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=3 a very, very, very dangerous (for its pilots) german plane of the ends of the WW2....
Category Artwork (Traditional) / Miscellaneous
Species Unspecified / Any
Size 1280 x 639px
File Size 143.3 kB
the hangar in question is just barely long enough to house the B-70 And since it's on the active portion of the base, there's no way to get back from it far enough to get decent shots of it. I'm hoping the new addition to the museum will be used to bring at least the experimental aircraft into the main museum area.
A former German pilot built a glider version of this just recently. He flew it and was planning on installing a jet (I believe Turbomeca Marbore) that would feed through some NACA scoops. But EADS bought it to put in the Messerschmitt museum before this. I would love to build one for myself some time. Maybe in that far-off future when I am ridiculously wealthy.
The exploding aspect is probably a little over emphasized, but other than that they were stellar handling aircraft.
The exploding aspect is probably a little over emphasized, but other than that they were stellar handling aircraft.
I was wrong! EADS did not put this Glider-Komet on permanent static display in a museum, but still fly it actively! http://www1.airliners.net/photo/Unt.....E-163B/1269336
Now that I look at it, there are some differences obviously. Without having the HWK rocket in the aft, several hundred pounds must be saved. The real one offset this tail weight with the nose-cap which is a 50kg+ steel piece that provides forward pilot armor protection and obviously nose ballast. the two Mk108 30mm cannon breeches slightly extended over the forward CG.
Center of Gravity is exceptionally important in Lippisch tailless designs, they can only handle so much imbalance with their limited trim and elevons, before they end up in a nose high stall, or a irrecoverable tumbling dive.
When finely balanced though, they are outstanding, and generally outperform more conventional tailed peers at all speeds below 550 knots or so. They do have some problem with uncommanded yaw at transonic speeds, and uncommanded pitch going through the sound barrier due to changes in lift points, caused by the compression wave. Modern designs can address this, but generally the ultimate solution that Lippisch derived at was a full Delta. P.13a, etc. The Douglas F4D Skyray is something of an inbetween between a Lippisch tailless and a classic delta, and displays notable trim-surfaces to assist in pitch/center of lift changes in the transsonic regimes.
Center of Gravity is exceptionally important in Lippisch tailless designs, they can only handle so much imbalance with their limited trim and elevons, before they end up in a nose high stall, or a irrecoverable tumbling dive.
When finely balanced though, they are outstanding, and generally outperform more conventional tailed peers at all speeds below 550 knots or so. They do have some problem with uncommanded yaw at transonic speeds, and uncommanded pitch going through the sound barrier due to changes in lift points, caused by the compression wave. Modern designs can address this, but generally the ultimate solution that Lippisch derived at was a full Delta. P.13a, etc. The Douglas F4D Skyray is something of an inbetween between a Lippisch tailless and a classic delta, and displays notable trim-surfaces to assist in pitch/center of lift changes in the transsonic regimes.
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