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They are so small I suspect that they were not tactically useful in normal situations. Perhaps their purpose was recovery from a dive or avoidance of Mach Tuck.
"Although it was the first by a considerable margin, the Me 262 was not the best jet of its era. Britain's Gloster Meteor, which used more reliable centrifugal-flow turbojet engines, joined the Royal Air Force in 1944. The first practical U.S. jet fighter, the P-80 Shooting Star, reached Europe by May 1945, but saw no combat in World War II...'
By the time the Korean war started, all the first generation combat jets (F-80, Meteor,
Vampire) matured significantly. These jets in their early forms were just as (if not more in some cases) unreliable as the early Me 262. Comparing the Meteor of the Korean War to the Me 262 of WW2 is like comparing apples to tomatoes.
Could air brakes be used to cause an attacking a/c to overshoot the a/c being attacked?
In WW2?Sometimes, but your enemy sees airbrakes deploying. Reverse thrust or even thrust vectoring in flight is rather faster.
The MiG-15 had the same ability, however, it's the pilot that makes or breaks an encounter....One advantage that the Meteor possessed over the MiG-15 was its ability to decelerate rapidly, thanks to extremely effective airbrakes...
The JUMO had mild steel flame tubes!! The pilot had to keep a constant check to make sure that the exhaust temperature was kept below 650C...
(All while concentrating on everything else he had to do in the dogfight...)
Quote from The Gloster Meteor :
The Meteor I was an all-metal aircraft of conventional construction, with low-mounted straight wings with two spars, turbojets mid-mounted in the wings, and a high-mounted tailplane to keep it out of the way of the jet exhaust. It had "fence"-style air brakes above and below the wings inboard of the engines to keep the aircraft controllable in a high-speed dive.
The point is that the Me 262 didn't have air brakes...
Quote from Harkins, Hugh . RAF Meteor Jet Fighters in World War II, An Operational Log; Centurion.
Although they never met in combat, it is inevitable that the Meteor III is compared to its wartime rival, the Me. 262. The Meteor III had a higher profile drag compared with that of the Me. 262. This was principally caused by the Meteors higher wing drag, in turn caused by the Meteors lower wing loading, which corresponded to lower maximum speeds compared to the Me. 262. After a series of trials with the Me. 262 at RAE Farnborough in 1945, it was determined that with engines of equal thrust the Meteor III would be 20 mph slower than the Me. 262. On the plus side for the Meteor III, the lower wing loading gave it better take off performance, including a shorter take off run, and better manoeuvrability compared with the Me. 262.
Sorry. I didn't think it necessary to explain that there is a lag between throttle opening and acceleration of the rotating components... So air lags fuel, and so air-fuel ratio is likely to be low for a time, with high temperatures resulting. The ME 262 pilots manual explains all this, and warns that the throttle must be opened very slowly...If you really knew anything about jet engines you would know that you control ETG by throttle position unless you have fuel control issues. The most critical time to monitor EGT is during the start and at operations at 100%, that's why all turbine engines are limited on how long you could fly at 100%. All early turbine engines were unreliable regardless of nationality. Do some homework and then come back to play.
As with all early turbine of the period and even later . EGT issues weren't an issue unless you were flying at 100% for extended periods of time or you slam forward the throttle. When I was in college we had a J-34 on a test cell and was able to easily flame it out or over temp it by rapid throttle movements.Sorry. I didn't think it necessary to explain that there is a lag between throttle opening and acceleration of the rotating components... So air lags fuel, and so air-fuel ratio is likely to be low for a time, with high temperatures resulting. The ME 262 pilots manual explains all this, and warns that the throttle must be opened very slowly...
...Hale became aware of two more MiGs diving out of the sun. One advantage that the Meteor possessed over the MiG-15 was its ability to decelerate rapidly, thanks to extremely effective airbrakes, and Hale was able to cause the MiG to overshoot. Kicking on left rudder, he fired a short burst and saw strikes just behind the cockpit, which produced a plume of black smoke. The MiG then fell away and went straight down. He was not able to follow as he was attacked by two more and forced to turn into them...
Caygill, Peter. Meteor from the Cockpit: Britain's First Jet Fighter. Casemate Publishers.
Because those types of comparisons guarantee superior outcome!Why do people insist on comparing later model aircraft with earlier model aircraft of a different type?
Length of service is often quoted as a factor in comparisons. On that basis it has to be the Meteor as there are 2 still in service having replaced the Boulton Paul Defiant.
This is rubbish - The F.1 was first flown about the same time the first Me 262s were being fielded. 606 Squadron was the first operational Meteor squadron and they began operations in July 1944. At the same time the 262 was beginning actual combat operations claiming its first kill in July 1944. By August 1944, the 262 claimed 19 aircraft. A true WW2 comparison of the Meteor to the Me 262 would be comparing the 262 A-1a to the Meteor F.1 and in that scenario the Me 262 was clearly superior.