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Old 05-02-2010, 06:25 PM
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a few random words from LW pilot Hans Busch...

Hans stated that he was definitely not a fighter pilot, but rather a bomber pilot in the Me-262. Hitler's ridiculous utilization of many of these advanced aircraft as "bombers" proved futile, as this aircraft had no bomb sight at all and carried only a tiny ordnance load. Bombing with a 262 was totally a blind, hit or miss proposition, no technology involved.

Hans related an amusing story regarding routine fueling operations in the Me-262. An obvious late-war shortage of men to perform ground operation duties resulted in a number of German women assisting in these activities. One activity was the refueling of the advanced Me-262 jets. One day, Hans was having his Me-262 refueled (as he sat in the cockpit) by a particularly attractive, blonde, buxom, young Luftwaffe airwoman. The airwoman, per prescribed procedure, began the fueling of the aircraft with the forward fuselage tank and, at the same time, Hans and young airwoman making eyes at each other. When the forward fuselage tank was full, aforementioned blonde, buxom airwoman proceded to transfer the fueling hose nozzle to the rear fuselage tank, and due to not shutting off the fuel flow, soaked the following items in noxious German WWII jet fuel in this order: front fuselage, windscreen, Hans, rear cockpit, canopy and rear fuselage, all in one, smooth, fluid motion. Not one change in the airwoman's cheerful expression was noted by Hans during this wayward procedure.

Apparently, according to Hans, this German jet fuel was terribly noxious. You simply threw away any clothes that came in contact with it. Interestingly, Hans stated that there was NEVER a shortage of jet fuel, just a shortage of aircraft and pilots. Whatever hydrocarbon fuel cracking process being used by the Germans in late war (whether synthetic, coal-derived fuels or conventional), the process or processes yielded an abundant quantity of jet-suitable fuel.

Hans once experienced a right engine failure upon take-off. He was still on the runway, but had already past the "point of no return." He was veering to the right towards a building and had to make the decision whether to go through the building or over it. Hans chose to go over it, although he didn't have enough speed to maintain flight. He yanked the jet over the building, just clearing it, but the aircraft stalled, dropping the left wing. The jet impacted the ground really hard in a horrendous crash and cartwheeled through many revolutions. Parts of the aircraft were strewn over hundreds of yards. Basically, just the little cockpit section remained in one piece. Damage to Hans? Just a knocked-up kneecap; he was back on flight status in just a few weeks. The "meat wagon" arrived at the crash site, fully expecting to pick up the pieces of Hans. No such luck, Hans even insisted on sitting in the front seat of the meat wagon for the ride back. He attributes his survival to the fact that the Me-262 had a very strong cockpit section that was designed to be suitable for pressurization at a future date.

As with most all WWII tricycle landing gear aircraft, the nose wheel on the Me-262 was not at all steerable, but rather was just castoring. This proved problematical in some instances (U.S. P-38s, P-39s and P-63s shared in this problem). If the nose wheel on the Me-262 got cocked too much during ground maneuvering, the nose wheel had to be straightend out first or damage could occur from further taxiing.

This apparently occurred frequently in the Me-262. Hans related that he occasionally encountered this problem and had to climb out of the cockpit, engines running, and manually pull and pry the nose wheel back into alignment himself before proceeding!

and finally Hans Mutke story of white 3

"In the afternoon of April 24th I walked to the Me 262 that stood about 3km away from the airfield. In a barrack I met a few displaced persons hanging around, hands in their pockets and looking at me curiously. I called the 3 soldiers, but all the efforts to start the Me262 were in vain. So we decided to try it again next morning. In the morning of April 25th we succeeded in starting the Me. It was a high risk, because I didn't know, where the plane had come from and how long it had been standing there. We found out, that the fuel tanks were almost empty. We towed the Me262 to the gas station. In order to reduce the time of filling the fuel tanks, the pumps attendant put 2 fuel hoses into the plane, one in each of the 2 fuel tanks. I was sitting on the plane observing the sky. Suddenly 25-30 American Marauders approached the airfield."

"I shouted to the pump attendant and he pulled out the 2 hoses. I started the engines and tried to take off. For a fraction of seconds I could avoid running into a few bomb funnels before my Me262 took off finally. I accelerated to 500-600-700-800 km/h. When the enemy bombers saw, that I was in the air, they turned away into the clouds heading southwest for the Bodensee-Lake. In the meantime I found that the 262 was loaded with ammunition and I tried to follow the Marauders. So I flew over the clouds, but I couldn't find them. Finally I had time to study the Me 262. I found out I had not enough fuel to reach Bad Aibling. What should I do? I was over French occupied territory north of the Bodensee. I didn't want to become a prisoner of the French. Parachuting was a high risk at all. To ground the Me 262 was almost impossible because of the low hanging engines that would surely hit the ground and make the plane overturn. So I decided to go down on the Bodensee-Lake. "

" When I reached the Bodensee I thought I could try to land somewhere in Switzerland. But I didn't know Switzerland or towns there, nor had I a map. Switzerland was for me "terraincognita". When I reached the south coast of the Bodensee - the border to Switzerland- the fuel needle showed "0". In a distance of about 70km I saw a big town. That was Zürich, but at that time I didn't know it. I thought there should be an airfield at an big town. Otherwise I had to drop my Me into the Lake. I feared, the engines could fail each moment. There was another problem. I was over neutral territory, flying at a speed of 800-900km/h. My 262 could be mistaken for a V1 or V2 and be shot at by anti-aircraft guns. Ahead I saw the airfield of Dubendorf. At that time the landing strip was 800-900m long. This was too short. If I stopped the engines at the moment I was to touch down I had chance. Later the commander of the airfield told me, they thought a lost V1 or V2 was just coming. I feared Swiss antiaircraft guns would try to shoot me down. I climbed to 3000m and far away from the airfield I went down to 20m and flew over the airfield at full speed, so that the Swiss couldn't fire at me. I headed eastward, climbed vertically and made a turn of 180°. To make the Swiss realize there was an aircraft in the air, I lowered the undercarriage. When I slowed down to 260km/h 4 Swiss Morane fighters followed me and directed me to the landing strip. But I couldn't land the way they wanted me to do. I thought, they would open fire when I didn't do what they signaled me. In order to have a long runway I landed diagonally on the field. Like a madman I stepped on the brakes. About 30m in front of the American bomber-planes, that stood in the corner of the airfield, my Me 262 came to a stop."

(Author's note: Those were interned American bomber planes having made emergency landings in Switzerland.)

"A few cars came up to me among them a truck with a machine gun and 2 soldiers who elang to the gun because the ground was uneven. They signaled me to follow them and directed me to the tower where about 60-80 soldiers were waiting. One of the soldiers shouted a command where upon the others made a circle around the 262. I didn't know, what to do. I looked at pointed guns and waited, what would happen. I thought I would never again see my Me262. So I took my personal belongings and cleared the cockpit a little bit. In the meantime more and more people were coming up to see, what was going on. I stayed on the cockpit and waited for somebody to ask me to get out of my 262. But nobody did come. So I was waiting at lease for 5 minutes before I opened the cockpit and jumped to the ground. Now a captain came up to me, saluted and said to me "Come on, Mr. Courache." A big black car took us away, all the others followed."

Cadet Mutke was brought to the officers mess, they tried to make him drunken, to tell them his "secrets". Next day first lieutenant Locher continued the interrogation. It's understandable that Mutke gave a few false information's. Mutke was interned in the hotel "Frütsch" in Luzern after the procedure and the reason of his landing in Switzerland were cleared up. There were about 15-20 men interned at the same place. Later on for a short time he was brought to the hotel "Schweitzerhof", where he was to give advices to Swiss airforce personal to various matters. So he had to instruct the chief of the technical department Col. Högger how to fly the Me 262. Mutke urged Col. Högger not to fly the Me 262, because the runway was too short for a safe touch down. Col. Högger replied, he had flown all the confiscated aircrafts without a manual. The only long enough and firmed up runway for a Me 262 in Switzerland was in Bern. Therefore Col. Högger intended to bring the Me to Bern to test it there. The Swiss Parliament however didn't allow it, because Genf was near the French border and the Swiss authorities didn't want to risk a border violation with German aircraft. In Oct. 45 Mutke was transferred to Weesur at the lake Walensee. >From now on he was treated as an interned civilian. In Zürich and Bern the continued studying medicine for 2 1/2 years, which he began in Germany before his military service. In the following years he lived in Argentina and Bolivia, where he was employed by the Bolivian airlines and piloted D-3 Dakota planes. Later on Mutke returned to Germany. Now he lives in Germany and works as a gynecologist in Munich. He has a rank as a senior medical officer of the German Bundeswehr. The Me 262 was for the Swiss a desirable testing object. They found out, that in the fuel tanks were only 80 l fuel, enough for 3 minutes. After the Me had undergone various tests they placed it in a hangar. In 1957 the Me 262 was handed over to the Deutsches Museum in Munich, as a Contribution to the reconstruction of the aviation exhibition, that was destroyed during the war. For many years the Me 262 was shown with wrong colors. Not before 1984 the Me262 got the original colors of 1945, when the aviation exhibition was extended and located in a new hall.
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Last edited by bobbysocks; 05-02-2010 at 06:29 PM.
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