*Hope you are all staying safe!* Sadly, a side effect of Corona is that Inside The Cockpit has taken a knock as four museum trips had to be cancelled/postponed - that's 20+ episodes on halt. However, I should have enough material filmed for a good number of episodes so the show will go on!
I saw the video about the comments you've gotten !! I want to hear the good comments ! and some of the really funny comments !! I don't care what those other jerks think !! If they are so FRIGGIN smart , tell them to start their own channel and shut the hell up !!
Nice Video but It is called Sars-RCOV-2 which causes Corvid-19 it is not called corna Also, the family name is Coronavirus Great work and idea do inside documentary about planes like Beaufighter and their history.
My Late 5th Cousin, Lt.Gen. Adolf Galland flew the Me.262 prototype D in late 1943, then went on to fly the Me.262 A1a when he formed JagdVerband 44. In his book "The First, and the Last" he describes flying the D Prototype as "Being pushed (aloft) by Angels". Later he earned Goering's wrath when he said that 1 Me.262 is worth 5 Me.109s. This led directly to his resignation as General des Jagdfleiger and his forming of JagdVerband 44, which Unit had amongst its members Galland himself, von-Hohagen, Nowotny, and several well-known Me.163 pilots. Thank You for this very informative video, MAH, I have greatly enjoyed it. Kind and Respectful Regards, MAH, Uyraell, NZ.
My grandfather's brother, my great-uncle, was a test pilot at Messerschmitt. He was one of the first men who flew the ME262 as a test pilot. He was an instructor for the pilots who switched from the 109 to the ME262. During the last months of the war he was shot down in his ME262 when he ran out of fuel. He survived. Later he was a driving instructor for men who came disabled from the war. He also worked as a flight instructor. A routine check-up revealed that his diaphragm was torn. That came from being shot down in the war. He then died during the operation.
Dear Chris Bismark, I really enjoy your videos, I'm from México. I am a retired pilot, after a crash landing 8 years ago I can't fly again, but your work takes me back to the cockpit. I've been a fan of the Luftwaffe and the Messerschmitt 109 since kid, so I share your passion for classic aircraft. Thank you very much, I see frequently your videos and please keep on the great work.
I think you might greatly enjoy John Nichol's book 'Spitfire'. It includes several pieces by Luftwaffe pilots as well as the men (and women) who flew Spitfires By the time they were interviewed many were over 80, still with the fondest memories of flight.
@@beechcraftkingair3799 The Allies were falling over each other to grab as much of the German research tech and documentation as they could. Given the chaos at the time, yeah, probably some fool screwed up and destroyed material which was in fact wanted. But the Germans - or rather the Nazis nestled amongst them - *They* wanted to destroy records of every type, partly from malice mainly to cover up war-crimes.
Best looking jet fighter ever. Has it all. German military designs were funky & Star Wars Lucas copied that for his baddies. I had as a child AirFix WW2 models of the main planes form both sides. The Jerries planes I liked best. Now that I am an old man, it's still the same.
@@BC-ox4yo Vaguely recall Herman Buchener said the same thing - or maybe he said a 'shark *or* cigar' - in his brilliant book 'Stormbirds'. And it *is* a beautiful aeroplane. But *more* beautiful than a Spitfire V? I reckon not quite, but then, 'Flies of the beholder' etc I suppose.
Great Video! My Grandfather got to sit in the Me 262 stationed at the Flugwerft Schleißheim in 1945 when he was a kid. The whole forrest was full of abandonned planes and the kids just used it as a playground! Now I can imagine a little bit how it must have been...
I was lucky to work on an original Me 262 restoration and some of the newly manufactured Me 262's in Washington state. I got to sit in the cockpits and found the layouts very functional for control usage and readable for instrument/indicator groupings. The only awkward feature for me was the length of the control stick. The hand grip sat about mid-chest - a good deal taller than American designs that I'm familiar with.
@@njsullyalex2744 No, I did not work on FHCAM's (formerly Ed Malony's) Me 262. I did attend the first public showing after their restoration and they did a remarkable job!
@@monstrok I am still very jealous of you! I hope to see it in person one day. Sad that the restoration is on complete hold until this passes over, but I'm looking forward to seeing it fly once it is finally complete!
@@evanjones5664 of course i did, but as he didnt talk about the war for 75 years it was very hard to get informations, since he never talked about it. But until now I know, that he was in the german armed forces from 1941-1945. From 41 to early 43 Luftwaffe ground crew in africa. After that Pilot Training, and with a JU 88 mine laying in the english cannel. Early 44: First jet Training, in mid 44 starting the missions in jets.
@@rogerwilliamson7161 hab seine Nummer und Adresse auch ;-). Hab letztens auch mal angerufen, aber telefonieren ist für ihn wohl schwierig, hauptsächlich wegen des gehörs.
@@Ko.Wi. Kein Wunder, nächsten Januar wird er 100, so Gott will. Ich war einer der letzten, mit dem er ein "Interview" gemacht hat. Letztes Jahr war er noch zu Fuß und ohne Gehhilfe im Ort unterwegs.
Amazing plane, amazing engineering! Very interesting and well-produced documentary. I appreciate that german historians and documentarians are willing to discuss the "inconvenient truths" and "warts" of the German war production( Something the Japanese refuse to do to this day).
The ME262 IS the milestone in a way that set standards for centuries to come. The first swept wing design, the first turbo jet, the first all automated full trailing and leading edge flaps design and was the sole design that made USA able to make the F86 Sabre 6 years later. I have the operators manual and the Allied evaluation manual and it is so ingenious made you can not just do admire and marvel. Luckyli nuff a certain mister sabotaged its intended role into a joke when it would as intended blitzed past any Allied fighter +250km/h faster with a higher service ceiling, superior central mounted armament and able to run on even vegetable cooking oil.
@@Brakballe The swept wing was not intended. They had to sweep the wing later in process to balance the aircraft after the jet engine was ready (see the prototype images with piston engine).
Interesting that the fuselage cross section is much like that of the inverted 12-powered BF-109. Aerodynamically quite sound, I imagine. The "Schwalbe" is a very pretty aircraft, regardless of it's decidedly lethal purpose.
I've seen this video multiple times in the last 2 years and it is always a delight. This is an outstanding piece of information and historical contextualisation a fantastic work of research that I doubt could be overcome by traditional TV documentaries over BBC or History Channel. At least I've never seen one alike. Congratulations Christoph, you rock! Greetings from the south-westernmost tip. Um abraço.
Thank you for all of the added information about the function and placement of the instruments and components. It is so much better than most shows where presenters may know basic history, but not how the aircraft (or other machines) actually function. It makes such a huge difference in how interesting the subject is.
You did an outstanding job of this presentation! I found the amount of detail very refreshing and informative. I look forward to more programs of this high quality.
" As if an angel is pushing " Adolf Galand said this when first flying the 262 ,I presume when experiencing the superb acceleration without the usual vibration and noise of a piston engine.
There was a German I think Designed the 262 after the war met with Whittle said if the Meteor Engines were in the 262 it would had worked far better. As the Jet engines in the 252 were not reliable enough.
@@leneanderthalien Did it are you sure? Lets put it this way reliability was 262 engines problem their first engine choice would had been more powerful. But that was cut short because of needs. The BMW power had so many issues. So when they two inventors met after the war they talked about what if and how reliable the Meteor engines were. Now the original Gloster engine had twice the power but flawed by other things. But then almost the same time was the Vampire never used. Standard was only 540. MPH but had a better rate of clime than both 262 and Meteor. Since then which lasted longer? I do wonder about the test bed Jet engine Whittle had back in 1929 that no one wanted.
@@jonathanvince8173 if we talk about said time you shuld keep in mind that germany only haad bad material to build it. even tho it was build with bad material it still performet well
@@leneanderthalien I don't want to disappoint you, but the facts are that by early 1944, the Germans were already behind in the Jet Engine race, and it was between Westinghouse, General Electric, Rolls-Royce, De Haviland, and Metrovick where the advancement was occurring. GE J33 Centrifugal, and J35 Axial, both with more than twice the thrust of any running German engines, the Westinghouse J30 Axial, Rolls was sparked by GE's progress to produce the Nene and Derwent, the DH Goblin, and the Metrovick Beryl axial. Yeah, Germany pushed their jets into service in late 1944 - with horrendous operational loss rates - Kdo Nowotny lost more airplanes and pilots in a month than the entire P-80A program lost in a year - but the Allies were winning, so didn't have the same urgency.
My Grandpa worked together with WM. He was responsible for the torsional stiffness at highspeed at ME 262. His name was Berthold Thiele and as he died I gave him a model of the ME262 in the coffin 🥲
Excellent presentation. As a youth growing up in the 60s, I was enthralled with building models of WWII aircraft. I still recall the first time I saw the ME262......I knew something was amiss. "How could any Allied aircraft compete with this superior jet fighter"? Then I learned the rest of the story....history.
You can image how pissed i was to realize that this part of the museum was closed when i went to Munich in 2016. I was so hooked to see these things in person and then came to the part of museum which said... this area is under reconstruction...
You were only at the main building on the Isar island? I thought they moved the planes to Oberschleißheim at the start of the construction. Anyway, I'm curious what they are up to. The main building is bursting at the seams and they moved most of the land-transport exhibits to a dependence some years ago.
I was lucky to be visiting the Deutsches Museum in Munich, in I think 1982. There were steps up to the cockpit to look in. The ergonomic design was so clean and modern looking.
You could pass on word to the museum the fact of the ReVi 16 reflector plate having been installed reversed. The 45 degree bevel put on the upper three edges is so that, as seen by the pilot, the edge of the plate presents essentially as of no width. In this incorrectly reversed orientation, the edge instead presents as of the maximum width. To put it another way. Imagine looking at the sight from the side. The 45 degree angled reflector glass upper edge should be horizontal, or parallel to the pilot's line of sight through the glass. Here, that upper edge is vertical, or perpendicular to the pilot's line of sight. This bad installation has not just the disadvantage of presenting some obstruction to vision along the upper edges of the plate, but reduces the extent over which the reflected image of the reticle can be seen. It's effectively like making the reflector a little less tall, and the height is carefully dimensioned for the correct plate installation.
Great video. Here in my hometown was an American Airforce base. It was a testing area. Supposedely a 262 and a Japanese Zero were taken apart and studied. This was told by an American Officer in the Airforce when he was dying. This was published in an aircraft hobby magazine, and so people started digging in fields of farmers because it was rumored the aircraft were taken apart and put in wooden crates and buried. No one found anything because the farmer became upset at the news media and attraction the publicity garnered. Great video sir..
@Hoosier Daddy the Zero was found in the Aleutian Islands almost completely intact (it was upside down in a field) shortly after the Battle of Midway. It was sent to the mainland, repaired and inspected/test flown to learn more of its strengths and weaknesses to pass on to aircraft manufacturers and the military.
There are 4 important things not mentioned : First the 262 was the very first Aircraft having a full Elevator trim instead of just trimming the elevator flaps. This became necessary to compensate the change in Center of Gravity/ Lift of the Wings at high speed. Today that is standard on all jets and all passenger jet Aircrafts, but the 262 was the first. 2.nd it was not mentioned that the 262 was the first Aircraft with an ejector seat, Springloaded type. It became clear very soon that no one had a chance to leave this Aircraft at a speed above 300Mph or faster. So it became the first Aircraft with ejector seat. 3rd.Just as the ME163 the 262 was able to touch the Mach 1 sound barrier as pilots reported. The probleme was that this resulted immediatelly in heavy, irrepairable damage to the structure. So it was striktly forbidden and could get the pilot a ticket to the eastern front. But in cases where they had an enemy fighter behind them it made a difference if they got away with "only" 100kn or 200kn faster. 4th: The Landing at Duebendorf with its very hard touchdown is often told as a "proof" that the Landing gear was not as bad as always told. That’s wrong. The Problem on the landing gear was the nose gear, because it was not part of the original design and retrofitted. This was by far to weak and caused many accidents. As you can see watching the Duebendorf landing the pilot lands hard on the main gear having the nose far up to make sure there is no load on the nose wheel.
There were hardly enough Me262's to make a difference in the outcome of the war but Adolph Galland and his Squadron of experts showed the way for a new era of warfare. The jet age began with JV-44 or Galland's Flying Circus and so brilliant was the collection of pilots that were recruited that the Knights Cross was referred to as the squadron badge.
I believe the ME262 did indeed manage to down more than one Mosquito. The incident where a Mosquito escaped a attack by a ME262 happened on 15 August 1944. The Allied pilot flying the Mosquito that day was my grandfather, Captain Solomon “Pi” Pienaar, AFC, DFC. His navigator was Lieutenant Archie Lockhart-Ross DFC. This is his personal account. The Mosquito was then the fastest, highest-climbing fighting plane over Europe. The Mosquito pilots were able to fly on a heading way of their target (for confusion) and turn in the last moment, because they knew anything the Germans had would take a long time to catch up with them. All summer long the reconnaissance Mosquitoes flew unarmed and unescorted over German territory. Then, toward the end of summer, the Allies began losing Mosquitoes over the Black Forrest in Germany. Underground information pieced together by Allied intelligence services indicated the Germans were testing a new secret weapon in the Black Forrest and the following order was issued to Allied air forces: “Locate and destroy the enemy secret weapon on the ground before it can become operational.” The secret weapon the Germans were testing was the now famous Me 262, the world’s first jet fighter. The Me 262 was an awesome fighting machine to which the Allies had no answer. But in August 1944 the Allies still knew nothing about the Me 262. No Allied pilot had yet survived an attack by a Me 262 and therefore no one could tell the story. On August 15 a young South African pilot flew a Recce Mosquito from San Severo, near Foggia in Italy, to try and locate the so-called “secret weapon”. He was Captain Pi Pienaar, DFC, AFC, then of 60 Squadron, SAAF. That day Capt Pienaar volunteered to stand in for a pilot who had a bad cold and so became the first Allied pilot to survive an attack by a Me262. It was the fastest, highest dogfight of the war and at the end of it Capt Pienaar’s Mosquito was able to limp home with the first accurate report on the performance and characteristics of the German jet. Here follows his personal account of the incident: “I wasn’t due to fly that day at all. Intelligence had called for a quick, urgent flight over the Black Forrest area. But no real gen. Normally in the squadron you would never volunteer for another man’s flight; it was considered very unlucky. But the pilot due to fly that day had a rotten cold and the other who might have stood in for him was at the end of his tour, so we were keeping him for the milk runs, which was also squadron tradition. The Mosquitoes of that day were just slightly pressurized- about a half a pound or so- and I knew that was not enough for the chappie with the bad cold: his ears wouldn’t have stood it. So I volunteered for the flight in old 520, my plane. We were on a photographic mission at 30 000 feet, Liepheim airfield near Munich. Nice afternoon it was, too, warm with a little broken cloud as myself and my navigator, Archie Lockhart-Ross, headed up the Adriatic towards Prague. We normally used to fly on a heading way off our target, then turn back, because the fighters we knew in those days used to take a long, long time to get up to us. We had already lost a few Mosquitoes in the Black Forrest area, some from the RAF and one from us, but otherwise we had no information about this secret weapon, and intelligence only had underground information to go on. We turned off north north east of Munich and flew over an airfield named Nemigen but I wasn’t feeling happy at all: it was too quiet, no flack, no enemy fighters. We knew the enemy fighters of those days well and they were no match for the Mossie, but this new fighter was something else again; all we knew was that they were game to go at anything. Archie was over at the bomb-sight directing things for the six-inch and 12-inch mapping cameras, but we were also carrying the big 36-inch camera, which is for detail, and with that camera in operation you have to fly dead straight and level, otherwise you blur the photographs. At the next airfield, just a strip, in fact, and very well camouflaged, Archie shouted: ‘I can see it …. There’s a fighter taking off at a helluva speed!’ I asked Archie to keep an eye on it because I was going nice and straight and level but a few minutes later I picked up a speck in my rear-vision mirrors, directly behind the tail, but just a speck. Up to that time nothing could get at the Mossies, but this fighter must have climbed well over 5000 feet a minute, so I didn’t dismiss this from my mind at all. Archie said: ‘that’s the fighter!! I took my eyes off that speck for only a few seconds, but when I glanced again there he was right on my tail, climbing into the attack a little, and it didn’t look like a normal aeroplane; that’s for sure. This wasn’t a normal fighter at all. Tactics in the Mosquito squadron in those days were to turn left, because of the pilot’s position, then attack either in a drive or from a climb. The Germans were well aware of this, too, but had nothing that could test the Mosquito.” That day was to be entirely different: in the air at that time was another 262, captained by Wolfgang Schenk. He was listening in to the attack on Mosquito 520, expecting the left turn and the catastrophe that would greet that maneuver from four 30mm cannon mounted in the 262’s nose. “So instead of turning to the left I took the throttles, pitch levers and at the same time I hit the drop tank button and then turned it to starboard. Just as I did that he fired and he hit the left aileron and blew it away completely. The 262 pilot (I once had his name on record and I know that he was later killed in a 262 on the Russian front) started his turn too so that his next burst hit the rail and the one shell, fortunately not an explosive shell, but about six inches long, skimmed the fuselage and buried itself in the main spar, which was all made of wood. I was still in the turn to the right when this lot came off. I could see it out of the corner of my eye but I didn’t want to look too closely. Suddenly the aeroplane flicked to the left … it was losing all the lift on the left aileron, and the next moment I was in a spiral. In a spiral normally the first thing to do is to roll it and get power off, and I had the throttles right back, but it didn’t make any difference: the boost was way up there and I could hear the engines screaming, but the plane was still going. I had full right aileron on and full right rudder and when I pushed the stick forward, it just made a little ripple … that’s all. It was just down, down and when I heard the high blowers cut out, I knew I must have been down to 19000 feet. Then I saw the two throttles way back and the two pitch levers way up forward, so I pulled back the starboard engine pitch lever, an as I did so I could hear the revs come down and the plane just came back. So I was flying it with the stick right over to the right, right rudder full on and the left engine screaming its head off and boiling. The right engine revs had fallen, but the boost was still way up at the top.” All this time Archie Lockhart-Ross was pitching inert in the plastic nose of the Mosquito, held there by G and half conscious, because his oxygen tube had pulled out. Pi could see this but do nothing to aid him. Lockhart-Ross finally made it back alongside Pi when the Mosquito straightened out. His first news wasn’t heartening. “I was still trying to get things straight when Archie shouted ‘Look out, here he comes again!’ So all I did was to let go everything and the aeroplane just flicked, to the left this time, and I saw him go past.
I could see the 262 pilot looking back at us … but every time I turned to stay inside him I had to loose a bit of height.” Pi called for a course to Switzerland, knowing that in their present area the local populace was very likely to kill an Allied airman, especially because of the weight of bombing over the Munich area. In the next half an hour the ‘Jetbug’ as Pi had named his attacker, made ten more attacks, some not as determined as others, but at least four more from astern and two abeam. The ‘Jetbug’ never managed to score another hit with his cannon, but each time Pi had to loose altitude. “The third really concentrated attack was made when I was down to seven or eight thousand feet, but I was already making a little progress towards Switzerland and there was some low cloud around, so I dived into it. But I realized that each time I evaded I had to loose some altitude, so as he made the second last run in I said to Archie: ‘Well, here goes,’ and I flipped the aircraft round and headed straight for the 262. after all, if we had to go, we might just as well have taken him with us. I saw him go straight over me … could just see his belly … then I dived into low cloud again. This was somewhere near Lake Constance, where there was a big German base. The head-on gave me a little time, because the 262 had quite a wide radius of turn, but when I got into the clouds and looked at the artificial horizon, it was lying perpendicular. Then I looked for the turn-and-bank indicator, and I couldn’t find it. Man, it’s amazing how you can loose an instrument you know is there. Eventually when I found it, it was parked way down here to the left. And my battle dress top … well you could have taken it off and wrung it dry. The final attack came at 500 feet, but I think by then this chap was running short of fuel and I just saw him go over me and break off. It was just as well because I couldn’t fly the Mossie above 500 feet or the left engine would boil. The throttle was jammed full on and the linkages were damaged by that shell in the main spar. The right engine was still at full boost, but reduced revs, and that’s the way we made it out, just skimming the hills, then loosing altitude.” Pi decided that if he was going to sleep that night at all, it would be in his bed back in Italy, at 60 Squadron, San Severo, and he asked Archie for a course back home. As they swept into Italy, a big airfield lay dead ahead of them, and there could be no turning. Pi and Archie recognized it instantly -Udine, strongest German air base in the north of Italy, full of fight and fighters and well avoided by Allied airmen. There would be no avoiding it this time: “All I could say to Archie was ‘hold tight.’ I pushed the Mossie all the way to deck and just held it over the runway. I could see the Germans making for trucks to get to the flack positions, then just scrambling out and ducking in all directions. Mossie 520 must have been making a helluva noise then, with that right engine screaming and the other one way back on revs; the Germans must have wondered just what sort of an aircraft this was, but by then we were over the airfield and heading out to the safety of the Adriatic.” That dice over the German airfield was the one and only laugh of the trip back for Pi and Archie. They were down to 150 feet at that stage, over the Adriatic and almost abeam of Ancona, where a network of airfields changed hands between Germans and Allied forces with pendulum-swing regularity. Archie spotted four fighters coming down to have a look at them and Pi froze on his precarious controls until he recognized them as RAF Spitfires. Three of the Spits turned away, but one stayed alongside Pi, making furious signals and inviting them to land. What he was trying to tell them was that Mosquito 520 had a damaged elevator main spar and the right elevator was not operating- apart from that port wing that had shed its aileron and, inboard, was just a series of bare ribs. Pi gave the Spit pilot the thumbs up sign and kept going to a familiar landmark just south of Leghorn that indicated the low-level run to San Severo. On the way, and at 150 feet, he tested for stall and got an alarming result. “Normally a Mosquito at that height would land safely at 110 knots, but this thing started going (out of control) at 168 knots, so I parked the figure of 170 knots in my mind and did a wide circuit. The problem here was that I had no hydraulics, no landing gear and no control over the throttles, so the only thing I could do was to cut the switches, knowing full well that, having done that, I couldn’t switch on again. So it was going to be a wheels-up landing and no engines! I made a wide, low approach over the dirt runway and I could see the whole squadron rushing down the runway to help me. I also warned Archie to free the top hatch and let it go the moment I touched the runway. The approach was at 200 knots until I could see the runway. To come down a further 25 knots with that drag was nothing, but I nearly underestimated that, too. When I was over the trees, I cut the switches and the speed fell of in a second or two, so all I could do was to hold the nose down all the way to the runway. There was a cloud of dust and when I next looked for Archie he was gone- he was standing alongside the plane and shouting ‘get out, man, get out!’” Archie and Pi were able to provide Intelligence with the first detailed information of the Me 262, the aero plane that, had it been used solely as a fighter and in greater numbers, might have changed the whole character of air-war over Europe. An additional bonus was discovered when the cameras were unloaded- they had kept operating throughout the attack over the Alps, providing valuable information on altitudes and turns, one frame disclosed a complete silhouette of the 262, the first in Allied hands. For their exploit, Pi and Archie were awarded the British Distinguished Flying Cross.
I don’t think I’ve ever paid so much attention to a comment that I didn’t even notice the video. I thank Heavens for your grandfather’s service. In Nazi Germany I would have been hunted and probably killed in the Holocaust. May your grandfather’s soul Rest In Peace knowing he helped save our world. Thank you so much for sharing this with us.
Thanks for this video! My dad, Jake Schuster, was with the US Air Force team that rebuilt the Me262 that is currently on display at the Air Force Museum. This plane has always been close to my heart, especially now that my dad is gone. I got to see the roll-out, and there was a Schwalbe pilot present, but I haven't had a chance to go see it in the museum. This was a great video to see today! OH, and BTW, with IL2 you can now use the 262 to chase down flocks of Camels and Dolphins! More difficult than you might think.
Hi, this has to be the best video and recount of just about any aircraft I have seen. So much technical and historical info, but the camera work was fantastic too. Well done, will have to visit the museum if I ever get to Germany! ( Im in New Zealand )
What a throwback. I must have seen that exact plane dozens of times when I was a child. Always loved going to the Flugwerft. I think I’ll have to visit it again some time soon.
Excellent presentation with excellent detail for the time allowed. The automatic wing slats (activated by air pressure) were copied for the U.S. F-86 Sabre as was the 35 degree swept wing (the original ME 262 design was a 35 degree sweep later modified to 18.5 degrees). The Russian MIG 15 also used the 35 degree swept wing. Allied pilots who flew the 262 were impressed by its speed and performance as well as how quiet it was. Odd but amusing fact: General Adolf Galland installed the first cigar holder in a jet aircraft in his ME 262! Again, thanks for posting this detailed presentation!
The F-86 Sabre was designed with the assistance and data from Messerschmitt staff brought to America during Operation Paperclip and Operation Lusty. The MiG-15 was designed by famous HIENKEL engineer Gunter Siegfried, he and his brother designed the world's first jet aircraft, the Heinkel He-178.
@@leneanderthalienthe slat concept was indeed patented by Handley-Pace between the wars and licence rights to the design bought and paid for by the Germans pre-war, by Messerschmidt I believe. I think what the poster meant was the ME interpretation of the slat idea for high-speed flight on the Messerschmitt 35° swept wing-plan and the automatic operation.
Hello Biz, I love watching you and Bò fly together in warthunder. The ME262 is a very elegant plane for its time. And your book about the Stuka dive bomber is a great read.
Bas mutherfunster - Yes, 'Winkle' rated it as the most potent aircraft of WWII, especially when performing without problems. he was also the only Allied pilot to have the balls, experience, and luck to successfully test fly an Me162 rocket [death trap], just after WWII. It was only the later Marques of Meteor, just post-war that first performed better as a fighter {getting to 600mph plus top speed], than the Me262.
@@truthseeker7242 Actually, a standard P-80A at combat weight, with or without the tip tanks on, equalled or exceeded the Me 26 in performance and handling, including high mach behavior.
@@peterstickney7608 NO, it didn't... the P-80A was significantly slower and had less performance than the Messerschmitt Me-262, in fact the top speed of the P-80A was the same as the 262s continuous cruising speed, 490mph.
I loved this video, I think it's your best yet. Lots of details that can't be found anywhere else. I have noticed you English has gotten a lot better, it was never bad, but you almost sound like someone from the US.
With respect sir , the commentator is a German speaking English well . Also you should have referred to us as British rather than English . Sorry if I seem pedantic . All the best from across the pond .
Hi Christoph. Thanks for the informative video. I love how they used a 2 stroke with a pullstart to get this bird going lol. When this virus craziness is over and done, you need to come see Red 8 in Johannesburg. Unfortunately she isnt as complete as the one you showed but she fits the bill as being literally "one of a kind". The Brits took a lot of the parts out for study when she was captured such as the radar and guns but how she ended up in South Africa is an interesting story on its own. There are other nice aircraft at the Johannesburg War Museum as well such as a really interesting FW-190 A6 used as a test bed for under wing 30mm cannons and an Afrika Korps Bf-109. Keep well.
Greetings from England, thank you for making this video. It’s such an interesting story. Just imagine if it had come into service sooner? It might have altered the outcome of the war and Battle of Britain
hello sir.I,m impressed by the knowledge and detail you have about aviation.Thank you for series you made for as.Keep doing god job for the history of aviation Thank,Vic from Romania.
The Me-262 survived the "hard touchdown" from the pilot induced nose-wheel up attitude with the main gear absorbing the forces. The 262s landing gear weakness was mostly in the front, especially from any lateral or sideways input. Even the 262s towing system distributed the hookups to all 3 struts. The vintage film of the hard touchdown during Bob Strobell's Watson's Wizzers 262 evacuation shows the instant collapse of the nosewheels fragility during a stout 3-point landing.
mY grandmothers brother was a test pilot for hte ME 262.. i'm so sad i never got to talk to him about it.. i met him but i knew nothing about him when i did. so sad.
haha! there's one 5 miles down the road from me in Willow Grove PA. They even have a video from the pilot who flew it, who came to the US and became a doctor after the war.
An excellent video, thanks for posting it. Found this purely by accident. A very Interesting and refreshing look at German side of the then "conflict" ! As you can see from my profile pic of typhoon, a project I worked on from day one and for over 20 years, along with many of my German colleagues "And Friends !" (and other partners. ). Thanks again, Roj ( Preston UK )
Great video , You mentioned the other Me 262 of FHCAM in Washington . Its in the beginning of its flight tests with the original engines . One interesting feature is the riedel pull starer ,which makes quite a racket . A lawn mower sound not usually associated with starting a turbine engine.
To me, banning any part of history is asinine, not only is it wrong, it's counterproductive on a massive scale and only attracts more interest and attention. if it had swastikas, show swastikas, the swastikas is far older than the use by Nazis party. Your knowledge is truly amazing as is your delivery.
Truly interesting, this video is the definitive video about the 262. They should completely restore all the marks, this does not mean making an apology for a nefarious regime in German history, but showing an authentic piece in context. My congratulations to the production. Excellent work.
Thanks for another brilliant and informative documentary of this beautiful and cutting-edge aeroplane. I'm looking forward to RAF Cosford...when we're allowed out (March 2020)!
@@davidcraig9938 I recommend reading the Wiki page about the B17. The Luftwaffe closely examined camera gun footage. Only a tiny proportion of the rounds they fired hit their target. They discovered that, on average, two 190s or 109s needed to completely unload before they could bring down a Bi7. Read it yourself.
@@davidcraig9938 The 262's engines were unreliable. Opening or closing the throttle in flight could make the engine fail. The preferred method of operating the engine was to get the motor running and to avoid touching the throttles until the landing. The closing speed between a 262 and a B17 was so fast, it was only possible to take a quick snap-shot before pulling out. The kills-to-losses ratio of the 262 was 1.5:1, which is very poor. In contrast, the kills-to-losses ratio of the Tempest was 7:1 against all types and 6:1 against single-seaters.
@@davidcraig9938 The most effective fighter against the B17 (until the arrival of the Mustang) was the Me110. The 110 had heavy cannon, and could sit outside the range of the .50 machine guns, blasting away with impunity for however long it took.
Hans von Ohain and Max Hahnn invented the jet engine. The first successful demonstration of a fully operational aircraft jet was made by the Heinkel He-178 piloted by Erich Warsitz in Rostock Germany on August 27th 1939. Frank Whittle was only the FOURTH person to demonstrate a jet aircraft engine May 15th 1941.
Great video!! Love all the finer details and history. It really adds to the enjoyment and the learning experience. However, just a little tip: it’s okay to say “Yoomo and Yoonkers” for Jumo and Junkers. Anyone who is watching this will know what you are talking about 😁👍
If the Me-262 carried an axial flow turbojet, which was very modern according to you. Does that mean that the Me-262 was modern or that the engine was modern??
@@martijn9568 Both. Look at all the modern twin jet transports. The layout is the same as the early 1940s 262. Two engines in pods below the wings, axial compressor turbine engines, swept back wings, retractable slats on the front of the wings and flaps on the rear of the wings and tricycle landing gear. The ME-262 was far, far ahead of its time. The British and Americans were amazed at it performance after testing it.
There are still radial compressors used in modern gas turbine engines although only on rather small ones. Have a look on PT6 turboprops or PW300 and PW500 fan engines. The simple reason is that radial compressors have a higher stage to stage compression ratio, are more simple in design, less problematic in operation (stall) and reduce the amount of parts and hence weight. On the downside, radial compressors require at least two 90 deg turns of the compressor airflow which causes efficiency losses and they increase the engine diameter and hence drag caused by the engine nacelle. On smaller engines the advantages out-range the disadvantages but the bigger the engine becomes the less beneficial is a radial compressor. The engine nacelle drag was actually the most important reason for German engine and aircraft designers to go for the axial compressor. And you can see that comparing the ones of Me 262 or Ar 234 with the Meteor ones. But it was also one of he reasons of the lower reliability of the German engines (besides the known material quality fact). The axial compressor complexity was not yet well understood and stall prevention measures such as variable stator vanes or bleed valves not yet designed or possibly on the drawing board only.
The Jumo 004b's axial flow design was ahead of the jet design curve in a time where even the most basic centrifugal flow jet engines were nothing short of the pinnacle of aircraft technology, not to mention centrifugal flow designs remained the norm even into the early 1960s. Combined with its swept wings (which were actually unintentional), underwing mounted engines, and its leading edge slats, the Me 262 was very far ahead of its time when it entered service in 1944 and you can still see its design influence even on today's newest aircraft.
There was an ME 262 in original condition at the Government aircraft factory in Victoria, Australia in the early 1980's. Still had the original paint on it but i seem to recall it had Australian roundals painted over the swastika's. I wonder what happened to that one?
Really nice job. Great detail and you clearly know how to fly, which makes for a logical review of the plane's features. Great history and perspective on what it took to make it into the air during the dynamic time late in the war. War is war and engineering is engineering. On any level, it is an amazing piece of engineering. My dad was a radio man on a C47 and had a snap shot of one that defected. Have to wonder if it was the one mentioned here...
![[#2024MAMA] BIGBANG (빅뱅) - 뱅뱅뱅 (BANG BANG BANG) + FANTASTIC BABY | Mnet 241123 방송](http://i.ytimg.com/vi/EQsYfiPR9uM/mqdefault.jpg)
*Hope you are all staying safe!* Sadly, a side effect of Corona is that Inside The Cockpit has taken a knock as four museum trips had to be cancelled/postponed - that's 20+ episodes on halt. However, I should have enough material filmed for a good number of episodes so the show will go on!
I saw the video about the comments you've gotten !! I want to hear the good comments ! and some of the really funny comments !! I don't care what those other jerks think !! If they are so FRIGGIN smart , tell them to start their own channel and shut the hell up !!
Nice Video but It is called Sars-RCOV-2 which causes Corvid-19 it is not called corna
Also, the family name is Coronavirus
Great work and idea do inside documentary about
planes like Beaufighter and their history.
Stay Well, Thank you for the videos.
My Late 5th Cousin, Lt.Gen. Adolf Galland flew the Me.262 prototype D in late 1943, then went on to fly the Me.262 A1a when he formed JagdVerband 44.
In his book "The First, and the Last" he describes flying the D Prototype as "Being pushed (aloft) by Angels". Later he earned Goering's wrath when he said that 1 Me.262 is worth 5 Me.109s. This led directly to his resignation as General des Jagdfleiger and his forming of JagdVerband 44, which Unit
had amongst its members Galland himself, von-Hohagen, Nowotny, and several well-known Me.163 pilots.
Thank You for this very informative video, MAH, I have greatly enjoyed it.
Kind and Respectful Regards, MAH, Uyraell, NZ.
Blue Hill Animation yes But it is Called corona in non professional language
My grandfather's brother, my great-uncle, was a test pilot at Messerschmitt. He was one of the first men who flew the ME262 as a test pilot. He was an instructor for the pilots who switched from the 109 to the ME262. During the last months of the war he was shot down in his ME262 when he ran out of fuel. He survived. Later he was a driving instructor for men who came disabled from the war. He also worked as a flight instructor. A routine check-up revealed that his diaphragm was torn. That came from being shot down in the war. He then died during the operation.
Hi, maybe your grandfather was Ernst Woerner?
@@marcinsokoowski9541 his Name was Ernst Tesch.
Sorry for your loss
Yeah and my grandfather's brother was a navy delta force CIA contractor
Well condolences for your loss Sir
Dear Chris Bismark, I really enjoy your videos, I'm from México.
I am a retired pilot, after a crash landing 8 years ago I can't fly again, but your work takes me back to the cockpit.
I've been a fan of the Luftwaffe and the Messerschmitt 109 since kid, so I share your passion for classic aircraft.
Thank you very much, I see frequently your videos and please keep on the great work.
I think you might greatly enjoy John Nichol's book 'Spitfire'.
It includes several pieces by Luftwaffe pilots as well as the men (and women) who flew Spitfires
By the time they were interviewed many were over 80, still with the fondest memories of flight.
You wouldnt be a fan if you were bombed by them!!
My ancestors in Germany had a business stuffing horsehair into sofas and during the war retooled their production to make seats for the Luftwaffe.
It really is amazing that there's actual footage of the plane defecting. This definitely should be on a monitor next to the exhibit.
Germany documented everything at the time. Hence why most of the video and paper was destroyed by the Allies.
@@beechcraftkingair3799 The Allies were falling over each other to grab as much of the German research tech and documentation as they could.
Given the chaos at the time, yeah, probably some fool screwed up and destroyed material which was in fact wanted.
But the Germans - or rather the Nazis nestled amongst them - *They* wanted to destroy records of every type, partly from malice mainly to cover up war-crimes.
@@beechcraftkingair3799 it was Swiss who documented the event...
@@KrissowskiM Swiss are Germans too
@@thatdude3938in your place - I wouldn’t risk voicing that statement when in Switzerland...
The 262 always looked like a shark of the skies to me...
I've got the same impression, The 262 looked having a shark intented fuselage design. The paint of original aircrafts shows that.
Best looking jet fighter ever. Has it all. German military designs were funky & Star Wars Lucas copied that for his baddies. I had as a child AirFix WW2 models of the main planes form both sides. The Jerries planes I liked best. Now that I am an old man, it's still the same.
@@BC-ox4yo Vaguely recall Herman Buchener said the same thing - or maybe he said a 'shark *or* cigar' - in his brilliant book 'Stormbirds'.
And it *is* a beautiful aeroplane.
But *more* beautiful than a Spitfire V?
I reckon not quite, but then, 'Flies of the beholder' etc I suppose.
I was about to write it !
@@seltaeb3302 same for me, on top of all the Bf 109
Great Video!
My Grandfather got to sit in the Me 262 stationed at the Flugwerft Schleißheim in 1945 when he was a kid. The whole forrest was full of abandonned planes and the kids just used it as a playground!
Now I can imagine a little bit how it must have been...
I was lucky to work on an original Me 262 restoration and some of the newly manufactured Me 262's in Washington state. I got to sit in the cockpits and found the layouts very functional for control usage and readable for instrument/indicator groupings. The only awkward feature for me was the length of the control stick. The hand grip sat about mid-chest - a good deal taller than American designs that I'm familiar with.
Was the stick that long to add leverage over control forces?
@@fazole Yes and it was extendable to gain even more leverage.
Have you worked on the FHCAM's airworthy restoration of an original 262 (the one with the functional Jumos)?
@@njsullyalex2744 No, I did not work on FHCAM's (formerly Ed Malony's) Me 262. I did attend the first public showing after their restoration and they did a remarkable job!
@@monstrok I am still very jealous of you! I hope to see it in person one day. Sad that the restoration is on complete hold until this passes over, but I'm looking forward to seeing it fly once it is finally complete!
In my town there still lives a guy who flew that thing from mid 44 to May 1945 in Kampfgeschwader 54! He turned 99 on 23rd of January.
Do you ever talk to him? That's some extremely valuable history.
@@evanjones5664 of course i did, but as he didnt talk about the war for 75 years it was very hard to get informations, since he never talked about it. But until now I know, that he was in the german armed forces from 1941-1945. From 41 to early 43 Luftwaffe ground crew in africa. After that Pilot Training, and with a JU 88 mine laying in the english cannel. Early 44: First jet Training, in mid 44 starting the missions in jets.
Mein Nachbar ist Hugo Broch. Auch nicht ganz unbekannt.
@@rogerwilliamson7161 hab seine Nummer und Adresse auch ;-). Hab letztens auch mal angerufen, aber telefonieren ist für ihn wohl schwierig, hauptsächlich wegen des gehörs.
@@Ko.Wi. Kein Wunder, nächsten Januar wird er 100, so Gott will. Ich war einer der letzten, mit dem er ein "Interview" gemacht hat. Letztes Jahr war er noch zu Fuß und ohne Gehhilfe im Ort unterwegs.
Amazing plane, amazing engineering! Very interesting and well-produced documentary. I appreciate that german historians and documentarians are willing to discuss the "inconvenient truths" and "warts" of the German war production( Something the Japanese refuse to do to this day).
MJ Horn
Ref. "Something the Japanese refuse to do to this day)."
Well... I really didn't know that!
Thank you.
I saw a 262 at Pensacola Fl. and it was stunning to see up close, the most beautiful war bird of all time.
The ME 262 Schwalbe remains one of the prettiest and most elegant aircraft to this day.
So true
Mig 17 is most beutiful aircraft *CYKA* *BLYAT* !!!!
The ME262 IS the milestone in a way that set standards for centuries to come. The first swept wing design, the first turbo jet, the first all automated full trailing and leading edge flaps design and was the sole design that made USA able to make the F86 Sabre 6 years later. I have the operators manual and the Allied evaluation manual and it is so ingenious made you can not just do admire and marvel. Luckyli nuff a certain mister sabotaged its intended role into a joke when it would as intended blitzed past any Allied fighter +250km/h faster with a higher service ceiling, superior central mounted armament and able to run on even vegetable cooking oil.
@@Brakballe excellent comment
@@Brakballe The swept wing was not intended. They had to sweep the wing later in process to balance the aircraft after the jet engine was ready (see the prototype images with piston engine).
Interesting that the fuselage cross section is much like that of the inverted 12-powered BF-109. Aerodynamically quite sound, I imagine.
The "Schwalbe" is a very pretty aircraft, regardless of it's decidedly lethal purpose.
I've seen this video multiple times in the last 2 years and it is always a delight. This is an outstanding piece of information and historical contextualisation a fantastic work of research that I doubt could be overcome by traditional TV documentaries over BBC or History Channel. At least I've never seen one alike. Congratulations Christoph, you rock! Greetings from the south-westernmost tip. Um abraço.
Thank you for all of the added information about the function and placement of the instruments and components. It is so much better than most shows where presenters may know basic history, but not how the aircraft (or other machines) actually function. It makes such a huge difference in how interesting the subject is.
You did an outstanding job of this presentation! I found the amount of detail very refreshing and informative. I look forward to more programs of this high quality.
" As if an angel is pushing " Adolf Galand said this when first flying the 262 ,I presume when experiencing the superb acceleration without the usual vibration and noise of a piston engine.
There was a German I think Designed the 262 after the war met with Whittle said if the Meteor Engines were in the 262 it would had worked far better. As the Jet engines in the 252 were not reliable enough.
@@jonathanvince8173 The mk3 Meteor engine (1944) performing much less than the me 262 engines, was only better on F4 Meteors (1948) ...
@@leneanderthalien Did it are you sure? Lets put it this way reliability was 262 engines problem their first engine choice would had been more powerful. But that was cut short because of needs. The BMW power had so many issues. So when they two inventors met after the war they talked about what if and how reliable the Meteor engines were. Now the original Gloster engine had twice the power but flawed by other things. But then almost the same time was the Vampire never used. Standard was only 540. MPH but had a better rate of clime than both 262 and Meteor. Since then which lasted longer? I do wonder about the test bed Jet engine Whittle had back in 1929 that no one wanted.
@@jonathanvince8173 if we talk about said time you shuld keep in mind that germany only haad bad material to build it. even tho it was build with bad material it still performet well
@@leneanderthalien I don't want to disappoint you, but the facts are that by early 1944, the Germans were already behind in the Jet Engine race, and it was between Westinghouse, General Electric, Rolls-Royce, De Haviland, and Metrovick where the advancement was occurring. GE J33 Centrifugal, and J35 Axial, both with more than twice the thrust of any running German engines, the Westinghouse J30 Axial, Rolls was sparked by GE's progress to produce the Nene and Derwent, the DH Goblin, and the Metrovick Beryl axial.
Yeah, Germany pushed their jets into service in late 1944 - with horrendous operational loss rates - Kdo Nowotny lost more airplanes and pilots in a month than the entire P-80A program lost in a year - but the Allies were winning, so didn't have the same urgency.
My Grandpa worked together with WM. He was responsible for the torsional stiffness at highspeed at ME 262. His name was Berthold Thiele and as he died I gave him a model of the ME262 in the coffin 🥲
I find your documentaries superbly done, impeccably structured and beautifully presented. Thank you / Viel Dank !
I really enjoyed the Director's cut. It is one of the best you have done!
Excellent presentation. As a youth growing up in the 60s, I was enthralled with building models of WWII aircraft. I still recall the first time I saw the ME262......I knew something was amiss. "How could any Allied aircraft compete with this superior jet fighter"? Then I learned the rest of the story....history.
You can image how pissed i was to realize that this part of the museum was closed when i went to Munich in 2016. I was so hooked to see these things in person and then came to the part of museum which said... this area is under reconstruction...
You were only at the main building on the Isar island? I thought they moved the planes to Oberschleißheim at the start of the construction. Anyway, I'm curious what they are up to. The main building is bursting at the seams and they moved most of the land-transport exhibits to a dependence some years ago.
I was lucky to be visiting the Deutsches Museum in Munich, in I think 1982. There were steps up to the cockpit to look in. The ergonomic design was so clean and modern looking.
You could pass on word to the museum the fact of the ReVi 16 reflector plate having been installed reversed. The 45 degree bevel put on the upper three edges is so that, as seen by the pilot, the edge of the plate presents essentially as of no width. In this incorrectly reversed orientation, the edge instead presents as of the maximum width.
To put it another way. Imagine looking at the sight from the side. The 45 degree angled reflector glass upper edge should be horizontal, or parallel to the pilot's line of sight through the glass. Here, that upper edge is vertical, or perpendicular to the pilot's line of sight.
This bad installation has not just the disadvantage of presenting some obstruction to vision along the upper edges of the plate, but reduces the extent over which the reflected image of the reticle can be seen. It's effectively like making the reflector a little less tall, and the height is carefully dimensioned for the correct plate installation.
Crowd sourcing information is a wonderful thing. Thanks for this important detail.
Great video. Here in my hometown was an American Airforce base. It was a testing area. Supposedely a 262 and a Japanese Zero were taken apart and studied. This was told by an American Officer in the Airforce when he was dying. This was published in an aircraft hobby magazine, and so people started digging in fields of farmers because it was rumored the aircraft were taken apart and put in wooden crates and buried. No one found anything because the farmer became upset at the news media and attraction the publicity garnered.
Great video sir..
@Hoosier Daddy the Zero was found in the Aleutian Islands almost completely intact (it was upside down in a field) shortly after the Battle of Midway. It was sent to the mainland, repaired and inspected/test flown to learn more of its strengths and weaknesses to pass on to aircraft manufacturers and the military.
Thank you for including the close up camera shots of the aircrafts build details. A rare treat.
There are 4 important things not mentioned :
First the 262 was the very first Aircraft having a full Elevator trim instead of just trimming the elevator flaps. This became necessary to compensate the change in Center of Gravity/ Lift of the Wings at high speed. Today that is standard on all jets and all passenger jet Aircrafts, but the 262 was the first.
2.nd it was not mentioned that the 262 was the first Aircraft with an ejector seat, Springloaded type. It became clear very soon that no one had a chance to leave this Aircraft at a speed above 300Mph or faster. So it became the first Aircraft with ejector seat.
3rd.Just as the ME163 the 262 was able to touch the Mach 1 sound barrier as pilots reported. The probleme was that this resulted immediatelly in heavy, irrepairable damage to the structure. So it was striktly forbidden and could get the pilot a ticket to the eastern front. But in cases where they had an enemy fighter behind them it made a difference if they got away with "only" 100kn or 200kn faster.
4th: The Landing at Duebendorf with its very hard touchdown is often told as a "proof" that the Landing gear was not as bad as always told. That’s wrong. The Problem on the landing gear was the nose gear, because it was not part of the original design and retrofitted. This was by far to weak and caused many accidents. As you can see watching the Duebendorf landing the pilot lands hard on the main gear having the nose far up to make sure there is no load on the nose wheel.
Wasn't the Heinkel 280 the first plane with an ejection seat ?
Super job hosting this video, Christoph 'Bismark' Bergs! Very insightful presentation on the Me262. Much appreciated!
There were hardly enough Me262's to make a difference in the outcome of the war but Adolph Galland and his Squadron of experts showed the way for a new era of warfare. The jet age began with JV-44 or Galland's Flying Circus and so brilliant was the collection of pilots that were recruited that the Knights Cross was referred to as the squadron badge.
Great video, I've always thought the 262 is a beautiful looking aircraft.
Jagdpanther63
Very beautiful but even more so when it had that very impractical tail wheel.
I believe the ME262 did indeed manage to down more than one Mosquito. The incident where a Mosquito escaped a attack by a ME262 happened on 15 August 1944. The Allied pilot flying the Mosquito that day was my grandfather, Captain Solomon “Pi” Pienaar, AFC, DFC. His navigator was Lieutenant Archie Lockhart-Ross DFC. This is his personal account.
The Mosquito was then the fastest, highest-climbing fighting plane over Europe. The Mosquito pilots were able to fly on a heading way of their target (for confusion) and turn in the last moment, because they knew anything the Germans had would take a long time to catch up with them.
All summer long the reconnaissance Mosquitoes flew unarmed and unescorted over German territory.
Then, toward the end of summer, the Allies began losing Mosquitoes over the Black Forrest in Germany. Underground information pieced together by Allied intelligence services indicated the Germans were testing a new secret weapon in the Black Forrest and the following order was issued to Allied air forces:
“Locate and destroy the enemy secret weapon on the ground before it can become operational.”
The secret weapon the Germans were testing was the now famous Me 262, the world’s first jet fighter. The Me 262 was an awesome fighting machine to which the Allies had no answer.
But in August 1944 the Allies still knew nothing about the Me 262. No Allied pilot had yet survived an attack by a Me 262 and therefore no one could tell the story.
On August 15 a young South African pilot flew a Recce Mosquito from San Severo, near Foggia in Italy, to try and locate the so-called “secret weapon”. He was Captain Pi Pienaar, DFC, AFC, then of 60 Squadron, SAAF.
That day Capt Pienaar volunteered to stand in for a pilot who had a bad cold and so became the first Allied pilot to survive an attack by a Me262.
It was the fastest, highest dogfight of the war and at the end of it Capt Pienaar’s Mosquito was able to limp home with the first accurate report on the performance and characteristics of the German jet.
Here follows his personal account of the incident:
“I wasn’t due to fly that day at all. Intelligence had called for a quick, urgent flight over the Black Forrest area. But no real gen.
Normally in the squadron you would never volunteer for another man’s flight; it was considered very unlucky. But the pilot due to fly that day had a rotten cold and the other who might have stood in for him was at the end of his tour, so we were keeping him for the milk runs, which was also squadron tradition.
The Mosquitoes of that day were just slightly pressurized- about a half a pound or so- and I knew that was not enough for the chappie with the bad cold: his ears wouldn’t have stood it. So I volunteered for the flight in old 520, my plane.
We were on a photographic mission at 30 000 feet, Liepheim airfield near Munich. Nice afternoon it was, too, warm with a little broken cloud as myself and my navigator, Archie Lockhart-Ross, headed up the Adriatic towards Prague.
We normally used to fly on a heading way off our target, then turn back, because the fighters we knew in those days used to take a long, long time to get up to us. We had already lost a few Mosquitoes in the Black Forrest area, some from the RAF and one from us, but otherwise we had no information about this secret weapon, and intelligence only had underground information to go on.
We turned off north north east of Munich and flew over an airfield named Nemigen but I wasn’t feeling happy at all: it was too quiet, no flack, no enemy fighters. We knew the enemy fighters of those days well and they were no match for the Mossie, but this new fighter was something else again; all we knew was that they were game to go at anything.
Archie was over at the bomb-sight directing things for the six-inch and 12-inch mapping cameras, but we were also carrying the big 36-inch camera, which is for detail, and with that camera in operation you have to fly dead straight and level, otherwise you blur the photographs.
At the next airfield, just a strip, in fact, and very well camouflaged, Archie shouted: ‘I can see it …. There’s a fighter taking off at a helluva speed!’ I asked Archie to keep an eye on it because I was going nice and straight and level but a few minutes later I picked up a speck in my rear-vision mirrors, directly behind the tail, but just a speck.
Up to that time nothing could get at the Mossies, but this fighter must have climbed well over 5000 feet a minute, so I didn’t dismiss this from my mind at all.
Archie said: ‘that’s the fighter!!
I took my eyes off that speck for only a few seconds, but when I glanced again there he was right on my tail, climbing into the attack a little, and it didn’t look like a normal aeroplane; that’s for sure. This wasn’t a normal fighter at all.
Tactics in the Mosquito squadron in those days were to turn left, because of the pilot’s position, then attack either in a drive or from a climb. The Germans were well aware of this, too, but had nothing that could test the Mosquito.”
That day was to be entirely different: in the air at that time was another 262, captained by Wolfgang Schenk. He was listening in to the attack on Mosquito 520, expecting the left turn and the catastrophe that would greet that maneuver from four 30mm cannon mounted in the 262’s nose.
“So instead of turning to the left I took the throttles, pitch levers and at the same time I hit the drop tank button and then turned it to starboard. Just as I did that he fired and he hit the left aileron and blew it away completely.
The 262 pilot (I once had his name on record and I know that he was later killed in a 262 on the Russian front) started his turn too so that his next burst hit the rail and the one shell, fortunately not an explosive shell, but about six inches long, skimmed the fuselage and buried itself in the main spar, which was all made of wood.
I was still in the turn to the right when this lot came off. I could see it out of the corner of my eye but I didn’t want to look too closely. Suddenly the aeroplane flicked to the left … it was losing all the lift on the left aileron, and the next moment I was in a spiral.
In a spiral normally the first thing to do is to roll it and get power off, and I had the throttles right back, but it didn’t make any difference: the boost was way up there and I could hear the engines screaming, but the plane was still going. I had full right aileron on and full right rudder and when I pushed the stick forward, it just made a little ripple … that’s all.
It was just down, down and when I heard the high blowers cut out, I knew I must have been down to 19000 feet. Then I saw the two throttles way back and the two pitch levers way up forward, so I pulled back the starboard engine pitch lever, an as I did so I could hear the revs come down and the plane just came back.
So I was flying it with the stick right over to the right, right rudder full on and the left engine screaming its head off and boiling. The right engine revs had fallen, but the boost was still way up at the top.”
All this time Archie Lockhart-Ross was pitching inert in the plastic nose of the Mosquito, held there by G and half conscious, because his oxygen tube had pulled out. Pi could see this but do nothing to aid him. Lockhart-Ross finally made it back alongside Pi when the Mosquito straightened out. His first news wasn’t heartening.
“I was still trying to get things straight when Archie shouted ‘Look out, here he comes again!’ So all I did was to let go everything and the aeroplane just flicked, to the left this time, and I saw him go past.
I could see the 262 pilot looking back at us … but every time I turned to stay inside him I had to loose a bit of height.”
Pi called for a course to Switzerland, knowing that in their present area the local populace was very likely to kill an Allied airman, especially because of the weight of bombing over the Munich area. In the next half an hour the ‘Jetbug’ as Pi had named his attacker, made ten more attacks, some not as determined as others, but at least four more from astern and two abeam. The ‘Jetbug’ never managed to score another hit with his cannon, but each time Pi had to loose altitude. “The third really concentrated attack was made when I was down to seven or eight thousand feet, but I was already making a little progress towards Switzerland and there was some low cloud around, so I dived into it.
But I realized that each time I evaded I had to loose some altitude, so as he made the second last run in I said to Archie: ‘Well, here goes,’ and I flipped the aircraft round and headed straight for the 262. after all, if we had to go, we might just as well have taken him with us. I saw him go straight over me … could just see his belly … then I dived into low cloud again. This was somewhere near Lake Constance, where there was a big German base.
The head-on gave me a little time, because the 262 had quite a wide radius of turn, but when I got into the clouds and looked at the artificial horizon, it was lying perpendicular. Then I looked for the turn-and-bank indicator, and I couldn’t find it. Man, it’s amazing how you can loose an instrument you know is there. Eventually when I found it, it was parked way down here to the left. And my battle dress top … well you could have taken it off and wrung it dry.
The final attack came at 500 feet, but I think by then this chap was running short of fuel and I just saw him go over me and break off. It was just as well because I couldn’t fly the Mossie above 500 feet or the left engine would boil. The throttle was jammed full on and the linkages were damaged by that shell in the main spar. The right engine was still at full boost, but reduced revs, and that’s the way we made it out, just skimming the hills, then loosing altitude.”
Pi decided that if he was going to sleep that night at all, it would be in his bed back in Italy, at 60 Squadron, San Severo, and he asked Archie for a course back home. As they swept into Italy, a big airfield lay dead ahead of them, and there could be no turning. Pi and Archie recognized it instantly -Udine, strongest German air base in the north of Italy, full of fight and fighters and well avoided by Allied airmen. There would be no avoiding it this time:
“All I could say to Archie was ‘hold tight.’ I pushed the Mossie all the way to deck and just held it over the runway. I could see the Germans making for trucks to get to the flack positions, then just scrambling out and ducking in all directions. Mossie 520 must have been making a helluva noise then, with that right engine screaming and the other one way back on revs; the Germans must have wondered just what sort of an aircraft this was, but by then we were over the airfield and heading out to the safety of the Adriatic.”
That dice over the German airfield was the one and only laugh of the trip back for Pi and Archie. They were down to 150 feet at that stage, over the Adriatic and almost abeam of Ancona, where a network of airfields changed hands between Germans and Allied forces with pendulum-swing regularity.
Archie spotted four fighters coming down to have a look at them and Pi froze on his precarious controls until he recognized them as RAF Spitfires. Three of the Spits turned away, but one stayed alongside Pi, making furious signals and inviting them to land. What he was trying to tell them was that Mosquito 520 had a damaged elevator main spar and the right elevator was not operating- apart from that port wing that had shed its aileron and, inboard, was just a series of bare ribs.
Pi gave the Spit pilot the thumbs up sign and kept going to a familiar landmark just south of Leghorn that indicated the low-level run to San Severo.
On the way, and at 150 feet, he tested for stall and got an alarming result.
“Normally a Mosquito at that height would land safely at 110 knots, but this thing started going (out of control) at 168 knots, so I parked the figure of 170 knots in my mind and did a wide circuit. The problem here was that I had no hydraulics, no landing gear and no control over the throttles, so the only thing I could do was to cut the switches, knowing full well that, having done that, I couldn’t switch on again. So it was going to be a wheels-up landing and no engines! I made a wide, low approach over the dirt runway and I could see the whole squadron rushing down the runway to help me. I also warned Archie to free the top hatch and let it go the moment I touched the runway.
The approach was at 200 knots until I could see the runway. To come down a further 25 knots with that drag was nothing, but I nearly underestimated that, too. When I was over the trees, I cut the switches and the speed fell of in a second or two, so all I could do was to hold the nose down all the way to the runway.
There was a cloud of dust and when I next looked for Archie he was gone- he was standing alongside the plane and shouting ‘get out, man, get out!’” Archie and Pi were able to provide Intelligence with the first detailed information of the Me 262, the aero plane that, had it been used solely as a fighter and in greater numbers, might have changed the whole character of air-war over Europe.
An additional bonus was discovered when the cameras were unloaded- they had kept operating throughout the attack over the Alps, providing valuable information on altitudes and turns, one frame disclosed a complete silhouette of the 262, the first in Allied hands.
For their exploit, Pi and Archie were awarded the British Distinguished Flying Cross.
@@mfrobberts Fantastic read, thanks for sharing!
I don’t think I’ve ever paid so much attention to a comment that I didn’t even notice the video. I thank Heavens for your grandfather’s service. In Nazi Germany I would have been hunted and probably killed in the Holocaust. May your grandfather’s soul Rest In Peace knowing he helped save our world. Thank you so much for sharing this with us.
A wonderful anecdote from your grandfather and thanks much for posting it here in the comments. Thanks for your service, Captain Solomon.
A 6 inch shell that was not explosive? I say this is BS . The ME 262 had 4 x MK108 30mm cannons. They were explosive and definitely not 6 inches long
My grandmother told me once that my great-grandfather was a test pilot in one of these planes. He died in a crash
R.I.P to your great grandfather and all the test pilots who gave their lives for a revolutionary new generation of aviation
.
@Optimus Slime but the death isnt.
You must be very proud of your great grandfather , being a test pilot needs a lot of guts...¡¡¡ .. more even testing new technologies..¡¡¡
You must be proud. A noble career
Trying is flying is dieing.
Thanks for the clean description of an icon in the aviation history. A totally original aircraft admired to this day.
Thanks for this video! My dad, Jake Schuster, was with the US Air Force team that rebuilt the Me262 that is currently on display at the Air Force Museum. This plane has always been close to my heart, especially now that my dad is gone. I got to see the roll-out, and there was a Schwalbe pilot present, but I haven't had a chance to go see it in the museum. This was a great video to see today! OH, and BTW, with IL2 you can now use the 262 to chase down flocks of Camels and Dolphins! More difficult than you might think.
Absolutely excellent video. The content, the video and sound quality, the historical research and presentation are wonderful. Great job.
I have managed to see 4 Me262s, and I learned more in this video than seeing them in person.
Brilliant.
Thanks for releasing this video.
I like it a lot.
Keep up the great work.
Stay safe and well.
Thank you
Enjoyed the descriptions of the internal equipment, incredible innovating design. Great video!
The 262 was a beautiful airplane. Hopefully, a few more can be restored and shown in museums around the world.
There are a few airframes that have been refitted with modern jet engines and are flyable.
Thanks Christoph. Love your work. Such an interesting video. Really enjoyed it.
Hi, this has to be the best video and recount of just about any aircraft I have seen. So much technical and historical info, but the camera work was fantastic too. Well done, will have to visit the museum if I ever get to Germany! ( Im in New Zealand )
What a throwback. I must have seen that exact plane dozens of times when I was a child. Always loved going to the Flugwerft. I think I’ll have to visit it again some time soon.
Another gem Mr Bismarck, many thanks.
These videos are getting better and better. Well done!
Excellent presentation with excellent detail for the time allowed. The automatic wing slats (activated by air pressure) were copied for the U.S. F-86 Sabre as was the 35 degree swept wing (the original ME 262 design was a 35 degree sweep later modified to 18.5 degrees). The Russian MIG 15 also used the 35 degree swept wing. Allied pilots who flew the 262 were impressed by its speed and performance as well as how quiet it was. Odd but amusing fact: General Adolf Galland installed the first cigar holder in a jet aircraft in his ME 262! Again, thanks for posting this detailed presentation!
automatic wing slats was use much before on STOL aircrafts= was not invent for the me 262
The F-86 Sabre was designed with the assistance and data from Messerschmitt staff brought to America during Operation Paperclip and Operation Lusty.
The MiG-15 was designed by famous HIENKEL engineer Gunter Siegfried, he and his brother designed the world's first jet aircraft, the Heinkel He-178.
@@sandervanderkammen9230 Thanks for your update. Appreciated!
@@leneanderthalienthe slat concept was indeed patented by Handley-Pace between the wars and licence rights to the design bought and paid for by the Germans pre-war, by Messerschmidt I believe. I think what the poster meant was the ME interpretation of the slat idea for high-speed flight on the Messerschmitt 35° swept wing-plan and the automatic operation.
Hello Biz, I love watching you and Bò fly together in warthunder. The ME262 is a very elegant plane for its time. And your book about the Stuka dive bomber is a great read.
Best intro ever, "Wings of the Luftwaffe" could learn a thing or two... Great work!!
My dad and I got to see one of these in a museum in the midlands UK and it’s just fascinating to look at. Brilliant video 👍
Another Me 262 is displayed in Canberra at the Australian War Memorial, still in its original markings and camouflage.
I was gonna say that Graham,its a great example too
@@kerrymcmanus9188 and I believe it has original paint which makes it a better example than the one displayed in this video!
@@chrisshepherd1566 Yes it has Chris i havent seen it for many years,my Dad & i used to love going there,it lots of great Aircraft Cheers mate!
The AWM 109 is in original paint, both their 262 & 163 were repainted by RAAF apprentices.
It should be burned as it represents history we do not like
Absolutely loving the content on this channel. Great job to everyone involved. 👍
This is excellent quality content. Keep it up man, you are good at this!
Probably the greatest test pilot that has ever lived, Eric 'winkle ' Brown test flew a captured 262, his report on it is very interesting
Bas mutherfunster - Yes, 'Winkle' rated it as the most potent aircraft of WWII, especially when performing without problems. he was also the only Allied pilot to have the balls, experience, and luck to successfully test fly an Me162 rocket [death trap], just after WWII. It was only the later Marques of Meteor, just post-war that first performed better as a fighter {getting to 600mph plus top speed], than the Me262.
I met Eric Brown in 2011.
@@truthseeker7242 Actually, a standard P-80A at combat weight, with or without the tip tanks on, equalled or exceeded the Me 26 in performance and handling, including high mach behavior.
@@peterstickney7608
NO, it didn't... the P-80A was significantly slower and had less performance than the Messerschmitt Me-262, in fact the top speed of the P-80A was the same as the 262s continuous cruising speed, 490mph.
@@truthseeker7242 yes correct, the record breaking Meteor was a tuned-up hot-rod built specially modified, polished for the record flight.
I loved this video, I think it's your best yet. Lots of details that can't be found anywhere else. I have noticed you English has gotten a lot better, it was never bad, but you almost sound like someone from the US.
Füselage.
@@nickrollstuhlfahrerson8659 It's amazing how little one word can convey.
And it also shows how using a decent microphone keeps tinny, echoey sound from detracting from an otherwise excellent video.
With respect sir , the commentator is a German speaking English well . Also you should have referred to us as British rather than English . Sorry if I seem pedantic . All the best from across the pond .
Hi Christoph. Thanks for the informative video. I love how they used a 2 stroke with a pullstart to get this bird going lol.
When this virus craziness is over and done, you need to come see Red 8 in Johannesburg. Unfortunately she isnt as complete as the one you showed but she fits the bill as being literally "one of a kind". The Brits took a lot of the parts out for study when she was captured such as the radar and guns but how she ended up in South Africa is an interesting story on its own. There are other nice aircraft at the Johannesburg War Museum as well such as a really interesting FW-190 A6 used as a test bed for under wing 30mm cannons and an Afrika Korps Bf-109. Keep well.
The Riedel 2-stoke starter motors were electric start from a cockpit mounted switch, the pull start was a redundant system.
This was extremely interesting, thank you very much for posting it. I have subscribed.
An excellent episode Christopher. I thoroughly enjoyed it. This aircraft is still beautiful today. (Sydney Australia)
Greetings from England, thank you for making this video. It’s such an interesting story. Just imagine if it had come into service sooner? It might have altered the outcome of the war and Battle of Britain
Wouldnt open a m262 cockpit that has been closed in a museum for years...the radium decay is no joke
Its harmless unless you open the instrument cases and breath the dust... i know I have some 262 gauges.
hello sir.I,m impressed by the knowledge and detail you have about aviation.Thank you for series you made for as.Keep doing god job for the history of aviation Thank,Vic from Romania.
First of your videos I have seen. Will not be the last. Enjoyed it, and learned a lot.
I have been to that museum and the me262 is an incredible sight
Very nice tour of the ME 262, a remarkable aircraft for its time by any rational measure.
Extremely informative. Thanks for a great video!
Maxime Guillaume patented the Turbojet Engine *9 YEARS* before Frank Whittle on May 3rd 1921 granted on January 13th 1922.
*Patent number 534.801*
When I saw this fighter At the Museum In 1987-88 it had a set of steps going up and over the wing so you could see into the cockpit.
The Me-262 survived the "hard touchdown" from the pilot induced nose-wheel up attitude with the main gear absorbing the forces. The 262s landing gear weakness was mostly in the front, especially from any lateral or sideways input. Even the 262s towing system distributed the hookups to all 3 struts. The vintage film of the hard touchdown during Bob Strobell's Watson's Wizzers 262 evacuation shows the instant collapse of the nosewheels fragility during a stout 3-point landing.
mY grandmothers brother was a test pilot for hte ME 262.. i'm so sad i never got to talk to him about it.. i met him but i knew nothing about him when i did. so sad.
That's the first photo i have ever seen of the Me262 with a piston engine very cool to see.
Really enjoyed this edit, it flows nicely 👍
I have seen this plane there in Munich! Excellent presentation by you. Thank You!
Can we get a Ho Ho Luftwaffe Pirates!!!
Really enjoyable video, been enjoying this series a lot, look forward to the next one!
I started singing that yesterday when someone asked him in the comments to do something about a ship
I prefer Me Me Luftwaffe Pirates
Possibly one of the most beautiful aircraft ever designed
Love the production quality of this one, keep it up man!
The safety trigger for the main gun is simply brilliant.
Brilliant and fascinating vid. Congrats, loved it. 👍🏻👏🏻
Really love the depth that you go to in these videos!
I like the colour coded gauges. From "I got this" to "Shizen"
I want to say inappropriate things here.. But I respect this channel.
haha! there's one 5 miles down the road from me in Willow Grove PA. They even have a video from the pilot who flew it, who came to the US and became a doctor after the war.
That's crazy I thought I recognized it everytime I passed it!
An excellent video, thanks for posting it. Found this purely by accident. A very Interesting and refreshing look at German side of the then "conflict" ! As you can see from my profile pic of typhoon, a project I worked on from day one and for over 20 years, along with many of my German colleagues "And Friends !" (and other partners. ).
Thanks again,
Roj ( Preston UK )
Great video , You mentioned the other Me 262 of FHCAM in Washington . Its in the beginning of its flight tests with the original engines . One interesting feature is the riedel pull starer ,which makes quite a racket . A lawn mower sound not usually associated with starting a turbine engine.
Has it flown yet?
not original engines (far to unreliable) , did use General electric CJ610 engines
To me, banning any part of history is asinine, not only is it wrong, it's counterproductive on a massive scale and only attracts more interest and attention. if it had swastikas, show swastikas, the swastikas is far older than the use by Nazis party. Your knowledge is truly amazing as is your delivery.
National Socialists, not nazis.
Very interesting as usual! Enjoyed watching! Take care! Peace ✌️ from Welland Ontario Canada 🇨🇦
Super detaillierter Cockpit-"Rundgang". Hoch interessant!
Me262. Work of art.
Truly interesting, this video is the definitive video about the 262. They should completely restore all the marks, this does not mean making an apology for a nefarious regime in German history, but showing an authentic piece in context. My congratulations to the production. Excellent work.
Thanks for another brilliant and informative documentary of this beautiful and cutting-edge aeroplane. I'm looking forward to RAF Cosford...when we're allowed out (March 2020)!
Bismarck mach weiter so, gefällt mir mega. We're staying safe by binge watching your excellent vids.
B 17 Gunners have stated that the ME 262s came at the so fast and were gone with a blink of an eye.They had ever seen anything like it.
FUN FACT: The 262 was so fast, the pilot couldn't aim properly and tended to miss.
@@davidcraig9938 I recommend reading the Wiki page about the B17. The Luftwaffe closely examined camera gun footage. Only a tiny proportion of the rounds they fired hit their target. They discovered that, on average, two 190s or 109s needed to completely unload before they could bring down a Bi7. Read it yourself.
@@davidcraig9938 The 262's engines were unreliable. Opening or closing the throttle in flight could make the engine fail. The preferred method of operating the engine was to get the motor running and to avoid touching the throttles until the landing. The closing speed between a 262 and a B17 was so fast, it was only possible to take a quick snap-shot before pulling out. The kills-to-losses ratio of the 262 was 1.5:1, which is very poor. In contrast, the kills-to-losses ratio of the Tempest was 7:1 against all types and 6:1 against single-seaters.
@@davidcraig9938 The most effective fighter against the B17 (until the arrival of the Mustang) was the Me110. The 110 had heavy cannon, and could sit outside the range of the .50 machine guns, blasting away with impunity for however long it took.
The information this man has on the Messerschmitt Me 262 is incredible!
Thank you for your commentary in English. Appreciated. A compelling story and utterly fascinating.
Hans von Ohain and Max Hahnn invented the jet engine. The first successful demonstration of a fully operational aircraft jet was made by the Heinkel He-178 piloted by Erich Warsitz in Rostock Germany on August 27th 1939.
Frank Whittle was only the FOURTH person to demonstrate a jet aircraft engine May 15th 1941.
Great video!! Love all the finer details and history. It really adds to the enjoyment and the learning experience.
However, just a little tip: it’s okay to say “Yoomo and Yoonkers” for Jumo and Junkers. Anyone who is watching this will know what you are talking about 😁👍
Absolutely, I was just gonna say this!
one could say jessica instead of yessica or yasmin, Ja
Excellent job, thank you. You shared much new information which was enjoyable to learn.
Excellent video, as always Bis! An outstanding aircraft.
Chris that is absolutely brilliant, thank you!
The 262 was the first with An axial compressor, nowadays all are axial! The meteor was not! The mig 15 was not, so the 262 was a very modern design!
If the Me-262 carried an axial flow turbojet, which was very modern according to you. Does that mean that the Me-262 was modern or that the engine was modern??
Martijn the engine technology
@@martijn9568 Both. Look at all the modern twin jet transports. The layout is the same as the early 1940s 262. Two engines in pods below the wings, axial compressor turbine engines, swept back wings, retractable slats on the front of the wings and flaps on the rear of the wings and tricycle landing gear.
The ME-262 was far, far ahead of its time. The British and Americans were amazed at it performance after testing it.
There are still radial compressors used in modern gas turbine engines although only on rather small ones. Have a look on PT6 turboprops or PW300 and PW500 fan engines. The simple reason is that radial compressors have a higher stage to stage compression ratio, are more simple in design, less problematic in operation (stall) and reduce the amount of parts and hence weight. On the downside, radial compressors require at least two 90 deg turns of the compressor airflow which causes efficiency losses and they increase the engine diameter and hence drag caused by the engine nacelle. On smaller engines the advantages out-range the disadvantages but the bigger the engine becomes the less beneficial is a radial compressor. The engine nacelle drag was actually the most important reason for German engine and aircraft designers to go for the axial compressor. And you can see that comparing the ones of Me 262 or Ar 234 with the Meteor ones. But it was also one of he reasons of the lower reliability of the German engines (besides the known material quality fact). The axial compressor complexity was not yet well understood and stall prevention measures such as variable stator vanes or bleed valves not yet designed or possibly on the drawing board only.
The Jumo 004b's axial flow design was ahead of the jet design curve in a time where even the most basic centrifugal flow jet engines were nothing short of the pinnacle of aircraft technology, not to mention centrifugal flow designs remained the norm even into the early 1960s. Combined with its swept wings (which were actually unintentional), underwing mounted engines, and its leading edge slats, the Me 262 was very far ahead of its time when it entered service in 1944 and you can still see its design influence even on today's newest aircraft.
There was an ME 262 in original condition at the Government aircraft factory in Victoria, Australia in the early 1980's. Still had the original paint on it but i seem to recall it had Australian roundals painted over the swastika's. I wonder what happened to that one?
Yes the 262 reminds me too of a shark when looking at the front.
Me too!
Really nice job. Great detail and you clearly know how to fly, which makes for a logical review of the plane's features. Great history and perspective on what it took to make it into the air during the dynamic time late in the war. War is war and engineering is engineering. On any level, it is an amazing piece of engineering. My dad was a radio man on a C47 and had a snap shot of one that defected. Have to wonder if it was the one mentioned here...
This was a great vid - many thanks for sharing!
This machine is quite the feat of engineering considering the era and manufacturing challenges.