This, combined with the fact that the exhaust gas turbochargers produced in the border area, are smaller and lighter than those used during World War II in history, further reducing the weight of the aircraft. As a result, the H-1 was later finalized with an empty weight of less than 5 tons, which was lighter than some single-engine dive bombers......

It is precisely because of such a light dead weight and the high strength of structural materials that the H-1 can not only carry out horizontal bombing like the historical "Mosquito" bomber, but also safely make a large-angle dive action that the historical "Mosquito" bomber cannot complete, and carry out precise strikes on the enemy's warships, warehouses and other larger targets through dive bombing , even the J-1, one-on-one can not be sure of the odds. Of course, considering that the H-1 is almost twice as expensive as the J-1, the work of air combat can occasionally make cameos, and if it is full-time, it is still calculated......

What's even more rare is that because of the strong horsepower of the air-cooled engine and the lighter and stronger fuselage, although the weight of the H-1 is much smaller, the load capacity is stronger than that of the "Mosquito" bomber, and the first type can carry 2 tons of bombs (this is the standard configuration, if you want to challenge the record, the later model of the H-1 can even carry 8 tons of bombs can safely lift off and land, and the largest record of the "Mosquito" bomber in history is less than 5 tons, this gap is even greater. ), which is more than the largest bomb-carrying model of the Mosquito bomber (4,000 pounds), and if you take into account the fact that it can carry dive bombing. It's even more terrifying......

Even if the air-cooled engine is relatively weak in high-altitude performance, thanks to its ultra-light dead weight and super turbocharger, the H-1 has a ceiling of more than 10,000 meters (when fully loaded with ammunition fuel and attached fuel tanks) The H-1 has no loss compared with most models of bombers and even some fighters during World War II, so it can not only use high speed to penetrate at low altitude, but also bomb surface targets that cannot be reached by anti-aircraft fire from high altitudes. Both of these attacks are much less dangerous than dive bombing. The H-1 has also inherited the advantages of the ultra-long range of the "Mosquito" bomber, especially the later model, which can exceed 3,000 kilometers even without auxiliary fuel tanks......

In addition, similar to the historical "Mosquito" bombers. The body structure of the H-1 is mainly made of non-metallic materials, and the reflectivity to radar waves is much lower than that of the metal shell, so it is almost impossible to detect by radar during World War II, and it is simply a stealth bomber of this era (but due to the limited speed of piston aircraft, the visual aiming of anti-aircraft guns or aerial guns can still pose a threat to it, and it is still inferior to the stealth bombers of later generations). Naturally, this is also a huge advantage that cannot be ignored......

It is also worth mentioning that since the design was improved by two Soviet designers, the new H-1 inevitably carried the imprint of the Soviet style. This can be seen from a detail, the H-1 has unbelievably low requirements for take-off and landing conditions. Basically, as long as you find a flat piece of land with little gravel, and then roll it with a giant roller produced by the Luoyang Heavy Vehicle Factory (separated from the original Luoyang Automobile Factory), a field airfield is formed, which takes only 2-3 days. Although the life of the landing gear was greatly reduced and the pilots were increasingly hated in rainy days (Note 1), the numerous front-line airfields that had sprung up as quickly as mushrooms after a rain in the counterattack into the occupied areas greatly ensured air supremacy on the front line of combat......

The two Shijie-class aircraft designers have a very clear idea of improving the H-1 prototype, and even Hu Weidong, a layman, is clear at a glance, and why Sukhoi made drastic changes to the original design of the J-1. It wasn't until Hu Weidong gained a deeper understanding of aircraft design that he gradually figured it out. It turns out that although the historical La-5 is the same wooden structure as the "Mosquito" fighter-bomber, there is a great difference between the two, the British made the "Mosquito" fighter-bomber by adopting the same method as plywood, and bonding the wooden board with special superglue, so the size can be relatively large, while the La-5 fighter is also wooden. Nails are used to fix and connect wood components, but because wood is not as malleable and elastic as metal, it cannot be larger, and in fact, the size of the La-5 fighter is slightly smaller than the Japanese Zero, which is also known for its small and delicate in history. And this leads to the fact that it can't be equipped with too big an engine like a Zero fighter (in fact, this also shows that the engine of the Soviets at that time Jishu was stronger than that of Japan, "small engine + rough workmanship [the production hours of Soviet-style aircraft are much shorter than those of Japanese]" can still compete with the strongest P51 Mustang fighter in World War II, and the devil must have this level, and the Zero will not decline so quickly. However, the epoxy resin-reinforced paulownia wood material used in the J-1 and H-1 is equivalent to a strengthened version of the "wood + glue" process used in the "Mosquito" fighter-bomber, so there is no need to design it so small......

The most direct change after the engine is enlarged is the power increase, in just half a year, the Luoyang aircraft factory that could only build a 900 horsepower aero engine launched a new product of 1500 horsepower, and by the end of 39, the basic power (that is, not counting the impact of the supercharger and water jet) was increased to 1800 horsepower (compared with the newly developed Pratt & Whitney R-2800 double wasp air-cooled engine developed by the Americans, there is still a certain gap, but counting the advantages of the supercharger, it is not inferior, It's even slightly stronger at low and medium altitudes. If we take into account China's advantages in high-temperature alloys, the potential for upgrading and improvement is far better. And because of the simplification of the process, the cost has dropped a lot. It is worth mentioning that these advances are made under the premise that the engine size is fixed and there is no major change, Sukhoi's suggestion is of great benefit to the coordination of the aircraft, engine and supercharger design......

Note 1: Even after a light rain, the field airfield has to wait until it is dried up and rolled again, and if it rains heavily, the delay will be longer, and the aircraft must hide in the hangar (if any) during this period, and even need to be transferred for this purpose, but in general, this method of rapid construction and repair of field airfields still has more advantages than disadvantages.

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