https://en.wikipedia.org/wiki/Lavochkin_La-5
The Lavochkin La-5 (???????? ??-5) was a Soviet fighter aircraft of World War
II. It was a development and refinement of the LaGG-3, replacing the earlier
model's inline engine with the much more powerful Shvetsov ASh-82 radial engine.
It was one of the Soviet Air Force's most capable types of warplane, able to
fight German designs on an equal footing.
The La-5's heritage began even before the outbreak of war, with the LaGG-1, a
promising yet underpowered aircraft. 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. Nevertheless, this was not enough, and the lack
of power remained a significant problem.
In early 1942 the LaGG-1 and -3's designer Vladimir Gorbunov attempted to
correct this deficiency by experimentally fitting a LaGG-3 with the more
powerful Shvetsov ASh-82 radial engine. Since the LaGG-3 was powered by an
inline engine, they accomplished this by grafting on the nose section of a
Sukhoi Su-2 (which used this engine). By now, the shortcomings of the LaGG-3 had
caused Lavochkin to fall out of Joseph Stalin's favour, and factories previously
assigned to LaGG-3 construction had been turned over to building the rival
Yakovlev Yak-1 and Yak-7. 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
the fighter finally had a powerplant that allowed it to perform as well in the
air as it had been supposed to on paper. After flying, the LaG-5 (the change in
name reflecting that one of the original LaGG designers, Mikhail I. Gudkov, was
no longer with the programme), Air Force test pilots declared it superior to the
Yak-7, and intensive flight tests began in April.
Role
Fighter aircraft
Manufacturer
Lavochkin
Designer
Semyon Lavochkin
First flight
March 1942
Introduction
July 1942
Primary user
Soviet Air Force
Number built
9,920
Variants
Lavochkin La-7
Flying the La-5
In the summer of 1943, a brand-new La-5 made a forced landing on a German
airfield, providing the Luftwaffe with an opportunity to test-fly the newest
Soviet fighter. Test pilot Hans-Werner Lerche wrote a detailed report of his
experience. He particularly noted that the La-5FN excelled at altitudes below
3,000 m (9,843 ft) but suffered from short range and flight time of only 40
minutes at cruise engine power. All of the engine controls (throttle, mixture,
propeller pitch, radiator and cowl flaps, and supercharger gearbox) had separate
levers which forced the pilot to make constant adjustments during combat or risk
suboptimal performance. For example, rapid acceleration required moving no less
than six levers. In contrast, contemporary German aircraft with the BMW 801 used
these settings from a single throttle lever. Due to airflow limitations, the
engine boost system (Forsazh) could not be used above 2,000 m (6,562 ft).
Stability in all axes was generally good. The authority of the ailerons was
deemed exceptional but the rudder was insufficiently powerful at lower speeds.
At speeds in excess of 600 km/h (370 mph), the forces on control surfaces became
excessive. Horizontal turn time at 1,000 m (3,281 ft) and maximum engine power
was 25 seconds.
The La-5 was found to have a top speed and acceleration at low altitude that
were comparable to Luftwaffe fighters. The La-5FN possessed a slightly higher
roll rate than the Bf-109. However, the Bf-109 was slightly faster and had the
advantage of a higher rate of climb and better turn rate. The La-5FN had a
slightly better climb rate and smaller turn radius than the Fw 190A-8. However,
the Fw 190A-8 was faster at all altitudes and had significantly better dive
performance and a superior roll-rate. As a result, Lerche's recommendations for
Fw 190 pilots were to attempt to draw the La-5FN to higher altitudes, to escape
attacks in a dive followed by a high-speed shallow climb, and to avoid prolonged
turning engagements. Utilizing MW 50 both German fighters had superior
performance at all altitudes.
The La-5 had its defects. Perhaps the most serious was the thermal isolation of
the engine, lack of ventilation in the cockpit, and a canopy that was impossible
to open at speeds over 350 km/h. To make things worse, exhaust gas often entered
the cockpit due to poor insulation of the engine compartment. Consequently,
pilots ignored orders and frequently flew with their canopies open.
In general, Soviet pilots appreciated the La-5 as an effective fighter. "That
was an excellent fighter with two cannons and a powerful air-cooled engine",
recalled pilot Viktor M. Sinaisky. "The first La-5s from the Tbilisi factory
were slightly inferior, while the last ones from the Gorki plant, which came to
us from Ivanovo, were perfect. At first we received regular La-5s, but then we
got new ones containing the ASh-82FN engine with direct injection of fuel into
the cylinders. It was perfected and had better maneuverability, acceleration,
speed and climb rate compared to the early variants. Everyone was in love with
the La-5. It was easy to maintain, too." Nevertheless, La-5 losses were high,
the highest of all fighters in service in USSR, excepting those of the Yak-1. In
year, and 233 in 1945.
Specifications (Lavochkin La-5FN)
General characteristics
Crew: one pilot
Length: 8.67 m (28 ft 5.33 in)
Wingspan: 9.80 m (32 ft 1.75 in)
Height: 2.54 m (8 ft 4 in)
Empty weight: 2,605 kg (5,743 lb)
Loaded weight: 3,265 kg (7,198 lb)
Max. takeoff weight: 3,402 kg (7,500 lb)
Performance
Maximum speed: 648 km/h (403 mph)
Range: 765 km (475 miles)
Service ceiling: 11,000 m (36,089 ft)
Rate of climb: 16.7 m/s (3,280 ft/min)
Power/mass: 0.42 kW/kg (0.26 hp/lb)
Armament
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