German jet aircraft in battles against Stalin's falcons. Battlefield: Me.262 - the most formidable fighter of World War II General description of the layout scheme messerschmitt me 262
iDES UPUDBOYS TBLFYCHOPZP UBNPMEFB-YUFTEWIFEMS CH ZETNBOY TPDYMBUSH RTBLFYUEEULY PPOCHTENEOP U OBYUBMPN TBTBVPFLY FHTCHVPTBLT uMEDKHEF JBNEFYFSH, UFP CH 1930-E ZPDSCH FTHDPENLPUFSH UPUDBOYS ftd, LBL PDOPZP Y UBNSHI OBKHLPENLIYI ZPFPCHCHI YEDEMIK MEFBFEMSHOPBZF BRBRBYUK MEFBFEMSHOPBZP BRBRBYUK l RMBOETKH PFOPUYMYUSH, EUMY NPTSOP FBL CHSCHTBYFSHUS, "U RTPIMBDGEK", RPULPMSHLKH RTPELFYTPCHBMUS PO VEH HYUEFB UTSYNBENPUFE ЧП bTPDYOBNYYuEULYE CE HUFBOPCHLY (FTHVSCH) OE RPCHPMSMY H RPMOPN PVYAENE PRTEDEMYFSH IBTBLFETYUFYLY BRRBTBFB, PUPVEOOPUFY EZP HUFPKYUYCHPUFY J HRTBCHMSENPUFY ON ULPTPUFSI, UPPFCHEFUFCHPCHBCHYYI YUYUMBN n UCHSCHYE 0.6 LPZDB PEHEBMBUSH UTSYNBENPUFSH CHPDHIB. rPFPNKH RMBOET RPSCHYMUS TBSHYE DCHYZBFEMS, Y, LBL RPLBBMY MEFOSCHE YURSCHFBOYS, ON OE VSCHM RTYURPUVMEO DMS RPMEFPCH U PLPMPUCHHLPTSHPUFNY ULUP. h DEKUFFCHYFEMSHOPUFY TSE DMS UPUDBOYS RMBOETB, RPCHPMSCHYEZP TEBMYPCHBFSH OPCHCHE LBYUEUFCHB ftd, FTEVPCHBMPUSH OE REALLY READY YEMSHUYMOE YUHTEYP
UPDBOYE UBNPMEFB RTEUMEDPCHBOYS RPD PVP'OBYUEOYEN t-1065 OBYUBMPUSH CH PLFSVTE 1938 ZPDB. about OEZP RMBOYTPCHBMPUSH HUFBOPCHYFSH DCHB TBLFYCHOSHI DCHYZBFEMS t3302 FSZPK RP 600 LZU. pTSYDBMPUSH, UFP YUFTEVYFEMSH U FINY ftd UNPTSEF TBCHYCHBFSH ULPTPUFSH DP 900 LN / Yu. pVMJL UBNPMEFB UZHPTNYTPCHBMUS OE UTBKH Y EZP LCHPMAGYS PE NOPZPN UIPTSB U TBCHYFYEN ZHMPTSCH Y ZHBHOSCH: PF RTPUFPPZP - L UMPTSOPNKH.
yUIPDS YJ ZBVBTYFFCH ftd ZHYTNSH VHCH (BMW), CHIMMY NEUUETYNIFH HFCHETDYM RETCHSCHK CHBTEYBOF VHDHAEZP no.E.262 U RTSNSCHN LTSCHMPN Y FTEIPRPTOSCHN YBUUY U ICHPUFPCHSCHN LPMEUPN. rTY LFPN DCHYZBFEMY TBURPMBZBMYUSH RP VPLBN ZHAYEMSTSB. chYDYNP, FB LPNRPOPCHLB RPSCHYMBUSH dv-B UFTENMEOYS LPOUFTHLFPTPCH UOYYFSH MPVPCHPE UPRTPFYCHMEOYE UBNPMEFB J HMHYUYYFSH EZP HRTBCHMSENPUFSH B UMHYUBE PFLBB PDOPZP dv DCHYZBFEMEK, OBDETSOPUFSH J TEUHTU LPFPTSCHI PUFBCHMSMY TSEMBFSH MHYUYEZP. pDOBLP, B GEMPN FP MYYSH BFTHDOSMP PVUMHTSYCHBOYE NBYYOSCH ON ENME, B OEPVIPDYNPUFSH HUFTBOYFSH OEZBFYCHOHA YOFETZHETEOGYA ZHAEMSTSB, ICHPUFPCHPZP PRETEOYS J ZBPCHSCHI UFTHK DCHYZBFEMEK - L RPFETE YEE FSZY.
ьFB WIENB RTPDETTSBMBUSH OEDPMZP, RPULPMSHLH DPRPMOIFEMSHOSHE YUUMEDPCHBOYS RPLBBMBMY, UFP FSZY TBTVTBVBFSCHBCHYYIUS ftd DMPUSPYUFF OKHTSOSCH VSCHMY VPMEE NPEOSCHE DCHYZBFEMY U YOSCHNY ZBVBTYFBNY. l FPNKH TSE UFBMP SUOP, UFP LPNRBOYS vvch, UFPMLOHCHYYUSH U TSDPN FEIOYUEULYI FTHDOPUFEK, L BDBOOPNKH UTPLH DCHYZBFEMY OE UPUDBUF.
fBL RTPYYUPYMP RETCHPE PFUFHRMEOYE PF FEIOYUEULYI RTEDMPTSEOIK, RTICHEDYE L TBBTBVPFLE ZHBLFYUEULY OPCHPK NBYYOSCH U DCHYZBFBFEMSNEY
h PLPOYUBFEMSHOPN CHYDE RPRETEUOPE WEEEYE ZHAEMSTSB YNEMP FTEHZPMSHOPE UEEEYE, RTYUEN YYTYOB PUOPCHBOYS VFPZP FTEHZPMSCHMSCHOBYLB VSCH fBLBS ZHPTNB ZHAEMSTSB, RP NOEOYA VPMSHYYOUFCHB LURETFPCH, VSCHMB CHSCHVTBOB dv-B OEPVIPDYNPUFY TBNEEEOYS YUEFSCHTEI FPRMYCHOSCHI VBLPCH PVYAENPN 2570 MYFTPCH J TBNEEEOYS PFUELPCH LCA HVPTLY LPMEU PUOPCHOSCHI PRPT YBUUY. PODOCHTENEOOOP CH UPYUEFBOYY U OYLP TBURPMPTSEOOPK OEUHEEK RPCHETIOPUFSHA TEYBMBUSH БBDBYUB WAYCEOYS CHTEDOPK YOFETZHETEOGY LTSCHMTSB Y ZHAE. dPUFFBFPYUOP ULBJBFSH, LPZHZHYGYEOF MPVPCHPZP UPRTPFYCHMEOIS ZHAEMSTSB UBNPMEFB NE.262 EBNEFOP NEOSHYE, YUEN H FBLYI NBYO, LBL OE Bf.109. 177 PE CHUEN DYBRBSPOE ULPTPUFEK RPMEFB.
h YFPZE, FBLPE UPYUEFBOYE PVCHPDPCH ZHAEMSTSB J OEUHEEK RPCHETIOPUFY UFBMP YBZPN A YOFEZTBMSHOPK LPNRPOPCHLE UBNPMEFB, RPMHYUYCHYEK, LBL YCHEUFOP, VPMSHYPE TBURTPUFTBOEOYE RTY UPDBOYY VPECHSCHI MEFBFEMSHOSCHI BRRBTBFPCH YUEFCHETFPZP RPLPMEOYS.
yuFP LBUBEFUS UFTEMPCHYDOPK ZHPTNSCH LTSCHMB RMBOE W, OP CHSCHVPT ITS VSCHM ULPTEE UCHSBO UP UFTENMEOYEN PVEUREYUEOYS OEPVIPDYNPZP DYBRBPOB GEOFTPCHPL J, LBL UMEDUFCHYE, FTEVHENPZP BRBUB RTPDPMSHOPK HUFPKYUYCHPUFY YUFTEVYFEMS. uMEDHEF HYUEUFSH, YUFP HZPM UFTEMPCHYDOPUFY OEUHEEK RPCHETIOPUFY 15 ZTBDHUPCH RP RETEDOEK LTPNLE OE RPCHPMSM UHEEUFCHEOOP HCHEMYYUYFSH LTYFYYUEULPE YUYUMP n (LCA FPZP FTEVPCHBMPUSH HCHEMYYUYFSH UFTEMPCHYDOPUFSH, LBL NYOYNHN, B DCHB TBB).
DPMZP OE NPZMY PRTEDEMYFSHUS U UPUFBCHPN CHPTPTHCEOIS. RETCHPOBYUBMSHOP TBUUNBFTYCHBMUS CHBTYBOF YY FTEI RHMENEFPCH MG-151. ъBFEN RTPTBVPFBMY CHBTYBOF TBNEEEOYS DCHKHI 20-NYMMYNEFTPCHCHI RKHYEL MG-151, PTKHDYS nl-103 LBMYVTB 30 NN CH ZHAEMSTSE DCHKHI RKHMENESCHMEP. OP Y ON OE UFBM PLPOYUBFEMSHOSCHN.
lPOUFTHLGYS UBNPMEFB have UBNPZP OBYUBMB EZP RTPELFYTPCHBOYS VSCHMB RPDYUYOEOB DPUFYTSEOYA RTPUFPFSCH RTPYCHPDUFCHB J FEIOPMPZYYUEULPK OEBCHYUYNPUFY CHUEI UVPTPYUOSCHI EDYOYG (BZTEZBFPCH) RPCHPMSAEEK YZPFBCHMYCHBFSH YEE ON RTEDRTYSFYSI TBMYYUOSCHI LPNRBOYK.
vPMShYPK DEZHYGYF BMANYOYECHCHI URMBCHPCH CHSCHOHDYM LPOUFTKHLFPTPCH, CH KHEETV CHEUKH RMBOETB, YYTPLP YURPMSHUPCHBFSH CH LPOUFTKHLGEY UFTHLFPTPCH.
ъBEYFB LFPZP RTPELFB UPUFPPSMBUSH CH SOCHBTE 1940 ZPDB, J URKHUFS DCHB NEUSGB VSCHM RPDRYUBO LPOFTBLF ABOUT UPDBOY FTEI PRSCHPHOSCHI L'BENRFFSHCHYUPSCH N pDOBLP Y ABOUT LFPF TB RTYYMPUSH LPTTELFYTPCHBFSH CHUE UTPLY, RPULPMSHLKH UYMSHOP YBDETTSYCHBMPUSH UPUDBOYE DCHYZBFEMEK. l FPNKH TSE ABOUT "ZPTY'POF" RPSCHIMUS VPMEE RTYCHMELBFESHOSCHK DCHYZBFEMSH Jumo 004 LPNRBOY "AOLETE", YURSCHFBOYS LPFPTPPZP OBYUBMYUSH PUDEBO. rTBCHDB, ON FPC FTEVPCHBM RTPDPMTSYFEMSHOPK DPCHPDLY.
dz-B PFUHFUFCHYS FHTVPTEBLFYCHOSCHI DCHYZBFEMEK RETCHSCHK PRSCHFOSCHK PVTBEG UBNPMEFB, RPMHYUYCHYEZP PVPOBYUEOYE Me.262V1, IPFEMY CHTENEOOP HLPNRMELFPCHBFSH DCHHNS TSYDLPUFOP-TEBLFYCHOSCHNY DCHYZBFEMSNY (TDC) 1500 LZc FSZPK RP, OP Sing FBLTSE FTEVPCHBMY DPCHPDLY. fPZDB POOFBOPCHAYMYUSH ABOUT 12-GYMYODTPCHPN 750-UYMSHOPN RPTYOECHPN NPFPTE TSYDLPUFOPZP PIMBTSDEOIS Jumo 210G. h FBLPN CHIDE Me.262V1 STRETCHER RPDOSMUS CH CHEODKHI 18 BRTEMS 1941 ZPDB, RIMPFYTKHENSCHK zHTYGEN CHEODEMEN.
chMEFOSCHK CHEU NBYYOSCH UPUFBCHMSM 2660 LZ, B EE NBLUINBMSHOBS ULPTPUFSH CH ZPTY'POFBMSHOPN RPMEFE OE RTECHSCHYBMB 415 LN / Yu. yURSchFBOYS NBYYOSCH, RTPDPMTSBCHYYEUS DP LPOGB YAMS 1941 ZPDB, RPCHPMYMY PRTEDEMYFSH NBOECHTEOOSCHE J RYMPFBTSOSCHE UCHPKUFCHB, OBZTHLY ON LPNBODOSCHE PTZBOSCH HRTBCHMEOYS ON DPCHHLPCHSCHI ULPTPUFSI, CHSCHSCHYFSH J HUFTBOYFSH OELPFPTSCHE DEZHELFSCH LPOUFTHLGYY.
RETCHCHE MEFOSCHE LENRMSTSCH DCHYZBFEMS BMW T3302 RTYVSHMY CH bKHZUVKHTZ CH UETYOE OPSVTS 1941 ZPDB. rPULPMSHLH FSZB ftd OE RTECHSCHYBMB 460 LZU, FP YI HUFBOPCHYMY OB Me.262V1, UPITBOYCH RPTYOECHPK NPFPT Jumo 210G.
RETCHSCHK RPMEF FTEIDCHYZBFEMSHOPZP BRRBTBFB, RYMPFYTKHENPZP CHEODEMEN, UPUFFPSMUS 25 NBTFB 1942 ZPDB Y YUHFSH OE LBLPOYUMUS LBFBUFTPZHPK. chMEF Me.262V1 U BTPDTPNB CH IBHOYFEOE VSCHM FTKHDEO. oEUNPFTS ABOUT TBVPFH FTEI DCHYZBFEMEK, EZP HDBMPUSH PFPTCHBFSH PF chrr MYYSH CH UBNPN ITS LPOGE. uBNPMEF NEDMEOOOP OBVTBM CHSCHUPFKH 50 NEFTPCH, B LPZDB MEFUIL UFBM KHVYTBFSH YBUY, PFLBBBM MECHSCHK ftd, B YUHFSH RP'TSE Y RTBCHCHK. JUMO 210G. MEFUIL UKHNEM TBCHETOHFSH NBYYOH Y HUREYOP RPUBDYFSH ABOUT BTPDTPN. ьFP VSCHMP TEHMSHFBFPN OYLPK OBDETSOPUFY RETCHSCHI FHTVPTEBLFYCHOSHI DCHYZBFEMEK.
rPLB BMW t3302 DPTBVBFSHCHBMY ABOUT ABCHPDE, ABOUT MEFBAEEK MBVPTBFPTYY ABCHETYIMYUSH YURSCHFBOYS Jumo 004b-0, TBUCHYCHBCHYEZP FSZH 840 LZU. oPChSCHK ftd PFMYUBMUS OE FPMShLP VPMSHYEK FSZPK, OP Y VPMSHYIN CHEUPN Y ZBVBTYFBNY, UFP RTYCHAMP L TB'TBVPFLE OPCHCHI NPFPZPODPM. dCHYZBFEMY Jumo 004 HUFBOPCHYMY ABOUT FTEFYK PRSCHFOSCHK LLENRMST Me.262V3 CHEODEMA RTDUFFPSM ABOUT OEN RETCHSCHK RPMEF U BTPDTPNB VMYJ ZAOGVKHTZB. pDOBLP CH RTPGEUUE TBVEZB, CHPRTELY TBUYUEFBN, LPZDB DP LPOGB chrr PUFBCHBMPUSH PLPMP 300 NEFTPCH, CHSCHSUYMPUSH, UFP THMS CHSCHUPFDOEF DMSBSPBFN bCHBTYY HDBMPUSH JVETSBFSH VMBZPDBTS LLUFTEOOPNKH FPTNPTSEOYA J VPMEE DMYOOPK 1200-NEFTPCHPK CHMEFOP-RPUBDPPYUOPK RPMPUE, RP UTSHCHOOCHOE CHEBT rTYUYOPK FPNKH VSCHMP VBFEOOYE ZPTY'POFBMSHOPZP PRETEOIS YUFTEVIFEMS, OBIPDYCHIEZPUS CH URKHFOPK UVTHE PF GEOFTPRMBOB LTSCHMB.
rPDOSFSh NBYYOH HDBMPUSH MYYSH UP CHFPTPK RPRSCHFLY, RTYYUEN LCA RPDOSFYS ICHPUFB YURPMSHPCHBMY OEPTSYDBOOSCHK RTYEN, RTY DPUFYTSEOYY TBUYUEFOPK ULPTPUFY MEFYUYL UMEZLB OBTSBM ON FPTNPB, UPDBCH RYLYTHAEYK NPNEOF. rPUME RETCHPZP CHSCHMEFB MEFUIL PFNEFIM, UFP HRTBCHMSENPUFSH NBYYOSCH RP UTBCHOOOYA U RTEDYEUFCHEOOILBNY JBNEFOP KhMKHYUYMBUSH.
h FPF TSE DEOSH cheodeMSh UPCHETYM CHFPTPK RPMEF, RPDFCHETDYCHYK RTETSDECHTENEOOSCHK UTSCHCH RPFPLB U GEOFTPRMBOB OEUHEEK RPCHETIOPUFY. dMS HMKHYUEEOIS BTPDJOBNYUEULYI IBTBLFETYUFIL HCHEMYUYUIMY PFOPUIFEMSHOKH FPMEYOKH RTPZHYMS LTSCHMB Y EPTOECHKHA IPTDHEZHNEZTEYPHEZTEJPHNEPTEYPH FBLTEJPTEMEK
PUPVEOOPUFSHA LTSHMB NNE.262 VSCHMY BCHFPNBFYUEEULYE RTEDLTSCHMLY ABOUT EZP CHOEYOYY YUBUFSI. h RTPGEUUE DPTBVPFLY NBYYOSCH RTEDLTSCHMLY HUFBOPCHYMY FBLCE NETSDKH ZHAJEMSTSEN Y NPFPZPODPMBNY. pDOBLP FY NETPRTYSFYS OE YMEUYMY NBYOKH PF "DEFULPK VPMEOY" oEUNPFTS ABOUT YOUFTKHLFBTS RYMPFB ZHYTNSCH, PO FBL Y OE URTBCHYMUS U HRTBCHMEOYEN PRSCHFOPK NBYOSCH. uBNPMEF PFPTCHBMUS MYYSH CH LPOGE chrr, Y, ABDECH RTERSFUFCHIE ABOUT ZTBOYGE BTPDTPNB, RETECHETOHMUS. MEFUIL PFDEMBMUS OEVPMSHYNY TBOEOSNY, OP BCHBTYS UETSHEHOP ABDETTSBMB YURSCHFBOYS NBYOSCH.
yuFPVShch OE RTETSCHBFSH YURSCHFBOYS, CH UEOFSVTE 1942 ZPDB ABOUT Me.262V1 CH DPRPMOEYE L RPTYOECHPNKH Jumo 210G DPVBCHYMY TBLFYCHOSCHE DCHYZBFDOMY-0 Yumo 00 lTPNE LFPZP UNPOFYTPCHBMY FTY 20-NYMMYNEFTPCHCHI RKHYL MG 151/20, B CH YAME NBYYOKH PUOBUFIMY ZETNEFYUOPK LBVYOPK. h FBLPN CHYDE UBNPMEF YURSCHFSCHBMUS DP YAMS 1944 ZPDB, LPZDB PO RPMHYUIM RPCHTETSDEOYE Y OE CNCUFBOBCHMYCHBMUS.
uEZPDOS NPTSOP PDOPOBYUOP ULBBFSH, YUFP RTPELF nE.262 HDBMUS VMBZPDBTS FTD Jumo 004. dChYZBFEMSh UPUFPYF dv CHPUSHNYUFHREOYUBFPZP PUECHPZP LPNRTEUUPTB, YEUFY LBNET UZPTBOYS, PDOPUFHREOYUBFPK FHTVYOSCH, BLTERMEOOPK ON PDOPN CHBMH have LPNRTEUUPTPN, J TEZHMYTHENPZP have RPNPESHA GEOFTBMSHOPZP FEMB (LPOHUB) TEBLFYCHOPZP UPRMB. lBTSDBS UFKHREOSH LPNRTEUUPTB PVTB'KHEFUS OERPDCHYTSOSCHNY OBRTBCHMSAEYNY BRRBTBFBNY Y CHTBABEYNYUS DYULBNY U MPRBFLBNY. h LBNETBI UZPTBOYS YNEEFUS RP PDOPK ZHPTUHOLE, CHRTSCHULYCHBAEEK DYEMSHOPE FPRMYCHP (LETPUYO RMPFFOPUFSHA 0.81-0.85 LZ / M) OBCHUFTEYUKH CPUDKHYOPLKH RP. dMS CHPURMBNEOOEYS UNEUY UMKHTSIF ABRBMSHOBS UCHEYUB, LPFPTBS RPUME OBYUBMB ZPTEOYS CHSCHLMAYUBEFUS. rTPDHLFSH UZPTBOYS FPRMYCHB RP LPMSHGECHPNKH LPMMELFPTH RPUFHRBAF CH UPRMPCHPK BRRBTBF FKHTVYOSCH, RTYCHPDS IEE PE CHTBEEOYE. lPOUFTKHLGYS DCHYZBFEMS, OBYUYOBS U HYBUFLB LBNET UZPTBOYS Y DP LTPNLY UPRMB, UPUFPYF YJ DCHKHI LPOFKHTPCH: OBTHTSOPZP Y CHOHSCHFTEOOCHOESP uPRMPCHPK BRRBTBF Y MPRBFLY FKHTVYOSCH PIMBTSDBAFUS CHP'DKHIPN, PFVYTBENSCHN PF PDOPK Y U UFKHREOEK LPNRTEUUPTB.
about NBLUYNBMSHOPN TEZYNE TBVPFSH FKHTVYOB DCHYZBFEMS TBCHYCHBEF 8700 PVPTPPFPCH CH NYOHFH. rTJ DMYOE DCHYZBFEMS 3.95 NEFTB EZP UHIPK CHEU UPUFBCHMSEF 700 LZ, B UTPL UMHTSVSCH - 25 YUBUPCH.
1 PLFSVTS 1942 ZPDB U BTPDTPNB CH MEIZHEMSHDE, ZDE YNEMBUSH CRR U YULHUUFCHEOSCHN RPLTSCHFYEN DMYOPK 1100 NEFTPCH, UPCHETYM RETCHCHK RPMEUV Me.262V. yURSchFBOYS RETCHSCHI CHBTYBOFPCH Me.262 RPDFCHETDYMY UETSHEOSCHK OEDPUFBFPL NBYYOSCH - RTETSDECHTENEOOSCHK UTSCHCH RPFPLB have GEOFTPRMBOB LTSCHMB, HNEOSHYBCHYYK BRBU RTPDPMSHOPK HUFPKYUYCHPUFY J ZHZHELFYCHOPUFSH THMS CHSCHUPFSCH. pF LFPZP OEDPUFFBFLB YVBCHYMYUSH, ABNEOYCH YUBUFSH PVYCHLY OPULB LTSCHMB FBL OBSCHBENSCHN "ZHYMMEFPN". yOFETEUOP, OP DP UYI RPT OILFP FBL J OE KHDPUKHTSIMUS PVYASUOIFSH, UFP LFP FBLPE. at DTHZPK UFPTPOSCH, JIMMEF - LFP DBNULIK ZPMPCHOPK HVPT. rP VPMSHYPNKH UYUEFH, LFP OE NEYBMP VSH HCHYDEFSH. fPMShLP ZDE? NPCOP MYYSH RTEDRPMPTSYFSH, UFP LFP VSCHMY FKHTVKHMYBFPTSCH CHYDE ZPZHTB. fPZDB TSE KHUFTBOYMY Y FTSULH LTSCHMB, CHP'OILBAEKHA ABOUT ULPTPUFY, VMJLPK L NBLUINBMSHOPK.
yURSCHFBOYS FTEFSHEZP PRSCHFOPZP L'ENRMSTB YUFTEVIFEMS RTPDPMTSBMYUSH OEDPMZP, RPULPMSHLKH 18 BRTEMS 1943 ZPDB UBNPMEF, RIMPFUFTKHTKHTENSCHK p. rP PDOK YY CHETUIK RTYYUYOPK FTBZEDY UFBMB OEYURTBCHOPUFSH LMELFTPRTYCHPDB UFBVYMYBFPTB. pDOBLP VPMEE FEBFEMSHOPE TBUUMEDPCHBOYE RTYYUYO FPC Y RPUMEDHAEYI LBFBUFTPZH CHSCHSCHYMP UETSHEOSCHE DEZHELFSCH DCHYZBFEMS Y RMBETB. rETCHPK RTYUYUYOPK UFBM OEOBDETSOCHCHK NEIBOY'N TEZKHMYTPCHBOYS FSZY ftd U RPNPESHA CHCHDCHYTSOPZP LPOKHUB TBLFYCHOPZP UPRMB. pFLB LFPZP NEIBOYIB RTICHPDYM L RPSCHMEOYA TBCHPTBYUYCHBAEEZP NPNEOFB Y, LBL UMEDUFFCHIE, L CHP'OYLOPCHEOYA ULPMSHTSEOIS ABOUT LTSCHMP. pDoPCHTENEOOOP U FYN YUBUFSH ZPTYЪPOFBMSHOPZP PRETEOIS ЪBFEOSMBUSH CHETFILBMSHOSCHN PRETEOYEN, UFP OBYUIFEMSHOP HUBUIFEMSHOP UYBUFFYUFSH ZPTYЪPOFBMSHOPZP
h BRTEME ABOUT YURSCHFBOYS RETEDBMY YUEFCHETFSCHK PRSCHETFSCHK Me.262V4, ABOUT LPFPTPN CH FPN TSE NEUSGE UPCHETYM RETCHSCHK RPMEF YYCHUFOSCHK OENEGLIK BU, MEFUZHUFUILTEJP ZEOETBM PFNEFIM CHCHUPLJE MEFOSCHE LBYUEUFCHB NBYYOSCH, CHLMAYUBS NBOOCHTEOOOPUFSH, UFP CHRPUMEDUFCHY RTYCHAMP L HULPTEOIA RTPZTBNSCH UPADBOYS.
fPZDB TCE zBMBOD CHSCHULBBBMUS ЪB KHCHEMYUEOYE RTPDPMTSYFEMSHOPUFY RPMEFB YUFTEVYFEMS YYNEOOOYE UYENSCH YBUY U HUFBOPCHLPK OPUTPCHPK.
nEUSG URHUFS zBMMBOD, RPUME RPCHFPTOPZP RPUEEEOYS mEIZhEMShDB, UPPVEBM zETYOZH "FB NBYYOB - OBUFPSEBS HMSCHVLB ZHPTFHOSCH POB DBEF OPL RTEYNHEEUFCHB, RPLB RTPFYCHOYLY YURPMSHHAF UBNPMEFSCH have RPTYOECHSCHNY DCHYZBFEMSNY about ULPMSHLP With NPZH UHDYFSH, ZHAEMSTS UBNPMEFB UDEMBO LBL ECPAT, DCHYZBFEMY DBAF UBNPMEFH Chueh,!. UFP ENKH OBDP, ЪB YULMAYUEOYEN HUMPCHIK CHUMEFB-RPUBDLI. FPF UBNPMEF PFLTSCHCHBEF OPCHHA UVTBOYGKH VPECHPZP RTINEOOYS ". zBMBOD RTEDMPTSIM FBLCE PZTBOYUYUIFSh RTPYCHPDUFCHP PDOPNPFPTOSHI YUFTEVYFEMEK FPMSHLP CHCHRKHULPN FW.190, RETELMAYUYCH RTPNSCHYMEOZUPUFSHP Meg.
Me.262V4 UFBM RPUMEDOIN PRSCHFOSCHN UBNPMEFPN U ICHPUFPCHPK PRPTPK YBUY. OPCHSCHE FEIOYUEULYE TEEEOYS, LPFPTSCHE RTDUFPPSMP CHOEDTYFSH ABOUT UETYKOSCHI Me.262, PFTBVBFSCHCHBMYUSH ABOUT MEFBAEYI MBVPTBFPTYSI. h YUBUFOPUFY, Me.309V3 YURPMSH'PCHBMUS DMS YURSCHFBOYK Y DPCHPDLY LBFBRHMSHFOPZP LTEUMB Y ZETNEFYUOPK LBVYOSCH, a Bf.109V23 - DMS YUUMEDPCHBOYK UPUBUCHUPUCHBOYK OPUPUCHUPUCHBOYK
rPULPMShLH TEYUSH BYMB P UTEDUFCHE BCHBTYKOPZP URBUEOYS MEFYUYLB, OP CHRPMOE HNEUFOP PFNEFYFSH, YUFP H 1944 H ZPDH zETNBOYY VSCHMB CHSCHRHEEOB DYTELFYCHB, FTEVPCHBCHYBS, Chui YUFPVSCH OPCHSCHE UBNPMEFSCH (CHLMAYUBS Me.262) LPNRMELFPCHBMYUSH LBFBRHMSHFOSCHNY LTEUMBNY.
in CHYDH RTPUFPE HUFTPKUFCHP PLBBMPUSH DPCHPMSHOP UMPTSOSCHN NEIBOYNPN RP FPK RTYYUYOE, YUFP LCA PRTEDEMEOYS NYOYNBMSHOPK RETEZTHLY J RTPDPMTSYFEMSHOPUFY OF ITS DEKUFCHYS PTZBOYN YUEMPCHELB FTEVPCHBMYUSH LURETYNEOFBMSHOSCHE YUUMEDPCHBOYS. uEZPDOS LFP PUHEEUFCHMSEFUS TBUYUEFOSCHN RHFEN U RPUMEDHAEEK RTPCHETLPK ABOUT NBELEOB Y MYYSH ABOUT ABLMAYUIFESHOPN UFBRE YURSCHFBOYS RTBUYUEPUFFYUPSH. x UREGBMYUFPCH ZYFMETPCHULPK ZETNBOY DMS LFPZP OE VSCHMP OY CHTENEOY, OY FEYOYUEULYI UTEDUFCH. rPFPNKH PUOPCHOBS FSTSEUFSH YURSCHFBOYK LBFBRKHMSHFOSCHI LTEUEM RTYYMBUSH ABOUT DPMA ABOUT BLMAYUESHI LPOGMBZETEK.
l LPOGH CHOKOSCH PLPMP 60 MEFYUYLPCH MAZHFCHBZHE CHPURPMSH'PCHBMYUSH FYN UTEDUFCHPN BCHBTYKOPZP RPLEYDBOYS UBNPMEFB.
oB UNEOCH UPNPMEFKH "V4" RTYYEM Me.262V5 U RPUCHSCHN, RTBCHDB, OEKHVYTBAEINUS LPMEUPN, LPFPTSCHK CHETCHCHCHE RPVPTPM UFENOPE RTYIFSECHTSOYE 1962
h 1953 ZPDH CH dBTNYFBDFE (zhtz) CHCHYMB LOISB CHPURPNYOBOYK bDPMSHZHB zBMBODB. "... TEBLFYCHOSCHK nE.262 - RYUBM BCHFPT - UBNSCHK ULPTPUFOPK YUFTEVYFEMSH B NYTE - UFBM TEBMSHOPUFSHA with FPMSHLP YUFP MEFBM ON Oen with OBM, YUFP IN RTECHPUIPDYF MAVPK DTHZPK YUFTEVYFEMSH tBHNEEFUS X OEZP VSCHMY UCHPY..." DEFULYE VPMEOY " . op Chueh, LFP UPVTBMUS UEKYUBU ON UPCHEEBOYE (MEFP CHEUOB-1943 C - rTYN, BCHF.) CHRPMOE PFDBCHBMY UEVE PFYUEF B FPN, YUFP OENEDMEOOP ECPAT RTEDRTYOSFSH Chueh, YUFPVSCH CHPURPMSHPCHBFSHUS FYN RPUMEDOYN YBOUPN rTY FPN OEPVIPDYNP YDFY TYUL OF TH YURPMSHPCHBFSH. OPVSHYUOSCHE RHFY.VSCHMP CHCHTBVPFBOP UPCHNEUFOPE RTEDMPTSEOYE: FPF YUBU TSE OBYUBFSH UVTPYFEMSHUFFCHP ZPMPCHOPK UETYY CH 100 NBYYO, RTEDOCHYSHCHYOBYUBYUYE
ZETIOS FPTSE ABTBIMUS OUYN LOFKHIBIBNPN. PO OE VSCHM VSCH YUFTEVYFEMEN, EUMY VSCH OE RPOSM NPYI NSCHUMEK, RPSCHYCHYIUS RPUME RETCHPZP RPMEFB ABOUT NO. 262. ON RTSNP RTY NOE CHSCHBM L FEMEZHPOKH NYMSHIB, X LPFPTPZP OBIPDYMUS DPLMBD U OYNY RTEDMPTSEOSNY. NYMSHI FPCE VSCHM GEMYLPN UPZMBUEO U OBNY. CHUE RTEDMPTSEOS RTYOSMY U HDYCHYFEMSHOPK VSCHUFTPFPK Y ZPFPCHOPUFSHA. with ХЦЕ ДХНБМ, UFP RPVEDIM ABOUT CHUEI ZHTPOFBI. h FPN, YUFP TEKIUNBTYBM UNPTSEF DPVYFSHUS UPZMBUYS zYFMETB, OEPVIPDYNPZP LCA RTYOSFYS FBLPZP CHBTSOPZP TEYEOYS, RTY FPN EDYOPDHYYY, LPFPTPE GBTYMP UTEDY UREGYBMYUFPCH, EDCHB MJ NPTSOP VSCHMP UPNOECHBFSHUS. OB UMEDHAEE KFTZ ZETYOZ RPEIBM ABOUT ZMBCHOKHA LCHBTFYTKH, YUFPVSch MYUOP RTPYOZHPTNYTPCHBFSH ZIFMETB PVP CHUEEI RPDTPVOPUFSI ... ZIFMET HTSE FPZDB PFOPUYMUS L ZETYOZKH Y LP CHUEN MAZHFCHBZHE U FBLYN VPMSHYIN OEDPCHETYEN, UFP MYUOP IPFEM HVEDYFSHUS CH ZZHELFYCHIPYPUFUTED OBJECT. ON HRTELBM (Y OE VE'PUOPCHBOYK) ZETYOZB CH FPN, UFP MAZHFCHBZHE UMYYLPN YUBUFP TBBPYUBTPCHCHCHBMY EZP UCHPYNY FEYOYUEFYUFUYNY HCHNCHNYYEUCHYEU. vPNVBTDYTPCHEYL oE-177 VSCHM Pveebo ENKH OE RPEDOEE 1941 ZPDB. OP DP UYI RPT EEE OE YCHEUFOP, LPZDB, OBLPOEG, PO VHDEF ZPFPCH DMS VPECHPZP YURPMSHYPCHBOYS. oE UMEDHEF UREYIFSH Y U Me.262. oYUEZP OEMSHS RTEDRTYOYNBFSH, RPLB PO UBN OE TEYIF.
n FPN, OBULPMSHLP CHEMYLP VSCHMP OEDPCHETYE zYFMETB, ZPCHPTYF FPF ZHBLF, YUFP ON UPCHBOOHA B EZP ZMBCHOPK LCHBTFYTE LPOZHETEOGYA LURETFPCH IN TH OE RTYZMBUYM PDOPZP RTEDUFBCHYFEMS MAZHFCHBZHZHE J CHPPVEE BRTEFYM RTYZMBYBFSH YEE. TEKIUNBTYBM TEBZYTPCHBM ABOUT LFP RBUYCHOP.
ZYFMET FTEVPCHBM PF YOTSEOETPCH, LPOUFTKHLFPTPCH Y UREGYBMYUFPCH PVSBFEMSHUFCH Y ZBTBOFYK, LPFPTSCHI POI DBFSH OE NPZMY. u LFINY ZBTBOFYSNY OBYE RMBOYTPCHBOYE OEUMP VSCH CH UEVE LMENEOFB TYULB. nSCh YUIPDYMY LBL TBB Y FPK RTEDRPUSCHMLY, UFP PTSYDBENSCHE VPSHYE CHP'NPTSOPUFY PRTBCHDSCHCHBAF OELPFPTSCHK TYUL. ZYFMET UBN CH VPMSHYOUFCHP UCHPYI RMBOPCH CHOPUIM JOBYUIFEMSHOKHA OEXCHETEOOOPUFSH! tO DBTSE OBVTPUYMUS OF TH nEUUETYNYFFB DTHZYI PFCHEFUFCHEOOSCHI MYG, LPFPTSCHE B OEULPMSHLP milkings DP FPZP CHSCHTBVPFBMY PVUHTSDBENSCHK UEKYUBU RMBO, OE DBM dH ULBBFSH RPYUFY UMPCHB TH TH TBURPTSDYMUS RPLB RTPDPMTSBFSH YURSCHFBOYS Me.262 ON OENOPZYI PRSCHFOSCHI LENRMSTBI. rTPCHPDYFSH LBLHA-MYVP RPDZPFPCHLH L UETYKOPNKH RTPYCHPDUFCHH VSCHMP ABBTEEEOP ...
h TEKHMSHFBFE CHSCHRKHUL Me.262, LPFPTSCHK EEE CH 1940 ZPDKH VSCHM ÄBDETTSBO RPYUFY ABOUT ZPD RTYLBSPN ZYFMETB P RTEYPUFBOPCHLE EZP TBBTBVPFLY, VSCHM UEFU fBLYN PVTBDPN, RTY TBTBVPFLE Me.262 VSCHMP RPFETSOP PLPMP RPMHFPTB MEF ... ".
rPLB THLPCHPDUFCHP ZETNBOY TEYBMP, UFP DEMBFSH U UBNPMEFPN, RETCHSCHK PRSCHFSCHK PVTBEEG NBYYOSCH DPCHEMY DP PVMYLB Me.262V5, HLPNRMELFP1 FBCHBNSCH rTBCHDB, OPUPCHBS PRPTB OE HVEYTBMBUSH, OP LFPZP VSCHMP DPUFBFPYUOP, UFP PRTEDEMYFSH CHMEFOP-RPUBDPYUOSCHE IBTBLFETYUFILY. about B FPC TSE NBYOE LBVYOH RYMPFB UDEMBMY ZETNEFYUOPK. BFEN, CH BCHZHUFE 1943 ZPDB, LTSCHMP UBNPMEFB PUOBUFIMY RTEDLTSCHMLBNY.
RETCHSCHE RPMEFSCH ABOUT Me.262V5, PUOBEEOOOPZP OPUPCHPK PRPTPK YBUUY, TBPYUBTPCHBMY LPOUFTKHLFPTPCH, RPULPMSHLKH DMYOB TBVEZB OE UPLTBFEYM. fPZDB KHUFBOPCHYMY ABOUT UBNPMEF UVBTFPCHCHE TBLEFOSCH HULPTYFEMY LPNRBOY "TEKONEFBMM vPT'YZ", TBCHYCHBCHYE CH FEYUEOYE YEUFY LUHOZH. ьFP RPUCHPMYMP UPLTBFYFSH TB'VEZ RPYUFY OB 300 NEFTPCH, B U YURPMSHSPCHBOYEN RBTSH HULPTYFEMEK VSCMP DPUFFBFPPYUOP CHDCHPE NEOSHYEK CHUBMEFOPUP-RPYU.
h OBYUBME OPSVTS ABOUT BTPDTPN CHCHLBFYMY Me.262V6 (No. 130 001), HLPNRMELFPCHBOOSCHK DPTBVPFBOSCHNY VMPME MEZLYNY DCHYZBFEMSNY VEZLINY DCHYZBFEMSNY VEZLINY DCHYZBFEMSNY VEZLYNY DCHYZBFEMESNY VEZLYNY DCHYZBFEMSNY VHCHLBFYMY Me.262V6 (No. 130 001) ABOUT UBNPMEFE CHETCHCHCHE HUFBOPCHYMY HVITBAEHAUS RETEDOAA PRPTH YBUY. eE RTEDRPMBZBMPUSH YURPMSHSPCHBFSH CH LBYUEUFCHE CHP'DKHYOPZP FPTNPB, OP RTY LFPN ChP'OILBM, LBL PLBBBMBMPUSH, UYMSHOSCHK RYLYTCHNEKHAFEYK th CHUE TCE NFB NBYYOB VSCHMB EEE DBMELB DP UPCHETYEOUFCHB. OB OEK, CH YUBUFOPUFY, PFUHFUFCHPCHBM NEIBOYN CHCHRKHULB PUOPCHOSHI PRPT YBUY, POI RTPUFP CHCHRBDBMY YU UCHPYI OYY RPD DEKUFCHYEN UIFCHBE FSPUCHEPSH.
yURSCHFBFEMSHOSHE RPMEFSCH ABOUT Me.262V6 RTPDPMTSBMYUSH DP 8 NBTFB 1944 ZPDB, LPZDB UBNPMEFF, RIMPFEYTKHENSCHK lHTFPN yNYDFPN, RPFETREM LBFBU.
oBYuYOBS In 1943 ZPDB, LPZDB 2 OPSVTS B fEIOYYuEULPN DERBTFBNEOFE VSCHMB PVTBPCHBOB LPNYUUYS RP OBDPTH B DPCHPDLPK Me.262 RPD THLPCHPDUFCHPN RPMLPCHOYLB rEFETUEOB, CHPEOOSCHE have PUPVSCHN CHOYNBOYEN UFBMY PFUMETSYCHBFSH SDI TBVPF RP Me.262. h FPN TSE NEUSGE CH yO-UVETVKHTZE Me.262V6 RTPDENPOUFTYTPCHBMY ZIFMETKH Y ZETYOZKH.
"1943 h LPOGE ZPDB - CHURPNYOBM zBMMBOD - H HUMPCHYSI of the ECE VPMEE OEVMBZPRTYSFOSCHI, Yuen RPMZPDB OBBD, Me.262 CHDTHZ UOPCHB BYOFETEUPCHBM THLPCHPDUFCHP eZP UFTPYFEMSHUFCHP CHIPDYMP H RTPZTBNNH CHPPTHTSEOYK J TBUUNBFTYCHBMPUSH LBL YUTECHSCHYUBKOP UTPYUOBS NETB 2 OPSVTS 1943 ZPDB zETYOZ RPUEFYM BCHPDSCH nEUUETYNYFFB.. ., YUFPVSCH MYYUOP POBLPNYFSHUS have UPUFPSOYEN TBVPF RP Me.262 h PDOPK dv VEUED have RTPZHEUUPTPN nEUUETYNYFFPN VSCHMB BFTPOHFB Fenby, B UFBCHYBS TEYBAEEK FTBZEDYY TEBLFYCHOPZP YUFTEVYFEMS zETYOZ BDBM nEUUETYNYFFH CHPRTPU, NPTSEF MJ Me.262 OEUFY PDOH YMY DCHE VPNVSCH, DPVBCHYM J:. " s IPYUH POBLPNYFSH CHBU U UPPVTBTSEOISNY ZHATETB, OEULPMSHLP DOEK OBBD ZPCHPTYCHYEZP UP NOPK. ON RTYDBEF LFPNKH YUTECHCHYUBKOP VPSHYPE YOBYUEOEE "...
with OYYUEZP OE OBM PV FYI YDESI YURPMSHPCHBOYS Me.262 OE H LBYUEUFCHE YUFTEVYFEMS, LPZDB B DELBVTE 1943 ZPDB RTYUHFUFCHPCHBM ON DENPOUFTBGYY OPCHPK BCHYBGYPOOPK FEIOYLY ON BCHYBVBE yOUFETVHTZ B chPUFPYuOPK rTHUUYY. yb UFBCHLY, TBURPMPTSEOOPK OERPDBMELKH, RTYEIBM ZIFMET. pUPVSCHK YOFETEU CHSCHBM TEBLFYCHOSCHK Me.262. with UFPSM TSDPN U ZIFMETPN, LPZDB FPF OEPTSIDBOOOP URTPUIM ZETYOSB:
SPCEF ФFPF UBNPMEF OEUFY VPNVSCH?
ZETIOS PFCHEFIM ENH:
DB, NPK ZHATET, CH RTYOGYRE - SPCEF ...
rPMEHOBS OBZTHLB UPUFBCHIF OILBL OE NEOSHYE 500 LZ, CHP'NPTSOP, DBCE 1000 LZ.
h DEKUFFCHYFEMSHOPUFY ABOUT Me.262 OE VSCHMP OY RTYURPUVMEOIK DMS RPDCCHEULY, OY VPNVPUVTBUCHCHBFEMEK, OY VPNVBTDYTPCHPYUOSHI RTYGEMPCH. rP UCHPYN MEPHOSCHN DBOOSCHN Y PVBPTH Y LBVYOSCH PO CHPVEE OE ZPDIMUS DMS RTYGEMSHOPZP VPNVPNEFBOYS ...
TEKIUNBTYBM, U LPFPTSCHN ZYFMET PVUHTSDBM LFPF CHPTRPU EEE TBOSHYE, DPMTSEO VSCHM VSCH, LPOEYUOP, HLBBFSH ENKH OB CHUE FFP. with OE BOBA, UDEMBM MY ON LFP. ChP CHUSLPN UMKHYUBE, ZYFMET OE DBM CHSCHULBBFSHUS OY NEUUETYNYFFH, OY OBN, B UBN RTPDPMTSBM:
HTSE CH FEYUEOYE OEULPMSHLYI MEF S FTEVHA PF BCHYBGY UPEDBOYS ULPTPUFOPZP VPNVBTDYTPCHEYLB, LPFPTSCHK, OE YZOPTEYTHS CHBDEEFUFPUCHEUTEUTEUZHEYLB h FPN UBNPMEFE, LPFPTSCHK RTEDUFBCHMSEFUS HOE LBL YUFTEVYFEMSH C CHYTSH NPMOYEOPUOSCHK VPNVBTDYTPCHEYL, URPUPVOSCHK PFVYFSH CHFPTTSEOYE B EZP RETCHPK J UBNPK UMBVPK UFBDYY ... oYLFP dv CHBU PV FPN, LPOEYUOP, OE DHNBM!
ZYFMET VSCHM RTBCH. pV FFPN DEKUFFCHYFEMSHOP OYLFP YY OBU OE DHNBM. NSCH Y FERETSH OE DHNBMY PW FFPN. rTECOSS RTPZTBNNB RTPYCHPDUFCHB Y YURSCHFBOYK Me.262 CH LBYUEUFCHE YUFTEVIFEMS RTPDPMTSBMBUSH VEH YUNEOOOIK. have RPNPESHA YURSCHFBFEMSHOPZP GEOFTB MAZHFCHBZHE Y NBCHPDB NNEUETYNIFB S UZHPTNYTPCHBM LPNBODKH Y PRSCHFOEKYYI MEFYULPCHCHMEURSCHIBYUPFEYL OBLPOEG-FP X OBU VSCHM YUFTEVYFEMSH, RTECHPUIPDYCHYK UBNSCHK ULPTPUFOPK YUFTEVYFEMSH UPAOYLPCH. ULPTP VSCHMY PDETSBOSCH RETCHCHE RPVEDSCH ...
OBMEFSCH BCHYBGY UPAOYLPCH ABOUT RTEDRTYSFYS BCHYBGYPOOPK RTPNSCHYMEOPUFY ZETNBOY, RTPIPDYCHYE CH ZHECHTBME 1944 ZPDB RPD OBJCHBOYBYEN VEPDEMSHYPSH h TEKHMSHFBFE ABOUT OBCHPDBI CH bKHZUVKHTZE Y TEZEOUVKHTZE 100 UBNPMEFPCH, L UVTPYFEMSHUFCHKH LPFPTSCHI RTYUFKHRIMY U PRP'DBOYEN, FBLHU Y OE CHCHR. pUFTBS OEICHBFLB LBDTPCH J NBFETYBMPCH PFFSOHMB OBYUBMP UETYKOPZP RTPYCHPDUFCHB DP LPOGB NBTFB 1944 Z. b LPZDB YUEFSCHTE OEDEMY URHUFS RETCHSCHE UETYKOSCHE UBNPMEFSCH OBIPDYMYUSH B GEIE PLPOYUBFEMSHOPK UVPTLY B mEKRIEKNE Sing VSCHMY 24 BRTEMS TBTHYEOSCH NPEOSCHN DOECHOSCHN OBMEFPN BNETYLBOULYI VPNVBTDYTPCHEYLPCH ...
OBLPOEG, CH PLFSVTE 1944 ZPDB MED LBL VHDFP FPOKHMUS. with RPMHYUYM PF zETYOZB RTYLB UZHPTNYTPCHBFSH dv PVEYI YURSCHFBFEMSHOSCHI LPNBOD B mEIChEMShDE J tEIMYOE YUBUFSH TEBLFYCHOSCHI YUFTEVYFEMEK, LPFPTBS VHDEF DEKUFCHPCHBFSH ON BRBDE, J UCHPYNY HUREIBNY HVEDYFSH zYFMETB B FPN, YUFP Me.262 RTECHPUIPDEO B TPMY YUFTEVYFEMS ...
Me.262 DMS YURPMSHUPCHBOYS CH LBYUEUFCHE YUFTEVIFEMEK UVBMY FERETSH CHCHDEMSFSHUS CH VPMSHYYI LPMYUEUFCHBI ...
lPZDB, OBLPOEG, TBTEYIMY UP'DBFSH RETCHHA YUBUFSH YUFTEVIFEMEK Me.262, WITH RPTHYUIM UZHPTNYTPCHBFSH ITS OPCHPFOPNKH CH BINETE VMYU PUOBVTALL. OPCHPFOSCHK YNEM FPZDB 250 RPVED Y VSCHM UBNSCHN TEHMSHFBFYCHOSCHN MEFYUILPN-YUFTEVYFEMEN ZETNBOYY. at VPMSHYIN CHPPDHYECHMEYEN Y LOETZJEK RTYUFHRIM PO L CHCHRPMOEOYA ABDBOYS ...
zTHRRB oPChPFOPZP UFBMB SDTPN RETCHPK ÜULBDTSCH TABLFYCHOSHI YUFTEVYFEMEK, UZHPTNYTPCHBOOPK yFEKOIPZHPN RPD PVP'OBYUEOYEN "7-SEMBYUFTEV"
rPLB THLPCHPDIFEMY FTEFSHESP TEKIB TEYBMY, UFP DEMBFSH U NBYYOPK, RPUFTPYMY UEDSHNPK PRSCHNPK L'ENRMST - UBNPMEF NNE.262V7 (ABBCHP 002). h PFMYUYE PF RTEDYEUFCHEOOILB LBVYOB RYMPFB VSCHMB ZETNEFYUOPK Y OB CHSCHUPFE 12 000 NEFTPCH DBCHMEOYE CH OEK UPPFCHEFUFCHPCHBMP 6000 NEFTBN. lTPNE LFPZP HUFBOPCHYMY OCHSCHK ZHPOBTSH U HMHYUYEOOSCHN PV'PTPN, DPUFYZOHFSCHN YB UYUEF NEOSHYESP LPMYUEUFCHB RETERMEFPCH. MEFOSCHE YURSCHFBOYS UEDSHNPZP PRSCHFOPZP PVTBGBGB OBYUBMYUSH 20 DELBVTS 1943 Z.
chUMED B Oin CHMEFEMY Me.262V8 (BCHPDULPK No. 130,003) CHRETCHSCHE HLPNRMELFPCHBOOSCHK YFBFOSCHN CHPPTHTSEOYEN - YUEFSCHTSHNS RHYLBNY NL-108 30 HH V LBMYVTB PVEYN VPEBRBUPN 360 RBFTPOPCH J RTYGEMPN "tEChY" 16h, J Me.262V9, RTEDOBOBYUEOOSCHK YURSCHFBOYK TBDYPFEIOYYUEULPZP VHI TH OBCHYZBGYPOOPZP PVPTHDPCHBOYS. Me.262V9 (YBCHPDULPK No. 130 004)
CHUEZP RPUFTPYMY DCHEOBDGBFSH PRSCHFOSCHI NBYO. rPUMEDOYE YJ OYI - Me.262Vl 1 (ЫБЧПДУЛПК No. 130 007) J Me.262V12 (ЫБЧПДЛПК No. 130 008) - YURPMSHJPCHBMYUSH DMS BTPDYOBNYUEULYI YUUMEDPCHBOYK. OB Me.262V12 (ABCHPDULPK No. 130 007), UPCHETYCHYEN RETCHSCHK RPMEF 6 YAMS 1944 ZPDB, URKHUFS 19 DOEK X. iETMYFEYKHU DPUFIZ ULPTPUFY 1004 LN / Yu. ABOUT PWEYI NBYYOBI U GEMSHA WAYCEOIS MPVPCHPZP UPRTPFYCHMEOIS VSCHMY HUFBOPCHMEOSH VPMEE PVFELBENSCHE ZHPOBTY LBVYOSH RYMPFB. CHRPUMEDUFCHYY LFY NBYYOSCH RETEDBMY CH YURSCHFBFEMSHOKH LPNBODKH "262".
CHUMED B OYNY CH OBYUBME 1944 ZPDB BCHYBGYPOOBS RTPNSCHYMEOOOPUFSH ZETNBOY CHCHRKHUFIMB 30 RTDUETYKOSHI UBNPMEFPCH-YUFTEVYFEMEK RPD PVDOPSHENNEBYUBYUBYUBYUBEK RPD PVDOENNEBYUBYU62 RTPNSCHYMEOOPUFSH. rPMPChYOB dv OHYE RPUFHRYMB B YURSCHFBFEMSHOHA LPNBODH "262" emergency ZMBCHE have LBRYFBOPN fIYTZhEMShDETPN (BTPDTPN mEIChEMShDE CHPME bHZUVHTZB, zde PFTBVBFSCHCHBMY FBLFYLH VPECHPZP RTYNEOEOYS J ZPFPCHYMY RYMPFPCH TEBLFYCHOPK BCHYBGYY pUFBMShOSchE -. H YURSCHFBFEMSHOSCHK GEOFT B tEIMYOE.
pDOPK Y FTHDOEKYYI YBDBYU, TEYYFSH LPFPTKHA DPMZP OE NPZMY BCHYBGYPOOSCHE UREGYBMYUFSH, VSCHMB UCHSBOB U YBFSZYCHBOYEN CH RYLYFNPCHPUFFEE eUMY RPEDOOE MEFYUILH YURSCHFBFEMA evil oiy chchu b. h. lPYUEFLPCHH Y HDBMPUSH CHSCHCHEUFY "NEUUETYNIF" YJ RYLYTPCHBOYS, FP FP OE PЪOBUBMP, UFP RTYUYOB FPZP SCHMEOIS HUFBOPCHMEOB. pVYASUOOOE LFPNKH OBYM MYYSH CH 1947 ZPDH, RPDFCHETTSDEOYEN YUENH SCHMSEFUS RHVMYLBGYS UFBFSHY OENEGLPZP MEFYUILB-YURSCHFBFBEMB m. h RTEDYUMPCHYY A UFBFSHE "ON uLPTPUFOSchE RPMEFSCH UBNPMEFE Me.262", Ch YDBOOPK mEFOP-YUUMEDPCHBFEMSHULPN YOUFYFHFE (fEIOYYuEULYE BNEFLY No. 1 1947 C, RPDRYUBOSCH A REYUBFY DELBVTS 12) H YUBUFOPUFY, ULBBOP "rPULPMShLH OBYUYFEMSHOBS YUBUFSH SCHMEOYK, CHPOYLBAEYI RTY VPSHYYI YUYUMBI nBIB, CH OBUFFPSEEE CHTENS OE NPTSEF VSCHFSH HDPCHMEFCHPTYFESHOP PVYASUOEOB, TEDLPMMEZIS UYUIFBEF RPMEESHN POBSCHEBLYCHEIPNEYP
mAVPRSchFOBS ZHPTNHMYTPCHLB, RPULPMSHLH A FPNH CHTENEOY B uPChEFULPN uPAE HTSE MEFBM UBNPMEF MB-160 UP UFTEMPCHYDOSCHN LTSCHMPN, W B W gbzy BCHETYYMYUSH YURSCHFBOYS BTPDYOBNYYUEULYI FTHVBI NPDEMEK YUFTEVYFEMEK nYz-15 J-15 MB, UELTEF, UCHSBOOSCHK have BFSZYCHBOYEN B RYLYTPCHBOYE, VSCHM TBULTSCHF.
"H LBYUEUFCHE MEFYUYLB-YURSCHFBFEMS ZHYTNSCH" nEUUETYNYFF "- RYUBM m zPZhNBO - HOE H RPUMEDOYE NEUSGSCH CHPKOSCH RTYYMPUSH RTPCHEUFY YURSCHFBOYS UBNPMEFB Me.262 RTY RPMEFE have VPMSHYYNY YUYUMBNY nBIB h AF CHTENS FYN YURSCHFBOYSN RTYDBCHBMPUSH PYUEOSH VPMSHYPE OBYUEOYE CHCHYDH UMEDHAEYI UPPVTBTSEOYK.:.
1) dMS DBMSHOOEKYEZP TBCHYFYS ULPTPUFOSCHI TBLFYCHOSHI UPNPMEFPCH OEPVIPDYNP VSCHMP UPVTBFSH Y UYUFENBFYJTPCHBFSH CHPUFENBFYJTPCHBFSH PPNPTSOP VPMEE NPMETMO
2) h RTPGEUUE YURSCHFBOYS UBNPMEFPCH Me.262 YNEMI NEUFP CHEUSHNB OPVSHYUOSCH OEUYUBUFO UMHYUBY, RTYUYOSCH LPFPTSCHI OEPVIPDYNP VSCHMPP PVYASUOYOY.
ьФЙ БЧБТЙЙ<...>RTPYUIPDYMY UMEDHAEYN PVTBPN. Me.262 RPUME DPUFEYCEOIS CH ZPTYJPOFBMSHOPN RPMEFE VPMSHYPK ULPTPUFY UBNPRTPYCHPMSHOP RETEIPDIM CH RILYTPCHBOYE, CHSCHEUFY YL LPFYUCHPUHEPUH
hUFBOPCHYFSH RTYUYOSH LFYI LBFBUFTPZH RHFEN TBUUMEDPCHBOYS RTBLFYUEULY VSCHMP OECHP'NPTSOP, FBL LBL MEFYUYLY OE PUFBCHBMESH BSCH TSYMUNCH
h TEHMSHFBFE RPZYVMY MEFUYL-YURSCHFBFEMSH ZHYTNSCH "NEUUETYNYFF" Y TSD RYMPFPCH MAZHFCHBZHE. pVEYN FYI BCHBTYK VSCHMP AF YUFP OH PDYO dv MEFYUYLPCH OE RETEDBCHBM UPPVEEOYK RP TBDYP, OEUNPFTS ON AF YUFP CHTENEOY LCA FPZP VSCHMP CHRPMOE DPUFBFPYUOP ... dU NPNEOFB RBDEOYS ON ENMA OE OBVMADBMPUSH OYLBLYI RTYOBLPCH TBTHYEOYS YMY RPTSBTB UBNPMEFB.
rTYUYOSCH FTBZEDIK RTEDRPMPTSYFESHOP YBLMAYUBMYUSH CH UMEDHAEN:
1. MEFUILY UVTBDBMY CHSCHUPFOPK VPMEOSHA.
2.NEUFOSCHE ULBULY HRMPFOOYK, DEKUFFCHHAEYE ABOUT UPNPMEF, UP'DBCHBMY YCHKHLPSCHCHE CHPMOSCH, LPFPTSCHE RTYCHPDYMY MEFYUYLPCH CH UPUFFPSOYE, OYE DBAEYBEBME
3.h UYUFENE LMELFTPKHRTBCHMEOIS RETEUFBOPCHLPK UFBVYMYBFPTB UBNPRTPYCHPMSHOP RTPYUIPDYMP BNSCHLBOYE OB NBUUH, CH TEXHMSHPBYUFCHE EPMU
4. rPMPNLB YUETCHSLB UFBVYMYBFPTB.
5. uBNPMEF Me.262 RPUM RETEIPDB ABOUT PRTEDEMEOOP YYUMP NBB UPCHETYEOOOP OE NPTSEF VSCHFSH CHSCHTBCHOOEO, Y FPMSHLP U PYUEOSH VPMSHYIN FTKHDPN NPTSCHSCHEF VDEFSCHO ...
MEFOSCHE YURSCHFBOYS RPLBABMY, UFP<...>Me.262 DEKUFFCHYFEMSHOP PYUEOSH FTHDOP CHCHCHPDYFSH RPUME ULPTPUFOOPZP RPMEFB. pV PUPVEOOPUFSI RPMEFB CH FPN UMHYUBE VHDEF ULBBOP RPDTPVOE OYTSE.
YURSCHFBOYS<...>Me.262 RTY RPMEFE U VPSHYINY YUYUMBNY nBIB RTPCHPDYMYUSH CHUEZDB RP PDOPK Y FPK TSE NEFPDYLE.
about CHSCHUPFE 10 000 NEFTPCH UBNPMEF TBZPOSMUS DP NBLUINBMSHOPK ULPTPUFY ZPTY'POFBMSHOPZP RPMEFB RTY NBLUYNBMSHOPK FSZE DCHYZBFEMEK. PODOCHTENEOOOP CHEUSHNB FABFEMSHOP HTBCHOYCHBMBUSH YI FSZB, YUFPVSH NYOYNYYYTPCHBFSH ULPMSHTSEOYE. TBOOPUFSH FSZ DCHYZBFEMEK Y'-ЪB PFUHFUFCHYS OEPVIPDYNSHI RTYVPTPCH MEFYUILKH RTYIPDYMPUSH HMBCHMYCHBFSH FPMSHLP ABOUT PUOPCHBOYCHEO UPCHUV.
YBFEN UBNPMEF Y ZPTYJPOFBMSHOPZP RPMEFB NEDMEOOP Y RMBCHOP RETECHPDIMUS ABOUT UYTSEOYE RTY NBLUINBMSHOPK FSZE DCHYZBFEMEK. rTY LFPN RTPYCHPDYMBUSH RPUMEDOSS PYUEOSH OEOBYUYFEMSHOBS LPTTELFYTPCHLB RPMPTSEOIS UELFPTB ZBAB.
RETCHPE DEKUFCHYE YUYUMB nBIB, LBL RTBCHYMP, RPSCHMSMPUSH ABOUT CHSCHUPF PLPMP 7500 NEFTPCH. UPCHETIEOOOP CHOEBROP CHOYLBM UYMSHOSCHK ZTPIPF, RPIPTSYK ABOUT VBTBVBOOSCHK VPK, KHUFTBYBAEE DEKUFCHPCHBCHYK OBMEFYUYLB. rTYUYOKH PROOYLOPCHEYS LFPZP ZTPIPPFB UMEDKHEF, CHYDYNP, YULBFSH CH PVTBJPCHBOY NEMLYI ULBYULPCH HRMPFOEOIS, LPFPTSCHE, CHRTPUYPYUEN, EEPUNPK
CHOBYUBME NSCh RTEDRPMBZBMY, UFP CHYOPK LFPNKH SCHMSEFUS UTBCHOYFESHOP VPMSHYPK ZHPOBTSH LBVYOSCH UBNPMEFB. pDOBLP, FBLPK TSE YKHN PROOILBM Y ABOUT UBNPMEFE, UOBVCEOOOPN OEVPMSHYIN Y OYLINE ZPOPYUOSCHN ZHPOBTEN LBVYOSCH ...
oE DPIPDS DP CHSCHUPFSCH 7000 NEFTPCH RTY YUFYOOPK ULPTPUFY PLPMP 950 LN / Y (n ~ 0.85) CHOOEBROP (TSCHLPN) RETECHBMYCHBMUS OBU, YNNEOSN RTBCH FPBMPUKH
LFP SCHMEOYE NSC OBCHBMY "KDBTPN nBIB 1B". PADOCHTENEOP U ФFYN ABOUT TKHYULKH HRTBCHMEOIS UBNPMEFPN (PF TKHMS CHSCHUPFSH) OBYUOBMY DEKUFCHPCHBFSH FBLJE VPMSHYE PVTBFOSCH OBZTHBLJE, YUFPUCHMEOIS UBNPMEFPN (PF TXMS CHSCHUPFSH). rPUME RTPIPTSDEOYS BDBOOPK CHSCHUPFSCH, TBCHOPK 7000 NEFTPCH, MEFYUYL DPMTSEO VSCHM RTPDPMTSBFSH PDOPK THLPK UP Chueca UYMPK FSOHFSH THYULH ON UEVS, B DTHZPK THLPK PUFPTPTSOP J TBNETEOOP RETECHPDYFSH UFBVYMYBFPT B RPMPTSEOYE, UPPFCHEFUFCHHAEEE CHSCHTBCHOYCHBOYA UBNPMEFB, YUFP PUHEEUFCHMSMPUSH RTY RPNPEY MELFTPRTYCHPDB. dCHYZBFEMY, CHELFPT FSZY LPFPTSCHI RTPIPDIF OYTSE GEOFTB FSTSEUFY UBNPMEFB, OY CH LPEN UMHYUBE OE UMEDPCHBMP DTPUUEMYTPCHBFSH. NSC UYUIFBMY UPCHETEOOOP OPTNBMSHOSCHN, EUMY ABOUT CHSCHUPF PLPMP 4000 NEFTPCH CHCHTBCHOYCHBOYE UBNPMEFB RTBLFYUEULY ЙBLBOYUYCHBMPUSH RTUFUYUP UPLP
fBLPK RPMEF CHUEZDB RTPCHPDIMUS ABOUT UBNPMEFF, UFBVYMYBFPT LPFPTPZP Y FTYNNETSH VSCHMY HUFBOCHMEOSCH ABOUT LBVTYTPCHBOYE ...
pDOPNKH YY MEFYUYLPCH-YURSCHFBFEMEK ZHYTNSCH "neUUETYNIFF" HDBMPUSH CHSCHKFY YY RILYTPCHBOYS RTY ULPTPUFY 850 LN / Y OB CHSCHUPFE 1500 NEFTPCH RBFTOKH 8. pFUHFUFCHYE PFBFPPYUOPK DEZHPTNBGY RMBOETB RPDFCHETDYMP UPPFCHEFUFCHYE NBYOSCH OPTNBN RTPYUOPUFY ...
chEUShNB CHETPSFOP, YUFP MEFYUYLY, CHRETCHSCHE CHUFTEFYCHYYEUS have FBLYNY OEPVSCHYUOP VPMSHYYNY J PYUEOSH VSCHUFTP CHPTBUFBCHYYNY HUYMYSNY ON THYULE HRTBCHMEOYS THMEN CHSCHUPFSCH, VSCHCHBMY RPTBTSEOSCH FPK OEPTSYDBOOPUFSHA J RPUME OERTPDPMTSYFEMSHOPK RPRSCHFLY YNEOEOYS VBMBOUYTPCHLY UBNPMEFB UYUYFBMY, YUFP NEIBOYN RETEUFBOPCHLY UFBVYMYBFPTB OEYURTBCHEO. uRTBChEDMYChPUFSh FPZP RTEDRPMPTSEOYS RPDFCHETTSDBMBUSH LCA MEFYUYLB DRYER PVUFPSFEMSHUFCHPN, YUFP RTY FBLPN TETSYNE RPMEFB HUYMYS ON THYULE HRTBCHMEOYS CHPTBUFBAF OBYUYFEMSHOP VSCHUFTEE, Yuen UFBOEF PEHFYNB TEBLGYS UBNPMEFB ON YNEOEOYE VBMBOUYTPCHLY. l LFPNKH UMEDKHEF DPVBCHYFSH, UFP LMELFTPNEIBOYUN LPBVYMYBFPTB DPMTSEO RETEUFBCHMSFSH EZP PYUEOSH NEDMEOOP, YUFPVSH OE UPUDMEUNTELPUTPUTSH
chEUShNB CHETPSFOP, YUFP RPFETRECHYYE BCHBTYA MEFYUYLY, RPFETSCH HCHETEOOPUFSH B YURTBCHOPUFY NEIBOYNB RETEUFBOPCHLY UFBVYMYBFPTB, OBYUYOBMY B RPUMEDOEK ZHBE RYLYTPCHBOYS VEHUREYOP FSOHFSH PVEYNY THLBNY THYULH HRTBCHMEOYS UEVS OF TH OE RPFPNH YNEMY CHPNPTSOPUFY OBTSBFSH LOPRLH TBDYPHUFBOPCHLY LCA RETELMAYUEOYS her about RETEDBYUH.
yUIPDS Y'FYI UPPVTBTSEOIK, MYUOP S HUFBOPCHYM ABOUT UCHPEN UBNPMEFE FHNVMET RETELMAYUEOIS TBDYPKHUFBOPCHLY U RTYENB ABOUT RETEDBYUH; CH FEYUEOYE CHUEZP RILYTPCHBOYS LFPF FHNVMET OBIPDIMUS CH RPMPTSEOYY "RETEDBYUB". fBLYN PVTBDPN, WITH YNEM ChP'NPTSOPUFSH RPUFSOOP CHEUFY RETEDBYUKH CH FEYUEOYE CHUEZP RYLYTPCHBOYS. pDOBLP HTSE RPUME RETCHCHI RPMEFPCH PLBBMBMPUSH, UFP CH LTYFEYUEULYK NPNEOF LFPZP RPMEFB MEFYUILKH OEPVIPDYNP UDEMBFSH OBD UPVPK VPMSHEYFYUFFYUFEUH FPP PVYASUOSEFUS FEN, UFP CHEDEYE RETEDBUY UPCHETEOOOP PRTEDEMEOOP PFCHMELBEF MEFYUYLB PF CHPORTYSFYS ChP'OYLBAEYI ABOUT UBNPMEFE SCHMERTEYBYCH Y PFNPMEFE SCHMERTOYBCH "Y PFNPMEFE.
lBL ZPCHPTIMPUSH CHCHYE, DECHSFSCHK PRSCHFSCHK L'ENRMST Me.262V9 (ABChPDULPK No. 130 004) UFBM ChFPTSCHN RTPFPFYRPN UBNPMEFB-YUFTEWIFEMS-1 NN.262b. rP PVTBJH Y RPDPVYA DECHSFPZP PRSCHFOPZP PVTBGBGB, EUFEUFCHEOP, U HYUEFPN CHSCHMEOOSHI DEZHELFPCH, VSCHMY CHCHRHEEOSCH 30 RTDUETYKOSHI NBYCHEYPUK nE.262b-1B, UFBCHYK PUOPCHPK DMS CHUEEI RPUMEDKHAEYI NPDYZHYLBGYK.
NNE.262b-1B, RPMKHYUYCHYK RTPCHYEE "yCHBMSHVE" ("MBUFPULB"), RPUFKHRIM, LBL ZPCHPTIMPUSH CHSCHYE, CH YURSCHFBFEMSHOKHA LPNBODHME "262" CHYDBODKHME "262" CHYDBODKHME " ON RTBLFYUEEULY OE PFMYUBMUS PF RTDUETYKOSCHI NNE.262b-0.
MEFUILY PFNEYUBMY, UFP NN. 262b-1 CH HRTBCHMEOY VSCHM JOBYUFESHOP MEZUE, RP UTBCHOOYA U PUOPCHOSCHN YUFTEVYFEMEN MAZHFCHBZHE Bf. 109G. rTBChDB, TBDYHU CHYTBTSB TEBLFYCHOPZP YUFTEVYFEMS VSCHM VPMSHYE, Yuen X YUFTEVYFEMEK FEI MEF have RPTYOECHSCHNY DCHYZBFEMSNY, OP VPMSHYBS HZMPCHBS ULPTPUFSH TBCHPTPFB YUBUFYYUOP LPNREOUYTPCHBMB FPF OEDPUFBFPL. iPFS CHUFKHRBFSH CH VPK ABOUT CHYTBTSBI U RPTYOECHSCHN YUFTEVIFEMSN ENKH VSCHMP PRBUOP. Me.262 ИХЦЕ TBZPOSMUS, OP ABOUT RYLYTPCHBOY MEZLP REFINERY CHSCHKFY ЪB ULPTPUFOSCHE PZTBOYUEOIS.
h IPDE YURSCHFBFEMSHOSHI RPMEFPCH YNEMY NEUFP UMHYUBY PFTSCHB FLBOECHPK PVYCHLY ABOUT THMSI. IPFS RYMPFSCH LBTSDSCHK TBU UPCHETYBMY HDBYUOSCHE RPUBDLY, DMS YULMAUEOIS LFPZP DEZHELFB FLBECHKHA PVYCHLKH TKHMEK BNEOOIMY NFBMMYUEE. pDOBLP DPCHPMSHOP VSCHUFTP CHSCHSUOYMPUSH, UFP UOYIMUS ABRBU RHFECHPK HUFPKYUYCHPUFY, UBNPMEF UBM TSCHULBFSH. lBL RP'TSE CHSCHSUYMPUSH, RTY RPMEFE U VPMSHYUPK ULPTPUFSHA FLBOECHBS PVYCHLB CHURKHYUYCHBMBUSH, KHCHEMYUYUYCHBS FPMEYOKH CHETFILBMSHOPZP UPMEYOKH CHETFILBMSHOPZP UPCHYUYOKH CHETFYLBMSHOPZP UPCHYBUITBOOYSPYUK pFYUBUFY HUFTBOYFSH DBOOCHK DEJELF HDBMPUSH RHFEN HFPMEEOYS RTPZHYMS THMS RPCHPTPFB. h DBMSHOEKYEN LCA RPCHSCHYEOYS BRBUB RHFECHPK HUFPKYUYCHPUFY RTY RPMEFE VPMSHYYI YUYUMBI ON N ON ZHAEMSTSE PDOPZP dv UBNPMEFPCH HUFBOPCHYMY ZHPTLYMSH PF ZHPOBTS LBVYOSCH RYMPFB LYMS DP, FP OP OE DBMP OHTSOPZP ZHZHELFB. fPZDB RPSCHYMPUSH RTEDMPTSEOYE UTEBFSH CHETIOAA YUBUFSH CHETFYLBMSHOPZP PRETEOIS, UFP DBMP MYYSH OEOBYUIFEMSHOPE HMHYUYEOYE.
oE MHYUYE PVUFPSMP Dempo J RTY RPMEFE ON VPMSHYYI HZMBI BFBLY, LPZDB UBNPMEF UFBOPCHYMUS OEHUFPKYUYCHSCHN B LBOBME TSCHULBOYS, UPCHETYBS LPMEVBOYS CHPLTHZ CHETFYLBMSHOPK Pui ( "ZPMMBODULYK YBZ") UOYTSBS RTY FPN FPYUOPUFSH UFTEMSHVSCH dv RHYEL.
rTY RPMEFE UP UMYYLPN VPMSHYNY YUYUMBNY n UBNPMEF UPCHETYBM LPMEVBOYS PFOPUYFEMSHOP RTPDPMSHOPK PUY. hZMSCH LTEOB DPUFYZBMY DEUSFY ZTBDHUPCH, B RETYPD LPMEVBOYK - DCHKI UELHOD. rTY LFPN YUYUEBMY HUIMIS ABOUT AMETPOBI, UVBOPCHYCHYIUS UPCHETEOOOP OE YZHELFYCHOSCHNY.
dv HUMPCHYK VEPRBUOPUFY RPMEFB MEFYUYLBN MAZHFCHBZHZHE TELPNEODPCHBMPUSH RTY RPMEFE UP ULPTPUFSHA DP 800 LN / U UVBMBOUYTPCHBFSH UBNPMEF have OHMECHSCHN HUYMYEN THYULE HRTBCHMEOYS ON, B ON VPMSHYEK ULPTPUFY - RETEUFBCHYFSH UFBVYMYBFPT ON LBVTYTPCHBOYE. rPMEF UP ULPTPUFSHA UCHCHYE 900 LN / U BRTEEBMUS, IPFS CH YURSCHFBFEMSHOSHI RPMEFBI HDBCHBMPUSH TBZPOSFSHUS DP 980 LN / YU, UFP OB CHCHUPFE 7000 NEFCHEFTPUH UPMU.
UPVMADEOYE UFYI TELPNEODBGYK ZBTBOFYTPCHBMP RYMPFBN VMBZPRPMHYUOPE ABCHETTYEE RPMEFB. IPMF HTSE FPZDB CHSCHULBSCHCHBMPUSH RPTSEMBOYE PUOBUFYFSH UBNPMEF CHPDHYOSCHNY FPTNPBNY, YUFP RPCHPMYMP R ™ £ YVETSBFSH NOPZYI OERTYSFOSCHI NPNEOFPCH RTY RYMPFYTPCHBOYY EZP ON VPMSHYYI ULPTPUFSI J TBUYYTYMP R ™ £ FBLFYYUEULYE CHPNPTSOPUFY NBYYOSCH.
OP OE CHUE VSCHMP FBL RMPIP. NN. 262b-1B, CH YUBUFOPUFY, DPCHPMSHOP IPTPYP MEFBM ABOUT PPOPN DCHYZBFEM, RTY ÜFPN EZP ULPTPUFSH DPUFYZBMB 450-500 LN / Yu. rTPDPMTSYFEMSHOPUFSH EZP RPMEFB ABOUT CHSCHUPF 7000 NEFTPCH DPUFYZBMB 2.25 YUBUB. rTBCHDB, RPUBDLB, LBL CH RTPYUEN Y RTPDPMTSEOYE CHUMEFB ABOUT PDOPN DCHYZBFEM, VSCHMY PRBUOSCH.
chPTHTSEOYE YUFTEVIFEMS UPUFPPSMP YY YUEFSCHTEI 30-NN RKHYEL nl 108b-3 U VPEBRBUPN RP 100 RBFTPOPCH DMS CHETIOYI PTKHDIK Y RP 80 - DMS OYTSOYI. chSCHVPT FBLYI RKHYEL UCHYDEFEMSHUFCHPCHBM P FPN, UFP UBNPMEF VSCH RTEDOBOBYUEO DMS VPTSHVSCH U VPNVBTDYTPCHEYLBNY UCHYDEFEMSHUFCHPCHBM PFPN, UFP UBNPMEF VSCHM RTEDOBOOBYUEO DMS VPTSHVSCH U VPNVBTDYTPCHEYLBNY RTPFYCHOYPCHEYLBNY RTPFYCHOYPCHEYLBNY RTPFYCHOYPYPYLTEPNY VEPFYCHOYPEYLTEPLB h RTPFYCHOPN UMKHYUBE TSEMBFEMSHOP VSCHMP YURPMSHUPCHBFSH PTHDYS NEOSHYEZP LBMYVTB, RTPCHETEOSCHE ABOUT Bf.109 Y Fw.190.
x RHYEL Nl 108b, OEUNPFTS ON VPMSHYPK LBMYVT, OEVPMSHYPK CHEU (LZ 63) Q DPUFBFPYUOP CHSCHUPLYK UELHODOSCHK BMR (3,3 LZ) OBYUBMSHOBS ULPTPUFSH UOBTSDB VSCHMB OYLB (500 N / C) A CE FPNH DEA UOBTSD PFMYYUBMUS RMPIPK VBMMYUFYLPK. iPFS RPLBBFEMSH LBYUEUFCHB RKHYL (PFOPYEOYE NPEOPUFY UELHODOPZP VBMRB L CHEUKH PTHDYS) VSCHM DPUFBFPPYUOP CHCHUPL - 600 LZN / U / LZ. l FPNKH TSE FY PTKHDYS PFMYUBMYUSH OYLPK OBDETSOPUFSHA.
dMS UTBCHOEOIS, X PFEYUEUFCHEOOOPK RKHYL OU-37 LBMYVTB 37 NN CHEU UOBTSDB VSCHE VPMEE YUEN CH DCHB TBJB VPMSHYE, OBYUBMSHOBS ULPTPUFSH ULBSPUZ LBUZ / 8BUZ / 8BUZB
pZPOSh 30 NYMMYNEFTPCHSCHI RHYEL YUFTEVYFEMS VSCHM ZHZHELFYCHEO ON DYUFBOGYY 220 NEFTPCH DP, FP B CHTENS LBL UFTEMLY BNETYLBOULYI VPNVBTDYTPCHEYLPCH dv RHMENEFPCH NPZMY RPTBTSBFSH UBNPMEFSCH RTPFYCHOYLB ON HDBMEOYY DP 700 NEFTPCH. rP LFPC RTYUYOE OENGSCH CH CHP'DKHYOSHI VPSI U BOZMP-BNETYLBOULYNY VPNVBTDYTPCHEYLBNY OEUMY VPMSHYE RPFETY. yUIPDS Yj FPZP, UFP YFY UBNPMEFSCH VSCHMY UYMSHOP HSCHYNSCH PF RHMENEFOPZP PZOS, OBRTBYCHBEFUS EYOUFCHOOSCHK CHCHCHPD P OEDPUFFTFPOFFYUOPK
rPFPNKH TBUUNBFTYCHBMYUSH Y DTHZIE CHBTYBOFSCH CHPPTHTSEOIS. fBL, ABOUT no.262b-1B / U1 YURSCHFBMY DCHE 20-NN RKHYL MG.151 UP 146 RBFTPOBNY ABOUT UVCHPM Y UVPMSHLP TSE 30-NN nl 103 U PVEIN VPELPNRMELFPN 144 RBFTPOB. nl 103 PFMYUBMYUSH PF nl 108 VPMEE DMYOOSCHNY UVCHPMBNY U DKHMSHOSCHNY FPTNPABNY. vShMP CHCHRHEEOP FTY FBLYI NBYYOSCH.
dMS VPTSHVSCH U VPNVBTDYTPCHEYLBNY UBNPMEF CHBTEYBOFE Me.262D RTEDMBZBMPUSH PUOBUFIFSH DCHEOBDGBFSHA OBTEBSHNY PTKHDYSNY SG-500 "CHBTEYBOFE Me.262D. PTHDYS RTEDOBOBYUBMYUSH DMS UVTEMSHVSCH UOBTSDBNY CHRETED Y CHCHETI. lPNREOUYTPCHBFSH TSE PFDBYUKH RTY CHSCHUFTEME RTEDRPMBZBMPUSH U RPNPESHA CHSCHVTPUB CH RTPFYCHPRPMPTSOKHA UVPTPOKH NBUUYCHOPZP RPDPDPOSCHB (ZYMSHOPZP RPDDPSPHB).
fTY nE.262b-1B (CHUFTEYUBAFUS PVPOBYUEOYS Me.262V tsp nE.262e J-5) 50 PUOBUFYMY RHYLBNY NL-NN-214B, RTEDOBOBYUBCHYYNYUS LBL LCA VPTSHVSCH Y VPNVBTDYTPCHEYLBNY RTPFYCHOYLB, FBL VHI TH UFTEMSHVSCH RP OBENOSCHN GEMSN. eE ZBVBTYFSH Y CHEU VSCHMY UFPSMSH CHEMILY, UFP RTYYMPUSH RETEDEMSCHBFSH RETEDOAA PRPTKH YBUUY, LPMEUP LPFPTPK RTY HVPTLE TBCHPTBYUY OBCHBMPUSH. l YURSCHFBOYSN LFPZP UBNPMEFB RTYUFHRIMY CH NBTFE 1945 Z. MEFBM ABOUT NBYOE NBKPT iETZEF. OP ABCHETYYFSH YURSCHFBOYS DP PLPOYUBOYS ChPKOSCH OE KHUREMY, IPFS EUFSH HRPNYOBOYS, UFP ENKH DPCHEMPUSH CHSCHRPMOYFSH OEULPMSHLP HSPHCHMEYFSH OEULPMSHLP VPECHSCHMEFEPCH DMS. rPUME PLLKHRBGY MEICHMSHDB BNETYLBOULYNY CHPKULBNY UBNPMEF DPMTSEO VSCHM RETEZOBFSH CH iETETO MEFUIL-YURSCHFBFEMSH ZHITNSHCH NEUUETYNYIFBFBZH. pDOBLP PE CHTENS RETEMEFB PFLBBM PDYO YJ DCHYZBFEMEK Y RYMPFKH RTYYMPUSH RPLYOHFSH NBYOKH ABOUT RBTBYAFE.
IEE VPMEE YZHELFYCHOSCHN PTHTSYEN PLBBMYUSH 55-NN TBLEFSCH R4M U FCHETDPFPRMYCHOSHN DCHYZBFEMEN Y RPDLBMYVETOTSHNY TBULMBDSCHBCHYBYBYNYMYU. TBLEFB DMYOPK 812 NN Y CHEUPN 3.85 LZ YNEMB VPECHPK ЪBTSD CHEUPN 0.52 LZ. R4M TBCHYCHBMB ULPTPUFSH DP 525 LN / Yu, B DBMSHOPUFSH ITS UVTEMSHVSCH DPUFYZBMB 1500-1800 NEFTPCH. dMS UVTEMSHVSCH YNY YURPMSHUPCHBMUS RTYGEM "TECHY" -16h. rPD LTSHMPN NN. 262b-1b ABOUT CHILDREN RHULPSCHI HUFBOPCHLBI TBURPMBZBMPUSH DP 24 FBLYI TBLEF, RTEDOBOBYUBCHYYIUS, RTETSDE CHUEZP, DMS VPCHTSHVBSCH.
lBL HFCHETTSDBEF OENEGLIK YUFPTYL l. VELLET, "U FLYN CHPPTHCEOYEN MEFUUILY III / JG7 ЪБ RPUMEDOAA OEDEMA ZHECHTBMS 1945 ZPDB HOYUFPTOSHI 45 YUEFSCHTEINPFPTOSHI VPNVBTDYTPYFTYFYUPYTIPYPYUPYYYUPYTPYTPYUPYTPYKY
On nE.262b-1b YURSCHFSCHCHBMYUSH DETTSBFEMY LCA 34 TBLEF, RMBOYTPCHBMPUSH DPCHEUFY LPMYYUEUFCHP JP YEE 48. On nE.262 RTEDRPMBZBMPUSH FBLTSE YURSCHFBFSH HRTBCHMSENSCHE TBLEFSCH u4 ZHYTNSCH "tHTYFBMSh" CHEUPN 60 LZ J DMYOPK 1.8 N. tBLEFB HRTBCHMSMBUSH RP RTPCHPDBN J YNEMB HDBTOSCHK Y BLHUFYUEEULIK CHATSCHBFEMY. dBMSHOPUFSH RHULB PGEOYCHBMBUSH CH 300 NEFTPCH. YUEFSCHTE TBLEFSCH i4 TBURPMBZBMYUSH RPD LTSHMPN NNE.262, OP TEBMSHOP HUREMY RTPCHEUFY RPMEFSCH FPMSHLP U YI NBLEFBNY. h CHBTYBOF RETEICHBFYUILB ABOUT UBNPMEF YURSCHFSCHBMBUSH Y 110-LZ TBLEFB R100 / BS. rTPCHPDYMYUSH FBLCE BTPDYOBNYUEULYE YURSCHFBOYS CHETFILBMSHOP-UFBTFHAEYI TBLEF RZ 73.
at DELBVTS 1944-ZP RP NBTF 1945 ZPDB RTPCHPDYMYUSH PRSCHFSh RP VPTSHVE U VPNVBTDYTPCHEYLBNY, MEFSEYNY CH RMPFOSHI VPECHCHI RPTSDLBI U RPNPMECHFESHCHAPU RBTPN. l UMPCH, FBLYE TSELURETYNEOFSCH YNEMY NEUFP Y CH UPCHEFULPN UPAE LBL DP CHOCOSCH, FBL Y RPUME. dPUFFBFPYUOP CHURPNOYFSH UYUFENKH "zTBD", YURSCHFSCHBCHYHAUS ABOUT YUFTEVIFEMSI NYZ-15. oEUNPFTS ABOUT RPMPTSYFEMSHOSCHE TEHMSHFBFSCH PRSCHFPCH, LFPF CHYD PTHTSYS CH rchp FBL Y OE RTYTSIMUS.
oENBMP FTKHDOPUFEK RTY PUCHPEOY UBNPMEFB MEFYUILBNY DPUFBCHMSMY DCHYZBFEMY Jumo 004h. yI PUPVEOOPUFSHA VSCHMB DCHKHIFPRMYCHOBS UYUFENB. ъBRHUL DCHYZBFEMS PUHEEUFCHMSMUS U RPNPESHA DCHHIFBLFOPZP RPTYOECHPZP NPFPTB RBA / S10 "TIMEMS" TBVPFBCHYEZP ABOUT VEOYOE. ьФП ЗПТАЮЕЕ YURPMShъPCHBMPUSH Y Ch ftd, OP FPMShLP DMS EZP ъBRKHULB. MYYSH RPUME DPUFEYCEOIS 6000 PVPTPFPCH CH NYOHFKH DCHYZBFEMSH BCHFPNBFYUEULY RETEIPDYM ABOUT DYEMSHOP FPRMYCHP (UPMSTPCHPE NBUMP YMCHY LCHUPUEYUME) rTY TBULTHFLE FKHTVYOSCH UMEDPCHBMP PYUEOSH RMBCHOP RETENEEBFSH TSHYUBZ HRTBCHMEOIS DCHYZBFEMEN (tkhd). h RTPFYCHOPN UMHYUBE VSCHMB CHSCHUPLB CHETPSFOPUFSH CHPZPTBOYS DCHYZBFEMS.
h 1945 ZPDH UREGYBMYUFSCH LPNRBOYY "nEUUETYNYFF" YUUMEDPCHBMY CHPRTPUSCH, UCHSBOOSCHE have ZHZHELFYCHOPUFSHA BEYFSCH OBENOPZP PVYAELFB PF VPNVBTDYTPCHEYLPCH OERTYSFEMS, MEFECHYYI ON CHSCHUPFBI 7000-8000 NEFTPCH UP ULPTPUFSHA 480 A / S, TH UBNPMEFBNY Me.262 PDOYN dv RPUMEDOYI CHBTYBOFPCH RPTYOECHPZP nE.109l-4 ... chPTHTSEOYE no.109l-4 UPUFPPSMP Yj NPFPT-RKHYLI nl 108 J DCHKHI 15-NN UYOITPOSHI PTKHDIK MG 151. uBNPMEFSCH PUOBEBMYUSH DCHYZBFEMSNYM DB 605 DB5 DB5CM.
rPUMEDOYE NBYYOSCH UETY l-4 RPMHYUIMY CHNEUFP nl-108 RKHYLH nl-103, RPULPMSHLKH ZMBCHOPK ЪBDBYUEK YUFTEWIFEMS VSCHMB VPTSHVB U VPNVBTDYTDYB lTPNE LFPZP, CH RPDLTSHMSHECHSCHI ZPODPMBI YNEMYUSH EEE DCHE nl-103, RTY LFPN ZHAYEMSTSOSCHE MG.151 BNEOOIMY RHMENEFBNY MG.131 LBMYVTB 13 NN.
lPZDB BOZMP-BNETYLBOULYE CHPKULB ZhPTUYTPCHBMY TEKO, CH UPUFBCHE MAZHFCHBZHE OBIPDYMPUSH PLPMP 800 NBYYO Bf. 109, RTYNETOP RPTPCHOKH UETYK "G" Y "l". yNEOOP LFY NBYOSCH UPUFBCHMSMY PUOPCHH BCHYBGYY rchp ZETNBOY.
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| mfi: |
| nPDYZHYLBGYS | nE.262b-1B |
| TBNBI LTSCHMB, N | 12.50 |
| dMYOB, N | 10.60 |
| chSCHUPFB, N | 3.80 |
| rMPEBDSH LTSCHMB, H2 | 21.80 |
| NBUUB, LZ | |
| RHUFPZP UBNPMEFB | 3800 |
| OPTNBMSHOBS CHUMEFOBS | 6400 |
| NBLUINBMSHOBS CHUMEFOBS | 7140 |
| FIRE DCHISBFEMES | 2 ftd Junkers Jumo 004B-1 (ch-2, 3) |
| FSZB, LZU | 2 AND 900 |
| nBLUYNBMSHOBS ULPTPUFSH, LN / Yu | |
| X YENMY | 823 |
| ABOUT CHSCHUPF | 855 |
| rTBLFYUEEULBS DBMSHOPUFSH, LN | 1040 |
| NBLUINBMSHOBS ULPTPRPDYAENOPUFSH, N / NYO | 1200 |
| rTBLFYUEEULIK RPFPMPL, N | 11000 |
| LYRBC, YEM | 1 |
| hPPTHCEOYE: |
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Messerschmitt
The Me-262 turbojet fighter was the most advanced aircraft of all combat vehicles produced during World War II. Back in 1943, Willy Messerschmitt's new aircraft was ready for mass production, but Hitler approved the launch of the aircraft in series - but only as a high-speed bomber, although some people from the design team tried to prove that the Me-262 is most important precisely as a fighter. The commander of fighter aircraft, the renowned ace General Galland believed that it was the Me-262 that was desperately needed to organize a reliable air defense.
A month after taking office as head of the Luftwaffe headquarters, Lieutenant General Werner Kreipe made attempts to convey to Hitler the importance of strengthening the air defense of the "Reich" by using the Me 262 and, consequently, canceling the order for the priority release of the bomber version. On August 30, 1944, he managed to get some concessions from Hitler - every 20 Me 262 was allowed to be released as a fighter. On September 19, Kreipe repeated his request, and on November 4 he finally got Hitler's permission for the production of the Me 262 fighter variant, although still with one condition - "... each aircraft must, if necessary, carry at least one 250-kg bomb. " This condition was ignored during production.
The first production version of the Me 262A-la fighter, known unofficially as "Schwalbe" (Swallow), entered the 262 test team in Lekfeld in July 1944. It practically did not differ from the pre-production Me 262A-0. Conventional alloys were used in the design. It was practically all riveted, the weight of the structure was deliberately overstated - everything was done to achieve maximum manufacturability. As practice has shown, the airframe of the Me 262 aircraft turned out to be quite durable. One of the Meeserschmitt test pilots managed to get out of the dive at a speed of 850 km / h at an altitude of 1500 m with an overload of 8 g. The absence of any permanent deformations on his aircraft was the best confirmation of the strength of the machine.
Engine The Jumo 004B-1 (later B-2 and B-3) was equipped with a small two-stroke Riedel starter. The fuel for the starter was 17 liters of B4 gasoline. In addition to this stock, all the fuel was placed in the fuselage. For this, there were two main and two additional tanks. The capacity of the main tanks was 900 liters, the front auxiliary - 170 liters, the rear auxiliary - 600 liters.
One of the main problems when pilots mastered the Me 262 was the high sensitivity of the Jumo 004B engine to fuel supply. The throttle should be moved very slowly up to 6000 rpm, when the engine automatically switched from the starting fuel - gasoline B4 to diesel - J2, after which the rpm increased to 8000. The rpm was reduced to 5000 when removing the blocks from the chassis wheels and increased to 7000 at the start of the takeoff run. During the takeoff run, the revs were increased to 8000 - the required minimum for the flight. Abrupt movement of the throttle led to engine failure. It was required to install an additional fuel supply regulator, which controlled the supply regardless of the throttle position at a speed of more than 6000 rpm. But then this regulator was adapted to control the fuel supply in the entire range of revolutions at any position of the throttle. This regulator provided the necessary engine operation and precise speed control depending on the throttle setting.
Radio equipment included a FuG 16zy radio (later replaced by a FuG 15) and a FuG 25a transponder.
The Me 262A-1 was much easier to fly than the Bf 109G. Although the jet fighter's turn radius was larger than that of piston-powered fighters, it held its high turning speed longer. Acceleration characteristics were significantly worse than that of propeller driven aircraft, but the Me 262 had a very high dive speed, even one had to be careful not to go beyond the critical Mach number (during flights on the Me 262, test pilot of the Meeserschmitt L. Hoffmann company at an altitude 7200-7000 m reached a speed of 980 km / h, but a ban on exceeding the speed of 900 km / h was introduced for combat pilots). The ailerons were effective throughout the entire speed range. At the same time, at speeds above the permissible level, the aircraft always began to spontaneously oscillate about the longitudinal axis (along the roll). In this case, the roll angle reached 10 °, and the oscillation period was approximately 2 seconds. With a further increase in speed, the plane simply began to twist through the wing. On planning, the slats were released at a speed of 300 km / h. The corkscrew performance was excellent. At high angles of attack, the plane was somewhat unstable, and this had an effect on firing from the cannons. The plane made one oscillation per second, which, however, was easily countered by the rudder. Loss of directional stability also occurred with an increase in flight speed. It is interesting that on the first copies of the aircraft with a linen rudder sheathing, the directional stability was quite satisfactory. But due to the strength conditions, the linen sheathing was replaced with metal. Oddly enough, but the track stability has deteriorated sharply. This was due to the fact that earlier, when flying at high speeds, the linen covering of the rudder swelled, thereby creating a thickening of the profile. The designers tried to counter this effect by installing additional ridges in the aft fuselage, but to no avail. Another area of work was the thickening of the vertical tail profile while reducing its area (Me 262 V056). This gave certain results when flying at high speeds, but sharply worsened stability and controllability in takeoff and landing modes. In addition, the small area of the vertical tail did not give the pilot the opportunity to fly on one engine. They tried to solve this problem by studying the behavior of an aircraft with destabilizing surfaces - one of the aircraft was equipped with a ridge going from the canopy to the tail, which reduced the static stability, but was later abandoned.
One of the problems faced by both ordinary pilots and test pilots was the spontaneous pulling of the aircraft into a dive at high flight speeds. At the same time, it seemed to the pilots that the nose of the aircraft was "filled with lead," and the elevator was becoming ineffective. For this reason, many disasters have occurred. To the credit of German engineers, they, solving the problem of increasing flight speed, came up with the idea of a swept wing.
Armament. On the Me 262, four 30 mm MK 108 cannons were installed in the bow with 100 rounds of ammunition per barrel for the upper guns and 80 for the lower ones. The armament was reduced to two MK 108 on the Me 262A-5a and Me 262A-1a / U3 reconnaissance aircraft.
On the Me 262A-1, various armament options were tested instead of the standard four 30-mm MK 108 cannons (they had poor ballistics, and at the first "convenient" case they refused). Me 262A-1a / Sh received armament from two 20-mm MG 151 cannons with 146 rounds per barrel and two 30-mm MK 103 with 72 rounds per barrel. MK 103 differed from MK 108 in longer barrels, a muzzle brake and a more powerful projectile with a high initial velocity. At the same time, fairings appeared on the nose of the fuselage, above the cannons. The combination of their three different types of guns was not accepted into the series, and was limited to the release of only three such Me 262A-la / Ul.
More interesting was the installation of the VK 5 50 mm cannon, first tested on the Me 262A-la (No. 130 083). In this case, the gun protruded 2 m in front of the nose of the aircraft. The installation of VK 5 led to a shift in the center of gravity, which made it necessary to place a counterweight in the tail. The nose pillar was redesigned for cleaning with a turn, so that it takes up less internal volume. Somewhat unexpectedly, the installation practically did not affect the flight data, but 26-27 out of 30 shells during experimental firing fit into a rectangular target 30 m wide - the wingspan of a four-engine bomber.
Two more Me 262A-la with a VK 5 cannon were used for tests on firing at ground targets. The issue of installing a 55-mm MK 114 cannon was also considered, but they settled on a 50-mm MK 214A cannon from the Rheinme-Tall-Borzig company. Her trials on one Me 262A-la began on March 23, 1945, but they were never completed until the end of the war.
An even more effective weapon turned out to be the R4M missiles, designed by Kurt Heber and brought by the DVM (German Institute for Armaments and Ammunition) in Lübeck. The 55 mm R4M rocket (Rocket, 4 kg) contained a 500 g RDX charge, which had a good destructive effect. The ballistics of the R4M was practically the same as the projectile of the MK 108 cannon, which made it possible to use the same "Revi" -16V sight. The simplest wooden rails allowed 12 R4Ms to be carried under each wing. The fighter with missiles was called the Me 262A-lb. All 24 missiles were fired almost simultaneously, providing a high probability of hitting a four-engined bomber from a distance of about 500 m. On one of the Me 262A-Ib, holders for 34 missiles were tested, and even 48 were planned.
The Me 262 was also supposed to test the Ruhrstahl X4 guided missiles weighing 60 kg and 1.8 m long. The missile was controlled by two wires and had a shock and acoustic fuses. The launch range was estimated at 300 m. Four X4 missiles were mounted under the Me 262 wing, but managed to perform flights only with mock-ups. Real tests were never carried out. In the interceptor version, a 110-kg R100 / BS missile with a warhead that had 400 shrapnel bullets was also tested on the plane. Were carried out aerodynamic tests launchers for vertical launch missiles RZ 73.
The pilot's armor protection consisted of 90-mm frontal bulletproof glass and 15-mm front and rear partitions.
Despite the rapid deterioration of the military situation in early 1945, problems with the supply of components (landing gear, fuel pumps, tools and engines), as well as the ferocity with which the Allies bombed all known factories that produced jet aircraft, the importance of the Me 262 production program was such that in the first four months of the year the factories delivered 865 Me 262. The Me 262 was assembled at the factories in Leipheim, Lekfeld, Schwabisch Halle, Wenzendorf and Giebelstadt. The most interesting feature of the production was the use of small structures hidden in forests. They supplied units and components to the main industries. The use of simple, wooden structures in forests has proven to be the most effective way dispersal of production.
Messerschmitt used timber factories to increase production of the Me 262 in the last months of the war. More than a dozen such factories were built near Leipheim, Kuno, Hogau, Schwabisch Halle, Gauting and elsewhere. In some factories, Me 262s were manufactured entirely. One such plant in Gorgau - 10 kilometers west of Augsburg on the Autobahn - supplied the wings, nose and tail sections of the Me 262 to another "forest" plant nearby, which carried out final assembly and lifted finished aircraft directly from the Autobahn. The roofs of the buildings were painted green, and since the crowns of the trees converged above them, it was almost impossible to detect such a plant from the air. Although the Allies managed to detect the Me 262 take-off from the Autobahn and bomb several uncovered aircraft, they could only establish the location of the plant in the forest when they occupied it.
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In January 1939, Messerschmitt received an order from the German Air Ministry to develop a turbojet fighter.
In the process of designing a new aircraft the designers settled on a twin-engine version, taking into account the fact that jet engines in those days were distinguished by insignificant power.
On March 1, 1940, a commission of the Ministry of Aviation examined a wooden model of the aircraft, after which Messerschmitt was awarded a contract for the manufacture of three prototypes of the aircraft, designated Me 262.
At the beginning of 1941, the aircraft themselves were ready, but the turbojet engines for them were still in the development stage.
In November 1941, the BMW 003 engines appeared and, based on their dimensions, Willie Messerschmitt approved the first version of the future Me 262 with a straight wing and a tricycle landing gear with a tail wheel. In this case, the engines were located on the sides of the fuselage.
Most likely, such an arrangement appeared due to the desire of designers to reduce the drag of the aircraft and improve its controllability in the event of a failure of one of the engines, the reliability and resource of which left much to be desired.
But such an arrangement made it difficult to maintain the aircraft on the ground, and the need to eliminate the negative interference of the fuselage, tail and gas jets of the engines - to the loss of their thrust.
In the future, the placement of engines on the sides of the fuselage was abandoned, and due to the problems that arose, the BMW engines had to be replaced with the Yumo 004 power plant.
The cross-section of the fuselage was triangular, and the width of the base of this triangle was noticeably greater than the height. This shape of the fuselage, according to most experts, was chosen due to the need to accommodate four fuel tanks with a volume of 2570 liters and compartments for cleaning the wheels of the main landing gear.
On July 18, 1942, a prototype VZ with Yumo 004 engines passed the first flight test.
In May 1943, a German ace, fighter aircraft inspector pilot General Adolph Galland, took to the skies on a Me 262 V4, who was pleased with the machine. Here are his words to Goering:
“This car is a real smile of fortune!
It gives us advantages as long as the opponents are using piston-powered aircraft.
As far as I can tell, the fuselage aircraft made as it should, the engines give the plane everything it needs, except for take-off and landing conditions.
This plane opens a new page combat use».
General Galland also proposed limiting the production of single-engine fighters to the FW 190 only, switching the industry to the production of the Me 262.
The manufacturer received an order for 100 Me 262 units.
However, the Me 262 was not delivered to the troops in sufficient quantities.
This was primarily due to the fact that the American air raids led in August 1943 to the destruction of the Messerschmitt plant in Regensburg, and the transfer of production to the Bavarian Alps took quite a long time.
Adolf Hitler, who was present in November 1943 in East Prussia for testing the prototype Me 262 V6, tasked Messerschmitt's designers to re-equip the aircraft, making it suitable for use as a bomber, which took another two weeks.
The experimental model Me 262, intended for fighting tanks, was equipped with a 50-mm cannon that fired forward.
At the beginning of 1944, the German aviation industry produced 30 pre-production fighter aircraft under the designation Me 262A-0, which were 
intended for trial operation. Half of them entered the 262 test team at the Lechveld airfield near Augsburg, where they practiced combat tactics and trained jet pilots.
The other half were admitted to the test center in Rechlin.
The first squadron Me 262, which was based in Lechfeld, began flying sorties in the summer of 1944.
Several aircraft were used for aerial reconnaissance.
On March 2, 1944, the Ministry of Aviation ordered the start of serial production of 60 Me 262A-2a bombers. In addition to the bomb armament, which was suspended under the fuselage on ETS-504 holders, two 30 mm guns with a TSA sight were left on the plane.
It was a fighter-bomber that could not only bomb but also fight enemy aircraft.
The simplified airframe manufacturing technology has contributed to the fact that the production of the Me 262 is constantly increasing.
In all non-power parts, for example, in the shields of the landing gear and wheels, the hatch of the front landing gear, the panel of electrical equipment in the cockpit, the dashboard and many others, wood was used.
The design of many aircraft components allowed widespread use of hot stamping and casting, and riveting of the wing and fuselage skin with rivets with a semicircular head was also used.
In July 1944, a serial version of the Me 262A-1a appeared, which became the basis for all subsequent modifications.
He received the nickname "Schwalbe" ("Swallow").
The first combat squadron of fighters - the Novotny team, equipped with 30 Me 262A-1a with Yumo 004V-1 turbojet engines and armed with four 30-mm cannons - began to operate no earlier than October 1944.
The main disadvantages of the Me 262 include the fact that it turned out to be quite vulnerable on takeoff, since the engines took a long time to set full speed.
They also became helpless when landing, which the allies quickly began to use, so that as a result, the Luftwaffe had to send piston-powered fighters to cover the Me 262.
As for maneuverability, in the horizontal plane, the advantage was entirely on the side of the piston fighter.
On the verticals, the jet Me 262 surpassed its predecessor, gaining twice the height for a combat turn.
In October 1944, tests demonstrated the possibility of using the Me 262 as a night interceptor.
The first demo interceptor was converted from the Messerschmitt Me 262A-1a fighter, on which the Liechtenstein SN-2 (FuG 220) radar was installed with antennas that were located in the nose of the fuselage outside its hull and received the nickname "deer antlers".
In the summer of 1944, a two-seater interceptor was created by reworking the Me 262B trainer. The cockpit of the instructor pilot, in which it was created workplace operator of the radar and deployed the FuG 218 "Neptune" radar and the direction finder FuG 350 ZC "Naxos".
As for the armament, an option of three MG-151 machine guns was initially considered. Then we worked out the option of placing two 20 mm MG-151 cannons, an MK-103 30 mm gun in the fuselage and two machine guns in the wing.
Subsequently, four 30-mm MK 108A cannons were installed on the Me 262, which had the following characteristics:
weight - 63 kg;
the initial velocity of the projectile is 500 m / s.
However, these weapons were notable for their low reliability.
The fire of the 30-mm MK 108A cannons was effective at a distance of up to 220 meters, while the arrows of American bombers from machine guns could hit enemy aircraft at a distance of up to 700 meters ...
In this regard, other options for weapons were considered. So, on the Me 262A-1a / U1, two 20-mm MG 151 cannons with 146 rounds per barrel and two 30-mm MK 103 with a total ammunition load of 144 rounds were tested.
MK 103 differed from MK 108 in longer barrels with muzzle brakes.
Three aircraft were produced with such weapons.
An effective weapon placed on the Me 262 was a 55-mm R4M rocket with a solid-propellant engine and sub-caliber expanding stabilizers. The rocket with a length of 812 mm and a weight of 3.85 kg had a combat charge weighing 0.52 kg and developed a speed of up to 525 km / h, and its firing range reached 1500-1800 meters.
For shooting they used the sight "Revi" -16B. Up to 24 of these missiles were located under the wing of the Me 262A-lb on wooden launchers.
Holders for 34 missiles were tested on Me 262A-1b and it was planned to increase their number to 48.
Me 262 did not get the laurels of the world's first jet aircraft - Heinkel Not 280
took off in March 1941, but it became the only turbojet fighter that took a significant role in World War II.
Of such aircraft at that time not a single country in the world had.
Researchers have different data regarding the total number of Me 262 produced by the German industry, for example, there are reports of 1294, 1433 and even 1900 aircraft.
But the most realistic number is 1433, apparently taking into account the experimental and pre-production machines.
In April and May 1945, units of the 16th Air Army received more than 20 Me-163 and Me-262, which were captured by Soviet troops at the airfields of Oranienburg, Dalgov and Tempelhof.
These aircraft were transported to the Air Force Research Institute, where Soviet specialists got acquainted with their design.
On September 15, 1945, the first Soviet pilot, Andrei Kochetkov, took off on a test flight in a repaired Me-262.
Until November 1945, he performed 17 more flights, for which he received the title of Hero of the Soviet Union.
Modifications Ме 262
In total, twelve Me 262 prototypes were built.
The Me 262 V4 was the last prototype aircraft with a tail landing gear.
The Me 262 V5 with a fixed nose wheel flew for the first time on June 6, 1943, becoming the prototype of the first production vehicle Me 262A.
Due to the too long takeoff run, the Rheinmetall Borzig launch rocket boosters were installed on the plane, which developed a thrust of 500 kgf in six seconds. This innovation made it possible to reduce the takeoff run by almost 300 meters, and when using a pair of accelerators, half the runway was enough.
Test flights of the Messerschmitt Me 262 V6 aircraft began in November 1943 and continued until March 8, 1944.
In November 1943, it was demonstrated to Hitler and Goering.
On the Me 262 V6, a retractable front landing gear was installed for the first time.
However, there was no mechanism for releasing the main landing gear, they simply fell out of their niches under the influence of gravity after pressing the corresponding button.
On December 20, 1943, flight tests of the Me 262 V7 began.
He already had a pressurized cockpit, the pressure in which at an altitude of 12,000 meters corresponded to the pressure at an altitude of 6,000 meters.
A new lantern was also installed with improved visibility, which was achieved through fewer bindings.
Me 262 V8 (serial number 130 003) was first equipped with standard armament: four 30 mm MK-108 cannons;
total ammunition of 360 rounds (100 rounds for two upper and 80 rounds for two lower guns);
sight "Revi" 16B.
Me 262 V9 (serial number 130 004) was intended for testing radio and navigation equipment and became the second prototype fighter aircraft
On the Me 262 V10 (serial number 130 005), which became the prototype of a serial fighter bomber Me 262A-2a, bomb armament was tested.
On the Me 262 V10, a seven-meter-long rigid towing option was tested
500 and 1000 kg bombs with a wing.
For take-off, a trolley was attached to the bomb, separated after being lifted from the ground using explosive bolts. The bomb itself was detached from a shallow dive using a Revi rifle sight, so high accuracy of hitting was not possible.
The speed of the aerial coupling with a 500-kilogram bomb did not exceed 510-530 km / h.
Due to the fact that flights when towing bombs were accompanied by constant emergency situations, they had to be abandoned.
Me 262 V11 (serial no. 130 007) and Me 262 V12 (serial no. 130 008) were used for aerodynamic research.
On these aircraft, in order to reduce drag, more streamlined cockpit lights were installed.
| Crew: | 1 |
| Max speed: | 869 km / h |
| Radius of action: | 1050 km |
| Practical ceiling: | over 12190 m |
| Wingspan: | 12.5 m |
| Length: | 10.58 m |
| Height: | 3.83 m |
| Max takeoff weight: | 6387 kg |
| Armament: | 4 30mm cannons |
| Engine: | 2 Jumo 004В engines developing traction 900 kg |
The serial version, which became the basis for all subsequent modifications, was the Me 262A-1a, nicknamed "Schwalbe" ("Swallow").
| Crew: | 1 |
| Max speed: | 869 km / h |
| Radius of action: | 1050 km |
| Practical ceiling: | over 12190 m |
| Wingspan: | 12.5 m |
| Length: | 10.58 m |
| Height: | 3.83 m |
| Max takeoff weight: | 6387 kg |
| Armament: | 2 30-mm cannons + 2 bombs of 250 kg each |
| Engine: | 2 Jumo 004В engines firms "Junkers", turbojet, developing traction 900 kg |
| Crew: | 1 |
| Max speed: | 869 km / h |
| Radius of action: | 1050 km |
| Practical ceiling: | over 12190 m |
| Wingspan: | 12.5 m |
| Length: | 10.58 m |
| Height: | 3.83 m |
| Max takeoff weight: | 6387 kg |
| Armament: | 4 30mm cannons |
| Engine: | 2 motors Jumo 004В by Junkers, turbojet, developing traction 900 kg |
It differed from a conventional aircraft by a second cockpit for an instructor pilot and a smaller number of fuel tanks.
Until the end of the war, they managed to produce 15 aircraft of this type (instead of the planned 60).
In March 1945, an experienced Me 262V-2a interceptor made its maiden flight.
Unlike the Me 262В-1а training pair, the interceptor fuselage was lengthened by 1.2 meters due to two inserts in front of and behind the cockpits, which made it possible to significantly increase the interceptor fuel system capacity.
In addition, it was supposed to use a 900-liter towed fuel tank with a dumped bogie, which would increase the total fuel supply to 4400 liters, turning the Me 262V-2a into a loitering interceptor.
At the same time, the possibility of external suspension of two 300-liter tanks remained.
The armament has also changed. In addition to four MK-108 guns, which were located in the nose of the fuselage, two more cannons were placed behind the cockpit, the barrels of which were directed upward at an angle (the so-called "oblique music").
As for the radar, initially a station was installed on it with antennas protruding beyond the contours of the fuselage, which reduced the maximum speed of the aircraft by almost 60 km / h.
It was planned to eliminate this deficiency by replacing the radar with a FuG 240 "Berlin" centimeter range locator. Its antenna was placed under a radio-transparent fairing in the forward fuselage.
However, due to the end of the war, it was not possible to complete work on this version of the Me 262.
On February 27, 1945, the only prototype Me 262C-1a "Heimaschutzer" took off for the first time. An additional HWK 109-509 liquid-propellant rocket engine (HWK 109-509) with a thrust of 1640 kgf from the Walther company was installed on it in the tail section of the fuselage, which worked on concentrated hydrogen peroxide and methyl alcohol.
The use of these rocket engines made it possible to increase the rate of climb of the aircraft by almost two times (43 m / s) in comparison with the Me 262A-1a.
On the Me 262S-2v interceptor with two combined BMW 003R engines, a BMW 109-718 rocket engine with a thrust of 1500 kgf and a BMW 003A rocket engine with a thrust of 800 kgf were installed. For the BMW 109-718 LPRE, aggressive nitric acid was used as an oxidizer, and Tonka 250, which was a mixture of triethylamine and xylidine, was used for fuel. When combining fuel and oxidizer, the mixture ignited spontaneously.
The first flight on the Me 262S-2v (serial number 170 078) took place on March 28, 1945. The rate of climb at the ground reached 70 m / s, and it climbed 12,000 meters in 3.9 minutes.
On June 25, 1944, the Me 262S-2 was accelerated to a speed of 1004 km / h, which was the highest achievement for an aircraft of this type.
An SG-500 Jagdfaust recoilless gun was installed in the nose of the fuselage of the Me 262E aircraft.
The following modifications of the Me 262 were also developed and tested:
- Me 262HG - high-speed fighter with a large sweep wing and two engines recessed into the wing (BMW003 for Me 262HG I, HcS 011 for Me 262HG II and Jumo 004B for Me 262HG III);
- Me 262 "Aufltfarer" (I, la and II) - reconnaissance variants with Jumo 004С engines;
- Me 262 "Schnellbomber" (I, la and II) - high-speed bomber, variants I and 1a were a modification of the previous version with a suspension of bombs under the front of the fuselage, variant II had an increased volume of the fuselage with a bomb bay,
- Me 262 "Lorin" - with additional ramjet engines above the main engines.
After the end of World War II, the Me 262 aircraft were produced in Czechoslovakia under the designations "Avia" S-92 (single-seat fighter) and "Avia" CS-92 (training two-seater aircraft) for the national air force.
Sources of information:
1. Green, Cross "Jet Planes of the World"
2.Wikipedia site
On April 18, 1941, the first prototype of the German Me.262 turbojet fighter took to the skies. True, on piston engines. Subsequently, this aircraft became the most formidable fighter of the Second World War, whose potential was never fully revealed.
The German jet fighter could easily deal with the "flying fortresses" of the Allies. Mass raids began as early as 1942, when on the night of May 30-31, over a thousand Allied bombers raided Cologne. In the future, the blows only increased, but the Me.262 was pinned to the ground by the order of the Fuehrer, who demanded to turn this fighter, which was at that time advanced, into a bomber. As a result, Germany lost its air superiority, and its industry was destroyed by powerful air strikes.
Flight characteristics
At the time of its appearance, the Me.262 had no equal in speed - 869 km / h (while the test pilot of the firm "Messerschmitt" L. Hoffman at an altitude of 7000-7200 m reached a speed of 980 km / h), exceeding by 200-300 km / h aircraft of the allies. |
And the rate of climb of the new fighter was out of competition - it could climb vertically, which was impossible for the Allied aircraft. The jet "Messer" held a high turn rate longer and had a very high dive speed.
Had these aircraft appeared in large numbers in 1943, the airspace would have remained with Germany. Neither a fighter nor an enemy heavy bomber could resist the attacks of the Me.262. Even such monsters as "flying fortresses" were defenseless in front of him.
 |
Here is how the pilot of the American four-engined bomber "B-24" "Liberator" C. Beyman describes the meeting with these fighters: "… we were deep in German airspace when a fast plane flashed by on our right. My co-pilot shouted, "What was that?" "Messerschmitt 262" is a jet fighter, "I replied. At that moment, three B-24s, engulfed in flames, were already heading for the ground. Apparently, their crews could not understand anything - the German fighter attack was so fast. reported seeing Me.262 flying around us. Where the hell is our fighter cover? At that moment, the bomber shook from machine-gun fire, and the cockpit filled with smoke of burnt gunpowder. One Me.262 flew over our heads; the machine guns of the airborne gunners fired Me.262 attacked us twice. In the second attack we lost two more B-24. About fifty of our pilots were killed then.".
This battle took place on April 5, 1945, very little time remained before the surrender of Germany.
Jet Me.262 was trusted only by the most trained and experienced pilots; such aces as Johannes Steinhoff (176 shot down planes, of which 6 were on Me.262), Walter Novotny (248) and others fought on them.
Armor and armament
The Me.262 cockpit was completely sealed and withstood a pressure drop of "1: 2" (that is, at an altitude of 12,000 m, the pressure in the cockpit was equivalent to 6,000 m). The thickness of the frontal armored glass reached 100 mm, and the pilot was also protected by 15-mm armored partitions in front and behind. The fuel tanks were sealed. |
The standard armament of the Me.262 - four 30-mm MK 108 cannons - was not very successful: the guns had poor ballistics and often refused. So, low speed projectile - only 805 m / s - led to a large dispersion of the queue, and the effective firing range was no more than 150-200 meters.
The Me.262E modification was armed with a 50 mm VK-5 cannon, one round of which was enough to shoot down a bomber.
 |
In addition, there were Me.262A-1b armed with 24 R-4M missiles under the wings. The filling of each rocket - 500 g of RDX - was enough for any bomber in excess, the main thing was to get there. However, one volley was enough to shoot down several bombers, which then broke the formation.
 |
By the way, the German design of the stabilization unit for this missile turned out to be so successful that it is still used to create unguided missiles in many countries.
Innovations and disadvantages
The Me.262 was equipped with an ejection seat, which helped save the pilot's life at high speeds. The fighter contained a large number of various electronics: radar, navigation devices, etc. The Me.262 used air bombs, the use of which was partially calculated by on-board computers. |
At the same time, the plane suffered from many "childhood diseases", the main problem was the engines. Because of them, the largest number of losses occurred: with a sharp increase in power, the engines caught fire, their resource was only 25 hours, if the fuel supply changed too sharply, the flame went off, which led to a plane crash. Even a landing with one engine inoperative often ended in the death of the plane. In addition, the Me.262 required highly qualified service, as well as high-quality and long runways, which was unacceptable in a war.
 |
In addition, by the end of the war, Germany had problems with supplies, and there was a catastrophic shortage of fuel. Therefore, only 61 aircraft participated in the battles, while the production rate reached 36 aircraft per week. However, even this number of Me.262 was able to destroy 467 Allied aircraft, including more than 300 heavy bombers.
They were knocked down
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Despite the great superiority over the Allied fighters, the Me.262 was still shot down, the outcome of the battle was decided by courage and skill, which the Soviet pilots could not lack. Ivan Kozhedub (on "La-7"), Nikolai Kuznetsov (on "Yak-9"), Garry Markveladze (on "Yak-9"), as well as Lev Sivko, who entered the battle, recorded their own account on the Eastern Front. against two Me.262. One German fighter was shot down by a Soviet pilot, but he himself died in this unequal battle. The Allies also managed to chalk up several jet fighters. For example, one of the best aces of the Luftwaffe Novotny was shot down by a Mustang pilot when he was trying to bring the damaged (only one engine was running) Me.262 to the airfield.
The 262 test team from Lekfeld, formed in April 1944 under the command of Captain Thirfelder, was to lead the Me 262 into battle. The core of the EKdo 262 originally consisted of Messerschmitt test pilots who trained pilots and developed suitable combat tactics. The latter was tested in June 1944, when the first experimental attempts were made to intercept the Allied scouts. The EKdo 262 soon had two Lightning and one Mosquito. Soon, the first commander of the unit, Captain Thirfelder, was killed after his plane, already damaged in battle, crashed near Lekfeld. By that time, the Mosquito photo reconnaissance officer from the 544th RAF squadron had managed to obtain reliable data on the combat readiness of the Me 262, putting an end to allied doubts.
On July 25, 1944, the Mosquito, under the control of Flight Lieutenant Ball, was flying at an altitude of 9000 m near Munich, when an observer warned the pilot about a twin-engined aircraft rapidly approaching from the tail side. This was unexpected, since the Mosquito, when flying at high altitude, practically did not encounter any opposition. Ball immediately gave full throttle, but the enemy plane - it was already clear that it was a Me 262, bypassed the Mosquito and turned to attack. After a sharp bend, the Me 262 was in 2000 m behind the Mosquito in a minute and was rapidly approaching again. From 700 meters the pilot of the Messerschmitt opened fire, but Ball left with a quick turn to the left, and then turned on the Me 262, forcing him to turn away. This maneuver was repeated four times. At the same time, the German never managed to get into the Mosquito. After the fifth call, Me 262 dived and from 700 m tried to attack the Mosquito from below, but Ball again managed to escape from the fire. However, the Englishman liked the situation less and less, and he swooped down into cumulus clouds. After three to four minutes of flying in the clouds, Me 262 disappeared from sight.
It is interesting to note that two days later, on July 27, 616 Squadron entered service with the first Gloucester Meteor jet fighter and made its first combat mission to intercept the Fi-103 Fieseler missile. The British Fighter Command was initially preparing the 616th Squadron for high-altitude air battles and planned the combat debut of the English jet fighter two or three months later, but the situation forced them to immediately throw them to intercept the Fi 103.
After the death of Thierfeld, Major Walter Novotny (the best ace of the Luftwaffe on that day) took command of EKdo 262. Although Walter Novotny is considered the fifth most shot down Luftwaffe ace, he was at the time the most famous ace of the Second World War outside Germany. He held a place of honor along with Galland and Melders in popularity, and his name was one of the few that leaked behind the front lines during the war and was discussed by the public of the Allies, just as it was with Belke and Richtofen during the First World War.
Novotny was respected among German fighter pilots like no other pilot.
Novi, as his comrades liked to call him, was a legend during his lifetime. Captain at 22, he chalked up 250 aerial victories even before his next birthday and became the first pilot to achieve this almost unbelievable number of aircraft downed. He became the eighth soldier to receive the Knight's Cross with Oak Leaves, Swords and Diamonds.
It was to him that General Adolph Galland granted the honor of commanding the first unit equipped with Me 262 jet fighters.
After disbanding in September, EKdo 262 was transformed into the "Novotny team". The main task for her was to intercept American bombers. Officially, the Novotny Command became operational on October 3, 1944, with 40 Me 262A-la interceptors, of which only 30 were operational. The Command consisted of two squadrons stationed at Achmer and Hesep near Osnabrück, on the main routes American bombers. Four days after entering service, the "team" suffered the first losses. A Mustang from the 361st Fighter Group, under Lieutenant Drew's control, dived on two Me 262s taking off. Both Messerschmitts were shot down. Although the "team" chalked up 22 victories over a month of battles, the effectiveness of its actions was lower than expected - only three remained in the "team" of 30 combat-ready aircraft. Only a few cars were lost in battles, and the rest were lost in accidents due to the unreliability of technology and the mistakes of poorly trained pilots. With 255 air victories already on his account, Novotny took off on November 8, 1944 to defend his base from a raid of B-17 bombers. He broke into the formation of bombers and very quickly hit three cars one after the other. Then one of the engines failed. Over the next few minutes, at a height of about one kilometer, Novotny was attacked by a group of American fighters. His plane crashed to the ground with a howl and crash and exploded. The burnt remains of the Knight's Cross and the Diamond Supplement to it were later found in the wreckage. After the death of Major Novotny - the third loss of the day - the "team" was withdrawn from the fighting, and the surviving personnel served as the nucleus for the formation of the first group, armed with Me 262 - III / JG 7 (3rd group of the 7th fighter squadron).
Meanwhile, the first Me 262A-2a fighter-bombers entered service with the KG 51 (51st Bomber Squadron). Major Schenck took command of them. The combat debut of the "Schenk team" took place in August 1944 over the north of France. It was Me 262A-2a from the "Schenk team" that was the first jet aircraft shot down by the Americans, when on August 28 two Thunderbolts from the 82nd Fighter Squadron under the control of Major Meyer and Lieutenant Gray dived on the Me 262 flying at an altitude of 150 m near Brussels ... The Me 262 pilot noticed the danger too late and was immediately shot down.
Although the combat activity of the Me 262A-2a fighter-bombers from the "Schenk command" was nothing more than pinplugs for the Allies, it was considered very successful in the Luftwaffe, and the KG 51 was gradually re-equipped with the Me 262. The 3rd Squadron KS 51c Me 262 became operational by the beginning of October, following the other squadrons of I / KG 51. Me 262s from KG 51 now carried out regular bombing attacks on the strategic bridge of Nijmegen, held by the British. Fighters and anti-aircraft guns could not provide them with any resistance. Me 262 acted one by one, reaching the target at an altitude of 8000 m during the day, and dropped bombs from a gentle dive from an altitude of 6000 m.When cloud cover is below 300 m, the aircraft dived to an altitude of 150 m. 3000 m. With such a high speed of flight and a change in altitude, anti-aircraft guns were useless. Although the attacks of single Me 262s were of little use, the fact that the jet "Messerschmitts" could operate with almost impunity caused annoyance to the opposing side. No air cover of the bridge could solve the problem and did not even allow to shoot down a single Me 262. Spitfires -XIV and Tempesta -Vs were brought in to patrol around the bridge, but they did not succeed either. At the first sign of danger, the Me 262 performed a coup and dived away or went up, using a higher rate of climb.
During the winter of 1944-45 GT, the number of Me 262 units grew rapidly. Group I KG 51 was joined by the headquarters and Group II of the squadron, which received Me 262A-2a, as well as the reserve group IV (Erg.) / KG 51. On the basis of Me 262A-la / U3, a reconnaissance unit was formed - "Braunegg's test team", later which became the 2nd squadron of the 6th reconnaissance group. I / KG 54 was re-armed from Ju 88A to Me 262A-1a, after which the group was renamed I / KGU) 54. It was based in Giebelstadt near Würzburg and was considered a group of "all-weather interceptors", although the fighters did not have the appropriate equipment. The very first battle of this group turned out to be fatal. On February 25, sixteen Me 262s took off in bad weather conditions with a cloud base of 1000 m. The planes took off after the Me 262 squadron commander Lieutenant Colonel Ridezel when Mustangs fell out of the clouds. The position for the Me 262 was extremely unfavorable, and in the ensuing general dump, von Ridesel and two other pilots were killed and seven aircraft were decommissioned. After this failure, the group never managed to recover. By the end of the war, which found the group near Prague, it had only 10 victories.
At the beginning of 1945, several more bomber units began rearmament on the Me 262A, but until the end of the war, none of them entered service. On February 1, as part of the 9th Air Division of the Reich fleet, Me 262 flew KG (J) 6 in Prague, KG (J) 27 in Marchtrenk, KG (J) 30 in Smiršice near Kenigtraz, KG (J) 54 in Giebelstadt, KGO) 55 in Landau. In addition, reserve groups 1 (-Erg.) / KG (J) in Pilsen and II (Erg.) / KG (J) in Neuburg were formed. The task of training jet pilots after the EKdo 262 in November was assigned to III / EJG 2 there, in Lekfeld, and at the beginning of the following month, a full-fledged JG 7 fighter squadron was formed under the command of Colonel Johannes Steinghof. The first combat-ready group of the squadron was III / JG 7 under the command of Major Rudolf Zinner, which was transferred to Parchim near Schwerin. The squadron headquarters was soon formed. By that time, Colonel Steingoff had been replaced by Major Theodor Weisenberger. Squadron headquarters and HI / JG 7 maintained an almost constant composition of 45 Me 262s in the last weeks of the war, of which rarely more than 30 were combat-ready. Nevertheless, by the end of the war they had at least 427 victories, of which about 300 were four-engine bombers! It was planned to bring the squadron to full strength from III / JG 7 in Brandenburg-Brest, I / JG 7 in Kalten-kerchen and II / JG 7 in Neumünster, although groups I and II were never brought to full strength. Another part of the squadron was formed in Lekfeld IV (Erg.) / JG 7 - a reserve group that managed to take part in battles and chalked up 30 victories. Another unit with the Me 262 that did take part in the final battles of World War II was the JV 44, possibly one of the most unusual fighter units in the Luftwaffe.
At the beginning of January 1945, the Inspector General of Fighter Aviation, Adolf Galland, was removed from his post for serious conflicts with the leadership. This news caused shock among the fighter pilots, especially the command staff. This was the last argument that pushed a group of officers led by Colonel Luttsov, Steingoff and Trautloft to unite. They were looking for a way to remove Goering's Reichsmarschall of Aviation from office, as well as changes in the leadership and equipment of the fighter units.
These well-known aces pilots in Germany, together with Colonel Neumann, Maltsachn and Redel, drew up a document in which it was frankly written about the distrust of the fighters in the leadership.
After reviewing the document, Goering on January 19, 1945 ordered to gather all the disgruntled senior officers at the Aviation House in Berlin. This meeting was quite dramatic. Luttsov, who was elected speaker on behalf of the disaffected, openly expressed the demands of fighter aircraft: to arm the Me 262, first of all, fighter units, not bomber units. Further, he demanded that the Air Force command stop attacks on its own pilots. From the general opinion, he expressed distrust in general to the whole style of leadership of Goering. He opposed the requirement to fly in any weather, which led to large losses among inexperienced pilots, but did not cause significant damage to the enemy. The last demand was the return of Galland to his former position.
Having listened to these demands, the enraged Goering called the association of officers a conspiracy and left the premises with the words: "Lyuttsov, I will shoot you!" The Reichsmarschall, of course, did not go that far, but the results of the meeting soon appeared. Luttsov was sent to Northern Italy, where he took over from Colonel Neumann the post of commander of fighter aircraft in the area. Steingof was banned from commanding combat units and left without a post. Galland, whom Goering considered the head of the "conspiracy", had to leave Berlin within 12 hours and report his location every day. The Reichsmarshal ordered to disperse the "rebels" in different directions and issued an order prohibiting contact between them.
A day later, General Sperle informed Hitler of these events. He urgently summoned Goering and demanded a report on everything that had happened. He especially wanted to know the reasons for removing Galland from office. Using various arguments, Goering was able to prove that the removal of Galland was inevitable. Hitler ended the conversation as follows:
What to do with it? He turned down all offers of command positions and wants only to fly.
Good. Galland, Steingoff and others insisted that the Me 262 was a fighter. Let them prove it!
How much to give to Galland? Squadron, group or squadron?
I do not care!
This is how the history of the JV44 began.
Galland wrote about this later: "Goering said that I was given the opportunity to prove the combat value of the Me 262 fighter, which I have always promoted. I can form a small unit armed with this type of aircraft; I can pick up pilots myself. No leadership has any power over this. Moreover, my unit was not supposed to have any contact with other fighter units. This had one advantage - it gave full independence. Goering ended the conversation with the words: “Take Steingof and Lutzov too!” After receiving this official order, Galland went to the VI Division Aviation headquarters for further consultations. Here the question arose of how to name the new unit. It was not a squadron, group or squadron. Finally, they used the unusual designation for the Luftwaffe Jagdver-band (fighter unit). Galland himself chose the name - JV44.
After these consultations, Galland first found Steingof, appointed him as his deputy, and both began to accelerate work on the formation of the unit and its preparation for battles.
JV44 began to be created in early February 1945 at the Brandenburg-Brest airfield near Berlin. At the same time, the formation of I / JG7 (also with Me 262) under the command of Major T. Weissenberger took place here, who gave orders to his subordinates to help JV44 in every possible way. At this airfield there were also workshops where Me 262s were assembled from units delivered from all over the Reich. There the JV44 received its first vehicles. Although the formal order to form the JV44 was dated February 24, 1945, Steingof received the first aircraft on February 10, 1945. These days, the first pilots arrived at the unit. Although initially Galland intended to recruit only the best aces in JV44, at the beginning of the formation of the unit he had to take what the Luftwaffe cadre department had allocated - a few inexperienced newcomers who had just finished training in III / EJG2. Galland instructed Steingof to conduct intensive training of newcomers on the Me 262, and he himself began to make plans for how to get experienced pilots for the JV44. He personally toured hospitals and Aviation Houses, talked with pilots whom he knew well, offering them the opportunity to once again go out against the enemy with the best weapons the Luftwaffe could give. In the second half of February 1945, "masters" appeared in the JV44. First came Lieutenant Kaiser, who had fought on all fronts. Lieutenant K. Neumann, who had flown the Me 262 since December 1944, and who had quite a lot of experience in piloting this machine, passed from the headquarters of JG7. Major C.G. Schnell also arrived, whom Galland had brought without permission from the hospital at all.
The JV44 also included the commander of III / JG7, Major E. Hohagen, an experienced fighter pilot: he was released from JG7 due to the consequences of a head injury during an emergency landing. Galland, was going to invite E. Hartmann to his unit, but he said that because of his youth he would have to fly wingman with one of the older pilots and refused. Subsequently, sitting in Soviet camps, he often regretted it. All these people and their experience were of great help to Steinhof in the preparation of the JV44. The technical officer (engineer) of the unit was Lieutenant G. Farmann, a former slave of Steingof; Galland demanded him from JG7. Later, these functions were transferred to Major Hohagen, who had much more experience in organization and maintenance.
On February 24, 1945, an official order was issued for the formation of the JV44: "JV44 in Brandenburg-Brest. The unit commander has the disciplinary rights of the division commander, in all respects is subordinate to the Reich air force. The special part of Galland includes 16 Me 262 aircraft and 15 pilots." ... Signed by Lieutenant General Koller.
It was clear to Galland and Steingof that neither newcomers nor experienced pilots should be allowed into battle against superior enemy forces until they fully mastered the Me 262. For these reasons, Steingof conducted intensive training from the end of February.
JV 44 pilots flew near the Oder, mastering the skills of piloting a new aircraft. During one of these flights, they won their first victory.
On that day, Steingoff took with him Lieutenant Blomert, one of the new recruits. About the level of his previous fighter training, Steingof said: "Blomert came from" bombers ", he flew the Ju 88 and made his last loop while still in flight school. It is difficult for him to fly on the Me 262!" After the start, we headed east - to the Oder. They kept to the railway to Frankfurt, which led to the river. Stubborn fierce battles took place here. We flew over the river. A Russian fighter appeared directly in front of the Me 262 Steingof. The German pilot was unable to react: since the speed of the Schwalbe was much higher, the Soviet plane was left far behind. Soon Steingof saw a group of 12 approaching fighters with red stars ahead. I tried to catch one of them in the scope, but the Russians noticed this and began to maneuver more intensively. Therefore, he decided to go out of sight, return, hiding behind the clouds, and then fly through the group at full throttle and shoot down someone.
Steingoff flew off and began looking for Blomert's plane. I saw him far behind: an inexperienced pilot could not hold on to the leader. Steingof took off the gas and made a left turn. A minute later, Blomert caught up with him. The presenter again went on the attack and entered the Soviet fighters from the direction of the sun at a speed of 870 km / h. Schwalbe was too fast. Like lightning, Steingof flew past Soviet planes, firing cannons. But not a single plane was shot down.
Steingoff again began to look out for Blomert. He was 2 km lower, trying to catch up with the commander. Look at the clock - 25 minutes of flight have passed. The colonel chose a course that brought him to the other side of the Oder at an altitude of 1000 m. Again he wanted to attack a group of Russian fighters, but suddenly he saw 6-7 Il-2 firing at German positions. Steingoff gave the command over the radio: "Blomert, turn left and follow me!" And at the same time he went to the left. The last attack aircraft appeared in its scope. A short line seems to be passing by. Steingof turned and saw that smoke was coming from the Il-2, the plane was falling to the ground. The winner took the course home, with difficulty he was joined by Blomert, who again could not hold on to the leader. With the last drops of fuel, they landed at the Brandenburg-Brest airfield.
Throughout February and March 1945, part of Galland continued to form. At first it was very difficult, there was not enough of everything. But Galland had good connections and during March JV 44 got everything it needed. Pilot training continued as long as the weather, fuel supplies and enemy fighters permitted. On one of the training flights, the JV44 recorded two more victories. Here is what the culprit himself, Colonel Steingof, wrote: “One of the March days I wanted to teach one of the newcomers to fly in pairs. After takeoff, we headed for our“ training zone ”near the Oder. We flew over the river, on the other side we saw a group of Russian fighters I wanted to attack on the move, but I was again let down by the lead angle when firing, which is different for the "reagent" than for the old Bf 109. I several times unsuccessfully flew through the formation. Then something appeared in front of me that turned out to be a Russian fighter. Instinctively, I fired four 30mm cannons. Like lightning, a cloud of debris swept around my cockpit, and the remnants of a Soviet fighter fell to the ground. It literally crumbled in the air! Looking back at the group I was attacking, I saw Soviet fighters at full throttle go east.
I turn, descend, and find a lone fighter jet with red stars below me flying westward. I catch him in the scope and shoot. Its pilot tried to get away at low level, but crashed into the top of the hill. I turn around, looking out for my ward. He is not far away, at my command he approaches me, and we fly home "(it should be noted here that the few Me 262s that appeared on the Eastern Front also suffered losses from Soviet fighters; at least in March-April 1945, three Soviet pilots - captains Kozhedub (La-7), Kuznetsov (Yak-9) and Markveladze (Yak-9) announced the destruction of enemy jet aircraft, and Lieutenant Sivko (Yak-9) died in battle against a pair of Me 262, shooting down one of them - approx ed.).
At the end of March 1945, the formation of JV 44 ended. Galland decided to use all his connections to transfer part of him to southern Germany. Officially, he justified this by "covering the remaining industrial facilities": but in reality, he did not want to keep his pilots near Berlin, where the main attack of the Red Army was expected. He really received such an order on March 31, 1945, but preparations for relocation to the Munich-Riem airfield began a few days before. The first to leave Brandenburg was the train carrying JV 44 equipment - equipment, weapons, tractors, cars, kitchen and spare parts for the Me 262. Everything that was needed from the warehouses. Due to bad weather, the ferrying of aircraft began only on April 3, 1945. The aircraft flew on the Erlanger-Nuremberg-Munich route, and two of the 12 were lost. One of them was the plane of Chief Feldwebel E. Schallnozer, the "White Five", shot down over Munich by the American P-38 fighter.
In Munich, shelters were prepared for the planes away from the runway, since this airfield was a favorite target of American aviation. At the same time, all Me 262s were being repaired and armed with R4M missiles, which Galland and Steingoff liked very much. All aircraft received a panel under each wing, on which 12 missiles could be hung. Thus, a salvo of 24 unguided rockets could be fired from the plane at once, each with 0.5 kg of explosives in the warhead. Some Me 262s received such a suspension back in Brandenburg, but this weapon was not tested there. Therefore, it was very interesting for the pilots to test missiles on American bombers.
The personnel of the unit were stationed near the airfield. Galland and Steingoff used their last free days before the start of combat flights to bypass hospitals and field hospitals near Munich, in order to find more of the "old men" and bring them to JV44. In the Aviation House near Lake Tegern, they found those they were looking for: V. Krupinsky and G. Barkhorn. The first, an ace of the Eastern Front, was one of E. Hartmann's teachers and himself shot down more than 190 aircraft. The second, the No. 2 ace on the list of Luftwaffe pilots, had 301 victories. They both decided that they would follow Galland to Munich. Soon from Italy came the man whom they had been waiting for - the orator from the "rebels" - Luttsov. The new arrivals began to retrain on the Me 262.
It was during these days that JV 44 began to become an "elite unit", about which Galland later wrote: "The knight's cross was our service sign!"
On April 4, 1945, JV 44 aircraft met for the first time in air combat with American aircraft. Mustang pilots from 324 FG (15th Air Force) met a group of Me 262 over Munich. Lieutenant A. Candice and Lieutenant JV. Haun was recorded under one damaged Me 262, and Lieutenant R.A. Deci - one shot down Me 262. Between 16.20 and 16.35 another group of American 325 FG fighters collided with a Me 262 near Munich, and Lieutenant W. Dey damaged one of them.
German sources do not mention these battles, so today it is impossible to firmly assert how plausible the statements of the American pilots are. However, the Me 262 was not intended for maneuverable air battles.
The main task of JV 44 was to intercept the formations of Allied bombers. Due to the large covered area and low acceleration characteristics, the Me 262 from the JV 44 were forced to operate in triplets, while the JG 7 usually used a four. The three planes were chosen due to the poor maneuverability of jet fighters, which found it difficult to maintain formation during maneuvers. The two rear planes usually flew slightly lower so as not to lose the wingman during maneuvers due to poor visibility from the plane down.
To attack bombers, JV 44 usually used at least a squadron - usually nine fighters or three triplets. One link was leading, the other two flew behind and above. The interval between the aircraft was 100 m and 150 m in height, between the links - 300 m. When flying more than one squadron, others took a seat in the back and slightly higher. When a formation of bombers was detected, the links separated and attacked from behind one by one. Using several squadrons of interceptors, each of them attacked "its own" group of bombers. The attack began 5 km before the target, usually with an excess of 2000 m.Me 262 rebuilt into a column and dived 500 m below the formation of bombers and 1500 m before them, then again gained altitude to be directly behind it at 1000 m. The main target This maneuver was to gain speed up to 850 km / h, which excluded the opposition of the escort fighters, although a lower speed was preferable for accurate aiming. During the attack, the flight tried to act as openly as possible in order to break the "wall" of defensive fire from the bombers.
The Me 262 from JV 44 used the usual Revi 16B sight, but with specially applied markings corresponding to the B-17 wingspan at a distance of 600 m. At this distance, 24 R4M missiles were launched in one volley, after which the pilot opened fire from MK 108 cannons. approaching 150 m with a target, the Me 262 gained a little altitude in order to pass as close as possible over the formation of bombers, thereby making it difficult for the B-17 air gunners to fire. Passage under the formation of bombers was considered dangerous, since the debris of damaged bombers and spent cartridges, poured in large quantities, could get into the air intakes of turbojet engines.
After the passage over the bombers, there was an attack by the next group of bombers on the course, or a dive from the battle. They did not try to assemble a group after the attack - the formation was scattered too widely, and the fuel supply was too small. The frontal attack was unrealistic due to the too high approach speed, which did not allow to accurately aim and fire.
Having met with the allied fighters, the Me 262 group commander decided whether to accept the battle most often, depending on the availability of a speed reserve. Me 262 climbed and attacked from above. Allied fighter pilots had no choice but to turn on attacking jets, since the one that continued to fly in a straight line usually went astray. Me 262 usually went up and repeated the attack. If the Allied fighters were in a defensive circle, then the Me 262 dived from above and opened fire, trying to make a turn after the "circle", after which they went up. The delay in the battle on bends for the Me 262 has always been not profitable.
On April 5, 1945, JV 44 was raised against the formation of B-17 and B-24, formed near Paris and flying in a northeastern direction. Five Me 262s rose from Riema. On the first contact with the formation with missiles, they shot down two B-17s. One of them fell under Karlsruhe. Two more B-17s were damaged so badly that upon their return they had to be written off. In addition to bombers, the Americans lost one P-51 from the escort, which fell victim to one of the German pilots.
After the missiles were used up, the JV44 pilots attacked the second wave of American bombers, which consisted of B-24s. This time they attacked with cannon fire. Here is what C. Beyman, a pilot who flew in one of the B-24s, said about this: "On this sortie, I acted as the commander of one of the machines. We were deep in German airspace when a very high-speed plane flashed to the right." ? "my co-pilot shouted. Messerschmitt 262 is a jet," I replied. We see that three B-24s are already heading towards the ground in flames. Their crews, apparently, did not understand anything, such an unexpected attack by German jet fighters was. The shooters reported seeing Me 262 flying around us. Where the hell is our fighter cover? At this moment, the bomber shook from machine-gun fire and the cockpit was filled with smoke of burnt gunpowder. One Me 262 flew over our heads; the machine guns of the airborne gunners fired like mad. The "reactive" decreased with every second, its speed dropped. I saw him descend into the clouds and explode right in front of our formation. Me 262 attacked us twice. In the second attack, we lost two more B-24s. About fifty of our pilots died then. "
For this day, the pilots of the JV 44 could be calm. Seven American four-engined bombers were shot down and several more were damaged. R4M rockets have proven to be very effective weapons. One missile was capable of destroying the "flying fortress".
The name of the pilot who died in the exploded Me 262 is unknown. It was probably one of the newcomers.
No fighting took place for several days. JV 44s were busy retraining pilots on the Me 262.
On April 8, 1945, Colonel Steingof took off with his wingmen Lieutenant Farhmann and Captain Krupinski. We flew to the foot of the Alps. We flew at an altitude of 6000 m. Steingof reported: "Lightning" left, below! ", And began to climb. Farchmann could not resist in the ranks and remained 1000 m lower. Steingof switched to a dive and attacked the P-38 group. His old mistake again appeared during attacks on the Me 262 - incorrect lead when firing.His cannon shells did not hit any of the aircraft, but his Schwalbe also slipped through the American formation intact.
Steingof continued his flight on a course to Stuttgart, from where the guidance center reported on enemy bombers. He gained an altitude of 8000 m, where his plane found Farkhmann and joined him. A minute later Krupinski came up.
Not far from Stuttgart, they found a large compound B-24 and B-17. These were the aircraft of the Eighth Air Army (8AF), going to Regensburg. Steinof was the first to attack. He flew past the escort aircraft and, when approaching the bombers, first wanted to open fire with rockets. However, the device did not work, the missiles did not come off the guides. So he quickly switched to cannon firing. Steingoff turned and saw the engines of one of the Liberators enveloped in flames and black smoke. The second four-engined bomber shot down Fahrmann, and then one B-17 was sent to the ground Krupinski. Farhmann managed to knock out another B-17, he damaged his right engine. A minute later, enemy fighters attacked him. Steingof looked out for his wingman, but to no avail. The amount of fuel forced him to return to Riem. Immediately after landing, he began to ask about his friend. But no one knew anything about him - only two "Schwalbe" - Shteingof and Krupinsky sat down.
What happened to Farhmann? When entering the attack, the arrows damaged his right wing so that the engine failed. Farchmann tried to escape in his damaged plane, but four escort fighters spotted him. The retreat failed, the Me 262 flew too slowly on one engine and the American fighters bombarded the Schwalbe with bullets. They punched through the cockpit and smashed the dashboard. Farhmann realized that he had to jump out to save himself. He opened the cockpit canopy, unfastened the seat belts and the air stream literally "sucked" him out of the cockpit. I pulled on the parachute loop and dropped to a small forest near the Danube bank. When he was descending, he heard something big fall into the river - this ended his journey with his Me 262.
Farchmann was shot down by Lieutenant J. Usyatinsky from 358 FG (9 AF), who at 14.15 attacked one Me 262 near the place where Slave Steingof's plane fell.
On April 9, 1945, 8 AF bombers targeted Munich, in particular the Riem airfield, from which the Me 262 operated.
JV 44 then lost at least one aircraft. Major E. Giller from 55 FG, pilot of the P-51 fighter, wrote it down: “When we were leading a large formation to Munich, we flew into small clouds, north of the city, directly in front of the target. I was at an altitude of 7000 m. clouds, collided with a Me 262 opposite me. I saw that it was pursued by two P-51s. I dropped the tanks and turned left in the hope of intercepting him. I had the advantage in height and I set off after him. About 10 minutes later I The jet turned around slightly and began to descend.At the same time, we ended up over the lower outskirts of Munich: Me 262 was flying at an altitude of 300 m, and I was at 2000 m. Then I lost it again for a minute, then I found it - it approached the Rie airfield I gave full throttle to my P-51 and caught up with the German at an altitude of 150 m, 100 m before the runway. I gave several bursts and watched the hit on the left wing and fuselage. The German had already released the landing gear and his speed was about 400 km / h. I had 720 km / h on the speed indicator, so I flew over him and took the handle over to gain altitude again. When I turned around, I saw that my opponent lay down on his belly about 100 m behind the strip. He did not burn - apparently he was left without fuel. The German plane was definitely destroyed. "
Major Giller's information confirms what the German pilots said: the plane was the most vulnerable during takeoff and landing. This attack is a classic example of fighting the Me 262.
In addition to this aircraft, JV 44, according to American data, lost another one, shot down by another 55 FG pilot, Lieutenant G. Moore. However, this victory has not been confirmed and its details are unknown.
And what about 9.4.45 do German documents write? The enemy air link began a raid on Munich and the Riem airfield. Several enemy bombers were shot down during that raid. The runways in Riena are badly damaged, water and electricity supplies are disrupted. Hangars, workshops were damaged, several tanks with fuel were destroyed. Intensive work has begun to eliminate the damage, but the airfield could not function for at least two days. "
For Galland and his pilots, this meant that they would not be able to take off against the enemy. 10.4.45 Galland was summoned by Goering to Obersaltzbergen. Galland later wrote about this: "The Reichsmarshall received me with amazing attention, asked to be informed about the first battles of my unit. All his skepticism about the Me 262 in the defense of the Reich disappeared. Goering confirmed that I was right about using the Me 262."
At the Riem airfield, personnel worked hard to bring the runway into working order. The work was constantly interfered with by the 353 FG pilots, who dropped small fragmentation bombs and fired at everything moving. Finally, they managed to find the disguised Me 262, which they chose as their target. Three Schwalbes were completely destroyed and three damaged. Steingoff ordered all the other Me 262s to move away from the airfield.
On April 11, 1945, 8 AF bombers again swooped down on Rien and destroyed everything that could be repaired. The only plus was that none of the remaining JV 44 aircraft were damaged. They waited out the raid in cover far from the raid's targets.
Between 12 and 15 April 1945 at the Riem airfield there were accelerated renovation work... During these days, neither the German nor the allied archives mention meetings with the Me 262 in the vicinity of Munich. Apparently the American bombers did a "solid job" and forced the JV 44 to stay on the ground.
On April 16, 1945, the Riema runway was finally brought up to an acceptable condition and the JV44 aircraft were able to go into battle. The first of these was the attack by four Me 262s on the B-26 group. Galland himself led them in the attack. He later wrote: “Near Landsberg, we encountered a group of 16 Marauders. We attacked them from a distance of 600 m with a volley of missiles in formation. I saw two hits. One plane caught fire and exploded. The second lost most of its right wing and began to fall straight down Meanwhile, three vehicles following me successfully attacked. My wingman, E. Schallmoser, who rammed the Lightning over Riem a few days ago, did not shoot until he came very close to the B-26. When he opened fire on the enemy bomber, then he could not dodge and the planes collided. Both cars began to fall to the ground, none of us thought that the young pilot had a chance to survive. But in the evening the phone rang - Schallmoser was talking from the outskirts of Kemlchna. They sent a car for him. We waited a long time until he was brought in, finally he appeared with a wounded leg and a parachute. He wished he had visited his mother, who lived near the place where he had jumped. "
In the afternoon, Galland's unit launched again, this time against the 8 AF four-engined bombers that bombed Rosenheim south of Munich. Again there was a collision with American fighters. Major L. Norley recalled: "We provided direct cover for the" box "of bombers all the way. Near Munich, at an altitude of about 700 m, we noticed a single Me 262 flying to the southeast. I sent one flight after him to follow him, and if he lands, shoot him down. However, the jet pilot noticed them, gave gas and flew away. "
The JV 44 pilots were successful - they attacked the B-17 formation and shot down three cars.
On April 17, 1945, 9 Me 262s were launched under the command of Galland, Steingof and Hohagen, split into three flights of three aircraft each. This was probably the largest number of aircraft the JV44 fired into battle at the same time. The small group flew towards Munich, where American bombers were dumping their deadly cargo.
The Me 262 pilots waited for the bombers to leave the anti-aircraft fire zone, and then went on the attack. The first three launched missiles. The formation of the B-17 was violated. One plane exploded, the surrounding, struck by the shock wave, fell out of order. At that moment, the second triple Me 262 launched their missiles. Colonel Steingof saw how the last Schwalbe flight hesitated with high speed compared to bombers, crashed into one of the Boeing. The German fighter literally cut off the high keel with its wing. The B-17 spun and began to fall to the ground (the entire crew of Lieutenant B. Harris died in its debris). The Me 262, without the outer wing, followed. Steingof did not have time to trace the further fate of the unguided fighter, since he had to lead his link into the attack. First he wanted to fire rockets. However, the trigger again did not work and he flew through the formation of American bombers, firing from the cannons. He calmly watched as smoke poured out of one B-17. And another plane caught fire. Then the American escort fighters fell from above. But the German pilots did not allow themselves to be drawn into battle, increased their speed and headed for Riem. However, they found their airfield in ruins. During their absence, another group of bombers severely damaged the airfield. However, all Me 262s landed successfully, were pulled to the side and covered.
Eight aircraft returned. The car of Ober-Feldwebel E. Schallmoser disappeared. It was he who collided with the B-17. After his third ram, no one believed that they would see him alive. But on the second day, Schallmoser showed up in Riema. He again managed to leave the uncontrollable Me 262 and descend by parachute. In this battle over Munich, German pilots counted six B-17s shot down and two badly damaged. In fact, 7 B-17s were lost, one from anti-aircraft artillery fire and somewhat heavily damaged.
On the morning of 18.4.45, the German radar station detected a large group of bombers in the Stuttgart area. The intended target is Regensburg. Contact was established with JV 44 in Riema and Galland ordered six Me 262s to be raised. The planes took off in triplets. On that day, the best squad started not only in JV44, but in all Luftwaffe. They were: Steingof (176 wins), Galland (104), Barkhorn (301), Krupinski (197), Lutzow (105), Farhmann (4).
The first flight, Galland-Barkhorn-Lutzow, took off without any problems, although this was the first combat sortie for Buckhorn on the Me 262. The start of the second flight began with troubles. The leader, Colonel Steingof, hitting the bomb crater, broke the right landing gear. The fighter, loaded with fuel and missiles, scuffed on the ground, the starboard motor flashed; the car crashed into an embankment at the end of the runway at full speed. The landing gear broke, the plane jumped and caught fire immediately after the fall. No one hoped that Steingof would be saved. But a burning pilot jumped out of the flame. He was taken to the hospital, where he met the end of the war.
The five remaining Me 262 attacked group B-26 from 322BG and, passing through the P-51 guard, shot down one Marauder and damaged the other. The data from the other side show that Steinhof was not the only loss of JV 44 that day. Mustangs from 325 FGs were patrolling at 18.4.45 near Riema. At 10.50, Major Johnson spotted a jet fighter taking off. He dived from 3000 m to the ground and his machine guns hit the Me 262 in a minute, when he got off the ground. The German pilot was gaining altitude and turning to the left under fire. Johnson kept contact and fired in short bursts. Both aircraft climbed to an altitude of 1000 m when the Me 262 fell backwards and a German pilot jumped out with a parachute. The name of the downed pilot is unknown.
Luck seems to have turned away from JV 44. On April 21, Barkhorn was wounded in battle, and on the 24th Colonel Lyuttsov was declared missing. On April 26, a new misfortune befell this part - Galland was wounded and he had to be sent to the hospital. During its existence, the JV44 has chalked up about 50 aerial victories.
As mentioned earlier, Group III / EJG 2 was formed in Lekfeld in September 1944 for accelerated training of pilots for jet aircraft in Lekfeld on the base of the 262 test team. This unit became widely known in early 1945, when the Luftwaffe command decided to accelerate armament fighter units with Me 262 aircraft.
III / EJG2 was stationed at the Lekfeld airfield, and fighter and bomber pilots began to arrive there. There was only one order: "Learn to fly jet fighters as soon as possible!" In accordance with this, the course was built. At first, 20 hours of flights on the Bf 110 and Me 410 with one engine off, which prepared for future difficulties with the Me 262. Actually, acquaintance with the "Schwalbe" included eight flights with a total duration of 7 hours: an hour in a circle over the airfield, two hours of aerobatics, an hour flight over the terrain (navigation training), an hour of high-altitude flights and two hours to develop flying skills in formation. At the end - a flight with shooting. This was the end of the training, everything else was carried out in the unit where the pilot was heading, and largely depended on his training.
But carrying out this minimal program at the beginning of 1945 was not easy. There were very few two-seater Me 262B; some experienced front-line pilots switched from a theoretical course directly to single-seater combat vehicles. Surprisingly, with constant technical failures, there was only one accident due to a flight error during training.
Allied aviation constantly interfered with training, as Captain E. Hartmann, who was one of many undergoing retraining on the Me 262, writes about:
“The Americans attacked the airfield every morning, and flights could only begin after the repair of the runway, at about 10.30. They flew for an hour and a half, then by noon allied fighters appeared and attacked from a dive. tons of explosives. At night, the typical sound of Merlin engines was heard, which meant that we were visited by the Mosquito. RAF planes dived, fired at everything that glows in and around the airfield. "
As you can see, the work of III / EJG 2 was not easy at all. In February 1945, the famous German ace pilot Heinz Bar took command of the unit. Bar, in addition to training pilots, participated in tests that took place in the Lekfeld branch of the firm "Messerschmitt". In practice, Bar flew them several times a day, so it is not surprising that he achieved the skill in flying a jet fighter that allowed him to obtain such high combat results. Unfortunately, now it is no longer possible to find out exactly in which tests Bar participated (80-90 flights on experimental machines are not recorded in his flight book). He flew with outboard tanks, R4M missiles, and aircraft with combined weapons (Me 262A-la and Me 262A-la / U5). His flight on Me 262C-1 ("Heimatschutzer I") is confirmed. On this plane, Bar took off on 15.02.45 and at the same time reached the highest performance ever measured on the Me 262 - a speed of 1040 km / h and an altitude of 14,700 m. In addition to testing and training pilots, Bar again began to make combat flights. His first known combat sortie on 03/02/45 g. He had two advantages on his side: a jet fighter, which few still mastered, and his old friend Leo Schumacher, who also got into III / EJG 2, and again became the wingman of his commander from JG 1. It can be considered that part of Bar's merit is that Schumacher was awarded the Knight's Cross on 01.03.45.
Bar won his first victory on Me 262 on 19.03.45. The enemy fighter of the P-51 type had to be attacked twice, since the weapon refused on the first call. The interference was eliminated, Bar returned, and from the right combat turn opened fire from all four Mk 108. As the observers saw, the P-51 lost altitude and fell.
A small insert needs to be made here. This P-51 was Bar's first jet victory, followed by others who carried him into the lead of the German fighter pilots who fought in this type. Bar had 16 confirmed victories, but the aviation literature reports on 19. Nowhere is it specified which of them are confirmed.
The bar attributes the first success on the "turbine" to 19.03.45. At the same time, he flew on Me 262A-1 (zav.nom. 110559) with the red number "13" on the fuselage. Interestingly, at that time, Schumacher flew Me 262A-1 with the designation "23" in red. They kept these numbers from the airfield in Stermed. German pilots believed in lucky numbers. Maybe there was something in this that allowed Bar to build on his successes. 03/21/45 from his shells exploded the tanks of the American "Liberator", and the bomber fell to the ground in flames. Three days later, on 03.24.45, he shot down two more opponents over Stuttgart - one P-51 and one Liberator. His tail was again covered by the old wingman Schumacher.
On 27.03.45 the Lekfeld airfield was visited by Lieutenant Colonel Walter Dahl (128 victories), the new inspector of day fighters. When he examined everything, he wished to fly with the I1I / EJG2 pilots on a combat mission. There was a gradual start against the bombers heading for Lekfeld. Dahl took off with Bar and several other pilots in the Me 262.
After the battle, he announced that he had shot down two P-47s (126th and 127th victories). Bar reported three, and Sergeant Major Rauchensteiner reported one P-47. However, on that day, the USAAF lost one P-47 out of 367 FGs, and another P-47 fell into the English Channel for unknown reasons. 04/04/45 Bar announced one P-51, and 04/09/45 took off against a compound of 40 B-26s from 387 BGs, which were going to military depots in the Amberg-Kummersbrück area. According to American pilots, they were attacked by a pair of Me 262s, which shot down one B-26 and severely damaged one. One of the jet planes was damaged by airborne gunner fire and burst into flames. It may be true that in this case Bar won, who chalked up two B-26s that day. 04/12/45 he announced the destruction of another B-26, and 04/18/45 - two P-47s.
After the war, Bara was questioned about his opinion of the Me 262. He replied: “When we got on the Me 262, everything changed, and we got an advantage over the Allied fighters. The jet was superior to any piston. We could accept the battle or avoid it. Decision The advantage in thrust and armament that the Me 262 gave us was decisive in the battle of fighters. This is all on the assumption that both turbines are working. If one engine fails, it was worse. The greatest problems for us were created by the Allied fighters, which led we went home and were shot over the airfield when we landed. "
The bar knew well what he was talking about. He proved his mastery of the Me 262, as exemplified by the two P-51s he shot down on 04/19/45. On this day, the USAAF did report the loss of two Mustangs: one of 354 FGs and one of 364 FGs. The bar started that day on "red 13", no. 110559.
These were his last victories in III / EJG 2. Although the use of the Me 262 was undoubtedly successful, and the aircraft demonstrated an advantage over all Allied aircraft, several hundred jet fighters could neither significantly affect the results of the war in the air, nor stop the advance of enemy troops. ... The end of the Third Reich was approaching inevitably.
04/23/45, before the approach of the American army, Lekfeld was evacuated. Bar together with other pilots III / EJG 2 surpassed all serviceable Me 262s to Munich-Reim, to JV 44 of Adolf Galland. Together with Me 262, several He 162 flew to Munich from Egrrrobungs kommando 162, which in the second half of April was evacuated to Lenkfeld from Rechlin. In the literature, the opinion is often found that Bar was leading this kommando in Rechlin, but this is a mistake; he was the commander of II1 / EJG 2, and only commanded He 162 when he arrived at Lekfeld.
People from III / EJG 2 reinforced JV 44 in time. As mentioned above, at the end of April this unit lost Colonel Johann Steinhoff, who in his Me 262 had an accident on takeoff, and with severe burns ended up in the hospital, Major Barkhorn, Colonel Ponter Luttsov and Galland himself. Bar took command of JV 44.
At the end of April 1945, it was already felt that the end was near. There was nothing left, no fuel, no spare parts, no orders. Oddly enough, the Me 262 was enough - they were transferred from the disbanded units to the JV44. 04/28/45 she still took off against the enemy. The only victory was won by Bar, who shot down one P-47. The next day was the last day when the JV44 went into battle. Two or three jet fighters took off;
Heinz Bar won his last victory at this time. He shot down a Mosquito over Bad Albingen. His account ended with the number 221.
In JV44, Bar flew various Me 262A-1s. It was later claimed that he won several victories on the Me 262A-la / Ul. An aircraft with this designation really existed, instead of the usual four Mk 108, it had six in front different types: four MG 151/20 and two Mk 103. Bar claimed that on such a Me 262 he attacked the Mosquito in JV 44.
It is interesting that such a combined armament did not justify itself, it was dismantled, and the plane was returned to its original form.
In the last days of April 1945 JV 44 flew to the Austrian city of Salzburg. There, on 05/02/45, she was caught by an order to move to the Prague area and join JG7 as Group IV. However, this order was not carried out. 05/03/45 Salzburg capitulated. When American tanks began to approach the airfield, Heinz Bar gave his last order: "Light the Me 262!" His military odyssey ended in American captivity. During the war, he flew about 1000 sorties, shot down 96 aircraft on the Eastern Front, and won the rest of the 221 victories against the Allies. On the Me 262, he had 16 confirmed victories. Destroyed 22 American four-engined bombers. He himself was shot down 18 times, 4 times he used a parachute.
The Americans were well aware of whom they managed to capture. The people who flew the Me 262 were very valuable. After several preliminary interrogations, all JV 44 officers were loaded onto a transport plane and taken to England. They were placed in a special camp number 7 in Bovington. Most of the questions were about Me 262. Bar and the others told. There was no point in locking up, the war was lost, and the Allies captured a significant number of intact Me 262s. The regime in the camp was fairly free. Everything changed when the prisoners had nothing to say, and they were sent to the continent, to a regular prisoner of war camp. Conditions there were much worse. Bar was released in mid-1947. His return to civilian life was not easy. Where he asked for work, he was rejected during the conversation. He went through a lot of nondescript works, until in 1950 he had a chance. In a German flying club, he became an instructor.
04/28/57 The bar presented a light sports aircraft in Braunschweig. Suddenly, at an altitude of 50 m, he went into a tailspin, and the best jet aircraft ace of the Second World War, in front of his family, found death in the wreckage of an aircraft.
For the first time, Soviet pilots met with the jet Messerschmitt in the spring of 1945. Despite the fact that the pilots were being prepared for these meetings, it was practically useless to enter into a duel with them. It was possible to defeat the enemy only under favorable circumstances, counting on surprise.
A description of the fragments of the battles with the Me.262 can be found in the memoirs of the air marshals S.A. Krasovsky and S.I. Rudenko. In addition to the world famous victory of I.N. Kozhedub, jet "Messerschmitts" were recorded on the accounts of Markveladze, Kuznetsov and other pilots of the 16th Air Army. For example, Lieutenant L. Sivko shot down a Me.262, which was entering the tail of an Il-2 attack aircraft, with salvo fire.
In the 2nd Air Army, the pilots of the 2nd Guards Assault Air Corps were the first to open an account of the downed jet aircraft when they also attacked the Il-2. But we were able to understand the advantages and disadvantages of the novelty of German aviation only after the end of the war.
Sources of
- "Wings-digest" / №10 1997 /
- "Me. 262 on the Soviet front" / Nikolay Vasiliev /
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