The Luftwaffe's jet powered Speedbird
Welcome to this latest edition of our Workbench blog and all the news, updates and modelling exclusives from the fascinating world of Airfix.
In this latest edition of our Airfix development blog, we return to the subject of classic kit range reintroductions and the impending release of a newly tooled kit from 2017 which is surely destined for classic status any time soon. Although this latest subject could hardly be further removed from the McLaren Speedtail Quickbuild kit which featured in our previous edition, the two subjects do certainly share one significant attribute, and that is great speed. As we prepare to welcome the latest release from our 1/72nd scale Messerschmitt Me 262 tooling, we will be taking this opportunity to discover why this technologically advanced aircraft has to be regarded as something of an aviation marvel, a machine which took existing aviation performance capabilities and obliterated them, arguably a leap which was far in advance of any other aircraft type in the history of flight.
In addition to looking at the scheme options accompanying the release of this new kit and at the stunning artwork which will grace its packaging presentation, we will be attempting to explore some of the myths associated with the world's first operational jet fighter and to understand why such an advanced aircraft didn't enjoy the combat success German military officials had been hoping for.
Please join us as we enter the domain of the fearsome Sturmvogel.
Messerschmitt Me 262 - The shape of aviation things to come
Built for high-speed flight, the futuristic looking Messerschmitt Me 262 made use of wind tunnel technology to allow designers to perfect its shape and allowed this aviation marvel to post performance a full 100 mph faster than the most speedy Allied fighters of the day.
Although the world now knows how the pace of aviation advancement in the ten years from 1935 onwards was nothing short of astonishing, surely the first pilots selected to fly the RAF's new Gloster Gladiator biplane fighter at Tangmere in early 1937 thought they were about to fly the most capable fighting aeroplane in the world at that time. As they climbed into the high tech enclosed cockpit of their flamboyantly decorated new aircraft, one which was the pride of the Royal Air Force and capable of flying at an impressive 253 mph, they could hardly have imagined that just seven years later, the German Luftwaffe would introduce new aviation technology which would see that performance bettered by a full 300 mph. As the world entered the jet age in 1944, aviation would never be the same again and the Messerschmitt Me 262 was a clear sign of aviation things to come.
Aviation 'firsts' have always been popular subjects with the modelling community, however, within this fertile ground of modelling subject matter, the introduction of the Messerschmitt Me 262 and its position as the world's first operational jet fighter/fighter bomber has held a particular fascination for many. How the world jumped from the ultimate piston powered fighter aircraft to the incredible performance posted by the first jet to see combat is something which has seen many of us pouring over reference books over the years, not only searching for details of this historic aircraft, but also to discover the origins of jet propulsion itself. It's surprising to learn that these first developments actually took place well before the start of the Second World War.
As the geo-political situation in Europe seemed to be once again set on a collision course for international conflict during the mid 1930s, pioneering engineers in both Britain and Germany were already hard at work attempting to prove the viability of turbojet propulsion, each convinced that piston engine power for aviation was reaching the end of its development potential. In Germany, physicist and engineer Hans von Ohain had been working with Heinkel Flugzeugwerke to produce the world's first jet powered aircraft, with his Heinkel He 178 making its first flight on 27th August 1939. Even though the flight lasted just five minutes, the He 178 claimed the distinction of becoming the world's first jet powered aircraft to fly.
The Heinkel He 178 was actually rather a primitive design and even though it was capable of attaining great speeds, the fuel hungry engine would only have the endurance for a maximum ten minutes in the air, so there was still much work to do before the technology could be described as a viable alternative to piston power. Historically, this first jet flight actually took place four days before the German invasion of Poland and the start of the Second World War.
At the time, these incredible developments didn't attract official Aviation Ministry support in Germany, so the Heinkel company took the decision to continue this work as something of a private venture. Their next design would be the twin engined Heinkel He 280 and when this aircraft made its first flight on 30th March 1941, it would earn the historic distinction of becoming the first jet powered fighter aircraft in the world. Unfortunately, by this time, Heinkel now had a powerful aviation rival in the race to produce Germany's first operational jet fighter, as the mighty Messerschmitt Company had been secretly working on their own jet project and were now ready to bring their technological know-how and business influence within the Nazi Party to bear. In fact, the new Messerschmitt jet fighter could also trace its own project lineage back to before the start of the Second World War, however, they too would face the same problems as Heinkel in attempting to develop this radical new technology during wartime conditions, and in particular, the Luftwaffe's desperate needed to have as many new conventional aircraft types both manufacturers could produce.
We never really need an excuse to give our box artwork another airing, especially is it's as evocative as this - the fearsome sight of a Messerschmitt Me 262 having evaded Allied fighters and infiltrated a USAAF bomber stream.
In the middle of what would turn out to be a long and problematic development for Messerschmitt's new jet fighter, their Me 262 made its first flight on 18th April 1941, however, due to continuing issues with the advanced new jet engines, these units were not available at that time, so this first prototype actually flew under the power of a single nose mounted piston engine and propeller. This unplanned piston power arrangement was also retained for the next test, which proved to be just as well. Even though the new jet engines were now finally available, both units failed during the short test flight and had the piston engine not been retained, the prototype would have been destroyed. It's also interesting to note that these first development aircraft were configured in a similar manner to most of the piston engined aircraft of the day, with the Me262 jet designed with a tailwheel, giving the aircraft a characteristic 'nose up' attitude when on the ground, something which was clearly less than ideal for a primitive jet powered aircraft. In fact, during this early phase of development testing, the pilot would have to activate the brakes in order to jolt the aircraft into a level attitude prior to take off, with the flaming jet engines causing damage to whatever surface they were taking off from.
The third Messerschmitt jet prototype flight would prove to be the most significant in the development of this ground-breaking aircraft. Almost 81 years ago at 08.40 on 18th July 1942, Messerschmitt's chief test pilot Fritz Wendel took off from Leipheim airfield in Bavaria in Me 262 V-3 prototype PC+UC under the power of its two Junkers Jumo 004 turbojet engines for the first time. Although there was still much work for the development team to do and with a multitude of persistent problems still to overcome, Germany had achieved a significant milestone in the history of flight and their jet powered 'Stormbird' had finally flown.
High level interference, or flawed technology?
It is often cited that Hitler's order to develop the Messerschmitt Me 262 as a bomber was the reason why the aircraft didn't realise its full combat potential, but was this the only factor and indeed why wouldn't you want an aircraft which was fully 100 mph faster than any Allied fighter to have an attack capability?
For an aircraft which was certainly a quantum leap forward in aviation technology terms and one which was by far and away the most formidable fighter aircraft of the Second World War, why didn't the Messerschmitt Me 262 have a greater impact on the European air war. Of even greater significance than this, as it was so technically superior to anything the Allies had in service from the summer of 1944, why wasn't this incredible aircraft able to allow the Luftwaffe to claim superiority of the skies above Europe?
The answers to these questions have challenged historians since the end of WWII and in truth, are both wide-ranging and complex, with no single factor being responsible for the situation. Historically, Hitler has always been an easy target over the years, with his insistence that the aircraft be developed as a fighter-bomber when he was shown the spectacular performance of the aircraft for the first time, resulting in delays which proved disastrous. In truth, was this decision actually responsible, as production continued unaffected at first and furthermore, most of the latest fighter types of the day were all developed to include a ground attack capability. With the Messerschmitt Me 262 being at least 100 mph faster than any Allied fighter at that time, giving it an attack capability seems to be a perfectly logical decision and one Messerschmitt designers had no doubt already considered.
Although a great many issues all proved to be contributory factors towards the difficult operational circumstances the Messerschmitt Me262 found itself in, the most likely culprits were definitely the Junkers Jumo 004 jet engines themselves and specifically, the special metals used in their construction. At the outset of this project, everything proceeded with a no expense spared methodology, with the German reputation for no compromise engineering excellence directing every aspect of this work. Unfortunately, by the time the new jet was nearing its service introduction trials, the tide of war had definitely turned against the Germans and the precious metals required for the engines were no longer available in the amounts required. The sheer number of engines which were going to be needed dictated that lower grade materials would have to be used, a development which had a detrimental impact on the operating life of each engine and therefore the Me 262.
From a purely technological standpoint, Germany's decision to proceed with an axial flow design for their engine placed them ahead of the work Frank Whittle was undertaking in Britain and would be the way jet propulsion would continue to develop after the war, however, when compared to the much simpler and easier to maintain engines which powered Britain's Gloster Meteor jet, the Jumo 004 powerplants were at a serious operational disadvantage. It was later discovered that the British jet engine had a service overhaul life of 100 hours, compared to the 25 hours to SCRAP life of the Junkers Jumo 004 powerplant, something which clearly highlights the Achilles heel of the Messerschmitt Me 262.
Perhaps a more trustworthy source for this kind of information was obtained during interrogations following the end war, when Luftwaffe ace Adolf Galland told RAF officials that the engines used to power the jets of his unit JG44, were only good for around 12.5 hours when used operationally. Messerschmitt designers did make the changing of engines on the Me 262 particularly straightforward, however, this proved to be just as well, because operational units were going to get through engines at an alarming rate, something which was clearly unsustainable.
If that situation wasn't bad enough, the actual operation of serviceable Jumo engines needed very careful handling, with only the best pilots initially selected to fly the Luftwaffe's new jet. The engines effectively had to be coaxed into life and if you tried to rush them, or attempt to start them out of sequence, you could be sat on the ground and vulnerable to enemy attack for quite a while and if you managed to make it into the air, any heavy handed power input request could easily result in a flame out, something which would usually end up with the destruction of the aircraft if it happened at anything other than higher altitudes. An operational sortie would usually involve the engines being gradually brought up to full power for take-off, before being brought back to combat power for the majority of the sortie, only reducing power once more when returning to land.
As the most capable aircraft in Europe's skies from the summer of 1944 onwards, the Messerschmitt Me 262 was hunted mercilessly by Allied fighter units, with their operating bases and manufacturing facilities also being targeted by bombers by day and night. All that mattered was that the new jet fighter was prevented from attacking the USAAF bomber streams and if they were destroyed on the ground, whilst attempting to land or in the air, their destruction was the only thing that mattered.
As for the incredible speed this aircraft was capable of attaining, this too required careful handling and turned out to be as much of a hinderance as it was an advantage. Whilst allowing the aircraft to climb to interception altitudes quickly and to outpace any Allied fighters in the vicinity, the closing speed on any selected target was so great that a pilot only had a couple of seconds to react, with such attacks being haphazard at best and with the constant threat of collision. Looking at the shark-like profile and distinctively swept wings of the Messerschmitt Me 262, this machine was clearly designed for speed, so much so that little thought was actually given to helping slow it down. In a combat situation, speed breaks would have certainly helped pilots during an attack pass, possibly increasing the chance of scoring a victory and definitely helping to reduce the number of speed induced overshoots.
The lack of a speed break created another significant problem for Messerschmitt Me 262 pilots, whilst at the same time presenting Allied fighter pilots with the best opportunity to shoot down the jet whilst they were still in the air - landing. Having built up all that incredible speed which made the Me 262 almost impervious to interception, the pilot had to lose it again before he could attempt a landing and without the benefit of a speed break, this meant a long, decelerating approach to his home airfield. This left both pilot and jet fighter extremely vulnerable to attack and as we have already seen, the poor response of the Jumo engines to power input requests meant that once it had slowed down, the Me 262 had lost all its advantages.
This was a situation Allied fighter pilots quickly turned to their own advantage, because to them, the only thing that mattered was destroying the Luftwaffe's new jets by all means and if that meant on the ground or on approach to landing, it was sill one less threat in the air. The situation became so critical for the Luftwaffe that airfields operating the Messerschmitt Me 262 would also have assigned piston engined fighter units to protect the vicinity around the airfield from roving Allied fighters, with aircraft such as the long-nosed Focke Wulf Fw190D engaging any US or British fighters hoping to pick off the vulnerable jets.
Ultimately though, the lack of fuel and materials, the general attrition rates being suffered by the Luftwaffe at that time and the overwhelming superiority of the Allied air forces dictated that the combat introduction of the Messerschmitt Me 262 was not as impactful as it might have been, which is perhaps just as well for Allied airmen. There is no doubting that the world's first operational jet fighter was a hugely capable aeroplane, possessing great speed and devastating firepower and had it been available in large numbers any earlier in the war, things might have been very different. As it was, despite the fact that the component parts of around 1500 Me 262 jets were manufactured, only around 500 were ever fully assembled and of that number, perhaps only 250 or 300 were ever committed to operational units, which included fighters, bombers, reconnaissance and training squadrons.
Airfix and the Luftwaffe's stunning Schwalbe
New box artwork produced to support the latest release from our relatively new 1/72nd scale Messerschmitt Me 262 tooling, with this scheme representing the aircraft flown successfully in combat by Luftwaffe ace pilot Heinz Bär.
It might seem that we have been preoccupied by focussing on negative aspects of the Messerschmitt Me 262's introduction up to this point, however, this was done very much in the interest of adding some much needed balance to the perceived superiority of the aircraft and to explain why such an advanced aircraft didn't have the opportunity to turn that advantage into a mastery of the skies following its introduction. It goes without saying that the world's first jet fighter to enter operational service was a triumph in terms of both aviation technology and aerodynamic advancement, an aircraft which truly held the potential to turn the tide of the air war in favour of the Luftwaffe once more, with performance unmatched by any Allied aircraft.
An aircraft which looked every inch the predatorial aerial hunter and with a profile which set it apart from any other aircraft in the history of aviation, understandably, the Me 262 has been a source of fascination ever since its existence was first discovered by Allied pilots in the skies above Europe in 1944. That fascination obviously extended to the world of scale modelling and from an Airfix perspective, the Messerschmitt Me 262 has been available in kit form since 1960 and since that date, the world's first operational jet has always been amongst the most popular kits in any range in which it appears.
The iconic status this aircraft continues to enjoy encouraged the Airfix development team to bring this classic kit up to current design and manufacturing standards, embarking on a new tooling project in 2016, with the new kit making its maiden range appearance the following year. A truly beautiful kit which immortalises this icon of the aviation world as a scale plastic model kit, we are delighted to be in a position to inform Workbench readers about the impending fourth (individual) release of this kit. With two interesting and appealing scheme options to choose from, let's take a closer look at the details behind each of those now.
Despite Germany embarking on its jet programme well before the start of the Second World War, the first operational Messerschmitt Me262 jet fighters would not enter combat with Allied aircraft until July 1944, which was after the Allied forces had gained a foothold in France following the Normandy landings and at a time when they had also secured a hard won aerial superiority over Europe. This delay was for several significant reasons, which included Hitler's persistent interference in the project and his insistence that the aircraft be developed as a 'blitz bomber', in addition to the difficulty in obtaining enough of the rare metals needed in the production of the Junkers Jumo 004 turbojet engine. Add to this the fact that the Luftwaffe were attempting to introduce this radical new technology during wartime conditions and the effectiveness of the Allied air offensive by 1944 and you can see why the Me262's impact was limited. Despite these factors, once the Messerschmitt jet fighter managed to get into the air, it proved to be a devastatingly effective weapon and undoubtedly the most capable fighter aircraft the world had ever seen.
Allied pilots first began reporting the appearance of a strange new enemy aircraft in the skies above Germany during the early summer of 1944, much to the dismay of Allied military planners - placing their aerial supremacy at risk, had the German's finally managed to introduced the wonder fighter the Allies had been fearing? The Luftwaffe’s new fighter was reported to be capable of astonishing speed, far in excess of even the latest Allied fighters and yet did not appear to have a propeller. As those early contacts usually ended with the strange German aircraft diving away at high speed, with their pilots at that time forbidden from contact with the enemy, missions were immediately launched to investigate these reports, with reconnaissance aircraft searching for signs of unusual aircraft activity at Luftwaffe airfields deep into occupied Europe and Germany itself.
They would not have to wait long for confirmation of this fearsome new foe, as the first combat missions of the new Messerschmitt Me 262 jet fighter were mounted in August 1944 and the technological superiority of this astonishing aircraft were clear for all to see. Heavily armed and capable of speeds far in excess of the latest Allied fighters and reconnaissance aircraft, military planners must have been fearful of the terrible devastation these new aircraft could potentially wreak on their bombing offensive and continued supremacy in the air. The question was, how many of these new fighters did the Luftwaffe have and more importantly, how could they be stopped?
Full scheme details of an Me 262/pilot combination which proved to be one of the most successful from a combat victory perspective.
Heinz Bär was one of the premier aces of the Luftwaffe during the Second World War, a pilot who served throughout the entire conflict with over 1000 combat sorties in his flight log book. His incredible total of 220 victories marks him as the eighth most successful fighter ace in history, a total which included sixteen victories achieved whilst flying the Messerschmitt Me 262 jet fighter, a figure which places him as the second most successful Luftwaffe jet ace.
In February 1945, Bär was given command of the jet fighter training unit No. III Gruppe Ergänzungs-Jagdgeschwader 2, with their new Me 262 jet fighters arriving at their Lechfeld base the following month. Already an ace pilot, Bär was straight into the action, and during his short time with the unit would score at least thirteen aerial victories against Allied aircraft, the majority of which were against USAAF fighters, however, by the end of April, the unit was forced to abandon its home airfield due to incessant Allied air attacks and the close proximity of advancing US ground forces.
Bär and some of his senior pilots flew their aircraft to München-Riem airfield to report to the commander of JV44, Adolf Galland, where they were incorporated into this 'Expert' unit. During his time with JV44, Bär would score at least two more victories and would take command of the unit following Galland's hospitalisation. In a final show of loyalty to Galland and defiance of a regime which was continuing to send Luftwaffe pilots to their end, he risked being executed by refusing to obey orders to fly the unit's aircraft deeper into Germany to continue fighting, stating that he only carried out orders given by his commander Galland. He later instructed ground crews to destroy their aircraft, before surrendering to US forces.
Full release box presentation for this latest kit from our 1/72nd scale Messerschmitt Me 262 tooling.
The distinctive aircraft shown here was flown by Bär during a hectic period of combat flying with III./EJG2 at Lechfeld and is thought to be the aircraft in which he scored the majority of his jet victories. The white 'S' on the tail and in the centre of the fuselage cross identify this aircraft as being a Schulemachine, which is basically a trainer, or schooling aircraft, however, this didn't stop it from also being a deadly aerial hunter.
The aircraft is also equipped with underwing mounted R4M unguided rocket projectiles, a weapon intended to be used to break up the tight formations of attacking USAAF bombers, reducing the effectiveness of their return fire and making smaller groups easier to target. A relatively crude, but potentially devastating weapon, twelve rockets were mounted on a rudimentary wooden rack attached under each wing, with the pilot having the option to fire all the rockets in a single devastating salvo, or to ripple fire smaller numbers for a more sustained attack.
Although the operational impact of the technologically superior Messerschmitt Me 262 jet could not turn the tide of the air war over Europe, this particular machine and its experienced pilot did show the devastating potential the aircraft could have had, if circumstances were a little different.
Once the war was moving towards its inevitable conclusion, the Allies became more preoccupied with obtaining complete examples of some of the wonder weapons Germany had been introducing during the last few frenetic months of conflict, including the spectacularly capable Messerschmitt Me 262 jet. As this aircraft clearly pointed towards the future of aviation and with Britain having developed their own jet fighter, the Gloster Meteor, the British were desperate to compare the two designs and to discover the secrets of the Messerschmitt jet. Unfortunately they were not alone - their wartime allies were equally determined to secure as many of the German jets as they could lay their hands on, establishing specialist teams with the sole directive to hunt down and secure Germany's jet secrets.
Even though the aviation history books describe the Messerschmitt Me 262 as 'the most advanced and the most capable fighter aircraft of the Second World War' over the years, perhaps the most reliable opinions on this particular subject should come from those who actually had the opportunity to fly the jet. Eloquently described by famous British test pilot Eric ‘Winkle’ Brown as ‘the most formidable WWII aircraft that he ever flew’, he went on to say that in his opinion, ‘the Messerschmitt Me 262 represented a quantum leap in aviation performance terms and should be regarded as one of the most significant aircraft in the history of flight’.
Thankfully, Captain Brown flew the Messerschmitt Me 262 after the war in Europe had ended and after the potential threat this devastating aircraft posed to the Allies had been neutralised. Indeed, from the time this aircraft started to arrive at the test and evaluation unit at Lechfeld, near Augsburg, its safe operation could not be guaranteed and the constant threat of Allied air attack would result in operating airfields having to move deeper into Germany, in order to allow conversion to this very different aircraft to take place without too much Allied interference. In addition to this, the totally different flight characteristics and extremely high speed of the aircraft dictated that only the most proficient fighter pilots were initially selected to fly the Messerschmitt jet, with the lack of a two seat trainer variant at that time only adding to the problem - a pilot's first experience of jet-powered flight would be gained during their first jet sortie and there was much for them to learn.
Full scheme details of an aircraft which surrendered to the British at Fassberg in May 1945 and is now one of the prized exhibits amongst the collection of the Australian War Memorial in Canberra.
Messerschmitt Me 262A-2a Werknummer 500200 was built as a high speed bomber variant of the jet at Regensburg during March 1945 and was assigned to 2./Kampfgeschwader 51, initially operating in Germany, but later also in Czechoslovakia. During operation, the aircraft carried a large black X on either side of its fuselage and at the front of the nosewheel door and unusually, it appeared as if the undersides of this aircraft were left in natural unpainted metal, which was perhaps an indication of the challenges German manufacturing was facing at that time.
On 8th May 1945, this aircraft along with three others, was flown from its base at Zatec, north of Prague to the British controlled airfield at Fassberg, with its pilot Fahnenjunker Oberfeldwebel Hans Frölich intending to surrender to the British, presenting them with an airworthy example of the Luftwaffe's most prized jet asset. On arrival at the airfield, the British were surprised to be presented with fully serviceable examples of the German Jet and immediately placed the pilots in custody and armed guards around their unexpected aviation gifts. Several historic photographs documenting this incident are known to exist.
In August and following the application of new national insignia markings to clearly identify the aircraft's change of ownership, the aircraft was flown to RAF Manston and then on to the Royal Aircraft Establishment facilities at Farnborough, where it was given additional markings and the temporary identity 'AIR MIN 81'. She was flown in evaluation trials to assess every aspect of its flight handling characteristics, manufacture and technological innovations, flying at least eleven times either by itself or against one of the Allied fighter types in service at that time.
The distinctive profile of this bomber variant of the famous Messerschmitt Me 262 jet.
Having served her purpose at Farnborough, the aircraft was sent to Australia, arriving in the country on 22nd December 1946, a high profile war prize which attracted plenty of media attention at the time. The aircraft was repainted and placed on public display, first at the Australian War Memorial and later on loan to the Royal Australian Air Force Museum. In 1980, an extensive renovation program was started, beginning with all the latest paintwork being removed, revealing the fascinating markings beneath. Evidence of all the aircraft's previous identities, including its original manufacturing werknummer were discovered, along with the various national insignia markings this aircraft carried over the years.
During these examinations, it was discovered that the guns of the aircraft had been fired, suggesting that it had been used in combat prior to surrendering to the Allies. With this being the only bomber variant of the Me 262 thought to be in existence and the only one still featuring its original German applied camouflage markings, it was decided to leave her in this condition, as she is a fascinating and unique link to the past and surely one of the most historic preserved former wartime aircraft still in existence. She is now once again on display as part of the Australian War Memorial collection in Canberra.
Historically, the Messerschmitt Me 262 is without aviation equal and from a purely aesthetic perspective, is completely different in appearance from any of the Allied aircraft types it was sent into combat against. An exceptionally aerodynamically efficient design, the fact that the fuselage of the Me 262 resembles the body of a Great White shark (particularly when viewed from the front) only adds to the mystique surrounding this aircraft and as a modelling subject, is it any wonder why this has always been a perennial favourite?
A final look at this appealing new model, this time in full branded box presentation format.
This latest release of our beautiful 1/72nd scale Messerschmitt Me 262 tooling includes both of the fascinating scheme options detailed above and as both are quite different from those offered with previous releases, surely this makes this fantastic kit a summer build project we will all find difficult to overlook. Our new Messerschmitt Me 262 kit is scheduled for release by the end of the month, so expect to see it in your favourite model shop soon.
We are afraid that's all we have for you in this latest edition, but we will be back next Friday with more project development updates and the very latest Airfix kit exclusives. In the meantime, we are always keen to hear your views on all things Airfix and in particular, any thoughts and opinions you may have regarding our Workbench blog. If you would like to drop us a quick line, could we please ask that you use our workbench@airfix.com email for all correspondence.
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