View Full Version : Flying the real thing:He-162 Salamander

03-15-2006, 01:42 PM
Very interestingarticle in this month's Aeroplane Monthly about the French test flying completely reconditioned He-162s complete with test pilots notes & observations...They recomended 15 minute flights only & no combat manuevers...quite a bit of difference for the fun aircraft we fly here...and landing & take-offs?Rots-o-ruck!
If I was in the Luftwaffe Jadgwaffe in the dark & dismal last days of the war , I think I would have tried to stay in my Bf-109K , slightly more chance of survival! http://forums.ubi.com/images/smilies/touche.gif

03-15-2006, 01:54 PM
Brown thought it was rather good, as long as you were experienced and not a noob Hitler Youth pilot, as was its underlying design philosophy.

To be sure the plane we have is far easier that in real life. But then what plane that we have does not also fit that description.

03-15-2006, 02:22 PM
Could you scan that for us plz if possible http://forums.ubi.com/images/smilies/sadeyes.gif

03-15-2006, 03:23 PM
I heard the brit test pilot who flew on a 162 died when the plane broke up in flight...and it was a brand new bird!

could be interesting to read whats the impressions of the test pilot from the magazine.

03-15-2006, 03:54 PM
Originally posted by Loco-S:
I heard the brit test pilot who flew on a 162 died when the plane broke up in flight...and it was a brand new bird!

could be interesting to read whats the impressions of the test pilot from the magazine.

This is indeed true. Also the very first German test pilot died in front of the brass while demostrating the plane for the first time. The desperate situation overruled the disaster and production was authorized.

You seem to imply that because it was a new bird that the flaw was somehow due to an inadequacy of the plane. Brown's view is that the pilot exceeded the planes ability, much lile a P-38 pilot would do in a dive, thus ending his life as well. I might also remind you that Bong died during the testing of the P-80. Test pilots die sometimes.

Here is the information from Brown's experience. It may be valuable to compare it to the French.




Brown sees the plane for what it was. Rather good, but with some serious limitations.

03-15-2006, 05:23 PM
But, in Bong's case it was because of an engine stall on take-off.

03-15-2006, 05:31 PM
But, in Bong's case it was because of an engine stall on take-off.

...caused by inadequate air duct design that was changed on later planes. (If I remember correctly.)

03-15-2006, 05:38 PM
http://forums.ubi.com/images/smilies/25.gif I believe so.

03-15-2006, 10:14 PM
I know that they used a substitute of glue for the wing as the tegofilm factory was damaged and couldnt supply the specified glue called for the design,

* The first prototype of the He-162 was rolled out at the beginning of December 1944. It made its first flight on 6 December from the airfield at Schwechat near Vienna, with test pilot Gotthold Peter at the controls.

The flight lasted 20 minutes until one of the wooden gear doors fell off, a victim of a faulty glue bond. Peter landed the aircraft immediately. The flight had otherwise gone well, with the little jet reaching a top speed of 840 KPH (522 MPH) at an altitude of 6 kilometers (19,700 feet), although some yaw instability and "snaking" was noted. On 10 December, Peter took the prototype into the air from Schwechat to show it off to Nazi Party officials. He was making a fast run over the airfield when one of the wings came partly unglued and shed an aileron. The prototype rolled into the ground and Peter was killed.

There was little time to mourn the loss of either plane or pilot, and after a thorough checkover the second prototype took to the air on 22 December, with Heinkel director Carl Francke at the controls. Diagnosis of the accident that had destroyed the first prototype showed that the wing needed to be redesigned for greater strength, but the second prototype still had the original wing design, and so Francke kept his top speed under 500 KPH (310 MPH), although he was able to perform aggressive maneuvers.

The second prototype was for the He-162A-1 variant, and was fitted with the twin MK-108 30 millimeter cannon. While these were low-velocity weapons, just somewhat more potent than a grenade launcher, their recoil was still too much for the lightweight airframe to absorb. As a result, production plans shifted towards manufacture of the He-162A-2 variant, while design work began on a "He-162A-3" variant with a reinforced nose to allow carriage of the MK-108 cannon.

The third and fourth prototypes both took to the air on 16 January 1945. They had the new, stronger wing and a number of other changes, the most visible being turned-down wingtip extensions. The wingtip extensions were intended to reduce the He-162's directional instability. The proper solution would have been to reduce the dihedral of the wings, but with manufacturing already ramping up, Guenther had to choose a "band-aid" fix for the problem. The various changes resulted in an aircraft that weighed substantially more than the 2 tonne limit of the original specification. The He-162A-2 weighed a total of 2.8 tonnes (6,180 pounds) fully loaded. However, performance was excellent, much better than specified. The He-162 was capable of 890 KPH (553 MPH) at low altitude and 905 KPH (562 MPH) at 5,950 meters (19,500 feet). The RLM was not inclined to complain about the increased weight.

RAF test pilot Commander William Benson, reports on its handling characteristics:

"I explored...performance range as follows: at low speed, very tricky; lateral and longitudinal stability were poor, mainly because of the high mounted turbojet. Control movements were always smooth and careful, no sudden movement. Maximum altitude reached was 41,200 ft, maximum speed level 562 mph at 18,400'. In a dive at around 585 mph at 25,000 ft encountered aileron snatch and buffet on the rudders started to get severe and I would throttle back and ease very carefully level. High angles of attack resulted in a near fatal spin (still don't know how I quite got out of that one) so the message was "don't stall" (at least not below 35,000 ft). Treated very properly, the 162 was very good and speed was its weapon rather than a dog fight. There was no way you would haul that plane around like a Spitfire or FW 190. It needed a touch of a well-trained pilot, say at least 2,500 hours to be really safe...the 16-year-old boys...would never have stood a chance."

03-16-2006, 09:55 AM
Thanks for posting those pages Waldo, very interesting. Its not a plane we hear much about, because there were so few and not many pilots flew them. Its very nice to see a pilots view of the plane.

03-16-2006, 10:24 AM
A P-51 pilot had a nonconclusive engagement with a Heinkel 162. They disengaged and the P-51 flier reported, that the German jet outclimbed and outaccelerated him and turned as well.

03-16-2006, 10:32 AM
"The He-162 finally began to see combat in mid-April. On 19 April, the pilot of a British Royal Air Force (RAF) fighter who had been captured by the Germans informed his interrogators that he had been shot down by a jet fighter, whose description was clearly that of a He-162. The Heinkel and its pilot were lost as well, shot down by an RAF Tempest fighter on the way back to base.
On 20 April, a Luftwaffe pilot successfully ejected from a He-162, though the reason for the hasty exit from his aircraft was not recorded. One possibility is that he simply ran out of fuel. The He-162's half-hour endurance was simply not enough, and at least two of JG-1's pilots were killed making "dead-stick" landings after exhausting their fuel. "


03-16-2006, 11:35 AM
Thanks for the reminder jamesdietz...will buy the magazine tomorrow!!!

I include a pic of the British He 162 that crashed on november 9th 1945. It totalled some 4,5 hours of flying

03-16-2006, 12:07 PM
Except for the oversensetive rudder it was an excellent plane - Even more if you keep in mind the incredible short time from starting the project to the first flight!