DESIGN ANALYSIS OF

Messerschmitt Me-262 Jet Fighter

PART 1 ― THE AIRFRAME

By JOHN FOSTER, JR., Managing Editor, “Aviation”

This first detailed engineering study of Germany's top jet propelled fighter ― the 15th in our
series ― reveals many unorthodox design and construction features and shows the importance
of the production engineer in its development.

G ERMANY'S   MOST   SUCCESSFUL

jet propelled plane, the Me­
262,   is   an   unusual
combination of radical and orthodox
design, materials combinations, and
workmanship,   some   of   the   latter
being surprisingly sloppy.  It shows,
too,   that   the   production   engineer
had   as   important   a   place   in   its
development   as   anyone  connected
with the project.
A low­wing monoplane of 40 ft.
11½ in. span, 34 ft. 9­in. length, and
11   ft.   4­in.   over­all   height,   it   was
used   as   a   fighter,   fighter­bomber,
and   ground   attack   craft,   and   was
apparently   also   designed   for  photo
reconnaissance use.
The very tip of the fuselage looks
exactly   like   a   propeller   spinner   –
and may well be just that – with a
hole   cut   in   front   so   that   a   gun
camera mounted inside, reached by
a   small,   quickly   removable   access
plate   set   in   the  left   side.     A   solid
web bulkhead backs this section up,
serving   as   a   jacking   point.     Then
follows a 14½­in. section enclosing
a   flush­riveted   channel­shaped
former, the whole being screwed to
the next section which contains the
nose   wheel   and   the   four   30­mm.
MK­108 cannon grouped high in the
nose section.
Since the length of these guns is
but   3   ft.   6   in.,   a   very   compact
installation has been achieved with
no   external   projections.     A   large
spherical support   around  the barrel

JL McClellan: Me-262 Copyright 2005 p 1 of 40

JL McClellan: Me-262 Copyright 2005 p 2 of 40
 Exploded view of Me-262 showing major components

near   the   aft   end   facilitates mounted   high,   the   use   of   steel   in employment of steel was dictated by
adjustments   during   sighting   in that   section   is   understandable transportation difficulties rather than
operations. because of the blast effect, but even design   considerations   or   lack   of
The   guns   are   usually   set   to the   belly   skin   is   of   the   same aluminum,   for   reports   emanating
converge at 450 meters.   The MK­ material.     It   is   possible   the from   Germany   indicate   that   the
108 fires 575 – 600 rounds per min.
with a muzzle velocity of 1,570 fps.,
and weighs bu 134 lb.  Compressed
air   for   charging   is   carried   in   eight
bottles set inside the fuselage on the
left ahead of the cockpit.
The   two   top   guns   carry   100
rounds   each,   the   bottom   pair   80
each,   and   all   are   fired
simultaneously  by   a   switch   on   the
contact stick.
Although the 262 was designed as
an   interceptor,   Hitler   ordered   it
made into a bomber.  The result was
installation of two jettisonable bomb
racks,   each   carrying   one   550­lb.
bomb.  Additional armament on later
models consisted of 24 R4M 5­cm.
rockets, 12 under each wing, and it
is reported that the Germans planned
to install up to 48 under each wing.
Skin   of   the   6   ft.   5½­in.   long
section   aft   of   the   spinner   is   .080 Phantom view showing installation of gun camera in nose, four 30-mm. MK-108 cannon,
sheet   steel.     Since   the   cannon   are with ejector shutes below, and electrical connections for firing.

JL McClellan: Me-262 Copyright 2005 p 3 of 40


Closeup of left gun compartment, showing access panel in raised position. Note
turnbuckle tie rod at top; it makes one of four points at which complete nose section is
attached to bulkhead at right.
Nazis were not pressed at any time
for   this  material.     However,   since
the   nose   section   carried   both   the
heavy   armament   and   the   nose
wheel,   the   added   strength   of   the
steel   may   have   been   a   deciding
factor.
The   cannon   are   most   accessible,
for two 35¼  in. long  access doors,
piano   hinged   1½   in.   off   the   top
centerline,   can   be   quickly   opened
simply   by   loosening   two   flush
toggle   latches   like   those   used   on
cowling   of   the   FW­190   (see   page
131 Oct. 1944 AVIATION) exposing
all the gun mechanism as well as the
ammunition drums.
This  whole  nose section   attaches
to the mid­fuselage in a simple but
effective   manner.     At   each   lower
corner   is   a   1­in.   )approx.)   high­
tension steel bolt fastening it to the
solid   web   bulkhead   of   the   mid­
section.  At the top, some 6 in. from
the centerline, are two 1­1/2­in. steel
tubes,  also bolted  to  forged  fittings
on   the   mid­section   bulkhead   and
extending forward to the bulkhead at
the   front   end   of   the   gun   access
doors.  Both these tubes are built as
turnbuckles   so   that   alignment
adjustments   can   be   easily   made.

Hitler ordered Me-262 used as bomber, even though it had been designed as interceptor,
View from below fuselage connection,
so two types of bomb racks were developed. Type A is at top, showing: Forward
showing how through-bolt ─ one on each
suspension point (A); forward bulkhead (B); three-point connection to fuzing arm (C);
side ─ joins nose to mid-fuselage section.
power lead to fuzing arm (D); bomb releas slip (E); aft suspension points (F); power lead
After connection is complete, access holes
to release circuit (G); mechanical jettison rod (H); charging head (I); adjustable crutch (J);
are covered with doped fabric. At top is
suspension hook (K); and charging head (L). Type B (bottom) shows fprward suspension
one of quick fasteners by which cowling
point (A); crutch ratchet (B); power lead to fuzing arm (C); aft suspension points (D); lead
over gun compartment is held in place.
to fuzing arm (E); crutch ratchet (F); charging heads (G); and suspension hook (H).

JL McClellan: Me-262 Copyright 2005 p 4 of 40

Phantom view showing cylindrical-section
cockpit in fuselage. This “liner” section is
designed for pressurization, but craft and
reports studied reveal Nazis did not actually
pressurize Me-262 in operation.

Thus   it   would   be   possible   for   a

trained   crew   to   change   a   damaged
nose   section   in   the   field   in   short
order, or it would be a simple matter
to   install   a   nose   equipped   with
different   armament   or   photo  recon
units.
At the end of the nose section, the
Me­262's   fuselage   cross   section   is
practically   an   equilateral   triangle,
only slightly rounded out.
First bulkhead in the mid­fuselage
section is solid web aluminum alloy
with six vertical and two horizontal
hat shaped stiffeners.
At   a   point   16¾   in.   back   is   a
channel shaped former, flush riveted
to the skin, and 16 in. farther aft is
another   solid   web   bulkhead,   with
vertical   and   horizontal   hat   shaped
stiffeners.    Practically  all the  space
between the two solid bulkheads is
taken up by the fore fuel cell (which
will   be   discussed   in   detail   in   the
section devoted to the fuel system).
The   bottom   panel   of   this   section
consists   of   a   waffle   grid,   double
stressed skin, 34¾in. long and 55 in.
wide.   The panel is attached to the
fuselage   by   flush   screws   and
captured   nuts,   the   same   system
employed   on   the   FW­190   panel
beneath   the   fuel   cells.
Interchangeability   of   these   panels
evidently   was  not  much   of
consideration in Me­262 production,
for   the   screws   were   set
approximately 1¾ in. apart but with
variations  of as much as ¼ in. and Detail sketch of cockpit canopy, showing jettison lever on pilot's right and locking lever
considerable misalignment. at his left. Front windshield panel is 3½-in. thick bullet-proof glass. No side or bottom
armor protection is provided.
Every   Nazi   pilot   apparently   was
his own Führer, for the Germans call
the next section the  Führerraum, or
pilot   space.     And   they   must   have
been   little  Führers,   for   the   rudder
pedals are quite close to the seat and
there   is   no   fore­and­aft   adjustment
Me-262 canopy open, showing jettison
lever and cable at pilot's right. note curved
sil- houette armor plate which fits over
pilot's head. Evidently, this was
modification of original design, for basic
plans show n such installation. At
windshield base at left can be seen cockpit
ventilating scoop. Apparently, this was also
a last-minute modification, one which
showed workmanship far below German
standards.

JL McClellan: Me-262 Copyright 2005 p 5 of 40

 Main instrument panel with flight instruments,at
left, engine instruments at right and bomb
switches on panel at lower center. Note how
gunsight at top has been swung to right out of
way for landing and takeoff. Engine
instruments, from top to bottom are:
Tachometers, gas temperature gages, lube oil
pressure gages, and fuel supply inidicator.
Original design called for installation of gas
pressure gages, also fuel injection pressure
gages alongside oil pressure gages.

Left side of cockpit showing, on diagonal panel:

Oxygen flow indicator, emergency landing gear
and flap operating switches and oxygen valve.
On horizontal panel, from front to rear, are:
Landing gear and flap position indicators,
landing gear and flap operatging buttons,
stabilizer pitch indicator and operating switch,
throttle quadrant, and (not in photo) fuel
selector valves, rudder trim tab crank, and jet
assisted takeoff unit jettison release. At base of
front panel can be seen pull handle for nose
wheel brake, and at right, beneath left
windshield panel, is lever to open or close
cockpit ventilating scoop.

Right side of cockpit showind, at wisdshield

base, canopy jettison lever below which are,
from left to right: Pilot heater, Very signal, radio
frequendy selector and on/off switches, and
tachometer low-speed selector switches.
Curved handle in fuselage side is bomb
release. Pulling it clear back beyond bomb
release stop jettisons bomb racks.

JL McClellan: Me-262 Copyright 2005 p 6 of 40

Phantom view showing two main 238-gal. fuel tanks just fore and or from aft to fore tank. A 53-gal. reserve tank can be installed
aft of cockpit. Each tank is fitted with two booster pumps, and below cockpit, and Nazis had plans for an additional tank to go
selector valves permit pumping from either tank to either engine, behind aft unit, with approximately half its capacity.

Inside aft fuselage, with radio in laeft foreground, are seen master section are integral part of wkin sheets, which are joggeled to
compass in center, oxygen bottles at top, and elevator, rudder, thickness of metal for lap hoint, then bent inwrd to make “J” or
and rudder trim tab torque tubes at right. Shown are typical channel section..
stringers which completely replace longerons. Formers in this

JL McClellan: Me-262 Copyright 2005 p 7 of 40


Exploded view showing construction of
empennage. In assembling Me-262,
stabilizer is put in place, then vertical fin
is bolted to aft fuselage section.
Closeup of stabilizer adjusting motor
and screw jack which is bolted to uper
section of aft fuselage. Guides just
above jack have slots to take retaining
pins in leading edge of stabilizer fairing.
JL McClellan: Me-262 Copyright 2005
either on the pedals or the seat.  An
average sized American sitting in the
cockpit finds his knees sticking well
up in the air right in front of some of
the instruments.
Only   one  channel­shaped   former
extends form the cockpit rail to the
bottom of the fuselage at the cockpit
which   is,   in   effect,   a   horizontally­
disposed   cylindrical   section   with
part   of   the   wall   sliced   off.     This
“cockpit liner” section was designed
for   pressurization,   but   the   craft
examined   had   no   means   of
developing pressure and there are no
reports of any of the 262's actually
operating   in   combat   with
pressurization.
Further   evidence   that   cockpit
pressure   was   an   unused   design
feature is found in the windshield, a
conventional   three­piece   flat­plate
unit in which the front piece is 3½­
in. bullet proof glass, set in a steel
frame,   but   merely   screwed   in
without   the   usual   synthetic   rubber
mounting   found   in   other   German
craft.     The   seal   –   which   certainly
does  not appear  to  be  designed  for
pressure   –   appears   to   be   plastic
designed only to prevent normal air
leakage.
The   cockpit   canopy   consists   of
two   rounded   plastic   glass   sections
mounted   in   a  frame   with   flat   fore­
and­aft pieces and tubular  base.   It
pivots on  th right side for entrance
and exit, and it can be locked closed
only   from   the   inside   by   a   lever
Overall view of empennage, showing installation of
stabilizer and its adjusting mechanism. A single-piece
drawn aluminum fairing, held by 41 screws, encloses
this unit.
p 8 of 40
Detailed photo of mass-balanced elevator trim tab, evidently origi- by gusset plates (shown at either end). Note that trailing edge of
nally designed as servo unit but in actual practice riveted in place tab is neatly flush riveted, but elevator itself has ordinary rivets.

which   drives  pins   into   holes   set   in
the base of the windshield frame and
the   turtleback  section.     A   16­mm.­
thick   head   and   shoulder   silhouette
armor section, which extends up and
over the back of the pilot's head, is
bolted   to   the   canopy   frame   just
ahead of the turtleback section.
Either the Germans changed their
own minds about instrumentation or
had   them   changed   by   Allied
bombing,   because   original   designs
called for more instruments than are
actually installed – at least that's the
case   on   some   late   planes.     The
main instrument panel is divided in
two   sections,   with   flight
instruments   on   the   left,   engine
instruments on the right.
Flight   instruments   include:
Artificial   horizon,   combined   with
bank   and   turn   indicator,   airspeed
indicator (some of which have been
red­lined   at   658   mph.),   altimeter,
rate   of   climb   indicator,   repeater
compass,   and   blind   approach
indicator.
Engine instruments include: Two
tachometers of two­speed variety to
give  readings from  0  –  3,000  rpm.
and   form   2,000   –   15,000   rpm.
(generally red­lined  at  8,900  rpm.);
two gas pressure gages indicating up
to   1   kg./cm.²;   two   gas   temperature
gages indicating up to 1,000 deg. C.
(with   marks   on   the   gages   at   680
deg.);   two   oil   pressure   gages;   and
fuel gages for front and rear tanks.
Called   for   in   design   plans,   but   not
installed   in  craft  studied,   were   two
fuel injection pump pressure gages,
marked at 65 kg./cm.².

Front face of main spar joint at centerline, showing flanges on tank can be installed just in front of spar, being held in position
aluminum webs bolted together, and steel splice plates on top and through skin panel screwed to captured nuts (seen on lower
bottom of both steel booms. This particular plane had been flown boom).
without bolts through splice plates being safety wired. Reserve fuel

JL McClellan: Me-262 Copyright 2005 p 9 of 40

 Just below the center of the main trim tab crank; and release cable to
panel   is   the   bomb   switch   panel, jettison   rocket   units   for   assisted
marked   for   dive   or   level   bombing takeoff.
and   for  instantaneous  or   delayed A   corresponding   panel   on   the
action fusing. pilot's   right   contains  pitot  heater
Above   the   main   panel   is   the switch;   Very   signal   switches;  radio
gunsight,   in   most   cases   the   old­ frequency   selector   and   on/off
fashioned REV1 16B reflector type, switches; starter switches for starting
which can be swung to the right out motors;   and   switches   to   select   low
of the way for takeoff and landing. speed indicator on the tachometers.
On a slanting panel just to the left The   electric   junction   box   is
of   the   main   board   are   valves   for installed below these panels outside
emergency   operation   of   flaps   and the  fuselage  cockpit  liner, and it is
landing gear; oxygen flow indicator; Phantom sketch showing method of easily   accessible   from   the   ground
oxygen   pressure   gages   (not   on   all attaching full length slot to guide which because it is located just above  the
planes); and oxygen valve. travels over gall bearing rollers bolted to wheel well.
On  a horizontal panel just below nose rib. Slots open automaticlaly at 186 At the base of the main panel on
this unit are: Position indicators for mph. in gliding angle and at 279 mph. in the   left   is  pull   handle  for  the   nose
flap  and   landing  gear,   and  buttons, climb. wheel   brake,   a   unit   evidently
immediately   aft   for   operating   both installed to facilitate stopping on the
these   systems;   stabilizer   pitch indicator;   stabilizer   adjusting small   turfed   fields   which   the
switch; fuel selector valves; rudder Germans were forced to use during
the later stages of the war.
Just   under   the   windshield   base
frame, also on the left, is a pull lever
to operate a small square air scoop
set   in   the   fuselage   side.     This
apparently   was   a   late   factory
modification – and the workmanship
would   certainly   never   have   passed
German inspection in the early days.
The pilot's  seat  is adjustable only
up   and   down   on   a   parallelogram
frame, and it is locked in position by
a   lever   under   the   front   of   the   seat
which engages a pin in ratchet teeth.
Unlike earlier German craft, the Me­
262 has no bungee cord to facilitate
moving   the   seat.     The   upholstered
back of the seat is held in place by
two clip springs to facilitate removal
for access to the battery, which sits
Detail showing inboard end of steel-skinned outer slot in open position. Note that just behind the seat frame.
leading edge of wing is of angular shape, with rolled steel sheet riveted to it behind slot The   seat   itself   does   not
to give proper airfoil. Inset shows slot in closed position. incorporate   armor   plating;   this   is,
instead,   attached   to   channel­shaped
vertical   and   horizontal   stiffeners
riveted to the solid aluminum alloy
bulkhead   which   begins   the   aft
fuselage section and forms the front
panel of the rear fuel cell space.  The
bottom   skin   panel   for   this   section
measures 35½ x 60 in. and is similar
in   construction   to   that   under   the
front cells.  In the middle of this fuel
cell, some 17¼ in. back, is a former
which   is   built­up   double   channel
section   up   the  sides  to  the   second­
from­centerline stringer, from which
Closeup showing wingtip and outboard end of slot in open position. Wingtip is attached it   is   single   channel.     This   former,
by bolt, which can be seen in access hole just behind formation light at spar line. A hori- like most others, has cutouts for the
zontal pin inside leading edge and vertical plate fitting into yoke of auxiliary spar stringers.
complete three-way tip attachment with use of but one bolt. Note roughness of weld In this connection it is interesting
joining upper and lower skin sections of tip.
to   note   that   the   Me­262   has   no

JL McClellan: Me-262 Copyright 2005 p 10 of 40

longerons,   employing   only   hat­
section stringers – one along the top
centerline   aft   of   the   cockpit;   five
along the sides (with one ending at
former   14);   and   five   along   the
bottom (the two outermost ending at
former 15).
The  bulkhead forming the ft end
of the   rear  fuel cell  is a solid  web
but is sheet steel of approximately  .
080 gage.
An unusual construction feature is
found   throughout   much   of   the   aft
fuselage section, where the formers
are   made   of   the   aluminum   skin
sheets   themselves.     In   fabrication,
the   skin   sheets   are   formed   to   the Exploded view of wingtip, two-section aileron and aileron trim tab.
fuselage contour, then the aft ½ in. is
joggled to the thickness of the metal
itself   –   about   .050   –   then   bent
inward   to   form   a   channel   or   J­
section.  The next skin is lap jointed
and flush riveted in place.
Whether   this   method   of
construction   should   be   blamed   or
merely the type of labor available is
not   precisely   known,   but   many   of
the   joints   were   not   at   all   clean,
requiring   the   use   of   considerable
filler to  smooth  them  out.    Careful
study, however, seems to  indicate  it
was   probably   more   the   quality   of
labor   than   the  design,   for   many   of
the rivets were somewhat out of line
and had required considerable filler
themselves   to   give   anything   like   a
smooth finish.
Immediately aft of the cockpit the
fuselage shape starts its change to a
very narrow elliptical section only 2 Aileron trim tab apparently was originally designed as servo unit, but in practice it turned
ft. wide at a point just ahead of the out to be merely ground adjustable through turnbuckle tie rod shown connecting it with
stabilizer. aileron control bracket. Note that trailing edge of tab has flush rivets while that of aileron
Construction of the tail cone is, in itself uses conventional rivets to hold skin panels to flat strip.
some respects, quite like that on the
FW­190.  It bolts to the aft fuselage
section with the joint larded (at least
on   some   planes)   with   liberal
quantities of filler and covered by a
doped fabric strip in a vain attempt
to get a smooth surface.
The   former   aft   of   the   joint   is   a
built­up   ring   riveted   to   a   steel   I­
beam   section   which   slants   aft   47
deg.   from   the   vertical   and   extends
up some 2 ft. above the fuselage top
to form  the lower   part of the front
fin spar.
The end of the tail cone, 4 ft. 8¼

Right hand flaps in fully extended position –

down 50 deg. Upper wing surface extends
back over slots so that in extended position
they are shrouded about 1½ in.

JL McClellan: Me-262 Copyright 2005 p 11 of 40

Phantom sketch showing how flaps are moved back and down. Closeup of right inboard flap in extended position showing toggle
Hydraulically operated toggle at left forces flap back, but 7-in. with its adjusteing set screw. Note how one adjacent lower wing
track (which is channel shaped) moves it down. Set screw in surface is attached by flat screws, probably to facilitate production
toggle arm can be adjusted for upstop. as well as maintenance.

Phantom view of flap actuating system, stabil-

izer adjustment, and rudder trim tab, with
cross sectional detail showing operation of
slots and flaps

JL McClellan: Me-262 Copyright 2005 p 12 of 40

in. aft of the former just mentioned,
is   a   stamped   flanged   aluminum
channel section  member  which also
serves  as the bottom of the rear fin
spar and rudder post.
Connecting the tops of these two
spars is a horizontal stamped flanged
channel   member   upon   which   the
stabilizer is mounted.  In production,
the   stabilizer  must  be   installed
before the fin and rudder are put in
place.
Then   the  fin,   the  spars  of   which
have   steel   plates   riveted   to   their
lower   ends,   is   attached   to   the   tail
cone by seven bolts along each side
of  the   front  spar   and   four  on   each
side   of   the   rear   spar.     In Wing-to-fuselage attachment inside left nose rib, showing bolt through fitting which is
construction,   the   fin   is   built   up   in attached to bulkhead forming aft end of front main fuel cell.
two   halves,   divided   on   the   vertical
plane   of   the   fuselage   axis.     The Although   the   rudder   is   quite yokes   attaching   to   the   rudder   false
halves are then bolted together along deep,   it   has   but   two   hinges,   both spar, giving a universal joint  effect.
the spar line through access holes in typical   self­aligning   ball   bearing The   lower   hinge   is   a   vertical   pin
the   skin.     These   holes   –   of units.    The   top   bearing  is  set  just extending   up   from   a   rudder   rib.
approximately 1  in. dia.  –  are then beneath   the   mass   balance,   the Trailing edge of the tab is formed by
covered   with   small   doped­fabric lower   at   the   bottom   rib,   where crimping together the skins, around
patches.  The joint along the leading push­pull controls also attach. which   a   strip   is   folded   and   flush
edge is covered by plywood fairing Oddly   enough,   the   combination riveted.   It is 36¾­in. deep, with 4­
which is screwed on.   Rounded  tip servo and trim tab has four hinges 7/16 in. chord at the top and 6 in. at
of   the   fin   is   built   in   two   halves, and,   comparing   its   construction the bottom.
welded together and attached to the with   other   parts   of   the   plane,   it As is the case with several other
main  body   by   flush   screws.     A sowed   every   evidence   of   having German   planes,   the   262's   all   metal
single­sheet,   deep­drawn   aluminum come from a different shop.  It too, stabilizer is adjustable, the incidence
fairing   is   fastened   by   41   flush has a mass balance, set right under being   changed   by   a   small   electric
screws to the base of the fin and top the   top   self­aligning   ball   bearing motor   operating   a   screw   jack
of the fuselage. hinge.   The two middle hinges are mounted inside the fin fairing on the
Chord   of   the   rudder   is   narrow, small   metal   blocks   with   vertical front face of the frame to which the
being   but   20½   in.   at   the   widest pins   holding   them   to   the   tab   and vertical   fin   is   bolted.     This   unit   is
point,   but   there   is  plenty   of   depth,
for the rudder has an overall height
of   6   ft.   11   in.,   extending   from  the
top of the fin to the bottom of the tail
cone.   A small tip is screwed to the
top   just   above   the   large   mass
balance, and the main section of the
unit   follows   conventional
construction practice.
The   spar   is   D­section,   with   the
curved part fitting closely inside the
fin   trailing   edge.     Conventional
stamped flanged aluminum ribs with
lightening holes extend back to the
trailing   edge,   where   the   skin
surfaces   are   crimped   together   and
riveted with 3/8­in. ordinary round­
head rivets.
Fore part of the bottom portion of
the rudder, beneath the lower hinge,
is   comprised   of   two   formed   sheets
Principal wing-to-fuselage attachment is by 17 bolts through flanged member riveted to
flush riveted to the spar and lowest top wing surface. On first Me-262 brought to America for tests, many of these holes
rib.   The aft portion containing the were elongated and some were as much as 1/16 in. out of line, so extra steel strip was
formation   light   is   made   up   of   two added, holes being reamed to take ⅞-in. bolts. Angle bracket at left is anchor for fillet
small formed sheets attached by flat cable which goes under slips seen riveted to horizontal part of flange.
screws.

JL McClellan: Me-262 Copyright 2005 p 13 of 40

 Exploded view of main landing
gear and phantom sketch of wing
showing position of landing gear
torque box and whell well, Cut-
away (right) shows main landing
gear oleo strut with hinge bearings
and wheel axle welded in place.

Closeup of right landing gear

wheel showing double skin fairing
and relative position of retracting
jack. Tire is 840x300. Oleo strut
toes in 4 deg. in extended position.
Flap actuating piston can be seen
on front face of main spar directly
ahead of oleo. Lower wing surface
(here removed) is attached by
flush screws.

JL McClellan: Me-262 Copyright 2005 p 14 of 40

mass­balanced trim tabs set near the
inboard   end.     These   tabs   were
apparently   designed   as
interchangeable   servo   units,   for   a
small   arm   at   the   outboard   end
extends   up   from   the   right   one   and
down   from   the   left,   and   captured
enemy   documents   show   an
anchoring   arm   designed   into   the
stabilizer   trailing   edge.     However,
the operational experience or Allied
bombing   made   completion   of   this
plan   impossible,   for   the   tab   arms
were not connected to the stabilizer
and,   in   fact,   the   tabs   had   been
riveted   into   immobility   by   small
gusset   plates   at   each   end.
Nevertheless,   each   tab   had   four
hinges,   with   ball   bearing   units   at
each end and pins through yokes for Looking up and forward into right wheel well at fitting for landing gear retracting cylinder,
which is attached to root rib. At upper left, attached to main spar top boom., is aileron
the two in the middle.  As is the case bell crank showing difference in size in push-pull rod from control stick (top) and those
with the rudder trim tab, the trailing extending to ailerons (bottom). Above retracting cylinder fitting can be seen self-locking
edges   of   the   tabs   are   nicely   flush nuts attaching fuselage skin to flange on upper wing surface.
riveted.
One­piece   pressed­aluminum which,   though   approximately   like dihedral, too.
stabilizer fillets are held in  place by our laminar flow  foils,  has a  plan The   wing   is   built   around   a
a leading edge pin which moves up form   which   is  angular,   to  say   the composite I­beam main spar having
and   down   between   greased   strips least.   The leading edge has a 20­ steel booms and built up dural web,
riveted to metal brackets just above deg.   sweepback;   the   spar   sweeps tapering in depth from 14½ in. at the
the adjusting jack, and by screws – back   12   deg.,   starting   at   the centerline   to   3   in.   at   the   tip
one top and bottom – 10 in. aft of fuselage   side;   the   trailing   edge attachment fitting.   Spar boom caps
the stabilizer spar. sweeps   forward   8½   deg.   to   the are ¾ in. thick at the centerline, the
There   are   many   interesting outboard   side   of   the   power   plant; upper being 4¼ in. wide, the lower
variations   in   both   design   and then sweeps back 5 deg. from there 4¾.
workmanship   in   the   262's   wing on   out.     All   this   and   6   deg. Built in two  sections,  the spar is

Looking up and aft into main gear well. Seen are centerline fairing bottom part of cylindrically shaped cockpit liner, a unit designed
doors, which serve as landing gear uplock, and construction of for pressurization but unused in this way. Opening in front of main
auxiliary spar will be noted. Just above this spar can be seen spar takes 53-gal. reserve fuel tank.

JL McClellan: Me-262 Copyright 2005 p 15 of 40

Top photo, made from left main wheel well, shows fairing door operating cylinder fitting
on aft face of main spar at left center, with universal joint connection to box-type bell
crank which is, in turn, universally-connected to fairing doors, corner of which is shown
at lower right. Flat tie rod on upper corner of bell creank is connected to crank, which
distributes power to aft end of doord, details of which are shown in center photo. Con-
necting linkage here is bolted to box-type structure attached to front face of auxiliary
spar. Lower photo is of German pespective sketch, showing how unit was designed.

JL McClellan: Me-262 Copyright 2005 p 16 of 40

open  automatically  at   186   mph.   in
gliding angle and at 279 mph. in a
climb.
The   5¼­in.   wingtip,   with   its
integral   formation   set   in   a
transparent plastic covering, is built
in   two   halves,   flush   riveted   to   an
inboard   rib   and   spar.     The   two
halves,   flush   riveted   to   an   inboard
rib   and   spar.     The   two   halves   are
welded   together   around   the   outer
edge   and,   on   at   least   one   craft,   a
thoroughly sloppy weld it was.   Its
method   of   attachment,   however,   is
neat and can be accomplished fairly
fast with simple tools.
A horizontal pin near the leading
edge slips into a holed angle plate on
the   wingtip   rib,   then   the   tip   is
pushed toward the planes so that an
angle   bracket   slips   int   a   forged
fitting riveted to the end of the spar,
whereupon a through bolt with self
locking nut is pushed down from the
top through small access holes.   At
the time the tip is pushed toward the
wing,   a   vertical   plate   slips   into   a
yoke   attached   to   the   end   of   the
auxiliary spar with the result that a Phantom view showing installation of nose landing wheel, which is depicted in exploded
three­way fastening is obtained with view. Inset is cutaway of nose wheel strut. Not that original plans called for conven-
only one bolt being necessary. tional torque scissors, however, late model 262's had built-in shimmy dampers.
All   metal   ailerons   are   of
conventional   design,   having   a trim tabs, those on aileron tabs are
channel­section   aluminum   spar, simply  straps  bolted to the aileron
rolled sheet aluminum leading edge, and hooked around pins in the tab.
and   stamped   flanged   ribs.     At   the Like   those   on   the   other   tabs,
trailing edge the two skins surfaces however,   the   trailing   edges   are
are crimped and riveted to a flat 3/3­ neatly flush­riveted.
in. strip.  Here, as on the rudder and Flaps   are   built   in   two   sections:
stabilizer, the rivets are not flush. The  inboard (which has a 21¾­in.
The   ailerons   are   built   in   two chord) extending 38½ in. from the
sections.   Each  have  a 42­in. span, wing root to the power  plant, and
and the two sections are  connected the outer section extending 48¾ in.
via the control bracket, which is split from the power plant.   With rolled
so   that   one   half   is   riveted   to   the aluminum   leading   edges,   stamped
outboard rib of the inner section, the channel­section   spar,   and
other to the inboard end of the outer conventional ribs, they are built in
section.   A self­aligning ball baring two  halves, bolted together except
hinge   also   serves   as   a   connecting at the trailing edge where the skin
point   for   the   two   sections,   and surfaces   are   crimped     and   riveted
similar bearings re bolted to ribs aft (with brazier head rivets) to a ½­in.
of the auxiliary spar at each end. aluminum strip.
Evidently the 38­5/8 x 3 in. trim Ball bearing rollers at both ends
tabs   were  originally  proposed   as of   each   section   run   in   7­in.   steel
servo   tabs,   but   in   practice   they guides   which   re   bolted   to   the
ended up only as ground­adjustable auxiliary spar so that, in operation,
units, for the  control arm, riveted to the flaps move back and down, for
the outboard end of the inner aileron the   guides   slant   down   35½   deg.
section, is attached by a turnbuckle from   the   top   to   the   bottom   wing
rod to the aileron­operating bracket surface.  This action is imparted by
rather   than   being   attached   to   the hydraulically   operated   toggles Looking aft and up into nose wheel well at
wing to give the servo action. which   force   the   flap   bodily   aft retracting cylinder attachment. As nose
Unlike   the   elevator   hinge   points approximately 5½ in.  –  and down wheel retracts, it strikes tubular linkage to
provided in the rudder and elevator because of  the  guide –  except  for pull and lock fairing door closed.

JL McClellan: Me-262 Copyright 2005 p 17 of 40

 Phantom schematic view of hydraulic system.

the final 5 deg. of flap action, which
is   a   pivot   movement.     The   upper
wing   surface   extends   out   over   the
flap so that even when extended to
the   full   50   deg.,   the   flap   leading
edge is shrouded for 1½ in.
The flap actuating cylinder is set
at a 45­deg. angle to the front face of
the main spar directly ahead of the
oleo  hinge  point and is attached  to
one corner of a triangle whose apex
is its hinge point on the spar.  Where
the   piston   attaches  there  is   also
attached   a   push­pull   rod   which
extends across the plane to the left to
a   bell   crank   set  just  over   the   left
power   plant,   with   a   push­pull   rod
going straight back to the aft face of
the   auxiliary   spar.     Here   it   is
connected to an arm extending down
from a torque tube connected to the
toggles   which   force   the   flaps   back
and down.
Quickly removable cover for hydraulic
reservoir filler, a unit very similar to many
used on Focke-Wulf 190. Four of five of
these units on Me-262 are interchangeable,
but the fit in some cases was so bad that
doped fabric strips had to be added as is
evident here.

JL McClellan: Me-262 Copyright 2005 p 18 of 40

 Phantom view of Me-262 surface control system.
Note adjustable mas balsnce in linkage of both
elevators and rudder. These are in addition to
balances built into control surfaces themselves.

Right side flaps are actuated by a examined   has   markings   at   0,   10, requiring   maintenance   give   rise   to

tube   going   straight   back   from   the
base   of   the   triangular   member
connected to the actuating piston.
Pilot   error   in   forgetting   to   lower
the landing gear is avoided through
the system being so arranged that the
flaps   cannot   be   extended   until   the
landing gear has been put down.
The left outboard flap on the craft
20,   30,   40,  and  50   deg.,   with   the
20­deg. mark in red for takeoff.
Three   of   the   lower   wing   skin
panels,   extending   over   three   ribs
each,   are   held   in   place   by   flush
screws   placed   approximately   1½
in.   apart.     While   the   primary
purpose may have been to facilitate
access,   the   small   number   of   units
the   belief   that   it   may   have   been
employed to facilitate production by
eliminating blind riveting.
Quite   an   unorthodox   method   is
used   to   attach   the   wing   to   the
fuselage.   Near the base of the root
nose   rib,   9   in.   aft   of   the   leading
edge,   a   1­in.   bolt   goes   through   a
two­sided   forged   bathtub   fitting

Bottom of control stick, seen extgending through ball and socket Elevator bell crank and trim tab (unused because trim tabs were
joint in bottom of cockpit liner, with aileron torque tubes extending riveted to elevators) over auxiliary spar attached to bottom of
to right and elevator tube extending aft. cylindrical cockpit liner.

JL McClellan: Me-262 Copyright 2005 p 19 of 40

 Top of one of two 238-gal. main cells show-
ing installation of two booster pumps, ply-
wood covering, and supporting straps.

Schematic diagram of Me-262 fuel system showing: (1) and (2), left and right engines;
(3) fore fuel tank; (4) auxiliary fuel tank; (5) aft fuel tank; (6) extra auxiliary tank; (7) and
(8), valves for left and right power plants; (9) and (10) left and right engine safety
petcocks; (11) reverse vavle; (12) fuel pumps. Craft studied lacked extra auxiliary tank
(6), and reports from abroad indicate Germans were unable to get this modification into
more than few planes before their defeat.

Inside rear fuel cell showing pressed fitings between stringers to which fuel cell is bolted
for suspension. Front bulkhead in this section is aluminum alloy supporting rear armor
plating, and aft web is sheet steel. Plywood buffer sheet at bottom is screwed in place.

JL McClellan: Me-262 Copyright 2005 p 20 of 40

Phantom view showing final modification — the Me-262-B2 — a
two-man radar-equipped night fighter. Addition of extra seat
aft side designed for a 20­in. piston
travel.     In   preparing   the   craft   for
flight tests it was found that the main
wheels had considerable lateral play,
but   when   the   normal   1.200   lb.
pressure   was   built   up,   the   wobble
disappeared.
The retracting jack is bolt­hinged
to a steel fitting bolted to the root rib
at   the   end   of   the   front   spar   of   the
landing   gear   torque   box,   while   the
piston is attached to the front of the
oleo strut by a ball and socket joint.
Fairing for the main gear is built
in   two   section,   both   of   which   are
double­skinned   grid­type   structures
with   the   top   section   hinged   to   the
torque box end and the lower bolted
to   a   bracket   welded   to   the   oleo
piston just above the axle.
In   operation   the   main   wheels
swing up and into the bottom of the
fuselage,   with   the   right   strut
operating   an   actuating   valve   at   the
end   of   its   arc.     This   valve   in   turn
closes   fairing   doors   which   are
hinged at the fuselage centerline and
which serve as the landing gear up
lock.
To   accomplish   this,   a   hydraulic
cylinder is attached parallel to the aft
face of the main spar just to the left
of the fuselage centerline.  Its piston
is  connected  to   a  welded   steel   box
type   bell   crank   which,   in   turn,   is
attached   by   a   universal   joint   to
another  box  bell crank  set  between
two stamped flanged vertical plates
set   along   the   centerline.     At   the
lower   corner   of   this   bell   crank   are
universal joint tie rods connected to
the   leading   edge   of   the   built­up
fairing doors, and at the upper  rear
corner   is   a   flat   steel   tie   rod
connected   to   a   triangular   shaped
built­up   bell   crank   attached   to
JL McClellan: Me-262
meant moving fuel tanks, radio and other equipment farther aft in
rear fuselage section.
similar tie rods on the trailing edge
of the fairing doors.
Thus, when the oleo strut hits the
actuating   valve,   the   piston   moves
to   the   right,   forcing   the   tie   rod­
connected   bell   cranks   to   snap   the
doors closed under the wheels, with
the   90­deg.   change   in   direction
between   the   units  serving  as   the
locking   mechanism   after   the
hydraulic pressure on the piston is
relieved.
The nose  wheel  retracts aft and
up into a well below the armament
compartment,   the   wheel,   near   the
end of the retracting arc, striking a
transverse   tube   which   pulls   the
double   skin   fairing   door   closed.
Spring loaded pins moving into the
piston serve as up and down locks.
German   drawings   studied   in
connection   with   this   article   show
provision   for   the   conventional
torque   scissors,   but   on   the   later
model   craft   examined,   the   nose
wheel contained a built in shimmy
damper.  The nose gear retracts and
extends after the main wheels have
been locked either up or down.
Both   the   landing   gear   and   flap
operating systems have connections
with a compressed air bottle which
can   be   cut   in   for   emergency
operation of the two systems.
Surface   controls   present   several
odd   and  interesting   features.     The
control   stick,   for   example,   is
mounted in a ball and socket joint
set   in   the   bottom   of   the   cockpit
liner,   extending   down   4   in.   and
ending in a welded  angle bracket.
Attached by a ball bearing joint to
one face of this bracket is a 3/4­in.
tube   extending   to   the   right   above
the   main   spar.     Just   inside   the
fuselage,   and   bolted   to   the   top
Copyright 2005
boom   of   the   spar,   is   a   bell   crank
from   which   1­in.   push­pull   tubes
extend,   with   one  universal  joint   in
each   at   the   fuselage   side   (to
compensate for spar sweepback) out
to bell cranks  set just ahead  of the
aileron control arms..
Attached   to   the   aft   face   of   the
angle bracket on the stick is a 5/8­in.
elevator operating tube going aft to a
self   aligning   ball   bearing   crank   set
just  over and ahead of the auxiliary
spar,   from   which   a   1­in.   tube
extends   to  the   left  side   of   the
fuselage   and   another   bell   crank   to
connect to a similar sized push­pull
tube going aft.  A third bell crank is
set   in   the   empennage   near   the
stabilizer   leading   edge.     Extending
straight aft from this crank is another
push­pull   rod  connected  to   the
elevator horn and, just ahead of the
horn,   a   large   mass   balance   which
can be ground adjust on the fulcrum.
This   balance   is   in   addition   to
those  already  noted  as  being set  in
the   elevators   themselves,   and   may
be a late modification.  Reports from
abroad have indicated that at speeds
over   500   mph.   the   ailerons   and
elevators   of   the   262   become
extremely hard to move and that an
extendable  control stick designed to
give   increased   leverage   had   been
developed.  However, no such stick,
or   provisions   for   its   installation
could be found on the craft studied,
and   it   is   held   possible   the   mass
balance   just   discussed   has   been
utilized in its stead.
Rudder pedals are very similar to
those on the FW­190, incorporating
the   main   wheel   brake   pedals   as
integral units.  A torque tube extends
aft   from   the   right   pedal   inside   the
cockpit liner, then through a seal to a
p 21 of 40
bell   crank   where   another   tube
extends   to   the   left   side   of   the
fuselage to a second crank which is
connected   with   the   push­pull   tube
extending to the empennage,  where
a third  crank,  with  adjustable  mass
weight, is connected to double tubes
connected   to   the   enclosed   rudder
horn.
The   fuel   system   consists   of   two
238­gal.   main   tanks   plus   a   53­gal.
reserve and, at least in design plans,
and auxiliary tank of about 170 gal.
capacity.    Both   self­sealing   main
tanks   have   plywood   coverings   and
are suspended by two straps on the
ends of  which   are bolts that go  up
through   pressed   fittings   riveted   to
the inside of the fuselage skin about
two­thirds   of   the   way   up   the   side.
Nuts   are   put   on   the   bolts   through
access   holes   in   the   fuselage   skin,
with   the   holes   covered   by   doped
fabric patches.
Each   of   the   main   fuel   cells   has
two booster pumps  and the reserve
tank   has   one,   the   system   being   so
arranged   that   fuel   can   be   pumped
from   any   tank   to   either   engine,   or
fuel   from   the   rear   tank   can   be
pumped to the front.
The reserve tank (at least some of
these   have   not   been   self   sealing)
goes just in front of the main spar.  It
is trapped to a single­skin panel, 19­
3/4 in. deep by 66¼ in. wide, that is
reinforced   by   six   hat   shaped
stiffeners   and   is   attached   to   the
fuselage   by   flat   screws   placed
approximately 1¾ in. apart.
Evidence of the Nazi's attempts to
get more range out of the Me­262 is
shown   by   plans   for   installation   of
the 170­gal. auxiliary tank aft of the
rear main cell.  It is not known how
extensively,   if  at   all,   this   plan   was
carried out, for the craft studied was
the latest model produced and it had
no   such   installation.     Instead,   the
radio was installed in the space and,
a   little   farther   aft,   the  master
compass and oxygen bottle.  Access
to these units is via a 17½ x 15¼­in.
door   held   in   place   by   four   quick
fasteners.
Radio   installation   consists   of   the
usual German equipment – FuG 16Z
or   FuG   16ZY   (VHF   R/T,  D/F   and
retransmission  facilities  for   ground
control  stations) and  in  some cases
IFF had been installed.
Whether   Hitler   was   finally
convinced that the Me­262 was not
the   world's   hottest   bomber   or
JL McClellan: Me-262
whether the Luftwaffe went ahead Span ......................................40 ft. 11½ in.
in   the   face   of   his   orders   is   not Length.........................................34 ft. 9 in.
known,  but one final modification Height (fin above ground)............21 ft. 4 in.
of the craft ­­ the Me­262 B2 – was Wing area (approx).....................270 sq. ft.
in   the   works   when   the   Germans Chord (root)...................................8 ft. 4 in.
capitulated. Chord (tip)..................................2 ft. 9¾ in.
This   was   to   make   the   plane   a Aspect ratio..........................................7.5
two­man,   radar­equipped   night Wing loading ..................................44.5 lb.
fighter.     Principal   changes Wt. empty .....................................8,514 lb.
necessary   were   made   in   the Useful load ...................................7,106 lb.
cockpit,   where   the   pilot's   seat Gross wt. ....................................15,620 lb.
appears   to   have   been   pushed High speed (red line) ...................658 mph.
forward slightly to help make room Range .......................................50-90 min.
for addition of the radar  operator's Max. thickness, 35% of chord.
screens   and   seat   immediately Max permissible CG., 30% MAC
behind.     This,   of   course,   meant
changing the design of the canopy
to   give   the   necessary   length,   and
relocation   of   the   aft   fuel   tank,
normal   radio   equipment,   oxygen
bottles and master compass, all of
which   were   pushed   further   aft   in
the fuselage.
Study   of   the   plans   for   this
change does not indicate that much,
if   anything,   had   been   done   to
compensate   for   the   added   weight
aft of CG and, since the craft had to
be trimmed nose heavy for take­off
as   originally   designed,   it   is
believed that even more trim had to
be   applied   for   the   night   fighter
version.     Too,   since   the   262   was
not the most maneuverable to begin
with,  it  is  believed   that  the radar­
loaded  version  was   not as good  a
combat   craft   as   the   original   day
fighter version.
The concluding part of this study
will   cover   the   Junkers  Jumo  004
gas­turbine   jet­propulsion   power
plants,   used   in   the   Me­262   but
designed for use in other craft as
well.
ACKNOWLEDGEMENT
For unusual cooperation, AVIATION is
deeply grateful to Col. J.M. Hayward,
Chief,Technical Data Laboratory,
ATSC, and to Capt. Irving P. Brown,
Chief, Capts. W.H. Carter and H.R.
White and Lts. J.E. Arnoult, F.D. Van
Wart, and Bernard Ellis of the Foreign
Equipment Branch.
Special thanks are due Sgt. Robert
Foster, Hangar Chief; Staff Sgt. Harry
Kilpatrick, Crew Chief; Tech. Sgt.
Warren Stoddard; and Sgts. George
Ledbetter and Wilfred Vigor.
Copyright 2005 p 22 of 40
DESIGN ANALYSIS OF

Messerschmitt Me-262 Jet Fighter

Part II — The Power Plant

A S   IS   THE   CASE  with   the
airframe  of   the   Me­262,   the
Junkers Jumo 004 axial flow
gas   turbine   jet  power  plant   is   a
compromise   between   design   desire
and  available  materials   and
production facilities.
Outstanding   evidence   of
compromises resulting from lack of
materials is the fact  that  more than
7% of the air taken in is bled off for
cooling   purposes.     Despite   this,
however,   most   engines   were   found
to have a service  life  of about only
10 hr., against a “design life” of 25 –
35 hr.   Additional compromises are
evident in the design, which  shows
that  the  production  engineer   –
undoubtedly  hampered   by   lack   of
both   plant   facilities   and   adequate
skilled labor – has been as important
a factor in its construction as was the
designer.
But   the   Germans   had   made   real
progress   in   overcoming   materials
difficulties,   for   just   after   they
capitulated   that   development   of   a
By JOHN FOSTER, JR., Managing Editor, “Aviation”
First complete engineering study ever published on jet power
plant reveals, in addition to fundamental principles of jet
propulsion, the design and production compromises made
necessary by limitations of materials.
new   alloy   of   excellent     heat­ which  is  divided  into   two  sections,
resistant   qualities   had   made   it the   upper   being   of   ¾­gal.   capacity
possible to get up to 150 hr. service feeding   fuel   to   the   starting   engine,
in actual flight tests, and up to 500 the   lower   of   3¼­gal.   capacity,
hr. on the test stand. feeding   starting   fuel   to   the
A large unit, the 004 is 152 in. combustion chambers.
long from  the intake  to  the  tip  of The   nose   cowling   attaches   by
the   exhaust;   30   in.   in   dia.   at   the eight screws in captured nuts to the
skin   around   the   six   combustion annular­shaped combination oil tank
chambers, with maximum diameter and cooler.   Having 3­gal. capacity,
of the cowling reaching 34 in. this   tank   has   a   baffle   close   to   the
The   circular   nose   cowling   is inner surface so that as  warm  oil is
double   skinned,   the   two   surfaces fed in from the top it is cooled as it
being   welded   together   near   the flows   around   to   the   bottom   of
leading   edge   and   held   in   position annulus and the tank proper.
by riveted channel shaped brackets. The   oil  tank,  in   turn,  is  attached
Diameter at the intake end is 20 in., by   23   bolts   on   a   flange   to   the
the outer skin increasing to 31½ in., aluminum alloy intake casting.  This
the   inner   to   21½.     Inside   the unit   comprises   the  outer   ring,   with
cowling is an annular gasoline tank flanges on both front and rear faces,

Front of Junkers Jumo 004 intake casting (left), with oil lines at extend through vertical streamlined fairings. Right: Aft face of
bottom. Holes in outer flange are for attaching oil and starting-fuel intake casting, with front compressor bearing held in place by
tank assembly. Twelve studs on inner ring hold bevel gear round plate attached to ten studs. Bolt holes in outer flange are for
assembly, from which drives for accessories and oil pumps attachment to compressor stator casting.

JL McClellan: Me-262 Copyright 2005 p 23 of 40

 Eighth compressor disk and rotor showing:
Small retaining screws set in roots of
blades; serrated ring around which is bled
par of cooling ari; and slot-and-lug
arrangement for transmitting torque from
drive shaft to disk faces. Entire compressor
assembly is held together by tie rod, end of
which protrudes from shaft end.

four hollow streamlined spokes, and
the inner ring.
Moving   back   to   the   front   of   the
unit, though, we find inside the nose
cowling   a   fairing   which   looks   just
like   a  propeller  spinner,   increasing
in size to 12 in. at the intake casting,
leaving   approximately   220   sq.   in.
intake area.  This spinner houses the
starting engine, a two­cylinder two­
cycle horizontally opposed gasoline
engine   which   develops   10   hp.   at
6,000 rpm.   The starting engine has
its own electric starting motor; and,
for emergency, extending out to the
front of the spinner is a cable starter
similar   to   those  found   on   outboard
boat engines.  The engine is 12½ in.
long, 10 in. wide, 8¼ in. high, and
weighs 36 lb.
The starter engine is bolted to six
studs   in   the   bevel   gear   casting,
which   contains   bears   to   drive   the
accessories.   Each of these gears is
carried   by   ball   and   roller   bearings,
with   the   drive   shafts   fitting   into
internally splined stub shafts on the
bevels.    There are two drive shafts
extending   through  two  of   the
hollow   fairings   of   the   intake
casting,   one   going   up   to   the
accessory   case   which   is   mounted
atop   the   intake   casting,   the   other
extending   down   to   the   main   oil
pumps,   which   are   set   inside   the
lower part of the intake casting.
The   bevel   gear   casting,   also   of
aluminum alloy, is bolted to twelve
studs   set   in   a   flange   in   the   front
face of the intake casting.  are   built   as   subassemblies,   then
The   rear   side   of   the   intake
casting's   inner  ring   is  cup­shaped,
housing   the   front   compressor
bearing.   This unit is comprised of
three   thrust   races   –   each   with   15
bearings – mounted  in steel liners
set   in   a   light   hemispheric­shaped
housing   which   is   kept   in   contact
with   the   female   portion   of   the
intake   housing   by   the   pressure   of
ten springs held in place by a plate
bolting   to   the   intake   casting.     The
outer  bearing   races  are  mounted   in
separate   sleeves   which   fit   on   the
compressor shaft.
This   design   not   only   allows   for
preloading  the   bearings   during
assembly to ensure even distribution
of   thrust,   but   the   bearing   assembly
can be left intact during disassembly
simply   by   withdrawing   the
compressor   shaft   from   the   inner
sleeve.
Next   in   the   fore­to­aft   sequence
ins   the   aluminum   alloy   stator
casting,   which   is   built   in   top   and
bottom   halves   held   together
longitudinally by eleven 3/8­in. bolts
through   flanges   on   each   side,   with
attachment  to the  intake  casting  by
24   3/8­in.   bolts   through   a   heavy
flange.  Running the entire length of
the   bottom   half   of   the   casting   are
three .7­in dia. passages, one serving
as part of the oil line leading to the
rear   compressor   and   turbine
bearings,  one connecting  oil sumps
(which are located in both intake and
main   castings),   and   one   serving   as
part   of   the   oil   return   line   from   a
scavenge   pump   set   in   the   rear
turbine bearing housing.
Just aft of the fourth compression
stage   in   both   halves   of   the   stator
casting is a slot, inside of which is a
ring   with   a  wedge­shaped   leading
edge   pointing   upstream   and   set   to
leave a .08­in. opening to bleed off
air   for   part   of   the   cooling   system
(which  will   be   discussed   later   in   a
separate section.)
Like  the stator casting, the stator
rings,   which   consist   of   inner   and
outer shroud rings and stator blades,
bolted in place and locked by small
tabs.
Considerable   variation,   both   in
materials   used   and   methods   of
construction,  was  found   in   this
section.     In   early   production   units,
for   example,   the   inlet   guide   vanes
and   first   two   rows   of   stator   blades
were   of   stamped   aluminum   with
airfoil   profiles;   and   in   assembly,

JL McClellan: Me-262 Copyright 2005 p 24 of 40

ends of the blades had been pushed
through slots in the shroud rings and
brazed   in   place.     In   other   early
engines, the third stator row  varied
both   in   material   and   method   of
attachment.  In some cases it would
be of aluminum, but without airfoil;
in  others   it   would   be   of  steel   with
the   ends   turned   to   form   flanges
which  were   spot   welded   to   the
shroud  rings.     The   remainder  were
stamped sheet steel, zinc coated.
One   late­production   engine
examined showed a combination of
all   the   variations,   with   the   inlet
guide   vanes   and   first   two   rows   of
stator blades of stamped aluminum,
and   the   rest   steel,   indicating   the
Germans   may   have   been   swinging
over   from   aluminum   to   steel
exclusively.  Apparently all the steel
blades had been  enameled, but this
protective   coating   on   the   last   row,
where  temperatures  reached
approximately 380 deg. C., appeared
to have been burned off.
Methods   of   attaching   blades   to
shroud   rings   also   varied.     On   the
inlet guide vanes and first two rows,
the   ends   of   the   blades   had   been
pushed   through   slots   in   the   shroud
rings   and   brazed   in   place;   the   3rd,
6th,   and   7th   rows   had   a   weld   all
around the  blade end; the   4th,  5th,
and   8th   row   blade   ends   had   been
formed   into   split   clips   which   were
spotwelded to the shroud rings.
The   outer   shroud   rings   are
channel   shaped   with   an   angle
bracket   riveted   to   each   end,   this
bracket in turn being bolted to a stud
set   in   the   casing   just   inside   the
mating   flange.     Inner   shroud   rings
are flanged along the leading edge,
with   the   exception  of  the   7th   row,
which is channel shaped.
Except   for   the   inlet   guide   vanes
and   the   last   row   of   stator   blades,
which   act   as   straighteners,   stator
blades   are   arranged   as   impulse
blading – they are set at nearly zero
stagger   and  simply  serve  as   guides
to   direct   the   airflow   into   the   rotor
blades.
Top and bottom halves of stator casting.
These sections are bolted together
longitudinally, with flange on front end bolting
to intake casting, that on aft end to main
casting. Light colored blades are aluminum,
darkere are enameled mild steel. Germans
were evidently changing over from aluminum
to steel blades throughout stator at war's end.
Sketches at top show method of attaching
stator blades.

JL McClellan: Me-262 Copyright 2005 p 25 of 40

 Rear view of main casting showing rectangular
cooling air passages and the six combustion
chamber inlets. Five larger cored passages in base
of ribs are cooling air passages, smaller is oil line.
Aft turbine bearing fits in rear end of this casting.

Three-quarter front view of main casting which

supports entire engine. At top is engine attachment
fixed to one of six possible pickup points spaced
around unit. Rectangular openings infront outer rim
are cooling air passages, and air inlets from
compressor to combustion chambers are between
faired struts between chambers and serrated ring.
Air passing betrween th serrations and those on
last compressor disk is also used for cooling. Studs
around center core are for attaching aft compressor
bearing housing.

The compressor rotor is made up
of   eight   aluminum   disks   held
together   by   twelve   bolts   each
through   shoulders   approximately   at
mid­diameter,   with   the   entire   unit
being pulled  together  by a 38.75­in.
long, .705­in. dia. tie rod which has
been   estimated   to   have   a   stress   of
some   40,000   psi.,   with   a   force   to
pull the assembly together figured at
about 16,000 psi.
Diameters   of   the   disks   increase
from the low to high pressure ends
as follows: Stage 1, 13.86 in., Stage
2, 14.68 in., Stage 3, 15.61 in., Stage
4, 16.44 in., Stage 5, 17.18 in., Stage
6, 17.85 in., Stage 7, 18.24 in., and
Stage 8, 18.34 in.
To carry the compressor bearings
there is attached to each end disk a
steel   shaft   with   an   integral   disk
carrying a round­faced washer.  This
shaft   goes   through   the   disk   and   is

Closeup of front of main casting showing rear

compressor bearing and housing in place.
Large screws seal off passages left by cores
used in making casting.

JL McClellan: Me-262 Copyright 2005 p 26 of 40

tightened by a nut so that the face of
this   washer   (rounded   to   facilitate
alignment)   bears   against   the   disk
face.     The  flange   on   the  rear   shaft
has six slots around its outer edge,
into which fit projections on the rear
disk.     Thus   torque   is   transmitted
from   the   turbine   to   the   rear
compressor disk, and from there on
to   the   other   disks   by   the   bolts
previously   noted   as   fastening   the
disks   together,   the   torque   being
transmitted   to   the   compressor   unit
around the faces, rather than through
a central shaft.
Compressor rotor blades, of which
there are 27 in the first two stages,
38   in   the   rest,   are   all   stamped
aluminum   with   machined   roots
fitting into pyramid shaped slots in
the rotor disk.  Through the aft face
of each blade root, directly under the
blade trailing edge, is a small screw
set longitudinally and extending into
the disk.
Tip stagger of the blades is about
the same through the first six stages
of compression, but increases in the
last   two.     Chord   of   the   blades
decreases through the eight stages as
follows:   1.95   in.,   1,94;   1.34;   1.33;
1.30; 1.30; 1.24; and 1.21.
Blade   profiles   in   the   first   two Head-on view of combustion chamber casing with combustion chambers and
stages   are   very   similar   (possibly ignition interconnectors and plugs in place. Every other chamber has ignition pluig.
even designed to the same section),
while   the   third   stage   has   a   thicker Moreover,   in   the   base   of   each   of compressor   and   combustion
section.     Stages   4,   5,   and   6   have the   six   ribs   supporting   the chambers, the main casting changes
thinner sections (here, too, possibly combustion   chambers,  there  are the shape from annular to circular at
the   same),   with   about   the   same cored passages, five of which carry the entrance to the chambers.
chord as Stage 3, while the last two cooling   air,   one   carrying   lube  oil. In the front of the casting, at the
stages,   though   set   at   greater   pitch And,   while   the   air   passage   area tip of the last stator row, is an 18­
and having slightly narrower chord, remains   constant   between   the 3/8­in. die. ring with a serrated inner
have   generally   similar   camber   and
profiles.
Clearances   between   the   rotor
blades and the stator casting are .103
in. over the first three stages and .04
over   the   remaining   five.     Axial
clearances   between   rotor   disks   and
inner   stator   shroud   rings   range
from   .1   to   .15   in.,   and   axial
clearances   at   roots   between   rotor
and stator blades are .5 and .6 in.
Backbone of the 004 is a complex
aluminum casting which, in addition
to   providing   the   three   engine
attaching   points,   supports   the
compressor   casing   –   through   25
bolts   –   the   entire   combustion
chamber   assembly,   the   turbine
nozzle,   the  aft   compressor   bearing, Exploded view of combustion chamber showing main components. At left is outer
casing, mad of mile steel; center is flame tube, showing swirler at front, fuel nozzle,
the   two   turbine   bearings   and, ignition plug connection (on side) and stub pipe assembly; and at right is aluminized
through   the   combustion   chamber steel liner with corrugations to carry cooling air along inside of casing.
casing,   the   entire   exhaust   system.

JL McClellan: Me-262 Copyright 2005 p 27 of 40

 Turbine nozzle inlet ducting which changes air
passage from indvidual combustion chamber
circles to annular shape before entering nozzle.

Mild steel double-skinned casing which surrounds combustion chamber ignition plugs and interconnectors. Heavy transverse ring
chambers. Note holes in front ring which carry cooling air into around outside of casing carries tier rod braces into main casting
ducts between the two skins. Access holes lead to combustion and also serves as attachment for aft engine pickup point.

JL McClellan: Me-262 Copyright 2005 p 28 of 40

which   the   combustion   chamber
casing   bolts,  are  twelve   raised
longitudinal ridges arranged in pairs.
These   have   machined   faces   having
four bolt holes and two aligning pins
serving s the forward engine pickup
points.  With six such pickup points,
the engine was designed for a wide
variety of mountings.  In the case of
the Me­262 plates with collared nuts
were   fastened   to   the   two   on   either
side of the topmost unit.
Overall length of the main casting
is   37¼   in.,   with   the   previously
mentioned  ribs tapering down  from
the aft face of the ring structure to
the   central   longitudinal   member
which has an 8¾­in. dia. ant the aft
end.
The   aft   compressor   bearing,
having 16 rollers, is set in the front
of   the   main   casting   inside   the
serrated   ring,   the   housing   being
attached to the casting by 14 bolts.
The   turbine   thrust   bearing   is   set
inside   the   main   casting,   with   the
centerline   of   the   balls   24­3/8   in.
back of the front edge of the serrated
ring,   and   the   main   turbine   roller
bearing is bolted into the rear end.
Each   of   the   six   combustion
chambers is built up of three major
components  having   a   combined Front view of turbine nozzle assembly showing rear turbine bearing and diaphragm
weight   of   19   lb.     First,   there   is   a plates in place. Cooling air enters two holes seen just below bearing, goes up between
mild   steel   outer   casing,   of   5¾   in. diaphragm plates and through nozzle roots, then out through openings in trailing edges.
dia. at the entering end flaring out to Note36 bolt holes (in aouter rear flange) for attaching assembly to combustion chamber
8­5/8 in., and having a length of 20­ casing, also 36 series-of-three holes for carrying exhaust system cooling air.
5/8 in.   The   front   end  has  a  collar
with a rubber sealing ring which is Third   major   component   of   the casing flange.  Besides the bolt holes
pushed up against the aft face of the combustion   chamber   is   an   11­in. in  the  front  flange,   there are  24  of
main   casting   to   take   care   of   air long 20­gage aluminized steel liner similar   size,   twelve   leading   to   six
leakage   and   to   compensate   for   the having   a   corrugated   outer   skin ducts  of  22­gage   steel   which   carry
difference in casting and combustion which  permits   cooling   air  to  flow the   air   bled   from   the   fourth
chamber expansion. inside the outer casing.   This liner compressor   stage   through   the
Fitting inside the front end of this fits into the aft end of the casing. combustion   chamber   casing,   and
casing is the flame tube, which has The   aft   ends  of  the   combustion twelve   directing   air   around   the
two   main   components   –   the   entry chambers are bolted around flanges combustion chambers.   These ducts
section and stub pipe assembly.  The to a ring of six rings which fits over also help stiffen the skin, as it takes
fore part of the entry  section  flares there rear end of the main casting. the   weight   of   the   entire   exhaust
out   somewhat   as   does   the   outer Ignition  interconnectors  between system.
casing,   and   at   the   front   end   has   a chambers are of but 15/32 in. dia., Six large hand holes are cut in the
six­blade swirler.  This unit is made and   starting   plugs  are  provided  in casing just behind the flange.  These
of 22  gage mild  steel with  a black three  of  the  six   chambers.   These give   access   for   making   minor
enamel   coating.     The   stub   pipe elements, as are the fuel plugs, are adjustments to burners and the three
assembly   is   made   up   of   ten   flame enclosed in streamlined fairings. ignition plugs.
chutes   welded   to   a   ring   (which   is Surrounding   the   combustion A   little   more   than   halfway   aft
welded by brackets to the rear end of chambers   is   a   16­gage   mild   steel around   the   combustion   chamber
the flame tubes and to a 4­in. dished double   skinned   casing   having casing is a heavy collar comprised of
baffle   plate   at   the   rear.     To   help flanges welded at both ends – that two   channel  shaped  members,   and
direct   air   into   the   chutes,   ½­in. at the front end attaching by studs inside  the casing at this ring are six
circular   baffle   plates   are   riveted   to to the main casting; that at the rear tie   rids,   connecting   it   to   the   main
the   forward   ring.     Material   of   this attaching   to   the   turbine   inlet   duct casting.   Any one of these six units
unit is mild steel with an aluminized outer   flange,   the   nozzle   ring can   serve   as   the  aft   engine   pickup
finish. assembly   flange,   and   the   exhaust point; in the case of the Me­262 it is

JL McClellan: Me-262 Copyright 2005 p 29 of 40

 Hollow blade turbine assembly.
Cooling air is forced inside
flange near hub and up behind
sheet spotwelded to disk, then
through blade roots, and out
through tips. Gear teeth cut on
shaft just ahead of rear
bearing mounting point drive
oil return pumps. Turbine shaft
is attached to compressor
shaft by splined coupling.
the top one.
Ducting   from   the   combustion
chambers   to   the   turbine   nozzle
changes the air passage from the six
circles to annular shape.  Attached to
the   combustion   chambers   by   bolts,
this   19­gage   aluminized   mild   steel
unit is made in two parts, the rear of
which is welded to a heavy flange.
Studded to this flange from the inner
shroud  ring   of   the   turbine   nozzle
assembly   are   two   mild   steel
diaphragm   plates.     These,   in   turn,
are   studded   to   the   rear   end   of   the
main   casting,   and   so   support   the
inlet ducting and turbine nozzle ring.
On the rear of the outer turbine inlet
ducting a light flange mates with a
flange on the rear of the combustion
chamber   casing.     Thus  the  turbine
inlet   ducting,   to   which   the
combustion  chambers   are   attached,
is supported  partly  the  diaphragms,
and partly by the skin.
Maintenance   crews   really   take   a
beating   as   the   result   of   the   final
design, for it is a major operation to
get   at   the   combustion   chambers.
First,   the   variable­area   nozzle
operating  shaft  must be removed so
that   the   complete   exhaust   system
assembly   can   be   taken   off.     Then,
unless   special   equipment   is
available, the engine must be placed
upright   on   the   turbine   disk   and
burner   pipes   and   ignition   leads
disconnected  from   the   combustion
chambers.     Then   the   compressor
casing­main   casting   joint   can   be
broken   and   the   whole   front   end
JL McClellan: Me-262
lifted off.  Next the rear compressor
bearing assembly, torque tube, and
locking   ring   can   be  removed  and
the main casting assembly removed
– when the nut on the front end of
the turbine shaft is unscrewed.  The
rear diaphragm plates can  then  be
removed  and   the   turbine   inlet
ducting   and  combustion  chamber
assembly lifted off.  Then the front
diaphragm plate is removed and the
turbine   inlet   ducting,   with   the
combustion   chamber   assembly,
lifted   out   of   the   casing.     At   this
point,   as   one   sweating   engineer
who   did   the   job   declared,   “Now,
Bub, y'can  take out the individual
combustion chambers.”
An  unusual feature  of the 004's
design is the use of hollow turbine
nozzle   blades   through   which
cooling   air   is   fed   from   the
compressor   via   the   main   casting
and   supporting   diaphragm   plates.
The   two­part   outer   nozzle   shroud
ring is made of mild steel and both
parts   are   welded   to   a   ring   that   is
joggled   and   flanged   to   mate   with
flanges   through   36   bolts   on   the
inlet ducting and the aft flange of
the combustion chamber casing.  In
addition to the bolt holes the flange
has   36   sets   of   three   holes   for
cooling air passage.
The   35   nozzles   are   made   of
austenitic sheet steel, .045 in. thick,
bent   to   shape   around   a   1/16­in.
radius   to   form   the   leading   edge.
Between   the   sheets   at   the   trailing
edge   are   spotwelded   four   wedge
Copyright 2005
Detail sketch of turbine disk showing
method of attaching hollow blades. Groove
in disk stub is filled with special high
temperature silver-based brazing flux, blade
is then pinned in place, and entire unit
heated. Two small holes on ends of disk
stubs direct cooling air through blade roots.
shaped   spacers,   1   in.   long   and
tapering from 1/8 to .020 in., leaving
a .020­in. gap down the trailing edge
through   which   the   cooling   air
escapes.
In   assembly,   the   blade   tips   are
closed, pushed through slots welded
to   the   outer   shroud   ring,   and   the
roots are pushed through slots in the
inner shroud ring and spotwelded in
place   on   the   inner   surface   of   the
ring.
To this ring, in turn, is welded a
heavy, mild steel flange and second
flanged ring, the two flanges picking
up with the diaphragm plates which
support  the  assembly  from  the rear
of the main casting.
Two   types   of   61­blade   turbines
are used.  Originally both blades and
disks were solid, later hollow blades
and lighter disks were introduced at
a saving of approximately 40 lb.
The solid disks were of hardened
chrome   steel,   taking   stresses   of
about  15   tons   at   maximum   rpm.
Cooling   is   effected   by   spilling   air
bled back  through the main casting
against   the   disk   face   then   up   over
the blade roots and out between the
blades.
The   12¼­oz.   solid   blades   are
p 30 of 40
forged   from   an   austenitic   steel
containing 30% nickel, 14% chrome,
1.75%   titanium,   and   .12%   carbon,
corresponding   closely   to   “Tinidur,”
a Krupp alloy known before the war,
and are attached by three machined
lugs   drilled   to   take   two   11­mm.
rivets   each.     Maximum   centrifugal
blade stresses have been estimated at
18,000 psi., and gas bending stresses
at   2­4,000   psi.     Study   of   the   solid
blades indicates that the roots didn't
get much above 450 deg. C., due to
the   cooling   air   flow   up   from   the
disk, but   near  the  center  it  appears
the temperatures got up to about 750
deg.   C.     This   applies   to   service
models,   not   those   previously
mentioned   as   having   given   the
longer flight and test­stand life.
Disks   for   hollow   blade   turbines
are of lighter material than the solid
types  and have attached, across the
front   face,   a   thin   sheet   flared   out
near  the  center.    This picks  up   the
cooling   air   and,   via   ridges   on   the
disk, whirls it out toward the blade
roots   where   it   goes   through   two
small holes drilled in the disk rim up
through the blade and out the tip.
Made of the same material as the
solid   blades,   the   hollow   type   are
formed   by   deep   drawing   a   disc
through a total of 15 operations.   In
assembling   the   turbine,   the   blade
roots   are   fitted   over   grooved   stubs
on the disk rim.  Two small holes on
each  side take locating pins to hold
the blades in place during assembly,
but they take no stresses.
With   a   silver­base   flux   in   the
JL McClellan: Me-262
grooves, the entire unit is put in an
oven at 6­800 deg. C.,  warmed  for
20 min., then heated to about 1,050
deg. C. in 40 min., then cooled in
still air at room temperature before
hardening in a gas or air oven.
Later production units have two
rivets   in   the   blade   trailing   edges
near the tips, a modification made
necessary   by   cracking   caused   by
vibration.
The  turbine   is   attached   by   six
studs to a short shaft carried no two
bearings   housed   in   the   main
casting.     The   front   bearing   is   a
single­race   ball   thrust,   the   rear   a
single­race roller type, and both are
cooled by oil only   Connection of
the turbine and compressor is vi a
heavy, internally splined coupling.   efficiency,   but   on   some   engines
The exhaust cone is made up of
aluminized mild steel, and consists
of   two   major   components:   outer
fairing   is   double   skinned,   with
cooling   air   bled   from   the
compressor   flowing   between   the
skins to within 15­3/4 in. of the exit
where the inner skin ends.  Outside
the other skin from there to the end
is another skin, flared at the leading
edge to scoop in cooling air.   It is
attached   by   spot   welded
corrugations.
Attached to the outer fairing by
six faired struts is the inner fairing,
tapering from 19½ in. at the turbine
end to 9¾.  This unit houses a rack
gear   –   driven   by   a   shaft   entering
through  one  of  the struts  –  which
moves a “bullet” extending from its
aft end.   Actuating this bullet over
Top view of “bullet” which moves fore and aft in exhaust pipe to give variable
area exit. Rack gear and gear box for servo-motor drive are at left.
Copyright 2005
its   maximum   travel   of
approximately   7­3/8   in.   varies   the
exit area between 20 and 25%.  It is
set in retracted position for starting
to give greater area and help prevent
over­heating,   then   moved   aft   to
decrease   the   area   and  give  greater
velocity for takeoff and flying.  The
movement  is  accomplished  by   a
gear­type   servo   motor   set   near   the
accessory housing and connected by
a long torque tube to gears set on the
exhaust  housing  over   one   of   the
struts   leading   into   the   previously­
mentioned rack gear.
Originally the unit was  supposed
to  operate  automatically  over  small
ranges at extremely high speed and
altitudes   to   give   maximum
examined   the   necessary   lines   had
been blanked off.   The two­position
operation   is   obtained   through   a
mechanical linkage with the throttle
so   that   the   bullet   moves   aft   at
between 7,000 and 7,500 rpm.
Since   the   necessary   cooling
system played a very important part
in both the design and construction
of the 004, it is felt best to note it
briefly   as   a   separate   part   of   the
study.     It   consists   of   three   major
stages, as follows:
1.   Air bled off after the   4th
compression stage.
2.   Air taken off just after the
last compression stage.
3.     Air   bled   off   between   the
compressor   and   combustion
chambers.
In Stage 1 the air is picked up by
p 31 of 40
Schematic diagram of cooling system, which takes well over 7% blades, through the blades themselves. Stage 2 air, taken off
of total air intake. Stage 1 air, bled off after fourth compression between compressor and combustion chambers, is carried
stage, cools exhaust system. Stage 2 cooling air taken through through main casting to cool turbine nozzles. Not course of
serrations on last compressor disk, is directed through main cooling air in and out of “bullet.”
casting to cool turbine disk and, on units with hollow turbine
the ring after the 4th compressor row goes   into   the   ducts   continues   aft bullet.
and   is  directed  into   six   cored and,   through   small   holes   in   the In Stage 2 the air goes through the
passages in the stator casting, then at flanges, between the double skin of serrations   between   the   compressor
the combustion chamber casing it is the  exhaust  cone   outer   fairing. and the main casting, into two of the
divided so that some of the air goes Majority of the air goes straight on six   cored   passages   in   the   casting
through six ducts in the combustion aft to the end of the inner skin, but back   to   the   turbine.     Here,   on   the
chamber   casing   skin,   some   goes some is taken through the six struts original   engines,   it   was   spilled
inside   the   casing   and   around   the connecting   the   inner   fairing   into against the face  of  the turbine disk
chambers   themselves.     That   which that unit to cool the rack gear and and   moved   out   to   escape   between
the turbine blades.  On engines with
Front end of exhaust cone showing cooling air holes in outer falnge and faired struts hollow   blades,   however,   the   air   is
supporting inner structure which houses rack gear for moving “bullet” to give ducted across the space between the
variable area exit. Note cooling air inlets at root of strut at right. two diaphragm plates supporting the
turbine disc where it is picked up by
ridges   and   forced   up   through   the
turbine   blade   roots  out  through  the
blade tips.
Stage   3   cooling   air,   bled   off
between   the   compressor   and
combustion   chambers,   is   ducted
through   three   passages  in  the   main
casting   to   the   space   between   the
turbine   nozzle­supporting
diaphragms,   then   up   through   the
turbine   nozzle   vanes   and   into   the
slip­stream   through   the   trailing
edges of the vanes.
It is estimated that Stages 1 and 3
take  approximately 3% each   of  the
total air movement, and that Stage 2
probably takes at least half as much;
thus better than 7% of the available
flow is taken off because of a lack of
higher   heat­resistant   alloys.
Additional performance penalties are
evident   in   the   fact   that   ducting   is
necessary,  complicating  both  the
weight and production pictures.
Air   is   not   the   only   cooling
medium,   for   the   lubricating   system
too is employed.  In this system, two
gear pumps circulate lube oil to the
front  compressor  bearing   assembly,
the accessory­drive bevel gears, and

JL McClellan: Me-262 Copyright 2005 p 32 of 40

the   accessory   gears.     Another
supplies oil to lubricate and cool the
rear   compressor   and   both   turbine
bearings,   the   latter   two   being
sprayed and splashed, respectively.
The   two   main   pumps,   mounted
beneath  the engine and driven from
the   bevel   gears   through   a   nose
casting   strut,   deliver   190   gal./hr.
each.  The two­part scavenge unit is
built   into   the   turbine   bearing
housing and is driven by a gear cut
into   the   sleeve   which   serves   to
return   oil   to   the   cooler.     In   level
flight,   one   part   of   the   unit,   a   300
gal./hr.  puma,   returns   oil   through
one   of   the   cored   passages   in   the
main casting, then through a passage
in the stator casting to the pump in
the bottom of the intake casting.  In
climbs, the other part, a 90 gal./hr.
gear   pump,   picks  up  the   oil   and
feeds it into a common return line to
the air­oil separator.  Oil is returned
from the main pump to the separator
by a 300­gal./hr. driven by the same
shaft as the delivery pumps.
Two types of fuel are used on the
004:   gasoline   for   starting   and   J­2
brown coal “crud” for running.  The
gasoline is carried in the lower part
of  the  annular  tank   set  in  the   nose
cowling, and is automatically cut off
after   ignition   at   about   3,000   rpm.
This is fed by an electrically driven
pump delivering 80 gal./hr. at 28 psi.
Near the end of the war it was found
that   centrifugal   crude   oil   was   also
used as operating fuel.
The main single­stage electrically­
driven   gear   type   pump   has   a
maximum delivery of 500 gal./hr. at
1,000 psi. at 3,000 rpm.
Most interesting of the accessories
is   the   all­speed   governor,   a   17­lb.
unit   consisting   basically   of   a
centrifugal  governor,   oil   pump   and
spill   and   throttle   valves.     In
operation, oil goes through a passage
to the pilot piston and is distributed
to outer faces  of  either the spill  or
follow­up   piston,   depending   on
movement of the flyweights.   Both
the pistons  move at the same time,
adjusting the fuel spill to counteract
changes   in   engine   speed.     The
distance   between   the   spill   and
follow­up   pistons   varies   according
to   the   flow   of   oil   through   the
passages   so   that   the   spill   piston
action   is   a   step­by­step   operation
controlled   by   the   follow­up   which
returns to normal position after each
step.  A throttle valve is linked with
JL McClellan: Me-262
the governor cam so that when the
throttle   is   advanced   the   fuel  flow Junkers Jumo 004 Weight Table
increases   and   response   is
immediate.     The   governor   then Casting with oil pumps, filter......57 lb.
takes   over   and   adjusts   the   engine Bevel gear assembly & drive
     shafts.......................................18 lb.
speed to a predetermined value set Gear box & drives........................35 lb.
by the position of the cam. Front compressor bearing
     assembly.................................25 lb.
ACKNOWLEDGEMENT
• In addition to the staff of the Foreign
Equipment Branch, Technical Data
Laboratory, ATSC, AVIATION extends
heartfelt thanks to Col. R,L, Wassell, Chief
Special Research Branch, Power Plant
Laboratory, ATSC; Lt. Col. P.F. Nay,
Assistand Chief; Maj. R.I. Berge,
Administrative Officer; Capt. W.C. Gerler,
Project Engineer; and Mr. A.T.Miller, Chief
Technician.
General Data
Wt. (without cowl).......................1,669 lb.
Wt. (with cowl)............................1,775 lb.
Specific wt...................................    .85 lb
Thrust......................................1,970 – 1980
lb.
Pressure ratio...............................     3:1
Fuel consumption...............2,720 – 2,745
lb./hr.
Maximum speed..........................8,700 rpm.
Idling speed..................................3,080 rpm.
Idling speed fuel consumption....   614 lb./hr.
Length..........................................  152  in.
Maximum dia...............................    34  in.
Frontal area (cowled)...................   6.4 sq. ft.
Number of Blades, Compressor
                                    Stator Rotor
Inlet guide.....................32 . . . .
1.....................................61 27
2.....................................61 27
3.....................................59 38
4.....................................61 38
5.....................................61 38
6.....................................71 38
7.....................................71 38
8.....................................57 38
Copyright 2005
Intake
 
 
..................................................................135 lb.
Compressor
Stator csting & blades..............................200 lb.
Rotor with stub shaft & tie rod................220 lb.
Center Section
Main casting & fittings................163 lb.
Utter casing & fittings.................100 lb.
Rear compressor bearing 
     assembly.................................6½ lb.
Front turbine bearing
     assembly.................................7½ lb.
Rear turbine bearing assembly
     & scavenger pumps................9 lb.
..................................................................286 lb.
Combustion
6 chambers burners, igniters,
     & interconnectors...............................116 lb.
Turbine
Inlet ducting & joint rings...........42 lb.
Nozzle assembly..........................43 lb.
Diaphragm plates.........................10 lb.
Disk & blades (solid)...................151 lb.
Shaft, sleeve, fittings...................30 lb.
Compressor coupling................... 7 lb.
Exhaust
Bullet assembly...........................190 lb.
...............................................................1,430 lb.
Accessories
Oil tank........................................27 lb.
Fuel pump.................................... 9 lb.
Governor......................................17 lb.
Tachometer..................................1½ lb.
Air­oil separator...........................4 lb.
Bullet control servo motor...........17½ lb.
Drive shaft for bullet................... 4 lb.
Fuel filter..................................... 2 lb.
Fuel non­return valves................. 1 lb.
Throttle linkage........................... 7 lb.
Misc. fittings & attachments.......25 lb.
Engine mount brackets................15 lb.
..................................................................115 lb.
Starter
Starter engine...............................36 lb.
Gasoline tanks & supports...........20 lb.
Gasoline pump............................. 6 lb.
Igniter coils.................................. 3 lb.
Net dry weight with starter...................1,625 lb.
Accessories
Generator fittings.........................36 lb.
Hydraulic pump........................... 8 lb.
......................................................................4 lb.
Cowling
Starter engine cowling................. 4 lb.
Starting fuel tank cowling...........17 lb.
Remainder of cowling.................85 lb.
..................................................................106 lb.
Total dry weight, completely
     cowled engine..................................1,175 lb.
p 33 of 40
JL McClellan: Me-262 Copyright 2005 p 34 of 40
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Edit ors note: published   in  Aviation  during   the   war   years,   between
May 1943 and November 1945.  The subjects were the
This article was originally published in the October
Bell   P­39  Airacobra,   Curtis   C­46  Commando,
and November,  1945 issues,  Volume 44,  numbers 10
Fleetwing   BT­12,   Douglas   A­20  Havoc,   Bristol
and 11, of  Aviation  magazine, published by McGraw­
Beaufighter  (British),   deHavilland  Mosquito  (British),
Hill Publishing Company of New York, NY, USA.
North   American   P­51  Mustang,   Lockheed   P­38
This reconstruction is derived from microfilm. The
Lightning,   Focke­Wulf   FW­190   (captured   German),
source   is   University   Microfilms   International,
Boeing   B­17  Flying   Fortress,   North   American   B­25
Publication   No.   364   (Aviation   Week   and   Space
Mitchell  (specifically,   the   B­25H   and   B­25J   models),
Technology), Reel No. 21 (January 1945 – December
Mitsubishi   “Zeke   32”  Hamp  (captured   Japanese),
1945).  The source was a tightly bound volume, so that
Consolidated   Vultee   B­24  Liberator,   Fairchild   C­82
there is some distortion of the images, especially near
Packet, and Messerschmitt Me­262 (captured German),
the   binding.     It   has   not   been   practical   to   remove   or
with one article dealing specifically with the Me­262's
compensate   for   all   the   distortions,   so   none   of   the
Jumo   004   jet   engine.     Some   of   the   analyses   were
illustrations in this reconstruction should be considered
authored by senior members of the design teams at the
reliable sources as to fine details of shape, proportion or
original   manufacturers,   while   others   were   written   by
spatial   relationship.     The   distortions   are,   in   general,
staff editors of Aviation magazine.
small,   and   should   not   detract   from   a   general
The   original   articles   were   copyright   to   their
appreciation of arrangement and relationship.
respective   sources  —  the   employers   of   the   authors,
The   editor   has   attempted   to   represent   the   original
following general practice of the time.
layout   of   the   article,   but   there   are   some   exceptions.
This   reconstruction   is   compilation   copyright   JL
Limitations in the compositing tools cause a difference
McClellan, 2005.
in the text flow relative to the illustrations, compared to
the original, so that some changes have been made, to
compensate partially for that effect, and the tabular data
have been removed from the flow of text and brought
together on a single page after the text, partly to make
them more accessible, and partly to sidestep problems
with page layout.  In addition, the original Part II article
contained a foldout. Images from that sheet have been
added   at   the   end   of   the   article.     The   images   have
considerable   overlap,   so   that   no   information   is   lost,
even though it is not practical to reproduce the original
illustrations.
This article was one in a  series  of design analyses

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