Tiefer Verstand
25-05-05, 01:41 AM
Aun no faltara uno que otro taradito diciendo que no volaron y aferrarse a sus mitos y leyendas, bueno para aquellos qu esolo descubrimos y atestiguamso les dejo esto e inicio con un acita que lo describe todo:
Without a doubt this aircraft was many many years "ahead of it's time" and demonstrates some of the aeronautical design brilliance that was present in Germany during the period. It certainly seems humorous to think that the Northrop B-2 Stealth Bomber that we see today of comparable design requires millions of dollars of computers to enable it to simply stay airborne. In contrast the Horten designed Go-229 performed perfectly well with conventional mechanical control linkages. Also it was designed without all of today's advanced design aids but rather on sound principles of aerodynamics.
http://www.geocities.com/nedu537/go229/flygo.gif
http://www.think-aboutit.com/images/ho3.jpg
Gotha Go-229 Flying Wing
Ahead of it's time
The Gotha Go-229 was the first turbojet powered aircraft of a pure flying wing design. Although flown for the first time in 1945, the aircraft looked very modern and way ahead of it's time. The Go-229 was initially designed by the brothers Reimar and Walter Horten, pioneers in early flying wing aircraft designs.
The Horten brothers were attempting to devise ways to eliminate every source of parasitic drag. They believed that the flying wing configuration offered the best way to achieve this. Their flying wing proposals had no fuselage as such - the chord of the wing center section increased sufficiently to enable pilot and powerplants to be housed entirely within the wing itself without any drastic increase of thickness/chord ratio. There were no vertical surfaces - lateral and directional control were pprovided by a system of spoilers.
http://www.geocities.com/nedu537/go229/luft0318.jpg
The Horten brothers' interest in flying wings dates back to the 1930's when they built numerous wooden gliders. They produced a number of both powered and unpowered flying wing designs during this period. In 1943, they began to work on a jet fighter flying wing design, designated Ho IX. The Ho IX was to be powered by a pair of BMW 003 turbojets. The Ho IX project was carried out initially without the support or knowledge of the all-powerful Reichluftfahrtministerium (RLM, the State Ministry of Aviation).
The Horten brothers decided that the Ho IX was to undergo an extensive series of gliding tests before any attempt was to be made to install the pair of turbojets. However, in early 1944, RLM became aware of the existence of the Ho IX. The project captured the imagination of Reichsmarschall Hermann Goering who gave it his backing with enthusiasm. Also, reports from the USA indicated that the Northrop Corporation was thinking along similar lines. The Ho IX project was to move forward to powered flight testing with all deliberate speed.
http://www.geocities.com/nedu537/go229/3view_tn.JPG (http://www.geocities.com/nedu537/go229/3view.jpg)
Click on the image to view full size
Now with official backing, the Ho IX project gained momentum. The first gliding trials began in spring of 1944. Their gliding tests went very well. The planned installation of the BMW 003 turbojet engines in the Ho IX V1 prototype hit a snag when they were found to be too big for their allocated bays and it was decided to install a pair of Jumo 004 instead (oops!).
The Ho IX V2 was designed to be capable of 7g airframe loadings. The center section of the wing housed the engines and the cockpit and was made of conventional welded steel-tube construction. The center section was covered with plywood skins except immediately adjacent to the engine exhausts. Here metal was used. The outer wings were made entirely of wood. The outer wing leading edges were constructed of a special fibreboard where wood shavings were compressed and combined with resin and the rest of the wing was covered with plywood. A special coating of paint was applied to give a smooth finish to the entire aircraft.
The two Jumo 004B turbojets were mounted side-by-side in the center section. The jet tailpipes protruded above the wing rear surfaces. A tricycle undercarriage was fitted. Lateral and longitudinal control was provided by elevons which, together with plain flaps, occupied the trailing edges of the outer wing panels. Spoiler flaps extended across most of the wing center section immediately aft of the mainwheel wheels. Directional control was achieved by spoilers located near the wingtips just behind the main spar.
Glide tests with the Ho IX V1 were sufficiently encouraging that the RLM decided that the Horten design was worthy of production. In early summer of 1944 a contract was issued to Gothaer Waggonfabrik for the production of the design under the designation Go 229. Control of the redesign for production was taken away from the Horten brothers but they continued to work on the testing of their Ho IX prototype.
Gotha immediately began work on the production of the flying wing fighter. The initial production version was to be given the designation Go 229A. The Gotha team found it necessary to introduce some changes in order to adapt the Ho IX for production. They redesigned the cockpit, enlarged the turbojet housings, revised the air intake geometry and modified the undercarriage. Provision was made for four 30 mm MK 103 or MK 108 cannon mounted immediately outboard of the engines. Hardpoints were to be provided beneath the center section for two 2205-lb bombs or for two 275 Imperial gallon fuel tanks. A two seat radar-equipped all-weather version (designated Go 229B) was also planned.
http://www.geocities.com/nedu537/go229/ho9v1_10.jpghttp://www.geocities.com/nedu537/go229/go229b.jpg
Flight tests went quite well. Handling characteristics were much better than expected. A maximum level speed of 497mph was reached during the test flights. Unfortunately, the Ho IX V2 crashed during a landing attempt and was totally destroyed. Gotha's first production prototype for the Go 229A single-seat fighter-bomber series was given the designation Go 229 V3. V4 and V5 were to be the prototypes for the Go 229B all-weather fighter, and V-6 was to be a second A-series prototype with MK 103 cannon in place of MK 108s. V7 was to be a prototype for a two-seat training version.
All through the spring of 1945 work proceeded on these prototypes. However, late in April, the plant was finally occupied by Allied troops and the development came to a sudden halt. At that time the Go 229 V3 prototype was being prepared for flight testing and the V4 and V6 prototypes were in final assembly. Component manufacture for the 20 pre-production Go 229A-0 fighter bombers was well advanced and various component parts were found spread about the plant.
The Go 229A-0 pre-production fighters were to be powered by a pair of Junkers Jumo 004B-1, -2, or -3 turbojets, 1962 lb. st. each.
-Estimated maximum speed was 590 mph at sea level and 607 mph at 39,370 feet.
-Maximum ceiling was to be 52,500 feet -Maximum range was estimated at 1180 milles
-Initial climb rate was to be 4330 ft/miin
-Weights were estimated at 10,140 lb emppty & 16,550 lb normally loaded
--------------------------------------------------------------------------------
Conclusion
Without a doubt this aircraft was many many years "ahead of it's time" and demonstrates some of the aeronautical design brilliance that was present in Germany during the period. It certainly seems humorous to think that the Northrop B-2 Stealth Bomber that we see today of comparable design requires millions of dollars of computers to enable it to simply stay airborne. In contrast the Horten designed Go-229 performed perfectly well with conventional mechanical control linkages. Also it was designed without all of today's advanced design aids but rather on sound principles of aerodynamics.
Y aun no falta quein niega la proeza ingenieril de ese periodo en Alemania, como bien dice el articulo volaba a pesar de ser diseños inestables compensando con pura ley de aereodinámica el B-2 sería una piedra tal como el F-117 sin tantas computadoras para volarlo... Me receurda a alguien de la costa del Golfo, sin su compu es nada...
<br><br>
<iframe src="http://www.geocities.com/nedu537/go229/" width="100%" height="450"></iframe>
<br><br>
Por cierto lo mas seguro es que Kenneth Arnold, quien acuñó el termino platillo volador en 1947 cuando vio OVNIS, lo que vio fue uno de estos objetos capturados a Alemania a juzgar por un boceto que el mismo dibujó.
http://www.think-aboutit.com/images/ka.jpg
Without a doubt this aircraft was many many years "ahead of it's time" and demonstrates some of the aeronautical design brilliance that was present in Germany during the period. It certainly seems humorous to think that the Northrop B-2 Stealth Bomber that we see today of comparable design requires millions of dollars of computers to enable it to simply stay airborne. In contrast the Horten designed Go-229 performed perfectly well with conventional mechanical control linkages. Also it was designed without all of today's advanced design aids but rather on sound principles of aerodynamics.
http://www.geocities.com/nedu537/go229/flygo.gif
http://www.think-aboutit.com/images/ho3.jpg
Gotha Go-229 Flying Wing
Ahead of it's time
The Gotha Go-229 was the first turbojet powered aircraft of a pure flying wing design. Although flown for the first time in 1945, the aircraft looked very modern and way ahead of it's time. The Go-229 was initially designed by the brothers Reimar and Walter Horten, pioneers in early flying wing aircraft designs.
The Horten brothers were attempting to devise ways to eliminate every source of parasitic drag. They believed that the flying wing configuration offered the best way to achieve this. Their flying wing proposals had no fuselage as such - the chord of the wing center section increased sufficiently to enable pilot and powerplants to be housed entirely within the wing itself without any drastic increase of thickness/chord ratio. There were no vertical surfaces - lateral and directional control were pprovided by a system of spoilers.
http://www.geocities.com/nedu537/go229/luft0318.jpg
The Horten brothers' interest in flying wings dates back to the 1930's when they built numerous wooden gliders. They produced a number of both powered and unpowered flying wing designs during this period. In 1943, they began to work on a jet fighter flying wing design, designated Ho IX. The Ho IX was to be powered by a pair of BMW 003 turbojets. The Ho IX project was carried out initially without the support or knowledge of the all-powerful Reichluftfahrtministerium (RLM, the State Ministry of Aviation).
The Horten brothers decided that the Ho IX was to undergo an extensive series of gliding tests before any attempt was to be made to install the pair of turbojets. However, in early 1944, RLM became aware of the existence of the Ho IX. The project captured the imagination of Reichsmarschall Hermann Goering who gave it his backing with enthusiasm. Also, reports from the USA indicated that the Northrop Corporation was thinking along similar lines. The Ho IX project was to move forward to powered flight testing with all deliberate speed.
http://www.geocities.com/nedu537/go229/3view_tn.JPG (http://www.geocities.com/nedu537/go229/3view.jpg)
Click on the image to view full size
Now with official backing, the Ho IX project gained momentum. The first gliding trials began in spring of 1944. Their gliding tests went very well. The planned installation of the BMW 003 turbojet engines in the Ho IX V1 prototype hit a snag when they were found to be too big for their allocated bays and it was decided to install a pair of Jumo 004 instead (oops!).
The Ho IX V2 was designed to be capable of 7g airframe loadings. The center section of the wing housed the engines and the cockpit and was made of conventional welded steel-tube construction. The center section was covered with plywood skins except immediately adjacent to the engine exhausts. Here metal was used. The outer wings were made entirely of wood. The outer wing leading edges were constructed of a special fibreboard where wood shavings were compressed and combined with resin and the rest of the wing was covered with plywood. A special coating of paint was applied to give a smooth finish to the entire aircraft.
The two Jumo 004B turbojets were mounted side-by-side in the center section. The jet tailpipes protruded above the wing rear surfaces. A tricycle undercarriage was fitted. Lateral and longitudinal control was provided by elevons which, together with plain flaps, occupied the trailing edges of the outer wing panels. Spoiler flaps extended across most of the wing center section immediately aft of the mainwheel wheels. Directional control was achieved by spoilers located near the wingtips just behind the main spar.
Glide tests with the Ho IX V1 were sufficiently encouraging that the RLM decided that the Horten design was worthy of production. In early summer of 1944 a contract was issued to Gothaer Waggonfabrik for the production of the design under the designation Go 229. Control of the redesign for production was taken away from the Horten brothers but they continued to work on the testing of their Ho IX prototype.
Gotha immediately began work on the production of the flying wing fighter. The initial production version was to be given the designation Go 229A. The Gotha team found it necessary to introduce some changes in order to adapt the Ho IX for production. They redesigned the cockpit, enlarged the turbojet housings, revised the air intake geometry and modified the undercarriage. Provision was made for four 30 mm MK 103 or MK 108 cannon mounted immediately outboard of the engines. Hardpoints were to be provided beneath the center section for two 2205-lb bombs or for two 275 Imperial gallon fuel tanks. A two seat radar-equipped all-weather version (designated Go 229B) was also planned.
http://www.geocities.com/nedu537/go229/ho9v1_10.jpghttp://www.geocities.com/nedu537/go229/go229b.jpg
Flight tests went quite well. Handling characteristics were much better than expected. A maximum level speed of 497mph was reached during the test flights. Unfortunately, the Ho IX V2 crashed during a landing attempt and was totally destroyed. Gotha's first production prototype for the Go 229A single-seat fighter-bomber series was given the designation Go 229 V3. V4 and V5 were to be the prototypes for the Go 229B all-weather fighter, and V-6 was to be a second A-series prototype with MK 103 cannon in place of MK 108s. V7 was to be a prototype for a two-seat training version.
All through the spring of 1945 work proceeded on these prototypes. However, late in April, the plant was finally occupied by Allied troops and the development came to a sudden halt. At that time the Go 229 V3 prototype was being prepared for flight testing and the V4 and V6 prototypes were in final assembly. Component manufacture for the 20 pre-production Go 229A-0 fighter bombers was well advanced and various component parts were found spread about the plant.
The Go 229A-0 pre-production fighters were to be powered by a pair of Junkers Jumo 004B-1, -2, or -3 turbojets, 1962 lb. st. each.
-Estimated maximum speed was 590 mph at sea level and 607 mph at 39,370 feet.
-Maximum ceiling was to be 52,500 feet -Maximum range was estimated at 1180 milles
-Initial climb rate was to be 4330 ft/miin
-Weights were estimated at 10,140 lb emppty & 16,550 lb normally loaded
--------------------------------------------------------------------------------
Conclusion
Without a doubt this aircraft was many many years "ahead of it's time" and demonstrates some of the aeronautical design brilliance that was present in Germany during the period. It certainly seems humorous to think that the Northrop B-2 Stealth Bomber that we see today of comparable design requires millions of dollars of computers to enable it to simply stay airborne. In contrast the Horten designed Go-229 performed perfectly well with conventional mechanical control linkages. Also it was designed without all of today's advanced design aids but rather on sound principles of aerodynamics.
Y aun no falta quein niega la proeza ingenieril de ese periodo en Alemania, como bien dice el articulo volaba a pesar de ser diseños inestables compensando con pura ley de aereodinámica el B-2 sería una piedra tal como el F-117 sin tantas computadoras para volarlo... Me receurda a alguien de la costa del Golfo, sin su compu es nada...
<br><br>
<iframe src="http://www.geocities.com/nedu537/go229/" width="100%" height="450"></iframe>
<br><br>
Por cierto lo mas seguro es que Kenneth Arnold, quien acuñó el termino platillo volador en 1947 cuando vio OVNIS, lo que vio fue uno de estos objetos capturados a Alemania a juzgar por un boceto que el mismo dibujó.
http://www.think-aboutit.com/images/ka.jpg