Ojc
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The Story of my First Supersonic Flight on 9 April 1945 over Innsbruck (Austria)
After three years as a night fighter pilot I received an unexpected posting to the Me 262 Operational Conversion Unit EJG 2 at Lagerlechfeld. The training began at the end of March 1945 with a four day groundschool theory course. The classes, each of which ended with a discussion, lasted from 08 0 to approx. 130 each day. A few days later, on 5.4.45, I was able to make my first flight in a Me262 "Weiße 31" but since no 2-seater trainer Version was available this had to be undertaken as a solo flight, without the benefit of an instructor. This turned out to be an uneventftil first flight lasting 20 minutes and I had no problems with either the take-off or the landing. On the same day I was able to make a second flight which also lasted 20 minutes (18:10 - 18:30). On the following day, 6.4.45, I undertook a short aerobatics sortie which lasted only 30 minutes. The short duration of these flights was probably due to the general shortage of aviation fuel towards the end of the war. On 8.4.45 I carried out a high-altitude flight in "Weiße 12" reaching an altitude of 8.200m (24.600 ft). A detailed log of this 50 minute flight (12:35 - 13:25) was recorded.
On 9.4.45 I took-off in Me 262 "Weiße 9" from III./EJG 2, Wk.Nr.111517, for another high-altitude flight which was also to last 50 minutes (15:25 - 16:15). Following take-off I climbed steadily and my last observed altitude reading was 12.000 m (36.000 ft) which was recorded in my log. Even at this altitude the aircraft was still climbing and I had the impression that an eventual altitude of 14.000 m (42.000 ft) would have been achievable.
The weather conditions were near perfect with only a few small clouds and at this altitude visibility was well over 100 km. My radio was tuned to the combat frequency since at this time the allied airforces were making regular patrols, especially over southern Germany and around the Me 262 bases. Our chief instructor, Oberstleutnant Bär, was co-ordinating the training fiights by radio so that I was able to hear over the radio that another pilot, Unteroffizier Achammer, was starting on his first flight in a Me 262, also flying in a single seater. Achammer had probably not even left the ground when Bär shouted excitedly that a Mustang was approaching him from behind in a low-level attack (pubhshed in "Jägerblatt" 5/1997, page 60, Nr.61/1997). In an anempt to assist my comrade Achammer and to attack the Mustang, I immediately interrupted my flight with a steep wing-over to the left into a 40° dive and applied full power in order to reach the Mustang as quickly as possible. At this altitude of 12.000 m (36.000 ft) the aircraft began within a few seconds to vibrate, followed closely by a very strong buffeting which caused the tail to swing from side to side and the whole aircraft to oscillate due to the pressure waves. The airspeed indicator was against the stop at 1.100 km/h (682 rnph), the aircraft was no longer controllable and was vibrating so violently that it was not possible to read the instruments. A second later there was no longer any feeling of an aircraft through the stick which stayed in whatever position it was placed. Immediately following this the aircraft was suddenly again controllable although the altitude-compensated airspeed indicator remained on the stop at 1.100 krn/h (682 mph). At the start of this phase the aircraft pitched sharply into a nose-down attitude which could not be corrected by use of the controls; on the contrary the nose-down attitude continued to increase despite all my efforts. During these critical seconds I also attempted to yaw the aircraft across the direction of flight by alternate application of full left and full right rudder; however this also had no effect.
lt is interesting to compare my experience with the flight of Col. Yaeger, who flew supersonic for a few seconds with a Beil X-1 rocket-powered aircraft on 14.10.47 at a speed of 1.125 km/h (697 mph) at an altitude of 12.000 m (36.000 ft). He also recorded this hard buffeting and vibration shortly before crossing the sound barrier. Several other pilots, induding Beaumont in England and Beauvais in Germany, recorded similar experiences although they were not able to break through the sound barrier but were able to break-off their attempt on experiencing these anomalous flight conditions, whereas in earlier attempts many pilots had been unable to recover and were killed in the resulting crash.
These attempts were mostly undertaken from an altitude of around 9.000 m (27.000 ft) with propeller-driven aircraft such as with the Me 109 at Rechlin in Germany before 1945. The pilots were only just able to reach the buffeting zone due to the resistance effect of the propeller and the fact that at around 7.000 m (21.000 ft) the speed of sound is over 1130 km/h (700 mph).
What I find particularly interesting is that Yaeger, in the report of his supersonic flight, noted that his engineer, Ridley, had advised him, shortly before approaching the sound barrier, to adjust the electrically-operated trim stabiliser because he (Ridley) believed that this would enable the aircraft to successfully cross the sound barrier. This effect was also apparent on my flight in Me262 "Weiße 9" on 9.4.45. When I was unable to bring the aircraft out of the increasing dive by means of normal movements of the stick, I attempted to correct the attitude of the aircraft by adjusting the angle of the horizontal stabiliser and perhaps this was the deciding factor which enabled me to pass through the sound barrier.
In the meantime I had closed the throttles and experienced a flame-out on both engines. However, after recovering the attitude of the aircraft and reducing the extreme speed it was possible to re-light both engines. I then realised that I was no longer able to control the aircraft normally since it had a tendency to veer to the right and to enter a climb, without any movernent of the stick. After reducing the speed to 500 kmlh (310 mph) it was dear that I would experience considerable difficulty during the landing.
By this full-power descent towards Lechfeld I was able to cross the sound barrier so quickly that the vibration and buffeting did not increase further and the aircraft became supersonic without crashing. This is similar to the flame of a candle, if you pass your finger very slowly through the flame then the finger will be burnt, if however you pass your finger very quickly through the flame then you will not be hurt. This appears to be a similar effect to that experienced with the sound barrier, when you approach the barrier slowly and cautiously, as was certainly the case with some Me 262 pilots before 9.4.45, and when flying at an appropriate altitude, i.e. at least 10.000 m (30.000 ft), then the aircraft will experience such a strong and continual buffeting that it will inevitably crash since the buffeting will last for such a duration that the aircraft will begin to break up.
The shockwave probably passed over the aircraft from the rear during this steep descent from 12.000 m (36.000 ft) since at lower attitudes a higher speed is required for supersonic flight. I cannot confirm how much height was lost before regaining control of the aircraft because I did not take note of the instrument readings at the time. After this almost freefall descent from 12.000 m (36.000 ft) the aircraft was no longer stable which indicated a potential serious problem to achieving a normal landing. A standard approach speed of 250 km/h (155 mph) was clearly not possible and a minimum approach speed of 350 km/h (217 mph) was required which almost resulted in a serious crash since insufficient runway was available for such an approach.
After landing, the badly damaged aircraft was inspected by Oberstleutnant Bär, who found that the wings were distorted and a number of rivets were missing, and surmised that the aircraft must have exceeded 950 km/h (589 mph). I naturally had to reject this suggestion because damaging such a rare and precious aircraft as the Me262 would result in a severe punishment and after such a lucky end to the flight I naturally didn't want to end up in prison. In reply to his continual questions as to what had happened to the aircraft I could only answer, rather naively, that it must be a "Monday Production" aircraft since these defects had occurred so suddenly during the flight that it could only have been the result of faulty construction. Unteroffizier Achammer's aircraft was attacked by the Mustang and the port engine caught fire but he was able to bale out successfully from a low altitude and was unhurt. The conditions of the conversion training were exceptionally rigorous and unforgiving and before the first flight all pilots had to sign a confirmation that they had the knowledge and ability to bring the aircraft back undamaged, otherwise the pilot would be sent back to bis previous unit on the same day. Following this procedure, Oberstleutnant Bär sent Achammer back to bis unit on the same day, although the pilot had made no error, since on bis first solo flight in the Me262 he was attacked shortly after take- off by the Mustang and had only followed the instructions radioed to him from bis instructor on the ground.
It is well known that at the sound barrier, depending on the aircraft configuration, a part of the aircraft, e.g. the wings, can already be in supersonic flight whereas other parts, e.g. the fuselage, remain subsonic. This can be compared with death, where organs which are oxygen sensitive, e.g. the brain, can already be dead whereas other parts of the body, such as the gut, skin and stomach, can continue to function for some time.
Propeller-driven aircraft can reach the area of buffeting at an altitude of 9.000 m (27.000 ft) but can never cross the sound barrier because at an attitude of 7-9.000 m (21-27.000 ft) a speed of over 1.100 km/h (682 mph) is required and such aircraft have a maximum diving speed of 800-900 km/h (496-558 mph) due to the resistance effect of the propeller.
The sound barrier is similar to virginity - also a barrier. Although many may have been on the verge of breaking through (sound barrier petting) or some already through this ,,barrier" (such as German pilots in 1944/45, I myself on 9 April 1945 and English test pilots in summer 1945 with the Me262), there is then the one who comes and says ,,yes" before the ,,altar" and is then officially the first (Yaeger, October 1947). The "Wedding Night" however, often occurred years earlier.
There are other parallels to the sound barrier. If you hesitate too long, you will have to reckon with some complications. If you've got the right aircraft and power through fast enough and at the right altitude then there are no difficulties. There is not enough time for complications, e.g. the buffeting and vibrations, to develop to an extent which can cause the aircraft to break-up and crash.
This can be compared to the moment of giving birth, during which an abrupt environmental change also occurs. While in the womb the baby is floating in the amniotic fluid, rather like an astronaut in space, and is linked to its host by means of a cord which provides the necessary life support functions. Immediately the baby leaves the womb, its lungs must start to function in order to provide the oxygen previously supplied through the umbilical cord. Any delay will result in serious complications and eventually in the death of the baby.
This report describes the experiences of a pilot in breaking through the sound barrier with an aircraft Me 262 which was designed for subsonic flight. The main characteristics of crossing the sound barrier in such an aircraft can be summarised as:
Firstly extreme buffeting and vibration
Followed by a short period in which the control surfaces are totally ineffective
The flame-out of the engines
After passing the barrier, normal control is restored.
Astonishingly it is reported on page 13 of the "Me 262 A-1 Pilot's Handbook" issued by Headquarters Air Materiel Command, Wright Field, Dayton, Ohio as Report No. F-SU-1111-ND on 10 January 1946:
"Speeds of 950 km/h (590 mph) are reported to have been attained in a shallow dive 20° to 30° from the horizontal. No vertical dives were made. At speeds of 950 to 1000 km/h (590 to 620 mph) the air flow around the aircraft reaches the speed of sound, and it is reported that the control surfaces no longer effect the direction of flight. The results vary with different airplanes: some wing over and dive while others dive gradually. It is also reported that once the speed of sound is exceeded, this condition disappears and normal control is restored." * See attached link above "Me 262 Handbook"
This report indicates that the effects experienced both during and after the transonic period were already known and this information could only have been obtained from the results of flights by English or American test pilots in 1945.
Chalmers Goodlin, a test pilot with the Bell Aircraft Corporation, was the first pilot to fly the Bell X-1 rocket-powered aircraft under power on 9.12.1946 (initial test flights were carried out as a glider). He flew the aircraft 26 times, officially reaching MACH 0,82 on 17.1.1947. However 10 of these flights were without quoting the achieved MACH-number, which was kept secret at this time. During these tests, supersonic flight was achieved at high altitudes as can be verified also by the reports of witnesses who heard the "sonic boom". The first official supersonic flight by Yeager on 14.10.1947 was also kept secret initially to conceal it from the Soviets and it was only later that the flight was made public as "The first man through the sound barrier". However this goal had already been reached some time previously by at least 3 pilots, in Gerrnany, England and the USA.
Colonel Ken Chilstrorn, head of the test pilot team which also included Yeager, flew the Me 262 at Wright Patterson AFB, Dayton, Ohio on several occasions during 1946 and we discussed our experiences with the Me 262 during my visit in 1997.
Due, at that time, to the general lack of knowledge of the sound barrier and its effects, a number of German military pilots were killed in accidents both, before and after reaching the sound barrier:
* Webmasters note: They just fell out of the skies for unknown reasons and they had no enemy contact.
26 Nov 1944 Crashed near Lechfeld Pilot killed JG 7 - Me 262 A
06 Dec 1944 Crashed near Osnabrück Pilot killed JG 7 - Me 262 A
15 Dec 1944 Crashed during a training flight near Schwabstadt Pilot killed JG 7 - Me 262 A
23 Dec 1944 Crashed during a training flight near Landsberg/Lech Pilot killed JG 7 - Me 262 A
14 Jan 1945 Crashed vertically near Crivitz Pilot killed JG 7 - Me 262 A
Taking all this into account, the first man to break the sound barrier must be considered as
"The Unknown Pilot"
analogous to the famous "Unknown Soldier".
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vibrio
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*yawn* heard it before
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Cybermonkey
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Registered: 22nd Sep 02
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boring. It is believed that modified Vampires easily broke the sound barrier way before the X1
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sxi16vjoe
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I am not reading all that ollie can you break it down for me>?
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Cybermonkey
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it goes like this
blah blah blah blah blah blah blah blah blah blah blah blah blah blah blah blah blah blah
oliver thinks he is part of the nazi empire as a cockSSucker blah blah blah blah blah blah blah blah blah blah blah blah
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Ojc
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quote:
Originally posted by Cybermonkey
boring. It is believed that modified Vampires easily broke the sound barrier way before the X1
Gloucester Meteors you gay lord.
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sxi16vjoe
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quote:
Originally posted by Cybermonkey
it goes like this
blah blah blah blah blah blah blah blah blah blah blah blah blah blah blah blah blah blah
oliver thinks he is part of the nazi empire as a cockSSucker blah blah blah blah blah blah blah blah blah blah blah blah
See Ollie thats all you had to do instead there just loads of bullshit there 
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3CorsaMeal
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Registered: 11th Apr 02
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quote:
Originally posted by sxi16vjoe
I am not reading all that ollie can you break it down for me>?
man in plane, long time ago, broke sound barrier, apparantely he drilled the airbox and reset ecu, is also talk of disconnecting the egr but i'd take that with a pinch of salt
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--Dave--
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Registered: 17th Feb 04
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why the fcuk post shit like this? 
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stuartmitchell
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quote:
Originally posted by 3CorsaMeal
quote:
Originally posted by sxi16vjoe
I am not reading all that ollie can you break it down for me>?
man in plane, long time ago, broke sound barrier, apparantely he drilled the airbox and reset ecu, is also talk of disconnecting the egr but i'd take that with a pinch of salt
lmao 
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vibrio
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quote:
Originally posted by Cybermonkey
boring. It is believed that modified Vampires easily broke the sound barrier way before the X1
yes, bats are very quick
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vibrio
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quote:
Originally posted by 3CorsaMeal
quote:
Originally posted by sxi16vjoe
I am not reading all that ollie can you break it down for me>?
man in plane, long time ago, broke sound barrier, apparantely he drilled the airbox and reset ecu, is also talk of disconnecting the egr but i'd take that with a pinch of salt
jets don't have air boxes or EGR's other wise that would have been quite funny
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3CorsaMeal
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quote:
Originally posted by vibrio
quote:
Originally posted by 3CorsaMeal
quote:
Originally posted by sxi16vjoe
I am not reading all that ollie can you break it down for me>?
man in plane, long time ago, broke sound barrier, apparantely he drilled the airbox and reset ecu, is also talk of disconnecting the egr but i'd take that with a pinch of salt
jets don't have air boxes or EGR's other wise that would have been quite funny
i wasn't to know that, otherwise i would of sounded quite geeky
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Cybermonkey
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quote:
Originally posted by Ojc
quote:
Originally posted by Cybermonkey
boring. It is believed that modified Vampires easily broke the sound barrier way before the X1
Gloucester Meteors you gay lord.
wrong you fucking moron. DeHavilland Vampires were far more advanced than the Meteor. Meteor was vastly underpowered because of its centrifugal engine. the Dehavilland Goblin engine powering the Vampire was vastly superior
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3CorsaMeal
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i had one of those little polystyrene planes that you push together and then clip on a plastic propeller
that was quite fast at times 
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Cybermonkey
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quote:
Originally posted by vibrio
quote:
Originally posted by 3CorsaMeal
quote:
Originally posted by sxi16vjoe
I am not reading all that ollie can you break it down for me>?
man in plane, long time ago, broke sound barrier, apparantely he drilled the airbox and reset ecu, is also talk of disconnecting the egr but i'd take that with a pinch of salt
jets don't have air boxes or EGR's other wise that would have been quite funny
Ironically for you Ross, nearly all modern jet aircraft use a form of Exhaust Gas Recirc known as Bleed Air. Its used to power aircraft electrical systems
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sxi16vjoe
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Location: Kent
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quote:
Originally posted by vibrio
quote:
Originally posted by 3CorsaMeal
quote:
Originally posted by sxi16vjoe
I am not reading all that ollie can you break it down for me>?
man in plane, long time ago, broke sound barrier, apparantely he drilled the airbox and reset ecu, is also talk of disconnecting the egr but i'd take that with a pinch of salt
jets don't have air boxes or EGR's other wise that would have been quite funny
Coming from the funniest man on this site 
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vibrio
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quote:
Originally posted by Cybermonkey
Ironically for you Ross, nearly all modern jet aircraft use a form of Exhaust Gas Recirc known as Bleed Air. Its used to power aircraft electrical systems
no thats using the force of the air not the exhaust gas
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Cybermonkey
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Location: Sydney, Australia
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quote:
Originally posted by vibrio
quote:
Originally posted by Cybermonkey
Ironically for you Ross, nearly all modern jet aircraft use a form of Exhaust Gas Recirc known as Bleed Air. Its used to power aircraft electrical systems
no thats using the force of the air not the exhaust gas
wrong, the air is red hot and under extreme pressure
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Ojc
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Foo Fighters
"Foo fighter" is a name given to a small, round flying object which followed Allied bombers over Germany during the latter phases of the air war. There are also some reports of foo fighters in the Pacific theater of the war. Sometimes they would appear singularly but more often in groups, sometimes flying information. By day they appeared to be small metallic globes. By night they glowed with various colors. These object attempted to approach Allied bombers closely which scared the bomber crews who assumed they were hostile and might explode. Upon taking evasive maneuvers they found the foo fighters would keep pace with them in some instances. Besides the name foo fighter this device is sometimes called "Feuerball", its German name or its English translation, fireball. More about names later.
For those readers who have not been exposed to foo fighters before, following is an American flight account found in Intercept UFO by Renato Vesco:
"At 0600 (on December 22) near Hagenau, at 10,000 feet altitude, two very bright lights climbed toward us from the ground. The leveled off and stayed on the tail of our plane.They were huge bright orange lights. They stayed there for two minutes. On my tail all the time. They were under perfect control (by operators of the ground). They turned away from us,and the fire seemed to go out".
Vesco goes on to say:
"The rest of the report was censored. Apparently it went on to mention the plan's radar and its sudden malfunctioning" (1).
Flying saucer books of the 1950s usually mentioned foo fighters and recounted the sightings of Allied servicemen. Later, due to the extraterrestrial hysteria, publications tended to omit descriptions of foo fighters, preferring to begin the tale of flying saucers with Kenneth Arnold in 1947.
In modern times, if they are mentioned at all by mainstream UFO magazines or books, an attempt is sometimes made to confuse the issue of the origin of foo fighters in one of three ways. First,they say or imply that both sides in World War Two thought foo fighters were a weapon belonging to the opposite side. They may cite as a source some German pilot obviously "out of the loop" who claims the Germans did not know their origin. Second, they attempt to advance the idea that foo fighters are still unknown and a mystery or possibly a naturally occurring phenomenon. Third, they advance an extraterrestrial origin.
It is difficult to imagine a vast bad faith plot, extending over years, which attempts to discredit or confuse the issue of foofighters. Perhaps the authors of these UFO magazines and books are truly without a clue and simply perpetuating old and bad information as a convenient explanation. In any event, it is now clear they utterly failed to do their homework on foo fighters before writing about them.
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The First Reports Of German Foo Fighters
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sxi16vjoe
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The foo fighters aint German. I swear that Dave Grohl is american
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Ojc
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http://webfairy.org/missilegate/rfz/foofighter.htm
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