Hah "wiggling". It is you who use selective quoting, taking pieces of my statements out of context and nitpicking. You always do this.
“In the race to develop a jet fighter, North American Aviation
obtained data on captured Messerschmitt Me 262s and closely examined
the sweep of the German jet's wing. The company's project designers
realized sweeping the wing backwards would allow higher subsonic speeds
and delay the advance of the critical Mach number. Lt. General Bill
Craigie, the Air Force officer in charge of developing the XP-86,
decided the plane would have a 35-degree wing sweep. His decision
changed a mediocre fighter into the United States' best fighter for the
next decade.”
“As the war was winding down, the commanding general of the U.S. Army
Air Forces, General Henry H. "Hap" Arnold, asked the famed
aerodynamicist Theodor von Karman to lead a group of top scientists and
engineers to Germany to learn about its technological advances.
In the spring of 1945, these engineers went to Europe. They followed
closely behind the combat troops, so that they could be the first to
discover the German technology, which they wanted to obtain before the
Russians did.”
“The Germans arrived courtesy of "Operation Paperclip," a high-level
government plan to scoop up leading German scientists and engineers
during the closing months of World War II. Adolf Busemann eventually
wound up at NACA's Langley laboratory, and scores of others joined Air
Force, Army, and contractor staffs throughout the United States.
Information from the research done by Robert Jones had begun to filter
through the country's aeronautical community before the Germans
arrived. Their presence, buttressed by the obvious progress represented
by advanced German aircraft produced by 1945, bestowed the imprimatur
of proof to swept wing configurations. At Boeing, designers at work on
a new jet bomber tore up sketches for a conventional plane with
straight wings and built the B-47 instead. With its long, swept wings,
the B-47 launched Boeing into a remarkably successful family of swept
wing bombers and jet airliners. At North American, a conventional jet
fighter with straight wings, the XP-46, went through a dramatic
metamorphosis, eventually taking to the air as the famed F-86 Sabre, a
swept wing fighter that racked up an enviable combat record during the
Korean conflict in the 1950s.”
"The Germans had conducted wind-tunnel tests on small swept-wing
aircraft models as far back as 1940. By 1944 their work had
demonstrated that swept wings offered substantial performance benefits.
The main difficulty was that any swept wing that was efficient at high
speeds tended to be unstable at low speeds. They experimented with a
number of ways to deal with this problem, one of the most promising
being a "slat" on the leading edge of the wing, which could be raised
to change the airflow and generate more lift.
After the end of the war, aviation engineer George Schairer of the
Boeing Company went to Germany to examine German aviation research. He
was accompanied by the well-known Theodore Von Karman of the California
of Technology, and Robert Jones of the US National Advisory Committee
on Aeronautics (NACA, one of the precursor organizations of the modern
US National Aeronautics & Space Administration, or NASA).
Schairer was extremely enthusiastic about the data he found on
swept-wing flight, and not only proposed that Boeing use it on their
new XB-47 long-range bomber, but that the information be provided to
other US aviation firms.
Larry Green of NAA studied the materials and came to the conclusion
that a swept wing was answer to improving the performance of the XP-86,
and determined that a slat attached to the wing's leading edge and
automatically extended at low speeds would solve the low-speed
stability problem.
Green and other NAA engineers convinced the president of NAA, "Dutch"
Kindelberger, that the swept wing was the way to go, and on 18 August
1945, Kindelberger approved further studies on the concept. Within a
few weeks, NAA engineers were performing wind tunnel tests on a 1/23rd
scale model of an XP-86 with wings swept at 35 degrees. The results
were extremely promising. After further tests, the USAAF approved
development of the swept-wing XP-86 on 1 November 1945.
* Models were one thing, a flying aircraft another. Engineering the
slats was troublesome, and in fact the NAA team went so far as to
obtain slatted wings from the German Messerschmitt 262 jet fighter to
get ideas. The first seven aircraft would actually use some
Messerschmitt 262 slat hardware."
"The wing was based on the outer section of
the Me 262 profile and was supposed to be flown with 13% slats with a
second 20% slat wing as a back up. Another wing called the "A wing"
was interchangeable and the prime focus. This has a thickness of 8% at
the root and 12% at the tip wheras the Me 262 derived wing was the
opposit with 10% at the root and 8% at the tip. The "A wing" also had
provision for slats."
"They naturally tested their own preferred equivalent sections, mainly
the NACA 6 series 5 digits; these differed in detail only to the German
sections which tended to be modifications to the 5 digit NACA series
anyway. There were a few elliptical leading edge sections developed
by Ludwig Bolkow that were never used on the Me 262 wing but were used
on the tail plane."
"The German data provided warning of the problems that would be faced
and also provided several tested solutions for those problems.
Without that German data (estimated to be worth 2 years of NACA
research by von Karman) the designers of the B-47 and F-86 would be
taking educated guess and wasting time following possible solutions and
running into blind alleys."
Now we could continue this Google war ad nauseum, but I tire of it. And I tire of your trolling.
