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Posted (edited)
On 6/12/2019 at 7:21 AM, Voidhunger said:

but I was surprised [...] How bad she climbs(or maybe i dont know how to climb properlyūüė∂)

 

Climb whilst maintaining a speed of 350-380kmph.

Edited by [DBS]Browning

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Is there a complete how-to for this aircraft somewhere or a how-to vid? Esp for VR users? Thanks!

giovanni-bianchin-pro-me262-00.jpg

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On 6/14/2019 at 4:35 PM, Blitzen said:

Is there a complete how-to for this aircraft somewhere or a how-to vid? Esp for VR users? Thanks!

giovanni-bianchin-pro-me262-00.jpg

 

are you after start up, taxi, take off, landing, or also want tips on the weapons ?  I know Requiem Air Combat Tutorials has a good familiarization video linked on the DD discussion thread, not sure if he has had time to talk about the rockets for this bird yet though. 

 

I've found using at as a bomber approaching at 3k, and diving over target at 70 degree dive (throttle back first to 7k rpm) and then going full power on the deck to to be quite effective. Might need a bit of positive stab to help pull out of the dive though.

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I've been searching around but I'm coming up short on a Me262 question. The brakes. I have two buttons bound on my throttle to control braking. I use the right button for all brakes (for Russian aircraft with rudder controlled brakes) and I use the left and right buttons for left and right brakes. Double bound on the right button.

 

But that seems to be an issue in the 262 where the right button activates both brakes. A bit of a mystery for me. Anyone able to shed some light?

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Maybe the Russian type brake is set to nose wheel brake. Me262 has both wheel brakes and nose wheel brakes

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40 minutes ago, ShamrockOneFive said:

I've been searching around but I'm coming up short on a Me262 question. The brakes. I have two buttons bound on my throttle to control braking. I use the right button for all brakes (for Russian aircraft with rudder controlled brakes) and I use the left and right buttons for left and right brakes. Double bound on the right button.

 

But that seems to be an issue in the 262 where the right button activates both brakes. A bit of a mystery for me. Anyone able to shed some light?

I would guess your setup makes right turn on the ground impossible. Just use left and right brake to steer her on the ground. You don‚Äėt really need the front wheel brake anyway. If you don‚Äėt have toe brakes, you can omit front wheel brake. For me, it also¬†works fine without. I use the front wheel brake on the pinky mapped together with ‚Äěall brakes‚Äú (Russian brakes) and toe brakes. I use the pinky only for a full stop when not doing any turn.

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On 6/13/2019 at 7:57 AM, Voidhunger said:

I tried to use stabilator at high speeds, pulling as hard as i can to only slightly blackout. After that she starts to shake and never stall. Without high rudder imput im unable to stall this bird. Need to test more.

Did they use stabilator in combat in real life? I need to reread my books.

 

Not according to the manual, here it was recommended only using the trimmable stabilator carefully to trim the aircraft level, it was advised against using it to trim yourself out of a dive as it was very sensitive and could easily lead to overcontrol. In other words the aircraft required only small amounts of trimming in flight, and full elevator deflection was available irrespective of trim setting thanks to the stabilator design. 

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Is there much single player content for the 262? Just quick missions so far?

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29 minutes ago, gad11 said:

Is there much single player content for the 262? Just quick missions so far?

 

There isn't any SP content for any of the Bodenplatte aircraft yet...SP/career mode comes with the final full release. That along with the map is actually the big work of the dev...that's why they roll out the planes as they are finished, otherwise it would be a long time with nothing delivered.

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40 minutes ago, gad11 said:

Is there much single player content for the 262? Just quick missions so far?

 

There is a mod by Crigby46 which allows you to fly the 262 in career mode of BoS, BoM or BoK if you are tired of Quick Battles. Check it out here:

 

 

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34 minutes ago, sevenless said:

 

There is a mod by Crigby46 which allows you to fly the 262 in career mode of BoS, BoM or BoK if you are tired of Quick Battles. Check it out here:

 

 

Excellent! Thanks!

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21 hours ago, Tyberan said:

Maybe the Russian type brake is set to nose wheel brake. Me262 has both wheel brakes and nose wheel brakes

 

Oh that'd make sense. I should see about disabling it.

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is there pitch trim on this beauty? 

 

amazing aircraft to fly!

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28 minutes ago, gad11 said:

is there pitch trim on this beauty? 

 

amazing aircraft to fly!

 

Horizontal Stabilizer, the same you can find on 109 (it uses the same control aswell).

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18 minutes ago, Willy__ said:

 

Horizontal Stabilizer, the same you can find on 109 (it uses the same control aswell).

 

Thanks!

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@Caudron431Rafale Taking this to the 262 thread :) 

 

I'm pretty sure the heavy flak presence was a thing at all German airfields.  The allies had such a numerical advantage that the flak was the only thing keeping allied fighters at bay on any field. In the time frame that we are talking about the allies were already at the German border.  This meant that the German fields were in range not just of marauding P51s peeling off of escort duty but pretty much every allied fighter in the theatre. 

 

From the allied point of view attacking an airfield was never taken lightly.  Lots of brutal accounts from tactical pilots about losses to flak on airfield attacks, and not limited to 262 fields.  

 

The 262 upped the ante because it was such a high value target.  The allies tried harder to kill it and the Germans tried harder to protect it.  If you reset the strategic situation back to early 1944 and added the 262 it would not have needed so much support.  Threats to airfields would be limited to a relatively small number of P51s.  AAA would generally be enough for that.  Moving from field to field on occasion would be enough to keep the 262 from being effectively targeted because the allies would not have the numbers to throw a blanket over the whole airspace.

 

Interesting note on the support side: the 262 actually helped the fuel situation.  Compared to the highly refined gas needed by the piston engined fighters the fuel used for the 262 was crude junk,  and there was more available,

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The 262 airfield vulnerability began with incorrect placement along the paths of incoming bomber streams - something many in LW complained bitterly about.

 

Better logistical placement of airfields along with airfield protection squadrons helped dramatically, but such was the late war situation even larger formations of 262 simply could not shoot down enough airplanes (and some of their more successful sorties were massacres)

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I found that in Luftwaffe Test Pilot, by Hans-Werner LERCHE, p 129 : thought it would be interesting to share with those who do not have the book ūüôā:

 

"As things were, only the Messerschmitt Me 262 was actually superior to the enemy piston-engined fighters with regard to maximum and climbing speeds. But it was at a great disadvantage in numbers, however, and sometimes perhaps also wrongly used tactically. Thus, it was reported again and again that a Me 262 had been shot down by a Mustang, Thunderbolt or Tempest despite its superior maximum speed, and i have often seen myself how Me 262 pilots let themselves  in for dog-fights with enemy fighters which put them at a distinct disadvantage. Apart from unavoidable surprise attacks at higher altitudes and especially during the landing approach, when the fighter was hanging in the air clumsily with its udercarriage and flaps down, it was dog-fighting in particular that the Me 262 had to avoid at all costs. It is a fact that aircraft with high wing loading need high minimum speed in a turn (and thus greater radius) to hold themselves in the air, and that in a tight turn the load to be carried by the wings will be increased to three or four times the normal gross weight due to the centrifugal force. Therefore in this flight condition the airflow hits the wing at rather high angles of attack than just before landing. This creates vastly increased drag, to overcome which the aircraft needs more thrust from its power plants -and this is  exactly what the jet engines could not provide in low speed flight. This characteristic of the Me 262 was clearly apparent during the take-off as well: if the throttles were fully opened, the acceleration was very much less than with a piston-engined fighter, and it took some blind trust to rely on an increase in the jet thrust with increasing speed. The Jet fighters therefore took a lot of time  to accelerate again after coming out of a tight curve. The Thunderbolt may be considered tactically similar compared with its piston-engined adversaries [...] It had to avoid low-level flying and dog-fighting and could not afford to lose speed if it did not want  to 'get a licking'. "

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Do you have links to any information about specific 262 sorties? I would be very interested in reading or watching something about them.

On 6/26/2019 at 5:58 PM, CUJO_1970 said:

The 262 airfield vulnerability began with incorrect placement along the paths of incoming bomber streams - something many in LW complained bitterly about.

 

Better logistical placement of airfields along with airfield protection squadrons helped dramatically, but such was the late war situation even larger formations of 262 simply could not shoot down enough airplanes (and some of their more successful sorties were massacres)

 

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7 hours ago, Caudron431Rafale said:

I found that in Luftwaffe Test Pilot, by Hans-Werner LERCHE, p 129 : thought it would be interesting to share with those who do not have the book ūüôā:

 

"As things were, only the Messerschmitt Me 262 was actually superior to the enemy piston-engined fighters with regard to maximum and climbing speeds. But it was at a great disadvantage in numbers, however, and sometimes perhaps also wrongly used tactically. Thus, it was reported again and again that a Me 262 had been shot down by a Mustang, Thunderbolt or Tempest despite its superior maximum speed, and i have often seen myself how Me 262 pilots let themselves  in for dog-fights with enemy fighters which put them at a distinct disadvantage. Apart from unavoidable surprise attacks at higher altitudes and especially during the landing approach, when the fighter was hanging in the air clumsily with its udercarriage and flaps down, it was dog-fighting in particular that the Me 262 had to avoid at all costs. It is a fact that aircraft with high wing loading need high minimum speed in a turn (and thus greater radius) to hold themselves in the air, and that in a tight turn the load to be carried by the wings will be increased to three or four times the normal gross weight due to the centrifugal force. Therefore in this flight condition the airflow hits the wing at rather high angles of attack than just before landing. This creates vastly increased drag, to overcome which the aircraft needs more thrust from its power plants -and this is  exactly what the jet engines could not provide in low speed flight. This characteristic of the Me 262 was clearly apparent during the take-off as well: if the throttles were fully opened, the acceleration was very much less than with a piston-engined fighter, and it took some blind trust to rely on an increase in the jet thrust with increasing speed. The Jet fighters therefore took a lot of time  to accelerate again after coming out of a tight curve. The Thunderbolt may be considered tactically similar compared with its piston-engined adversaries [...] It had to avoid low-level flying and dog-fighting and could not afford to lose speed if it did not want  to 'get a licking'. "

 

This is a fantastic quote from one of the greatest authorities of the era.

 

Silly persons online are also trying to pull tight turns and dogfight with it...so disappointing. It is a pure killing machine if you use it correctly.

6 minutes ago, TheKillerSloth said:

Do you have links to any information about specific 262 sorties? I would be very interested in reading or watching something about them.

 

 

This book discusses the airfields being placed right under well known bomber routes:

https://www.amazon.com/JG-Fighter-Schiffer-Military-History/dp/0887403956

 

It was a logistics blunder that lead to easy bounces for the Allies.

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11 minutes ago, TheKillerSloth said:

Do you have links to any information about specific 262 sorties? I would be very interested in reading or watching something about them.

 

Buy the book "JG7: The World's First Jet Fighter Unit 1944/1945" by Manfred Boehme. In the back it has a concordance of most sorties flown in 262s by this unit along with their kill claims and losses for each mission.

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Is it possible to have damaged engines(loss of power)?. I had shot off wings and fuselage fire, but never loss of power and my wings and engines were ridled by bullets.

Also when i tested against AI Me262 with P47 I killed the pilot or shot off wings, but never saw engine fire or loss of power.

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Posted (edited)

What are the concrete runway equipped airfields in IL2 that the Me-262 can operate from?

 

The Me-262 wasn't operated from grass fields, right?

Edited by MasterShake

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1 hour ago, MasterShake said:

What are the concrete runway equipped airfields in IL2 that the Me-262 can operate from?

 

The Me-262 wasn't operated from grass fields, right?

 

Where are they? On the Bodenplatte map that hasn't been released yet. Meanwhile see this thread for a discussion of runways you can just about use. A low fuel load helps a lot:

https://forum.il2sturmovik.com/topic/51279-262-airfields/?tab=comments#comment-782494

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