish. 1941 yil 2-oktabrga qadar Me 163A V4, radio qo'ng'iroq belgisi harflari yoki Stammkennzeichen, "KE + SW", yangisini o'rnating jahon tezligi rekordi 1004,5 ​​km / soat (624,2 milya), tomonidan boshqariladigan Xeyni Dittmar, urinish paytida samolyotga aniq zarar yetmagan.[13][14] Biroz urushdan keyingi aviatsiya tarix nashrlarida Me 163A V3 rekord o'rnatgan deb o'ylashdi.[15]

1004km / soat (542 kn; 624 milya ) rekord ko'rsatkichdan faqat amerikalik urushdan keyin rasman oshib ketdi Duglas D-558-1 1947 yil 20-avgustda. Ten Me 163A (V4-V13) uchuvchilarni tayyorlash va keyingi sinovlar uchun qurilgan.

Men 163B-ning buzilmaganligi o'tqaziladigan asosiy vites "qo'g'irchoq" bo'limi
"Scheuch-Schlepper" dan Me 163B parvozidan oldin (yuqorida) va undan keyin (pastda) foydalanish

Prototip (A-series) samolyotlarini sinovdan o'tkazish paytida o'tib ketadigan transport vositasi jiddiy muammo tug'dirdi. Asl qo'g'irchoqlar har bir g'ildirak uchun juda yaxshi mustaqil suspenziyaga ega edi,[16] samolyot ko'tarilayotganda katta buloqlar qayta tiklanib, qo'g'irchoqni yuqoriga uloqtirdi va samolyotga zarba berdi. Ishlab chiqarish (B seriyali) samolyotlari ancha sodda, to'sinli o'qli qo'g'irchoqlardan foydalangan va qo'nish skidlariga tayangan. oleo-pnevmatik tayanch[17] uchish paytida erga ta'sirlarni yutish, shuningdek qo'nish zarbasini yutish. Agar gidravlik silindr ishlamay qolsa yoki qo'nish paytida "qulflangan va tushirilgan" holatda (agar u ko'tarilish kerak bo'lsa) skidka adashib chiqib ketgan bo'lsa, qattiq tegib turishning skidka ta'sirida uchuvchi orqa jarohatlarga olib kelishi mumkin .[18]

Yerga tushgandan so'ng, samolyotni a olish kerak edi Scheuch-Schlepper, konvertatsiya qilingan kichik qishloq xo'jaligi vositasi,[19] tushunchasiga asoslanib ikki g'ildirakli traktor Oddiy foydalanishda barqarorlik uchun ajratilgan uchinchi aylanuvchi g'ildirakni dizaynining o'ta orqa qismida olib yurish - bu aylanuvchi uchinchi g'ildirak qisqa, uch g'ildirakli juftlikda aylanuvchi, maxsus qidirish tirkamasi bilan almashtirildi. uzluksiz trek Qaerda bo'lmasin harbiy xizmatni o'rnatish (har bir tomon uchun bittadan) Komet asoslangan edi. Ushbu qidiruv treyleri odatda egizak orqaga ko'taruvchi qo'llarga ega bo'lib, u harakatsiz samolyotni har ikki qanot ostidan er-xotin g'ildirakli qo'g'irchoqning asosiy uzatmasida bo'lmaganida, erdan ko'tarib chiqardi, chunki samolyot birdan keyin ventral skid va dumaloq g'ildirakka tushganda. missiya.[20] Keyinchalik B seriyali misollar bilan sinovdan o'tgani ma'lum bo'lgan treylerning yana bir shakli, davomida sinab ko'rildi Komet's kolbasa shaklidagi juftlik ishlatilgan sinov bosqichi xavfsizlik yostiqchalari ko'tarish qo'llari o'rnida va shuningdek, tortib olinishi mumkin Scheuch-Schlepper traktor, samolyotni ko'tarish uchun xavfsizlik yostiqlarini shishiradi.[21][22] Uch g'ildirakli Scheuch-Schlepper bu vazifani bajarish uchun ishlatilgan traktor dastlab fermer xo'jaligida foydalanish uchun mo'ljallangan edi, lekin Me 163 samolyotini yerdan butunlay bo'shatib, Me 163 ning maqsadli foydalanishining normal qismi sifatida tiklashga imkon beradigan maxsus treylerga ega bo'lgan bunday transport vositasi edi. sifatida talab qilinadi Komet raketa yoqilg'ilarini charchatgandan so'ng quvvatsiz qoldi va qo'nish paytida "qo'g'irchoq" asosiy vitesini uchib ketishdan tortib, asosiy g'ildiraklari yo'q edi.[23] Biroz kattaroq Sd Kfz 2 Kettenkrad Me 262 reaktiv qiruvchisi bilan erga ishlov berish uchun ishlatilishi ma'lum bo'lgan va Arado Ar 234B reaktiv bombardimonchi samolyotida ishlatilgani kabi hujjatlashtirilgan yarim yo'lli mototsikl,[24] bilan erga ishlov berish operatsiyalari uchun ishlatilganligi ma'lum emas edi Komet xohlagan paytda.

Parvoz sinovlari paytida, parvozning yuqori qobiliyati Komet xavfsiz qo'nish uchun zararli ekanligini isbotladi. Hozirda ishlamaydigan samolyot so'nggi tushishini yakunlagach, u eng kichik yangilanish bilan havoga ko'tarilishi mumkin edi. Yondashuv kuchsiz bo'lgani uchun, boshqa qo'nish yo'lakchasini amalga oshirish imkoniyati yo'q edi. Ishlab chiqarish modellari uchun qo'nish to'plami qopqoq bir oz ko'proq boshqariladigan qo'nish imkonini berdi. Ushbu muammo butun dastur davomida muammo bo'lib qoldi. Shunga qaramay, umumiy ko'rsatkich juda katta edi va har qanday potentsial maqsad atrofida Menga 163 otryadni 40 kilometrlik halqalarda (25 milya) joylashtirish rejalari tuzildi. Operatsion versiyasini ishlab chiqishga eng katta ahamiyat berilgan.[iqtibos kerak ]

Men 163B

Me 163 B-1a da Milliy parvoz muzeyi Shotlandiyada

1941 yil dekabrda modernizatsiya qilingan dizayn ustida ish boshlandi. Samolyot kassasi uchun soddalashtirilgan qurilish formati zarur deb topildi, chunki Me 163A versiyasi katta hajmdagi ishlab chiqarish uchun haqiqatan ham optimallashtirilmagan. Natijada edi Men 163B istalgan, ko'proq ishlab chiqariladigan tanasi, qanot paneli, tortib olinadigan qo'nish skidiga ega bo'lgan pastki turi va dumaloq g'ildirak ilgari tilga olinmagan qo'g'irchoq uchish tishli qutisi va oldinga o'rnatilgan fyuzelyaj uchun odatda bitta bo'lak konusli burun bilan dizaynlashtirilgan turbin parvoz paytida qo'shimcha elektr quvvati uchun, shuningdek, perimetr ramkasining faqat menteşeli soyaboni uchun[tushuntirish kerak ] ishlab chiqarish qulayligi uchun.[25][tekshirib bo'lmadi ]

Messerschmitt Me 163B samolyotining qo'nish pog'onasi uchish uchun cho'zilgan, qo'nish qo'g'irchog'i biriktirilgan.

Ayni paytda, Valter yangisi ustida ish boshladi HWK 109-509 bipropellant issiq dvigatel, bu haqiqiy yoqilg'ini qo'shdi gidrazin gidrat va metanol, belgilangan C-Stoff, kislorodga boy chiqindi bilan yondi T-Stoff, qo'shimcha tortish uchun oksidlovchi sifatida ishlatiladi (qarang: Ishdan bo'shatishlar ro'yxati ). Yangi AES seriyali samolyot konstruksiyasida ishlab chiqarishni soddalashtirishga qaratilgan yangi quvvat qurilmasi va ko'plab detallar dizayni sezilarli darajada o'zgartirildi Men 163B 1941 yil oxiri. tufayli Reichsluftfahrtministerium mumkin bo'lgan talab gaz dvigatel, dastlabki elektr stantsiyasi murakkablashdi va ishonchliligini yo'qotdi.[iqtibos kerak ]

Yoqilg'i tizimi ayniqsa muammoli edi, chunki qattiq qo'nish paytida paydo bo'lgan oqish osongina yong'in va portlashlarni keltirib chiqardi. Kutilmagan tarzda ishlamay qolgan metall yoqilg'i liniyalari va armaturalari ishlatilgan, chunki bu mavjud bo'lgan eng yaxshi texnologiya edi. Ikkala yoqilg'i ham, oksidlovchi ham zaharli bo'lgan va samolyotga yuklashda juda ehtiyot bo'lishni talab qilgan, ammo shunday holatlar bo'lgan Komets yoqilg'idan asfaltda portladi gipergolik tabiat. Ikkala yonilg'i quyish suyuqligi edi va har bir yoqilg'ini ma'lum bir joyga etkazish uchun turli xil tankerlar ishlatilgan Komet samolyotlar, odatda C-Stoff avval gidrazin / metanol-asosli yoqilg'i. Xavfsizlik maqsadida samolyot etkazib berilgandan va yopilgandan so'ng samolyot yaqin atrofini tark etdi Komet's yonilg'i baklari orqada joylashgan dorsal fyuzelyajni to'ldirish punktidan ancha oldinda Komet'vertikal stabilizator. Keyinchalik, juda reaktiv bo'lgan boshqa tanker yuk mashinasi T-Stoff vodorod peroksid oksidlovchisi yukini boshqa to'ldirish nuqtasi orqali etkazib beradi Komet'soyabonning orqa chetidan unchalik orqada emas, balki orqa fyuzelyaj yuzasi.[26]

Suyuqliklarning korroziv xususiyati, ayniqsa T-Stoff oksidlovchi, uchuvchilar uchun zarur bo'lgan maxsus himoya vositalari. Portlashlarning oldini olish uchun dvigatel va yoqilg'ini saqlash va etkazib berish tizimlari tez-tez va yaxshilab shlang qilingan va parvozdan oldin va keyin yonilg'i tanklari va raketa dvigatelining yonilg'i tizimlari orqali oqib o'tadigan suv bilan yuvilib, qoldiqlarni tozalashgan.[27] Kimyoviy jihatdan faol bo'lgan T-Stoff oksidlovchisining taxminan 120 litr (31,7 AQSh gali) uchuvchisiga nisbatan "yaqinligi", asosiy qismdan tashqari, kokpit zonasining pastki yonbag'rlari bo'ylab teng miqdordagi ikkita yordamchi oksidlovchi tanki o'rtasida bo'linadi. Kokpitning orqa devorining orqasida, taxminan 1040 litr hajmdagi (275 AQSh gal) oksidlovchi bak, yonilg'i tufayli sodir bo'lgan baxtsiz hodisada uchuvchiga jiddiy yoki hatto o'lik xavf tug'dirishi mumkin.[28]

Ikkita prototipdan keyin 30 ta Men 163 B-0 ikkita 20 mm bilan qurollangan ishlab chiqarishgacha bo'lgan samolyotlar MG 151/20 to'pi va 400 ga yaqin Men 163 B-1 ikkita 30 mm (1,18 dyuym) bilan qurollangan ishlab chiqarish samolyoti MK 108 to'plari, ammo ular B-0 ga o'xshash edi. Urushning boshlarida, nemis aviatsiya firmalari o'zlarining samolyotlarini eksport qilish uchun versiyalarini yaratganda a eksportga qo'shildi (Avstraliya) variantlar (B-1a) yoki chet elda ishlab chiqarilgan variantlarga (Ba-1), lekin Me 163 uchun na eksport, na chet elda ishlab chiqarilgan versiya mavjud edi. Keyinchalik urushda "a" va ketma-ket harflar turli dvigatel turlarini ishlatadigan samolyotlar uchun ishlatilgan: Me 262 A-1a Jumo dvigatellari bilan, Me 262 A-1b BMW dvigatellari bilan. Me 163 bilan rejalashtirilganidek[29] muqobil BMW P3330A raketa dvigateli, ehtimol "a" bu misol uchun dastlabki misollarda ishlatilgan. Faqat bitta Me 163, V10, BMW dvigateli bilan sinovdan o'tkazildi, shuning uchun tez orada ushbu belgi qo'shimchasi olib tashlandi. Me 163 B-1a samolyotida qanotli "yuvish" o'rnatilmagan va natijada u ancha yuqori muhim Mach raqami Me 163 B-1 ga qaraganda.[30]

Me 163B samolyotining qo'nish xususiyati juda ko'p edi, asosan uning integratsiyasi tufayli etakchi chekka uyalar, to'g'ridan-to'g'ri old tomonida joylashgan elevon boshqarish yuzalarini va qanotning orqasida va bir xil burchak ostida etakchi chekka. U to'xtamaydi va aylanmaydi. Biri uchib ketishi mumkin Komet tayoqni to'liq orqaga qaytaring va uni navbat bilan oling va keyin uni burilish joyidan chiqarib olish uchun ruldan foydalaning va uning aylanib ketishidan qo'rqmang. Bundan tashqari, yaxshi siljiydi. Me 163B samolyotining konstruktsiyasi planer dizayni kontseptsiyasidan kelib chiqqanligi sababli, u ajoyib sirpanish xususiyatlariga ega edi va er yuzida parvozni davom ettirish tendentsiyasi tufayli zamin effekti. Boshqa tomondan, bazadan finalga juda yaqin burilishda, cho'kish tezligi oshadi va balandlikni tezda yo'qotib, qisqasi kelishi mumkin. Pervanel boshqariladigan samolyotdan yana bir asosiy farq shundan iboratki, rulda hech qanday sirpanish yo'q edi. Havoga ko'tarilish paytida aerodinamik boshqaruv tezlashib borishi kerak edi - taxminan 129 km / soat (80 milya) va bu har doim hal qiluvchi omil edi. Pervanel bilan boshqariladigan samolyotlarga uchishga odatlangan uchuvchilar, boshqaruv sirtlari ishlay boshlaganda, boshqaruv tayoqchasi burchakda bo'lmasligi uchun ehtiyot bo'lishlari kerak edi. Bular, Me 163-ning boshqa ko'plab o'ziga xos muammolari singari, maxsus treninglar yordamida hal qilinadi.[iqtibos kerak ]

Me 163 ning ishlashi zamonaviy pistonli dvigatellarning ishchilaridan ancha yuqori edi. 320 km / s (200 milya) dan yuqori tezlikda samolyot, deb atalmish havoga ko'tariladi "scharfer Start" ("o'tkir start", "Start" nemischa "ko'tarilish" so'zi bilan) erdan, uning ikki g'ildirakli qo'g'irchog'idan. 676 km / soat (420 milya) tezlikka ko'tarilishgacha samolyot past balandlikda bir tekis parvozda saqlanib turishi kerak edi, shunda u qo'g'irchoqni jettonga tushiradi va tugmachani ochish dastagi yordamida uzaytiriladigan skidini tortib oladi. gaz kelebeği oldinga[31] (ikkala qo'li ham kabinaning 120 litrlik porti yonida joylashganligi sababli) T-Stoff yuqorida aytib o'tilgan pnevmatik tsilindrni ishlatadigan oksidlovchi tank),[17] keyin bombardimonchi balandligiga ko'tarilishning 70 ° burchagiga ko'taring. Agar kerak bo'lsa, u balandroq ko'tarilib, uch daqiqa davomida eshitilmagan 12000 metrga yetishi mumkin. U erga etib borgach, u tekislanib, tezda 880 km / soat (550 milya) ga tezlashadi va yo'q Ittifoqdosh qiruvchi mos kelishi mumkin. Ishlatiladigan Mach raqami Me 262 raqamiga o'xshash edi, ammo tortishish va tortishish nisbati yuqori bo'lganligi sababli, uchuvchiga qattiq siqilish boshlanishi va boshqaruvni yo'qotish xavfini yo'qotish juda osonroq edi. Natijada Machni ogohlantirish tizimi o'rnatildi. Samolyot yuqori tezlikda uchish uchun juda chaqqon va itoatkor edi. Me 163 samolyotining bosh sinov uchuvchisi Rudolf Opitsning so'zlariga ko'ra, u "o'z davrining boshqa har qanday qiruvchisi atrofida aylana aylanishi" mumkin.[iqtibos kerak ]

Shu paytgacha Messerschmitt to'liq ishlab chiqarish bilan haddan tashqari yuklangan edi Messerschmitt Bf 109 va olib kelishga urinishlar Men 210 xizmatga. Tarqoq tarmoqda ishlab chiqarish Klemmga topshirildi, ammo sifatni nazorat qilish muammolari shu ediki, keyinchalik ish o'sha paytda kam ishlagan Junkersga berildi. Ikkinchi jahon urushining keyingi yillaridagi ko'plab nemis dizaynlarida bo'lgani kabi, samolyotning qismlari (ayniqsa qanotlari) mebel ishlab chiqaruvchilari tomonidan yog'ochdan yasalgan. O'qitish uchun eski Me 163A va birinchi Me 163B prototiplari ishlatilgan. Joriy etish rejalashtirilgan edi Men 163S, bu raketa dvigatelini va tank hajmini olib tashladi va uchuvchi ustidagi va orqasida o'qituvchi uchun ikkinchi o'rindiqni o'z soyaboni bilan joylashtirdi. Me 163S samolyotlari qo'nishga o'rgatish uchun ishlatiladi, bu yuqorida aytib o'tilganidek, Me 163 ni boshqarish uchun juda zarur edi. Ko'rinib turibdiki, 163S lar avvalgi Me 163B seriyali prototiplaridan o'zgartirilgan.[iqtibos kerak ]

Xizmatda Me 163-ni dushman samolyotlariga qarshi ishlatish qiyin bo'lib chiqdi. Uning ulkan tezligi va ko'tarilish tezligi nishonga bir necha soniya ichida etib borganligini anglatadi. Me 163 barqaror qurol platformasi bo'lgan bo'lsa-da, dushman bombardimonchisini yiqitish uchun ajoyib nishonni talab qildi. The Komet ikkita 30 mm (1,18 dyuym) bilan jihozlangan MK 108 to'plari u sekundiga 540 metr (1,772 fut / soniya) nisbatan past musluz tezligiga ega bo'lgan va faqat qisqa masofada aniq bo'lganligi sababli sekin harakatlanayotgan bombardimonchini urish deyarli mumkin emas edi. A-ni tushirish uchun odatda to'rt yoki beshta hit kerak edi B-17.[32]

Uchuvchilarni o'ldirishga yordam beradigan innovatsion usullardan foydalanildi. Eng istiqbolli qurol deb nomlangan qurol edi Sondergerät 500 Jägerfaust. Bunga o'xshash, yuqoriga qarab yo'naltirilgan 10 ta bitta o'qli, qisqa o'qli 50 mm (2 dyuym) qurollar kiritilgan Schräge Musik. Beshta samolyotning har ikki tomonidagi qanot ildizlariga o'rnatildi. A fotosel ning yuqori yuzasida Komet samolyot bombardimonchi ostida uchib ketganda yorqinlik o'zgarishini aniqlash orqali qurol-yarog 'qo'zg'atdi. Har bir snaryad yuqoriga qarab otilganida, uni o'qqa tutgan bir martalik qurolning o'qi pastga qarab otilib chiqdi va shu tariqa qurol yasaldi qarzsiz. Ko'rinib turibdiki, ushbu qurol jangda faqat bir marta ishlatilgan, natijada 1945 yil 10 aprelda Lankaster bombardimonchisi yo'q qilingan.[33][34][35][36]

Keyingi versiyalar

Ikki kamerali raketa dvigatelining saqlanib qolgan HWK 109-509B "kreyseri" (Amerika Qo'shma Shtatlari havo kuchlarining milliy muzeyi )
Me 163C modeli
Ushbu samolyot dizayni uchun Me 163B V18 belgilari bilan noto'g'ri o'rnatilgan, qurilmagan Me 163D modeli.

Dizayn bilan bog'liq eng katta tashvish - bu qisqa parvoz vaqti bo'lib, u Valter tomonidan ishlab chiqarilgan proektsiyalarga hech qachon mos kelmadi. Faqat yetti yarim daqiqalik parvoz bilan jangchi haqiqatan ham fidoyi edi nuqta himoyasi tutuvchi. Buni yaxshilash uchun Walter firmasi yuqori samaradorlik uchun 509A raketa dvigatelining yana har ikkala rivojlangan versiyasini - 509B va C ni ishlab chiqara boshladi, ularning har biri har xil o'lchamdagi ikkita alohida yonish kamerasiga ega bo'lib, bir-birining ustida joylashgan.[37] B-versiyasi asosiy yonish kamerasiga ega edi - odatda nemis tilida a Hauptofen ushbu ikki kamerali pastki tiplarda - tashqi shakli xuddi bitta kamerali 509A versiyasidagi kabi, C-versiyasi silindrsimon xarakterdagi old kamerali shaklga ega, yuqori tortishish balandligi taxminan 2000 kg (4,410) lb) surish, bir vaqtning o'zida oldingi -A va -B versiyalarida ishlatilgan dvigatelni harakatga keltiruvchi oqim / turbopomp mexanizmlari uchun kubik shaklidagi ramkadan foydalanishni bekor qilish.[38][39] 509B va 509C raketa dvigatellarining asosiy yonish kameralari 509A dvigatelining bitta kamerasi singari itarish trubkasi bilan quvvatlandi. Ular parvoz va ko'tarilish uchun yuqori quvvat uchun sozlangan. Ikki keyingi modellarda qo'shilgan, kichikroq hajmli pastki kamera, laqabli Marschofen uning yuqori ishlash darajasida taxminan 400 kg (880 funt) tortish kuchi bilan, kruizning pastroq kuchliroq parvozi yanada samaraliroq bo'lishi kerak edi. Ushbu HWK 109-509B va C dvigatellari chidamliligini 50% ga yaxshilaydi. V6 va V18 modellari bo'lgan ikkita 163 Bs eksperimental ravishda yangi egizak kamerali dvigatelning pastki bosimli B-versiyasi bilan jihozlangan (ko'rsatkich panelidagi egizak yonish kamerasining bosim ko'rsatkichlari[40] har qanday Komet ular bilan jihozlangan), tortib olinadigan dumaloq g'ildirak va 1944 yil bahorida sinovdan o'tgan.[37][41]

B V6 va V18 uchun ishlatiladigan 509B dvigatelning asosiy yonish kamerasi A seriyali dvigatel bilan bir xil joyni egallagan, pastki qismi bilan Marschofen tortiladigan dumaloq g'ildirakning mos ravishda kengaytirilgan ventral dumini qopqog'ida joylashgan kruiz kamerasi. 1944 yil 6-iyulda Me 163B V18 (VA + SP), xuddi B V6 singari, standart raketa dvigateli teshigi ostidagi yuqorida aytib o'tilgan samolyot korpusi modifikatsiyalari bilan jihozlangan yangi, ikkita kamerali "kreyser" raketa dvigateli bilan jihozlangan Me 163B havo kemasi. qo'shimcha yonish kamerasini qabul qilish uchun Heini Dittmar boshqargan 1130 km / soat tezlikda (702 milya) yangi norasmiy dunyo rekordini o'rnatdi va deyarli barcha vertikal rul yuzasi chayqalishdan uzilib qoldi.[13][42][43] Ushbu rekord 1947 yil 6-noyabrgacha mutlaq tezligi bo'yicha yangilanmagan Chak Yeager yilda parvoz raqami 58 bu qismi edi Bell X-1 Sinov dasturi 1443 km / soat (891 milya) yoki Mach 1.35 ovozdan tezlikda, deyarli 14820 m (48,620 fut) balandlikda qayd etilgan.[N 1] Biroq, Dittmaring parvozi X-1 singari tezlikni ovozdan baland deb hisoblashi uchun etarli balandlikka erishganligi noma'lum.

X-1 Dittmarning tezligini oddiy uchish-qo'nish yo'lagidan hech qachon oshirib yubormagan "scharfer Start" ko'tarilish. Heini Dittmar odatdagi "issiq start" yerga ko'tarilgandan so'ng, ona kemasidan havo tushmasdan 1130 km / soat (702 milya) tezlikka erishgan edi. Nevil Dyuk 1953 yil 31-avgustda Yeagerning yutug'idan (va undan taxminan 263 km / soat kam) keyin 5-1 / 2 yil o'tgach, Heini Dittmarning rekordidan oshib ketdi. Hawker Hunter F Mk3 1171 km / soat (728 milya) tezlikda, oddiy tuproq boshlangandan keyin.[44][N 2] Me 163 ishlatilgan aerodinamik konfiguratsiyaning urushdan keyingi eksperimental samolyotlari transonik parvozga kirish paytida jiddiy barqarorlik muammolariga ega ekanligi aniqlandi va shunga o'xshash tarzda tuzilgan va turbojet quvvatlanadi, Northrop X-4 Bantam va de Havilland DH 108,[45] bu V18 rekordini Valter 509B "kreyser" raketa dvigateli bilan yanada ajoyib qildi.

Messerschmitt vakili Valdemar Voyt Oberammergau loyiha va ishlab chiqarish idoralari yangi ikkita kamerali Walter raketa dvigatelini qo'shish va boshqa muammolarni hal qilish uchun 163-ni qayta ishlashni boshladi. Natijada Men 163C konstruktsiyada qanot ildiziga qo'shimchani qo'shish orqali kattaroq qanot, qanotning orqasida tiqin qo'shimchasini qo'shish orqali qo'shimcha tank hajmiga ega bo'lgan kengaytirilgan fyuzelyaj, orqa qismida kashshofga o'xshash orqaga tortiladigan dumaloq konstruktsiyaga ega bo'lgan ventral yarmarka mavjud edi. Me 163B V6 va yangi bosimli kokpit, avvalgi B-versiyasining dorsal qoplamalaridan voz kechgan fyuzelyajda ko'rinishni yaxshilash uchun ko'pikli soyabon bilan qoplangan. Qo'shimcha tank sig'imi va kabinaning bosimi maksimal balandlikni 15850 m ga (52000 fut) ko'tarishga imkon berdi, shuningdek quvvatni 12 daqiqagacha yaxshilab, jangovar vaqtni ikki baravarga oshirdi (taxminan besh daqiqadan to'qqizgacha). Uch Men 163 C-1a prototiplari rejalashtirilgan edi, ammo u faqat bittasi uchib ketgan ko'rinadi, ammo uning dvigatelisiz.[46]

Shu vaqtgacha loyiha Junkersga ko'chirildi. U erda, rahbarligi ostida yangi dizayn harakatlari Geynrix Hertel Dessau-da yaxshilanishga harakat qildi Komet. Hertel jamoasi Lippis jamoasi va ularning Me 163C bilan raqobatlashishi kerak edi. Hertel Me 163-ni tekshirib ko'rdi va uning seriyali ishlab chiqarishga juda mos emasligini va qiruvchi samolyot sifatida optimallashtirilmaganligini, eng ko'zga ko'ringan nuqson esa tortib olinadigan qo'nish vositasining etishmasligidir. Bunga mos ravishda, Me 263 V1 prototipiga aylanadigan narsaga kerakli uch g'ildirakli velosiped tishli qutisi o'rnatilgan bo'lishi kerak, shuningdek, boshidanoq ikki kamerali Valter raketasini joylashtirgan - keyinchalik u Ju 248 dasturiga tayinlangan.[47][48]

Natijada Yunkers Ju 248 qurilishni engillashtirish uchun uch qismli fyuzelyajdan foydalangan. V1 prototipi 1944 yil avgust oyida sinov uchun tugatilgan va a orqasida glider-sinovdan o'tgan Yunkers Ju 188. Ba'zi manbalarda Walter 109-509C dvigatelining sentyabr oyida o'rnatilishi aytilgan, ammo u hech qachon kuch ostida sinovdan o'tkazilmagan. Shu payt RLM loyihani Messerschmittga qayta tayinladi va u erda bo'ldi 263. Yoqilgan. Bu faqatgina rasmiyatchilik edi, chunki Yunkers ishni davom ettiradi va ishlab chiqarishni rejalashtiradi.[49] Loyiha ishlab chiqarishga kirishga tayyor bo'lganda, u qurilishi kerak bo'lgan zavodni bosib oldi Sovet kuchlar. Operatsion holatga kelmagan bo'lsa-da, ish qisqacha davom ettirildi Sovet Mikoyan-Gurevich (MiG) dizayn byurosi Mikoyan-Gurevich I-270.[50]

Operatsion tarixi

Ko'rinib turibdiki, Me 163 samolyoti urib tushirilmoqda USAAF P-47 qurol kamerasi

Kelajakdagi uchuvchilarni dunyodagi birinchi raketa bilan ishlaydigan qiruvchi bilan tanishtirish uchun Me 163A samolyotini dastlabki sinovdan o'tkazish Erprobungskommando 16 (Xizmat sinov bo'limi 16, EK 16), boshchiligida Mayor Wolfgang Späte va 1942 yil oxirida birinchi bo'lib, 1943 yil iyulga qadar sakkizta A-modelli sinov sinovlarini olib bordilar. Ularning dastlabki bazasi shunday edi Erprobungsstelle (sinov muassasasi) da Peenemünde-G'arbiy maydon. Ular 1943 yil 17-avgustda ushbu hududga RAF tomonidan uyushtirilgan bombardimon hujumidan bir kun o'tgach, janubga qarab, bazaga ko'chib ketishdi. Anklam, Boltiq bo'yi yaqinida. Bir necha haftadan so'ng ular Germaniyaning shimoli-g'arbida joylashgan harbiy aerodromga joylashtirilganligi sababli ularning yashashlari qisqa edi Yomon Zvishenaxn 1943 yil avgustdan 1944 yil avgustgacha. EK 16 birinchi B qurolli kometlarini 1944 yil yanvar oyida qabul qildi va may oyida Bad Zvischenaxnda bo'lganida harakatga tayyor edi. Mayor Späte birinchi marta Me 163B jangovar jangovar jangovar kemasini Me 163B qurolli prototipi (V41) bilan Bad Zwischenahn bazasidan uchirdi. Stammkennzeichen PK + QL.[51]

1944 yil may oyida EK 16 Me 163B bilan kichik hajmdagi jangovar operatsiyalarni boshlaganligi sababli, Me 163B ning tezligi ittifoqchi qiruvchi samolyotlarga qarshi kurashda yo'qotilgan narsadir. The Komets yakka yoki juftlik bilan hujum qilishdi, ko'pincha hatto jangchilar sho'ng'iy olgandan ham tezroq. Oddiy Me 163 taktikasi bombardimonchilar orqali vertikal yuqoriga 9000 m (30000 fut) balandlikda uchish, 10.700-12000 m (35.100-39.400 fut) ga ko'tarilish, so'ngra yana otilib chiqishda otishma bilan sho'ng'ish edi. Ushbu yondashuv uchuvchiga o'z aerodromiga qaytib borishdan oldin to'plaridan bir necha marta o'q uzish uchun ikkita qisqa imkoniyat yaratdi. Uchuvchilar bombardimonchi samolyotda to'rtta o'tish mumkin, ammo agar u yolg'iz uchayotgan bo'lsa edi.[52] Samolyot kabinasi bosimsiz qolganligi sababli, operatsion shift uchuvchi hushini yo'qotmasdan, niqobdan kislorod bilan nafas olayotganda bir necha daqiqaga bardosh bera olishi bilan cheklangan edi. Uchuvchilar boshidan o'tkazildi balandlik kamerasi ularni ingichka havoda ishlashning og'irligiga qarshi qattiqlashishga o'rgatish stratosfera a .siz bosim kostyumi. Uchuvchilar uchun maxsus past tolali parhezlar tayyorlandi oshqozon-ichak trakti ko'tarilish paytida tez kengayib borar edi.

1944 yil qish va bahor davrida, EK 16 bilan Me 163B ning dastlabki jangovar sinov topshiriqlaridan so'ng Mayor Späte Luftwaffe-ning birinchi bag'ishlangan Me 163 qiruvchi qanotini yaratdi, Jagdgeschwader 400 (JG 400), yilda Brandis, yaqin Leypsig. JG 400 ning maqsadi qo'shimcha himoya bilan ta'minlash edi Leuna sintetik benzin qaysi ishlaydi tez-tez reyd qilingan deyarli 1944 yil davomida. Yana bir guruh joylashgan Stargard yaqin Stettin Politzdagi yirik sintetik yoqilg'i zavodini himoya qilish uchun (bugungi kunda Politsiya, Politsiya ). Raketa qiruvchilarining keyingi mudofaa bo'linmalari rejalashtirilgan edi Berlin, Rur va Germaniyalik jang.[53]

A ning odatiy ko'rinishi Komet qo'nishidan so'ng, aerodromni kutib turing Scheuch-Schlepper traktor va yuk ko'taruvchi treyler uni "qo'g'irchoq" kiyimlarini qayta tiklash uchun orqaga tortish uchun

Me 163B bilan muntazam Luftwaffe faol xizmatiga aloqador birinchi harakatlar 1944 yil 28 iyulda I. / JG 400 bazasidan sodir bo'lgan. Brandis, ikkita USAAF B-17 Flying Fortress-ga hujum paytida, tasdiqlangan o'ldirishlarsiz. Jangovar harakatlar 1944 yil maydan 1945 yil bahorgacha davom etdi. Shu vaqt ichida to'qqizta o'ldirilgan, 14 ta Me 163 yo'qolgan. Feldvebel Zigfrid Shubert uchta bombardimonchi bilan eng muvaffaqiyatli uchuvchi bo'lgan.[54] Tez orada ittifoqchi qiruvchi samolyotlar uchadigan parvozning qisqa muddatini ta'kidladilar. Ular kutar edilar va dvigatel o'z yoqilg'isini tugatgandan so'ng, kuchsizlarga sakrab tushishadi Komet. Biroq, Komet parvozda nihoyatda manevrga ega edi. Ittifoqdoshlarning yana bir usuli - Komets boshqargan maydonlarga hujum qilish va Me 163s tushganidan keyin ularni urish. Skidga asoslangan qo'nish tizimi tufayli, Komet to qadar harakatsiz edi Scheuch-Schlepper traktor tirkamani samolyotning burunigacha orqaga qaytarishi, orqa orqa qo'llarini qanot panellari ostiga qo'yishi va tirkamaning qo'llarini ko'tarib samolyotni yerdan ko'tarishi yoki orqaga tortish uchun uni ko'tarilgan qo'g'irchog'iga qo'yishi mumkin. uning texnik xizmat ko'rsatish maydoniga.[55]

1944 yil oxirida 91 ta samolyot JG 400 ga etkazib berildi, ammo yoqilg'ining etishmasligi ularning aksariyatini to'xtatib qo'ydi. Me 163 bazalarining ulkan tarmog'i uchun dastlabki reja hech qachon amalga oshmasligi aniq edi. O'sha paytgacha JG 400 dushman harakati tufayli faqat oltita samolyotni yo'qotgan. To'qqiztasi boshqa sabablarga ko'ra yo'qolgan, bunday inqilobiy va texnik jihatdan rivojlangan samolyot uchun juda kam. Oxirgi kunlarda Uchinchi reyx, Me 163 ko'proq muvaffaqiyatli foydasiga voz kechdi Men 262. 1945 yil may oyi boshida Me 163 operatsiyalari to'xtatildi, JG 400 tarqatib yuborildi va uning ko'plab uchuvchilari Menga 262 samolyotlarini uchirish uchun jo'natishdi.[52]

Har qanday operatsion ma'noda Komet muvaffaqiyatsizlikka uchradi. Garchi u 16 samolyotni, asosan to'rt motorli bombardimonchi samolyotni urib tushirgan bo'lsa-da, bu loyihaga qilingan kuchni kafolatlamadi. Urush oxirida yoqilg'i etishmovchiligi sababli, ozchilik jangga kirishdi va "o'ldirish" ga erishish uchun mukammal o'q otish mahoratiga ega tajribali uchuvchi kerak bo'ldi. The Komet Keyinchalik vertikal-uchirish kabi qurollarni tug'dirgan, xuddi shunday raketa bilan ishlaydigan Bachem Ba 349 Natter va urushdan keyingi davrda Amerika turbojetida ishlaydi Convair XF-92 delta qanotini ushlab turuvchi. Oxir oqibat, Me 163 o'ynagan nuqta himoyasi rolini o'z zimmasiga oldi "yer-havo" raketasi (SAM), Messerschmittning misoli Enzian.

Parvoz

Kapitan Erik Braun RN, Bosh dengiz kuchlari Sinov uchuvchisi va qo'mondon Dushman samolyotining parvozi, Me 163 ni sinovdan o'tkazgan Qirollik samolyotlarini yaratish (RAE) da Farnboro, "Me 163 samolyot edi, unga siz shunchaki samolyotga bostirib kirishga va" Bilasizmi, men uni chegaraga uchiraman "deb ayta olmaysiz. Siz u bilan juda ko'p tanishishingiz kerak edi, chunki bu zamonaviy va ishlatilgan texnologiyalar. "[56] Norasmiy ravishda ish tutgan holda, ittifoqchilar tarkibidagi Germaniya samolyotlarini uchib ketishi bilan sodir bo'lgan baxtsiz hodisalar natijasida bunday parvozlar rasmiy ravishda noroziligiga sabab bo'ldi, Braun kuchli Komet bilan uchishga qaror qildi. 1945 yil 17-mayda u Me 163A samolyotida ishlash bilan tanishish uchun dastlabki tortib olingan parvozlardan so'ng, u Germaniyaning kooperativ ekipaji yordamida Husumda Me 163B parvozini amalga oshirdi.[iqtibos kerak ]

Parvozdan bir kun oldin Braun va uning ekipaji tanlangan Me 163B-da dvigatel ishini bajarib, hammasi to'g'ri ishlashini ta'minladilar, nemis ekipaji Braun bilan baxtsiz hodisa sodir bo'lishidan qo'rqib, u tomonidan imzolangan rad javobini olmaguncha. ular uning buyrug'i bilan harakat qilishgan. Raketa bilan ishlaydigan "sherfer-start" Ertasi kuni parvoz, qo'g'irchoqni tashlab, skidni tortib olgandan so'ng, Braun keyinchalik ko'tarilishni "qochib ketgan poezdni boshqarish kabi" deb ta'rifladi, samolyot balandligi 2 minut, 45 soniyada 3200 fut (9,76 km) ga ko'tarildi. Parvoz paytida xayoliy bombardimonchi hujumga o'tishni mashq qilayotganda, dvigatel o'chirilganida Komet sho'ng'ishda qanchalik tezlashib ketganiga hayron bo'ldi. Parvoz parvozi tugashi bilan, aerodromga yaqinlashishda hech qanday muammo yuzaga kelmadi, tekis uchish burchagi tufayli samolyot kabinasidan juda cheklangan ko'rinish, samolyot soatiga 200 km (120 milya) ga tegib turdi. Xavfsiz pastga tushgan Braun va uning eng yengillashgan er ekipaji ichimlik bilan bayram qilishdi.[57]

Braunning ruxsatsiz parvozidan tashqari, inglizlar Me 163 ni hech qachon kuch bilan sinab ko'rmagan; uning xavfi tufayli gipergolik yonilg'i quyish moslamalari u faqat kuchsiz uchar edi. Braunning o'zi RAE-ning Komet-ni boshqargan VF241 bir qator hollarda raketa dvigateli sinov uskunalari bilan almashtiriladi. Braun 1990-yilgi televizion dastur uchun intervyu berganida, beshta quyruqsiz samolyotni uchirganligini aytdi (u tarkibiga samolyot ham kirmagan) Amerikaning Northrop X-4 juftligi ) kariyerasida (shu jumladan inglizlar) de Havilland DH 108 ). Referring to the Komet, he said "this is the only one that had good flight characteristics"; he called the other four "killers".[58]

Omon qolgan samolyot

It has been claimed that at least 29 Komets were shipped out of Germany after the war and that of those at least 10 have been known to survive the war to be put on display in museums around the world.[59] Most of the 10 surviving Me 163s were part of JG 400, and were captured by the British at Husum, the squadron's base at the time of Germany's surrender in 1945. According to the RAF museum, 48 aircraft were captured intact and 24 were shipped to the United Kingdom for evaluation, although only one, VF241, was test flown (unpowered).[60]

Avstraliya

Me 163B, Werknummer 191907, is part of the collection of the Avstraliya urush yodgorligi Kanberrada
  • Me 163B, Werknummer 191907 was part of JG 400, captured at Husum and was shipped to the RAE. It was allocated the RAF Havo vazirligi number of AM222 and was dispatched from Farnborough to No. 6 MU, RAF Briz Norton, on 8 August 1945. On 21 March 1946, it was recorded in the Census of No. 6 MU, and allocated to No. 76 MU (Wroughton) on 30 April 1946 for shipment to Australia. For many years this aircraft was displayed at RAAF Uilyams Point Cook, but in 1986, the Me 163 was transferred to The Avstraliya urush yodgorligi yangilash uchun. It was stored at the AWM Treloar Technology Annex Mitchell, refurbished and reassembled, and was later put up for display together with a 262. Qirollik A-2a, Werknummer 500200 (AM81).[61]

Kanada

Me 163B, Werknummer 191914, at the Kanada aviatsiya va kosmik muzeyi; the tiny propeller operates as a qo'chqor havo turbinasi that provided electrical power
  • Me 163B, Werknummer 191659 (AM215) or 191914 (AM220), is held at the Kanada aviatsiya va kosmik muzeyi, Ottava. Like two of the British Komets, this aircraft was part of JG 400 and captured at Husum. It was shipped to Canada in 1946.
Werknummer 19116 (but more probable 191916) and 191095 (AM211) also seem to have been held at one time in this museum.[62][63]

Germaniya

Messerschmitt Me 163 da Luftwaffenm muzeyi Berlin-Gatovda
  • A Me 163B, Werknummer 191904, "Yellow 25", belonging to JG 400 was captured by the RAF at Husum in 1945. It was sent to England, arriving first at Farnborough, receiving the RAF Air Ministry number AM219 and then transferred to Briz Norton on 8 August 1945, before finally being placed on display at the Station Museum at Colerne. When the museum closed in 1975 the aircraft went to RAF Sit Athan, receiving the ground maintenance number 8480M. On 5 May 1988 the aircraft was returned to the Bundesver "s Luftwaffe air arm, and moved to the Luftwaffe Alpha Jet factory at the air base in Oldenburg (JBG 43), not far from the JG 400 unit's wartime base at Yomon Zvishenaxn, now a golf course. The airframe was in good condition but the cockpit had been stripped and the rocket engine was missing.

Eventually an elderly German woman came forward with Me 163 instruments that her late husband had collected after the war, and the engine was reproduced by a machine shop owned by Me 163 enthusiast Reinhold Opitz. The factory closed in the early 1990s and "Yellow 25" was moved to a small museum created on the site. The museum contained aircraft that had once served as gate guards, monuments and other damaged aircraft previously located on the air base. In 1997 "Yellow 25" was moved to the official Luftwaffe Museum located at the former RAF base at Berlin-Gatov, where it is displayed today alongside a restored Walter HWK 109–509 rocket engine. This particular Me 163B is one of the very few World War II–era German military aircraft, restored and preserved in a German aviation museum, to have a svastika national marking of the Uchinchi reyx, in a "low visibility" white outline form, currently displayed on the tailfin.

  • Me 163B, Werknummer 120370,[iqtibos kerak ] "Yellow 6" of JG 400, is displayed at the Deutsches muzeyi, Myunxen. It was originally sent to Britain, where it had received the RAF Air Ministry number AM210. It was given to the Deutsches Museum by RAF Biggin tepaligi Stantsiya. Some claim this is 191316, but that is still at the London Science Museum.

Birlashgan Qirollik

Of the 21 aircraft that were captured by the British, at least three have survived. They were assigned the British serial numbers AM200 to AM220.[62]

  • Me 163B, Werknummer 191316, "Yellow 6", has been on display at the Ilmiy muzey in London, since 1964 with the Walter motor removed for separate display. A second Walter motor and a yechish; uchib ketish dolly are part of the museum's reserve collection and are not generally on display to the public.
  • Me 163B, Werknummer 191614, has been at the RAF muzeyi sayt RAF Cosford, since 1975. Before then, it was at the Raketani harakatga keltiruvchi vosita at Westcott, Buckinghamshire. This aircraft last flew on 22 April 1945, when it shot down an RAF Lankaster.[60]
  • Me 163B-1a, Werknummer 191659 and RAF Havo vazirligi serial number AM215, "Yellow 15", was captured at Husum in 1945 and was sent to the College of Aeronautics at Krenfild, England in 1947. After many years of touring airshows and various outdoor gatherings around the UK it was loaned to the Milliy parvoz muzeyi da Sharqiy boylik Airfield, Sharqiy Lotiya, Scotland in 1976.

Qo'shma Shtatlar

Me 163B 191 301 at Raytlar maydoni display in October 1945
Unrestored Messerschmitt Me 163B Komet da Udvar-Hazy center
Me 163B at Wright-Patterson National Air Force Museum
  • Five Me 163s were originally brought to the United States in 1945, receiving the Foreign Equipment numbers FE-495 and FE-500 to 503.[64] An Me 163 B-1a, Werknummer (serial number) 191301, arrived at Freeman Field, Indiana, during mid-1945, and received the foreign equipment number FE-500. On 12 April 1946, it was flown aboard a cargo aircraft to the U.S. Army Air Forces facility at Muroc dry lake in California for flight testing. Testing began on 3 May 1946 in the presence of Dr. Aleksandr Lippish and involved towing the unfueled Komet orqasida a Boeing B-29 Superfortress to an altitude of 9,000–10,500 m (29,500–34,400 ft) before it was released for a glide back to earth under the control of test pilot Major Gus Lundquist. Powered tests were planned, but not carried out after delamination of the aircraft's wooden wings was discovered. It was then stored at Norton AFB, California until 1954, when it was transferred to the Smithsonian Institution. The aircraft remained on display in an unrestored condition at the museum's Paul E. Garber Preservation, Restoration, and Storage Facility yilda Suitland, Merilend, until 1996, when it was lent to the Mighty Sakkizinchi havo kuchlari muzeyi yilda Pooler, Gruziya for restoration and display but has since been returned to the Smithsonian and as of 2011 is on display unrestored at the National Air and Space Museum's Stiven F. Udvar-Xazi markazi yaqin Vashington.
  • Me 163B, Werknummer 191 095, is on fully restored display at the Amerika Qo'shma Shtatlari havo kuchlarining milliy muzeyi da Rayt-Patterson AFB yaqin Dayton, Ogayo shtati. It was acquired from the Canadian National Aviation Museum (now the Kanada aviatsiya va kosmik muzeyi ), where it had been restored, and was placed on display 10 December 1999. Komet sinov uchuvchisi Rudolf "Rudi" Opits [de ] was on hand for the dedication of the aircraft and discussed his experiences of flying the rocket-propelled fighter to a standing room only crowd. During the aircraft's restoration in Canada it was discovered that the aircraft had been assembled by French forced laborers who had deliberately sabotaged it by placing stones between the rocket's fuel tanks and its supporting straps. There are also indications that the wing was assembled with contaminated glue. Patriotic French writing was found inside the fuselage. The aircraft is displayed without any unit identification, but has its Werknummer restored[65] to its normal fin location. Fully restored examples of both the Me 163B's single-chamber rocket motor,[66] as well as the only known example in the United States of the experimental twin-chamber Walter "509B" rocket motor,[67] are each on display in front, one each to either side, of WkNr. 191 095.
  • Me 163B, Werknummer 191660, "Yellow 3", is owned by Pol Allen "s Uchish merosi to'plami. Between 1961 and 1976, this aircraft was displayed at the Imperial urush muzeyi Londonda. In 1976, it was moved to the Duxford imperatorlik urushi muzeyi. It underwent a lengthy restoration, beginning in 1997, that was frequently halted as the restorers were diverted to more pressing projects. In May 2005, it was sold, reportedly for £800,000, to raise money for the purchase of a de Havilland/Airco DH.9 as the Duxford museum had no examples of a World War I bomber in its collection. Permission for export was granted by the British government's Madaniyat, ommaviy axborot vositalari va sport bo'limi as three other Komets were held in British museums.

Japanese versions

Asosiy maqola: Mitsubishi J8M

As part of their alliance, Germany provided the Japanese Empire with plans and an example of the Me 163.[68] One of the two submarines carrying Me 163 parts did not arrive in Japan, so at the time, the Japanese lacked all of the major parts and construction blueprints, including the turbopump, which they could not make themselves, forcing them to reverse-engineer their own design from information obtained in the Me 163 Erection & Maintenance manual obtained from Germany. The prototype J8M crashed on its first powered flight and was completely destroyed,[69] but several variants were built and flown, including: murabbiylar, jangchilar va interceptors, with only minor differences between the versions.

The Navy version, the Mitsubishi J8M 1 Shūui, replaced the Ho 155 cannon with the Navy's 30 mm (1.18 in) Type 5. Mitsubishi also planned on producing a version of the 163C for the Navy, known as the J8M2 Shūui Model 21. A version of the 163 D/263 was known as the J8M3 Shusui for the Navy with the Type 5 cannon, and a Ki-202 Shūsui-kai (秋水改, "Autumn Water, modified") with the Ho 155-II for the Army. Trainers were planned, roughly the equivalent of the Me 163 A-0/S; these were known as the Kugisho/Yokosuka MXY8 (Yokoi Ki-13) Akigusa (秋草, "Autumn Grass") (an unpowered glider trainer) and Kugisho/Yokosuka MXY9 Shūka (秋花, "Autumn Flower") (a Tsu-11 - kuchga ega motorjet trainer).

One complete example of the Japanese aircraft survives at the Shon-sharaf samolyotlari muzeyi Kaliforniyada. The fuselage of a second aircraft is displayed at the Mitsubishi company's Komaki Plant Museum, at Komaki, Aychi Yaponiyada.[70]

Replikatsiyalar

The Me 163 replica glider, D-1636, Aérodrome de La Ferté-Alais, France, 2009

A flying replica Me 163 was constructed between 1994 and 1996 by Joseph Kurtz, a former Luftwaffe pilot who trained to fly Me 163s, but who never flew in combat. He subsequently sold the aircraft to EADS. The replica is an unpowered glider whose shape matches that of an Me 163, although its construction completely differs: the glider is built of wood with an empty weight of 285 kilograms (628 lb), a fraction of the weight of a wartime aircraft. Reportedly, it has excellent flying characteristics.[71] The glider is painted red to represent the Me 163 flown by Wolfgang Späte. As of 2011, it was still flying with the civil registration D-1636.[72]

In the early 2000s, a rocket-powered airworthy replica, the Komet IItomonidan taklif qilingan XCOR Aerospace, a former aerospace company that had previously built the XCOR EZ-Rocket rocket-plane. Although outwardly the same as a wartime aircraft, the Komet II' design would have differed considerably for safety reasons. It would have been partially constructed with composite materials, powered by one of XCOR's own simpler and safer, pressure fed, liquid oxygen/alcohol engines, and retractable undercarriage would have been used instead of a takeoff dolly and landing skid.[73]

Several static replica Me 163s are exhibited in museums.[iqtibos kerak ]

Specifications: Me 163B-1a

Messerschmitt Me 163B

Ma'lumotlar The Warplanes of the Third Reich,[74] Profile No225:Messerschmitt Me 163 Komet[75]

Umumiy xususiyatlar

  • Ekipaj: 1
  • Imkoniyatlar: (Me 163S + 1)
  • Uzunlik: 5.7 m (18 fut 8 dyuym)
  • Qanotlari: 9,3 m (30 fut 6 dyuym)
  • Balandligi: 2,5 m (8 fut 2 dyuym)
  • Qanot maydoni: 19,6 m2 (211 kvadrat fut)
  • Bo'sh vazn: 1,905 kg (4,200 funt)
  • Maksimal parvoz og'irligi: 4,309 kg (9,500 lb)
  • Yoqilg'i hajmi:
    • C-Stoff (fuel) 468 kg (1,032 lb)
    • T-Stoff (oxidiser) 1,550 kg (3,420 lb)
      Plan view of the un-restored Messerschmitt Me 163 Komet at the Smithsonian Institute's Udvar-Hazy Center in Chantilly, Virginia, USA.
  • Elektr stansiyasi: 1 × Hellmuth Walter Kommanditgesellschaft HWK 109-509A-2 bi-propellant liquid-fuelled rocket motor, 14.71 kN (3,307 lbf) thrust maximum ; 980 N (220 lbf) minimum, fully variable

Ishlash

  • Hech qachon tezlikni oshirmang: 900 km/h (560 mph, 490 kn) at all altitudes, sea level to 12,000 m (39,000 ft)[tushuntirish kerak ]
  • Flap limiting speed: 300 km/h (190 mph; 160 kn)
  • Rotate speed at take-off: 280 km/h (170 mph; 150 kn)
  • Best climbing speed: 700–720 km/h (430–450 mph; 380–390 kn)
  • Chidamlilik: 7.5 mins powered
  • Toqqa chiqish darajasi: 81 m/s (16,000 ft/min)
  • Balandlikka ko'tarilish vaqti: From standing start
    • 2,000 m (6,600 ft) in 1.48 min
    • 4,000 m (13,000 ft) in 2.02 min
    • 6,000 m (20,000 ft) in 2.27 min
    • 8,000 m (26,000 ft) in 2.84 min
    • 10,000 m (33,000 ft) in 3.19 min
    • 12,000 m (39,000 ft) in 3.45 min
  • Qanotni yuklash: 209 kg/m2 (43 lb/sq ft) at maximum take-off weight
  • Bosish / og'irlik: 0.42

Qurollanish

  • Qurollar:
    • 2 × 30 mm (1.181 in) Rheinmetall Borsig MK 108 to'pi with 60 rpg (B-1a)
yoki
    • 2 × 20 mm (0,787 dyuym) MG 151/20 to'pi with 100 rpg (Ba-1 / B-0 pre-production aircraft)

Shuningdek qarang

Bilan bog'liq rivojlanish

Taqqoslanadigan roli, konfiguratsiyasi va davridagi samolyotlar

Tegishli ro'yxatlar

Izohlar

  1. ^ List of X-1 flights
  2. ^ Sinov uchuvchisi Nevil Dyuk set a world record on 7 September 1953.

Adabiyotlar

  1. ^ The small red rectangles on the rul va balandliklar are externally-fastened shamol qulflari to prevent wind-damage to the control surfaces while on the ground, and are removed before flight.
  2. ^ Wilson 1998, p. 121 2.
  3. ^ Boyne 1997, p. 349.
  4. ^ Thompson with Smith 2008, p. 233.
  5. ^ Ziegler, Mano. Rocket Fighter: The Story of the Messerschmitt Me 163. London: Arms and Armour Press, 1976. ISBN  0-85368-161-9.
  6. ^ Jan-Denis G.G. Sahifa (2009). Luftwaffe samolyoti, 1935-1945: Tasvirlangan qo'llanma. McFarland. p. 243. ISBN  978-0-7864-5280-4.
  7. ^ Donald, Devid, ed. (2000). Luftvafening harbiy samolyotlari. Nyu-York, Nyu-York: Barns va Noble. p. 226. ISBN  978-0760722831.
  8. ^ "Messerschmitt Me 163 Komet". World War 2 Planes. Retrieved: 22 March 2009.
  9. ^ Nowarra, Xaynts J. (1993). Die Deutsche Luftruestung 1933-1945 Vol.1 - AEG-Dornier (nemis tilida). Koblenz: Bernard va Graefe Verlag. p. 163. ISBN  978-3-7637-5464-9.
  10. ^ Peter Broucek "Die österreichische Identität im Widerstand 1938–1945" (2008), p 163.
  11. ^ Piter Pirker "Suberversion deutscher Herrschaft. Der britische Geheimdienst SOE und Österreich" (2012), 252-bet.
  12. ^ Hansjakob Stehle "Die Spione aus dem Pfarrhaus (German: The spy from the rectory)" In: Die Zeit, 5 January 1996.
  13. ^ a b Käsemann 1999, pp. 17, 122.
  14. ^ Stüwe 1999, pp. 207, 211, 212, 213.
  15. ^ Spate and Bateson 1975, p. 55.
  16. ^ "Lippisch Nürflugels-The Me 163A Komet". nurflugel.com. Retrieved: 7 October 2012.
  17. ^ a b Gunston, Bill; Wood, Tony (1977). Gitlerning Luftwaffe. Salamander kitoblari. 228-229 betlar.
  18. ^ "Smithsonian National Air and Space Museum - Collections - Messerschmitt Me 163B-1a Komet - Long Description". airandspace.si.edu. Smithsonian National & Space Museum. Olingan 2 yanvar 2016. The Komet's landing gear also proved troublesome, with numerous pilots suffering back injuries as a result of the skid failing to extend properly or failing upon touchdown. Even when the skid operated properly, landings were always without power and at high speed, requiring the utmost care on the part of the pilot to prevent the aircraft from overturning on soft ground.
  19. ^ "Me 163 ground equipment: Scheuch-Schlepper". robdebie.home.xs4all.nl.
  20. ^ de Bie, Rob."Me 163 ground equipment: Scheuch-Schlepper". Me 163 Komet Website. Retrieved: 7 October 2012.
  21. ^ United States Army Air Forces, Wright Field Air Materiel Command, Film WF 69-28 (1944). WW2: Flight test of German Aeronautical equipment -- Me 163 (1944). USAAF. Event occurs at 0:33 seconds in. Archived from asl nusxasi on 17 May 2014.
  22. ^ de Bie, Rob."Me 163B "White 05" of Erprobungskommando 16". Me 163 Komet Website. Retrieved: 7 October 2012.
  23. ^ de Bie, Rob."Me 163 ground equipment: Scheuch-Schlepper". Me 163 Komet Website. Retrieved: 5 December 2012.
  24. ^ "LuftArchiv.de's photo of Ar 234B with Kettenkrad tow vehicle".
  25. ^ de Bie, Rob. "Me 163B Komet - Me 163 Production". xs4all.nl. Retrieved: 5 December 2012.
  26. ^ de Bie, Rob. "Me 163 ground equipment: Opel Blitz T-Stoff tanker". robdebie.home.xs4all.nl/me163.htm. Olingan 4 oktyabr 2013.
  27. ^ "Messerschmitt Me 163 Komet". Wings of the Luftwaffe. Event occurs at 44:09 (30:25 minutes). Discovery Military Channel.
  28. ^ Gunston and Wood 1977, p. 228.
  29. ^ "Me 163B powered by BMW P 3330A". robdebie.home.xs4all.nl.
  30. ^ Stüwe 1999, p. 254.
  31. ^ Atwood, Tom (21 July 2001). "Komet 163 - Chief test pilot Rudy Opitz tells it like it was". Flight Journal. p. 2. Archived from the original on 21 December 2011. Olingan 15 fevral 2017. From caption of photo on page 2 of article: "...(4) Five-position throttle: off, ground idle, flight idle, cruise, max power. (5) Undercarriage extension/retraction [lever].CS1 maint: BOT: original-url holati noma'lum (havola)
  32. ^ Press, Merriam (8 January 2018). World War II in Review No 33: German Airpower. Lulu Press. ISBN  9781387498604.
  33. ^ "Komet qurollari: SG500 Jägerfaust". robdebie.home.xs4all.nl.
  34. ^ Ethell and Price 1979, pp. 133–135.
  35. ^ Ethell 1978, p. 140.
  36. ^ Spick, Mayk (2006). Reyxning asalari: Luftvaffe qiruvchi-uchuvchisi. Greenhill kitoblari. p. 191. ISBN  9781853676758.
  37. ^ a b Wiedmer, Erwin. "Me 163 B V18 control panel" Arxivlandi 2016 yil 10-aprel kuni Orqaga qaytish mashinasi. deutscheluftwaffe.de. Qabul qilingan: 2011 yil 31-avgust.
  38. ^ "Me.163B - The Walter RII-211, HWK 109-509.B". The Hellmuth Walter Website. Retrieved: 28 July 2013.
  39. ^ "Junkers Ju.248 (aka Me.263) The Walter RII-211, HWK 109-509.C". The Hellmuth Walter Website. Retrieved: 28 July 2013.
  40. ^ Erwin Wiedmer. "Projekt Me 163 "C" - Instrumentbrett der Me 163C mit Marschofen (in German)". deutscheluftwaffe.de. DEUTSCHELUFTWAFFE.de. Arxivlandi asl nusxasi 2016 yil 25-yanvarda. Olingan 3 yanvar 2016.
  41. ^ "Me.163B V6 and V18 - The Walter RII-211, HWK 109-509.B". The Hellmuth Walter Website. Retrieved: 28 July 2013.
  42. ^ de Bie, Rob. "Me 163B Komet - Me 163 Production - Me 163B: Werknummern list". robdebie.home. Retrieved: 28 July 2013.
  43. ^ "Me 163". walterwerke.co.uk. Retrieved: 28 August 2010.
  44. ^ Käsemann 1999, pp. 47, 128
  45. ^ Jigarrang, Erik (2006). Yengimda qanotlar. Vaydenfeld va Nikolson. pp. 147 & 184. ISBN  978-0-297-84565-2.
  46. ^ Yashil 1970, p. 604.
  47. ^ German site about the Me 163. Retrieved: 5 August 2011
  48. ^ Dressel, Griehl. Die deutschen Raketenflugzeuge 1935–1945 (nemis tilida). Augsburg, Germany: Weltbild Verlag, 1995.
  49. ^ Green 1971, pp. 112–114.
  50. ^ Green 1971, pp. 150–151.
  51. ^ de Bie, Rob. "Me 163B Komet - Me 163 units - Erprobungskommando 16 (EK 16)". robdebie.home.xs4all.nl/me163.htm. Rob de Bie. Olingan 28 sentyabr 2013.
  52. ^ a b Späte 1989, p. 252.
  53. ^ Galland 1957, p. 251.
  54. ^ Späte 1989, p. XII.
  55. ^ Ethell 1978, pp. 94–144.
  56. ^ Thompson with Smith 2008, pp. 231–232.
  57. ^ Brown 2006, pp. 105–106.
  58. ^ "Messerschmitt Me 163 Komet". Wings of the Luftwaffe. Event occurs at 44:09 (25:00 minutes). Discovery Military Channel.
  59. ^ Ethell 1978, pp. 157–158.
  60. ^ a b Simpson, Endryu. "Individual History Messerschmitt ME163B-1a W/NR.191614/8481M" Arxivlandi 2014 yil 1-fevral kuni Orqaga qaytish mashinasi. Royal Air Force Museum, 2007. Retrieved: 2 November 2009.
  61. ^ Butler 1994, p. 107.
  62. ^ a b Pejčoch 2007, p. 69.
  63. ^ Ethell 1978, p. 158.
  64. ^ Andrade 1979, p. 251.
  65. ^ "NMUSAF photo of WkNr. 191 095".
  66. ^ "Walter HWK 509A Rocket". National Museum of the United States Air Force™.
  67. ^ "Walter HWK 509B-1 Rocket". National Museum of the United States Air Force™.
  68. ^ Ethell 1978, pp. 155–157.
  69. ^ Späte 1989, p. 243.
  70. ^ "List of surviving Japanese aircraft". j-aircraft.com. Olingan; 2010 yil 27 oktyabr.
  71. ^ de Bie, Rob. "Mr Kurz' flying glider replica". Me 163 Komet Website, 10 July 2012. Retrieved: 27 May 2013.
  72. ^ "The Messerschmitt Me 163 Komet Takes to the Air Again". Tails Through Time. Olingan 14 noyabr 2014.
  73. ^ "Me 163 Flying Replica". Internet Archive, 1 October 2003. Retrieved: 26 December 2008.
  74. ^ Yashil, Uilyam; Punnett, Dennis (With line drawings by) (1970). Uchinchi reyxning urush samolyotlari. Garden City, N.Y .: Dubleday. pp. 594–606. ISBN  0385057822.
  75. ^ Bateson, Richard P.; Spate, Wolfgang (1971). "Messerschmitt Me 163 Komet". Aircraft in Profile (225).

Bibliografiya

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