The Me 163B design then emerged in December of 1941 as a simplified production-quality form intended for wartime mass production and outfitted with an improved form of rocket motor. Two V prototypes were generated and these were followed by at least thirty pre-production series aircraft. Initial models were designated as "Me 163 B-0" and fitted with 2 x 20mm MG 151/20 series cannons. These were followed by the Me 163 B-1 marks which incorporated 2 x 30mm Rheinmetall Borsig Mk 108 series cannons. The B-1 mark was powered by a Walter HWK 109-509A-2 liquid-fueled rocket motor providing 3,800lbs of continuous thrust. Its maximum speed was 596 miles per hour with a range of just 25 miles and service ceiling of 39,700 feet. The Me 163 B-1 held an amazing 31,500 feet-per-minute rate-of-climb.
In theory, the idea of a small, one-man interceptor tearing holes in unsuspecting bomber formations was a sound one as defending Allied escort fighter aircraft could only hope to catch the Me 163, a target reaching speeds of nearly 600 miles per hour. However, the reality of the design provided an array of dangers for the pilot. The fuel mixture itself was known to self-combust as both elements were highly volatile, proven by the fact that such an event killed a test pilot - the aircraft had the possibility of exploding in the air or on the ground. The airframe could also become highly uncontrollable at the provided extreme speeds for swept wings were still an infant concept concerning high-speed flight. Powered flight was essentially limited to just 7.5 minutes through the available fuel stores and the freefall glide to the ground during landing placed the pilot and his aircraft in a precariously vulnerable position when Allied fighters were about. Unpowered landings also held its own share of inherent dangers as only a single attempt was essentially allowed. The operational range of the Me 163 also proved extremely limited and restricted the German response. Additionally, the armament array of 2 x cannons (mounted in the wing roots) was afforded up to 60 rounds of ammunition per weapon installation.
Initial combat sorties in July of 1944 attempted to showcase the Me 163 as a true fighter breed, able to fly twice as fast as any available Allied fighter type. However, it was found that the aircraft approached a flight of Boeing B-17 Flying Fortresses much too fast, thus not allowing the Me 163 pilots a chance to properly aim their guns and engage, consequently overshooting the targets and claiming no kills. It was only then discovered that the Me 163 could be used more effectively by conducting the aforementioned steep climb upon takeoff, achieving the desired attack altitude until the rocket motor fuel was expended and diving down to engage under control - relying on gravity and drag in the process.
Me 163 interceptors were credited with destroying just nine enemy aircraft (some sources state as many as sixteen kills) during the latter part of the war, this against the 370 Me 163s produced. Another Axis member nation, the Empire of Japan, also tried (somewhat successfully) to copy the Me 163 design. However, one of two submarines transferring the Me 163 design and associated plans from German hands to Japan was sunk by the Allies. The Japanese did manage to develop their own working variant of the Me 163 (as the Mitsubishi J8M "Shusui") with the surviving set of plans but the aircraft never went into operational service.
For the Germans, the base Me 163 design was also planned to be reworked into a two-seat trainer form known as the "Me 163S", these born from the streamlined Me 163B production model.
Despite their impressive performance, the Me 163 fell victim to enemy guns nine times itself and a further fourteen units were registered as "lost" during the war. Allied fighter pilots began to understand the limitations of the rocket-powered fighter and simply adjusted strategy to wait for the aircraft to begin its final descent - an action the Me 163 pilot had no chance to abort. In another stroke of good luck for the Allies, the required fuel for Me 163 aircraft was in short supply throughout the end of the war, keeping many of the available Me 163 fighters grounded for the long-term. By the end of the war, the focus had also begun to shift to more advanced and conventionally-minded jet-powered aircraft such as Messerschmitt's own Me 262 "Schwalbe" fighter-bomber.
Post-war, many available Me 163 airframes were recovered and studied extensively by the Allies, no doubt influencing the many strange projects seen in the post-war years, particularly in America. Many others ended up as museum show pieces.
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