German - Soldier | March 19, 1912 - February 9, 1996
Many pilots of the time were the opinion that a fighter pilot in a closed cockpit was an impossible thing, because you should smell the enemy. You could smell them because of the oil they were burning.
Adolf Galland
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I would like to mention that I have flown the 262 first in May '43. At this time, the aircraft was completely secret. I first knew of the existence of this aircraft only early in '42 - even in my position. This aircraft didn't have any priority in design or production.
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It's unbelievable what one squadron of twelve aircraft did to tip the balance.
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I made a written report which is still today in existence. I have a photocopy of it, and I am saying that in production this aircraft could perhaps substitute for three propeller- driven aircraft of the best existing type. This was my impression.
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And most of these pilots were lost during the first five flights.
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If we would have had the 262 at our disposal - even with all the delays - if we could have had in '44, ah, let's say three hundred operational, that day we could have stopped the American daytime bombing offensive, that's for sure.
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We had at our disposal the first operational jet, which superseded by at least 150 knots the fastest American and English fighters. This was a unique situation.
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Nine g's is good, if the pilot can stand it. We couldn't stand it. Not in the airplanes of World War II.
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According to Goering and the Luftwaffe High Command, they were supposed to be the fighter elite.
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I had to inspect all fighter units in Russia, Africa, Sicily, France, and Norway. I had to be everywhere.
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I could not claim them because I was not supposed to be flying in combat.
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The throttles could only move very, very slowly, always watching the temperature, always watching. And even in throttling back, you could bust it, even being very careful.
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