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Heinkel He 162 Volksjäger

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Heinkel He 162 Volksjäger
Company typeSingle-engine jet fighter aircraft
IndustryAviation, Military aircraft
Founded1944
FounderHeinkel company
Defunct1945
FateProduction ended after German surrender in May 1945
Headquarters
Germany
,
Germany
Area served
Luftwaffe (Germany)
Key people
Ernst Heinkel (founder)
ProductsJet fighter aircraft
ParentHeinkel company

Overview

The Heinkel He 162 Volksjäger (translated from German as "People's Fighter") was a single-engine jet fighter developed by Germany's Luftwaffe during the closing stages of World War II. Conceived as part of the Emergency Fighter Program, the aircraft was rapidly designed and constructed, relying heavily on wooden components due to critical shortages of metal, which were prioritized for other military aircraft. The term Volksjäger referred officially to the Reich Air Ministry’s competitive design initiative that the He 162 ultimately won. Additionally, the plane was known by several other names: Salamander—a codename associated with its wing construction—and Spatz ("Sparrow"), a designation given by the Heinkel company.

Design Characteristics

Distinguished by its compact dimensions, the He 162 was nearly as long as the Messerschmitt Bf 109, but featured a significantly reduced wingspan of approximately 7.2 metres (24 ft), compared to the Bf 109’s 9.9 metres (32 ft). Its engine was uniquely mounted atop the fuselage, paired with a low-set landing gear that facilitated straightforward engine access for maintenance tasks. However, this configuration complicated emergency egress, as pilots risked striking the engine when attempting to bail out. To mitigate this hazard, the He 162 became the first operational single-engine aircraft equipped with an ejection seat. Due to its limited size, fuel capacity was minimal, resulting in a flight endurance of roughly 20 minutes. Armament was also modest, typically consisting of two autocannon, which rendered it lightly armed relative to contemporary fighters.

Operational History

During testing phases, a succession of fatal crashes prompted modifications that delayed full deployment. Although production facilities were established and deliveries commenced in early 1945, Germany’s imminent defeat rendered these efforts largely ineffective. Of nearly 1,000 units planned on production lines, only about 120 reached operational bases; most remained grounded due to shortages in components, fuel, and trained pilots. A limited number were assigned to development squadrons and some engaged in combat during April 1945. Nevertheless, the He 162 presented significant risks to its pilots—its restricted fuel supply led to numerous off-field crashes, and structural failures accounted for additional losses.

Production persisted until the conclusion of hostilities in May 1945. Following Germany’s surrender, many He 162s were seized by Allied forces along with extensive inventories of spare parts still on assembly lines. Postwar test flights conducted by Eric Brown deemed the aircraft highly capable but unsuitable for inexperienced aviators. Today, several examples are preserved within museum collections worldwide.

Condition of the Luftwaffe Fighter Force

Throughout 1943, both the U.S. Eighth Air Force (8AF) and the German Luftwaffe underwent rapid tactical and technological changes as each side sought to outmatch the other. After suffering significant fighter losses due to the defensive firepower of Allied bombers, the Germans focused on equipping their aircraft with heavier armaments capable of engaging from beyond the effective range of American machine guns. The integration of the 30 mm (1.2 in) MK 108, along with larger autoloading Bordkanone weapons in 37 mm (1.5 in) and 50 mm (2.0 in) calibers mounted on Zerstörer heavy fighters, as well as the deployment of spring 1943's Werfer-Granate 21 unguided rockets, endowed German single- and twin-engine defensive fighters with unprecedented firepower from the perspective of Allied aircrews. Concurrently, heavily armored single-engine planes such as specially modified Fw 190As were designed to shield pilots against bomber defensive fire, enabling closer approaches where their powerful weapons stood a better chance of inflicting damage. However, these enhancements significantly increased the weight burden on both single- and twin-engine fighters, which in turn adversely affected their flight performance.[1][2]

In early 1944, the 8AF resumed its strategic bombing offensive during Big Week, coordinated with the RAF, aiming to provoke a decisive confrontation with the Luftwaffe by targeting German aircraft manufacturing facilities and thereby securing Allied air dominance over Europe. This phase saw bomber missions escorted increasingly by long-range North American P-51 Mustangs, gradually supplanting earlier escorts like Republic P-47 Thunderbolts and Lockheed P-38 Lightnings. Unburdened by heavy armaments required for bomber destruction, Mustangs and other extended-range fighters effectively countered Luftwaffe attacks. In response, German tactics evolved to concentrate fighter formations ahead of bomber streams, executing a single swift assault designed to minimize defensive reaction time. Notably, Major General Jimmy Doolittle, commanding 8AF since January 1944, revised escort protocols to allow fighter escorts freedom to advance ahead of bomber formations and engage Luftwaffe interceptors proactively over German territory.[3]

This tactical shift precipitated a sharp rise in unsustainable losses among Luftwaffe day fighters, as their heavily equipped planes were intercepted well before reaching Allied bomber formations.[4] Within a matter of weeks, numerous experienced aces were killed alongside hundreds of other pilots, while replacement training failed to keep pace with these casualties. Consequently, during the summer of 1944 the Luftwaffe mounted minimal resistance, permitting almost unchallenged air support for the Allied invasion of France. With few German aircraft engaging, Allied fighters gained freedom to strike at German airfields, rail networks, and road convoys. These attacks severely disrupted Luftwaffe logistics and maintenance capabilities, making it increasingly difficult to keep aircraft operational. Compounding these challenges was a crippling allied offensive against Germany’s petroleum production, which drastically limited fuel availability.[5][6]

Origins

File:Heinkel He 162 Freeman Field IN 1945.jpg
He 162 120077, captured by British forces at Leck and shown at Freeman Field, Indiana, 1945

This issue presented a significant challenge for the Luftwaffe. Two opposing factions rapidly emerged, both insisting on the urgent deployment of large quantities of jet fighters. The first faction, led by General Adolf Galland, the Inspector of Fighters, argued that numerical superiority could only be countered through technological advancement. They demanded that all available resources be dedicated to ramping up production of the jet-powered Messerschmitt Me 262 in its A-1a fighter variant, even if this meant temporarily sacrificing output of other aircraft.[7]

Conversely, the second faction contended that this approach would inadequately resolve the problem; the Me 262 was plagued by unreliable Jumo 004 jet engines and landing gear issues, and ongoing logistical difficulties meant many aircraft would remain grounded awaiting scarce parts or fuel.[8] Their alternative proposal was to develop a new design—one so economical that damaged or worn-out units could be discarded and swiftly replaced by fresh aircraft produced on assembly lines.[9] This idea gave rise to the notion of a "disposable fighter".Template:Fix/category[citation needed]

Galland and several other senior Luftwaffe officers strongly opposed this concept of a light fighter;[7][10] however, Luftwaffe Reichsmarschall Hermann Göring and Armaments Minister Albert Speer were staunch supporters. Ultimately, Göring and Speer prevailed; consequently, a contract tender was issued to produce a single-engine jet fighter optimized for inexpensive and rapid mass production under the designation Volksjäger ("People's Fighter").

Volksjäger

The official RLM competition for the Volksjäger called for a single-seat fighter powered by a solitary BMW 003 turbojet,[11][12] an engine with slightly less thrust that was not prioritized for either the Me 262 or the Arado Ar 234 jet bomber already in service.[13] The primary structure of competing Volksjäger designs was to incorporate inexpensive and straightforward components made from wood and other non-strategic materials while allowing assembly by semi-skilled or unskilled labor, including forced labor.[14][15]

The specifications required various performance criteria: a maximum weight capped at 2,000 kg (4,400 lb),[11] a top speed of at least 750 km/h (470 mph) at sea level, an operational endurance of no less than thirty minutes, and a takeoff run not exceeding 500 m (1,640 ft).[13] Armor protection was mandated for critical areas such as fuel tanks and around the cockpit; manufacturers were also instructed to provide performance data both with and without armor installed. Armament requirements specified either two 20 mm (0.79 in) MG 151/20 cannon with ammunition capacity of 100 rounds each or two 30 mm MK 108 cannons with fifty rounds per gun.[16]

Additionally, ease of operation was essential.[9] Some officials—including Artur Axmann and Karl Saur—suggested that even pilots with glider or minimal training should be capable of effectively flying the jet in combat conditions. Had the Volksjäger entered widespread service, this scenario might have become reality.[17] Postwar reflections from Ernst Heinkel criticized this unrealistic expectation: "[The] impractical idea that this aircraft should serve as a 'people's fighter,' flown by members of the Hitler Youth after brief training with clipped-wing two-seater gliders like the DFS Stummel-Habicht, demonstrated the extreme fanaticism prevalent at that time."[18][19] The clipped-wing DFS Habicht variants had wingspans of either 8 m (26 ft 3 in) or 6 m (19 ft 8 in) and were used to prepare more experienced Luftwaffe pilots for flying the hazardous Me 163B Komet rocket interceptor—a similar training methodology would have been applied to Hitler Youth aviators selected to operate the Volksjäger.[20]

On September 8, 1944, industry received the official requirement;[14][21] initial design submissions were due within ten days, with mass production slated to begin by January1,1945.[22] Given that the victorious lightweight fighter design would be produced in vast quantities, nearly every German aircraft manufacturer expressed interest—including Blohm & Voss and Focke-Wulf, whose entry—the Focke-Wulf Volksjäger1—also intended for BMW003 turbojet power—bore resemblance to their later Ta183 Huckebein jet fighter project. However, Heinkel had already been developing a series of conceptual light twin-engine fighters under designation P.1073 over the previous year; most design work was completed by Professor Benz along with construction and testing of several models plus wind tunnel trials.[23]

Due to Heinkel's head start on design development, some officials considered its selection almost inevitable.[24] Nevertheless, numerous companies submitted proposals; some designs exceeded others technically (notably surpassing the Blohm & Voss P211 concept). Messerschmitt did not participate in the competition; company founder Willy Messerschmitt dismissed the Volksjäger as a misguided failure.[25] By October1944,the competition results were announced just three weeks after initial requirements were issued; unsurprisingly, Heinkel’s design was chosen for production.[26] To mislead Allied intelligence agencies,the RLM reused the airframe designation8-162 (previously assigned to a Messerschmitt Bf162 fast bomber);[27] Heinkel reportedly requested an alternative designation of He500 for their aircraft.[28][29]

Design

File:Heinkel He 162 CASM 2012 8 b.jpg
He 162 tail section

Heinkel initially explored a twin-engine fighter concept featuring one engine mounted atop the fuselage and another beneath the nose, positioned at the lowest point of the aircraft's underside. For the single-engine variant, the lower engine was eliminated, and the remaining engine was relocated just behind the cockpit, aligned centrally over the wing’s midsection.[30] This configuration enhanced the aircraft's balance and facilitated engine removal, as it could be lifted vertically using a small crane.[31] However, requiring a crane at every airbase where the plane operated became a criticism voiced by Heinkel’s competitors.[32]

Due to this basic layout, the jet exhaust flowed directly over the upper rear fuselage and tail assembly. Consequently, the tail design incorporated two diminutive vertical stabilizers flanking the exhaust path, with the horizontal elevator positioned beneath it.[33] The horizontal stabilizer featured a pronounced dihedral angle of 14º, elevating the vertical fins to align with the wing plane.[34]

The relatively small wings were mounted high on the fuselage and secured with four bolts.[11][33] The wing’s leading edge was straight, while its trailing edge exhibited a significant forward sweep. Removing the wing required first detaching the engine, complicating routine maintenance procedures.[32] Because of the engine’s placement directly above the pilot and wings flanking him, a traditional bailout posed considerable danger. Therefore, from inception, the aircraft incorporated an ejection seat similar to that used in the Heinkel He 219 night fighter.Template:Fix/category[citation needed]

The main landing gear retracted inward into compartments beneath the wing roots and utilized a tricycle configuration.[33] While Heinkel had prior experience with this gear arrangement on earlier models such as the Heinkel He 280,[35][36] this was their first design to implement it from initial planning stages. A small transparent panel located below the cockpit between the rudder pedals enabled pilots to visually verify gear deployment.[37][38][39] Due in part to its late-war development context, several landing gear components were adapted from existing German military aircraft to expedite production: specifically, oleo struts and wheel/brake assemblies for the main gear were sourced from the Messerschmitt Bf 109K, along with double-acting hydraulic cylinders—one per side—used for raising and lowering each main leg.[40]

Prototypes

The initial He 162 prototype, designated V1, achieved its maiden flight remarkably quickly: the design was finalized on 25 September 1944, and the first flight occurred on 6 December of the same year,[31][41] a period of under three months. This rapid development took place despite the fact that the Wuppertal factory producing the Tego film plywood adhesive—widely used in late-war German aircraft designs featuring predominantly wooden airframes or components—had been damaged by Royal Air Force bombing raids. Consequently, a substitute glue was introduced hastily, unaware that this replacement was highly acidic and prone to degrading the wooden structures it was meant to bond.[42]

Flugkapitän Gotthold Peter piloted the He 162 V1’s first flight, marking it as the first German jet fighter to be powered by a jet engine from its initial sortie. Although the flight was generally successful, problems emerged during a high-speed run reaching 840 km/h (520 mph) when the acidic substitute glue securing the nose gear strut door failed, forcing an emergency landing. Additional issues were observed, including pitch instability and difficulties with sideslip caused by rudder design flaws.[11][43] None of these concerns delayed production schedules. However, on a subsequent flight on 10 December with Peter again at the controls and several Nazi officials observing, structural failure due to the glue occurred once more. This failure led to an aileron detaching from the wing, resulting in a roll-over and in-flight breakup that tragically killed Peter.[31][44]

The investigation following this accident determined that wing reinforcement was necessary and that some redesigns were required because many wood joints bonded with adhesive were faulty.[31][42] Nevertheless, time constraints compelled continuation of testing with the existing design. When the second prototype flew on 22 December at reduced speeds capped at 500 km/h (310 mph), more pronounced stability issues surfaced, linked to a Dutch roll phenomenon.[45] Although reducing dihedral could mitigate this tendency, no major design modifications were feasible given the imminent production schedule. Instead, minor adjustments were implemented such as adding lead ballast in the nose to shift the centre of gravity forward and slightly enlarging tail surfaces.Template:Fix/category[citation needed] Despite these efforts, figures like Alexander Lippisch criticized the He 162’s handling characteristics as unsuitable for pilots lacking experience.[46]

The third and fourth prototypes bore "M" (Muster) designations rather than "V" (Versuchs), known as He 162 M3 and M4 respectively; after receiving strengthened wings, they flew in mid-January 1945.[47][48] These models incorporated what might have been among the earliest uses of small anhedral aluminum wingtips—referred to as Lippisch-Ohren ("Lippisch Ears")—designed by Alexander Lippisch to address stability problems by effectively reducing the prominent three-degree dihedral angle of the main wings.[49] Both prototypes were armed with two MK 108 cannons of 30 mm caliber in their He 162 A-1 anti-bomber configuration; however, during testing it became clear that recoil forces from these guns exceeded what the lightweight fuselage could endure. As a result, production plans shifted toward an A-2 fighter variant equipped with two MG 151/20 cannons instead while preparations for an A-3 version with structural reinforcements commenced. The transition to smaller-caliber weapons also enabled carrying greater ammunition loads.Template:Fix/category[citation needed]

Though initially intended for operation by Hitler Youth pilots due to Luftwaffe pilot shortages, the He 162’s complexity demanded more seasoned aviators. To facilitate training, both an unarmed BMW 003E-powered two-seat version with a standard fuselage length—and featuring a ventral access hatch for rear cockpit entry—and an unpowered two-seat glider variant designated He 162S (Schulen) were developed.[50] Production numbers for these trainers were limited; only a handful reached service with the sole Hitler Youth training unit planned for activation in March 1945 at Sagan airbase. This unit never commenced training before war’s end, and it is doubtful that more than one or two He 162S gliders ever flew operationally.Template:Fix/category[citation needed]

File:Bundesarchiv Bild 141-2737, Bei Mödlingen, unterirdische Flugzeugproduktion.jpg
Captured underground production facility at Hinterbrühl manufacturing He 162A aircraft in April 1945

Modifications over time increased weight beyond the original target of approximately two metric tons (2,000 kg or roughly 4,410 lb), reaching about 2,800 kg (6,170 lb). Even so, the Heinkel remained among the fastest planes airborne—achieving maximum speeds of around 790 km/h (427 kn; 491 mph) at sea level and 839 km/h (453 kn; 521 mph) at an altitude of 6,000 m (20,000 ft).[51] With short bursts of additional thrust available, speeds could reach up to 890 km/h (481 kn; 553 mph) at sea level and 905 km/h (489 kn; 562 mph) at 6,000 m (20,000 ft).[52] Its limited endurance—barely half an hour—was due to reliance on a single flexible-bladder fuel tank holding only about 695 liters (183 US gallons), located within the fuselage beneath the engine intake.[53] Early design documents from mid-October 1944 indicated plans for two fuel tanks: a smaller main tank of approximately 640 liters (169 US gallons) positioned similarly to the later tank arrangement plus an additional wing center-section tank above and behind it holding around 325 liters (86 US gallons), intended to feed fuel by gravity into the main tank; however, this wing tank never entered production.[54] Some A-2 models—such as those flown postwar by Royal Navy test pilot Captain Eric Brown—featured pairs of impregnated wing tanks holding about180 liters (47.5 US gallons) each within inner wing panels near the root ribs; these fed into the main fuselage tank similarly to how the earlier proposed center-section tank would have functioned but lacked fuel gauges themselves and only indicated depletion when main tank levels dropped.[55] The standard production He 162A-2 was outfitted with twin MG 151/20 cannons.[56][57]

Production of the He 162 was distributed across several sites including assembly lines located in Salzburg, Hinterbrühl underground facilities,[56][58] and Mittelwerk factories. By April 1945, manufacturing rates were anticipated to reach approximately one thousand units monthly—double initial Mittelwerk output levels.[56] Additionally,the Air Ministry projected further increases beyond this target to ensure adequate fighter availability.[59][60]

Operational history

In January 1945, the Luftwaffe established the Erprobungskommando 162 ("Test Unit 162") evaluation squadron, receiving an initial batch of 46 aircraft. This unit operated out of the Luftwaffe’s primary testing facility, the Erprobungsstelle, located at Rechlin.

By February, deliveries of the He 162 began reaching its inaugural operational unit, I./JG 1 (the 1st Group of Jagdgeschwader 1 Oesau), which had previously flown Focke-Wulf Fw 190A fighters. I./JG 1 was relocated to Parchim, a base shared with Me 262-equipped Jagdgeschwader 7, situated roughly 80 km south-southwest of the Heinkel factory’s coastal airfield at "Marienehe" (present-day Rostock-Schmarl, northwest of Rostock city center). Here, pilots collected their new jets and commenced intensive training sessions starting in March 1945. These developments unfolded amid relentless Allied bombing campaigns targeting Germany’s transportation infrastructure, aircraft production plants, and petroleum, oil, and lubrication (POL) facilities—attacks that had recently expanded to include Luftwaffe jet and rocket fighter bases. On April 6, the USAAF launched a bombing raid on Parchim airfield involving 134 Boeing B-17 Flying Fortresses, causing significant damage to both personnel and infrastructure. Two days later, I./JG 1 shifted operations to a nearby airfield at Ludwigslust, and within a week relocated once more to an airfield at Leck, close to the Danish border. On April 8, II./JG 1 transferred to Heinkel’s coastal factory airfield near Rostock and began transitioning from Fw 190As to He 162s. Although III./JG 1 was slated for conversion to the He 162 as well, this group was disbanded on April 24, with its members reassigned to other units.Template:Fix/category[citation needed]

The He 162 entered combat operations in mid-April 1945. On April 19, Feldwebel Günther Kirchner downed a Royal Air Force fighter; while the kill was officially credited to anti-aircraft defenses, interrogation of the British pilot confirmed he had been shot down by an He 162. Both Kirchner and his aircraft were lost that same day after being shot down over Husum by Flying Officer Geoffrey Walkington flying an RAF Hawker Tempest. Although I./JG 1 was still undergoing training, it began achieving aerial victories in mid-April but incurred losses of 13 He 162s and ten pilots overall. Of these aircraft losses, ten were due to operational failures such as engine flameouts and occasional structural issues; only two were attributed to enemy fire. The aircraft’s limited fuel endurance—approximately thirty minutes—also posed challenges; at least two pilots from JG 1 died attempting emergency deadstick landings after running out of fuel.Template:Fix/category[citation needed]

Throughout its brief combat tenure, JG 1 pilots utilized the He 162’s cartridge-operated ejector seat on at least four occasions under battle conditions. Kirchner was the first pilot to eject during his April 19 engagement but was killed when his parachute failed to deploy at low altitude. The second recorded ejection was performed by Lt Rudolf Schmidt on April 20, followed by Fw. Erwin Steeb on April 21. Lastly, Hptm. Paul-Heinrich Dähne attempted ejection on April 24 but perished when the cockpit canopy failed to separate properly.Template:Fix/category[citation needed]

File:Heinkel 162.jpg
Captured Heinkel He 162 around 1945
File:Captured Heinkel He 162 at Leck airfield, Germany, in 1945 (342-FH-3A16590-A58561AC).jpg
Seized Heinkel He 162 120230 in France, transported to the US through Operation Lusty

As Soviet forces advanced in late April, II./JG 1 evacuated Marienehe and joined I./JG 1 at Leck on May 2. The following day, all remaining He 162s within JG 1 were reorganized into two groups: I. Einsatz ("Combat") and II. Sammel ("Collection"). On May 5, all JG 1 aircraft were grounded following General Admiral Hans-Georg von Friedeburg’s signing of the surrender agreement covering German forces in the Netherlands, Northwest Germany, and Denmark. When British forces reached these airfields on May 6, JG 1 surrendered their Heinkel jets to Allied control. Numerous examples were subsequently transported to the United States, Britain, France, and the Soviet Union for detailed examination.

The Erprobungskommando 162 fighters transferred earlier to JV 44, Adolf Galland’s elite jet unit formed weeks prior, were all deliberately destroyed by their crews to prevent capture by Allied forces. In contrast, engineers from Heinkel provided American personnel with comprehensive design documentation for the He 162.

The challenges encountered by the Heinkel jet are generally attributed to its hurried production schedule rather than fundamental design deficiencies. One seasoned Luftwaffe pilot who flew the type described it as a "first-class combat aircraft."Template:Fix/category[citation needed] Fleet Air Arm test pilot Eric Brown—who flew more aircraft types than anyone else (486)—remarked that while the He 162 was "an excellent aeroplane in its environment," it demanded careful handling during takeoff and landing phases. Brown noted that despite possessing outstanding flight controls, they could be easily mishandled and warned that it was unsuitable for inexperienced pilots. Brown had been cautioned about rudder vulnerabilities due to several in-flight failures; he passed this warning on to RAF Flight Lieutenant R. A. Marks. Unfortunately, this advice was apparently ignored: on November 9, 1945, during a demonstration flight departing from RAE Farnborough, one fin and rudder assembly detached during a low-level roll maneuver causing a fatal crash into Oudenarde Barracks in Aldershot, killing both Marks and a soldier on the ground.

He 162 Mistel

The Mistel series, comprising fighter and powered bomb composite ground-attack aircraft, was developed more than two years prior to the He 162. Early in 1945, the Mistel 5 concept envisioned pairing an He 162A-2 with the Arado E.377A flying bomb. In this design, the fighter would be mounted atop the bomb, which was to be equipped with two BMW 003 turbojets beneath its wings. This unconventional assembly would initiate takeoff using a sprung trolley featuring tandem wheels on each side, similar to the landing gear arrangement utilized on the initial eight Arado Ar 234 prototypes, with all three engines operating simultaneously. Shortly after becoming airborne, the trolley would be discarded, allowing the Mistel to proceed toward its target area. Upon arrival within striking distance, the bomb component would be precisely directed at the objective and released, while the fighter would return to base. The Mistel 5 project remained conceptual only, as the Arado bomb never advanced beyond its design phase.

Variants

  • He 162 A-0 — initial batch of ten pre-production units.
  • He 162 A-1 — equipped with a pair of 30 mm (1.18 in) MK 108 cannons, each supplied with 50 rounds.
  • He 162 A-2 — armed with two 20 mm MG 151/20 cannons, each having 120 rounds.
  • He 162 A-3 — planned enhancement featuring reinforced nose mounts for twin 30 mm MK 108 cannons.
  • He 162 A-8 — proposed upgrade incorporating the more potent Jumo 004D-4 engine delivering a maximum thrust of 10.3 kN (2,300 lbf). Testing of prototype airframes M11 and M12 demonstrated a top speed of 885 km/h (550 mph) at sea level under standard thrust and up to 960 km/h (597 mph) at maximum thrust, nearing the velocity capabilities of the Me 163B rocket fighter.
  • He 162 B-1 — a follow-up model planned for production in 1946, intended to utilize Heinkel’s own HeS 011A turbojet engine producing 12 kN (2,700 lb) thrust. This variant featured an elongated fuselage for increased fuel capacity and endurance, along with a larger wingspan and reduced dihedral angle that eliminated the need for anhedral wingtip devices. Armament was to include twin 30 mm (1.18 in) MK 108 cannons.
Additionally, the He 162B frame served as a foundation for the Miniature Fighter Project competition, which proposed propulsion by one or two "square-intake" Argus As 044 pulsejet engines. However, these pulsejets failed to generate sufficient thrust for takeoff, and neither Heinkel nor the OKL showed significant interest in pursuing this concept further.
  • He 162C — envisioned upgrade featuring the B-series fuselage combined with a Heinkel HeS 011A engine, swept-back outer wing panels with anhedral creating a gull wing profile, a novel V-tail stabilizer configuration, and upward-firing twin 30 mm (1.18 in) MK 108 cannons arranged as a Schräge Musik installation located immediately behind the cockpit.
  • He 162D — proposed modification similar to the C variant but incorporating a forward-swept wing with dihedral angle.
  • He 162E — He 162A variant fitted with a BMW 003R mixed propulsion system consisting of a BMW 003A turbojet combined with an integrated BMW 718 liquid-fuel rocket engine positioned just above the turbojet exhaust for additional thrust. At least one prototype underwent brief flight testing.
  • He 162S — two-seat glider designed for training purposes.

Operators

Template:Country data Nazi Germany
File:Flag of France.svg France
File:Flag of the United Kingdom.svg United Kingdom

Aircraft on display

  • The He 162 A-2 with Werknummer 120227, assigned to JG 1, is exhibited at the Royal Air Force Museum London located in Hendon, London, UK.
  • On static exhibit at the Planes of Fame Museum in Chino, California, USA, is an He 162 A-2 bearing Werknummer 120077. This particular aircraft was seized by British forces at Leck and subsequently transported to the United States in 1945 where it received the designations FE-489 (Foreign Equipment 489) and later T-2-489.
  • The American Smithsonian Institution's National Air and Space Museum houses an He 162 A-2 identified as Werknummer 120230, believed to have been piloted by Oberst Herbert Ihlefeld from 1./JG 1. This example was captured at Leck by British troops and shipped to the US as part of Operation Lusty. It currently features the tail section from Werknummer 120222.
  • At the Canada Aviation and Space Museum, visitors can view an He 162 A-2 with the serial number Werknummer 120086.
  • The Deutsches Technikmuseum Berlin displays an He 176A-2, identified by Werknummer 120076.
  • An He 162 A-1, serial number Werknummer 120235, captured at Leck, is preserved at the Imperial War Museum Duxford, UK.
  • Undergoing restoration near Paris at the Musée de l'Air et de l'Espace, an He 162 A-2 with Werknummer 120015, formerly part of III./JG1, features a fully functional retractable landing gear.
  • Another He 162, likely kept in storage at the US Smithsonian's National Air and Space Museum, carries the serial number Werk Nummer 120222 and Air Force designation T-2-504.
Reproduction
  • A reproduction He 162 constructed by George Lucas (Nunda, NY) is on display at the National Warplane Museum in Geneseo, NY (www.nationalwarplanemuseum.com)

Specifications (He 162A)

File:Heinkel He 162 3-view.svg
He 162A three-view diagram

Template:Aircraft specs

Further reading

  • Balous, Miroslav and Bílý, Miroslav. Heinkel He 162 Spatz (Volksjäger). MBI, 2004. Available in Czech and English. ISBN 80-86524-06-X.
  • Couderchon, Philippe. "The Salamander in France Part 1." Aeroplane Magazine, April 2006.
  • Couderchon, Philippe. "The Salamander in France Part 2." Aeroplane Magazine, May 2006.
  • Green, William. Warplanes of the Third Reich. Macdonald and Jane's Publishers Ltd., 1970. ISBN 0-356-02382-6.
  • Griehl, Manfred. The Luftwaffe Profile Series No.16: Heinkel He 162. Schiffer Publishing, 2007. ISBN 978-0-7643-1430-8.
  • Griehl, Manfred. Heinkel Strahlflugzeug He 162 "Volksjäger" – Entwicklung, Produktion und Einsatz. Stedinger Verlag, 2007. In German. ISBN 978-3-927697-50-8.
  • Hiller, Alfred. Heinkel He 162 "Volksjäger" – Entwicklung, Produktion, Einsatz. Verlag Alfred Hiller, 1984.
  • Ledwoch, Janusz. He-162 Volksjager (Wydawnictwo Militaria 49). Wydawnictwo Militaria, 1998. ISBN 83-86209-68-2.
  • Müller, Peter. Heinkel He 162 "Volksjäger": Letzter Versuch der Luftwaffe. Müller History Facts, 2006. Bilingual German and English edition. ISBN 3-9522968-0-5.
  • Myhra, David. X Planes of the Third Reich: Heinkel He 162. Schiffer Publishing, 1999. ISBN 0-7643-0955-2.
  • Nowarra, Heinz J. Heinkel He 162 "Volksjäger". Schiffer Publishing, 1993. ISBN 0-88740-478-2.
    • Translation of: Der "Volksjäger" He 162, Podzun-Pallas Verlag, 1984. ISBN 3-7909-0216-0.
  • Peter-Michel, Wolfgang. Flugerfahrungen mit der Heinkel He 162;— Testpiloten berichten. BOD-Verlag, 2011. In German. ISBN 978-3-8423-7048-7.
  • Smith, J. Richard and Creek, Eddie J. Heinkel He 162 Volksjager. Monogram Close-Up Series No.11. Monogram Aviation Publications, 1986. ISBN 0-914144-11-1.
  • Smith, J. Richard and Kay, Anthony. German Aircraft of the Second World War. Putnam & Company, third edition (1978), originally published in 1972. ISBN 0-370-00024-2.

External links

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  1. ↑ Weal 1996, p. 78.
  2. ↑ Forsyth 2009, pp. 58–59.
  3. ↑ McFarland and Newton 1991, pp. 160–161.
  4. ↑ Hess 1994, pp. 77–78.
  5. ↑ Miller 2006, p. 320.
  6. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  7. ↑ 7.0 7.1 Dorr 2013, p. 153.
  8. ↑ Forsyth 2016, p. 8.
  9. ↑ 9.0 9.1 Forsyth 2016, p. 7.
  10. ↑ Uziel 2011, pp. 240–243.
  11. ↑ 11.0 11.1 11.2 11.3 Christopher 2013, p. 145.
  12. ↑ LePage 2009, p. 38.
  13. ↑ 13.0 13.1 Forsyth 2016, pp. 8–9.
  14. ↑ 14.0 14.1 LePage 2009, p.244.
  15. ↑ Dorr 2013, p. 152.
  16. ↑ Forsyth 2016, p. 10.
  17. ↑ Forsyth 2016, pp. 17–18.
  18. ↑ Excerpt from Lucas Arts' "Secret Weapons of Luftwaffe" CD-ROM's Text Manual.
  19. ↑ Heath 2022, p. 223.
  20. ↑ Forsyth 2016, pp.7–8.
  21. ↑ Dorr2013,p.151.
  22. ↑ Forsyth2016,p.9.
  23. ↑ Forsyth2016,pp.9–10.
  24. ↑ Forsyth2016,p.10.
  25. ↑ Forsyth2016,p.11.
  26. ↑ Forsyth2016,p.15.
  27. ↑ Sharp2020b,p.16.
  28. ↑ Sharp2020b,p.178.
  29. ↑ Forsyth2016,p.22.
  30. ↑ Sharp 2020b, pp. 177–178.
  31. ↑ 31.0 31.1 31.2 31.3 Cite error: Invalid <ref> tag; no text was provided for refs named Ford 224
  32. ↑ 32.0 32.1 Forsyth 2016, p. 14.
  33. ↑ 33.0 33.1 33.2 Dorr 2013, p. 150.
  34. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  35. ↑ Christopher 2013, p. 58.
  36. ↑ Sharp 2020b, p. 72.
  37. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  38. ↑ Animation of He 162 nosegear retraction cycle
  39. ↑ Animation of He 162 maingear retraction cycle
  40. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  41. ↑ Forsyth 2016, pp. 24–25.
  42. ↑ 42.0 42.1 Dorr 2013, p. 156.
  43. ↑ Forsyth 2016, pp. 25–29.
  44. ↑ Sharp 2020b, p. 18.
  45. ↑ Sharp 2020b, p. 155.
  46. ↑ Sharp 2020b, p. 311.
  47. ↑ Sharp 2020b, p. 11.
  48. ↑ Forsyth 2016, pp. 30–32.
  49. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  50. ↑ Forsyth 2016, p. 51.
  51. ↑ Christopher 2013, p. 146.
  52. ↑ Donald 1994, p. 119.
  53. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Wood
  54. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  55. ↑ Brown 2010,p. 137.
  56. ↑ 56.0 56.1 56.2 Cite error: Invalid <ref> tag; no text was provided for refs named Christopher 146
  57. ↑ Dorr 2013,p. 159.
  58. ↑ Dorr 2013,pages154–155.
  59. ↑ LePage2009,p.267.
  60. ↑ Sharp2020b,p.179.
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