Each summer when I see Turkey vultures ride into the sky on thermal updrafts and soar overhead it takes me back to my childhood and learning from nature with my father, aircraft designer Alexander M. Lippisch. Best known for the ME163 rocket fighter, Lippisch was inspired by nature for most of his unconventional aircraft designs. The swept wing tailless ME163 rocket fighter, for example, was based on the delta shaped seed pod of the Javan cucumber, Zanonia macrocarpa, that an uncle had given him.
While Lippisch was working for the Office of Naval Research (leave it to the government to assign an expert in supersonic flight to design boat hulls) he met aerophysicist Dr. August Raspet. A highly skilled sailplane pilot, Raspet spent many hours in gliders. But no matter how skillfully he was able to glide his way among the air currents it was never as well as the ever present turkey vultures. Their ability to soar and maneuver through the air far surpassed his sailplane’s performance. Lippisch had also observed these birds and was fascinated by how they used air currents, floating lazily, banking and turning at will with never a wing flap. Both men were interested in studying bird flight to determine if application of its principles could be applied to the design of conventional aircraft.
“Your observation on the Turkey Buzzard (vulture) is very interesting. Had I completed the performance measurements of the Buzzard which I tried several years ago we could have analyzed the data to determine the effective aspect ratio.” (Raspet to Lippisch letter, 10 March, 1948.)
This shared interest resulted in a productive collaboration.

Turkey vulture in flight
Raspet began his measurements of Turkey vulture flight performance in 1949, after being appointed director of the Department of Aerospace engineering at Mississippi State University . He followed the birds in his sailplane comparing their performance in spirals, relative climb rates, as well as cross-country straight flights. In order to make actual measurements of the difference in performance between the sailplane and bird, a camera in the nose of his sailplane filmed bird flight and a ground observer filmed the sailplane. The soaring speeds of the birds during spiraling flight could be measured against that of the glider by evaluating the films.
“On my Kite [Kirby-Kite sailplane] I get the real soaring effect by flying right at stall and letting the ship wallow in and out of lifting zones. Recently I followed a buzzard at 800′ all over the area in this manner.”(Raspet letter to Lippisch, 2 April, 1949.)
After analyzing measurements of the wild bird’s flying skills Raspet wondered whether ”feathers are necessary on a sailplane.”
Correspondence between Raspet and Lippisch discussed how the analysis of Turkey vulture flight could be applied to tackle two of the major problems of conventional aircraft design: how to maintain a smooth (laminar) airflow over the wing surface and how to reduce the major drag induced by the whirling mass of air flow (vortices) over the wing tips. From Raspet’s measurements and observations they learned that vultures change the shape of their wings to maintain a smooth (laminar) flow of air over the wing surface. This increases lift and reduces drag. Regarding the wing tip vortices Raspet wrote,
“In fact, it can happen that the tip feathers actually reduce the tip losses to a point where the complete planform of the wing is aerodynamically active.” (Sailplane Project of Mississippi State College”, p. 3)

Turkey vulture using slotted wing tips increase lift and reduce drag
Based on these observations Lippisch proposed use of small wings or wing slots to recover the energy lost at the wing tips of conventional aircraft. He received a patent for this design in 1956.
(From Henry V. Borst, The Aerodynamics of the Unconventional Air Vehicles of A. Lippisch. 1980 )
Raspet ‘s research resulted in his receiving a long term federally-funded program to study how laminar flow could be achieved in low-speed aircraft and the application of composite materials in aircraft design. Tragically, he died in the crash of a Piper Cub demonstrating boundary layer modifications on April 27th, 1960.









