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#1 Jet of World War II
Hi the Meteor was used to shoot down V1 missiles it was quite good at it!
too so it was band from front line service i think until the end of the war. "Gordon" wrote in message ... They were so confident in the Meteor that they wouldn't put it in combat against the 262. I have read that the British were afraid the Germans might gain the advanced technology if one was shot down. I've alway wonder what advanced technology was being referred to. Agree, Walt! The Me 262 A-1a with 24 R4Ms and an EZ42 revi installed was a monster in comparison to the Mk 1 Meteors. No RAF pilot I have spoken with has expressed doubts in this regard, including men who flew both. v/r Gordon ====(A+C==== USN SAR Aircrew "Got anything on your radar, SENSO?" "Nothing but my forehead, sir." |
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Subject: #1 Jet of World War II
From: (The Revolution Will Not Be Televised) Date: 7/4/03 6:57 AM Pacific Daylight Time Message-id: Nobody could guarantee meeting the 262 in combat: the RAF didn't see much of them in general, so the r We damn well did see them. They weren't exactly invisible. Arthur Kramer Visit my WW II B-26 website at: http://www.coastcomp.com/artkramer |
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"ArtKramr" skrev i melding ... Subject: #1 Jet of World War II From: (The Revolution Will Not Be Televised) Date: 7/4/03 6:57 AM Pacific Daylight Time Message-id: Nobody could guarantee meeting the 262 in combat: the RAF didn't see much of them in general, so the r We damn well did see them. They weren't exactly invisible. I just read "War in the air" by Stephen Coonts,in it is a chapter where Adolf Galland describes his last sortie of the war - leading 6 Me-262s against a formation of Mauraders on April 26. |
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Subject: #1 Jet of World War II
From: "Peter Glasų" pgglaso@ broadpark.no Date: 7/4/03 9:14 AM Pacific Daylight Time just read "War in the air" by Stephen Coonts,in it is a chapter where Adolf Galland describes his last sortie of the war - leading 6 Me-262s against a formation of Mauraders on April 26. Thanks. I read that account in Galland's "The First and the Last". Good book by. Glad it wasn't our group he hit that day.(sigh) Arthur Kramer Visit my WW II B-26 website at: http://www.coastcomp.com/artkramer |
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Subject: #1 Jet of World War II
From: (The Revolution Will Not Be Televised) Date: 7/4/03 11:41 AM Pacific er, if you did, and you served in the RAF in the 2nd Tactical Air Force at the time in question, please pass on the information. No. I served in the 344th Bomb Group, 494th Bomb Squadron of the 99th wing of the 9th Air force, But you see the Luftwaffe was a very democraticc organization They didn't restrict their hits to the RAF 2nd Tactical Air Force. They would hit anybody any time. , The Luftwaffe was an equal opportunity hitter. .. Arthur Kramer Visit my WW II B-26 website at: http://www.coastcomp.com/artkramer |
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Hi the Meteor was used to shoot down V1 missiles it was quite good at it! too so it was band from front line service i think until the end of the war. True - it's straight line speed was perfect for the running chase. In this footrace, its lack of maneuverability was not a hindrance. Later marks of the fighter were quite an improvement and by all accounts corrected their earlier faults. v/r Gordon |
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On another subject, you couldn't give me a realistic cruising speed
for B.IX/B.XVI mossies in '44'45, could you? I mean a real one, including bombload, etc? Many thanks if you can, if not don't worry about it. If you give me some time to pull it off GEE mission logs, surely. Other choice to ask Mark Huxtable at Mossie.org - he is building an overly large-scale Mk IX and is quite the expert. v/r Gordon |
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"machf" wrote in message news On Sat, 28 Jun 2003 14:11:47 -0500, Alan Minyard wrote: On 28 Jun 2003 07:07:11 -0700, (Kenneth Williams) wrote: The Gloster Meteor, of course! The Jerrys may have had many of aviation's "firsts" with their jets but lacked anything good enough to last beyond a few years. The Meteor lived well beyond the war and established itself quite well. Too bad you Yanks had such misfortune with that horrid XP-59 and troublesome XP-80 aircraft. Keith, you are not really being fair to the US jet a/c you mentioned. Remember that the P-59 was ordered as a "proof of concept" a/c, to demonstrate that US forms could adapt to the new technology with respect to manufacturing procedures, etc. The P-59 was outfitted with direct copies of a "weak" (so to speak--1st generation) Whittle turbojet. Because of its experimental nature, it was terrifically overbuilt (and hence noticeably overweight). If you can locate the performance figures for the 1st batch of P-59s and compare them to the same for the first batch of "Meatboxes", you will find close similarities. Later P-59s had more powerful engines, but featured little or no change in weight because no effort was expended in productionizing the bird. In short, the P-59 was never intended for combat use. There was no "misfortune" involved with the P-59 for the USAAF, although Bell Aircraft may have missed the boat with a too-conservative approach to its design and development. Bell ignored suggestions to "prove the concept" by simply fitting a pair of the Whittles to the undersurfaces of a P-39's wings, then asking for a contract to develop a serious fighter. I believe also that you mischaracterize the P-80. It was constructed in a remarkable short time during 1943 to take an Halford engine, then in short order essentially re-designed and enlarged in order to take a more powerful engine, also adapted from the British. The major "problem" associated with its early use was overconfidence on the part of the first pilots who flew them. A second was a flaw in the fabrication of early turbine blades, which came from the factory with impurities near the tips which weakened their structure, and hence would fail at normal operating temperatures. Another flaw was the fuel system, again drawn from British practice, which took power via gears from the powerplant. It was discovered that at max throttle, such as used at takeoff, this system could not always guarantee sufficient fuel flow sustain combustion, leading to flameouts; a simple solution was to fit an auxiliary fuel pump, which was supposed to be engaged by the pilot prior to takeoff, and during the landing approach, as a precaution. On a number of occasions, crash investigation discovered that the pilot had failed to engage the aux pump. Meeting and overcoming unanticipated development problems is part and parcel of making a warplane operational. The contrast in time-frames between the Me-262's initiation and its "readiness" for combat and that of the P-80's is remarkable. By 1945, the P-80 demonstrated docile engine characteristics, the ability to operate at 39-40,000 ft altitude, reliable powered ailerons, no controllability problems, high overall quality control, an efficient laminar-flow wing, and the ability to take off on a mission, climb to cruise altitude, fly 500 miles, drop tip-tanks, and fight at 100 per cent power for 15 minutes before having to return to base, with enough fuel remaining for one missed approach. The basic design, hailing from 1943, proved adaptable of taking engines of from 4,000 to in excess of 6,000 lbs thrust; of being the basis for a very successful two-seat land-based trainer; the basis for a two-seat radar-equipped rocket-firing all-weather interceptor; of being adapted for carrier-borne pilot training; and of accepting afterburning for increased acceleration and climb. The F-80 gave excellent service in the Korean conflict, obtaining the first victory in all-jet combat, downing a Soviet-built Mig-15. Kenneth Williams Actually the P-80, in its various iterations, served quite long and well. I'm not sure, but I think the Bolivian Air Force still has (or had until very recently) its T-33s in service. -- __________ ____---____ Marco Antonio Checa Funcke \_________D /-/---_----' Santiago de Surco, Lima, Peru _H__/_/ http://machf.tripod.com '-_____|( remove the "no_me_j." and "sons.of." parts before replying |
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