Colin Heaton - The Me 262 Stormbird

The first jet to fly on jet power alone was Me 262 V3, PC+UC, work number 000003. This aircraft flew from Leipheim, and on July 18, 1942, Wendel took off and flew at a conservative 600 kilometers per hour at an altitude of 2,000 meters. After twelve minutes, he landed and was very enthusiastic about the experience. This was when he reported that the rudder was ineffective for the first 600 meters of takeoff, but after liftoff all was well, even though the ailerons required attention due to high forces until airborne and the jet was trimmed out.

As stated in Morgan, Wendel wrote: “My engines ran like clockwork, it was a pure pleasure to fly this new aircraft. I have rarely been so enthusiastic about a test flight in a new aircraft as I was by the Me 262.” {3} Wendel flew most of the mission in this version, with Heinrich Beauvais flying this model on August 11, 1942, the second flight of that day after Wendel. Beauvais ground looped the jet by not having enough takeoff speed, causing a long delay between tests while the aircraft was repaired. (See Table 2. As posted in Morgan, the flight record for this Me 262 is incomplete, but interesting nonetheless.)

Wendel was the chief test pilot of Germany’s aircraft manufacturers, flying every aircraft Germany created. Only the bravest and most experienced pilots in the Third Reich would join him, including the famed aviatrix Hanna Reitsch. {5} Wendel would also fly the machine a year later, on March 2, 1943, with the new Jumo 004 engines and without a conventional engine backup.

Me 262V4, PC+UD, work number 000004, first flew on May 15, 1943, by Wendel. This aircraft was flown for a review by Göring at Rechlin airfield on July 25, 1943. The next day test pilot Gerd Lindner crashed on takeoff from Schkeuditz. This was ironically the first Me 262 that Adolf Galland flew. His report to Generalfeldmarschall Erhard Milch follows:

Der Oberbefehlshaber der Luftwaffe

General der jagdflieger

Berlin

25 May 1943

Dear Field Marshal,

On Saturday, 22nd of this month, I flight tested in Augsburg the Me 262 in the presence of several gentlemen of the Air Ministry. With regard to the Me 262 aircraft, I would like to state the following:

1-The aircraft is a big blow, which will guarantee us an unbelievable advantage during operations, presuming the enemy continue flying with piston engined aircraft.

2-From the pilot’s viewpoint, the flight performance of the aircraft produced quite an impression.

3-The engines convince the pilot, except in take offs and landings.

4-The aircraft will give us revolutionary new tactical opportunities.

I kindly ask that you consider the following suggestions.

We do have the Fw 190D under development, which can be considered nearly equal to the Me 209 with regard to all performances. Both aircraft types, however, will not be able to considerably surpass hostile aircraft, above in all altitudes.

It can only be taken for granted that with regard to the armament and speed, progress can be achieved.

Therefore I do suggest;

to stop Me 209 production

to concentrate the total production capacity on Fw 190s with BMW 801, DB 603 or Jumo 213 engines

to have those development and production capacities that will become available then immediately transferred to the Me 262 program.

After my return I will inform you immediately.

Galland’s enthusiasm was understandable. Like Wendel, everyone who flew the Me 262 had nothing but praise for the experience, although reservations remained about the reliability of the Jumo engines. Galland’s praise for the aircraft in his memorandum to Milch should have been the final say on the project going forward. However, there were still concerns, many of which Galland could debate from a position of authority and experience. Other factors, which are discussed later, were far beyond his control. Galland was a warrior and a soldier of the sky, and the world of political intrigue was not his world. He was never comfortable in it, and he would eventually become a victim of it.

The next version to be tested was Me 262V4, PC+UE, work number 000005, which first flew on June 6, 1943. It used the Jumo 004A-O engines and the new tricycle undercarriage configuration, although the nose wheel was nonretractable. The only additional adjustment was the use of two Borsig RI-502 rockets mounted on the fuselage. This “RATO” (rocket-assisted takeoff) unit provided 2,220 pounds of thrust for six seconds. After the initial flight, the rockets were repositioned farther down the underside of the fuselage, and the takeoff distance was reduced by around 300 yards. The results were moderately positive, although this aircraft would later crash with a nose gear collapse at the hands of Hauptmann Werner Thierfelder on August 4, 1943, never to fly again. {6}

The pilot in the cockpit on this test flight was Karl Baur, who also test flew the Ar 234 and other revolutionary aircraft. Baur would later become just one of many German experts rounded up in Operation Paperclip, along with engineers, rocket scientists, and military intelligence experts. He would fly these aircraft in the United States after the war, assisting that government and military in the emerging Cold War.

Me 262V6, call sign VI+AA, work number 130001, was the first true preproduction model of the Me 262, and the first flight took place on October 17, 1943, with the Jumo 004B-O turbojet engines. This jet was also the first to incorporate a retractable hydraulically operated tricycle landing gear configuration, thus allowing for high-speed horizontal takeoffs and test flights with reduced drag.

As would be expected with a preproduction model, the airframe, right down to the gun ports in the nose housing for the 30mm cannons, were in place. This aircraft was tested and approved by Gerd Lindner, who would be the pilot to fly this same aircraft at the demonstration flight for Hitler and at Insterburg on November 26, 1943. Galland was also present at this famous flight, and Hitler, being duly impressed with the event, made his decision on the jet bomber program for the Me 262. This aircraft perished along with test pilot Kurt Schmidt on March 9, 1944, after twenty-seven additional test flights. {7}