The ME 262
entered aerial combat in the dying months of WW II when
Allied bomber formations were operating at will in the
air space over Germany. The Luftwaffe was virtually
helpless against the armadas of Allied aircrafts,
relentlessly conducting their bombing runs against
German cities and industrial centers. To stem the tide
of this ever-increasing invasion of German air space by
the Anglo-American Air Force, a fighter aircraft was
needed, superior to the fighter force sent along for
protection of the Flying Fortresses.
Germany
had placed its hope in the ME 262, the world’s first
operational jet fighter, to clear the skies over the
homeland of enemy aircraft, which were, almost
unimpeded, dropping their bomb loads with devastating
effect. Speed and heavy amarment of this new jet
aircraft gave the Luftwaffe a weapon with which it had a
chance to regain air superiority. It came too late in
the game, however, to win the air war. The jets could
not be produced in sufficient numbers. Trained pilots,
as well as fuel, were in short supply. Moreover, fighter
bases were under constant attack denying the jets
unobstructed maneuvering during take off and landing.
Nevertheless, the ME 262 was a flying machine superior
to anything the enemy could put in the air at that time.
Adolf Galland, the famous German fighter ace and leader
of the jet fighter group, said after his first flight
with this revolutionary airplane: “It feels like an
angel is pushing.”
Reports vary as to the number of victories scored during
the short appearance of the ME 262. Around a hundred
seemed a believable number published in some of the
reports. But regardless of its effectiveness in the air,
it was unable to have an impact on the outcome of the
war.
Developments of powerful aircraft engines really began
soon after the revolutionary “First Flight” by the
Wright Brothers in 1903. Now that it had been
demonstrated that man was able to survive in the medium
air, engine designers and aeronautical engineers on both
sides of the ocean started to compete for the biggest
and fastest airplane in the world. This competition
continued into the days of World War II when fast
fighter aircraft tried to clear the homeland skies of
enemy intruders. WW II piston engine fighter airplanes
pushed to a speed limit of around 400 mph. It was now
time to think of a totally different way to power an
airplane if greater speed was to be the objective.
It
was obvious that the point of no return in conventional
engine design had been reached. Increasing the engine’s
horsepower would not increase propeller speed.
Therefore, another method of providing power to an
airplane had to be found. Engine designers of several
European countries, as well as in the U.S., concurrently
realized that the answer was to be found in the
principle of jet propulsion technology. This principle
is based on
Newton’s
third Law of motion: For every action there is an equal
and opposite reaction. An easy to understand example
demonstrates how jet propulsion works. Releasing an air
inflated toy balloon will move it forward while the
compressed air escapes at the opposite end through the
nozzle. So jet propulsion engineers set out to find a
practical solution to propel an airplane using this
principle. To increase aircraft speeds was the stimulus
to initiate experimentation and development of jet
propulsion engines by scientists in
Europe as well as in
America. As they went to work it was discovered that the
expansion of heated, compressed air was the sought after
solution. It could produce a powerful thrust of
thousands of pounds per square inch. In an engine
configuration, outside air is pushed into a compressor
and then into a chamber(s) where it is superheated by
combusting a fuel such as gasoline or kerosene. When the
compressed, heated air is allowed to expand out of the
rear nozzle, a forward movement with a powerful thrust
is realized, more powerful than the piston engine was
ever able to provide. The problem confronting the
designers was to combine engine and airframe into a
compatible airborne system.
In
Italy the Caproni-Campini CC2 jet aircraft fell short of
performance expectations and further developments were
discontinued. Frank Whittle in England is credited with
the development of the W-1 jet engine, which was
incorporated into a Gloster airplane. Its first flight
performance in 1941 convinced the British Air Ministry
to support the jet aircraft program, but none of the
British jets reached combat-ready status. The first
American jet airplane, built partially with British
technology, the Lockheed P-80, successfully took to the
air before the end of the war.
In
Germany jet engine development, which ultimately led to
the build-up of the ME 262 fighter force, began with the
partnership between Professor Ernst Heinkel, aircraft
manufacturer, and Dr. Hans von Ohain, aerodynamicist.
Von Ohain tested an experimental engine in 1937. Its
successful performance prompted Heinkel to have it
installed on an airframe to determine flight worthiness.
On August 27, 1939 flight captain Erich Warsitz lifted
the Heinkel 178 into the air and was thus the first who
piloted a jet powered aircraft, the forerunner of the ME
262.
However, it was not the Heinkel/von Ohain team that was
able to persuade the German Air Ministry to go ahead
with a production program. Among several of von Ohain’s
competitors was an Austrian, a graduate of the
University of Graz, Dr. Anselm Franz. Working at the
Junkers Aircraft factory, he excited with the winning
engine design, the Junkers Jumo 004. Although pressed
into production before Franz thought it was ready, the
Jumo engine was successfully flight- tested in March of
1942, on a Messerschmitt Bf 110 aircraft. The Air
Ministry chose the Messerschmitt/Franz team for go-ahead
on a jet fighter production program. The fighter
airplane produced by Heinkel/von Ohain, the HE 280, lost
competitively.
It
was still a giant step before a combat-ready fighter
airplane could successfully participate in the air war.
Numerous design changes and improvements to both engine
and airframe had to be implemented. In the end, the
world’s fastest airplane, the ME 262 called the
“Schwalbe” (swallow) was ready to give the Luftwaffe an
edge over Allied weaponry in the skies over Germany.
Hitler, however, soon dampened the joy over this
achievement. He wanted the ME 262 converted to a
fighter-bomber to vent his feeling of revenge toward
enemy terror attacks against German cities. This
decision ran counter to the advice of Messerschmitt, the
manufacturer, and Luftwaffe experts. The required
re-design only meant further time delays that could not
be made up. The “Bohemian Corporal” as Field Marshall
von Rundstedt called Hitler, had to have his way.
Whether it was the stubborn insistence of members of the
Luftwaffe leadership that this new weapon was urgently
needed in the defense of the home front, or whether
Allied bombers had made Berlin the target of repeated
attacks to persuade Hitler to change his mind, is not
known. Eventually he caved and gave the go-ahead for
both the fighter as well as the bomber program.
Ultimately, as Luftwaffe inventory reports indicate, 741
fighters and 239 bombers were delivered.
So
when in December 1944 the twin engine ME 262 entered
combat, it was, as stated earlier, too late to regain
air superiority over German air space, in spite of its
540 mph speed. Its effectiveness was clearly
demonstrated in aerial combat, but the sheer numbers of
Allied aircraft was simply overwhelming. And yet this
new and revolutionary aircraft was viewed by Allied
pilots with fascination and horror. The firepower of its
30 mm guns created havoc among the bomber formations.
German cities may have been saved from total destruction
had the shortsightedness of the leadership been more
vigorous and timely with this project. The airplane was
deployed in several areas of combat. It was used as a
fighter, bomber, interceptor, and reconnaissance
aircraft. But of the total number built, only 300 were
involved in aerial combat.
But
the story of the ME 262 does not end with the end of WW
II. U.S. Air force pilots, after receiving instructions
from Luftwaffe pilots, flew the plane and noticed its
ease of handling in flight. Eight or ten of them were
then flown to France and from there were shipped to the
U.S. where they were put on display around the country.
For years they lay dormant, only some of the technology
was used to update combat Air Forces. Both jet fighters
and bombers were deployed in the Korean War.
Commercial jet liners were not seen to cross the
American sky until 1955. The Douglas DC 8 and the Boeing
707 began passenger service that year including overseas
travel. So when you sit in an airliner today sipping a
drink on your way to your destination you might remind
yourself that pioneers like von Ohain and Franz had
contributed largely to air travel, as we know it today.
The
story of the ME 262, however, goes on. The airplane
fascinated a couple groups of people in this country so
much that they set out to restore a mothballed fighter,
which showed signs of severe deterioration due to lack
of regular maintenance. The Paul E. Garber Facility of
the National Air and Space Museum in Maryland was one
place in which a complete restoration of an ME 262 was
performed. Heart and soul of the men doing the work went
into the thousands of hours required to restore the
airplane to original condition, sparkling as if it had
just rolled out of a German factory in WW II. Expert
machinists and mechanics took the plane apart, item by
item, scraped, cleaned, replaced parts, and lubricated,
eliminating the corrosion that had set in over the
years. They re-assembled the airplane, gave it a paint
job and attached the original insignia, which gave it
the look of a newly manufactured ME 262. And if nobody
moved it, the ME 262 should still be on display at the
National Air and Space Museum in Maryland.
But
because the ME 262 was not designed to be just gazed at
by the general public, another group of aviation buffs
re-built one in a hangar near Paine Field in Everett,
Wash. Many parts had to be re-tooled and replaced. For
instance among other things, the original Jumo-004
engines were replaced with state of the art General
Electric engines, the structural integrity of the
fuselage was improved and the landing gear was
re-designed. The effort of this group of volunteers paid
off. Just like sixty years before, when the ME 262 made
its maiden flight, the re-constructed jet fighter of WW
II once again demonstrated its airworthiness in December
of 2002.
Whether or not the last chapter of the story of this
historic airplane has been written, the men who
conceived, designed, built and flew it, as well as those
who later brought it back to life, deserve high
admiration. |