German Luftwaffe Warplanes, 1939-1945: Messerschmitt Me 262

Deutsche Luftwaffe Flugzeuge: Messerschmitt Me 262

German Luftwaffe Warplanes: Messerschmitt Me 262

(Luftwaffe Photo)

Lt Kurt Bell flying an Me 262A-1a of III./EJG 2.

(Luftwaffe Photos)

Messerschmitt Me 262A-1a Schwalbe, "White 10", 3./ EG2, flown by Kurt Bell over Germany, ca 1945.

The Messerschmitt Me 262, nicknamed Schwalbe (Swallow) in fighter versions, or Sturmvogel (Storm Bird) in fighter-bomber versions, is a fighter aircraft and fighter-bomber that was designed and produced by the German aircraft manufacturer Messerschmitt. It was the world's first operational jet-powered fighter aircraft.

The design of what would become the Me 262 started in April 1939, before the Second World War. It made its maiden flight on 18 April 1941 with a piston engine, and its first jet-powered flight on 18 July 1942. Progress was delayed by problems with engines, metallurgy, and interference from Luftwaffe chief Hermann Göring and Adolf Hitler. The German leader demanded that the Me 262, conceived as a defensive interceptor, be redesigned as ground-attack/bomber aircraft. The aircraft became operational with the Luftwaffe in mid-1944. The Me 262 was faster and more heavily armed than any Allied fighter, including the British jet-powered Gloster Meteor. The Allies countered by attacking the aircraft on the ground and during takeoff and landing.

(Luftwaffe Photo)

Me 262 prototype tail-wheeled version.

As one of the most advanced Second World War combat aircraft, the Me 262 operated as a light bomber, reconnaissance, and experimental night fighter. The Me 262 proved an effective dogfighter against Allied fighters; German pilots claimed 542 Allied aircraft shot down, although higher claims have sometimes been made. The aircraft had reliability problems because of strategic materials shortages and design compromises with its Junkers Jumo 004 axial-flow turbojet engines. Late-war Allied attacks on fuel supplies also reduced the aircraft's effectiveness. Armament production within Germany was focused on more easily manufactured aircraft.  Ultimately, the Me 262 had limited effect on the war because of its late introduction and the small numbers that entered service.

Luftwaffe pilots eventually learned how to handle the Me 262's higher speed and the Me 262 soon proved a formidable air superiority fighter, with pilots such as Franz Schall managing to shoot down seventeen enemy fighters in the Me 262, ten of them American P-51 Mustangs. Other notable Me 262 aces included Georg-Peter Eder, with twelve enemy fighters to his credit (including nine P-51s), Erich Rudorffer also with twelve enemy fighters to his credit, Walther Dahl with eleven (including three Lavochkin La-7s and six P-51s) and Heinz-Helmut Baudach with six (including one Spitfire and two P-51s) amongst many others. (Wikipedia)

Although German use of the Me 262 ended with the Second World War, the Czechoslovak Air Force operated a small number until 1951. Also, Israel may have used between two and eight Me 262s. These were supposedly built by Avia and supplied covertly, and there has been no official confirmations of their use.  The aircraft heavily influenced several prototype designs, such as the Sukhoi Su-9 (1946) and Nakajima Kikka. Many captured Me 262s were studied and flight-tested by the major powers, and influenced the designs of production aircraft such as the North American F-86 Sabre, MiG-15, and Boeing B-47 Stratojet.  Several aircraft have survived on static display in museums. Some privately built flying reproductions have also been produced; these are usually powered by modern General Electric CJ610 engines. (Wikipedia)

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The aim of this website is to locate, identify and document Warplanes from the Second World War that have been preserved.  Many contributors have assisted in the hunt for these aircraft to provide and update the data on this website.  Photos are as credited.  Any errors found here are by the author, and any additions, corrections or amendments to this list of Warplane Survivors of the Second World War would be most welcome and may be e-mailed to the author at hskaarup@rogers.com.

Ziel dieser Website ist es, erhaltene Kampfflugzeuge aus dem Zweiten Weltkrieg zu lokalisieren, zu identifizieren und zu dokumentieren. Viele Mitwirkende haben bei der Suche nach diesen Flugzeugen mitgewirkt, um die Daten auf dieser Website.bereitzustellen und zu aktualisieren. Fotos gelten als gutgeschrieben. Alle hier gefundenen Fehler sind vom Autor und Ergänzungen, Korrekturen oder Ergänzungen zu dieser Liste der Überlebenden des Zweiten Weltkriegs sind sehr willkommen und können per E-Mail an den Autor unter hskaarup@rogers.com gesendet werden.

Second World War Aircraft Salvage

(RAF Photo)

Messerschmitt Me 262A-1a/U3, (Wk. Nr. unknown), White 34, being examined by RAF technicians, 1945. This reconnaissance version was modified in small numbers, with Rb 20/30 cameras mounted in the nose or alternatively one Rb 20/20 and one Rb 75/30. (Rb – Reihenbildner – series-picture, topographic camera). Some retained one 30 mm (1.181 in) MK 108 cannon, but most were unarmed.

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It has been said that the most important thing to learn about flying is how to land safely, and this of course applies to all operators of flying machines.  This is much more difficult to do when someone has been shooting at you and your machine has been banged up like a drum because someone has been shooting at you with cannon, machine guns and FlaK.  The combat  tion machines lost to the persistent perils of war need to be replaced, and to that end, when an airplane was written off during the Second World War, all efforts were made to recover and salvage parts and materials from shot down and crashed machines for recycling purposes.

Thousands of flying machines and weapons of war were assembled by the large numbers of combatant nations taking part in the conflict from 1939 to 1945, and a great number of them were lost in the battles that eventually brought the war to an end.  Post war, all participating nations quickly needed to get their economies back on a practical footing, and the race began in earnest to add as much surplus metal to the industries that put stoves, washing machines, cars, radios and all the conveniences of the future back in the market place.  Keeping old worn out warplanes on hand in large numbers served no practical purpose to the nations in need at that time, and the scrapping and destruction processes began almost as quickly as the war ended.

A handful of visionaries thought some of the former “enemy” technology might be useful to future forces.  As the Cold War set in, it became increasingly obvious that if power were to remain in the hands of free nations, they had to be prepared to be armed with better equipment than that in the hands of potential aggressors.  In post-war 1945, Russian, British, French, Canadian and American technical experts began scouring Europe and Asia looking for any and all technology that could be of interest and benefit to the conquering nations.  In the case of aviation, technical intelligence was the priority, and to that end, key teams of experts were assembled and sent overseas to gather, collect and bring home captured foreign aircraft and equipment for evaluation and where useful, integration into future programs for the defence of the West.  Some of the aviation equipment captured or seized as war prizes made its way to Canada and other Commonwealth nations as well as the USA and USSR.  Their present status and location where known is summarized here.

(USAAF Photo)

Captured aircraft flown by the RAF and members of the RCAF were assigned an Air Ministry (AM) number.  The Axis aircraft flown by the Americans were initially given a Foreign Equipment (FE) number and later a Technical (T) number.  These numbers were primarily used to “identify aircraft of intelligence interest at their place of surrender in Germany or Denmark, and to clearly segregate such aircraft from the far larger number of aircraft which were to be destroyed as being of no further use.”

(Luftwaffe Photo)

A typical airfield at the time of the surrender in May 1945 held perhaps 400 or more Luftwaffe aircraft of which perhaps ten were selected for evaluation in England, while a few others such as communications or trainer types were allocated for use by the RAF in Germany or to Allied governments for re-equipment of their own air forces. (Phil Butler, War Prizes, p. 75.)

The collection of ex-Luftwaffe aircraft for evaluation had been initiated by the British Air Ministry’s Branch Al 2 (g), the group which had been the intelligence gatherer and collator of Luftwaffe aircraft information since before the start of the Second World War.  It was this group which, with assistance from the British wartime Ministry of Aircraft Production, had drawn up a “Requirements List” of items needed for evaluation in England after the war.

The list had been initiated during 1944 and was in the hands of Air Technical Intelligence teams in Europe prior to the German collapse in May 1945.  The list was amended as new requirements were identified; these amendments included previously unknown aircraft or items of equipment found on the ground by the intelligence teams.  With the end of hostilities the Air Technical Intelligence teams were reinforced by experienced pilots and engineers, many of them from the RAF Central Fighter Establishment (CFE) at Tangmere in England.  The personnel included members of the former No. 1426 Flight which had been incorporated into the CFE shortly before the end of the war.

It was quickly determined that it would be a good idea to conduct the ferrying of unfamiliar aircraft types by trained test pilots.  The business of selecting German aircraft and pilots to ferry them to England was handed over to the Royal Aircraft Establishment (RAE).  Wing Commander Eric M. Brown was placed in charge of the reception of German aircraft at Farnborough, and his superior, Group Captain Alan F. Hards, Commanding Officer experimental Flying at RAE, took over responsibility for the selection of suitable aircraft.  The servicing of aircraft prior to their delivery to Britain remained an RAF responsibility and this task was carried out by No. 409 Repair and Salvage Unit, based at Schleswig in northern Germany.

The Royal Aircraft Establishment was a British research establishment known by several different names during its history that eventually came under the aegis of England Ministry of Defence (MoD), before finally losing its identity in mergers with other institutions.  The first site was at Farnborough Airfield (RAE Farnborough) in Hampshire to which was added a second site RAE Bedford (Bedfordshire) in 1946.  During the Second World War, the Marine Aircraft Experimental Establishment, then based at Helensburgh in Scotland, was also under the control of the RAE. Internet: http://en.wikipedia.org/wiki/Royal_Aircraft_Establishment.

The RAE set up an outpost at Schleswig, commanded by RCAF Squadron Leader Joe McCarthy, to co-ordinate the delivery of selected aircraft to Schleswig for overhaul, and to control the acceptance test flights of individual aircraft at the completion of their servicing routine.  The RAE then took over the delivery of the aircraft to England via one or more established staging posts in Holland or Belgium which were provided with jet fuel and other support facilities.

This list roughly includes most but not all of the aircraft used by the Luftwaffe during the Second World War.  Where possible, photos of aircraft at the time of their capture in their original markings are provided, followed by photos where available in RAF and/or USAAF service, and if preserved today as they are displayed in museums around the world.  Updates and particularly photos of these aircraft missing from the collection that can be shared freely on the net would be most welcome.

Harold A. Skaarup

Former Honorary Lieutenant-Colonel for 3 Intelligence Company, Halifax

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Messerschmitt Me 262s collected by the RAF

(RAF Photo)

Messerschmitt Me 262B-1a/U1 (Wk. Nr. 110305), "Red 8", 10./NJG11, 305, two-seat trainer converted into a provisional night fighter version equipped with FuG 218 Neptun radar and Hirschgeweih (stag antler) eight-dipole antenna array.  This aircraft was collected at Schleswig-Jagel, Germany in May 1945.  "Red 8" flew operationally with Kurt Welters 10./NJG11 at Magdeburg. While at this location it was painted with all-black undersurfaces and mostly black engine nacelles.  "'Red 8" was ferried to the UK on 19 May 1945 by Wg Cdr RJ 'Roly' Falk, via Twente, Gilze-Rijen and Melsbroek.   It was then flown by Wg Cdr Gonsalvez from the RAE to RNAS Ford, and used for radar and tactical trials from 6 July 1945.  Designated AM50, it was later given RAF Serial No. VH519.  It was damaged on its first landing at RNAS Ford, but quickly repaired.   "Red 8" is the only genuine night fighter version of the Me262 which has survived to the present day.  It is currently displayed in the Ditsong National Museum of Military History, Saxonwold, Johannesburg, South Africa.

(Brit Modeler profile)

(RAF Photo)

Messerschmitt Me 262B-1a/U1 (Wk. Nr. 110305), "Red 8", 10./NJG11, 305, two-seat trainer converted into a provisional night fighter version equipped with FuG 218 Neptun radar and Hirschgeweih (stag antler) eight-dipole antenna array.

(RAF Photo)

Messerschmitt Me 262B-1a/U1 (Wk. Nr. 110305), "Red 8", 10./NJG11, 305, two-seat trainer converted into a provisional night fighter version equipped with FuG 218 Neptun radar and Hirschgeweih (stag antler) eight-dipole antenna array. ‘Red 8’ suffered a landing mishap at Royal Naval Air Station Ford/HMS Peregrine in Sussex. It had flown operationally with 10./NJG 11, and is now preserved in South Africa.

 (RAF Photo)

Messerschmitt Me 262B-1a/U1 (Wk. Nr. 110305), "Red 8", 10./NJG11, 305, two-seat trainer converted into a provisional night fighter version equipped with FuG 218 Neptun radar and Hirschgeweih (stag antler) eight-dipole antenna array.  This aircraft was collected at Schleswig-Jagel, Germany in May 1945.  "Red 8" flew operationally with Kurt Welters 10./NJG11 at Magdeburg. While at this location it was painted with all-black undersurfaces and mostly black engine nacelles.  "'Red 8" was ferried to the UK on 19 May 1945 by Wg Cdr RJ 'Roly' Falk, via Twente, Gilze-Rijen and Melsbroek.   It was then flown by Wg Cdr Gonsalvez from the RAE to RNAS Ford, and used for radar and tactical trials from 6 July 1945.  Designated AM50, it was later given RAF Serial No. VH519.  It was damaged on its first landing at RNAS Ford, but quickly repaired.   "Red 8" is the only genuine night fighter version of the Me262 which has survived to the present day.  It is currently displayed in the Ditsong National Museum of Military History, Saxonwold, Johannesburg, South Africa.

(NJR ZA Photo)

Messerschmitt Me 262B-1a/U1 (Wk. Nr. 110305), "Red 8", 10./NJG11, 305, two-seat trainer converted into a provisional night fighter version equipped with FuG 218 Neptun radar and Hirschgeweih (stag antler) eight-dipole antenna array.  It is currently displayed in the Ditsong National Museum of Military History, Saxonwold, Johannesburg, South Africa.

(Alan Wilson Photo)

(John Falk Photos)

Messerschmitt Me 262B-1a/U1 (Wk. Nr. 110305), "Red 8", 10./NJG11, 305, two-seat trainer converted into a provisional night fighter version equipped with FuG 218 Neptun radar and Hirschgeweih (stag antler) eight-dipole antenna array.  This aircraft was collected at Schleswig-Jagel, Germany in May 1945.  "Red 8" flew operationally with Kurt Welters 10./NJG11 at Magdeburg. While at this location it was painted with all-black undersurfaces and mostly black engine nacelles.  "'Red 8" was ferried to the UK on 19 May 1945 by Wg Cdr RJ 'Roly' Falk, via Twente, Gilze-Rijen and Melsbroek.   It was then flown by Wg Cdr Gonsalvez from the RAE to RNAS Ford, and used for radar and tactical trials from 6 July 1945.  Designated AM50, it was later given RAF Serial No. VH519.  It was damaged on its first landing at RNAS Ford, but quickly repaired.   "Red 8" is the only genuine night fighter version of the Me262 which has survived to the present day.  It is currently displayed in the Ditsong National Museum of Military History, Saxonwold, Johannesburg, South Africa.

(RAF Photos)

Messerschmitt Me 262A-1a "Schwalbe" (Wk. Nr. 112372),"Red 2", 10./NJG11, previously JG7, collected at Schleswig-Jagel, Germany.  This aircraft was built in 1945. Designated AM51, it was flown to Farnborough where it was allocated RAF Serial No. VK893 and evaluated by the Royal Aircraft Establishment Aerodynamics Flight. AM51 is currently on display at RAF Hendon, England.

(Brit Modeler profile)

(Paul Mantz Photo)

Messerschmitt Me 262A-1a "Schwalbe" (Wk. Nr. 112372),"Red 2", 10./NJG11, previously JG7, collected at Schleswig-Jagel, Germany.  This aircraft was built in 1945.  Designated AM51, it was flown to Farnborough where it was allocated RAF Serial No. VK893 and evaluated by the Royal Aircraft Establishment Aerodynamics Flight.  AM51 is currently on display at RAF Hendon, England.

(UniversalNation Photo)

Messerschmitt Me 262A-1a "Schwalbe" (Wk. Nr. 112372),"Red 2", 10./NJG11, previously JG7, collected at Schleswig-Jagel, Germany.  This aircraft was built in 1945.  Designated AM51, it was flown to Farnborough where it was allocated RAF Serial No. VK893 and evaluated by the Royal Aircraft Establishment Aerodynamics Flight.  AM51 is currently on display at RAF Hendon, England, painted as "Yellow 4".

(RAF Photo)

Messerschmitt Me 262A-1a "Schwalbe" (Wk. Nr. 111690), coded "White 5", 1./JG 7, was built by Messerschmitt at Schwabisch Hall.  It had been flown by Fritz Stehle, who was responsible for the last kill of the war, after arriving there from Melsbroek on 5 August 1945.  It was surrendered at Fassberg and was transferred to Farnborough via Manston on 6 and 7 August.

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(Brit modeler profile)

(RAF Photo)

(RAF Photo)

Messerschmitt Me 262A-1a "Schwalbe" (Wk. Nr. 111690), coded "White 5", 1./JG 7, repainted in RAF markings and designated AM80.  It later appeared in a static display during a German Aircraft Exhibition in the UK in 1945.  AM80 was packed and shipped to Canada on SS Manchester Shipper on 23 August 1946, arriving in Montréal on 1 September 1946.

(RCAF Photo)

(RCAF Photo)

Messerschmitt Me 262A-1a "Schwalbe" (Wk. Nr. 111690), coded "White 5", 1./JG 7, repainted in RAF markings and designated AM80, shown after its arrival in Canada, at Aylmer, Ontario, alongside an RCAF de Havilland Mosquito.

(Cameron Logan Photo)

Messerschmitt Me 262A-1a "Schwalbe" (Wk. Nr. 111690), coded "White 5", 1./JG 7, AM80.  AM 80 was sold to Cameron Logan of Aylmer, Ontario, about 1947, along with 300 war-surplus RCAF aircraft.  He kept it behind his home until at least 1953.  Eventually it was destroyed and the remains were buried on his property.

(RAF Photo)

Messerschmitt Me 262A-2a "Sturmvogel" (Wk. Nr. 500210), coded "Red 1", painted "Yellow 17", 1./JG 7, surrendered at Fassberg, near Celle, Germany.  (Wk. Nr. 500210) is an incorrect number, as this aircraft came from the 1123xx block of Werk Numbers.  "Yellow 17" was captured at Schlesweg.  Designated RAF AM52, Serial No. VH509, this aircraft was one of two sent to Canada., and taken over by No. 616 Squadron, RAF.  It had been flown to Lübeck on 29 May 1945, then ferried to Schleswig-Jagel, and then on to Farnborough on 9 June 1945.  It was allocated RAF Serial No. VH509 on 14 June, and made at least one test flight in July at Brize Norton.  AM 52 was shipped to Canada from Ellesmere Port on board the SS Manchester Shipper on 23 August 1946, arriving at Montréal on 1 September.

(RAF Photos)

Messerschmitt Me 262A-2a "Sturmvogel" (Wk. Nr. 500210), coded "Red 1", painted "Yellow 17", 1./JG 7, surrendered at Fassberg, near Celle, Germany, and taken over by No. 616 Squadron, RAF.  Designated AM52, it was flown to Lübeck on 29 May 1945, then ferried to Schleswig-Jagel, and then on to Farnborough on 9 June 1945.  It was allocated RAF Serial No. VH509 on 14 June, and made at least one test flight in July at Brize Norton.  AM 52 was shipped to Canada from Ellesmere Port on board the SS Manchester Shipper on 23 August 1946, arriving at Montréal on 1 September.  AM 52 was sold to Cameron Logan of New Scotland, Ontario, about 1947, with 300 other war-surplus RCAF aircraft, and was eventually scrapped by him at New Scotland.

(Leslie Corness, CANAV Books Collection Photo)

Messerschmitt Me 262A-2a "Sturmvogel" (Wk. Nr. 500210), coded "Red 1", painted "Yellow 17", 1./JG 7, RAF Serial No. VH509, AM52.  AM 52 shown here disassembled at Downsview, Ontario after 1 Sep 1945.  AM 52 was sold to Cameron Logan of New Scotland, Ontario, about 1947, with 300 other war-surplus RCAF aircraft, and was eventually scrapped by him at New Scotland.

(RCAF Photo)

Messerschmitt Me 262A-2a "Sturmvogel" (Wk. Nr. 500210), RAF VH509, AM52.  It is shown here on RCAF Staff day at Downsview, Ontario, in June 1948.

(Ed Das Photos)

Messerschmitt Me 262A-2a "Sturmvogel" (Wk. Nr. 500210), RAF VH509, AM52, Ontario.

(RCAF Photo)

Messerschmitt Me 262A-2a "Sturmvogel" (Wk. Nr. 500210), RAF VH509, AM52, a little worse for wear in 1951 on the field at Downsview, Ontario. It's unlikely that it made it off the field in this condition and there are stories that it was bulldozed by de Havilland staff and lies under the end of the runway at Downsview.

(RAF Photos)

Messerschmitt Me 262B-1a/U1 (Wk. Nr. 111980) "Red 12", 10./NJG11, two-seat trainer converted into a provisional night fighter version equipped with FuG 218 Neptun radar and Hirschgeweih (stag antler) eight-dipole antenna array.  "Red 12" was flown by Lt Herbert Altner to Schleswig-Jagel, Germany, on 6 May 1945, where it was collected by the RAF.  This aircraft was taken to England, and designated AM53.  It was destroyed during a storm at Brize Norton in 1947.  The remains were scrapped at Sealand in 1948.

(RAF Photos)

Messerschmitt Me 262B-1a/U1 (Wk. Nr. 111007), coded "Yellow 5", captured at Fassberg.  Designated AM80, this aircraft was scrapped at Fassberg.

(RAF Photo)

Messerschmitt Me 262A-2a  "Sturmvogel" (Wk. Nr. 500200), landing at Farnborough in late 1945.

Messerschmitt Me 262A-2a  "Sturmvogel" (Wk. Nr. 500200), "Black X", coded 9K+XK, 2./KG 51, built at Regensburg in March 1945.  Flown by Fahnenjunker Oberfeldwebel Fröhlich and surrendered at Fassberg.  "Black X" was flown to Marston, via Melsbroek on 28 August 1945.  Nine days later it was test flown to the Royal Aircraft Establishment in Farnborough, where it was designated AM81.  It was allocated RAF Serial No. VP554, and subjected to tests and investigation, flown by Squadron Leader Martindale.  While in British hands, the Luftwaffe camouflage was over-painted with English wording and RAF roundels.  The airframe and flight systems were not modified, although the original German electronics were removed and replaced by British equipment.  This meant that the FuG.25 Loop Antenna was removed.  It was flown in an airshow at Farnborough on 4 November 1945.  It was shipped to Australia.  Restoration was completed in 1985 and the aircraft is currently on display in the Australian War Memorial, Canberra, Australia.  (Universal Nation Photo)

(RAF Photos)

Messerschmitt Me 262A-1a "Schwalbe" (Wk. Nr. 500443), "Yellow 5", 7./JG7, this aircraft was flown by Unterofficier Anton Schoppler from his base at Saaz  and surrendered at Schleswig-Jagel, Germany on 8 May 1945.  Designated USA 1, this aircraft was brought to England. and was repainted "Yellow 6" at some point.  USA 1 was shipped from Birkenhead, England to Capetown, South Africa on the SS Perthshire on 20 Oct 1946, arriving on 6 Nov.  After acceptance by the SAAF it was stored at 15 Air Depot, Snake Valley and during 1950 it was  sold to the Benoni Technical College as an instructional airframe.  It was scrapped in 1953.

(RAF Photos)

Messerschmitt Me 262B-1a/U1 (Wk. Nr.  110306), "Red 6", 10./NJGJ11, two-seat trainer converted into a provisional night fighter version equipped with FuG 218 Neptun radar and Hirschgeweih (stag antler) eight-dipole antenna array.  Seven of these aircraft were used by 10/NJG.II in the defence of Berlin in April 1945.  "Red 6" was surrendered to the RAF at Schleswig-Jagel, Germany.  It was transferred to the USAAF and became Watson's Whizzers 999.  It was shipped to the USA on HMS Reaper and then allocated FE-610, later T2-610.  Later named "Ole Fruit Cake", and "der Schwalbe".  FE-610 was scrapped at Freeman Field, Indiana, circa 1950.

(Smithsonian National Air and Space Museum Archives Photo, NASM-7A49458)

Messerschmitt Me 262A-1a/U3 reconnaissance aircraft aboard HMS Reaper in in the Port of Cherbourg, France 1945.

(RAF Photo)

The numbers for USA 2 and USA 3 appear to have been switched after their allocation by the RAF.

Messerschmitt Me 262B-1a/U1 (Wk. Nr. 110165), uncoded, possibly 10./NJG11, two-seat trainer surrendered to the RAF at Schleswig-Jagel, Germany, in May 1945, designated USA 2/USA 3 by the RAF, "What was it?".  Transferred to the USAAF, Watson's Whizzers 101.  Shipped to the USA on HMS Reaper, where it was allocated Foreign Equipment number FE-109.  This aircraft went to the USN Armament Test Division at NAS Patuxent River, Maryland in Dec 1945 where it was designated USN BuNo. 121441, and test flown.  It was scrapped at NAS Anacostia, Nov 1946.

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(RAF Photos)

Messerschmitt Me 262B-1a/U1 (Wk. Nr. 110635), "Red 10", 10./NJG11, two-seat trainer converted into a provisional night fighter version equipped with FuG 218 Neptun radar and Hirschgeweih (stag antler) eight-dipole antenna array.  "Red 10" was one of three night fighters captured at Schleswig-Jagel, Germany.  Designated USA 4, this aircraft may have been brought to England, where it was likely used as a ballistics target at Oxfordness.  It was reportedly scrapped at No. 6 Maintenance Unit (MU) at Brize Norton in 1947.

(RAF Photo)

A pair of Me 262s at Schleswig during June 1945. In the background is Me 262B-1a/U1 two-seat night fighter Werknummer 110635, formerly ‘Red 10’ with 10./NJG 11, clearly showing the antennae of its FuG 218 radar.

Czech Avia S-92s

(AlfvanBeem Photo)

Avia S-92, Aviation Museum Kbely, Prague, Czech Republic.  (Alan Wilson Photo)

(Alan Wilson Photo)

Avia CS-92, Aviation Museum Kbely, Prague, Czech Republic.  The Avia CS-92 was a license built Messerschmitt Me262B-1A. This sole remaining example has been painted in Luftwaffe markings.  Czech AF (Serial No. V-35 msn 51104).  (Netopyr Photo)

French Me 262s

Messerschmitt Me 262A-1a, (Wk. Nr. unknown), No. 1, brought by rail to France and rebuilt, test flown, fate unknown.

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(USAAF Photo)

Messerschmitt Me 262A-1a, (Wk. Nr. 113332), No. 2, “Feudin 54th A.D. Sq”, "Julie", before being transferred to the French Air Force (Armée de l'Air), test flown, crashed on during a test flight, fate unknown.  (USAAF Photos)

Messerschmitt Me 262A-1a, (Wk. Nr. 113332), No. 2, “Feudin 54th A.D. Sq”, "Julie", after being transferred to the French Air Force (Armée de l'Air), shortly after crashing during a test flight, fate unknown.  (Armée de l'Air Photos)

Messerschmitt Me 262A-1a, (Wk. Nr. unknown), No. 3, brought by rail to France and rebuilt, test flown, fate unknown.

Messerschmitt Me 262A-1a, (Wk. Nr. unknown), No. 4, brought by rail to France and rebuilt.  Ready to fly but not test flown, fate unknown.

Messerschmitt Me 262A-1a, (Wk. Nr. unknown), No. 5, brought by rail to France and used for spare parts, fate unknown.

Messerschmitt Me 262A-1a, (Wk. Nr. unknown), No. 6, brought by rail to France and partially rebuilt, fate unknown.

Messerschmitt Me 262B-1a/U1, (Wk. Nr. unknown), No. 7, dual control two-seat trainer, brought by rail to France and rebuilt.  Ready to fly but not test flown, fate unknown.

Me 262s preserved in Germany

(Brit Modeler Profile)

(Swiss Air Force Photos)

Messerschmitt Me 262A-1a, (Wk. Nr. 500071) coded "White 3", III/JG7.  This aircraft made an emergency landing due to lack of fuel at Dübendorf, Switzerland on 25 April 1945.  Flown by Hans Guido Mutke while a pilot of 9. Staffel/JG 7, "White 3" was confiscated by Swiss authorities on 25 April 1945 after Mutke made an emergency landing in Switzerland due to lack of fuel.  Although it was taken over by the Swiss, it was not flown by them.  After many years of storage at Dübendorf, the aircraft was given to the Deutsches Museum at Munich on 30 August 1957, where it is currently on display.

(Softeis Photo)

Messerschmitt Me 262A-1a, (Wk. Nr. 500071) coded "White 3", III/JG7 made an emergency landing due to lack of fuel at Dübendorf, Switzerland on 25 April 1945.  This aircraft, flown by Hans Guido Mutke while a pilot of 9. Staffel/JG 7, was confiscated by Swiss authorities on 25 April 1945 after Mutke made an emergency landing in Switzerland due to lack of fuel.  Although it was taken over by the Swiss, it was not flown by them.  After many years of storage at Dübendorf, the aircraft was given to the Deutsches Museum at Munich on 30 August 1957, where it is currently on display.

Messerschmitt Me 262A-1a (multiple Wk. Nrs.), reconstructed from parts of crashed and uncompleted Me 262s, is on display in the Militärhistorisches Museum der Bundeswehr - Flugplatz Berlin-Gatow (Bundeswehr Museum of Military History - Berlin-Gatow Airfield), Germany.

(MisterBee1966 Photo)

Mock-up of a Messerschmitt Me 262A-1a/R7 with R4M underwing rocket racks on display at the Technikmuseum Speyer, Germany.

Me 262s captured by the USAAF

(Brit Modelers Profile)

(US Army Photos)

Messerschmitt Me 262A-2a Schwalbe, (Wk. Nr. 112385), "Yellow 8", captured at Stendal, fate unknown.

(USAAF Photo)

Messerschmitt Me 262A-1a, (Wk. Nr. 110604), Lechfeld, 1945.

(USAAF Photos)

Messerschmitt Me 262A-1a, (Wk. Nr. 110956), IIIEJG2, "White 17", Franz-Holzinger, Lechfeld 29 Apr 1945.  This aircraft may have been flown by Heinz Bar.

(USAAF Photo)

Messerschmitt Me 262A-1a Schwalbe, (Wk. Nr. 500079), coded B3+DA "Green D", 54 KG (J) on the airfield at Giebelstadt, Germany, captured by the USAAF, April 1945. The season colour "green" is likely to have been repeated on the nose and on the air inlet rings of the two turbines.   Staff and I. Group of KG (J) 54 were based at Giebelstadt from 1 Sep 1944 to 28 Mar 1945.  They were previoulsy based at Zerbst and Prague-Ruzyn?.  The squadron was disbanded on 7 May 1945 in Saaz (Žatec, Bohemia).  (Wolfgang Hesse)

(Luftwaffe Photo)

Messerschmitt Me 262A-1a Schwalbe, (Wk. Nr. 170059), believed to be on strength with Erprobungskommando 262. W. Nr. 170059 later flew with KG 51 and III./EJG 2.

(Luftwaffe Photo)

Messerschmitt Me 262A-1a Schwalbe, coded V167.

(USSAC Photo)

Messerschmitt Me 262A-2a, Wk. Nr. 111685, coded 9K+FH, autobahn near Munich.

(USAAC Photo)

Messerschmitt Me 262A-1a Schwalbe, Wk. Nr. 111857 of JV44, Hotting, Munich Area, 1945.

(USAAF Photos)

This example of the glazed-nose Me 262 A-2a/U2, second prototype W. Nr. 110555, coded V555was captured at Weimar-Nohra when the war ended. It made 16 test flights, the last of which, on 30 March 1945, ended with an undercarriage collapse.

Me 262s, USA

(USAAF Photos)

Messerschmitt Me 262A-1a "Schwalbe" (Wk. Nr. 111711).  This new airframe had been surrendered on 31 March 1945 by Messerschmitt test pilot Hans Fay who defected during a functional check flight rather than fly it to an operational unit, landing at Rhein-Main, Frankfurt.  It was the first Me 262 to fall into Allied hands.  The Me 262 was taken to Thornville, France, and shipped separately to USA on the Manawaska Victory.  It was not one of Watson's Whizzers.  The Me 262 was allocated Foreign Equipment number FE-107, and later T2-711.  It was test flown by Russell E. Schleeh shortly after its capture.  This aircraft was flown by Test Pilot Walter J. McAuley Jr. of the Flight Performance Section, Flight Test Division, Wright Field, Ohio, in a test flight for comparison with a Lockheed P-80.  During the flight both engines of the Me 262 caught fire.  McAuley, Jr., successfully parachuted to safety, surviving as the aircraft crashed on 20 Aug 1945 ~two miles South of Xenia, Ohio near Route 68.

Watson's Whizzers

Throughout the war in Europe, the US Army Air Force (USAAF) Intelligence Service sent teams to Europe to gain access to enemy aircraft, technical and scientific reports, research facilities, and weapons for study in the US.  The Air Technical Intelligence (ATI) teams trained at the Technical Intelligence School at Wright Field, Ohio, and then collected enemy equipment to learn about Germany’s technical developments. The ATI teams competed with 32 allied technical intelligence groups to gain information and equipment recovered from crash sites.  As the war concluded, the various intelligence teams, including the ATI, shifted from tactical intelligence to post hostilities investigations. Exploitation intelligence increased dramatically.

Captured Luftwaffe airfields rewarded the Allies with many aircraft that were technologically advanced and of great interest to intelligence agencies.  In November 1944, General H.H. “Hap” Arnold directed that items of captured enemy equipment be collected methodically so technical experts could study the equipment.  At Wright Field, the Technical Data Laboratory worked with the other laboratories to develop a “wish list” of German equipment they would like to have for technological study and exploitation.  Colonel Donald L. Putt was in charge of the overall collection effort known as Project Lusty, and General Carl “Tooey” Spaatz, the Commanding General of U.S. Strategic Air Forces in Europe, picked Colonel Harold E Watson for the assignment.  Colonel Watson had previously served at Wright Field as a test pilot as well as 9th Air Force Service Command in France.

On 22 April 1945, the USAAF combined technical and post-hostilities intelligence objectives under the Exploitation Division with the aim of exploiting captured German scientific documents, research facilities, and aircraft.  The code name of the operation was Project “Lusty (from Luftwaffe Secret Technology).  The Operation had two teams.  One, under the leadership of Colonel Watson, collected enemy aircraft and weapons for further examination in the US.  The other recruited scientists, collected documents, and investigated facilities.  Having been part of ATI in 1944, Colonel Watson eagerly accepted the Operation Lusty assignment.

General Watson’s official travel orders allowed him to examine or remove any captured aircraft or equipment; carry a camera and photograph any captured equipment; and travel anywhere in the Allied Forces occupied zone.  His pass was printed in English, French, and German.

Colonel Watson and his crew, nicknamed “Watson’s Whizzers,” which was comprised of 9th Air Force pilots, engineers, and maintenance men he had selected to join him, developed “Black Lists” which they used to collect aircraft.  He organized his “Whizzers” into two sections, one collected jet aircraft and the other procured piston engine aircraft and non-flyable jet and rocket equipment.  Their first catch was a Heinkel He 177 bomber.  In April 1945, Lechfeld airfield, near the Messerschmitt factory, fell into American hands, and the collection of Luftwaffe aircraft grew dramatically.

After the war, the “Whizzers” added a crew of 25 former Luftwaffe test pilots and mechanics to their team, including Hauptman Heinz Braun.  Hauptman Braun had flown 70 women, children, and wounded troops to Munich-Riem airport on 8 May 1945.  After he landed, Braun was approached by one of Watson’s men who gave him the choice of either going to a prison camp or flying with the “Whizzers.”  Braun decided flying would be more preferable.  Three Messerschmitt employees also joined the “Whizzers,” with Karl Baur, the Chief Test Pilot of Experimental Aircraft; test pilot Ludwig “Willie” Huffman; and engineering superintendent, Gerhard Coulis.  Test pilot Herman Kersting joined later.  When the “Whizzers” located nine Me 262 jet aircraft at Lechfeld airfield, these Luftwaffe test pilots had the expertise to fly them.

Watson’s men traveled far and wide over Europe by jeep and occasionally by air to find the aircraft on the “Black Lists.”  Some of the aircraft were found in flyable condition.  Others had to be reconstructed from remnants of other aircraft.  Many aircraft were shipped to the United States aboard the British carrier HMS Reaper.  The most viable harbour for docking the carrier and loading the various aircraft was at Cherbourg, France.  The “Whizzers” flew the Me 262s and other aircraft from Lechfeld to St. Dizier, to Melun, and then to Cherbourg.  All the aircraft were cocooned against the salt air and weather, loaded onto HMS Reaper, and brought to the US where they were studied by the Air Intelligence groups of both the USAAF and US Navy.

(USAAF Photo)

Me 262 "Happy Hunter IV".

Many of the “Whizzers” named aircraft after family and friends.  General Watson named one of the captured Me 262s the “Happy Hunter” after his son.  MSgt Freiburger named three of the planes, including “Dennis,” for his son; “Wilma Jeanne,” after his wife; and “Vera,” for a sister-in-law.  Me 262A-1a/U4 Schwalbe, (Wk. Nr. 170083) had  “Wilma Jeanne” on the port side of the aircraft.  All of these refurbished Me 262s had “Feudin 54th A.D. Sq” painted on the starboard side by MSgt Eugene Freiburger.  This aircraft crashed at Tilleul-Dame-Agnes, Eure in France on 18 June 1945 (the pilot survived) and therefore never came to the USA.

40 German and one American aircraft were transported on board HMS Reaper, including ten Messerschmitt Me 262,(including nine Messerschmitt Me 262 (three standard fighters, two two-seat pilot training aircraft, one two-seat night fighter, and three photographic reconnaissance aircraft), five Focke-Wulf Fw 190F, four Focke-Wulf Fw 190D, one Focke-Wulf Ta 152H, four Arado Ar 234B, three Heinkel He 219, three Messerschmitt Bf 109, two Dornier Do 335A, two Bücker Bü 181, one Doblhoff WNF 342 helicopter, two Flettner Fl 282 helicopters, one Junkers Ju 88G, one Junkers Ju 388, one Messerschmitt Bf 108, and one North American F-6 (the photo reconnaissance version of the P-51).  The balance of about ten aircraft may have included examples of the Heinkel He 162A, Messerschmitt Me 163B-1a, and the Bachem Ba 349 Natter, which were later transported to the US aboard merchant ships.  A Junkers Ju 290A four-engine transport, nicknamed “Alles Kaput,” was flown on its own across the Atlantic.

In 1945, the enemy aircraft shipped to the US were divided between the Navy and the Army Air Forces.  For historical purposes, General Hap Arnold ordered the preservation of one of every type of aircraft used by the enemy forces.  The Air Force brought their aircraft to Wright Field, and when the field could no longer handle additional aircraft, many were sent to Freeman Field, Seymour, Indiana.

USAAC Photo)

US troops examining a wrecked Me 262.

Messerschmitt Me 262A-1a/U4 Schwalbe, (Wk. Nr. 170083), "V083", "Pulkzerstörer", armed with one 50-mm Mauser Mk. 214 cannon.   USAAF "Feudin 54" A.D Sq was painted on the port side of the nose of all the refurbished Me 262s, later painted over before leaving Lager Lechfeld Flugplatz and being shipped to the USA on HMS Reaper.  This aircraft became Watson's Whizzers No. 000, with the name "Wilma Jeanne" on the starboard side of the nose, later the "Happy Hunter II".  This aircraft crashed on a flight from Lechfield, Germany to Cherbourg.  (Andrew T. Hill Photo 1, before being painted with Feudin 54th artwork, USAAF Photo 2)

(USAAF Photos)

Messerschmitt Me 262A-1a/U4 Schwalbe, (Wk. Nr. 170083), "V083", "Pulkzerstörer", armed with one 50-mm Mauser Mk. 214 cannon.   USAAF "Feudin 54" A.D Sq was painted on the port side of the nose of all the refurbished Me 262s, later painted over before leaving Lager Lechfeld Flugplatz and being shipped to the USA on HMS Reaper.  This aircraft became Watson's Whizzers No. 000, with the name "Wilma Jeanne" on the starboard side of the nose, later the "Happy Hunter II".  This aircraft crashed on a flight from Lechfield, Germany to Cherbourg.

(USAAF Photo)

Messerschmitt Me 262A-1a/U4 Schwalbe, (Wk. Nr. 170083), "V083", "Pulkzerstörer", armed with one 50-mm Mauser Mk. 214 cannon.   USAAF "Feudin 54" A.D Sq was painted on the port side of the nose of all the refurbished Me 262s, later painted over before leaving Lager Lechfeld Flugplatz and being shipped to the USA on HMS Reaper.  This aircraft became Watson's Whizzers No. 000, with the name "Wilma Jeanne" on the starboard side of the nose, later the "Happy Hunter II".  This aircraft crashed on a flight from Lechfield, Germany, en route to Melun, and Cherbourg on 10 June 1945.

Messerschmitt Me 262A-1a/U4, (Wk. Nr. unknown), "Pulkzerstörer", bomber destroyer version armed with one 50-mm Mauser Mk. 214 cannon.   USAAF "Feudin 54 A.D Sq".  Possibly shipped to the USA, fate unknown.  (USAAF Photos)

Messerschmitt Me 262A-1a "Schwalbe" (Wk. Nr. 501232), "Yellow 5", 3./KG(J)6, with homeland defence checkerboard pattern on the rear fuselage.  This aircraft was designated Watson's Whizzers No. 111, and was painted as "Beverly Anne", later "Screamin Meemie".  "Yellow 5" was shipped to the USA on HMS Reaper, with inventory control No. 20.  This aircraft was sent to the USN Armament Test Division at NAS Patuxent River, Maryland in Dec 1945 where it was designated USN BuNo. 121442 and test flown.  It is now on display in the National Museum of the USAF.  (USAAF Photo)

(USAAF Photos)

Messerschmitt Me 262A-1a "Schwalbe" (Wk. Nr. 501232), "Yellow 5", 3./KG(J)6.  This aircraft was designated Watson's Whizzers No. 111, and was painted as "Beverly Anne", later "Screamin Meemie".  "Yellow 5" was shipped to the USA on HMS Reaper,  with inventory control No. 20.  This aircraft was sent to the USN Armament Test Division at NAS Patuxent River, Maryland in Dec 1945 where it was designated USN BuNo. 121442 and test flown.  It is now on display in the National Museum of the USAF.

(Clemens Vasters Photo)

Messerschmitt Me 262A-1a "Schwalbe" (Wk. Nr. 501232), "Yellow 5", 3./KG(J)6.  with its Junkers Jumo 004 turbojet engine (Yellow 5), NMUSAF, Dayton, Ohio.

Messerschmitt Me 262A-1a "Schwalbe" (Wk. Nr. 501232), coded "Yellow 5", 3./KG(J)6, designated Watson's Whizzers No. 111, on display in the National Museum of the USAF.  (National Museum of the USAF Photos)

Messerschmitt Me 262A-1a/U3 (Wk. Nr. unknown), "White 30", reconnaissance version modified with bulges on the nose to accommodate film magazines for two Rb 20/30 cameras.  U3 (Umrüst-Bausatz 3, Factory Modification Kit No. 3).  Watson's Whizzers 222, "Marge", later "Lady Jess IV".  It was flown by Capt Kenneth Dahlstrom.  Artwork was painted on the nose with a picture of Donald Duck circling the globe on a jet engine, with "Watson’s Whizzers" in print.  "White 30" was shipped to the USA on HMS Reaper.  It was allocated FE-108, then transferred to the USN where it was allocated BuNo. 121443.   It was written off at NAS Patuxent River, Maryland on its first test flight on 7 Nov 1945.  (USAAF Photos)

Messerschmitt Me 262A-1a "Schwalbe" (Wk. Nr. 111367), Watson's Whizzers 333, "Feuding 54th", later "Pauline", and "Deelovely".  This aircraft went to the USN A&T Division, Flight Test Division, NAS Patuxent River, Maryland in Dec 1945, where it was allocated USN BuNo. 121444 and test flown.  It was transferred to Naval Proving Ground, Dahlgren Junction  on 11 Oct 1946.  This Me 262 was displayed at NAS Anacostia, then left outside the Naval Laboratory in Washington, D.C., where it stood derelict until it was apparently scrapped sometime after 27 Jan 1957.  (USAAF Photos)

(USAAF Photos)

Messerschmitt Me 262A-1a/U3 (Wk. Nr. 500453), coded "White 25", reconnaissance version modified with bulges on the nose to accommodate film magazines for two Rb 20/30 cameras.  U3 (Umrüst-Bausatz 3, Factory Modification Kit No. 3).

By the war’s final months, Allied bombing efforts in Germany had so disrupted aircraft production that most formal factories were essentially non-functional.  Instead, aircraft production took place in improvised locations such as road tunnels, caves and even forests.  Wk. Nr. 500453 went through final assembly in a waldwerk, or ‘forest factory’, in Obertraubling, near Regensburg, Germany in March, 1945.  The completed aircraft was moved some 200 km south, presumably by rail, to Memmingen where Messerschmitt factory pilot Sergeant Otto Kaiser flew the aircraft for the first time on 14 March 1945.  Following flight testing, the plane transferred to Eger, where it underwent conversion from a fighter into an unarmed photo-reconnaissance variant, with two Rb 20/30 vertical cameras in the nose compartment, instead of 30-mm cannon.

According to the Flying Heritage & Combat Armor Museum (FHCAM), "these planes were unarmed and relied on speed and altitude to avoid tangling with Allied fighters. At the Lechfeld airfield, the plane came under the jurisdiction of the 54th Air Disarmament Squadron (ADS) of the U.S. Army in May of 1945.  The German crosses on the sides of the plane were painted over with a United States roundels and bars.  The swastika at the tail was also painted over.  These aircraft were acquired by the USA as part of Operation Lusty; a mission to gain access to enemy aircraft, technical and scientific reports, research facilities, and weapons.”  LCol Harold Watson led the flight team within Operation Lusty.  Better known as “Watson’s Whizzers” these pilots gathered enemy aircraft of technical interest from across the fallen Nazi empire.  

Prior to the arrival of Watson's team, Master Sergeant Preston of the 54th Air Disarmament Squadron named this plane "Connie ...My Sharp Article" (after his wife).  "White 5" became Watson's Whizzers 444, and was ferried to Melun, France by Lt Roy Brown, who renamed it "Pick II" (after a nickname derived from his wife's maiden name).  Brown ferried the jet to the port of Cherbourg, France, where it was loaded onto the British escort carrier HMS Reaper.  While on the deck of the HMS Reaper, it was allocated inventory control No. 19.  After arrival at Newark, Watson ferried 444 to Freeman Field, Indiana on 19 August, 1945.  There, the Army Air Force assigned "White 5" a Foreign Equipment number, FE-4012.  This was later changed to T2-4012.  This aircraft was selected to participate in classified tests against the Lockheed P-80, and underwent a nose section changeup with Watson's Whizzers 888, later FE-111.  The machine was given an overall reconditioning for the tests.

“On the 17th of May 1946 Colonel Watson flew the aircraft to Patterson Field for the start of this series of trials. It was flown at Patterson and Wright Fields on test work for 4 hours and 40 minutes (8 flights), being flyable at Wright Field in August 1946. Flight trials were discontinued after four engine changes were required during the course of the tests, culminating in two single-engine landings. Around 1955, the plane (now in fairly rough shape) was acquired by Edward T. Maloney for his Planes of Fame Air Museum, then at Claremont, California.  The museum later moved to Ontario, California and finally Chino, California. The plane stayed in the museum’s collection for many years, undergoing one or more restorations.  On display, the plane was marked in a “White Nine” colour scheme copied from a photograph of another aircraft, which was scrapped on a dump near Munich following the war.”

"White 5" was with the Planes of Fame Museum in California before being transferred to Paul Allen's FHCAM in Washington State in 2010.  It has undergone and extensive restoration and is registered as N9450.  Painted as "Red 25" it is expected to be taken up for a test flight in 2019.  Current plans only extend to one flight, with the aircraft likely being grounded once it goes on display within the museum’s home at Paine Field in Everett, Washington.

(USAAF Photos)

Messerschmitt Me 262A-1a/U3 (Wk. Nr. 500453), "White 25", reconnaissance version modified with bulges on the nose to accommodate film magazines for two Rb 20/30 cameras.  U3 (Umrüst-Bausatz 3, Factory Modification Kit No. 3).  Prior to the arrival of Watson's team, Master Sergeant Preston of the 54th Air Disarmament Squadron named this plane "Connie ...My Sharp Article" (after his wife).  "White 5" became Watson's Whizzers 444, and was ferried to Melun, France by Lt Roy Brown, who renamed it "Pick II" (after a nickname derived from his wife's maiden name).   Brown ferried the jet to the port of Cherbourg, where it was loaded onto the British escort carrier HMS Reaper.  While on the deck of the HMS Reaper, it was allocated inventory control No. 19.  After arrival at Newark, Watson ferried 444 to Freeman Field, Indiana on 19 August, 1945.  There, the Army Air Force assigned "White 5" a Foreign Equipment number, FE-4012.  This was later changed to T2-4012.  This aircraft was selected to participate in classified tests against the Lockheed P-80, and underwent a nose section changeup with Watson's Whizzers 888, later FE-111.  The machine was given an overall reconditioning for the tests.  "White 5" was with the Planes of Fame Museum in California before being transferred to Paul Allen's Flying Heritage & Combat Armor Museum in Washington State.  There are plans to restore this aircraft to flying status, and it is registered as N9450, painted as "White 9".

(Brit Modeler Profiles)

‍

Messerschmitt Me 262B-1a (Wk. Nr. 110639), "White 35", one of 15 aircraft modified under contract by Blohm and Voss for use as a dual-control two seat trainer.    Wk. Nr. 110639, became Watson's Whizzers No. 555, "Vera", and later "Willie" flown from Germany to Cherbourg in 1945.  Shipped to the USA on HMS Reaper, this aircraft went to the USN Armament Test Division at NAS Patuxent River, Maryland in Dec 1945 where it was designated USN (Bu No. 121448).  After evaluation, it went to NART Willow Grove in  Dec 1946.  This aircraft has been restored and has returned to Naval Air Station Willow Grove, Pennsylvania.  "White 35" appears to have had an operational history in Luftwaffe service, and was one of the few Stormbirds known to have been captured completely intact.  Captured by American forces in May, 1945, it was the first jet the Americans brought into the hangar for restoration.  Soon thereafter, it was named Vera, after Staff Sergeant Eugene Freiburger's sister-in-law.  Vera was test flown by German test pilot Ludwig Hofmann on the 14th or 15th of May, accompanied by an American operations officer, Captain Ward, making him the first American to fly the Me 262.  On the 30th of May, Hofmann's counterpart, Karl Baur, took Colonel Watson on a familiarization flight in this aircraft.  "Vera" was used a few days later to train most of the American pilots who were tasked to fly the captured aircraft to Cherbourg.  Hofmann ferried the aircraft to Melun, France with the team, where it was renamed "Willie" in his honor.  At this time, the control number 555 was also assigned. The plane was loaded aboard the HMS Reaper with other captured aircraft, and transported to Newark, New Jersey.  At Newark, it was transferred to the USN for flight testing.  In 1993 the USN loaned 555 to the Me 262 Project for use as a pattern aircraft.  555 was returned to the USN in late 2001, and it is now back on permanent static display at Willow Grove NAS in eastern Pennsylvania.  (USAAF and USN Photos)

(USAAF Photo)

Messerschmitt Me 262B-1a (Wk. Nr. 110639), "White 35", one of 15 aircraft modified under contract by Blohm and Voss for use as a dual-control two seat trainer.   Watson's Whizzers 555, "Vera", and later "Willie" flown from Germany to Cherbourg in 1945.  Shipped to the USA on HMS Reaper, this aircraft went to the USN Armament Test Division at NAS Patuxent River, Maryland in Dec 1945 where it was designated USN (Bu No. 121448).  After evaluation, it went to NART Willow Grove in  Dec 1946.  This aircraft has been restored and has returned to Naval Air Station Willow Grove, Pennsylvania.  "White 35" appears to have had an operational history in Luftwaffe service, and was one of the few Stormbirds known to have been captured completely intact.  Captured by American forces in May, 1945, it was the first jet the Americans brought into the hangar for restoration.  Soon thereafter, it was named Vera, after Staff Sergeant Eugene Freiburger's sister-in-law.  Vera was test flown by German test pilot Ludwig Hofmann on the 14th or 15th of May, accompanied by an American operations officer, Captain Ward, making him the first American to fly the Me 262.  On the 30th of May, Hofmann's counterpart, Karl Baur, took Colonel Watson on a familiarization flight in this aircraft.  "Vera" was used a few days later to train most of the American pilots who were tasked to fly the captured aircraft to Cherbourg.  Hofmann ferried the aircraft to Melun, France with the team, where it was renamed "Willie" in his honor.  At this time, the control number 555 was also assigned. The plane was loaded aboard the HMS Reaper with other captured aircraft, and transported to Newark, New Jersey.  At Newark, it was transferred to the USN for flight testing.  In 1993 the USN loaned 555 to the Me 262 Project for use as a pattern aircraft.  555 was returned to the USN in late 2001, and it is now back on permanent static display at Willow Grove NAS in eastern Pennsylvania.  (USN Photo)

(Gregg Heilmann Photo)

(Tomás Del Coro Photo)

Messerschmitt Me 262B-1a (Wk. Nr. 110639), "White 35", formerly on display at Willow Grove NAS in eastern Pennsylvania, now on display in the National Aviation Museum, Pennsacola, Florida.

Messerschmitt Me 262A-1a/U3 (Wk. Nr. 500098), "White 27",  reconnaissance version modified with bulges on the nose to accommodate film magazines for two Rb 20/30 cameras.  U3 (Umrüst-Bausatz 3, Factory Modification Kit No. 3).  "White 27" was collected at Lechfeld by the "Feudin 54th A.D. Sq", as painted on the starboard side by MSgt Eugene Freiburger, USAAF.  Watson's Whizzers No. 666, painted as "Joanne", later "Cookie VII".  "White 27" was flown to Melun, then Cherbourg, France.  Shipped to the USA on HMS Reaper, this aircraft was allocated Foreign Equipment number FE-4011.  "White 27" crashed at Pittsburgh on 19 Aug 1945.  (USAAF Photos)

Fred Hillis named six of his Republic P-47 Thunderbolts "Cookie" from a nickname he gave his baby daughter Cynthia.  Five of these P-47s were lost in combat, one was flown on one mission. Of the seven "Cookies", none of their pilots was injured or killed - good luck, and therefore, a good reason to keep the name.  During  Operation Iraqi Freedom in the spring of 2003, an assault helicopter flown by the 2-501st Aviation Regiment, 1st Armored Division (US Army), was christened "Cookie VIII" by her crew in honor of Hillis legacy.

Messerschmitt Me 262A-1a "Schwalbe" (Wk. Nr. 110836).  Watson's Whizzers No. 777, this aircraft was initially named "Doris" and later "Jabo Bait". Shipped to the USA on HMS Reaper, it was designated FE-110, later T2-110.  (USAAF Photos).

(Brit Modeler profile)

Messerschmitt Me 262A-1b (Wk. Nr. 500491), "Yellow 7", 11./JG 7, surrendered to Allied forces on 8 May 1945 at Lechfeld.  In service with Jagdgeschwader 7, the victory markings found on this aircraft included one P-51, one P-47 and five B-17s.  The aircraft has original under wing racks for 24 R4M unguided rockets.  Karl Baur test flew this aircraft for some 20 minutes on the 12th of May; well before the arrival of Watson's team.  Watsons Whizzers No. 888, Staff Sergeant Eugene Freiburger of the 54th Air Disarmament Squadron named the plane "Dennis", after his son.  These markings remained on the jet until it arrived in Melun, France, where Lt James (Ken) Holt re-christened it "Ginny H".  named "Dennis", and then "Ginny H", it was flown by Lt James K. Holt.  "Yellow 7" was shipped to the USA on HMS Reaper, with inventory control No. 29.  "Yellow 7" arrived at Wright Field in August 1945, and was subsequently moved to Freeman Field, Indiana, where it remained until May 1946.  At Freeman Field it was allocated Foreign Equipment number FE-111, and later T-2-111.  As Watson's Whizzers No. 444 was being prepared for a series of classified flight tests, it's reconnaissance-modified nose section was exchanged for No. 888's more streamlined fighter version.  This modification took place before the plane was moved to the 803rd Special Depot storage facility at Park Ridge, Illinois in July 1946, when the jet entered long-term storage.  In 1950, it was moved again, this time to the National Air Museum facility (now the Garber Facility) at Silver Hill, Maryland.  In 1978, the plane was brought out of storage and fully restored, with the modified nose section returned to its original A-1 fighter configuration.  "Yellow 7" is now on display in the National Air & Space Museum (NASM), on the Mall in Washington, D.C.  (USAAF Photos)

Messerschmitt Me 262A-1b (Wk. Nr. 500491), "Yellow 7", 11./JG 7, on display in the National Air & Space Museum (NASM), on the Mall in Washington, D.C.  (Author Photo)

Messerschmitt Me 262B-1a/U1 (Wk. Nr.  110306), "Red 6", 10./NJGJ11, two-seat trainer converted into a provisional night fighter version equipped with FuG 218 Neptun radar and Hirschgeweih (stag antler) eight-dipole antenna array.  Seven of these aircraft were used by 10/NJG.II in the defence of Berlin in April 1945.  "Red 6" was surrendered to the RAF at Schleswig-Jagel, Germany.  It was transferred to the USAAF and became Watson's Whizzers 999.  It was shipped to the USA on HMS Reaper and then allocated FE-610, later T2-610.  Later named "Ole Fruit Cake", and "der Schwalbe".  FE-610 was scrapped at Freeman Field, Indiana, circa 1950.  (USAAF Photos)

(USAAF Photos)

Messerschmitt Me 262B-1a/U1 (Wk. Nr.  110306), "Red 6", 10./NJGJ11, two-seat trainer converted into a provisional night fighter version equipped with FuG 218 Neptun radar and Hirschgeweih (stag antler) eight-dipole antenna array.  Seven of these aircraft were used by 10/NJG.II in the defence of Berlin in April 1945.  "Red 6" was surrendered to the RAF at Schleswig-Jagel, Germany.  It was transferred to the USAAF and became Watson's Whizzers 999.  It was shipped to the USA on HMS Reaper and then allocated FE-610, later T2-610.  Later named "Ole Fruit Cake", and "der Schwalbe".  FE-610 was scrapped at Freeman Field, Indiana, circa 1950

Me 262s in the USSR

At the end of the war the Soviet Union sent forces to an airdrome outside Prague, Czechoslovakia where they discovered two undamaged Me 262 jet fighters along with four more half-dismantled aircraft of the same type.

(1 Office of the Soviet State Scientific Research Institute of the Air Force Photo, 1945)

Test pilot, engineer, LCol Andrei Kochetkov preparing to conduct tests of Soviet Messerschmitt Me 262 jet fighter.

Messerschmitt Me 262A-1 Schwalbe, (Wk. Nr. 110426) was dismantled and brought to the Soviet Air Forces Scientific Research Institute from the town of Schweidemuehle on 30 March 1945.  Evidently the aircraft had made a gear-up forced landing judging from the damage it sustained.  It was reconditioned at the experimental plant in Chkalovskaya and test flown on 15 August 1945.  It became unserviceable the next day and testing had to be stopped for almost a month and a half, because the port engine malfunctioned and had to be replaced.  During 12 sorties, Kochetkov managed to gather the main flight characteristics of the aircraft.  Those sorties did not come easily.  The last was the most difficult for Kochetkov.  At the cost of tremendous physical tension and self-control, he managed to pull the aircraft out of a dive at a high altitude.  In a similar situation on 17 September 1947 while flying another Me 262, test pilot F. F. Demida was killed, thus becoming one of the first victims of jet technology.  General P. M. Stefanovskiy also flew the Schwalbe.  (Soviet Air Force Photos)

Me 262 Reproductions

In January 2003, the American Me 262 Project, based in Everett, Washington, completed flight testing to allow the delivery of near-exact reproductions of several versions of the Me 262 including at least two B-1c two-seater variants, one A-1c single seater and two "convertibles" that could be switched between the A-1c and B-1c configurations. All are powered by General Electric J85 engines and feature additional safety features, such as upgraded brakes and strengthened landing gear. The "c" suffix refers to the new J85 powerplant and has been informally assigned with the approval of the Messerschmitt Foundation in Germany (the Werk Number of the reproductions picked up where the last wartime produced Me 262 left off – a continuous airframe serial number run with a 50-year production break).

Flight testing of the first newly manufactured Me 262 A-1c (single-seat) variant (Wk. Nr. 501244) was completed in August 2005.  The first of these machines, Me 262B-1c, (Wk. Nr. 501241) was delivered to the Collings Foundation based at Stowe, Massachustetts, as White 1 of JG 7; this aircraft offered ride-along flights starting in 2008.  The second Me 262A-1c, (Wk. Nr. 501244) was delivered to the Messerschmitt Foundation at Manching, Germany. This aircraft conducted a private test flight in late April 2006, and made its public debut in May at the ILA 2006. The new Me 262 flew during the public flight demonstrations.  The third replica, a non-flyable Me 262 A-1c, "Yellow 5", was delivered to the Evergreen Aviation & Space Museum at McMinnville, Oregon, in May 2010.  Me 262A/B-1c, (Wk. Nr. 501243), "White 8", (TBC).  Me 262B-1c "White 3+1" has gone to an Air Museum in Virginia.

(Noop1958 Photo)

Messerschmitt Me 262A/B-1c Schwalbe, (Wk. Nr. 501244), new-build replica, "Red 13", Reg. No. D-IMTT, Messerschmitt Foundation at Manching in Bavaria near Ingolstadt, Germany.  

Messerschmitt Me 262B-1c Schwalbe, (Wk. Nr. 501241), new-build replica, Reg. No. N262AZ, Collings Foundation, Stow, Massachusetts.  (Tascam3458 Photo)

(Clemens Vasters Photo)

Messerschmitt Me 262 Schwalbe, jet fighter/bomber, new-build (non-flying) replica, on display in the Evergreen Aviation & Space Museum, McMinnville, Oregon.  It’s marked as "Yellow 5", an aircraft of Jadgeshwader 7 (11/JG-7)  based at Brandenburg-Briest,  flown by Leutnant Alfred Ambs in early 1945.

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