Me 262 Schwalbe - The Messerschmitt Me 262 (probable name: Schwalbe or Sturmvogel) was the first series jet aircraft developed by Messerschmitt AG of Augsburg. Between 1943 and 1945, 1,433 twin-engine machines were built, of which about 800 were delivered to the Luftwaffe and the German Army during World War II. Like the Me 163 and Heinkel He 280, the aircraft was developed with medium and low priority from the beginning of 1939.
Messerschmitt AG's predecessor, Bayerische Flugzeugwerke AG, received an order from the Reich Air Ministry (RLM) in the fall of 1938 to develop a fighter aircraft for the Air Force. This project received the designation P 1065. The project leader was Wolmar Voigt. A wooden pile was built in November/December 1939, which was reviewed positively by RLM staff, and three prototypes were ordered in March 1940.
Me 262 Schwalbe
In April 1941 the first test aircraft were completed. Around the same time, RLM officially assigned the number 262 to the new model. As BMW's P-3302 aircraft engine (later called the BMW 003) did not yet exist, a front-centre-mounted Junkers Jumo 210G piston engine was initially used. A total of 47 test flights were conducted in this configuration, with problematic vibrations at higher speeds. The first flight of the prototype Me 262 V1 in this configuration was made on 18 April 1941. The first flight with two BMW P 3302 test engines was completed on 25 March 1942.
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On July 18, 1942, Me 262 V3's Messerschmitt chief pilot at Leipheim Airfield, Fritz Wenl, made its first flight with a Jumo 004 jet engine for a tandem mole, which was larger and heavier, but far more powerful than the BMW engine. . Wenl was able to start the vehicle, which was still equipped with rear wheel landing gear at the time, simply by briefly braking the tail section of the aircraft at a cruising speed of about 180 km/h to achieve flow s. This was wrong and had no effect when taxiing with the n wing tail wheel. Because of these launching characteristics, RLM designed the nose wheel landing gear for subsequent series production. Moving the main landing gear to the rear, which is required for n conversion, has made a significant change to the n wing structure. Only the Me 262 V5 was equipped with such a chassis. Excessive fuel from redundant turbines n when turned off at idle, a lot of smoke and fumes and exhaust fumes penetrating into the cabin was a problem due to engine controls that were not yet fully developed. .
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On 26 November 1943, the Me 262 Adolf Hitler with a front wheeled r V5 was introduced. Apparently, Hitler asked the head of the company, Willy Messerschmitt, if it was possible to load bombs into cars, and he answered in the affirmative, since investigations had already been conducted in this direction. Hitler agreed to mass production with the understanding that the aircraft would be used primarily as bombers urgently needed to avoid the expected Allied landings (so-called "blitz bombers"). This decision turned out to be a strategic mistake. The Me 262 was designed as an interceptor and was relatively inaccurate when dropping bombs due to the pilot's limited field of view.
Debate continued as to whether the Me 262 should be designed as a fighter bomber or fighter. All attempts to persuade Hitler to give preference to the Jäger version failed. Discussions over the use of the Me 262 culminated in a dispute between Hitler and the Luftwaffe leadership. When Hitler ordered the Me 262 to be used as a fighter-bomber, Field Marshal Erhard Milch is said to have retorted:
Me 262 Jet Fighter
Carrying an external payload (usually two bombs of 250 kg each) meant that the Messerschmitt fell into the speed range of Allied fighters. However, the main reason for the delay until the Me 262 was ready for use was the great difficulty of the n jet engine.
The Japanese military attaché in Germany witnessed several test flights of the Me 262 and sent a report back to Japan in September 1944. It was also decided to develop the fighters Nakajima J9Y Kikka and Nakajima Ki-201 there.
A total of 1,433 Me 262s were built, of which no more than 100 were in service at any one time. This was due to heavy Allied bombing, shortages of fuel and spare parts, and a lack of trained pilots. However, in opposition to the war, under the command of SS-owned utsche Erd-und Steinwerke GmbH (ST), St. Georgen an der Goosen. From May 1945, up to 1,250 cars must come off the assembly line each month.
The wings were produced between April 1944 and April 1945 by prisoners at the Leonberg subcamp, putting them in tubes in the Engelberg Tunnel. From January 1944 the Me 262 bodywork was produced at the Obertraubling plant and from summer 1944 it was assembled at the Staufen forest plant (near Obertraubling).
Trumpeter 1/32 Messerschmitt Me 262 By Precise Modeling
Another production site in the final stages of the war was the REIMAHG workshop in Walpersberg near Kahla, where up to 1,200 aircraft had to leave the factory every month. There were also factories in Leipheim, Burgau, Horgau, Dachau concentration camps, subcamps of the Augsburg-Haunstetten concentration camp, and the successor Augsburg-Pese concentration camp. subcamps of the Burgau concentration camp and the Lauingen concentration camp.
Final assembly took place at Messerschmitt, Obertraubling plants in Augsburg (MttA) and Leipheim (MttL), a camouflage plant near Schwäbisch Hall-Hessental airbase and Budweis Lightweight Construction (LBB). The series started in April 1944 and the last aircraft was delivered in April 1945. As of 10 April 1945, 1369 aircraft were identified.
Augsburg was only captured on 28 April 1945, so the above count of 1,433 aircraft is accurate. By November 30, 1944, 212 A-2 Blitz bombers and 228 A-1 fighters had been produced. After that, only the A-1 was produced. By March 1945 Blohm & Voss/Hamburger Flugzeugbau (16) and Lufthansa, Staaken (10) had 33 conversions into close reconnaissance aircraft and 26 conversions into B-1 trainers. Four B-1/U1 night fighters were produced from the B-1 by DLH Staaken until 10 April 1945.
By 10 April 1945, a total of 1,039 aircraft were in service with the Luftwaffe. Over 200 aircraft were destroyed or damaged after receipt. There were 727 casualties in Unit n, of which 232 showed outstanding behavior. 264 aircraft were stored, 134 of which were in operational units.
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The lack of light metals has led to the transition to wood being investigated. Some Me 262s received a wooden tail unit designed and built by Darmstadt's Jacobs-Schweyer (owner Hans Jacobs). Wooden aircraft completion (pilot to rear) was no longer possible, and three wooden test aircraft were built.
Along with the Arado Ar 234, Heinkel He 162 and Horten H IX, the Me 262 was the most technologically advanced aircraft of its time. After World War II, many Me-262 aircraft and their parts and construction plans ended up being spoils of war in the hands of the United States and the Soviet Union. In this way, the Me 262 had a major impact on the further development of jet fighters after World War II. The wing sweep, on the other hand, was an accidental result. Turning the outer wing is intended to shift the center of gravity or redesign the fuselage.
At low speeds, the r Me 262 jet engine delivered relatively little power compared to the propeller drive, but at high speeds it provided relatively more thrust (approximately 5150 kW / 7000 hp for the r Me 262). Also, because of its large mass, the machine was less maneuverable than Allied fighters. Also, when thrust is rapidly applied, the engine tends to shut off. Jet engines also suffered from poorer partial-load behavior than conventional piston engines, providing much less thrust with a slight reduction in power. As such, she was tactically unsuitable as an air supremacy fighter and oriented exclusively to the role of an interceptor. However, its high speed made it an advantage for tactical initiative, especially useful against the more numerous Allied fighters. Fighter pilot Adolf Galland declared that one Me 262 fighter was worth five Messerschmitt Bf 109 fighters.
Protected by heavy defensive armament on the one hand and long-range escort fighters on the other, a large group of Allied bombers presented a challenge that could not cope with the conventional daily hunt with propeller-driven fighters approaching from the front. Due to the excessive speed of the Me 262 (speed difference with n bombers is about 400 km/h, n escort fighters more than 100 km/h) and very powerful armament (only a few well-placed hits on four MK-108s) A 30mm Rheinmetall cannon was enough to destroy a heavy bomber.) Many pilots saw this as a way to accomplish their mission.
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As the Imperial Defense Forces were having difficulty training enough pilots for air combat against the bombers and escorting fighters, the RLM developed a plan to fight the bomber fleet from its bases. Colonel Steinhoff tried to change Hitler's mind when awarding the sword to the Knight's Cross. He didn't want to hear anything about it and gave the order to the Fuhrer. It was only allowed to be built as a high-speed bomber. However, this did not lead to practical use as the 262 was designed as a fighter. Absorbs a bomb load of 1000 kg forward from the center of gravity.
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