Pluss the HeS-30 would probably produced even more thrust than the 004B (at least 2000 lbf static) and was smaller and lighter than the BMW 003. Though the compressor was somewhat more complex than the 004's and 003's (not mechanically, but aerodynamically, as the rotors did about half the compession, instead of the stator's doing almost all, so the design could produce the compression in 5-stages, what a normal one could in 10). Thus the engine produced somewhat more thrust than the 004 but with little more than half the weight, length and frontal area. HeS-30 (like the Jumo 004) used simpler flame-cans, opposed to the 003's more-advanced (and problematic) annular one, so it would have had less combustion problems in development than the 003. IIRC the 003 also had to be tuned to syncronise the compressor to avoid vibration.
The HeS-30 also would have needed far less material to build, so high-temp alloys could be used more extensivly per engine than could be done with the other engines. (realitively small turbine and hot-section) Development struggled at first and improved little when Hirth was aquired as Muller (unlike Ohain) was unhappy to accept help from outside the design team. IIRC work was finally going smoothly somtime after Muller left Heinkel and was progressing so rapidly that the engine was nearing production quality and was about to overtake the development of the 004 and 003 when it was cancelled in '42, as it was thought that the 004 and 003 were ready to enter production. But the 004 was only ready in the A (pre-production) configuration and the 003 was having many difficulties and was scarcely producing more than 1100 lbf. These engines subsequently went into long delays, over 1 year befor the 004B was ready for production, and about another year after that for the 003. IIRC fuel efficience of the HeS-30 (006) was similar to that of later 003 models (and probably the uprated HeS-8 ) and better than the early A models with 1.4 [lb/lbf hr]
(...)
The only Jet fighter that could have been ready early enough to make a real difference though would have been the He 280. (Possibly the 262 with HeS 006 engines) If it were to take a more conservative engine approach and use HeS-6 as a stop-gap for better engines, they could be mud-wing mounted in modified wings with about 1/3 of the engine above the wing allowing clearsnce for both the ground and for the exaust under the tail. If well-streamlined nacelles were used and 1300 lbf engines were fitted (assuming thrust hadn't been improved further) the plane should have had a thrust/weight of over .28 if weight was limited to 9250 lbs and a top-speed of ~480+ mph. (so ~2900 lbs
load) And an endurance of ~1 hr (at 2000 lbf net thrust assuming 1.4 lb/lb/hr sfc, though it may have been even less) so, assuming a 400 mph cruise, range should be around 400 miles (up to 600 with more fuel efficient engines, even more with HeS-8s and more further with HeS-30's due to higher performance, increased load capacities and reduced drag) It should have been possible to fit 2 Mk 108s with decent ammo capacity (100+ rounds each) Maybe even Mk-103s with more powerful engines. Or maby a mixed armament of 2x MG 151/20s and a single 108 or 103. Larger numbers of MG 151/20s (perhaps 5) should also have been possible if 2 more were mounted further back and higher up in the nose.
These should have been ready for production by early 1942 and would have been devestating aganst daylight bombers. And, despite somewhat inferior high-speed performance then the Me 262 (as the 280 wasn't meant for much more than 500 mph at altitude and .79 mach limit), it had excelent low to medium speed handeling (below 500 mph, best fit for 350-450 mph maneuvers, though lowere speeds should be good too). Such maneuverabillity would allow easier evasion (or engagement) of escort fighters and would be harder for bomber's gunner's to hit.
Atmittedly after early 1943, the Me-262 should be a better choice (assuming the 280 hasn't been improved) and HeS 006 should be available. Though with the 280 already in service and production, it may have been easier (training wise, and production wise) to fit the 280 with HeS 006 engines.