The best plane of the second world. The best aircraft of the Second World War: Soviet and German fighters. Inventions of Alexander Yakovlev

On May 28, 1935, the first flight of the German Messerschmitt Bf.109 fighter took place, the most massive machine of this class in the last war. But in other countries in those years, wonderful aircraft were also created to defend their own skies. Some of them fought on equal terms with the Messerschmitt Bf.109. Some surpassed it in a number of tactical and technical characteristics.

The Free Press decided to compare the German aircraft masterpiece with the best fighters of Berlin's opponents and allies in that war - the USSR, Great Britain, the USA and Japan.

1. Illegitimate German

Willy Messerschmitt was at odds with General Erhard Milch, State Secretary of the German Aviation Ministry. Therefore, the designer was not admitted to the competition for the development of a promising fighter, which was supposed to replace Henkel's outdated He-51 biplane.

Messerschmitt, in order to prevent the bankruptcy of his company, in 1934 concluded an agreement with Romania on the creation new car. For which he was immediately accused of treason. The Gestapo got down to business. After the intervention of Rudolf Hess, Messerschmitt was nevertheless allowed to participate in the competition.

The designer decided to act without paying attention to technical task military to the fighter. He reasoned that otherwise it would turn out to be an average fighter. And, given the biased attitude towards the aircraft designer of the powerful Milch, the competition will not be won.

Willy Messerschmitt's calculation turned out to be correct. Bf.109 on all fronts of World War II was one of the best. By May 1945, Germany had produced 33,984 of these fighters. However, it is very difficult to talk briefly about their tactical and technical characteristics.

Firstly, almost 30 significantly different modifications of the Bf.109 were produced. Secondly, the characteristics of the aircraft have been constantly improved. And the Bf.109 at the end of the war was significantly better than the 1937 model fighter. But still, there were "generic features" of all these combat vehicles, which determined the style of their air combat.

Advantages:

- powerful Daimler-Benz engines made it possible to develop high speed;

- a significant mass of the aircraft and the strength of the nodes made it possible to develop dive speeds unattainable for other fighters;

- a large payload made it possible to achieve increased armament;

- high armor protection increased the safety of the pilot.

Flaws:

- the large mass of the aircraft reduced its maneuverability;

- the location of the guns in the pylons of the wings slowed down the execution of turns;

- the aircraft was ineffective in supporting bombers, since in this capacity it could not use the speed advantages;

- to control the aircraft, high training of pilots was required.

2. "I am a fighter Yak"

Before the war, Alexander Yakovlev's design bureau made a fantastic breakthrough. Until the end of the 30s, it produced light aircraft, intended mainly for sporting purposes. And in 1940, the Yak-1 fighter was put into production, in the design of which, along with aluminum, there was wood and canvas. He had excellent flying qualities. At the beginning of the war, the Yak-1 successfully repulsed the Fokers, while losing to the Messers.

But in 1942, the Yak-9 began to enter service with our Air Force, which fought the Messers on an equal footing. Moreover, the Soviet machine had a clear advantage in close combat at low altitudes. Yielding, however, in battles at high altitudes.

It is not surprising that it was the Yak-9 that turned out to be the most massive Soviet fighter. Until 1948, 16,769 Yak-9s were built in 18 modifications.

In fairness, it is necessary to note three more of our excellent aircraft - the Yak-3, La-5 and La-7. At low and medium altitudes, they outperformed the Yak-9 and beat the Bf.109. But this "trinity" was released in smaller quantities, and therefore the main burden in the fight against fascist fighters fell on the Yak-9.

Advantages:

- high aerodynamic qualities, allowing you to conduct a dynamic battle in close proximity to the enemy at low and medium altitudes. High maneuverability.

Flaws:

- low armament, largely caused by insufficient engine power;

— low resource engine.

3. Armed to the teeth and very dangerous

Englishman Reginald Mitchell (1895 - 1937) was a self-taught designer. He completed his first independent project, the Supermarine Type 221 fighter, in 1934. During the first flight, the car accelerated to a speed of 562 km / h and rose to a height of 9145 meters in 17 minutes. None of the fighters that existed at that time in the world could do this. No one had comparable firepower: Mitchell placed eight machine guns at once in the wing console.

In 1938, mass production of the Supermarine Spitfire (Spitfire - "spitting fire") for the British Royal Air Force began. But the chief designer did not see this happy moment. He died of cancer at the age of 42.

Further modernization of the fighter was already carried out by the designers of Supermarine. The first production model was called the Spitfire MkI. It was equipped with a 1300-horsepower engine. There were two armament options: eight machine guns or four machine guns and two cannons.

It was the most massive British fighter, produced in the amount of 20,351 copies in various modifications. Throughout the war, the performance of the Spitfire was constantly improved.

The British fire-breathing Spitfire fully demonstrated its belonging to the elite of the world's fighters, breaking the so-called Battle of Britain in September 1940. The Luftwaffe launched a powerful air attack on London, in which 114 Dornier 17 and Heinkel 111 bombers took part, escorted by 450 Me 109 and several Me 110. They were opposed by 310 British fighters: 218 Hurricane and 92 Spitfire Mk.I. 85 enemy planes were destroyed, the vast majority in air combat. The RAF lost eight Spitfires and 21 Hurricanes.

Advantages:

— excellent aerodynamic qualities;

- high speed;

— long range flight;

- excellent maneuverability at medium and high altitudes.

- big firepower;

— optional high training of pilots;

- some modifications have a high rate of climb.

Flaws:

- focused on only concrete runways.

4. Comfortable "mustang"

Created by the American company North American on request British government in 1942, the P-51 Mustang fighter is significantly different from the three fighters we have already considered. First of all, the fact that completely different tasks were set before him. It was an escort aircraft for long-range bombers. Based on this, the Mustangs had huge fuel tanks. Their practical range exceeded 1500 kilometers. And the ferry station is 3700 kilometers.

The flight range was ensured by the fact that the Mustang was the first to use a laminar wing, due to which the airflow flows around without turbulence. The Mustang, paradoxically, was a comfortable fighter. It is no coincidence that it was called the “flying Cadillac”. This was necessary so that the pilot, staying at the helm of the aircraft for several hours, did not waste his energy unnecessarily.

By the end of the war, the Mustang began to be used not only as an escort aircraft, but also as an attack aircraft, equipping it with missiles and increasing firepower.

Advantages:

— good aerodynamics;

- high speed;

- long flight range;

- high ergonomics.

Flaws:

- high qualification of pilots is required;

- low survivability against anti-aircraft artillery fire;

- Vulnerability of the water cooling radiator

5. Japanese "overdo"

Paradoxically, the most massive Japanese fighter was the carrier-based Mitsubishi A6M Reisen. He was nicknamed "Zero" ("zero" - Eng.). The Japanese produced 10939 of these "zeros".

Such a great love for carrier-based fighters is due to two circumstances. Firstly, the Japanese had a huge aircraft carrier fleet - ten floating airfields. Secondly, at the end of the war, "Zero" began to be used en masse for "kamikaze" In connection with which the number of these aircraft was rapidly declining.

The terms of reference for the A6M Reisen carrier-based fighter were transferred to Mitsubishi at the end of 1937. For its time, the aircraft was supposed to be one of the best in the world. The designers were offered to create a fighter that had a speed of 500 km / h at an altitude of 4000 meters, armed with two cannons and two machine guns. Flight duration - up to 6-8 hours. Takeoff distance - 70 meters.

At the beginning of the war, the Zero dominated the Asia-Pacific region, surpassing US and British fighters in maneuverability and speed at low and medium altitudes.

On December 7, 1941, during the attack of the Japanese Navy on the American base at Pearl Harbor, the Zero fully proved their worth. Six aircraft carriers took part in the attack, on which 440 fighters, torpedo bombers, dive bombers and fighter-bombers were based. The result of the attack was disastrous for the United States.

The difference in losses in the air is most eloquent. The United States destroyed 188 aircraft, disabled - 159. The Japanese lost 29 aircraft: 15 dive bombers, five torpedo bombers and a total of nine fighters.

But by 1943, the Allies still created competitive fighters.

Advantages:

- long flight range;

— good maneuverability;

H disadvantages:

- low engine power;

— low rate of climb and flight speed.

Feature Comparison

Before comparing the same-name parameters of the considered fighters, it should be noted that this is not a completely correct matter. First of all, because different countries participating in the Second World War set different strategic tasks for their fighter aircraft. Soviet Yaks were primarily engaged in air support for ground forces. In this connection, they usually flew at low altitudes.

The American Mustang was designed to escort long-range bombers. Approximately the same goals were set for the Japanese "Zero". The British Spitfire was versatile. Equally, he acted effectively both at low altitudes and at high altitudes.

The word "fighter" is most suitable for the German "Messers", which, first of all, were supposed to destroy enemy aircraft near the front.

We present the parameters as they decrease. That is - in the first place in this "nomination" - the best aircraft. If two aircraft have approximately the same parameter, then they are separated by commas.

- maximum ground speed: Yak-9, Mustang, Me.109 - Spitfire - Zero

- -maximum speed at altitude: Me.109, Mustang, Spitfire - Yak-9 - Zero

- engine power: Me.109 - Spitfire - Yak-9, Mustang - Zero

- rate of climb: Me.109, Mustang - Spitfire, Yak-9 - Zero

- practical ceiling: Spitfire - Mustang, Me.109 - Zero - Yak-9

- practical range: Zero - Mustang - Spitfire - Me.109, Yak-9

- weapons: Spitfire, Mustang - Me.109 - Zero - Yak-9.

Photo by ITAR-TASS/ Marina Lystseva/ archive photo.

During the Second World War, the United States used thousands of military aircraft, which largely predetermined the success of their victory over Japan. Nevertheless, the aircraft themselves, which took part on the battlefields, despite the fact that about 70 years have passed since their last global use, are worthy of attention to this day.

In total, during the Second World War, 27 models of combat aircraft were used by the Americans, each of which had its own advantages and disadvantages, but there are 5 of them that should be given special attention.

1. The most recognizable American aircraft of World War II is, of course, the P-51, much better known as the Mustang. For ten years, starting from 1941, 17 thousand combat aircraft were produced, which actively showed themselves in battles both over Europe and over the Pacific Ocean. An interesting fact is that the release of such a large number of aircraft was primarily associated with morally suppressing the enemy, but in reality it turned out a little differently - for about one downed enemy aircraft, there were two downed P-51 Mustangs. As for the technical characteristics of the aircraft, they were very modern for their time. The aircraft could easily accelerate to its cruising speed of 580 kilometers per hour, and, if necessary, squeeze the maximum out of the aircraft, the pilot could accelerate the combat vehicle to 700 kilometers per hour, which in some cases exceeds the speed of even modern aircraft. Since 1984, the aircraft The P-51 Mustang was officially withdrawn from service, although de facto this happened another two decades earlier. However, the US authorities did not dispose of the planes, and now they are used by private individuals, or are in museums.

1. The American Lockheed P-38 Lightning fighter is also one of the most recognizable in the theater of operations during the Second World War. For 5 years, a little more than 10 thousand copies of this combat vehicle were produced, and it should be noted that it proved to be excellent in battles over the Pacific Ocean. Unlike others, the Lockheed P-38 Lightning were simple to operate and were very reliable, however, the flight range of the multi-role fighter was very limited - only 750 kilometers, which is why the aircraft could only operate on its territory or as an aircraft -escort (to increase the range, additional fuel tanks were attached to it). The aircraft was called multipurpose in view of the fact that it could be used for almost any task - bombing, strikes against enemy ground forces, as its main purpose - the destruction of enemy aircraft, and even as a reconnaissance aircraft because of its quiet sound.

1. The heavy bomber Consolidated B-24 Liberator instilled real terror in its enemies. This is due to the fact that these carried a whole arsenal of bombs - the payload was more than 3.6 tons, which made it possible to subject huge areas to carpet bombing. The B-24 bomber was used exclusively in the hostilities of the Second World War, both in Europe and for the bombing of the Japanese military contingent in the Pacific Ocean, and during this time almost 18.5 thousand combat units were fired. However, the aircraft had a huge drawback in that its speed of only 350 kilometers per hour made it an easy target without adequate cover.

1. The Boeing B-17 Flying Fortress, better known as the "Flying Fortress" is one of the most famous American military bombers of World War II. The four-engine combat vehicle was terrifying at its very appearance, moreover, the aircraft was so well designed that, with minor repairs, it can still perform its tasks. American warplanes of World War II B-17s had good cruising speed - 400 km/h, and if necessary, it could be increased to 500 km/h. Nonetheless, important feature This bomber was that in order to get away from enemy fighters, it was enough for him to climb to a high altitude, and for the B-17 it was almost 11 kilometers, which made it inaccessible to enemy forces.

1. American warplanes of World War II The Boeing B-29 Superfortress are perhaps the most famous. This is due for the most part not to their number, and not even to the technical characteristics, but these combat aircraft "became famous" for dropping atomic bombs on the Japanese cities of Hiroshima and Nagasaki, thereby using for the first time nuclear weapon. For its time, the speed of these heavy bombers was almost fantastic - 547 km / h, despite the fact that the aircraft were loaded with 9 tons of aerial bombs. Besides, American warplanes of World War II Boeing B-29 Superfortress were practically inaccessible to enemy fighters, as they could move at an altitude of more than 12 thousand meters. To date, out of almost 4 thousand combat aircraft produced, only one has remained airworthy, and that one makes its flights extremely rarely.

Marked American military aircraft are part of big story, and, despite the fact that today they are not in operation, they are all the most recognizable in the world, to this day.

There is a lot to be said about World War II. There are simply too many facts. In this review, attention should be paid to such a topic as the aviation of the Second World War. Let's talk about the most famous aircraft that were used in combat.

I-16 - "donkey", "donkey". Soviet-made monoplane fighter. It first appeared in the 30s. This happened in the Polikarpov Design Bureau. The first to fly a fighter into the air was Valery Chkalov. It happened at the end of December 1933. The aircraft took part in civil war, which broke out in Spain in 1936, in a conflict with Japan on the Khalkhin Gol River, in the Soviet-Finnish battle. By the beginning of the Great Patriotic War, the fighter was the main unit of the corresponding fleet of the USSR. Most of the pilots began their careers with the service on the I-16.

Inventions of Alexander Yakovlev

Aviation of the Second World War included the Yak-3 aircraft. It should be understood as a single-engine fighter, the development of which was carried out under the leadership of Alexander Yakovlev. The aircraft became an excellent continuation of the Yak-1 model. The production of the aircraft took place from 1994 to 1945. During this time, it was possible to design about 5 thousand fighters. The aircraft was recognized as the best fighter of the Second World War, designed for low altitudes. This model was in service with France.

Aviation of the USSR has gained a lot since the invention of the Yak-7 (UTI-26) aircraft. It's single engine aircraft, developed Used from the position of a training aircraft. Production began in 1942. About 6 thousand of these models took to the air.

More advanced model

Aviation of the USSR had such a fighter as the K-9. This is the most massive model, the production of which lasted about 6 years, starting in 1942. During this time, about 17 thousand aircraft were designed. Despite the fact that the model had few differences from the FK-7 aircraft, in all respects it became a more perfect continuation of the series.

Aircraft produced under the direction of Petlyakov

When discussing such a topic as the aviation of the Second World War, it should be noted the plane called the Pawn (Pe-2). This is a dive bomber, which is the most massive in its class. This model was actively used on the battlefields.

Aviation of the USSR of the Second World War included in its composition such an aircraft as the PE-3. This model should be understood as a twin-engine fighter. His main feature was an all-metal construction. The development was carried out in OKB-29. The PE-2 dive bomber was taken as the basis. V. Petlyakov supervised the production process. The first aircraft was designed in 1941. It was distinguished from the bomber by the absence of a lower hatch for a rifle installation. There were no brake bars either.

Fighter that could fly at high altitudes

The military aviation of the USSR during the Second World War was supplemented by such a high-altitude fighter as the MIG-3. This aircraft was used in a wide variety of ways. Among the main differences, one can single out the fact that he could rise to a height of up to 12 thousand meters. The speed at the same time reached a fairly high level. With the help of this, they successfully fought against enemy aircraft.

Fighters, the production of which was led by Lavochkin

Speaking on such a topic as World War II aviation, it is necessary to note a model called LaGG-3. This is a monoplane fighter, which was in service with the Red Army Air Force. It was used from the position of a fighter, interceptor, bomber, reconnaissance. Production lasted from 1941 to 1944. The designers are Lavochkin, Gorbunov, Gudkov. Among the positive qualities, one should highlight the presence of powerful weapons, high survivability, minimal use of rare materials. Pine and plywood were used as the main inputs in the creation of the fighter.

Military aviation had in its possession the La-5 model, the design of which took place under the leadership of Lavochkin. This is a monoplane fighter. The main characteristics are the presence of only one place, a closed cockpit, a wooden frame and exactly the same wing spars. The production of this aircraft began in 1942. At the very beginning, only two automatic 20-mm cannons were used as weapons. Designers placed them in front of the motor. Instrumentation did not differ in variety. There was not even a single gyroscopic instrument. And if we compare such an aircraft with those aircraft that were used by Germany, America or England, it may seem that it is very far behind them in technical terms. However flight characteristics were on high level. In addition, a simple design, no need for labor-intensive maintenance, undemanding to the conditions of the take-off fields made the model just perfect for that period. In one year, about one thousand fighters were developed.

The USSR keeps a mention of such a model as La-7. This is a single-seat monoplane fighter designed by Lavochkin. The first such aircraft was produced in 1944. He took to the air in February. In May, it was decided to start its mass production. Almost all the pilots who became Heroes of the Soviet Union flew the La-7.

Model produced under the direction of Polikarpov

The military aviation of the USSR included the U-2 (PO-2) model. This is a multi-purpose biplane, the production of which was directed by Polikarpov in 1928. The main goal for which the release of the aircraft took place was the training of pilots. It was characterized by the presence of good aerobatic qualities. When the Great Patriotic War began, it was decided to convert the standard models into light, night bomber aircraft. The load at the same time reached 350 kg. The aircraft was mass-produced until 1953. For all the time it was possible to produce about 33 thousand models.

high speed fighter

The military aviation of the Second World War included such a machine as the Tu-2. This model is also known as ANT-58 and 103 Tu-2. This is a twin-engine bomber that could develop a high flight speed. For all the time of its production, about 2257 models were designed. The bomber was in service until 1950.

flying tank

No less popular is such an aircraft as the Il-2. The attack aircraft also bore the nickname "humped". This was facilitated by the shape of the fuselage. The designers called this car a flying tank. German pilots called this model a concrete plane and a cemented bomber due to its special strength. Ilyushin was engaged in the production of attack aircraft.

What can be said about German aviation?

The German aviation of the Second World War included such a model as the Messerschmitt Bf.109. This is a low-wing piston fighter. It was used as an interceptor, fighter, bomber and reconnaissance aircraft. This is the most massive aircraft in the history of World War II (33984 models). Almost all German pilots started flying on this aircraft.

"Messerschmitt Bf.110" is a heavy strategic fighter. Due to the fact that it could not be used for its intended purpose, the model was reclassified as a bomber. Airplane found wide application in different countries. He took part in hostilities in various parts of the globe. Good luck accompanied such an aircraft due to the suddenness of its appearance. However, if a maneuverable battle flared up, then this model almost always lost. In this regard, such an aircraft was withdrawn from the front already in 1943.

"Messerschmit Me.163" (Comet) - missile fighter-interceptor. First took to the air back in 1941 at the very beginning of September. It did not differ in mass production. By 1944, only 44 models had been produced. The first sortie took place only in 1944. In total, only 9 aircraft were shot down with their help, with the loss of 11.

"Messerschmit Me.210" - a heavy fighter that acted as a replacement for the Bf.110 model. He made his first flight in 1939. In its design, the model had several defects, in connection with which its combat value suffered quite a lot. All about 90 models were published. 320 aircraft were never completed.

"Messerschmit Me.262" - a jet fighter, which also acted as a bomber and reconnaissance aircraft. The first in the world to take part in hostilities. It can also be considered the world's first jet fighter. The main armament was 30-mm air guns, which were installed near the bow. In this regard, heaped and dense fire was provided.

British-made aircraft

The Hawker Hurricane is a British-made single-seat fighter aircraft produced in 1939. For all the time of production, about 14 thousand models were published. In connection with various modifications, the machine was used as an interceptor, bomber and attack aircraft. There were also such modifications that implied the take-off of the aircraft from aircraft carriers. Among the German aces, this aircraft was called the "bucket with nuts." This is due to the fact that he was quite heavy to manage and slowly gained altitude.

The Supermarine Spitfire is a British-made fighter aircraft that has a single engine and an all-metal low-wing monoplane. The chassis of this model could be removed. Various modifications made it possible to use the model as a fighter, interceptor, bomber and reconnaissance aircraft. About 20 thousand cars were produced. Some of them were used until the 50s. They were mainly used only at the very beginning of the war.

The Hawker Typhoon is a single-seat bomber that was produced until 1945. He was in service until 1947. The development was carried out in order to use it from the position of an interceptor. It is one of the most successful fighters. However, there were some problems, of which the low rate of climb can be distinguished. The first flight took place in 1940.

Japanese aviation

The Japanese aviation of the Second World War basically copied the models of those aircraft that were used in Germany. A large number of fighters were produced to support ground forces in combat operations. It also implied local air supremacy. Quite often, World War II aircraft were used to raid China. It is worth noting that there were no strategic bombers in the Japanese aviation. Among the main fighters are: Nakajima Ki-27, Nakajima Ki-43 Hayabusa, Nakajima Ki-44 Shoki, Kawasaki Ki-45 Toryu, Kawasaki Ki-61 Hien. also used transport, training, reconnaissance aircraft. In aviation, there was a place for special-purpose models.

American fighters

What else can be said on such a topic as World War II aviation? The United States also did not stand aside. The Americans, for quite understandable reasons, approached the development of the fleet and aviation quite thoroughly. Most likely, it was precisely such solidity that played a role in the fact that the production facilities were among the most powerful not only in terms of numbers, but also in terms of capabilities. By the start of hostilities, the US was armed with models such as the Curtiss P-40. However, after some time this car was replaced by the P-51 Mustang, P-47 Thunderbolt, P-38 Lightning. As strategic bombers, aircraft of such models as the B-17 FlyingFortress and B-24 Liberator were used. In order to be able to carry out strategic bombing of Japan, Americans designed B-29 Superfortress aircraft.

Conclusion

Aviation played a significant role in World War II. Virtually no battle took place without aircraft. However, there is nothing strange in the fact that states measured their strength not only on the ground, but also in the air. Accordingly, each country approaches both the training of pilots and the creation of new aircraft with a great deal of responsibility. In this review, we tried to consider those aircraft that were used (successfully and not so) in hostilities.

The fastest fighters of the Second World War: Soviet "Yaks" and "La"; German "Messerschmitt" and "Focke-Wulf"; British "Supermarine Spitfire"; American Kittyhawks, Mustangs and Corsairs; Japanese "Mitsubishi A6M Zero".

The summer breeze tickled the grass on the airfield. After 10 minutes, the plane climbed to a height of 6000 meters, where the temperature overboard dropped below -20 °, and the atmospheric pressure became half that at the Earth's surface. In such conditions, he had to fly hundreds of kilometers, in order to then engage in battle with the enemy. Combat reversal, barrel, then - Immelman. Crazy shaking when firing cannons and machine guns. Overloads in a few "same", combat damage from enemy fire ...

Aviation piston engines of the Second World War continued to work in any, sometimes the most cruel conditions. To understand what is at stake, turn over modern car“upside down” and see where the fluid from the expansion tank flows.

The question about the expansion tank was asked for a reason. Many of the aircraft engines simply did not have expansion tanks and were air-cooled, dumping excess cylinder heat directly into the atmosphere.

Alas, not everyone adhered to such a simple and obvious path: half of the fleet of WWII fighters had liquid-cooled engines. With a complex and vulnerable "water jacket", pumps and radiators. Where the slightest hole from a fragment could be fatal for the aircraft.

The appearance of liquid-cooled engines was an inevitable consequence of the pursuit of speed: a decrease in the cross-sectional area of ​​\u200b\u200bthe fuselage and a decrease in drag. A sharp-nosed swift "Messer" and a slow-moving I-16 with a blunt wide nose. More or less like this.

No not like this!

First, the intensity of heat transfer depends on the temperature gradient (difference). The cylinders of air-cooled motors heated up to 200 ° during operation, while max. the temperature in the water cooling system was limited by the boiling point of ethylene glycol (~120°). As a result, a bulky radiator was needed, which increased drag, offsetting the apparent compactness of water-cooled motors.

Further more! The evolution of aircraft engines has led to the emergence of "double stars": 18-cylinder air-cooled engines with hurricane power. Located one behind the other, both cylinder blocks received a fairly good airflow, at the same time, such an engine was placed within the fuselage section of a conventional fighter.

With water-cooled engines it was more difficult. Even taking into account the V-shaped arrangement, it was very problematic to place such a number of cylinders within the length of the engine compartment.

Finally, the efficiency of the air-cooled motor has always been somewhat higher, due to the absence of the need for power take-off to drive the cooling system pumps.

As a result, the fastest fighters of the Second World War often did not differ in the grace of the “sharp-nosed Messerschmitt”. However, the speed records they set are amazing even in the age of jet aviation.

Soviet Union

The winners flew fighters of two main families - Yakovlev and Lavochkin. Yaks were traditionally equipped with liquid-cooled engines. "La" - air.

At first, the championship was for “Yak”. One of the smallest, lightest and most nimble fighters of World War II, the Yak turned out to be perfectly adapted to the conditions of the Eastern Front. Where the bulk of air battles took place at altitudes of less than 3000 m, and their maneuverability was considered the main combat quality of fighters.

By the middle of the war, the design of the Yaks had been brought to perfection, and their speed was not inferior to American and British fighters - much larger and technically sophisticated machines with fantastic engines.

The record among Yaks with a serial engine belongs to the Yak-3. Various modifications of the Yak-3 developed a speed of 650 ... 680 km / h at an altitude. The performance was achieved using the VK-105PF2 engine (V12, 33 l, takeoff power 1290 hp).

The record was the Yak-3 with an experimental VK-108 engine. After the war, it reached a speed of 745 km / h.

Achtung! Achtung! In the air - La-5.

While the Yakovlev Design Bureau was trying to solve with the capricious VK-107 engine (the previous VK-105 had exhausted its reserves of power increase by the middle of the war), the La-5 star rapidly rose on the horizon. Lavochkin's new fighter, equipped with an 18-cylinder air-cooled "double star".

Compared to the light, "budget" Yak, the mighty La-5 became the next stage in the careers of the famous Soviet aces. The most famous pilot of the La-5 / La-7 was the most productive Soviet fighter Ivan Kozhedub.

The pinnacle of the evolution of the “Lavochkins” of the war years was the La-5FN (forced!) And its even more formidable successor La-7 with ASh-82FN engines. The working volume of these monsters is 41 liters! Takeoff power 1850 hp

It is not surprising that the “blunt-nosed” Lavochkins were in no way inferior to the Yaks in terms of their speed characteristics, surpassing the latter in takeoff weight, and, as a result, in terms of firepower and the totality of combat characteristics.

The speed record for fighters of its family was set by La-7 - 655 km / h at an altitude of 6000 m.

It is curious that the experienced Yak-3U, equipped with the ASh-82FN engine, developed great speed than his "sharp-nosed" brothers with liquid-cooled motors. Total - 682 km / h at an altitude of 6000 m.

Germany

Like the Red Army Air Force, the Luftwaffe was armed with two main types of fighter: the Messerschmitt with a liquid-cooled engine and the air-cooled Focke-Wulf.

Among Soviet pilots, the Messerschmitt Bf.109, conceptually close to the light, maneuverable Yak, was considered the most dangerous enemy. Alas, despite all the Aryan genius and new modifications of the Daimler-Benz engine, by the middle of the war the Bf.109 was completely outdated and required immediate replacement. Which was nowhere to come from. That's how the war ended.

In the Western theater of operations, where air battles were fought mainly at high altitudes, heavier fighters with a powerful air-cooled engine became famous. It was much more convenient and safer to attack the formations of strategic bombers on heavily armed armored Focke-Wulfs. They, like a knife in butter, pierced into the formations of the “Flying Fortresses”, destroying everything in their path (FW.190A-8 / R8 “Sturmbok”). Unlike the light Messerschmitts, whose engines died from one hit by a 50-caliber bullet.

Most of the Messerschmitts were equipped with 12-cylinder Daimler Benz engines of the DB600 line, the extreme modifications of which developed takeoff power of over 1500 hp. The maximum speed of the fastest serial modifications reached 640 km / h.

If everything is clear with the Messerschmitts, then the following story happened with the Focke-Wulf. The new radial engine fighter performed well in the first half of the war, but by early 1944 the unexpected happened. The German superindustry has not mastered the creation of new radial air-cooled engines, while the 14-cylinder BMW 801 has reached the “ceiling” in its development. Aryan Uberconstructors quickly found a way out: originally designed for a radial engine, the Fokku-Wulf fighter ended the war with liquid-cooled V-engines under the hood (the Daimler-Benz mentioned above and the amazing Jumo-213).

Equipped with Jumo-213 "Focke-Wulf" modification D reached great heights, in every sense of the word. But the success of the “long-nosed” FW.190 was by no means due to the radical advantages of the liquid cooling system, but to the banal perfection of the new generation engines, compared to the outdated BMW 801.

1750…1800 hp on takeoff. Over two thousand "horses" when injected into the cylinders of a mixture of Methanol-Wasser 50!

Max. the speed at high altitudes for the Focke-Wulfs with an air-cooled engine fluctuated within 650 km / h. The last of the FW.190s with the Jumo 213 engine could briefly develop a speed of 700 km / h or more at high altitudes. The further development of the Focke-Wulfs, the Tank-152 with the same Jumo 213 turned out to be even faster, developing 759 km / h at the border of the stratosphere (for a short time, using nitrous oxide). However, this outstanding fighter appeared in the last days of the war and its comparison with honored veterans is simply incorrect.

Great Britain

Royal Air Force flew exclusively on liquid-cooled engines. Such conservatism is explained not so much by loyalty to traditions, but by the creation of an extremely successful Roll-Royce Merlin engine.

If you put one "Merlin" - you get "Spitfire". Two is a Mosquito light bomber. Four "Merlin" - strategic "Lancaster". With a similar technique, one could get a Hurricane fighter or a Barracuda carrier-based torpedo bomber - in total more than 40 models of combat aircraft for various purposes.

Whoever says anything about the inadmissibility of such unification and the need to create highly specialized equipment, sharpened for specific tasks, such standardization only benefited the Royal Air Force.

Each of these aircraft could be considered the standard of its class. One of the most powerful and elegant fighters of World War II, the Supermarine Spitfire was in no way inferior to its peers, and its flight characteristics were always higher than those of its counterparts.

The extreme modifications of the Spitfire, equipped with an even more powerful Rolls-Royce Griffin engine (V12, 37 liters, liquid cooling), had the highest performance. Unlike the German “wunderwaffe”, British turbocharged engines had excellent high-altitude characteristics, they could produce power in excess of 2000 hp for a long time. (“Griffin” on high-quality gasoline with an octane rating of 150 gave out 2200 hp). According to official data, the Spitfire of the XIV sub-series developed a speed of 722 km / h at an altitude of 7 kilometers.

In addition to the legendary Merlin and the lesser known Griffin, the British had another 24-cylinder Napier Saber supermotor. The Hawker Tempest fighter equipped with it was also considered one of the fastest fighters of British aviation at the final stage of the war. The record he set for high altitude amounted to 695 km / h.

“Captains of Heaven” used the widest range of fighter aircraft: “Kittyhawks”, “Mustangs”, “Corsairs” ... But in the end, the whole variety of American aircraft was reduced to three main engines: “Packard” V-1650 and “Allison” V-1710 water-cooled and a monstrous “double star” Pratt & Whitney R-2800 with air-cooled cylinders.

Index 2800 was assigned to her for a reason. The working volume of the "double star" was 2800 cubic meters. inches or 46 liters! As a result, its power exceeded 2000 hp, and for many modifications it reached 2400 ... 2500 hp.

The R-2800 Double Wasp became the fiery heart of the Hellket and Corsair carrier-based fighters, the Thunderbolt fighter-bomber, the Black Widow night fighter, the Savage carrier-based bomber, the A-26 Invader land bombers and B-26 "Marauder" - about 40 types of combat and transport aircraft in total!

The second Allison V-1710 engine did not gain such great popularity, however, it was used in the design of the mighty P-38 Lightning fighters, also in the famous Cobra family (the main Lend-Lease fighter). Equipped with this engine, the P-63 Kingcobra developed a speed of 660 km / h at an altitude.

Much more interest is associated with the third Packard V-1650 engine, which, upon closer inspection, turns out to be a licensed copy of ... the British Rolls-Royce Merlin! The enterprising Yankees only equipped it with a two-stage turbocharger, which made it possible to develop 1290 hp. at an altitude of 9 kilometers. For such heights, this was considered an incredible big result.

It was with this outstanding motor that the glory of the Mustang fighters was associated. The fastest American fighter of World War II developed a speed of 703 km / h at an altitude.

The concept of a light fighter was alien to the Americans at the genetic level. But the creation of large, well-equipped aircraft was hampered by the basic equation for the existence of aviation. The most important rule, according to which it is impossible to change the mass of one element without affecting the rest of the structural elements (provided that the initially specified performance characteristics are preserved). The installation of a new cannon/fuel tank will inevitably entail an increase in the surface area of ​​the wing, which, in turn, will cause a further increase in the mass of the structure. The “weight spiral” will continue to twist until all the elements of the aircraft increase in mass, and their ratio becomes equal to the original (before the installation of additional equipment). In this case, the flight characteristics will remain at the same level, but everything will rest on the power of the power plant ...

Hence the fierce desire of the Yankees to create heavy-duty motors.

The fighter-bomber (long-range escort fighter) Republic P-47 Thunderbolt had a take-off weight twice that of the Soviet Yak, and its combat load exceeded the load of two Il-2 attack aircraft. In terms of equipping the cockpit, the Thunderbolt could give odds to any fighter of its time: an autopilot, a multi-channel radio station, an oxygen system, a urinal ... 3,400 rounds were enough for a 40-second burst of six 50-caliber Brownings. With all this, the clumsy-looking Thunderbolt was one of the fastest fighters of the Second World War. His achievement is 697 km/h!

The appearance of the Thunderbolt was not so much the merit of the aircraft designer Alexander Kartvelishvili, but the super-powerful double star Double Wasp. In addition, the production culture played a role - due to the competent design and high build quality, the drag coefficient (Cx) of the thick-headed Thunderbolt was less than that of the sharp-nosed German Messerschmitt!

Japan

Samurai won the war exclusively on air-cooled engines. This has nothing to do with the requirements of the Bushido code, but is just an indicator of the backwardness of the Japanese military-industrial complex. The Japanese entered the war on a very successful Mitsubishi A6M Zero fighter with a 14-cylinder Nakajima Sakae engine (1130 hp at altitude). With the same fighter and engine, Japan ended the war, hopelessly losing air supremacy by the beginning of 1943.

It is curious that, thanks to the air-cooled engine, the Japanese “Zero” did not have as low survivability as is commonly believed. Unlike the same German Messerschmitt, the Japanese fighter could not be put out of action by a single stray bullet hitting the engine.

The German fighter Messerschmitt Bf 109 was created around the same time
like the Spitfire. Like the English aircraft, the Bf 109 became one of the most successful examples of a combat vehicle during the war and went through a long evolutionary path: it was equipped with more and more powerful engines, improved aerodynamics, operational and flight characteristics. In terms of aerodynamics, the last major change was made in 1941 with the introduction of the Bf 109F. Further improvement of flight data was mainly due to the installation of new motors. Externally, the latest modifications of this fighter - Bf 109G-10 and K-4 differed little from the much earlier Bf 109F, although they had a number of aerodynamic improvements.


This aircraft was the best representative of the light and maneuverable combat vehicle of the Nazi Luftwaffe. Throughout almost the entire second world war, the Messerschmitt Bf 109 fighters were among the best examples of aircraft in their class, and only towards the end of the war did they begin to lose their positions. It turned out to be impossible to combine the qualities inherent in the best Western fighters, designed for a relatively high combat altitude, with the qualities inherent in the best Soviet "medium-altitude" fighters.

Like their British counterparts, the designers of the Bf 109 tried to combine a high top speed with good maneuverability and takeoff and landing qualities. But they solved this problem in a completely different way: unlike the Spitfire, the Bf 109 had a large specific load on the wing, which made it possible to obtain high speed, and to improve maneuverability, not only well-known slats were used, but also flaps, which at the right time battles could be deflected by the pilot at a small angle. The use of controlled flaps was a new and original solution. To improve takeoff and landing characteristics, in addition to automatic slats and controlled flaps, hovering ailerons were used, which worked as additional sections flaps; a controlled stabilizer was also used. In a word, the Bf 109 had a unique direct control system. lifting force, largely characteristic of modern aircraft with their inherent automation. However, in practice, many of the designers' decisions did not take root. Due to the complexity, it was necessary to abandon the controlled stabilizer, hanging ailerons, and the flap release system in battle. As a result, in terms of its maneuverability, the Bf 109 did not differ much from other fighters, both Soviet and American, although it was inferior to the best domestic aircraft. Takeoff and landing characteristics were similar.

The experience of aircraft construction shows that the gradual improvement of a combat aircraft is almost always accompanied by an increase in its weight. This is due to the installation of more powerful, and therefore heavier engines, an increase in the supply of fuel, an increase in the power of weapons, the necessary structural reinforcements and other related measures. In the end, there comes a time when the reserves of this design are exhausted. One of the limitations is the specific load on the wing. This, of course, is not the only parameter, but one of the most important and common to all aircraft. So, as the Spitfire fighters were modified from version 1A to XIV and Bf 109 from B-2 to G-10 and K-4, their specific wing load increased by about a third! Already in the Bf 109G-2 (1942) it was 185 kg/m2, while the Spitfire IX, which was also released in 1942, had about 150 kg/m2. For the Bf 109G-2, this wing loading was close to the limit. With its further growth, the aerobatic, maneuvering and takeoff and landing characteristics of the aircraft deteriorated sharply, despite the very effective mechanization of the wing (slats and flaps).

Since 1942, German designers have been improving their best air combat fighter under very strict weight restrictions, which greatly narrowed the possibilities for qualitative improvement of the aircraft. And the creators of the Spitfire still had sufficient reserves and continued to increase the power of the installed engines and strengthen the weapons, not particularly considering the increase in weight.

The quality of their mass production has a great influence on the aerodynamic properties of aircraft. Careless manufacturing can negate all the efforts of designers and scientists. This doesn't happen very often. Judging by the captured documents, in Germany, conducting a comparative study of the aerodynamics of German, American and English fighters, came to the conclusion that the Bf 109G had the worst quality of production execution, and, in particular, for this reason, its aerodynamics turned out to be the worst, which with a high probability can be extended to the Bf 109K-4.

From the foregoing, it can be seen that in terms of the technical concept of creation and the aerodynamic features of the layout, each of the compared aircraft is quite original. But they also have many common features: well-streamlined shapes, careful engine cowling, well-developed local aerodynamics and aerodynamics of cooling devices.

As for the design, Soviet fighters were much simpler and cheaper to manufacture than British, German and, especially, American aircraft. Scarce materials were used in them in very limited quantities. Thanks to this, the USSR managed to ensure a high rate of aircraft production in the face of the most severe material restrictions and a lack of skilled labor. I must say that our country was in the very plight. From 1941 to 1944 inclusive, a significant part of the industrial zone, where many metallurgical enterprises were located, was occupied by the Nazis. Some factories managed to be evacuated inland and set up production in new places. But a significant part of the production potential was still irretrievably lost. In addition, a large number of skilled workers and specialists went to the front. At the machines they were replaced by women and children who could not work at the appropriate level. Nevertheless, the aircraft industry of the USSR, although not immediately, was able to meet the needs of the front in aircraft.

Unlike all-metal Western fighters, wood was widely used in Soviet aircraft. However, in many power elements, which actually determined the weight of the structure, metal was used. That is why, in terms of weight perfection, the Yak-3 and La-7 practically did not differ from foreign fighters.

In terms of technological sophistication, ease of access to individual units and ease of maintenance in general, the Bf 109 and Mustang looked somewhat preferable. However, Spitfires and Soviet fighters were also well adapted to the conditions of combat operation. But in terms of such very important characteristics as the quality of equipment and the level of automation, the Yak-3 and La-7 were inferior to Western fighters, the best of which in terms of automation were german planes(not only Bf 109, but others).

The most important indicator of high flight performance of the aircraft and its overall combat capability is the power plant. It is in the aircraft engine industry that the latest achievements in technology, materials, control and automation systems are first of all embodied. Engine building is one of the most science-intensive branches of the aircraft industry. Compared to an aircraft, the process of creating and fine-tuning new engines takes much more time and requires a lot of effort.

During the Second World War, England occupied a leading position in aircraft engine building. It was Rolls-Royce engines that were equipped with Spitfires and best options"Mustangs" (P-51B, C and D). It can be said without exaggeration that just the installation of the English Merlin engine, which was produced in the USA under license by Packard, made it possible to realize the great capabilities of the Mustang and brought it into the category of elite fighters. Prior to this, the R-51, although original, was a rather mediocre aircraft in terms of combat capabilities.

The peculiarity of English engines, which largely determined their excellent performance, was the use of high-grade gasoline, the conditional octane number of which reached 100-150. This made it possible to apply a large degree of air pressure (more precisely, the working mixture) into the cylinders and thereby obtain high power. The USSR and Germany could not meet the needs of aviation in such high-quality and expensive fuel. Typically, gasoline with an octane rating of 87-100 was used.

A characteristic feature that united all the engines that were on the compared fighters was the use of two-speed drive centrifugal superchargers (PTsN), providing the required altitude. But the difference between Rolls-Royce engines was that their superchargers had not one, as usual, but two successive compression stages, and even with intermediate cooling of the working mixture in a special radiator. Despite the complexity of such systems, their use turned out to be fully justified for high-altitude motors, since it significantly reduced the power losses spent by the motor for pumping. This was a very important factor.

The original was the DB-605 motor injection system, driven through a turbo coupling, which, with automatic control, smoothly adjusted the gear ratio from the motor to the blower impeller. In contrast to the two-speed drive superchargers that were on Soviet and British engines, the turbo coupling made it possible to reduce the power drop that occurred between the injection speeds.

An important advantage of German engines (DB-605 and others) was the use of direct fuel injection into the cylinders. Compared to a conventional carburetor system, this increased the reliability and efficiency of the power plant. Of the other engines, only the Soviet ASh-82FN, which was on the La-7, had a similar direct injection system.

A significant factor in improving the flight performance of the Mustang and Spitfire was that their motors had relatively short-term modes of operation at high power. In combat, the pilots of these fighters could for some time use, in addition to long-term, that is, nominal, either combat (5-15 minutes), or in emergency cases, emergency (1-5 minutes) modes. The combat, or, as it was also called, the military regime became the main one for the operation of the engine in air combat. The engines of Soviet fighters did not have high power modes at altitude, which limited the possibility of further improving their flight characteristics.

Most variants of the Mustangs and Spitfires were designed for high combat altitude, which is typical for aviation operations in the West. Therefore, their motors had sufficient altitude. German motor builders were forced to solve a complex technical problem. With the relatively high design height of the engine required for air combat in the West, it was important to provide the necessary power at low and medium altitudes required for combat operations in the East. As is known, a simple increase in altitude usually leads to increasing power losses at low altitudes. Therefore, the designers showed a lot of ingenuity and applied a number of extraordinary technical solutions. In terms of its altitude, the DB-605 engine occupied, as it were, an intermediate position between English and Soviet engines. To increase power at altitudes below the calculated one, an injection of a water-alcohol mixture was used (MW-50 system), which made it possible, despite the relatively low octane number of fuel, to significantly increase boost, and, consequently, power without detonation. It turned out a kind of maximum mode, which, like the emergency one, could usually be used for up to three minutes.

At altitudes above the calculated one, nitrous oxide injection (GM-1 system) could be used, which, being a powerful oxidizing agent, seemed to compensate for the lack of oxygen in a rarefied atmosphere and made it possible for some time to increase the altitude of the motor and bring its characteristics closer to the data of Rolls-motors. Royce. True, these systems increased the weight of the aircraft (by 60-120 kg), significantly complicated the power plant and its operation. For these reasons, they were used separately and were not used on all Bf 109G and K.

A fighter's armament has a significant impact on the combat capability of a fighter. In terms of the composition and location of weapons, the aircraft in question differed very much. If the Soviet Yak-3 and La-7 and the German Bf 109G and K had a central location of weapons (cannons and machine guns in the forward fuselage), then the Spitfires and Mustangs had them located in the wing outside the area swept by the propeller. In addition, the Mustang had only heavy machine gun armament, while other fighters also had guns, and the La-7 and Bf 109K-4 had only gun armament. In the Western theater of operations, the P-51D was intended primarily to fight enemy fighters. For this purpose, the power of his six machine guns was quite sufficient. Unlike the Mustang, the British Spitfires and the Soviet Yak-3s and La-7s fought against aircraft of any purpose, including bombers, which naturally required more powerful weapons.

Comparing the wing and central installation of weapons, it is difficult to answer which of these schemes was the most effective. But still, Soviet front-line pilots and aviation specialists, like the German ones, preferred the central one, which ensured the greatest accuracy of fire. Such an arrangement turns out to be more advantageous when an attack by an enemy aircraft is carried out from extremely short distances. Namely, this is how Soviet and German pilots usually tried to act on the Eastern Front. In the West, air battles were fought mainly at high altitude, where the maneuverability of fighters deteriorated significantly. Get close to the enemy close quarters it became much more difficult, and with bombers it was also very dangerous, since it was difficult for a fighter to evade the fire of aerial gunners due to sluggish maneuver. For this reason, they opened fire from a long distance and the wing installation of weapons, designed for a given range of destruction, turned out to be quite comparable with the central one. In addition, the rate of fire of weapons with a wing scheme was higher than that of weapons synchronized for firing through a propeller (guns on the La-7, machine guns on the Yak-3 and Bf 109G), the armament turned out to be near the center of gravity and the consumption of ammunition practically did not affect it. position. But one drawback was still organically inherent in the wing scheme - this is an increased moment of inertia relative to the longitudinal axis of the aircraft, which worsened the fighter's roll response to the pilot's actions.

Among the many criteria that determined the combat capability of an aircraft, the combination of its flight data was the most important for a fighter. Of course, they are not important on their own, but in combination with a number of other quantitative and qualitative indicators, such as, for example, stability, aerobatic properties, ease of operation, visibility, etc. For some classes of aircraft, training, for example, these indicators are of paramount importance. But for combat vehicles of the past war, flight characteristics and armament, which are the main technical components of the combat effectiveness of fighters and bombers, are decisive. Therefore, the designers sought, first of all, to achieve priority in flight data, or rather, in those that played a paramount role.

It is worth clarifying that the words "flight data" mean whole complex key indicators, the main ones for fighters were maximum speed, rate of climb, range or time of sortie, maneuverability, the ability to quickly pick up speed, and sometimes a practical ceiling. Experience has shown that the technical excellence of fighters cannot be reduced to any one criterion, which would be expressed by a number, a formula, or even an algorithm designed for implementation on a computer. The question of comparing fighters, as well as the search for the optimal combination of basic flight characteristics, is still one of the most difficult. How, for example, to determine in advance what was more important - superiority in maneuverability and practical ceiling, or some advantage in maximum speed? As a rule, priority in one is obtained at the expense of the other. Where is the "golden mean" that gives the best fighting qualities? Obviously, much depends on the tactics and nature of air warfare as a whole.

It is known that the maximum speed and rate of climb significantly depend on the mode of operation of the motor. One thing is a long or nominal mode, and quite another is an emergency afterburner. This is clearly seen from the comparison maximum speeds the best fighters of the final period of the war. The presence of high power modes significantly improves flight performance, but only for a short time, otherwise damage to the motor may occur. For this reason, a very short-term emergency operation of the engine, which gave the greatest power, was not considered at that time the main one for the operation of the power plant in air combat. It was intended for use only in the most urgent, deadly situations for the pilot. This position is well confirmed by the analysis of the flight data of one of the last German piston fighters - the Messerschmitt Bf 109K-4.

The main characteristics of the Bf 109K-4 are given in a rather extensive report prepared at the end of 1944 for the German Chancellor. The report covered the state and prospects of the German aircraft industry and was prepared with the participation of the German aviation research center DVL and leading aviation firms such as Messerschmitt, Arado, Junkers. In this document, which there is every reason to consider quite serious, when analyzing the capabilities of the Bf 109K-4, all its data correspond only to the continuous operation of the power plant, and the characteristics at maximum power are not considered or even mentioned. And this is not surprising. Due to thermal overloads of the engine, the pilot of this fighter, when climbing with maximum takeoff weight, could not even use the nominal mode for a long time and was forced to reduce speed and, accordingly, power after 5.2 minutes after takeoff. When taking off with less weight, the situation did not improve much. Therefore, it is simply not necessary to talk about any real increase in the rate of climb due to the use of an emergency mode, including the injection of a water-alcohol mixture (MW-50 system).

On the above graph of the vertical rate of climb (in fact, this is the rate of climb characteristic), it is clearly visible what increase the use of maximum power could give. However, such an increase is rather formal in nature, since it was impossible to climb in this mode. Only at certain moments of the flight could the pilot turn on the MW-50 system, i.e. extreme power boost, and even then, when the cooling systems had the necessary reserves for heat removal. Thus, although the MW-50 boost system was useful, it was not vital for the Bf 109K-4 and therefore it was not installed on all fighters of this type. Meanwhile, the Bf 109K-4 data is published in the press, corresponding precisely to the emergency regime using the MW-50, which is completely uncharacteristic of this aircraft.

The foregoing is well confirmed by the combat practice of the final stage of the war. Thus, the Western press often talks about the superiority of Mustangs and Spitfires over German fighters in the Western theater of operations. On the Eastern Front, where air battles took place at low and medium altitudes, the Yak-3 and La-7 were out of competition, which was repeatedly noted by the pilots of the Soviet Air Force. But the opinion of the German combat pilot V. Wolfrum:

The best fighters I have seen in combat have been the North American Mustang P-51 and the Russian Yak-9U. Both fighters had a clear performance advantage over the Me-109, regardless of modification, including the Me-109K-4