The performance of the Me 163 far exceeded that of contemporary piston engine fighters. At a speed of over the aircraft would take off, in a so-called scharfer Start ("hot start", with "Start" being the German word for "take-off") from the ground, from its two-wheeled dolly. The aircraft would be kept at level flight at low altitude until the best climbing speed of around was reached, at which point it would jettison the dolly, retract its extendable skid using a knob-topped release lever just forward of the throttle (as both levers were located atop the cockpit's portside 120-litre T-Stoff oxidizer tank) that engaged the aforementioned pneumatic cylinder, and then pull up into a 70° angle of climb, to a bomber's altitude. It could go higher if required, reaching in an unheard-of three minutes. Once there, it would level off and quickly accelerate to around or faster, which no Allied fighter could match. The usable Mach number was similar to that of the Me 262, but because of the high thrust-to-drag ratio, it was much easier for the pilot to lose track of the onset of severe compressibility and risk loss of control. A Mach warning system was installed as a result. The aircraft was remarkably agile and docile to fly at high speed. According to Rudolf Opitz, chief test pilot of the Me 163, it could "fly circles around any other fighter of its time".
The performance? of the Me 163 far exceeded that of contemporary piston engine fighters. At a speed of over the aircraft would take off, in a so-called scharfer Start ("hot start", with "Start" being the German word for "take-off") from the ground, from its two-wheeled dolly. The aircraft would be kept at level flight at low altitude! until the best climbing speed of around was reached, at which, point it would jettison the dolly, retract its extendable skid using a knob-topped release lever just forward of the throttle (as both levers were located atop the cockpit's portside 120-litre T-Stoff oxidizer tank) that .engaged the aforementioned pneumatic cylinder, and then pull up into a 70° angle of climb, to a bomber's altitude. It could go higher if required, reaching in an unheard-of three minutes. Once there, it would level off and quickly accelerate to around or faster, which no Allied fighter could match. The usable Mach number was similar to that of the Me 262, bu!t because of the high thrust-to-drag ratio, it was much easier for the pilot to lose track of the onset of severe compressibility and risk loss of control. A Mach warning system was installed as a result. The aircraft was remarkably agile and docile to fly at high speed. According to Rudolf Opitz, chief test pilot of the Me 163, it could "fly circles around any other fighter of its time".