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Originally Posted by Crumpp
No, Jenkins paraphrases the results of flight test results of captured airframes
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After the war, "Watson's Whizzers," led by Colonel Harold E. Watson from USAAF Air Technical Intelligence, shipped several intact Me 262s to the United States for further evaluation. The tests, conducted by Albert Boyd (the head of flight test for the USAAF) and a soon-to-be-legendary Chuck Yeager, determined that the performance of the Me 262 was essentially equal to the P-80A. The Me 262 had a slightly higher critical Mach number-0.83 Mach versus the handbook limit of 0.80 Mach for the P-80A--but the difference was of little value in the real world since the Me 262 could only reach that velocity in a dive, whereas the P-80A could do it in level flight. However, despite the fact that the Me 262 was almost 2,000 pounds heavier than the P-80A, the German aircraft accelerated quicker and had approximately the same climb performance. During the tests it was found that the slightly swept wing of the Me 262 provided no useful reduction in drag, mainly because the triangular cross-section of the fuselage created so much base drag that nothing could really help much. The swept wing did not change the critical Mach number by a measurable amount, and certainly did not help performance in the low transonic region where the Me 262 was particularly unstable. The P-80A had much better handling characteristics than the Me 262, largely because it was more refined aerodynamically and had its thrust vector on the centerline of the aircraft instead of at the quarter-span of each wing.
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You need to read a little bit further past the part you put in bold to see where hecomments on the benefits of the 18.5 degree wing sweep
Allow me..
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During the tests it was found that the slightly swept wing of the Me 262 provided no useful reduction in drag, mainly because the triangular cross-section of the fuselage created so much base drag that nothing could really help much. The swept wing did not change the critical Mach number by a measurable amount, and certainly did not help performance in the low transonic region where the Me 262 was particularly unstable. The P-80A had much better handling characteristics than the Me 262, largely because it was more refined aerodynamically and had its thrust vector on the centerline of the aircraft instead of at the quarter-span of each wing.
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And as noted, Jenkins is not the only one to say that..
Most if not all agree the 18.5 was too slight to achieve any real significant advantage in the mach number..
Hope that helps!
S!