Nemacke rakete u WWII

5

Nemacke rakete u WWII

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Albert Speer je uporno tvrdio da bi Nemci uspeli da se odbrane od saveznicke vazdusne ofanzive 43./44. da su umesto na V-2, stavili "kocku" na Wasserfall, kao i na Me-262 u prvobitnoj varijanti (Hitler je insinstirao da bude lovac-bombarder, sto je kritcno usporilo projekat i negiralo osnovne predosti).



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Shematski presek i objašnjenja....




V-1 - Označavanje....



Jedna sjajna slika (art impresion) - He-111 i V-1 iznad Lamanša....



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V-2 do najsitnijih podataka : http://www.astronautix.com/lvs/v2.htm

korekcija linka 2020. nakon svih ovih godina : http://www.astronautix.com/v/index.html

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Zanimljiv filmić Wink



Dopuna: 29 Dec 2008 13:16

I još zanimljiviji dokumentarac....

Treći rajh - Operacija NLO



Autor: Виталий Правдивцев
Trajanje: 00:43:58
DivX 5/TVRip
Bitrate: 136 kbit/s
Razmer: 640х480
Audiocodec: MP3
Bitrate audio: 128 kbit/s
Velicina: 350 mb

http://narod.ru/disk/147950000/Tretiy%20reix%20-%20Operation%20NLO.avi

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Me-163 u detalje

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Nazi UFO sajt - u sitna crevca Wink

http://www.zamandayolculuk.com/cetinbal/HTMLdosya1/NaziUFOTechnology.htm

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Ba 349 ‘NATTER’

The ‘Komet’ was hardly a sophisticated aircraft. However, according to Dr Erich Bachern the ‘Komet’ was over-sophisticated. Bachern was an experienced glider pilot and one-time Technical Director of Fieseler AG, which was latterly a manufacturer of wings for Henschel missiles and control surfaces for the A4 and where Bachem had designed the Fi 156 ‘Storch’ (’Stork’) observation and light utility aircraft. He claimed that a wooden glider, simple enough to have been built in a carpentry workshop and propelled by a similar rocket motor to that used in the ‘Komet’, aided by four solid-fuel boosters so that it could take off vertically, would do the job equally well. It would climb to 14,000m (45,900ft) in little over a minute under control of a simple automatic guidance system, whereupon its pilot, by now hopefully having regained consciousness after blacking out under the forces generated at take-off, would take over and make a diving attack on the enemy bomber formation on his way back to earth. He would bale out to land by parachute only when he had fired his only armament (the 24 RZ 73 ‘Föhn’ 7.3cm or R4M “Orkan” 5.5cm unguided rockets contained in an array in the nose), and had reduced his speed to around 250km/h (155mph), while the ‘aircraft’ from the cockpit back also descended by parachute in the hope of recovering the rocket motor for re-use. From 22 December 1944, a series of 11 unmanned launches were made on the power of the booster motors alone, and on 23 February 1945, a single, unmanned test launch took place using the Walter motor as well. Some days later a manned launch was ordered by the SS (Schutzstaffeln: the Nazis’ private army) which, by that time, had control of all secret weapons projects, even though the unmanned programme had not been completed and there were grave doubts about the aircraft’s viability. The pilot, one Lothar Siebert, was killed when the Ba 349 power-dived into the ground from a height of 1500m (4900ft) after having rolled on to its back. The testing programme continued, and perhaps 20 aircraft (some reports say 36) intended for operations were produced, but none flew in combat. It is thought that two examples remain, both in museum storage: one in the USA, the other in Germany.

A researcher named Horst Lommel has found the original launch pads that were build for the planned Ba349 operational launches. Three complete concrete launch pads (displaced in a triangle shape - each ~150m from each other) are located in a young forest, near the A8 autobahn, in the Stuttgart area. There is no evidence of actual launches from this site.

Another discovery was made in the Heuberg area where the test launches were made. On an ex-military gunnery range, with the help of the German Army, the genuine launch pad was dug up. The concrete plate was obviously blown up later after the war, but the foundations are still visible.

The WW2 production site of the Natter - the old hangar/barn is still standing and is now being used as a storage by the ERIBA company (the same company which produced the Ba349 during the war).

Ernst Heinkel proposed a very similar aircraft to the Bachern ‘Natter’ (’Viper’). The P. 1077 ‘Julia’ (it never received an RLM designator) was also to have been powered by a Walter 509 motor and four solid-fuel Schmidding 533 boosters. It was to have taken off from an inclined ramp, to climb to 15,000m (49,210ft) in 72 seconds, and to have been armed with two MK 108 cannon. It was a high-wing monoplane with almost square-planform wings with considerable anhedral at the tips, and drawings showing two different tail assemblies - one with a single dorsal fin and high-set stubby tailplanes; the other with a single high tailplane terminating in dorsal/ventral fins - were produced. It is probably better considered as a manned missile than an aircraft. There is no account of how the pilot was supposed to complete the mission and return safely to earth.

There is some question whether the ‘Natter’ actually fits our criteria for Selbstopfermänner aircraft at all, since the pilot was expected to break off his attack and turn for home before ejecting (indeed, he was provided with an escape system), but there is less doubt in similar concepts put forward by Zeppelin and DPS, both of which proposed what were essentially motor-assisted gliders to be towed into attack position by aircraft. The Zeppelin proposal - the ‘Rammer’ - had a solid-fuel rocket motor; the DPS aircraft, which went into development as the Messerschmitt Me 328, had an Argus pulse-jet like that which powered the Fieseler Fi 103 flying bomb. There were high hopes of the latter, in particular, but like the Ba 349, it never got past the prototype stage. There was a third, very similar, project, the Sombold So 334 ‘Rammschussjäger’, which, despite its name, was not actually intended to ram. It, too, was powered by the Walter 509 motor and armed with rockets, and was to have been towed to operating height. Like the Me 328, it started out as a parasite escort fighter project but never got further than a wind tunnel model. Blohm & Voss proposed a pure glider fighter, with no powerplant at all, as the Bv 40. Armed with 30mm cannon and towing a proximity-fuzed bomb on a cable, the Bv 40 was to have been towed to a position above the incoming bomber ‘box’ by a Bf 109 and then released. Its limited acceptance was perhaps indicative of the state of mind in Germany by 1944 when prototypes were built and tested.

Type: Bachem Ba 349 Natter
Power-Plant: 4,410lb (2000 kg) thrust Walter HMK 109-509C-1 bi-propellant rocket ;four 1,102lb (500 kg) or two 2,205lb (1000 kg) solid motors
Max Speed: 621 mph (1000 km/h) at high altitude; 497 mph (800 km/h) at sea level
Rate of Climb: 36,417 ft/min (11,100m/min)
Service Ceiling: ? ft (? m)
Wingspan: 11 ft 9.75 in (3.6m)
Length: 29 ft 0 in (8.40m)
Empty Weight: 1,940 lb (880 kg)
Loaded Weight with boost rockets: 4,920 lb (2232 kg)
Armament: 24 73mm spin-stabilized rockets or
33 R4M 55mm spin-stabilized rockets
Range after climb to altitude: 20-30 miles (32-48 km)

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Nemacki raketni eksperimentalni centar Penemide poceo je sa radom u aprilu 1937. Na poluostrvu uspruzenom u Balticko more ekipa naucnika predvodjena Werner von Braunom stvarala je raketna oruzja. Prvi eksperimentalni primerci V-1 ispitivani su u vazduhu tako sto su ih nosili Focke Wulf Fw-200 Condor, i u vazduhu ih otkacinjali. Jula ’43. postignut je domet od 246 km. Britanska obavestajna sluzba je to saznala, i u noci 18. VIII ’43. bombardovala Penemide sa 600 bombardera, sto je usporilo razvoj rakete. Britanci su aerofoto izvidjanjem na 80 lokacija u Francuskoj otkrili lansirne rampe za V-1; gradjevine u obliku skija. 13.VI ’ 44. lansirane su prve rakete V-1 na Englesku. Britanci su reagovali... Premestili su protivavionsku artiljeriju blize obali, gde su artiljerci imali bolju preglednost. V-1 se kretao brzinom od 644 km/h, pa su spitfajeri, i tempesti modifikiovani kako bi postigli sto vecu brzinu. Skinute su oklopne ploce sa aviona, kao i sva kamuflaza. Avioni su i ispolirani da bi se smanjio vazdusni otpor. Otvaranje vatre na V-1 je bila opasnost i za pilota, jer je rizikovao da i sam bude raznesen eksplozijom. Piloti spitfajera bi se sasvim priblizili V-1, i krilom ga ovlas dotakli. To je bilo dovoljno da se poremeti ziroskop unutar V-1, i da on padne. Brzi tempesti bi se obrusavali neposredno ispred V-1, a turbulencija bi poremetila let V-1, i oborila ga. Hoker tempest i moskito su bili nocni lovci na V-1. Svetlost njihovih mlaznih motora nocu je bila vrlo uocljiva. Uprkos svim naporima polovina lansiranih V-1 je stigla do Londona. V-1 bi uzimao kurs u pravcu lansirne rampe, i padao kad potrosi gorivo! Nosio je 850 kg eksploziva, i do jula ’44. broj zrtava V-1 se popeo na 4.000 ljudi. Tada su granate protivvazdusne odbrane dobile nove blizinske upaljace cime im je povecana efikasnost, pa su obarali vise V-1 nego lovacki avioni. Od jula do septembra ’44. avioni su bacili 44.000 tona bombi na lansirne rampe V-1! Lansiranje iz Francuske prestaje 2.IX ’44. kada su saveznici zauzeli lansirne rampe. Do tada su saveznicki lovci unistili 1.900 V-1, protivavionska artiljerija 1.560 a na baraznim balonima, i sajlama je eksplodiralo 278 raketa V-1. Nemci su nastavili bombardovanje raketama V-1 sa bombarderima Hajnkel He-111, koji su poletali iz baza u Holandiji, i kasnije Nemackoj. Bombarderi bi usmerili kurs prema Londonu, onda bi se V-1 otkacio, i upalio bi mu se motor. 29.III ’ 45. poslednja od oko 9.000 lansiranih raketa V-1 je pala na Englesku. V-1 je prethodnik svih krstarecih raketa ciji je tipican predstavnik Americki Tomahawk!

Obaranje V - 1 dodirom krila :



Obaranje V - 1 vatrom iz aviona :





Postojali su i samoubilacki modeli V-1 (Fau-1), i cak primerci za obuku na istim. Ukupno je proizvedeno 175 primereka V-1 (Fau-1) sa pilotom, ali koliko je meni poznato nisu bili upotrebljeni. Postojala je saradnja u projektovanju (razmena podataka) pilotiranog Fau-1, i japanske Ohke.



Na sledecoj slici mozemo videti nekoliko verzija pilotiranih V - 1 ( Fau - 1) :



1 - Fi - 103 (V-1) ; klasicni bespilotni V - 1 ( Fau - 1 )
2 - Fi - 103 R-I ; samoubilacki test model
3 - Fi - 103 R-II ; model za obuku pilota
4 - Fi - 103 R-III ; samoubilacki test model
5 - Fi - 103 R-IV ; konacni model za serijsku upotrebu

Materijal iskopiran sa sajta "Drugi svetski rat" http://www.drugisvetskirat.org/forum/index.php

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Podaci za:

Argus 014 (V-1 pulsejets)





Argus 014

Model: Argus 014 (IL 109-014) Germany
Type: Pulsejet, 1-cylinder, ram compression, intermittent cycle.
Compressor: None. Ram effect in flight com presses air to more than atmospheric pressure.
Combustion: 1 tubular sheet steel combustion chamber. Air intake grille in chamber front end of combustion chamber with 126 non-return flap valves each equipped with 2 flexible steel flaps. 9 fuel injectors in 3 horizontal rows behind grille. 4 horizontal aerofoil type deflectors behind grille to direct air flow close to injectors to aid combustion.
Exhaust nozzle: Tubular sheet steel tail tube. No inner cone.
Fuel system: Single fuel manifold system. Fuel injection pressure of 100 lb./sq.in. (7,0 kg/cm2) obtained through reduction valve from compressed air bottles in airplane fuselage. Automatic fuel control regulated by air pressure in pitot tube on airplane when in flight.
Starting: Compressed air (from external source) admitted into combustion chamber through 3 small nozzles adjacent to the 3 upper fuel nozzles through which fuel is also injected into combustion chamber. 1 igniter plug and high-tension coil. See Note 1.
Cyclic functioning:
1. Intake: Air passes through intake valves in grille into comfunctioning bustion chamber.
2. Compression: Air is compressed by ram effect, and fuel is injected and ignited by residual flame of combustion of previous charge.
3. Combustion and expansion: Fuel burns and gas pressure created in combustion chamber closes flaps on air intake valves.
4. Reaction thrust and exhaust: Gas pressure imparts forward reaction thrust to engine unit while burnt gases leave combustion chamber through tail tube. Pressure inside combustion chamber drops below atmospheric permitting flaps on air intake valves to open admitting air for succeeding cycle of operation . Impulse (firing) frequency 45 per sec. ( 45 i.p.s.) .

Diameter: 23.0 in. | 584 mm
Length: 135.0 in. | 3 430 mm
Frontal area: 2.9 sq.ft. | 0,27 m2
Weight: 250 lb. | 113 kg
Weight/ thrust: 0.42 lb./ lb.t. | 0,42 kg/ kgt
Fuel grade: 73 octane gasoline | 73 octane gasoline
Fuel consumption (normal): 3.0 lb./ lb.t./hr. | 3,0 kg/ kgt/ hr
Rating(normal,flight): 600 lb.t. (272 kgt) / 45 i.p.s./ 2,000 ft. (900 m).

The above flight rating is at a speed of 360 m.p.h. (580 kmh), at which speed the engine develops approximately 575 thrust h.p. The illustration on the opposite page shows the engine installed on a German V-1 robot flying bomb.
Note 1: A catapult, or small rocketjets in the tail of the flying bomb, can be used to impart the initial impetus to the missile so that the air stream will start the pulsejet.


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