The Messerschmitt Me 262 Schwalbe (German: "Swallow") was the world's first operational turbojet fighter aircraft. It was produced in World War II and saw action starting in 1944 in bomber/reconnaissance and fighter/interceptor roles. It was officially named Schwalbe because the swallow, when in a dive, is one of the fastest birds known. German pilots nicknamed it the "Turbo," while the Allies called it the "Stormbird." While the Me 262 had a negligible impact on the course of the war (approximately 735 Allied aircraft losses of all type for more than 100 Me 262 losses) Its design had a strong influence on postwar aircraft development. Design and development Although often viewed as a last-ditch superweapon, the Me 262 was already being developed as project P.1065 before the start of World War II. Plans were first drawn up in April 1939, and the original design was very similar to the plane that would eventually enter service. The progression of the original design into service was delayed by a lack of funds, as many high-ranking officials thought that the war could easily be won with conventional aircraft, and therefore most of the available government funds were used for the production of other aircraft. The aircraft was originally designed as a tail-dragger and the first (Me 262 V1) through fourth (-V4) prototypes flew with this configuration, but it was discovered on an early test run that the engines and wings "blanked" the stabilizers, giving almost no control on the ground. Changing to a tricycle landing gear arrangement, initially as a fixed undercarriage on the fifth prototype aircraft, then a fully retractable one on the sixth and succeeding prototypes, immediately corrected all of these problems. Although it is often stated that the Me 262 is a "swept wing" design, the production Me 262 had a leading edge sweep of 18.5°. This was done primarily to properly position the center of lift relative to the centre of mass and not for the aerodynamic benefit of increasing the critical Mach number of the wing. (The sweep was too slight to achieve any significant advantage.)[4] This happened after the initial design of the aircraft, when the engines proved to be heavier than originally expected. Instead of moving the engines rearward on their mounts, the whole wing was bent slightly backwards to the same end. The first test flights began in April 1941, but since the BMW 003 turbojets were not ready for fitting, a conventional Junkers Jumo 210 engine was mounted in the nose, driving a propeller, to test the Me 262 V1 airframe. When the BMW 003 engines were finally installed the Jumo was retained for safety which proved wise as both 003s failed during the first flight and the pilot had to land using the nose mounted engine alone. The V3 third prototype airframe became a true "jet" when it flew on 18 July 1942 in Leipheim near Günzburg, Germany, piloted by Fritz Wendel. This was almost nine full months ahead of the British Gloster Meteor's first flight on 5 March 1943. The 003 engines, which were proving unreliable, were replaced by the newly available Junkers Jumo 004. Test flights continued over the next year but the engines continued to be unreliable. The production of the aircraft was slowed mainly by engine trouble; the claim that an order from Adolf Hitler that the new Me 262 must also be part bomber contributed significantly to the delays in getting the Me 262 into operation seems to be a myth.[5][6] Airframe modifications were complete by 1942, but hampered by the lack of engines, serial production did not begin until 1944. This delay in engine availability was in part due to the shortage of strategic materials, especially metals and alloys that could handle the extreme temperatures produced by the jet engine. Even when the engines were completed they had an expected operational lifetime of approximately 50 hours, however in the real world most 004s' lifetimes were 12 hours. A pilot familiar with the Me 2

Stupendous display from one of the very last LW Rhino's.

this footage seized by the allies at the end of ww2 shows a little of the alleged alien technology being developed in germany

Warbirds - Messerschmitt Bf 109G 'Gustav' at IWM Duxford.

Tornado bombers of the Luftwaffe practice low-level attacks at Goose Bay in Canada. Sorry there is no audio - it was an experiment filming the TV with my stills camera.

Two greatly contrasting airliners here flying in formation, the tiny-looking Junkers Ju 52 in company with an Airbus. One could suggest this is more than a publicity shot, it demo's the low-speed handling of the Airbus.

The Messerschmitt Bf 109 was a World War II fighter aircraft designed by Willy Messerschmitt in the early 1930s. It was one of the first true modern fighters of the era, including such features as an all-metal monocoque construction, a closed canopy, and retractable landing gear. The Bf 109 was the standard fighter of the Luftwaffe for the duration of WWII, although it began to be partially replaced by the Focke-Wulf Fw 190 from 1942. The Bf 109 scored more aircraft kills in World War Two than any other aircraft. At various times it served as an air superiority fighter, an escort fighter, an interceptor, a ground-attack aircraft and a reconnaissance aircraft. The Bf 109 was produced in greater quantities than any other fighter aircraft in history, with over 31,000 units built. Although the Bf 109 had weaknesses, including a short range of early variants around 400 miles (640 km) on internal fuel as drop tanks were not standardized until the E-7 model appearing in mid-1940, and a sometimes difficult to handle narrow, outward-retracting undercarriage, it stayed competitive with Allied fighter aircraft until the end of the war. The Bf 109 was flown by the three top scoring fighter aces of World War II : Erich Hartmann, the top scoring fighter ace of all time with 352 victories, Gerhard Barkhorn with 301 victories, and Günther Rall with 275 victories. All of them flew with the Jagdgeschwader 52, chiefly on the Eastern front, a unit exclusively flying the Bf 109 models and being credited with over 10 000 victories itself. Hartmann refused to fly any other airplane in combat throughout the war. Hans-Joachim Marseille, "The Star of Africa" also flew the Bf 109, and achieved all of his 158 victories on the Western Front, chiefly against Allied pilots in North Africa, including 17 aircraft shot down in a single day.

One of the most potent aerial destroyers was the Bristol Beaufighter. We see them getting ready for an anti-shipping sortie accompanied by Mosquitos. This is truly amazing footage which must have been specially filmed because you can see beneath the camera plane the attacking planes loosing off rockets and shooting up the enemy ships. Brave is not the word. OK it looks fun to us but this was deadly work with little chance of surviving a mistake at such low level. What you might call the real deal '633 Squadron' IMHO.

BEST AVIATION MOVIES AT © www.AviationClips.eu - serving the worlds best videos Anmelden - einstellen - Contest starten - teilen mit der ganzen Welt Chill out Zone - Fan | Discovery | Flugzeuge | Helicopter | Military | Military Bundeswehr | Modellflug R/C | Raumfahrt | Skydive | Virtuell / Simulation

Luftwaffe 1939-1945 Abfang-Begleitjaeger

WW2 Secret Weapons: thanks goodness the Nazis did not get these amazing machines into full-scale action in the latter days of WW2. Jet fighters and bombers and most incredible of all the Komet the world's first and only operational rocket interceptor to achieve kills. This was a great series and you can probably pick it up off EBay as a VHS tape like I did.

music by placebo! brutal , jug pilots in their p47s delivered some devastating destructive ordinance , mostly in colour , with fast dogfights canon shells everywhere , this is what the second world war did for modern technology (it didnt save lives) nevertheless this is vintage footage from wiki The XP-47B gave the newly-reorganized United States Army Air Forces cause for both optimism and apprehension. While possessing good performance and firepower, the XP-47B had its share of teething problems. Its sheer size and power made for challenging takeoffs which required long runways. There were problems with canopy jams, with the guns, with the fuel system, and with the engine installation. At high altitudes, the ignition system arced, and the loads on the control surfaces became unacceptable, causing the ailerons to lock up. The fabric-covered control surfaces also tended to rupture at high altitudes due to the air trapped in them. Republic addressed the problems, coming up with a sliding canopy that could be jettisoned in an emergency, a pressurized ignition system, and new all-metal control surfaces. While the engineers worked frantically to get their "dinosaur" to fly right, the USAAF ordered 171 P-47Bs. An engineering prototype P-47B was delivered in December 1941, with a production prototype following in March 1942, and the first production model provided in May. Republic continued to improve the design as P-47Bs were produced, and although all P-47Bs had the sliding canopy and the new General Electric turbosupercharger regulator for the R-2800-21 engine, features such as all-metal control surfaces were not standard at first. A modification unique to the P-47B was the radio mast behind the cockpit that was slanted forward to maintain the originally designed antenna wire length in spite of the new sliding canopy.

German Paratrooper part 2 "Fallschirmjaeger"

German Paratrooper during WW2 Part 1 "Fallschirmjäger"

Germany 1944 - WW2 footage in color