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.

We have built a total of about 1250 of this aircraft, but only fifty were allowed to be used as fighters – as interceptors. And out of this fifty, there were never more than 25 operational. So we had only a very, very few.

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.

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.

Never abandon the possibility of attack. Attack even from a position of inferiority, to disrupt the enemy’s plans. This often results in improving one’s own position.

Nine g’s is good, if the pilot can stand it. We couldn’t stand it. Not in the airplanes of World War II.

Superior technical achievements – used correctly both strategically and tactically – can beat any quantity numerically many times stronger yet technically inferior.

When I was fired from my post as General of the Fighter Arm, I was to give proof that this jet was a superior fighter. And that’s when we did it. I think we did it.

For the first time I was flying by jet propulsion. No engine vibrations. No torque and no lashing sound of the propeller. Accompanied by a whistling sound, my jet shot through the air. Later when asked what it felt like, I said, “It felt as though angels were pushing”.

Of course, the outcome of the war would not have been changed. The war was lost perhaps, when it was started. At least it was lost in the winter of ’42, in Russia.