Messerschmitt Me 262 Wallpapers

Messerschmitt Me 262 Military aircraft, photo wallpapers: The Messerschmitt Me 262 Schwalbe or "swallow" was the first operational jet powered fighter. It was mass-produced in World War II and saw action from late 1944 in bomber/reconnaissance and fighter/interceptor roles. German pilots nicknamed it the Turbo, while to the Allies it was the Stormbird. Although the Me 262 had a negligible impact on the course of the war�shooting down an estimated 150 Allied aircraft for the loss of 100 Me 262s, the majority of aircraft grounded for lack of fuel�the jet was both well-known and highly influential on post-war aircraft development. Although often viewed as a last ditch super-weapon, the Me 262 was already being developed as project P.1065 before the start of WWII. Plans were first drawn up in April 1939, and the original design was very similar to the plane that would eventually enter service. The progression of the original design into service was delayed by a lack of funds, many high ranking officials thought that the war could easily be won with conventional aircraft, and therefore most of the available government funds were used for the production of other aircraft. During development, when an increase of the weight of the still unfinished jet engines was anticipated in March 1940, Messerschmitt used this as an opportunity to turn the Me 262 into a swept-wing fighter by sweeping back the outer wings. In 1942, the leading edges of the inner wings were extended, too, to turn the Me 262 into a true swept-wing aircraft. Swept wings had been proposed as early as 1935 by Adolph Busemann, and Willy Messerschmitt had researched the topic from 1940. In April 1941, he actually proposed to fit a 35� swept wing (Pfeilfl�gel II) to the Me 262. Though this suggestion wasn't implemented, he continued this line of thought with the projected HG II and HG III high-speed derivatives of the Me 262 in 1944, which were designed with a 35� and 45� wing sweep respectively. The aircraft was originally designed as a tail-dragger which it was built as in the first (Me 262 V1) through fourth (-V4) prototypes, but it was discovered on an early test run that the engines and wings "blanked" the stabilizers, giving almost no control on the ground. Changing to a tricycle landing gear arrangement, firstly as a fixed undercarriage on the fifth prototype aircraft, than a fully retractable one on the sixth and succeeding prototypes, corrected all of these problems immediately. [br]The first test flights began in April 1941, but since the BMW 003 turbojets were not ready for fitting, a conventional Junkers Jumo 210 engine was mounted in the nose, driving a propeller, to test the Me 262 V1 airframe. When the BMW 003 engines were finally installed the Jumo was retained for safety which proved wise as both 003s failed during the first flight and the pilot had to land using the nose mounted engine alone. The V3 third prototype airframe became a true jet plane when it flew on July 18, 1942 in Leipheim near G�nzburg, Germany, piloted by Fritz Wendel. The 003 engines which were proving unreliable were replaced by the newly available Junkers Jumo 004. The Jumo 004 was more reliable, but it also caused problems since they had to compete with the Arado Ar 234 over the engines. The Junkers Jumo 004 was, however, considerably less reliable than its British contemporary the Rolls-Royce Welland fitted to the Gloster Meteor. Test flights continued over the next year but the engines continued to be unreliable. The production of the aircraft was slowed not only by the engine troubles, but also by a personal demand from Hitler that the new Me 262 must also be part bomber. Although airframe modifications were completed by 1942, production never began until 1944 when the production engines � which due to the shortage of strategic materials like tungsten and chrome had to be completely redesigned to employ alloys of inferior temperature resistance � finally started to work. Jet engines have less thrust at low speed than piston or turboprop engines. Acceleration is relatively poor and for the Me 262 it was worse because all early jet engines responded only slowly to throttle changes. Conversely, the higher power of jet engines at higher speeds meant the Me 262 enjoyed a much higher climb speed. Used tactically, this gave the jet fighter an even greater speed advantage than level flight at top speed. Operationally, the Me 262 had an endurance of 60 to 90 minutes. [br]Combat overview [br]Despite its deficiencies, the plane was clearly signaling the beginning of the end of the propeller aircraft as an efficient fighting machine. Once airborne it quickly accelerated to speeds well over 800 km/h, over 150 km/h faster than anything else in the air. Many accounts from Allied bomber crews cited that they were horrified by the speed of the Me 262. Allied accounts also state some level of amazement and awe: the idea of an extremely fast propeller-less aircraft was difficult to imagine at the time, let alone experience. While Allied intelligence was aware of the German jet development, not all combat units were informed about the existence of the Me 262, contributing to the Allied amazement. [br]Anti-bomber tactics [br]The standard approach against bomber formations, which were travelling along at cruise speed, called for the Me 262 to approach the bombers from the rear at a higher altitude, diving in below the bombers to get additional speed before zooming up again to their level and opening fire with its four 30 mm cannon at 600 m range. Reportedly, Allied bomber gunners were finding that their electric gun turrets had problems tracking the jets. However, due to the jets' straight line approach, traverse rates were actually not as important as target acquisition itself, which was difficult because the jets closed into firing range very quickly and had to remain in firing position only very briefly using their standard attack profile. Eventually new combat tactics were developed to counter the allied bombers defenses. Me 262s equipped with large numbers of R4M rockets would approach from the side of a a bomber formation where their shilouettes were widest and, while still out of range of the .50 caliber guns, they would fire a salvo of these explosive rockets. The explosive power of only one or two of these rockets were capable of downing even the famously rugged B-17. While this tactic came too late to have a real affect on the war, it was nonetheless effective. This method of combating bombers became the standard until the invention and mass deployment of the guided missile. Some nicknamed this tactic the "Luftwaffe's Wolf Pack" as the fighters would often make runs in groups of two or three, fire their rockets, then return to base. [br]On September 1, 1944, General Spaatz expressed the fear that if greater numbers of German jets were fielded, they could inflict losses to the USAAF bombers heavy enough to cause cancellation of the Allied daylight bombing offensive. [br]Counter-jet tactics [br]Tactics against the Me 262 developed quickly to find ways of defeating it despite its great speed advantage. Allied bomber escort fighters (specifically P-51s) would fly high above the bombers to gain extra speed in a dive to protect the bombers, thus reducing the speed advantage of the Me 262. The Me 262 was less maneuverable than the P-51 and trained allied pilots could catch up to a turning Me 262; but the only reliable way of dealing with the jets was to attack them in the take-off and landing phase of their flight, and on the ground. Accordingly, Luftwaffe air fields that were recognized as jet bases were frequently bombed by medium bombers, and Allied fighters patrolled over the fields to attack jets that were trying to land on their bases. The Luftwaffe countered these moves by installing Flak alleys along the approach lines in order to protect the Me 262s from the ground, and providing top cover with conventional fighters during the take-off and landing phase. Another experimental tactic was installing nitrous oxide tanks into Mustangs. When chasing an Me 262, the pilot could press a button injecting the nitrous oxide into the engine, producing a quick burst of speed. This information eventually led drag-racers to adopt the method for their races. The US Army demanded production far ahead of schedule for the P-80 to provide an allied jet fighter that could match the Me 262, but had to ground the P-80 after one of the four US jets deployed to Europe was wrecked in a fatal accident. Other Allied fighters who encountered the Me 262 included the British Hawker Tempest Mk.V and the Soviet Lavochkin La-7. The Tempest was the first Allied plane to shoot down a Me 262, and won a number of victories over these jet fighters, while the Lavochkin was the only Soviet fighter to encounter a German jet, with La-7 ace Ivan Nikitovich Kozhedub fighting and downing one Me 262 jet on February 15, 1945 over eastern Germany. Kozhedub apparently later said that his success was mainly due to the Me 262 pilot attempting to out-turn his more maneuverable plane. [br]High speed research [br] Me 262 interiorWilly Messerschmitt regarded the Me 262 as it went into production only as an interim type. His interest in high-speed flight that had led him to initiate work on swept wings starting in 1940 is evident from the advanced developments he had on his drawing board in 1944. While the Me 262 HG I (Hochgeschwindigkeit, high speed) that was actually flight-tested in 1944 had only small changes compared to combat aircraft, most notably a low-profiled canopy to reduce drag, the HG II and HG III designs were far more radical. The projected HG II variant combined the low-drag canopy with a 35� wing sweep and a butterfly tail. The HG III aircraft had a conventional tail, but a 45� wing sweep and the jet turbines embedded in the wing root. Messerschmitt also conducted a series of carefully controlled flight tests with the series production Me 262. In these dive tests, it was established that the Me 262 was out of control in a dive at Mach 0.86, and that higher Mach numbers would lead to a nose-down trim that could not be countered by the pilot. The resulting steepening of the dive would lead to even higher speeds and disintegration of the airframe due to excessive negative g loads. The HG series of Me 262 derivatives was estimated to be capable of reaching transonic Mach numbers in level flight, with the top speed of the HG III being projected as Mach 0.96 at 6 km altitude. Despite the necessity to gain experience in high-speed flight for the HG II and III designs, Messerschmitt undertook no attempts to exceed the Mach 0.86 limit for the Me 262. After the war, the Royal Aircraft Establishment � at that time one of the leading institutions in high-speed research � re-tested the Me 262 to help with the British attempts at breaking the sound barrier. The RAE achieved speeds of up to Mach 0.84 and confirmed the results from the Messerschmitt dive tests as accurate. No attempts were made to exceed the Mach limit established by Messerschmitt. After Willy Messerschmitt's death, the former Me 262 pilot Hans Guido Mutke claimed to be the first person to break the sound barrier on April 9, 1945 in a Me 262, in a "straight-down" 90� dive. This claim is disputed because it is only based on Mutke's memory of the incident, which recalls effects that other Me 262 pilots have observed below the speed of sound and a high airspeed indicator reading, but no altitude reading, which would be required to determine the actual speed. [br]Production [br]As Germany was bombed incessantly, production of the Me 262 was dispersed into low-profile production facilities, sometimes not more than clearings in the woods. Large, heavily protected underground factories were constructed to take up production of the Me 262 safe from bomb attacks, but the war ended before they could be completed. [br]Variants [br]A-1a Schwalbe - production version J�ger (fighter) and Jabo (fighter bomber). [br]A-1a/U1 - single prototype with two additional guns in nose, for total of six. [br]A-1a/U2 - single prototype with additional avionics for all-weather operation. [br]A-1a/U3 - reconnaissance version modified in small numbers. [br]A-1a/U4 - two prototypes with a 50 mm tank cannon in nose. [br]A-1b - as A-1a but powered with BMW 003 engines. Few built- two are known to have existed at experimental establishments; maximum speed of 497 mph {800 km/h). [br]A-2a Sturmvogel - definitive blitzbomber version with only two guns. [br]A-2a/U1 - single prototype with advanced bombsight. [br]A-2a/U2 - two prototypes with glazed nose for accommodating a bombardier. [br]A-3a - proposed ground attack version. [br]A-4a - reconnaissance version. [br]A-5a - definitive reconnaissance version used in small numbers at end of the war. [br]B-1a - two-seat trainer. [br] Me 262A-1a [br]B-1a/U1 - small number of prototype night fighters adapted from trainers. [br]B-2 - proposed night fighter version with stretched fuselage. [br]C-1a - single prototype of rocket-boosted interceptor with Walter rocket in tail. [br]C-2b - single prototype of rocket-boosted interceptor with BMW rockets mounted in engine nacelles. [br]C-3a - single prototype of rocket-boosted interceptor with Walter rockets in belly pack. [br]D-1 - proposed variant to carry Jagdfaust mortars. [br]E-1 - proposed cannon-armed variant based on A-1a/U4. [br]E-2 - proposed rocket-armed variant carrying 48 R4M rockets. [br]Japanese design patterned after the Me 262: Nakajima Kikka [br]Post-war variants: [br]Avia S-92 - Czech built A-1a [br]Avia CS-92 - Czech built B-1a [br]A-1c - American privately built replica based on A-1a configuration [br]B-1c - American privately built replica based on B-1a configuration [br]A/B-1c - American privately built replica convertible between A-1a and B-1a configuration [br]Description [br]Role: Fighter/Bomber [br]Crew: One, pilot [br]First flight July 18, 1942 [br]Manufacturer: Messerschmitt [br]Dimensions Length 10.58 m 34 ft 9 in; Wingspan 12.5 m 41 ft 0 in; Height 3.83 m 12 ft 7 in; Wing area 21.7 m� 234 ft�. [br]Weights [br]Empty: 3,800 kg 8,400 lb [br]Maximum takeoff: 6,400 kg 14,100 lb [br]Powerplant [br]Engines: 2x Jumo 004B-1 turbojets [br]Thrust: 18 kN 4050 lbf [br]Performance [br]Maximum speed: 870 km/h 540 mph [br]Range: 1050 km 650 miles [br]Service ceiling: 11,450 m 37,600 ft [br]Rate of climb: 1,200 m/min 3,900 ft/min. [br] [br]

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