Le puissant Jagdpanther du Panzermuseum de Munster

Un jour d'été 2024, alors qu'il n'était pas encore 10 heures du matin, j'attendais patiemment l'ouverture de la grille d'entrée du Panzermuseum de Munster. L'attente n'était pas désagréable, il faisait beau, les Allemands parlaient entre eux sans se connaitre, la passion délie les langues, tous plus ou moins experts en quelques chose, du moins le pensaient-ils. Pour cette visite désirée depuis des années, j'avais décidé de me renseigner sur...rien. Je ne savais qu'une chose ou deux, le musée avait un Tiger Ausf B et un autre Tiger en "plastique". Alors une fois à l'intérieur, je suis allé de surprise en surprise, et je suis tombé sur un Jagdpanther, le blindé préféré de notre collaborateur Jean-Luc, pour preuve un modèle Forces of valor trône d'ailleurs sur son bureau...

 

Le Panzermuseum de Munster

Entrée du Panzermuseum de Munster

Le Panzermuseum est situé à Munster, une petite ville allemande sans intérêt, une ville garnison avec ses militaires, sa  (belle) boutique ASMC, son énorme terrain de manoeuvre à proximité où sont/étaient entrainés des Ukrainiens pas vraiment volontaires (des malgré-nous modernes). Dire qu'il n'y a rien à faire dans la ville, hormis la visite du musée, est donc un euphémisme.

Comparer le musée de Munster à celui de Saumur serait une erreur. Le musée des blindés est plus riche, plus grand et aussi plus internationale. La force de Munster ce sont ses blindés de l'armée allemande, de la seconde guerre mondiale à la RFA et RDA jusqu'au Leopard 2, oui oui le même qui est actuellement très apprécié des Lancets et autres Kornets/Fagots russes.

Le fleuron des chars allemands le Leopard 2 est la star du Panzermuseum... mais quelques épaves sont aussi exposées au Patriot Park en Russie sans parler du modèle en évaluation au centre Uralvagonzavod

La visite est agréable, il n'y a pas ces maudites cordes que l'on voit à Saumur, nous pouvons donc tourner autour des blindés. Durant la visite, vous pouvez aussi croiser le responsable du musée, Ralf Raths, lui poser des questions et c'est vraiment sympa.

Un autre point qui m'a particulièrement marqué est l'affluence. Le nombre de visiteurs me semble bien plus important que celui de Saumur et pourtant je n'y étais pas un week-end. C'est simple, il était difficile de prendre des photos sans avoir une personne dans le cadre de l'objectif.

Je terminerais par le point négatif : la boutique. Celle-ci ne représente quasiment aucun intérêt, le choix des livres est franchement limité, peu de maquettes hormis celle de la marque Lego (!) c'est dommage car il y a de quoi faire.

 

Le chouette ticket d'entrée du Panzermuseum qui deviendra un marque page

 

La génèse du Jagdpanther

 

Suivant les recommandations du Waffen Amt du 3 août 1942, le 20 septembre 1942, Adolf Hitler donne l'ordre à Albert Speer de concevoir un chasseur de char. Le cahier des charges est simple, le blindé doit reposer sur la base du châssis Man VK 30.02  Pz.Kpfw V "Panther" mais avec un canon plus puissant, le 88 mm contre le 75. Comme c'est un Panzerjäger (un chasseur de char) il devra être dénué de tourelle pivotante et donc être plus économique à la fabrication.
En Octobre 1942, Speer confie le développement et la future construction du blindé à Daimler-Benz, qui produit aussi le Panther. Krupp A.K est aussi partenaire du projet.

Une production chaotique

 

Le premier prototype V101 voit le jour en octobre 1943, un second V102 en novembre enfin les 5 modèles de pré-séries sont présentés en janvier 1944 aux inspecteurs du Waffen Amt qui valident les exemplaires.

Les plaques de blindage pour la caisse sont construites à l'usine Brandenburg Eisenwerk Kirchmöser, le canon de 88 Pak 43/3 L/71 est fabriqué par Dortmunder Hoerder Hüttenverein à Lippstadt et l'assemblage démarre chez MIAG (Mühlenbau und Industrie AG) à Braunschweig en janvier 1944. Mais l'usine fait l'objet de bombardements répétés de février à octobre 1944 et la cadence des sorties chute drastiquement, seulement 21 exemplaires assemblés au mois de septembre 1944. L'usine y construira un total de 272 exemplaires. 

 

Le premier prototype du Jagpanther, le V 101 en octobre 1943. On note les deux fentes de vision du conducteur (Fahrer)

Devant ce problème, les usines MNH (Maschinenfabrik Niedersachsen Hannover) et MBA se lancent aussi dans la production des Sd.Kfz. 173 Jagdpanther. Les premiers exemplaires sortent de MNH en novembre-décembre 1944, l'usine en assemblera 112 exemplaires. MBA (Maschinenbau und Bahnbedarf) à Postdam en produira 37 à partir de décembre 1944.

 

L'usine MNH après la guerre. Un Jagdpanther côtoie les tourelles de Panther ausf G, au premier plan les manteaux de canons boulonnés des Jagpanther 

La production cesse définitivement en avril 1945, d'autres sources indiquent mai 1945, les trois usines sont dorénavant aux mains de l'ennemi.
Le chiffre de production total est enveloppé de brouillard, suivant divers auteurs il est de 384 et monte jusqu'à 430 exemplaires incluant les prototypes et plusieurs Jagdpanther (12 ?) assemblés après la guerre par le British 823 Armor Troops Workshop REME No.13.   

 

Le Jagdpanther en bref

 

Le chasseur de char pèse 44 tonnes et est propulsé par un moteur Maybach HL 230 P30, un V12 à refroidissement liquide de  600 chevaux  à 700 chevaux. Sa boite est à 7 vitesses + 1 marche arrière.
Il peut rouler à 55 km/h sur route et 25 km/h en tout terrain (suivant le terrain !). Avec son réservoir de 700 litres, il a une autonomie de 160 km à 80 km en TT, là encore si ce n'est pas de la boue ukrainienne, ni le terrain sableux de la Pologne.  
5 hommes composent l'équipage, initialement ils devaient être 6.
Son armement est composé d'un canon de 88 Pak 43/3 L/71 fabriqué par Dortmunder Hoerder Hüttenverein à Lippstadt, il s'agit du canon du Tiger Ausf B. Le Jagdpanther emporte 57 obus antichar et explosif. Il y a aussi une MG 34 sur le glacis avant et 2 MP à l'intérieur pour le personnel.

Le Jagdpanther ne cessera pas d'évoluer quasiment de mois en mois. Par exemple, dès février 1944 la deuxième fente pour le fahrer est condamnée, une pièce de métal y est soudée. A partir du 9 septembre 1944, il est décidé de mettre fin à l'application du Zimmerit. En octobre, un manteau de canon avec huit boulons fait son apparition et des caches flammes sont installés sur les échappements etc.. Et puis il ne faut pas oublier que les Abteilung apporteront aussi leurs propres modifications tirées de leurs expériences sur le terrain.

Toujours au niveau des évolutions, initialement construit sur le châssis du Panther Ausf A, il sera ensuite assemblé sur celui du Panther Ausf G.

 

Jagdpanther de la s.Panzer-Abteilung 654 traversant Bourgtheroulde en août 1944. Nous sommes au niveau du n° 197 Grande rue, l'hôtel-restaurant a été rasé depuis, tout comme la ruine à l'angle. La maison au fond à droite est toujours en place. Le Jagdpanther a un canon en deux parties et la deuxième fente de vision est condamnée.

 

Une utilisation limitée ?

 

Le 14 juin 1944, dans la fiche 75a/20 de l'inspecteur général des troupes blindées il est mentionné que « l'absence de tir circulaire, les possibilités limitées de défense rapprochée et la visibilité restreinte » interdisaient son utilisation comme char et exhortait à sa sécurisation par l'infanterie et des blindés, Panther. Le pointage en site du canon est limité, 11° à gauche comme à droite, en dehors de ces limites c'est au fährer de faire pivoter le blindé sur ses chenilles. En dehors de ce problème inhérent au concept même de chasseur de char, son canon s'avère redoutable car il capable de détruire n'importe quel char a 2500 mètres. Les experts sont unanimes, disposant de la puissance de feu d'un Tiger Ausf B, d'un blindage frontal épais et de l'agilité d'un Panther, pour un coût "modique", le Jagdpanther était le meilleur chasseur de char de son temps mais malheureusement il y en eu trop peu.  

Sur les combats du Jagdpanther, je vous conseille de lire par exemple Historique de la schwere Panzer Abteilung 654 Russie 43 Normandie 44 Alsace 44-45 de Karlheinz Münch chez Maranes Editions

 

Le Jagdpanther Ausf G1 exposé à Saumur est un modèle basé sur un châssis de Panther Ausf A. Avec son manteau de canon soudé à la caisse et son canon d'une pièce, il diffère visuellement du modèle de Munster

 

 

Le canon de l'exemplaire de Munster est en deux parties. Son manteau de canon est boulonné plutôt que soudé, et son châssis repose sur celui d'un Panther Ausf G.

 

Le Jagdpanther Ausf G2 de Munster

 

Le Jagdpanther de Munster a été fabriqué par MNH (Maschinenfabrik Niedersachsen Hannover) en mars 1945, son numéro de châssis est le 303094. Capturé en Allemagne par les Britanniques en avril 1945. Malheureusement, son passé guerrier, son unité, sont inconnus et c'est bien dommage. En 1961, les Britannique cède gracieusement le Jagdpanther à la Bundeswehr qu l'expose à l'air libre dans une caserne. 

 

1961. Réception du Jagdpanther par la Bundeswehr.  

 

Lorsqu'il a été décidé de lui offrir une retraite bien méritée dans un musée, le Jagdpanther était en sale état. Sa coque était déformée et fortement rouillée, le moteur était au abonné absent et son système de suspension complètement endommagé. La restauration s'annonçait donc longue et onéreuse, surtout si le blindé devait être remis dans son état d'origine, ce qui ne fut pas le cas...comme le Panther Ausf A du même musée. 

 

Le Jagdpanther exposé dans une caserne de la Bundeswehr avant d'entamer sa restauration.

 

Les barres de torsion, à l'origine détruites, tirent maintenant leurs origines d'un Leopard 1. Le faisceau électrique, le moteur comme la boite de vitesse proviennent d'un Spähpanzer et puis naturellement le système de refroidissement n'est lui aussi plus d'origine. Quelques pièces de transmissions, notamment celles qui vont du moteur aux barbotins ont été récupérées en France.

 

Le Jagdpanther présente bien et reste plus beau qu'un pachydermique Jagdtiger

 

La trappe de vision du fährer est différente du modèle G1, exit la petite gouttière

La caisse du Jagdpanther est lisse, pas de zimmerit ce qui est normal vu le mois et l'année de production

 

Le Jagdpanther ne dispose d'aucune numérotation ni d'emblème de division, c'est dommage

 

Le blindé à ses schürzen contrairement à celui de Saumur 

 

Regarder bien, un énigmatique "754"  est inscrit dans le métal du périscope du chargeur.

 

Les impacts 

Belle vue sur le Kugelblende et le canon de la MG 34. Le Jadpanther exhibe ses cicatrices

Le manteau du canon a reçu plusieurs impact dont un qui l'a transpercé

un fort impact, à droite, a été colmaté maladroitement lors de la restauration

La puissance de l'impact à gauche a déformé la caisse, les soudures ont cédé. Lors du choc, du métal à du être projeté à l'intérieur

 

Les chenilles

 

Les chenilles étaient fabriquées par Moorburger Trackenwerke à Hamburg-Moorburg. Les chenilles étaient constituées de 84 ou 86 maillons, suivant la taille du barbotin avant, là encore une évolution au cours de sa carrière. La chenille à 84 maillons pèse tout de même 2050 kg ! 

 

Barbotin avant avec galets et caoutchouc du Jagdpanther

 

Selon le barbotin avant la chenille pouvait peser 2050 kg voir plus !

 

Le compartiment arrière

 

 

Le moteur n'est plus d'origine et son refroidissement non plus, du coup les ventilateurs reprennent le design des premières versions de Jagdpanther

 

L'intérieur était peint en blanc ou en beige clair

Le Jagdpanther 231 Forces of Valor

 

J'en avais parlé au début de l'article, voici  le Forces of  Valor Jagdpanther Ausf G1 Normandie août 1944 de Jean Luc.

 

Forces of Valor Jagdpanther Ausf G1 Normandie août 1944

    

Forces of Valor Jagdpanther Ausf G1 Normandie août 1944

Liens

Panther Ausf A du musée de Munster

Tiger Ausf E du musée de Munster 

Jagdpanther Ausf G1 du musée des blindés

Impressive Czech Messerschmitt Me 262 A1 Avia S-92

L'article français est disponible ici

In the summer of 2023, I visited the Czech Aviation Museum in Praha-Kleby for a second time. In this fascinating museum, there are a few nuggets that really interest me, such as the Avia S-199 (the Czech Messerschmitt Bf 109) and a beautiful Me 262 that I present in this article.

Messerschmitt Me 262s in the Protectorate of Bohemia-Moravia

Before and during the war, the Protectorate of Bohemia-Moravia had a very large industrial and technological fabric. The Germans benefited greatly from this, since armoured vehicles, such as the famous Hetzer, and cannons were assembled here, as were aircraft, since Junkers and BMW jet engines were manufactured here, as were complete aircraft such as the Messerschmitt Bf 109, Messerschmitt Me 262 ‘Schwalbe’ and Arado Ar 234.

1945. Me 262 A-1a of the EJ2 went into combat in the last months of the war.

There were many factories scattered around the country, some of them real factories, often car factories like Skoda's, others improvised, particularly from 1944 onwards. They could occupy a railway tunnel, a disused warehouse, and so on. It was a real jigsaw puzzle that had to be put together until the final assembly, but fortunately a railway line was often not far away.

By way of example, I was interested in the Dvůr Koroseky assembly plant. 

Dvůr Koroseky's Me 262 assembly plant 

Following the increasingly frequent massive bombardments of the protectorate and also of Germany, Albert Speer had decided to create several dozen factory-workshops scattered across what is now the Czech Republic, they had to be relatively far from the big cities to avoid their destruction. The Dvůr Koroseky factory was no exception to the rule, as it was located far from Praha. Construction of the buildings began in the spring of 1944 and was completed by the summer. The factory, designed for the final assembly of the aircraft (Einflug), covered an area of 2,000 square meters and employed no fewer than 120 workers.

The Cerny Dub railway line where parts for the Me 262 were unloaded at the Dvůr Koroseky assembly plant. In the background on the right, the station platform.

The small station at Cerny Dub where the Me 262 parts are unloaded.

In November 1944, an Me 262 landed at the Plana-Ceske Budejovice airfield. It was used to train future fitters, while other workers were also sent to the Regensburg factory in Germany.

The logistics put in place by Albert Speer's department to assemble the aircraft were impressive. The fuselages and engines were transported by train and stored in warehouses in Černý Dub, a small town just 900 metres from the factory. At night, the parts were transported to the factory where assembly of the aircraft could begin. Finally assembled, the Me 262s were loaded onto truck trailers and driven to the nearest airfield, Plana-Ceske Budejovice. After a few tests, the Messerschmitt flew off to join their future units, the JG 7, the KG(J)6 and finally the Jagverband 44.

Initial production was set at 150 Messerschmitt Me 262s per month, an optimistic rate that would never be reached. In reality, 3 Me 262s could be assembled daily, but the average was only 13 per month. A total of 40 Me 262s left the factory, a far cry from the Speer organisation's forecasts. 

The factory where the Messerschmitt Me 262s were assembled at Dvur Koroseky is now a pheasant and duck farm.

The first aircraft, Me 262 A-1a, did not leave the factory until January 1945, but production came to a sudden halt in March after a massive bombing raid on Ceske Budejovice. At that point, the supply chain was broken, and the aircraft lacked essential parts such as nuts and bolts. It was then a matter of assembling what could still be assembled from the remaining stock, and in mid-April 1945, the last Me 262 took off from the airfield.

The Germans left Ceske Budejovice on 4 May 1945 with the last aircraft fit to fly; the other aircraft (Fieseler, Bf 109, Fw 190) left at the edge of the runway were scuttled anyway, as the tanks had run dry.

Three days later, on 7 May, it was the turn of the staff at the Dvůr Koroseky factory to leave. They left behind 43 engines, 53 fuselages and 14 wings, as well as aircraft being assembled.

After the surrender, the inhabitants did not hesitate to come and help themselves in the factory, machines, drills, riveting machines disappeared.

In July 1945, the Red Army, or rather the NKVD, requisitioned the factory to the detriment of the Czechs and recovered most of the equipment, including the wooden shelves and, above all, the new engines still in the crate. Curiously, they left behind four unfinished Me 262s, which were soon to become Avia S-92s.

A little story

Remember that spare parts were unloaded at Cerny Dub. In 2011, in one of the fields bordering the village, a farmer accidentally uncovered an underground shelter dating back to the Second World War. After inspecting the site, he discovered wing and fuselage parts and, above all, three Me 262 engines ! 

Setting up the Avia S-92 project

As soon as the war was over in May 1945, the Czechoslovak air force, which was using Russian, American and British piston aircraft, wanted to add jet aircraft to its arsenal. To this end, the Czechs began negotiations with the United Kingdom to buy Gloster Meteors, but finances were tight and the deal could not be done.

For the Czechs, there was only one solution left: to take over the German technology abandoned on their territory.

In June 1945, they decided to make an inventory of the aircraft still in the country, to collect the parts needed for their assembly and maintenance and to gather all the available documentation. But the Red Army and the Americans were also on the hunt for this German technology, and the Czechs recovered only the crumbs of the spoils left on their territory. Of the 63 Me 262s fit to fly, the Czechs recovered only one, at Ruzyne, and even then it was not fully fit to fly - it was missing its engines!

Dvůr Koroseky's four unfinished models are loaded onto trucks and set off for Praha. The rest, 13 aircraft, came from the Zatec airfield where the JG 7 was based, aircraft immobilised because damaged. In the abandoned factories, 18 intact airframes were found, along with many spare parts. Engine plans were recovered from Junkers Flugzeug- und Motorenwerke Prag and the factories at Křivoklát, Loděnice and Zittwerke A.G. Betrieb Semil (Semily), which produced a large quantity of mechanical parts. This factory assembled the Jumo 004 jet engines, as well as the Jumo 205, 211 and 213. Production lines at Leichtbau GmbH and Flugzeugwerke Eger GmbH were completely dismantled and moved to the Avia-Letňany plant. 

At the end of the war, an Me 262 is found being assembled in the Dvůr Koroseky factory. The assembled Messerschmitt would become an Avia S-92.

 In autumn 1945, all the parts and incomplete aircraft were assembled at Avia: 17 Me 262s and one two-seater, the Me 262 B-1a. With the 18 airframes, the Czechs were able to assemble 31 Me 262s.

Assembly was then entrusted to the Avia-Letňany factory, which was already producing parts for the jet. The engines, fortunately quite numerous, were assembled at ČKD - Malešice. One problem remained, however: the Czechoslovak engineers were not really familiar with the Messerschmitt. 

German Me 262s become Czechoslovakian

At the end of December 1945, the first three aircraft were finally assembled and towed by lorry to Zatec airfield. The three Me 262s included one from Ruzine, another from Dvůr Koroseky and the two-seater Me 262B-1a. They were not yet ready to fly, as the Jumo 004 B1 engines, renamed M-04, were not yet ready. In March 1946, they were still being tested on the test benches at the Malešice factory.

Me 262 with the Czechoslovak flag

On 23 May, the engines were delivered to Zatec and immediately fitted to the airframes of the three Me 262s. At the same time, the technical staff were trained in maintenance, while twelve pilots were selected to fly the Messerschmitt, but before that they naturally had to be trained.

Factory pilot Bohuslav Lengál made the first ground runs of the Me 262.1 on the airfield runway. To help him in his task, he was advised by Oberleutnant Gustav Sturm, a German with 22 victories, including 5 with his Me 262 when he was with JG 7. Wounded in the final weeks of the war, the Czechs rescued him from a Red Army labour camp, so the ex-pilot's living conditions must have been more enviable. 

Oberleutnant Gustav Sturm

 The first flight of the Me 262.1 took place on 27 June 1946, one year after the start of the project. During this test flight, a landing gear problem occurred, and the hydraulic pump dependent on the left engine failed. The aircraft suffered some damage on landing, but after a few repairs, it was able to resume its test flights in July. Meanwhile, three other aircraft left the factory for validation tests.

On 5 September, factory pilot Antonin Kraus took off from Zatec, but the Me 262.1 suffered a left engine failure near Chomutov. Kraus had only one choice, to make an emergency landing in a field. The manoeuvre was tricky and failed, the aircraft was almost destroyed, but fortunately the central airframe survived and Kraus miraculously escaped.

With these landing gear problems, the engineers decided to fit a second hydraulic pump to the Me 262.

Me 262-1 becomes Avia S-92

A second aircraft, the Me 262.2, made its maiden flight on 24 October 1946. It again suffered an engine problem in flight and had to make an emergency landing on the runway, this time with no damage apart from the brakes on fire.

The Me 262/Avia S-92 PL 01, ‘PL’ designates the 6th fighter squadron. It was the second aircraft assembled, and in the early 1950s it was transferred to the Olomouc anti-aircraft school.

 From the eighth model onwards, the Me 262.8, the aircraft were delivered with their weapons, four MK-108 guns from the Vsetin weapons factory. Four aircraft were used for combat training, but on 28 November 1946 one of them crashed and the pilot was killed.

In January 1947, the last six Me 262s were completed. This brought total production to 17 single-seater aircraft. The first examples, which were used for training, were armed so that they could join a fighter squadron, while the two-seater versions were reserved for pilot training.

A new order was placed by the Czechoslovak government; this time production was to produce twenty new aircraft, including two-seater versions, but the order was only partially met.

In April, fighter squadrons 5 and 6 had ten and nine Me 262s respectively.

In June 1947, the Me 262 took the official name of Avia S-92 and CS-92 for the two-seater version.

Production of the Czech Me 262s came to a definitive halt with the delivery of four CS-92s in January 1948. But Avia did not stand still, and its engineers sought to modernise the aircraft, in particular by making the engines more reliable with new injectors and semi-automatic controls.

In the spring of 1948, the engineers attempted an unlikely graft, installing BMW 003 engines in the airframes of the S-92 and CS-92. The Czechs were well acquainted with BMW engines, since during the war they had been assembled in Brno by Klöckner-Deutz, as well as at Nachod and Svitavy. These engines were used in the much lighter Heinkel He 162 ‘Spatz’, among others. The results were bitter: the engines were singularly lacking in power and the attempt was quickly abandoned.

On 1 January 1949, fighter squadrons 5 and 6 were disbanded. The aircraft's armament was dismantled and the S-92s were used only to train pilots in jet flight. In October 1950, the first S-92s were withdrawn from service. The last of them made their final farewell flights during a military parade in Prague on 6 May 1951.

In the summer of 1951, the CS-92 two-seaters also retired, thus ending the history of the Messerschmitt Me 262 produced by the Czechs.

The Avia S-92 in the museum

Entrance to the Prague-Kleby Aviation Museum

The Avia S-92 V-34 was the fourth aircraft produced. It left the Avia workshops in 1946. In 1951, the Avia S-92 V-34 was donated to the regional technical museum. In 1979, it was transferred to the Prague Aviation Museum and, despite being in fairly good condition, was restored in 1987. It was painted in the colours of the Czechoslovak army, i.e. RLM-02 green with Czechoslovak cockades, and the inside of the engines was red. 

In 2003, the exhibition of Me 262/S-92 at the museum simply did not live up to its rarity.

I had the pleasure of seeing it in the early 2000s. Compared to its historical value, there are only 11 Me 262 left in the world, and the aircraft was badly displayed, making it difficult to take good photos. In 2009, it was moved to another hall where it could finally ‘breathe’. The photos below were taken in 2023.

The aircraft is made up of parts found in the Czech Republic, mainly from the Dvůr Koroseky factory.

From this angle, with its aerodynamic lines, the Me 262 looks like a shark.

The letter ‘V’ indicates that the aircraft was in a training squadron.

The aircraft, which was previously armed with its 4 MK-108 cannons, was decommissioned at the end of its career when it was only used for pilot training. The holes are therefore blocked by these small oval plates.

Unlike the Avia S-199, the canopy of the Czech Me 262 is identical to the German version, since all the parts are original. Note the 90mm armour plating on the front window.

Behind the canopy, we can see the small FuG 25a circular antenna.

The landing gear caused a few problems during the first test flights.

For safety reasons, the landing gear hydraulic system has two hydraulic pumps, compared with just one on the German Me 262. Note the undercarriage fairings when retracted.

Detail of the nosewheel on the cast landing gear

The undercarriage is large enough to operate on sketchy runways, as was the case at the end of the war.

The hole for the camera

A Jumo 004 renamed M-04 is on display next to the Avia S-92.

The Jumo 004 engine from another angle. As the war drew to a close and iron was in short supply, the quality of the components was inferior to that of British jet engines.

Details of the left flap mechanism, note also the screws along the wing.

In this photo we can clearly see the Staurohr positioned on a single wing and the position light.

The letter ‘V’ indicates that the aircraft was in a training squadron.

The Me 262s in the USSR

Earlier in the article I mentioned the Soviet raid on Me 262 documents and parts recovered from factories and airfields in Moravia and Germany. Let me now turn to the subject of the Soviet Me 262s.

When the Red Army penetrated the borders of the Reich, the Soviets began to get their hands on incomplete or damaged Jumo-004 engines. The Me 262 engines were crated and shipped to the Central Aircraft Engine Institute (TsIAM) for study in early March 1945.

Me 262 of l'Oberfeldwebel Helmut Lennartz JG 7

Also in March 1945, Oberbeldwebel Helmut Lennartz of III/JG 7, at the controls of his Me 262 WrN 110 426, had to make an emergency landing after the left engine failed. To add to the pilot's misfortune, the landing gear refused to extend, probably because of a hydraulic failure caused by the problem with the left engine. The Oberfeldwebel landed on its belly, but in territory occupied by the Soviets, who were delighted to get their hands on an aircraft of this type for the first time. Despite its engines being slightly damaged during the landing, the aircraft was quickly dismantled and transported to the Air Force Research Institute at Chkalovskaya, near Moscow, where it arrived on 30 March. After the surrender, the Soviets seized around twenty Me 262s, but only three were damaged and headed for Moscow.

It was the end of the war, the surrender. German engineers were taken prisoner and during their interrogations, the Soviets realised that the technical documents were kept in the Wiener Neustadt, Bergkristall and, as we read earlier, Ceske Budejovice factories. This explains the raid on all the equipment at the Dvůr Koroseky factory to the detriment of the Czechs.

In the summer of 1945, the Soviet engineers had everything they needed to work: one aeroplane in flying condition, three others incomplete. Engines, technical documents, machine tools and German technicians....

JG 7's ex-Me 262 was used for flight testing, while a wooden model was built and tested in the wind tunnel to study the aircraft's aerodynamics.

In August 1946, a second aircraft was finally ready to fly, while a third was transformed into a two-seater version at factory N°481 in Syzran. The fourth, an Me 262C, was only used for resistance tests and to test the Jumo 004 and BMW 003E1 engines.

End of the Me 262 of JG 7

On 15 August 1946, test pilot Kotchetkov took the controls of the 110 426 for the first time. The pilot noted that the aircraft was faster than any piston aircraft, whether Soviet or Western. Both its range and rate of climb were satisfactory. Overall, the aircraft is easy to control. The only problem was take-off thrust: the Me 262 required a 3-kilometers runway if it was not equipped with boosters !

On 17 September 1946, one of the 110 426's engines failed during take-off and the plane crashed, killing the pilot.

the Me 262 project is over

To speed up the development of the aircraft, the Soviets decided to manufacture other aircraft in factories n°381 in Moscow and n°292 in Saratov. These were mass-produced aircraft from A to Z, improved by the engineers and, above all, lightened by 580 kg. Later, it was planned to fit RD-10 engines (Jumo made in the USSR). But this remained a project, and despite Stalin's injunctions, the Soviet Me 262 never saw the light of day. Thanks to the German engineers who arrived in the Soviet Union in October 1946 (just over 2,000 in all), aeronautical technology took a quantum leap forward with the Lavochkine, Mig 15 and Yak 23.

The Yak 17

A Yak 17 is on display in the Kleby museum. The special feature of this aircraft is that it is powered by a Jumo 004 engine, the same as the Me 262 and Avia S-92.

The Soviets had got their hands on the engines, but they needed German engineers to reproduce them at Factory 26 in Ufa under the name RD-10A. The Jumo/RD 10A was first fitted to the Yak 15, which made its maiden flight on 24 April 1946. 

The Yak 17 launched in 1947 was the result of Soviet research into the Me 262.

The Yak 17 is powered by an RD-10 engine that is nothing less than a Soviet-made Jumo-004.

 

Links 

 

BMW 801 engine of Fw 190

Avia Cs 199/ Messerschmitt Bf 09, the czech airplane

Avia S199 Vs Messeschmitt Bf 109

Heinkel He 162A2