Transmigrated as the Crown Prince

In later generations, on a certain peninsula battlefield, the first large-scale jet battle broke out in human history. The protagonists were the Soviet MiG-15 and the American F-86 Sabre.

Both fighters are first-generation jet fighters, each with its own merits in performance.

One of the strengths of the MiG-15 is that the usable ceiling is higher than that of the Saber. When the Saber is flying at an altitude of 12,000 meters, their opponents are circling at an altitude of 15,000 meters. The "Saber" has nothing to do about it. Whether or not it can only be decided by the MiG-15. The MiG-15 can choose the time and place to fight, and when the situation is not good, it can use the speed advantage of high altitude to escape.

The "Saber" is heavier than the MiG-15 and has a higher dive speed. Both aircraft can enter supersonic speeds during dive, but the "Saber" is more stable than the MiG-15 in the transonic speed range. The "Saber" can escape the tail-biting MiG-15. A good way for the MiG-15 is to dive at full power and bring the MiG-15 into a low altitude that is beneficial to the Saber. When exceeding Mach 86, the MiG-15's nose will become unstable, making aiming and shooting difficult. Extremely difficult.

The MiG-15 experienced buffeting at Mach 91 and a head-up phenomenon at Mach 93. The high-speed stability problem of the MiG-15 was so serious that it rarely entered the transonic speed range in air combat.

The MiG-15 has a very low roll rate and poor lateral stability at high altitudes and high speeds. Its most fatal weakness is that it may enter an uncontrollable spiral, which is especially fatal for novices. Many of the "Saber's" achievements during the war were achieved by forcing the MiG-15 into an irreversible spiral.

In contrast, the "Saber" has very good spin characteristics, and most pilots can recover smoothly. When the "Saber" enters the spin, it can be recovered with simple movements.

The total number of F-86 losses announced by the U.S. Air Force at the end of the Korean War was around 220, of which only 78 were shot down in air combat. Other losses included anti-aircraft fire, accidents, mechanical failures, crashes during missions, etc. The number of MiG aircraft shot down was 792, and the air combat exchange ratio was calculated to be 10:1.

Later, in the 1970s, a re-investigation and evaluation was conducted, and the number of shot downs was adjusted upwards, while the number of MiGs shot down was adjusted downwards, resulting in 103 MiGs shot down and 379 MiGs shot down in air combat. This later figure should be closer to the truth, but due to political considerations, this report was later released but not widely known, and the official US Air Force figure has never been officially changed.

The so-called kill numbers represent the numbers for which pilots can have sufficient evidence to prove that they shot down enemy aircraft. Since all coalition aircraft were on missions over North Korea, the wreckage of the downed enemy aircraft could not be verified. The results could only be determined by pilot reports, witnesses of other teammates, and camera guns. If a pilot reports shooting down an enemy aircraft but does not have sufficient evidence, it will be included in the possible shooting down, but will not be included in the calculation of results or military merits. Of course, another category is damage.

However, no matter which category it is, pilots usually overestimate the number of kills. Enemy aircraft that are included in the list may be shot down, damaged, or even show no signs of injury. They may crash due to injuries on the way back to the base. In this case, it is naturally impossible record merits. This is also the origin of the number of 379 MiG aircraft shot down above. It is the result after excluding insufficient evidence. Naturally, it may be lower than the actual number of enemy losses, because the number of shot downs, injuries, etc. may actually be real shot downs.

Yannick was somewhat hesitant about which fighter to use as the main model of the Luftwaffe's future fighter aircraft.

Based on the experience of World War II, the Soviets were good at volleys and short-distance air combat, high altitude, high speed and high climb rate, and hit-and-run with vertical maneuvers. Like the German Air Force BF-109 in World War II, its shortcomings were short legs and poor combat ability. Later generations The MiG-29 even earned the embarrassing nickname of "Airport Defender".

The Americans, on the other hand, focus on greater range and maneuverability. Although the vertical maneuverability is slightly worse, they have gained more advantageous dogfighting performance; after all, in order to cover their bombers, long range is necessary.

Although Yanik prefers long-range performance, the German pilots' style of attack is to dive at high altitudes and high speeds, and then run away after the attack. With the performance of Soviet fighter aircraft, the MiG-15 may be used in actual combat. Performance could be better.

After struggling for a long time, Yannick simply decided to develop and produce two fighter jets at the same time. Let the pilots choose which one is better.

The group of people came to the tarmac. Although they had not seen the F-86 Saber with their own eyes in the original time and space, there was a MiG-15 in the park near his home. Now seeing this familiar machine, I can't help but feel a little dazed, as if time and space have overlapped.

Yannick asked, feeling sad in his heart. "Are these fighter jets equipped with ejection seats?"

It was not easy for pilots during World War II to abandon their planes and parachute. If they wanted to survive safely, they had to meet the following conditions.

The first is that the aircraft did not completely lose control; most of the aircraft that lost control fell downwards. They were spiral and fast, and the centrifugal force would press the pilot to the seat and be unable to move.

The second is that the pilot was not injured and still maintained a certain amount of physical strength to push open the cockpit cover and climb out of the cockpit. The speed of fighter jets in the middle and late stages of World War II has increased to more than 600 kilometers per hour. It is very difficult for pilots to push open the cockpit cover to escape without resorting to external force, and fierce battles will also quickly consume the pilot's physical strength.

The third is that after jumping out of the plane, you will not be hit by your own plane. This is a common accident. On September 30, 1942, Marcello, the ace pilot who shot down 158 enemy planes, suffered a malfunction in his plane during a mission. He reluctantly drove the plane back to his own airspace. The engine finally stopped, and he was confused by the toxic gas in the cabin and climbed out of the cockpit to parachute. However, his body hit the tail fin and the parachute failed to open.

The fourth is that the enemy will not shoot the pilot.

There is a provision in the Geneva Conventions that states: You must not fire on a parachuting pilot who has lost the ability to resist. With the entry into force of the Geneva Convention, this has almost become a rule that military personnel from all countries must abide by. As long as the pilot jumps out of the cabin, from the moment the parachute bag opens, basically no one will attack him. Fire and shoot.

During World War II, some countries preferred to shoot parachuting pilots. One was Japan and the other was the United States.

General Doolittle, commander of the famous 8th Air Force of the U.S. Army Air Forces and a famous pilot who went to Japan, is an active advocate of shooting enemy pilots after parachuting. As a commander, he secretly He supported and encouraged his subordinates to do this - even if the opponent's plane had been shot down, do not let go of the Axis pilots under the parachute or after landing - of course, this encouragement was possible through a kind of comparison It was conveyed in a cryptic manner, but there is some debate as to whether General Doolittle actually gave the order. It is said that similar verbal instructions began to be issued to US military fighter pilots around February 1944.

An ace pilot of the 8th Air Force once said: In fact, no one has ever publicly given them clear instructions to shoot German pilots who have deployed their parachutes or landed; some are just in their ears. It is emphasized over and over again: The pilot on the German plane you shot down today will change another plane tomorrow and become your opponent again. The implication of this is obviously self-evident.

However, the reason is that some American generals and soldiers believe that with Germany's industrial base, it is not difficult to produce brand new aircraft to replace those that were lost due to being shot down in air battles. So, in order to truly and effectively attack Germany For the Air Force, killing more of its pilots is the key.

Fifth, the parachute can be opened safely, but this is a matter of luck.

If these five points can be achieved, I believe this pilot will survive. On the contrary, everyone will know it.

Therefore, unless absolutely necessary, most pilots would rather make an emergency landing than parachute. Because compared with later jet aircraft, most of the propeller aircraft of World War II were very light, and the shape of the square wings was suitable for gliding and forced landing. Even if they made an emergency landing, the survival rate was much higher than parachuting.

The ejection seat can solve the first, second, and third problems mentioned above; it can greatly improve the pilot's survival rate.

During World War II, Germany invented the ejection seat. They first used rubber bands as power, but they failed because of insufficient power. Later, they tested an ejection seat powered by compressed air and achieved success; the British were the first to develop a rocket ejection seat.

Messerschmitt, who accompanied him, said respectfully. "Yes, Your Highness, our rocket ejection seats have been successfully developed. Rocket ejection seats are installed on both fighter planes."

"Not bad." Yannick nodded with satisfaction. "Can it also be installed on other fighters?"

Messerschmitt looked troubled. "Your Highness, this rocket ejection seat is expensive and may be difficult to popularize on a large scale. However, other fighter aircraft can be equipped with compressed air ejection seats. Its cost and technology are suitable for mass production. And for propeller aircraft, compressed air ejection seats Totally capable.”

“Then let’s popularize it as soon as possible.”

Everyone came to the viewing platform and took their seats, and the MiG-15 fighter slowly arrived at the take-off area under the tow of a tractor. As the tractor left, the aircraft engine ignited, and with an ear-splitting roar, it slowly began to accelerate along the runway.