|December 23, 1942||Karl Baur||Augsburg||After extensive taxiing trials, the Me 264 made its maiden flight. The duration of this first flight was 22 minutes, and for safety reasons the landing gear was left down. On landing, the airframe was damaged in the area of the flap mounts when the aircraft rolled over the end of the runway due to the failure of the brake system.|
|January 20, 1943||Karl Baur||Augsburg||The second test flight was made. Karl Baur complained that the forces on the controls were too high, about the poor placement of the instruments and of exhaust fumes penetrating into the cockpit.|
|January 22, 1943||Karl Baur||Augsburg||The Me 264 was transferred to Lechfeld.|
|Karl Baur||Lechfeld||On the fifth test flight, the underside of the fuselage was damaged when it accidentally contacted the ground. Also, the hydraulic system of the landing gear failed, making it impossible to retract the gear.|
|February, 1943||Karl Baur||Lechfeld||Baur reported some problems with the inner flaps and a defective nose wheel. Despite some changes to the control surfaces, the forces against them were still too high and the changes had displaced the center of gravity. The nose wheel problems were fixed, and now the retraction functioned properly. Also, some minor defects were found in the electrical cables of the intercom system.|
|February, 1943||Gerhard Caroli||Lechfeld||Caroli also found that the forces against the control surfaces were still too high, especially at high speed. Small defects were still present in the radio system and landing gear.|
|February, 1943||Karl Baur||Lechfeld||During two flights by Baur, a speed of 600 km/h (373 mph) was reached. The faulty trimming and controls revealed that an eventual change in the entire control system would be inevitably needed. Flights with two or three engines were found to be satisfactory, but in flights with the automatic controls it was found that the servos were too low powered to control such a heavy aircraft.|
|March 2, 1943||Karl Baur||Lechfeld||Stability tests were continued.|
|March 4, 1943||Karl Baur||Lechfeld||A test of the polare system was cut short when after 15 minutes of flying time, the third engine began to smoke and had to be cut out. At this time, 11 test flights had been made totaling 12 hours flight time.|
|March 23, 1943||Karl Baur||Lechfeld||After the faulty engine was changed, the critical altitude tests were made. Several other test flights were made this day, mainly to check the longitudinal stability. Also, the first measures to improve the rudder effect was made.|
|March 23, 1943||Karl Baur||Lechfeld||During landing, the left oleo leg broke, which was probably not fully locked down, causing some damage.|
|March 23 -
May 21, 1943
|Lechfeld||During repairs, a new steering column, a reinforced wing skin, a modified nosewheel drive and a complete radio were added. Also, a new emergency tail skid was added, a changed tailplane and four new Jumo 211J engines were installed.|
|May 22 -
June 5, 1943
|Karl Baur||Lechfeld||Continued high forces against the ailerons and rudder surfaces were found. Six flights were made totaling 12 hour 16 minutes.|
|June 2, 1943||Flight Capt. Wendel||Lechfeld||Serious problems arose when the nosewheel jammed during retraction.|
|June 10, 1943||FBM Böttcher||Lechfeld||Reported that the cockpit excessively heated up in the summer sun.|
|August 11, 1943||Lechfeld||The Me 264 V1 was taken out of service, and re-equipped with BMW 801 twin row radial engines.|
|March 18, 1944||Lechfeld||The Me 264 V1 was slightly damaged in an air raid, and was quickly repaired.|
|April 14, 1944||Lechfeld||During the first test roll with the new engines, the brake shoes tore off.|
|April 16, 1944||Lechfeld||The Me 264 V1 was transferred to Memmingen.|
|April, 1944||Memmingen||During the 38th test flight, the emergency skid was torn out after a rough landing. When the rudders were fitted with balances, the excessive vibrations almost ceased.|
|late April, 1944||FBM Scheibe||Lechfeld||Scheibe, from the Rechlin Trial Establishment, complained about the canopy reflections during his test flight. He also indicated that the excessive airframe vibrations were the number one problem to fix.|
|late April, 1944||Colonel Barsewich||Memmingen||Barsewich, from the Chief Reconnaissance Department, judged the Me 264 V1 too slow for combat missions, even though the aircraft was about 10% faster than with the Jumo 211J engines.|
|early May, 1944||Lt. Colonel Knemeyer||Memmingen||After an uneventful flight, Knemeyer was completely enthusiastic about the Me 264, in his opinion all problems could be overcome in the further testing and refinement of the aircraft.|
|April 17 -
May 17, 1944
|Karl Baur||Memmingen||Flight testing was performed for tailplane flutter and the emergency tail skid. The rear of the plane was found to be too heavy.|
|April 26 -
May 3, 1944
|Captain Nebel||Memmingen||Three test flights were made by Capt. Nebel of the Rechlin Test Establishment to finally redress the tail vibrations. To avoid building an entire new tail, balance weights were added to get the vibration problems under control. Since the problem was not solved, a larger tail plane seemed inevitable.|
|June 5, 1944||Karl Baur||Memmingen||More stability tests were made, with a small improvement. However, the flights were complicated by the continuous problems with the Patin system.|
|June 6, 1944||Karl Baur||Memmingen||Extreme rudder fluttering was found in the 380 - 450 km/h (236 - 280 mph) range. Also criticized were the too soft automatic controls, which had to be adjusted again.|
|June 26, 1944||Karl Patin||Memmingen||A climb flight with combat performances was prematurely cut short when the fuel pressure of both inner engines fell to zero. After checking the fuel pumps, several defects were found. Also, the failure of the Patin, radio and electrical systems caused intensive repairs.|
|July 18, 1944||Memmingen||The Me 264 (RE+EN, work number 264000001) was damaged during an air raid. The extent of the damages was too severe for the damage to be repaired.|
|Span||Length||Height||Wing Area||Fuselage Diameter|
Fuel & Tanks
(Normal Load w/ RATO)
|45 hours||120 m/min.
|Airmodel #AM-022||1/72||Vacuform||All vacuform kit. Contains parts for the V1-V3 versions.
Vacuform parts include: wheels, drop tanks, engines (both
Jumo 211 and BMW 801), rudimentary cockpit parts and
a wing spar.
||Windtunnel models of the planned production Me 264|
|The nose wheel with and without its fairing. The
nosewheel retracted to the rear and rotated 90
degrees to lie flat beneath the cockpit.
The size 935 x 345 nosewheel was not equipped with brakes.
|Top right: A view into the main landing gear bay.
Bottom right: A view of the inner side of the landing
Far right: The port main landing gear leg and wheel of the Me 264 V1.
The Messerschmitt Me 264 V1 cockpit....
A penetration depth chart of the Me 264 from
May 12, 1944 Note: penetration depth equals half range....
Target New York! Original document of 1943 showing
the differing range of degrees of destruction on Manhattan after an attack
by German long ranged bombers....
Me 264 with four BMW 028 Turboprops