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And what is a TE 262 ?
And i do question myself too : were Luftwaffe pilots consulted before switching to new a/c.
Based on the scenario that Friendly Fire suggests, there wouldn't be much of a dogfight, since the Me262's fuel supply would be getting low...
Considering that the Me262 has already been airborn and vectoring on the bomber stream as well as engaging, the Meteor would have a slight advantage. The 262's pilot would have to make the decision as to wether he wants to engage the Meteor with it's full loadout versus his now very limited ammo or should he use his remaining fuel and better speed to just climb away and head for home...
Why would a Me-262 fight a Meteor differently then a P-51D? The Me-262 is faster in both cases so he's going to boom zoom the enemy.
The top speed for the Meteor was a touch over 600 mph, no?
The top speed for the Meteor was a touch over 600 mph, no? With the maximum for the 262 a little more than 540 mph?
Just thought I'd throw that out there.
The top speed for the Meteor was a touch over 600 mph, no? With the maximum for the 262 a little more than 540 mph?
Just thought I'd throw that out there.
I believe the Meteor Mk.IV also managed approximately 600 mph at low level (pushing close to its mach limit) but that was with engines nearly identical to the later F8. (the F8 had the improved tail unit taken from the Gloster 'Ace' prototype that improved high speed stability and control but didn't much impact top speed, thust increased from 3500 lbf with the Derwent V to 3800 lbf with the Derwent 8, though some references claim the Derwent 8 was capable of 4000 lbf but limited in operational service).
The operational Meteor F.3 of 1945 used 2000 lbf Derwent I engines (later 2400 lbf Derwent IV) but was initially limited in top speed by the short chord nacelles to something in the 440-450 mph range around 10,000 ft and slower at higher altitudes due to low critical mach number. (I forget the exact figures and heights) The long chord cowlings introduced at the end of the war increased that top speed to something a bit over 500 mph (I believe 514 mph at best altitude) and the Derwent IV powered versions were a bit faster still. (it's notable that the Vampire Mk.I managed better speed than the Derwent I powered Meteor and close to the Derwent IV but had poorer acceleration and climb due to engine thrust limitations -2700 lbf on the Goblin I, 3100 lbf on the II, the Meteor II also had a higher critical mach number than the Vampire, at least once the long cowls were fitted, so limiting dive speeds would be higher)
The F.3 also had the aileron controls wired heavy due to structural limitations and thus had the roll rate restricted.
An F.3 reached 606 mph in November 1945. I believe it was modified however. We don't know how the 262 would have been developed by thst point.
The Speed meteors had clipped wings, no guns, faired over gun ports. Most of all they had Derwent V engines which were unrelated to previous marks of Derwent and in fact were scaled down Nene engines.
The Me 262 also had new engines in the pipeline. The most obvious one is the Jumo 004D4 which some sources credit with 1050kP or even 1100kP thrust as compared to the 880kP for the standard Jumo 004C. Hence a thrust increase of 18%.
The next Jumo in development was the massive Jumo 012 which featured high compression ratios and blow of valves. The Jumo 004H was a scaled down version of this rated at 1900kP.
Scaled up versions of the Jumo 004 were the Jumo 004E but it was decided to go rather for the scaled down 012 for this "class II category"
Here is one aerodynamic improvement besides swept wings:
View attachment 296323
Was the Me 262 development with engines in the wing roots (HG III) designed for some of the larger engines?
I believe you meant 004B and not 004C there.The Me 262 also had new engines in the pipeline. The most obvious one is the Jumo 004D4 which some sources credit with 1050kP or even 1100kP thrust as compared to the 880kP for the standard Jumo 004C. Hence a thrust increase of 18%.
I believe the limiting factor on the Me 262's critical mach number of .86 was actually the fuselage and not the wings. I'm sure reductions in transonic drag would have been possible (and were achieved in testing on the HG-I), but the broad, semi-lifting-body airfoil shaped fuselage remains a problem. Or at least that's what I've been led to believe.Here is one aerodynamic improvement besides swept wings
That's interesting, al I know of the fuselage was it was a semi lifting design and that it helped with airflow at the wing fuselage joint, oh, yeah supposedly the crit mach was ,86, it was its useful mach number that capt Eric Brown said gave it a marked advantage over every figher in the world.), but the broad, semi-lifting-body airfoil shaped fuselage remains a problem