Conclusion
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Despite the depressing situation our work schedule remained quite full. Thus, time and again pilots were wanted to carry out important measurement flights with new German aircraft and I participated in making speed-course flights with the Bf 109K, although my main flying activity was concerned with captured aircraft. In addition to the first measuring flights with the Yak-3 there was one more scheduled evaluation flight with the La-5FN still outstanding, after which I ferried it to ‘Zircus R’ at Oranienburg.
Another new aircraft type was already waiting there to be tested, the Hawker Tempest, and I took it back to Rechlin. For this ferry flight I again had the choice between bad weather and air raids, and I had to make the best of it. It was urgent, as usual, and I had little time to familiarize myself with the instruments, control levers and switches in the cockpit. To be on the safe side, I made a trial take-off in this fighter which had the reputation of being a very fast aircraft. So much so in fact that it had got around that with the Tempest it was possible to shoot down, or at least to intercept and cause premature crashing of the V-1 flying bomb, The flight promised to be interesting!
I settled myself in the cockpit, primed the engine, and the 24 cylinders roared into life. I was pleased to note that the big Sabre was running smoothly and to see that all the other devices and instruments appeared to be in good order. During the first few take-offs with aeroplanes unknown to me I was, of course, on the look-out for any tendency to swing or an untimely lift-off. The Tempest was a remarkable aircraft also regarding its flying characteristics. I felt really good in its cockpit, and as I was flying over open country I could not resist the temptation of pushing the throttle lever all the way forward to see what the fighter was capable of.