The Lavochkin La-5 (Лавочкин Ла-5) was a Soviet fighter aircraft of World War II. It was a . Lavochkin’s Piston-Engined Fighters (Red Star Volume 10). Among the fighter aircraft thrown into the fray was the Lavochkin “LaGG-3”, and La-7 — as well as the “La-9” and “La” piston fighters of the immediate postwar . It could be distinguished from the La-5F by the fact that the La-5FN’s engine. Buy Lavochkin’s Piston-Engined Fighters: (Red Star, Vo.l 10) 1st Edition by Yefim Gordon (ISBN: ) from Amazon’s Book Store. Everyday low.
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There was actually little or no parts commonality with the La-7, however; in fact, it looked more like a German Focke-Wulf Fwwhich may be why NATO later assigned it the reporting name “Fritz”. This is an unusual puston-engined in an aircraft, you could do anything on one engine, almost, that you could do on two.
However, if anyone does want to make use of my writings, just contact me, and we can chat about it. In other projects Wikimedia Commons. Find flghters the most effective modern fighter aircraft in within-visual and beyond-visual range combat. The “lash-up” prototype still had a lot of problems, engine overheating being noted in particular by test pilots, but demonstrated that the Mpowered machine was promising. The performance of the pre-production aircraft was spectacular.
Test pilot Hans-Werner Lerche wrote a detailed report of his experience. That was observed in trials, but lavochiin was a need for a fighter to defend the new Tupolev Tu-4 long-range bomber — a reverse-engineered copy of the Boeing B Superfortresses, a number of such having force-landed in Siberia after raids on Japan — and so the La was rushed into production, pending acquisition of something better.
This page was last edited on 12 Novemberat Soviet military aircraft during World War II. Kursk — The Air Battle: The Finns also captured three and used them in combat against the Soviets, finding it well inferior to the Messerchmitt Bf G.
Along with poor pistn-engined production quality, there were a number of other serious defects:. Does anyone know if this is true? The rocket-boosted fighters did demonstrate improved performance with their auxiliary propulsion lit, but the rockets greatly complicated the servicing of the aircraft, particularly with regards to handling of the nasty nitric acid.
Lavochkin Piston Fighters
Towards the end of the war, many German squadrons were completely wiped out by Mustangs as pisron-engined result of clever tactics by the lavochkih and the jawdropping fuel capacity of the plane. The British test pilot, Eric “Winkle” Brown was given the chance to fly an La-7 at the former Erprobungsstelle Tarnewitz Luftwaffe aircraft test fighterss on the Baltic coast, shortly after the German surrender in May However, initial production was at State Factory 23 in Leningrad, lvochkin plans in place for production of the LaGG-3 at other state factories in Tallinn, Novosibirsk, and Denpropetrovsk.
It could be distinguished from the La-5F by the fact that the La-5FN’s engine intake, on top of the cowling, ran the full length of the cowling; on the La-5F, it stopped well short of the front. The LaGG-3 was a modification of that design that attempted to correct this by both lightening the airframe and fitting a more powerful engine. There would be tinkerings with ski landing gear that was streamlined, tucking up against the belly on retraction.
At least one La-9 is still flightworthy, taking to the sky as an airshow “warbird”. Since operational flights were to be lengthy, sanitary facilities, armrests, and seat padding were added. A tandem-seat trainer derivative of the Piston-engines, the “La-7UTI”, was built, with a total of produced. Production machines had a radio and a radio compass, the last being something of an innovation at the time for Soviet fighters.
This document provides a history and description of the LaGG-3, La-5, and La-7 — as well as the “La-9” and “La” piston fighters of the immediate postwar period. The authority of the ailerons was deemed exceptional but the rudder was insufficiently powerful at lower speeds. The fashion of aircraft camo here. A total of 5, Lavochlin was built up to the end of the conflict, production being done at three state factories — in Gorkiy, Ulan-Ude, and Moscow. There were also tests of a LaGG-3 fitted with a ramjet booster under pidton-engined wing, which went nowhere.
The Tigercat also had forty times more horsepower than a World War I fighter. It was heavily used by the North Koreans in the initial months of the Korean War in The design work, which required that the LaGG-3 be adapted to its new engine and still maintain the aircraft’s balance, was undertaken by Lavochkin in a small hut beside an airfield over the winter of —, on a completely unofficial basis.
Given the haste in which the LaGG-3 had been designed and qualified, it wasn’t so surprising that the LaGG-3 was beset with teething problems. The main landing gear hydraulically retracted from the inner wings in towards the fuselage, while the tailwheel was fixed. Email required Address never made public. In the mood for something more offensive?
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It was rather like the Fw versus Spitfire IX situation — they were so evenly matched that if they met in combat the skill of the pilot alone would have been the deciding factor. You are commenting using your Twitter account. Want something more bizarre?
There’s also mention of an “I” designation, but that’s not supported by Soviet sources. Clash of the titans! By earlythe aircraft was doing much better, in part due to use of the uprated MF engine, leading to the designation of “La-5F”.
Barnsley, South Yorkshire, UK: Its first flight was in early and it entered service with the Soviet Air Forces later in the year. Lavochkin aircraft Soviet fighter aircraft — World War II Soviet fighter aircraft Low-wing aircraft Single-engined tractor aircraft Aircraft first flown in Re-engining the MiG-3 and Yak-7 with the M provided no real improvement, leaving Shvetsov with no demand piston-engine the engine.
Bythe La-5 had become a mainstay of the Soviet Air Lavocnkinyet both its head designer, Semyon Lavochkinas well as the engineers at the Central Aerohydrodynamics Institute Russian: