Inside the Me 262: A Rare Walkaround of History’s First Operational Jet Fighter

It’s not every day you get up close with a Messerschmitt Me 262—especially one that still flies. This rare walkaround of an Me 262 offers a glimpse into the engineering behind the world’s first operational jet fighter and the practical changes needed to keep it flying today.

A Modern Heart in a Classic Shell

At first glance, this Me 262 looks like the same bird that once tore across European skies in the final months of World War II. But under the skin, some modern substitutions keep it airworthy.

Instead of the original Junkers Jumo 004 engines, this aircraft now houses a pair of GE J85s. These modern turbojets produce about 50% more thrust (2,950 pounds), while weighing less than 400 pounds each—far lighter than the original German engines. To compensate for that weight difference, the restoration team added a 520-pound counterbalance in each nacelle’s nose.

True to the Original—Almost

This Me 262 retains many authentic flight characteristics. The leading-edge slats are completely mechanical, like the Bf 109, extending between 150–200 knots based on airflow alone—no pilot input required.

Flight controls are entirely manual. There’s no hydraulic boost, so pulling Gs requires real muscle. Stick forces can be 10 times heavier than those in modern fighters, making high-speed maneuvering physically demanding.

The cockpit was lightly modernized for safety and navigation. A Garmin GPS was added, along with a modern-style gear handle, but most gauges stay true to the WWII layout. Flaps remain electric and require the pilot to hold the switch down as they extend—just like in the original.

Lessons from a Taildragger Past

Originally designed as a taildragger, the Me 262 had major takeoff problems. Early Luftwaffe test pilots struggled to rotate, finding the engines’ underslung placement forced the nose up and tail down under power. Worse, airflow to the elevators was disrupted. Some tried tapping the brakes mid-roll to pop the tail up—but that proved dangerous.

The solution? A nosewheel. This gave the 262 a tricycle gear layout, one of the first ever on a jet, improving takeoff safety. Still, the nose gear remained a weak link—fragile then, and still a concern today.

Flying the Beast

Takeoff happens around 125 knots, but single-engine control doesn’t arrive until 175—leaving a 50-knot danger zone. Lose an engine there, and you’re in trouble. Handling is conventional, but brute force is needed: the high-mounted stick means no resting your arm on your thigh like in modern jets. It’s physically demanding and unforgiving at high speeds!