Chapter 282: Chapter 360 Aerial Combat (2)
Piston-engine fighter aircraft engines are divided into two main types: air-cooled radial engines and liquid-cooled inline (including V-type) engines. Although theoretically possible, the combination of air-cooled inline engines and liquid-cooled radial engines is unheard of in mainstream fighter aircraft engines.
Each of these two factions has its own advantages. For example, liquid cooling provides significantly better cooling efficiency compared to air cooling, a principle that can also be observed in modern computer cases, where liquid-cooled cases outperform air-cooled ones.
Germany's Bf 109 pioneered the use of liquid-cooled V12 engines on mainstream fighter aircraft. When the Fw 190 was under development, it was also intended to use a liquid-cooled V12 engine, but due to wartime constraints, this plan was not realized, and the BMW 801 air-cooled radial engine was ultimately used. However, the plan to switch to a liquid-cooled V12 engine never disappeared, leading to the much-discussed ultimate Fw 190: the Ta 152.
Among the main fighter aircraft of the United States Army Air Forces during World War II, only the P-47 had an air-cooled radial engine. However, after the P-51 entered service in large numbers, the P-47 was relegated to secondary roles in air combat, primarily serving as a fighter-bomber for ground attack and bombing.
The P-38, which shot down three of the Fifty-Six, served throughout World War II and was equipped with a liquid-cooled V12 engine. When the Americans considered the P-51 to be their best fighter, they specially imported the Rolls-Royce Merlin engine from Britain for production under license because the United States did not have a suitable liquid-cooled V12 engine. This engine was hailed as the best piston-engine fighter aircraft engine in history.
As for the advantages and disadvantages of these two types of engines, the advantage of air-cooled engines lies in their simpler, stronger, more durable, and more resilient structure. Liquid-cooled engines are more complex and precise, with a higher probability of component failure.
Air-cooled cylinders are generally dispersed and aligned in parallel, so if one cylinder is hit, the operation of the other cylinders is not affected, and the aircraft can continue to operate with damage, requiring only the replacement of the damaged cylinder during maintenance. In contrast, once a liquid-cooled engine is hit, coolant will leak, gradually reducing cooling efficiency, making it unable to continue operating with damage.
As for why the Americans chose the P-51, which had poorer survivability, over the P-47, which had better survivability, in air combat, the reason was that the Americans believed that if enemy fighters had the ability to target the radiator, why not save themselves trouble and directly target the cockpit?
In their view, survivability was not the primary criterion for fighter aircraft design; rather, it was how to strike the enemy and avoid being struck by the enemy. The priorities here cannot be reversed.
Wilhelm also planned to follow the American approach and quickly produce liquid-cooled versions of the Fw 190D and the ultimate version: the Ta 152.
At this time, Rall was piloting an Fw 190A-3.
Günther Rall, born on March 10, 1918, in Görlitz, Germany, was a German lieutenant general and pilot. During World War II, he served as the commander of the 3rd Squadron of the 52nd Wing and the 2nd Squadron of the 11th Wing of the German Air Force. After the war, he held positions such as Director of the West German Air Force and NATO military attaché.
On August 29, 1943, he became the third German airman to surpass 200 enemy aircraft shot down. On November 28, 1943, he became the second pilot in the entire German military to break the record of 250 enemy aircraft shot down after Erich Hartmann. Günther Rall was the third-ranked ace in Germany, with a total of 275 aircraft shot down, including 4 on the Western Front and 271 on the Eastern Front (including 15 Il-2s).
However, at this time, Günther Rall was not yet the renowned fighter ace who struck fear into the hearts of his enemies in later years. He was still a "rookie" with no combat record, and in the recent melee, he had lost his wingman, leaving him fighting alone.
"Do I need to find someone else to team up with?" Günther looked around anxiously, beads of sweat forming on his forehead.
Just as he was feeling lost and uncertain, he suddenly saw a friendly aircraft ahead, without a wingman, being chased by two Spitfire fighters towards the sea.
Instinctively, Günther pushed forward on his control stick, sending his aircraft into a steep dive. He keenly felt the inertia pressing his back tightly against the seatback.
As the distance between the two sides gradually closed, the profile of the Spitfire in his sights grew larger and larger—there were no convenient rangefinding tools in this era of aerial combat. Estimating the distance between the two aircraft relied on pilot experience and using the "rings" on the gun sights. Each pilot had to memorize how many meters each ring corresponded to when the enemy's silhouette "filled" the first or second ring.
He saw that the escape route of the aircraft being chased ahead was chaotic and tense. The tracers from the Spitfire fighters were getting closer and closer to the fleeing aircraft.
If he didn't open fire soon, that aircraft would likely be shot down.
"God help us!" Günther muttered quietly, then firmly squeezed the trigger.
The 20mm cannons roared, spewing out deadly shells.
It is well known that during the mid-phase of World War II, the most outstanding aircraft cannon of Germany was the MG 151/20. As a standard equipment on many fighter planes, it secured numerous victories for the German Air Force in aerial battles.
When the German MG 151/20 aircraft cannon began to see action, the British were still grappling with their unreliable Hispano machine guns. There were even embarrassing incidents where the guns on the Spitfire Mk II models jammed after firing only a few rounds.
Later, after testing captured MG 151/20 aircraft cannons, John Bull (Great Britain) seriously considered whether to simply copy them. However, it was found that while the German design worked quite well, it demanded very high precision in manufacturing. Attempting to replicate it raised concerns about production speed and cost-effectiveness. Consequently, this idea was abandoned, and efforts continued with the Hispano cannons, resulting in the reliable Mk V model, which turned out to be a success.
The Germans seemed to recognize that they couldn't achieve numerical superiority and therefore focused on achieving superiority in quality. They pushed themselves to refine their technology to such an extent that even established and technologically advanced nations began to feel intimidated.
Wilhelm decisively scrapped this overly sophisticated approach that fundamentally didn't suit the national situation. Instead, he opted for the more balanced Soviet ShVAK 20mm aircraft cannon, after some improvements to the ammunition, and equipped it on the fighter planes.
The bullets fired from the cannon pierced the fuselage of the Spitfire fighter, tearing apart its wings, and the cockpit was instantly stained red by the gushing blood of the enemy.
"Boom!" The explosion startled the Spitfire pilot, who promptly executed a roll to evade Günther's pursuit.
The surviving pilot of the other aircraft raised his thumb to Günther in gratitude. Flying alongside him, Günther gestured to him, indicating his communication channel.
Soon, the voice of the other pilot came through the headphones. "Thanks a lot. My name is Heinrich Eichler."
"I'm Günther Rall. What about your wingman?"
"I was the wingman, my leader was shot down. I see you don't have a wingman either. I'll be your wingman."
"Uh... Alright, let's climb first!"
CREATORS' THOUGHTS 
Batorian
Batorian -- V Engines --
V Engines, one of the most common types of engine, have their cylinders configured in a V shape, and always have an even number of cylinders – the same amount on both sides of the V. These engines usually are at a 90-degree angle and are typically found in 6, 8, 10, or 12 cylinders.
Pros: The V configuration shortens the length of the crankshaft and can save space, has a low profile (for a car with a low hood), and produces more torque at lower RPM than other models.
Cons: V engines can be more expensive because they have more parts than inline engines. They are also taller than a flat engine.Cons: V engines can be more expensive because they have more parts than inline engines. They are also taller than a flat engine.
-- Inline Engines --
Inline (or “straight”) engines have all their cylinders lined up in a row, which means they tend to be longer than the V configuration. For this reason, inline engines are usually found in 3, 4, 5, and 6-cylinder variations, as 8 cylinders in a row would be too long to fit in most engine bays. BMW is famous for its high-performance “straight sixes” (inline 6-cylinder engines). Four-cylinder inline engines have been extremely common in recent years due to their affordability, fuel economy, and reduced emissions.
Pros: Inline engines tend to be smoother than V engines and are less complex with fewer parts.
Cons: Longer and taller than V engines, inline engines can be harder to mount, and can also have balance/vibrational issues.Cons: Longer and taller than V engines, inline engines can be harder to mount, and can also have balance/vibrational issues.
-- Source --
https://www.jtech.org/the-difference-between-v-engines-inline-engines-and-flat-engines/
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