Fórum Defesa Brasil

MARCOS RIBEIRO escreveu::shock: fotos muuuito boas , waleu gente. OK entao seguindo a opiniao da maioria o placar fica assim:

Em primeiro como caca monomotor: Fw-190(de varias versoes)

Em primeiro como caca bimotor: Heinkel-219 UHU

E em primeiro como caca a jato????
Me-163 Komet
Me-262 Sturmvogel
He-162 Salamander.......qual desses seria o melhor.

Caramba enquanto os aliados tinham alguns avioes a jato entrando so no final da guerra como Shooting star, meteor e alguns poucos....so a Alemanha ja tinha pelo menos 3 opcoes ja testadas e funcionando.......so um louco como Hitler fez a maquina de guerra tecnologica alema perder....ainda bem que ele era insano de insistir na ideia colocar o Me-262 como bombardeiro pra bombardear a Inglaterra. Sorte nossa e de toda a humanidade

cabeça de martelo escreveu:Errado, o Me262 acelarava muito lentamente e chegou a ser abatido variadissimas vezes por P-51 e outros caças convencionais. Ele tinha era uma velocidade máximo superior aos outros caças e se utilizado de uma forma correcta podia colocar grandes problemas às grandes formações de bombardeiros aliadas. Felizmente o Tio Adolfo na sua sabedoria mandou que transformassem este modelo em caça bombardeiro, perdendo assim meses preciosos em estudos desnecessários. O Me262 foi concebido para ser um caça puro e duro!

Design and development
Within nine days of the 15 July 1944 issuance of the design specifications for the Emergency Fighter, the Messerschmitt design bureau had formed a preliminary paper design for the P.1101. The aircraft which was developed initially had a short and wide fuselage, tricycle landing gear, and mid-mounted wings with an inner sweep of 40 degrees near the fuselage, and a shallower 26 degree angle outboard. The single He S 011 jet engine was to be mounted internally within the fuselage, being aspirated by two rounded intakes located on either side of the cockpit. The tail was of a V configuration, and mounted on a tapered boom which extended over and past the jet exhaust, while the cockpit was forward mounted, with the canopy integrated into the fuselage and forming part of the rounded nose of the aircraft.

By late August 1944, the still paper design had evolved into a sleeker incarnation, with the previously stout fuselage lengthened and narrowed, and a conical nose section was added in front of the cockpit. The double angled wing was also abandoned, with the outer wing of the Me 262 instead being "borrowed" for the design. The design was further developed, and after the wind tunnel testing of a number of wing and fuselage profiles, the design was further modified and finalized, with the decision made to undertake the construction of a full-scale test aircraft. This finalized design and associated test data were submitted to the Construction Bureau on 10 November 1944 and the selection of production materials was begun on 4 December 1944.


[edit] Production prototype
The worsening war situation led to the expedited, but risky approach of building a full-scale prototype in parallel with detail construction and continuing statistical calculation, while existing components such as the wings, landing gear, and flight components were utilized where feasible. It was also intended for the test flights to be conducted with both 35 and 45 degree wing sweep. Production of the V1 prototype was begun at Messerschmitt's Bavarian Oberammergau Complex with a projected first flight in June 1945.

The Me P.1101 V1 prototype was of duralumin fuselage construction, retained the outer wing section of the Me-262 and as mentioned previously, the wing sweep could be adjusted on the ground from 30, 40, to 45 degrees, making it a forerunner of later variable-geometry designs. The tandem, fuselage mounted intakes of the preliminary designs were replaced by a single nose intake, and the canopy became a bubble design, which afforded better all-around vision than the initial integrated canopy offered. The production prototype also incorporated a more conventional T-tail design, which was constructed out of wood and remained mounted on the tapered tail boom. The tricycle undercarriage consisted of a steerable, rear retracting nose wheel and wing root mounted main gear, which was forward retracting. The prototype was fitted with a Jumo 004B jet engine, which could easily be replaced with the more powerful He S 011 in subsequent full production versions. In addition, the production model was to be equipped with a pressurized cockpit and armored canopy.


[edit] Postwar
By the time an American infantry unit discovered the Oberammergau complex on 29 April 1945 the V1 prototype was approximately 80% complete. The airframe was removed from the nearby tunnel in which it was hidden and all associated documents were seized. There was some lobbying by Messerschmitt Chief Designer Woldemar Voight and Robert J. Woods of Bell Aircraft to have the Me P.1101 V1 completed by June 1945, but this was precluded by the destruction of some critical documents and the refusal of the French to release the remaining majority of the design documents, which they had obtained prior to the arrival of American units to the area.

The prototype was finally shipped to the Bell Aircraft Works in Buffalo, New York in 1948, and the already damaged aircraft suffered further damage when it fell off a freight car. This damage ruled out any possibility for repair although the Me P.1101 design components were subsequently used by Bell as the basis for the Bell X-5, which was the first aircraft capable of varying its wing geometry while in flight.

cabeça de martelo escreveu:Errado, o Me262 acelarava muito lentamente e chegou a ser abatido variadissimas vezes por P-51 e outros caças convencionais. Ele tinha era uma velocidade máximo superior aos outros caças e se utilizado de uma forma correcta podia colocar grandes problemas às grandes formações de bombardeiros aliadas. Felizmente o Tio Adolfo na sua sabedoria mandou que transformassem este modelo em caça bombardeiro, perdendo assim meses preciosos em estudos desnecessários. O Me262 foi concebido para ser um caça puro e duro!

Plinio Jr escreveu:O grande problema não era os abates nas decolagens e pousos, isto acontecia com os outros vetores tbm, o problema é que os alemães haviam perdido a superioridade aérea antes da chegada do Me-262 e todos os aerodromos que operavam esta aeronave estava no alcance dos caças aliados, sendo alvos prioritários da RAF e USAAF....

O resultado não poderia ser diferente...