Messerschmitt Me 262

The Messerschmitt Me 262 Schwalbe ( Swallow ) is the first operational fighter plan with Reaction engine, built by the German company Messerschmitt during the Second world war.

Design

The 262 was to Me one of the best hunters in service at the end of the conflict. The technology used by the Germans was caught up with by the Allies only several years after the war. It very fast, was well armed, and handy. It would have dominated all the adversaries which could have been to him opposite. It had also defects: its not very reliable engines tended to take fire and their acceleration was insufficient. Its Gear landing, tricycle as on all the modern planes, was too fragile and its guns (a battery of 4 X 30 mm in the nose, able to pulverize any American four-engined plane in a very short gust) enrayaient.
The program was delayed by the slowness of the development of the engines. The plane flew with a piston engine as of April 1941 but it was necessary to wait until July 1942 to see it flying with engines. Their push was so weak that it was necessary to put 2 of them: this is why the 262 is to Me a twin-engine whereas it has dimensions of a single-engined aircraft. The first experimental unit was formed only the June 30th 1944 and the first operational unit in September. Many historians show Hitler to have delayed 7 months the startup of Me 262 by ordering its transformation into Chasseur-bombardier. However, the dates (given in this article) show that the 262 was put to Me at the point at least as quickly as, for example, FW 190, and much more than, inter alia, the Me 210/Me 410 or He 177. In addition, Me 262 of series were to appear mechanically not very reliable, their engines being built with much less care than those of the prototypes. The first allied jet fighters had the same weakness besides (the P-59 Airacomet American was not even engaged with the combat and the American ace Richard Bong was to be killed on breakdown out of engine out of a P-80 Shooting Star). Moreover, Me 262 was shown not very effective as bomber because its speed generated a certain inaccuracy. Lastly, it will be noticed besides that the Americans (inter alia) hastened to transform their first valid jet fighter, Lockheed P-80 Shooting Star, in the fighter-bomber, noting in Korea the same inferiority of precision compared to the P-51 Mustang and F4U Corsair with propeller. The Americans will take as a starting point the wing of Me 262 for their F-86 Saber, whereas Russian uses Réacteurs Jumo 004 to motorize their first jet, the Yak 15.

Units of Me 262

Tests

Prototypes having shown that the jet was usable, remained to develop it and to establish of it the directions for use, which one realized quickly that it could not be exactly similar to that of the propeller planes. With this intention, one created in summer 1942 the EKdo 16 , equipped with the whole of the models then available: He 280, Me 163, Me 262 and Me 328.

In spring 1944, the startup of Me 262 seeming close relation, one chooses like first unit having to carry out conversion III/ZG 26 , the group considered as best of the heavy hunters (Me 262, although having dimensions of a single-engined aircraft, was a twin-engine), and 2 from its 3 escadrilles (8+9) left it to become in May 1944 the EKdo 262 out of Me 262. Tests and drive continued until the end of September 1944, the EKdo 262 then becoming III/JG 6 , redesignation showing that it was part from now on of the units of combat.

Drive out

But at the beginning of October, III/JG 6 is inflated to 4 escadrilles and becomes Kdo Nowotny , of the name of the ace which orders it. Its interventions on the western face become sufficiently visible so that the Anglo-Saxons supervise very seriously his base (the jets are indeed very vulnerable to takeoff and the landing in consequence of the low power of the engines of the time, and Walter Nowotny is thus cut down by a American P-47; and not by a Tempest English as Pierre Clostermann tells it). In fact, the unit changes name in the middle of November and becomes III/JG 7 (with 3 escadrilles. Why III and not I? Probably in reference to III/ZG 26 of origin). III/JG 7 combat consequently like a normal unit, protected with the landing and takeoff by hunters with propeller.

In December 1944 is created I/JG 7 , followed in February 1945 of II/JG 7 (ex- IV/JG 54 ) then, in May 1945, right before the capitulation, of IV/JG 7 (ex- JV 44 ). JG 7 thus finishes the war like a complete squadron with 4 groups of combat.

JV 44 of which it has just been question was created in the middle of February 1945 by gathering experienced pilots but whose Göering did not want to intend any more to speak. Enough curiously, one left them any latitude to be organized between them and one allotted the best material available to them: it is hard to imagine Anglo-Saxon aviations, Frenchwoman, or Russian to proceed in the same way… JV 44 thus receives to Me 262 and one flotilla of protection on FW 190D (ex- 12/JG 54 ), known as “Papagei Staffel” (= Escadrille Parrot , because of the colors very sharp whose its planes are painted so that DCA does not draw to them too above). This JV 44 absorbs then the EKdo 162 then, at the beginning of May 1945, becomes IV/JG 7 , a few days before the capitulation.

At the beginning of January 1945 are made up the IndSSchw 1 and 2 , envisaged on Me 262. They are autonomous sections intended for the defense of precise industrial sites. But these formations are dissolved at the beginning of February.

Bombardment

As of at the end of June 1944, I/KG 51 receives to Me 262 in complement of its Me 410; the conversion of the group is indeed envisaged since the beginning of June.

At the beginning of September, the IV (Erg) /KG 51 receives a complement of Me 262 while the 3/KG 51 leaves its group and becomes EKdo Schenck on Me 262 to develop the use of the jet as a bomber. At the end of September, the unit is redésignée Kdo Edelweiss (in reference to the badge of the KG 51 ) but for very little of time since, as of at the beginning of October, the formation becomes again 3/KG 51 . Always in September, II/KG 51 receives also to some Me 262. In the middle of October, I/KG 51 and II/KG 51 are entirely converted on Me 262. In November - December 1944, III/KG 51 and IV (Erg) /KG 51 (which does not have any more to Me 262) leave the squadron. The KG 51 thus does not have any more that 2 groups but steals entirely on Me 262. At the end of April 1945, II/KG 51 is dissolved but I/KG 51 remains until the end of the war. Admittedly, the 262 were about impossible for Me to intercept during their mission but their low number and the inaccuracy of their attacks made that they did not have about any influence on the course of the events.

In autumn 1944 had appeared the Kdo Sperling by unfolding of the 3/KG 51 , which receives to Me 262. But it is dissolved as of October to be recreated in November this time on Ar 234, because intended for the recognition.

But another series of units of bombardment is interested in Me 262. The need for reinforcing hunting by all the means to try to counter the Anglo-Saxon offensive and the loss of oils of Romania result in reorientating all the aircraft industry towards the production of hunters. Consequently, many units are dissolved in the other specialities (except the attack) and the aviators thus recovered must be réinstruits like hunters (for the pilots; the others are sent in the Army). Disappears thus the near total from the groups of He 111 (will remain only the KG 4 , which will do much transport, and the KG 53 , which will launch of V1) but the KG 27 and KG 55 are concerned, like other units on Ju 88/Ju 188 ( KG 6 , KG 30 , KG 54 ) or even FW 200/Heinkel He 177 ( KG 1 in Russia and KG 40 , which after the unloading lost its Atlantic bases). During the autumn 1944 and the winter 1944-1945, these units, generally requalified KG (J) receives Bf 109 and FW 190 to carry out conversion but it is Me 262 which, in the long term, will have to equip them and, in fact, several will receive some.

In October 1944, SKV 40 is created with the major part of the KG 40 (of which some elements will remain) and is envisaged on Me 262. It seems to have received some but is dissolved in February 1945.

As of October 1944 also, the KG 54 receives to some Me 262 and, when it becomes KG (J) 54 in November, its group I is entirely converted but a complement of FW 190 arrives in reinforcement. The KG (J) 54 will be dissolved in February 1945.

In February 1945, the KG (J) 27 , KG (J) 30 , and KG (J) 55 receive some from them but the totality of the KG (J) 27 , KG (J) 30 , and KG (J) 55 will be dissolved in April.

In March 1945, III/KG (J) 6 passes out of Me 262 but all the KG (J) 6 is dissolved in April.

The conversion of the pilots of bombers into hunters appearing longer than envisaged (the lack of fuel and the overflight of the Reich by the Anglo-Saxons do not facilitate the drive, and to change the reflexes of experienced pilots proves more difficult than to train complete beginners), none of these formations will have really been committed with the combat; only part of the KG (J) 54 seemed about to reach the operational statute. In fact, the startup of Me 262 and He 162 rather withdrew from the combat the units concerned that increased the forces of first line.

Drive out of night

In autumn 1944 appears the Kdo Stamp , equipped with Me 262. This experimental formation becomes in December Kdo Welter , probably by simple change of its chief. The planes used are Me 262B two-seater, version carried out for the drive and hastily transformed into hunter of night: the second seat is that of the operator Radar, the radar replaces 2 guns of the nose, and of the tanks are hung under the front racks in the place of the bombs. The development of the directions for use is rather long: the nights of winter are unfavourable with the flights, the Kérosène lack, the plane obviously catch up with without sorrow the slow English four-engined planes but are too fast to adjust them correctly (problem also encountered by the hunters of day with the American bombers). On the other hand, the Mosquito English, plague of the Ju 88 and Bf 110, do not pose any problem to him: me 262 joined them or escapes to them at will. In April 1945, the Welterweight Kdo , become perfectly operational, becomes 10/NJG 11 and takes seat among the units of ordinary hunting of night ( NJG 11 is a formation of hunters of night single-engined aircrafts). Thus it finishes the war.

Recognition

Although the Ar 234 gives any satisfaction for the recognition, one thinks of Me 262 which is available in much greater number.

At the end of November 1944 is made up the Kdo Braunegg on Me 262. Envisaged for the strategic recognition, it is immediately réattribué with the tactical recognition (the strategic recognition is ensured by Ar 234 reaction which draws some extremely well, escaping all the allied hunters), receives Fi 156, and is redésigné EinKdo Braunegg , which proves its engagement in first line. It becomes shortly after 2/NAGr 6 while continuing to be indicated Kdo or EinKdo Braunegg , having at the beginning of January 1945 absorptive a EinKdo Silber created fine 1944 to make recognition on Me 262.

It is that at the beginning of December 1944 the normal unit NAGr 6 was designed to pass on Me 262. Whereas its escadrilles 1 and 2 is without planes since August 1944, the Stab/NAGr 6 , him, involves on twin-engine Bf 110 while waiting for to its Me 262. Those arrive at the end of December 1944 and replace Bf 110 at the beginning of January 1945. In February, the 1/NAGr 6 receives to its Me 262 and the 2/NAGr 6 absorbs the Kdo Braunegg . The 2/NAGr 6 passes by again on Bf 109 before at the end of April but the Stab/NAGr 6 and 1/NAGr 6 remain out of Me 262 until the end.

Drive

The drive is entirely reorganized at the end of 1944. 262 will be allotted to Me to the ErgJG 2 , ErgKG 1 and ErgKG (J) . The ErgJG 1 was designed to have some but finally the instruction on jet fighters will be entrusted to only the ErgJG 2 .

Engagements

Less than 100 specimens transfer indeed the combat, but they destroyed 100 planes combined in the few weeks when they could fly. They were largely higher than the other planes by their speed which was on average of 100 km/h faster. The experiment showed that they were even too fast for the American four-engined planes which they often passed without having time to adjust them correctly, from where the idea to draw from the salvos of air-to-air missiles R4M to which only one was enough to cut down a B-17 or a B-24. Because of their late startup, of their low number, omnipresence of the hunters combined in the sky of the Reich, and a kerosene excessive consumption, their exploits were however without incidence on the outcome of the war. In addition, the Germans did not have the idea of the G-suit, which obstructed the pilots during the operations at high speed and prevented them from benefitting all possible from their apparatus, whereas the Americans reflect the first in service at the extreme end of the war (in the Pacific).

The Britanniques had also an apparatus with reaction, the Gloster Meteor, definitely less innovating (right wings), but there was never combat of jets in the airspace of the Second world war.

Anecdotes

In 1944 an experimental flight of Me 262 ended in an accident close to the Lac of Constancy in Suisse. Luftwaffe then proposed more than one ten Focke-Wulf Fw 190 in Switzerland to recover the carcass of Me 262.

In the book the Large Circus , the ace Pierre Clostermann tells how German pilots were posed on the aerodrome of Lübeck and went to the Alliés by delivering to their Me 262, explaining the tears with the eyes their operation with the British pilots and French which were to convoy them in the United Kingdom for detailed examination.

the April 26th 1945, Adolf Galland general of German hunting carries out a formation of 6 Me 262 of the JV 44 equipped with rockets R4M in what will be the last mission of war of Me 262.

first and the last , of Adolf Galland editions Yves Michelet.

Alternatives in particular by changing the nose

Me 262A

Me 262A-0: prototype
Me 262A-1a Schwalbe ( Swallow ): heavy hunter, driving Jumo 004

Me 262A-1a/U1: heavy hunter, 6 guns of nose
Me 262A-1a/U2: heavy hunter adapted to the bad weather
Me 262A-1a/U3: apparatus of recognition, 2 cameras of nose
Me 262A-1a/U4: heavy hunter, heavy gun (anti-bomber)
Me 262A-1b: heavy hunter, driving BMW 003 (prototype)

Me 262A-2a Sturmvogel ( Petrel ): fighter-bomber

Me 262A-2a/U2: fighter-bomber, canopy of nose

Me 262A-3a: heavy hunter (reinforced shielding)
Me 262A-5a: apparatus of recognition

Me 262B

Me 262B-1a: two-seater apparatus of drive

Me 262B-1a/U1: two-seater hunter of night, radar of nose

Me 262B-2a: longer hunter of night with hook

Me 262C Heimatschützer : heavy hunter

Me 262C-1a: heavy hunter, driving Jumo 004
Me 262C-2b: heavy, driving hunter BMW 003

Me 262D: more accentuated arrow prototype
Me 262E: prototype
Me 262 Ramjets: remained at the stage of project

Me 262 Turbopropellers: remained at the stage of project
Me 262 Hunter of three-seater Night: remained at the stage of project

Avia S.92: Czech Me 262 A-1a

Avia CS.92: Czech Me 262 B-1a

Nakajima Kikka: prototype Japan board

Other characteristics

Dates

April 4th 1941: First flight of Me 262V1 with piston engines Jumo 210
July 18th 1942: Me 262V3 with turbojets Jumo 004 A-0
June 7th 1944: Me 262A-1a
June 30th 1944: first combat unit experimental (Ekdo 262)
September 1944: first regular unit (III/ZG 26, very quickly become III/JG 7)

Standard: Single-seat hunter
Full number of built apparatuses: ~1430 Me 262
Dimensions

12,50 meters of scale
10,60 meters length
3,84 meters in height
21,74 m ² of wing surface

Driving: 2 reaction turbines Junkers Jumo 004 B-1, 2, or 3 giving each one 898 kg of static push
Masses

4420 kg to vacuum
6400 kg charge max

Armement with them: 4 guns MK 108 of 30 mm in the fed nose with 100 blows each one for the two higher weapons and with 80 blows for the 2 others; according to the versions, 2 additional guns of 20 mm (A-1a/U1), or 1 heavy gun Rheinmetall of 50 mm (A-1a/U4)
Speeds

870 km/h to 6000 m (that is to say Mach 0.70, like a Caravel)
830 km/h with the sea level

Climbing speed: 1200 m/min and 6000 m in 6 minutes 48 seconds
Autonomy: 1050 km to 9000 m
practical Ceiling: 11000 meters

See too

List of the military aircrafts of the Second world war
Site on Me 262:

Simple: Me 262

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