Me+262+flight+notes


 * Me 262 flight notes**

By Serb.


 * //Startup and Takeoff//**

Startup procedures are simplified, due to the designers’ decision to not model the Jumo engine's sensitivity. After starting each individual engine, open throttles slowly to maximum r.p.m., holding the aircraft on the main wheel brakes. Open the throttles slowly until 7000 r.p.m. is indicated and then release the brakes and open the throttles fully. (Although the r.p.m. gauges are graphically representative of the authentic 262's, the r.p.m. read out will unrealistically show max. r.p.m. of 14 on startup, without damage! Therefore, an idea may be to interpret the 'pegging' meters as maximum safe r.p.m. of 8,700.) The control column should remain in the neutral position during the takeoff run. After covering a distance of approximately 200 meters ease back on the control column to gently raise the nose wheel and hold in this attitude until the airspeed builds up the 200-230 k.p.h., then lift the aircraft off.

The angle of attack of the wing, when running on all three wheels is smaller than the angle of attack when flying at the lowest possible speed (after becoming airborne). As a result of this, when the aircraft has reached the lowest permissible flying speed, the angle of attack must be increased. In other words, the aircraft must be pulled away from the ground. If the stick is pulled back too soon, or if, at the right speed it is pulled back too far, then there is only a rise in resistance but no increase in lift, in fact there may be a lessening of lift. The aircraft cannot then climb. In this case immediately reduce the angle of attack to the "running" angle. In other words, push the stick forward and then start the process again. When should the aircraft be pulled off the ground? It is best to go by the A.S.I., which should read with a fighter (A-1a), 190-200 k.p.h.; with a bomber (A-2a, A-2a/U1, A-1a/Jabo), fully laden, 200-220 k.p.h. After becoming airborne, immediately push the stick forward slightly as the required elevator angle for pulling off the ground is greater than that for climbing at the slowest speed


 * //Climbing//**

Always climb at the optimum climbing speed, never more slowly. The best speeds are given in the table below:

Altitude Speed (TAS)

00,000m. 475 k.p.h.

02,000m. 500 k.p.h.

04,000m. 525 k.p.h.

06,000m. 550 k.p.h.

08,000m. 600 k.p.h.

10,000m. 650 k.p.h


 * //Landing//**

Reduce speed to 310 k.p.h., and hold the 262 aircraft in a straight and level attitude, then lower the undercarriage (maximum permissible speed 320 k.p.h.). As the nose wheel is lowered there is a distinct trim change and it is necessary to hold forward the stick to counteract the sharp nose up trim. Once the nose wheel is fully extended the aircraft will resume its original level trim attitude. Lower the flaps 1/3 and, once again, hold forward the stick to counteract the sharp nose up trim. . It is advisable to keep engine r.p.m. at 7,000 during landing pattern to allow the throttles to be opened rapidly in the event of an emergency. Full flap should be selected as the aircraft is turned on to final approach. The recommended speeds during the landing pattern are 300 k.p.h. on the base leg reducing to 260 k.p.h. on the turn on to final and further reducing to 230 k.p.h. on the final approach. Throttles adjustments should be made to maintain the desired speed. Shortly before reaching the runway boundary, decrease the glide angle a little and reduce the speed to about 200 k.p.h.. Then flatten out and touch down normally as with an aircraft having a tail wheel. The touchdown should be made between 180 and 200 k.p.h. on the main wheels, letting the nose wheel down gently, but care should be taken to ensure that all three wheels are on the ground before applying the brakes.


 * Combat Tactics**


 * //Bomber Interceptions//**

Through trial and error, I have found that the bomber interception tactics developed by JV 44 have proven to be the most effective. This was typically formations of nine aircraft flying three elements of three; however, since EAW does not model this formation in late-war Luftwaffe, two or three elements of four (known as the 'finger-four') are used. Due to the high speed and consequential ability of the 262 to engage and disengage at will, the need for mutual protection is minimized. The general plan is for the formation of 262's to concentrate the attack on an individual bomber group, approaching from behind the formation at an alititude advantage of 2000 meters, and beginning the attack from about 3 miles out (5 kilometers). As you may see, this means avoiding the 'Alt-N' jump to engagement, since this will place your Staffel at the same altitude as the bombers, and too close for a slashing attack from a higher altitude. Therefore, at the 3 mile (5 k) distance, begin the shallow dive at maximum permissible r.p.m. until about 500 feet below and 4000 feet behind the the bombers to get position. The last 3000 feet of the attack should be flown straight and level at 700-800 k.p.h.. A shallow climb to the formation's altitude is also possible, yet I prefer dead astern, since maximum velocity can be sustained. Wait till the wingspan of the bomber fills your Revi gunsight (Papa Romeo and Viper offer great versions at their websites), and let rip with those 30mm's. Close to about 200-300 feet and then begin climbing through the formation. Disengage by rolling, then turning away quickly, or split-s'ing. I have found that flying straight though and in front of the formation can be extremely hazardous, unless a speed of 750 k.p.h. can be sustained. Due to the inaccurate fuel consumption rates of EAW, it is possible to reassemble the flight for another run on the bombers several times. However, I prefer immediately calling ground control for backup (Tab-7-5) and regrouping my wingman for slashing attacks on straglers. The beauty of the 262 is the ability to outrun the Allied escorts. Therefore, remember to always maintain energy and altitude advantage! Never let your speed drop below 400 k.p.h., and utilize your climbing advantage when engaged by Jug escorts.


 * //Fighter Engagements//**

Quite simply stated, DON'T DOGFIGHT! Use your advantage of speed and climb to boom and zoom the enemy fighter. Remember that, if you maintain energy, you can accept or refuse engagement at will, unless you are pounced by unseen diving fighters. The enemy will consistently try to sucker you in to a turning fight, and if you attempt to dogfight and your speed bleeds to 400 k.p.h. or below, you become a sitting duck! When they break or turn into you, disengage by applying power and climbing away. Re-engage when you have once again achieved tactical advantage. This technique will test your patience, so practise and practise! When back in your sights, two or three hits with your 30mm's will achieve the kill. One other note: the 262's high speed will require a much larger turning radius, thus instantly giving advantage to the slower piston-engine enemy fighter in a dogfight.


 * //Bombing Tactics (Me 262A-2a)//**

Due to the absense of searchlights and effective radar in EAW, traditional bombing tactics of the 262A-2a are not necessary. Historically, the Sturmvogel would approach the ground target at 25,000 feet, in a glide estimated at 15 degrees, then at the initial point begin a dive which would end at 18,000 feet with release. In EAW, shallow dive bombing is most effective, done by units of four aircraft abreast. Approach the target at an altitude of 6000 feet, and wait for it to dissappear from sight under the left or right engine nacelle, and then begin the dive. The dive should be made an an angle or 30 degrees, and be sure to throttle back to achieve a maximum diving speed of 750-800 k.p.h.. Bombs should be released at an altitude of 3000 ft. Level out and then climb away from target. Regroup using the Tab-6-5 command. I have also had good results with low-level bombing, approaching the target at 1000 feet, and diving to 500 ft. for the release. However, this is hazardous, since the explosive impact can easily damage your aircraft. An immediate climb is required, rolling and turning away from the target. Remember that the A-2a flight performance is hampered by the addition of pylons and bombs. Therefore, be sure to compensate for the somewhat lower speed and performance. Alan Dwornick has done a great job in modeling the flight and armament characteristics of the A-2a/U1 variant, which you can find on the 262 page. Also, you are limited to 2 x 30mm cannons with this variant. The reduction in armament helped in reducing the U1's overall weight.


 * //Strafing//**

Due to the low muzzle velocity of the MK 108 cannon, and the 360 rounds of ammunition carried by the A-1a, the 262 is not very successful as a ground strafer. This results in not much ground area being covered. The notorious susceptibility of the Jumo 004 engine to damage, due to the lack of heavy armor, will quite often result in two long smoke trails coming from your engines after a strafing run.