"Standard 1944 of the Year" La-7

60
Following the “Doubler” of La-5FN OKB Lavochkin together with TsAGI, one more machine No. 39210206 was finalized, which became the last step to the future La-7. The aircraft was distinguished by a complete sealing of the engine hood, individual exhaust pipes, reassembled by the center section and the oil radiator, located behind the fifth fuselage frame. Tests of the car, which actually became a flying laboratory, at which new technical solutions were worked out, at the Flight Research Institute (LII) began in January of 1944, but its “life” turned out to be short. On the tenth of February she crashed. That day, on a plane piloted by LII pilot N.V. Adamovich, flames burst from under the engine hood, and the tester had to leave the burning La 5 by parachute.

In general, this plane solved its task, and on February 1 of the year, test pilot LII G.M. Shi-Yanov lifted into the air the improved La-1944 fighter "5 standard of the year." Unlike its predecessors, a VISH-1944-B105 screw was installed on it with a “fly-up” profile of the TsAGI V-4 blades rotating at a transonic speed. Instead of two SP-4 guns, three synchronous UB-20 were installed. According to the TsAGI recommendations, the oil radiator was transferred under the fuselage, and the air intake pipes for cooling the oil were transferred to the toe of the center section. We improved the fairing between the wing and the fuselage and increased the area of ​​the aerodynamic elevator compensator by three percent. They put individual pipes on all cylinders of the engine, and on its hood reduced the number of various covers and reduced the size of the side flaps. Racks of the main landing gear shortened by 20 mm. We shifted back the compressed air cylinder intended to start the engine. A radio receiver and transmitter with remote control were located in the tail of the fuselage. The power grid has become single-wire. There were other minor improvements. As a result, the weight of the empty aircraft decreased by 80 kg, and the flight weight - by 71 kg, but the centering shifted backward, reducing the stock of longitudinal stability, which especially affected during the climb.




La-5 "Standard 1944 of the Year" - a prototype of the La-7


In this form, the aircraft with 16 February 1944, passed state tests in the Air Force Institute. Engineer V.I. Alekseenko and test pilot A.G. Kubyshkin. The tests had to interrupt 20 February, when one of the connecting rods in the engine broke. The repair took more than two weeks, and March 22 because of the factory marriage on the taxiing collapsed second frame. By that time, only nine flights were made, which showed that the maximum speed at the earth increased to 597 km / h, at the first altitude limit (3250 meters) to 670 km / h, and on the second to 680 km / h. The vertical velocity at the ground was 21 m / s. The rise to 4000 meters took 3,4 minutes.

It became easier to fly the aircraft, with the exception of the steering wheel, the loads from which were noticeably felt when the engine was operating. Due to the lack of steering trimmer, the pilot had to put considerable effort to keep the fighter from turning. The temperature in the cockpit, sometimes reaching 40 degrees, brought the pilot considerable inconvenience. Due to poor ventilation, the presence of exhaust gases and the smell of burning rubber were constantly felt in the cabin. But according to its data, the plane could be considered one of the best fighters.

The findings of the state testing report noted:
“The modified La-5 aircraft standard 1944 g. At maximum speed, climb rate is at the level of the best modern fighter aircraft that are in service with the Air Force and foreign countries”.


Experts of the Scientific Research Institute of the Air Force knew what to write, because not only Soviet combat vehicles passed through their hands, but also captured German aircraft, as well as aircraft coming from the UK and the USA. The conclusion of the same report stated:
"Defined by the GFCS resolution (the documents also contain such an abbreviation of the State Defense Committee. - Note. Ed.) No. 5404 from 15 March 1944 for improved La-5 maximum speed 685 km / h at 6000 meters height and flight weight 3250 kg are almost reached .

To recommend the La-5 aircraft of the 1944 model of the year (La-7) to be mass-produced as having significant advantages in flight data over the La-5, with the elimination of the marked defects. Since experimental guns of the UB-20 are installed on the plane, the tests of which are not completed at the Air Force Scientific Research Institute, it is advisable to produce airplanes with serial armament, i.e. two guns SP-20 with 340 ammunition ammunition ... "


Only in June-July of the 1944 of the year at the Scientific Research Institute of the Air Force was it possible to carry out the first tests of three synchronous guns B-20. These tests revealed that damage to the wing consoles and tail assembly occurred when the sleeves were ejected into the air from the fairing of the wing. The car was finalized, having made the release of the liners under the fuselage, and in September they tested it at the Scientific Research Institute of the Air Force. But the three-gun version went into mass production only in summer 1945 of the year.


La 7 on trial in the Air Force Research Institute



La 7 "Etalon"


The military tests of La-7 took place from 15 September to 15 in October 1944 of the year during the Riga operation of the Baltic front in 63-th Guards Vilna Iap (regiment commander - Hero of the Soviet Union, Lieutenant Colonel Gorbatyuk, deputy regiment commander - Major Shishkin). All regiment pilots from 1942 fought on La 5. Rozanov, an engineer, and Kubyshkin, a pilot, were the presenters from the Air Force Institute. The regiment had 28 serial La-7 production of the Moscow plant number 381 (52-th and 53-th series and, apparently, continued the numbering from the aircraft La-5), released in June — August 1944 of the year, and two aircraft of the plant No. 21 (in test time both failed, one in battle). The regiment was based on the Puraychay airfields (a platform of 200x1200 size with good approaches) and Siauliai (a large stationary airfield with grass).


Heroes of the Soviet Union, Captain M. Borisov and Major Amet-Khan Sultan near La-7 aircraft



La 7 with three guns B-20


All of the La-7s had metal wing spars, a ratchet was removed from the propeller that was previously intended for starting from the autostarter, and an NB-ZU pump from the oil filter, and some machines installed dust filters. The planes developed the maximum speed at the ground at the nominal operating mode of the motor - 578 km / h, and at the oversage - 644 km / h, at the 2-th height limit (5900 m) - 658 km / h. The climb time of the 5000 m is 4,95 minutes, and the turn at the height of 1000 meters is 20 seconds, the climb in the combat turn is 1400 m.

In a month, the regiment shot down 55 enemy aircraft (52 FW190 and three Bf 109Gs, losing eight La-7s, four of them in battle) and three pilots. All non-combat losses are associated with the failure of the engines: one during a test flight, and three in combat. Activity activity aviation the enemy during the military tests decreased, but there were days when individual planes made five to six sorties.

When departing to cover ground troops and bombers, the average duration of patrols over the battlefield took 30 — 40 minutes, and the entire flight — up to 1 hours 10 minutes. In order to deprive the enemy of surprise, patrolling took place at an increased speed and with a height maneuver. The actions of the group were directed by a guidance radio station located on the battlefield. In addition, communication between the aircraft of the group was constantly maintained.

Improving the flight data of the La-7 compared to the La-5 somewhat changed the tactics of our fighters over the battlefield. There was no need for the chilling group to be with a large excess over the shock, since the La-7, if necessary, quickly managed to gain altitude and take an advantageous position. For this reason, in all cases of patrols when enemy aircraft were detected, regardless of their number, La-7 immediately took the fight.

Departure for the support of attack aircraft occurred after their passage over the airfield. The average speed in this case was 300 — 350 km / h, and the duration — 30 — 40 minutes. During the operation of attack aircraft on the battlefield, the overwhelming group La 7 kept aside, outside the zone of anti-aircraft fire. When the enemy fighters appeared, the group immediately fought.

There have been cases when the FW190 aircraft left the La 7 strike on a low-level flight after a sharp decline and braking by releasing the gas and releasing the wing flaps. At the same time, La-7 stopped the attack and went out of combat with climb, so as not to fall under the fire of the enemy. FW 190 frontal attacks were rarely accepted, and Bf 109G generally avoided them.

La-7 in combat maneuvering compared with the FW 190 and Bf 109 showed the best climb rate, catching up with them both in the ascending turns and in the combat reversal. Experience has shown that it is better to get away from the blow of the enemy, who has come to the tail, with a steep ascending spiral. La-7 could with great success fight with a superior enemy.

In conclusion, one example. On August 25, Major Voronko’s group of six La-7s flew out to clear the airspace of the enemy’s aircraft. As a result, seven aircraft were shot down from the 12 FW190 and two Bf 109G, of which six were FW190. We lost one plane, the pilot escaped by parachute.

The report on the results of military tests noted that “La-7 showed itself as a modern high-speed maneuverable fighter capable of covering ground forces and bomber aircraft, accompanying assault aircraft, carrying out free hunting and aerial reconnaissance, clearing the air from enemy aircraft, covering airfields. .. in some cases, to conduct bombing. The high flight data of the La-7 allows it to occupy advantageous positions in aerial combat ...


S.A. Lavochkin and I.N. Kozhedub among employees of the plant number 21


For flight safety in the clouds, the installation of artificial horizon is necessary, for orientation in bad weather conditions and when conducting air battles on the La 7 aircraft, the installation of a radio compass is desirable.

The piloting technique is relatively simple, and mastering it during the transition from the La-5 to flight personnel is not a problem. It is advisable to eliminate the unreliable release of slats and heavy steering. Cab dimensions and visibility are sufficient. Location control levers convenient. The work of the pilot in the cockpit is complicated by the high air temperature and poor ventilation, the poor system of shoulder straps, which hamper the movement of the pilot in battle, the inconvenient design of the pedals. "

In June, the 1944 of the year at the airfield of the Scientific Research Institute of the Air Force in Chkalovskaya near Moscow on La-7 began to retrain the personnel of the 9 Guards Iap (commander AF Morozov). Among the pilots of the regiment were twice Hero of the Soviet Union V.D. Lavrinenkov, A.V. Ale-Lyukhin and Hero of the Soviet Union Amet-Khan Sultan. Four months later, the regiment began combat work in the sky of the Baltic states. Fighting on La-7, the Hero's second Gold Medal was deserved by Amet-khan Sultan. Heroes of the Soviet Union M.S. Tvelenev (awarded this high title 23 February 1945 of the year) and I.V. Timofeyenko (awarded this title 1 July 1944 of the year) became later test pilots of the Air Force Scientific Research Institute.

In December 1944, the command of 179 Guards Transylvanian and 3 Guards Iad, on behalf of the personnel, informed aircraft manufacturers that La 7 aircraft in air battles have advantages over all modern enemy fighters in all variants of combat to the height of 5000 m (higher rise not ever) The flight crew La-7 loves, believes in it and successfully conducts air battles on it.

But apart from the positive sides, a number of shortcomings, both production and construction, were revealed, and among the wishes of the air fighters there was an increase in the second salvo at the expense of a larger caliber of guns.

Compliance with the flight and weight characteristics of aircraft standards has always been a "headache" for the customer and the industry, so you had to constantly carry out control tests of machines. Was no exception, and La 7. In particular, tests of the aircraft No. 45212225 in the 1945 year revealed a decrease in the maximum speed at 28 km / h. And again, the search for reserves and the elimination of identified defects.

The first acquaintance of A.I. Pokryshkina with Lavochkin fighter took place at the end of 1942 year. However, it was fortunate for their regiment to be sent to Iran for the development of the American Aerocobr. For the second time, fate brought Alexander Ivanovich to Lavochkin’s aircraft in 1943, when the aircraft designer invited the pilot to the factory where the construction of La-7 ended. In the book “The Sky of War”, Alexander Ivanovich noted that “Lavochkin, unfortunately, could not offer me a ready, finally tested new machine for testing it in the air. But he promised to immediately inform me on the front as soon as the first La-7s were released, so that we would take several cars and test them in combat. ”

In the spring of 1944, 16-th Guards Iap personnel began to master the 7 La. But the rearmament of the air regiment to a new car did not take place. Many researchers attribute this to the death of the twice Hero of the Soviet Union, Captain A.F. Klubovoy. But there is no documentary evidence of this, nor are there any of them in the memoirs of Alexander Ivanovich.

In the already mentioned book Pokryshkin describes what happened:

“In the plane on which he (of the Clubs. - Note. Aut.) Trained, the hydraulic system refused. I saw the clubs once boarding and did not sit down. He slipped the boarding mark, probably because the flaps were not released, reducing the speed.

When he came to the second round, I could no longer do anything else and watched him intensely ... Above the roof, the “lavochkin” boomed anxiously,


Pilot twice Hero of the Soviet Union A. Alelukhin (9-th Guards IAP) after a combat departure on La-7


gaining height. A few minutes later he again landed. And this time he pulled a little, but the wheels of the chassis had already “grabbed” the ground, they rushed. Seeing this from the car, I breathed a sigh of relief and thought already that I was in vain worried ...

- He kapotiroval! - shouted the driver.

I managed to see how the plane slowly rolled over "on the back."

When we arrived at the scene, the clubs lay under the plane.

We got it from there. He was still breathing.

The visiting doctor could not save him. ”


The first of the Soviet pilots to knock down the Me-262 was I.N. Kozhedub on La 7, but this victory was not counted for him. The fact is well known, and despite this, it’s still worth giving a description of the battle with the words of Ivan Nikitovich:

“On February 19, 1945, Dmitry T-Tarenko and I happened to meet with a Nazi jet aircraft.

Here is how it was. We were airborne hunting not far from the front line. Watching the air carefully. From the south, from the side of Frankfurt, at the height of 3500, an airplane suddenly appeared. He flies along the Oder at a speed that is marginal for our shopkeepers. Yes, it's a jet plane! Quickly turn around. I give the motor full throttle, chasing the enemy. The pilot obviously did not look back, relying on great speed. I squeeze the maximum speed out of the car, trying to reduce the distance and approach with a slight decrease under the “belly” of the enemy aircraft. I would like to consider it in detail; if possible, open fire and shoot down.

Titarenko does not lag behind. Knowing that he can hurry, I warn you:

- Dima, do not hurry! I approach from the side of the tail at a distance of five hundred meters. A good maneuver, speed of action, speed allowed me to get closer to a jet plane. But what is it? Trails are flying into it: clearly - my partner is still in a hurry! To myself mercilessly scolded him; I am sure that the plan of my actions is irreparably broken. But his tracks unexpectedly helped me: the German plane began to turn to the left, in my direction. The distance was sharply reduced, and I became close to the enemy. With involuntary excitement I open fire. And the jet plane, falling apart, falls. "


Today, there are "auditors" of the results of the Second World War, who believe that Ivan Nikitich invented all this. However, as follows from the press, after the war the Germans confirmed the loss of the “Messerschmitt” that day and even established its factory number.

Although the La-7 had its advantages and was considered one of the best fighters of the Second World War, flight incidents with it were not uncommon, and the main reasons, as on the La-5, were manufacturing defects of both the airframe and the motor group, and judging according to documents, the latter manifested much more often.

Since October 1944, a wave of La 7 disasters has swept the country. Aircraft manufactured by plant number 21, destroyed wings, and sometimes in horizontal flight in cruise mode. One of the reasons for this phenomenon was a manufacturing defect, causing a breakdown of part of the wing skin. Usually such cases ended in disasters, but there were exceptions. So, 22 of October 1944 of the year in 1, the m reserve air regiment in Arzamas, in flight ripped off a piece of wing skin measuring 400xXNNUMX mm. The plane immediately turned on its back, but thanks to the competent actions of the pilot, who sat down at an increased speed, it was possible to establish the cause of the flight accident. In November, the Air Force was forced to stop flights at all La-400 7 -th plant before providing them with the NCAP flight safety guarantees.

At the beginning of the operation of the La-7, there were frequent cases of destruction of engine hoods and chambers of the main wheels. The 7 catastrophe of La 1945, which occurred in April in 5 of the BA in April, was particularly wild when it turned out that when installing the wing consoles, the connecting holes of the center section and the consoles did not coincide, and the fitter decided this question in his own way. - put the spar bolts with a sledgehammer ...


I.N. Kozhedub at his fighter La 7


For completeness, I will give an example of another, though not a typical flight incident. On February 14, 1945, the test pilot of the plant No. 21 Bolshakov was to fly weapons. Only the pilot touched the battle button, like a propeller blade was cut like a hacksaw. The plane, devoid of thrust, sharply pulled down, and the pilot had nothing to do, as soon as he jumped with a parachute. The subsequent investigation into the accident showed that the gears of the synchronizer drive with another reduction were mistakenly installed on the fighter jet ...

The La-7 aircraft, which had excellent maneuverability, high speed and strong armament, corresponded perfectly to the A.I. formula. By cap: "Speed ​​- maneuver - fire." But even after the war, he retained quite a few design and manufacturing defects. Of course, the defects were inherent not only to Lavochkin aircraft, there were quite a few of them in the Yak-3 and Yak-9 fighters. They were connected not only with high-speed aircraft design in wartime, but also, to be honest, with the production culture in those difficult years for the country.

In 1945, a GKO decree was issued, and on November 14, a meeting was held in NKAP on improving the quality of combat vehicles. Speaking there PA Voronin said that the main defect of the La-7 - high temperature in the cockpit - plant number 21 made three modified machines and presented them to the Air Force Institute, but because of poor-quality manufacturing, the customer returned them to Gorky. At the same time, La XNUMHUTI had to be refined.

In more detail the state of La-7 described Lavochkin. It can be seen from the transcript of his speech that of the twelve defects recorded in the GKO decision, the most important was the high temperature in the cockpit. The rest - small things, and nine of them, which required the intervention of designers, promptly eliminated, including facilitated the steering wheel, reducing the load on the pedals.

The serial plant also eliminated its defects, including the asynchronous deviation of the slats. There was heat in the cockpit, but it was only partially coped after the research of the aircraft (for the umpteenth time) in the TsAGI wind tunnel. As is known, the thermal regime depends on the temperature of the outside air, oil and cylinder heads of the motor. The last two factors are constant, and the biggest thing that the industry could do is provide the air temperature in the cabin from + 15 to + 30 degrees. Compared with the 50-degree heat during the war, this was significant progress.

In addition to the two-and three-point versions of the La-7 with the ShVAK and B-20 cannons, other weapons were also worked out on some of the machines. For example, there were experienced variants with two synchronous NS-23C and three SS-20 Spit guns. The last option was released on the orders of the National Communist Party. In the US, the 20 was bribed by the fact that they were lighter than ShVAK and also with double-sided tape power, while the second salvo increased one and a half times. But during the flight tests the military rejected these guns, and the tests of the machine quickly ceased. On La-7, they tried to install three guns of the 23 caliber, developed by the same designer, but after the appearance of the 126 aircraft (you will learn about this machine later), work in this direction was stopped. Taking this opportunity, I will note that the ShKAS machine gun and the ShVAK cannon, where he was a co-sponsor, turned out to be the most successful weapons created with Shpitalniy’s participation, and all his attempts at the sole creation of aircraft armament ended in failure.

"Standard 1944 of the Year" La-7
La 7 - exhibit of the Monino Aviation Museum


When the debate about the best exterminator of the Second World War began, it is difficult to say, but the truth was never born in them. From the domestic fighters only Yak-3 and La-7 claim to be the best. You can bring a lot of comparisons, including the results of air battles conducted by test pilots in the peaceful sky of Moscow region, but no one will tell about this better than front-line pilots. In this regard, we give the floor to the former commander of the 303 th iad, Major General G. N. Zakharov:

“Attitude to the aircraft,” said Georgy Nefedovich, “is always very subjective. Therefore, it will not be surprising if many of my friends, former fighter pilots, find my Yak-3 rating too high. The pilots of the 139 Guards Regiment, flying at that time on the Yak-9U aircraft, recognized the advantages of the Yak-3, but did not consider them at all absolute. In any case, many have found that the powerful Yak-9 motor and its gun are worth the ease and maneuverability of the Yak-3. Well, the patriots of the “shopkeeper”, especially its latest modifications - La-7 and La-9 - nowhere and never agree that the “shopkeeper” was somewhat inferior to the “yak”. It is all about the personal attachment of the pilot, sometimes even the character of the pilot himself. Therefore, speaking of the Yak-3, first of all I, of course, speak about my attitude to this car ...

Thirty years after my first flights to the Yak-3 in the archives, I found a review I wrote on the front in the fall of forty-four. Such were the conclusions: “Before I received parts of the 303 division of an Yak-3 aircraft, I flew all fighters, ranging from I-2bis, including foreign ones, as well as Yak-1, Yak-7b, Yak-9 ). Recently, I flew La-5FN, considering it the best.

With the arrival of the Yak-3 flew on it and made up to forty flights. I made the following conclusion: there are no competitors to this fighter. In operation, the Yak-3 is simple and accessible to technical personnel, stable on takeoff and landing, in pilotage is available to any pilot, which is completely excluded for the La-5FN aircraft. "


In terms of works, the OKB-21 on the 1945 was listed as La-7 with the engine designed as АШ-84. Due to the lack of a motor, the work was transferred to 1946 year. In the same year, LII on the La-7 investigated braking parachutes, which found practical use only in the 1950-s.


Layout of the La-7 fighter - the calling card of the Moscow region Khimki
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  1. Su-9
    +15
    20 December 2013 08: 59
    Thanks for continuing.
    It may be worth adding a few points:
    1) the casually mentioned three-point La-7 was very few. Despite their shortcomings (which were never eliminated) caused by the low qualities of the B-20, they were very much appreciated.
    2) La-7 in piloting (by an experienced pilot) was better than Mustang-D due to excellent traction and maneuverability, which was proved by Kozhedub in practice when he mistakenly shot down the Mustang (according to Kozhedub attacking American bombers covered by the 176th GIAP). And Mustang-D is a sweetie plane for personal impressions (of course, it was not possible to fly to La-7).
    3) La-7 had a very successful version of the spark, which La-7 itself survived for many years.
    4) many have expressed / whether opinions that although the La-7 flew better than the La-5FN, it was worse in performance (reliability, gas contamination in the cockpit) than its predecessor
    5) in the USSR, La-7 was sent to the scrap until the end of 1947, and Czechoslovakians flew them until the mid-50s.
    6) and of course - versions of La-7 with accelerators, RD-1m and PuVRD!
    1. +12
      20 December 2013 12: 31
      It is surprising with what non-constraint the author bypasses all the sharp corners of the corners of history, which gives reason to believe that the text comes from the USSR, with the inherent propaganda shades and a clear lack of objectivity. All the main disadvantages of La-7 were the other side of its merits. And the high temperature in the cockpit was far from the main "mug of tar", this defect was characteristic of all single-engine machines with an air-cooled engine, with slotted air ducts (FV-190A; F were not an exception, although to a somewhat lesser extent), therefore the Americans and Yap mostly used in their motoinstallations ring air ducts (with "yupkoy" as on the Su-2). The main disadvantage of La-7 was the low resource and reliability of the engine, the fact is that the use of a new gearbox and propeller made it possible to more efficiently realize power, forcing the engine to "go into tightness", Naturally, this somewhat raised the thermal regime of the engine, and the midsection of the hood of the La-7 is slightly smaller than that of the La-5FN, respectively, and the passage area of ​​the air ductsless, plus measures to seal the fuselage, the result is worse heat dissipation (weapons made the picture even more aggravated). Against this background, the "generic defect" of all Soviet engines began to progress - the low quality of thermo-alloying technical processes, in other words, ZAKALKI. The inner surface of the cylinder in the VMT area is the cemented layer, cracked and crumbled, disabling the CPG. In practice, this led to the fact that after each afterburner, technicians had to change from two or more cylinders, mainly on the second "star" below (but you still need to get to the airfield). I'm still surprised how the article did not mention the notorious "deltowood" in our language-carbolite, from which military-made LAGGs had 8 parts and the "benches" with an aluminum spar 6 (bearing elements of the center section, including two frames), the rest pine and birch veneer. B-20 cannon was a UBS machine gun of increased caliber, which used a special cartridge (outwardly the same as that of ShVAK but with a lower propellant weight) onarmament, this cartridge was never adopted, although it was mass-produced for some time (a competent reader, now will understand the main reason for the low reliability of the B-20) Perhaps three-point vehicles were appreciated in the troops, I think at a level not lower than the division headquarters, so they were in the regiments By the way, there was a "post-war" modification of the La-7 with three ShVAKs, reinforced cabin armor, and a reinforced wing (could carry PTB), it was she who was called La-7B in the passport, in my opinion The picture in the article is exactly such a machine, I do not know how many were released, but the Air Force accepted no more than 50 aircraft. In view of all the above, it becomes clear why the main part of the Guardsmen preferred (if possible) to end the war on proven Airacobras, politely refusing the "flagships of the domestic aviation industry ". Although the Landlize machines had their own" problems ", they chose the lesser of two evils.
      1. +8
        20 December 2013 16: 41
        Su-9, Argon, reading your comments is even more interesting than the article itself. Thank! (without any irony)
      2. avt
        +2
        20 December 2013 20: 02
        Quote: Argon
        In view of all of the above, it becomes clear why the main part of the Guardsmen chose (if possible) to end the war on proven Airacobras, politely refusing the "flagships of the domestic aircraft industry." Although the Landleys cars had their own "problems", they chose the lesser of two evils.

        request Well, what exactly do you want? Wartime machines, that says it all, lack of materials, low qualification of working personnel. By the way, it was said in summing up the results in 1945-1946. In particular, it was noted about the small volume of the mobilization stock of rare and non-ferrous metals, it was characterized as unacceptable squandering, loss qualified personnel during the formation of the militia at the beginning of the war. Again, the machine park. If you look, then the following machines 9th and 11th, in general, what was so lacking during the war, Yakovlev's machines, made in metal, were also "two big differences" in comparison with military machines.
    2. +3
      20 December 2013 16: 26
      Quote: ....
      From the transcript of his speech, it is clear that of the twelve defects recorded in the GKO decision, the most important was the high temperature in the cockpit. The rest are small things,


      And the oil cooler under the La-7 cabin not only grabbed the dust from the ground, but also added heat to the cabin because pipelines went through it. How did you specially try - Is it hot for you? Let's give it another one!
  2. Crang
    -3
    20 December 2013 09: 27
    The La-7 is without a doubt a very cool fighter. But calling it a "standard" the author nevertheless made a slight exaggeration. The best propeller-driven fighter of World War II is the Yak-2U. The legendary "Nine" which tore everyone and everything, incl. and German jet Me-9A262. La-1 is something like the German Fw-7 and late Japanese (after "Zero").
    1. +10
      20 December 2013 10: 53
      Quote: Krang
      But calling it a "standard" the author nevertheless made a slight exaggeration.

      As far as I remember, the term "standard" was used in the sense of a design standard, which should be followed by all aircraft factories producing this type of aircraft, and not as an epithet reflecting the superiority of this type over others.
      1. +1
        20 December 2013 12: 22
        Quote ... "Although S.A. Lavochkin himself designated the car as" La-5 etalon 1944 ", it was launched into production under the new designation La-7.
      2. 0
        21 December 2013 16: 16
        Quote: retired
        As far as I remember, the term "standard" was used in the sense of a design standard

        Comrade thinks stereotyped ...
        He would have been a pilot, would have been shot down in the first battle, because of the inability to look around and because of a narrow horizons.
    2. +2
      20 December 2013 12: 24
      Well, pzhalusta, at least one footnote to the "nine" that tore the Me-262!
      1. +4
        20 December 2013 15: 18
        Quote: Fitter65
        Well, pzhalusta, at least one footnote to the "nine" that tore the Me-262!

        A certain Morgan writes in his book that the Yak-9 was the first Soviet aircraft that shot down a Me 262 jet.
        Hugh Morgan
        Soviet Aces Of World War 2 (Aircraft of The Aces: Men & Legends: 3)
        Publisher: Delprado, 1999, ISBN: 8483722097
        "The Yak-9 was the first Soviet aircraft to shoot down a Messerschmitt Me 262 jet."

        The first of the Soviet pilots to shoot down the Me-262 was I.N. Kozhedub on La 7, but this victory did not count him.
        Author Nikolay Yakubovich, "All Lavochkin's planes"


        I found information that on February 19 of the year 1945 Messerschmitt Me.262A-1 (tail number 0111539, pilot sergeant major Alois Biermeier) from the 7th fighter squadron “Novotny” made an emergency landing.

        Injured on 19th February 1945 when his Me262A-1 0111539 of JG7 suffered mechanical failure and crash landed near Stubben.
        Direct link: http://www.worldnavalships.com/directory/aircraftprofile.php?AircraftID=116

        As they say - choose an argument to your taste.
        1. +8
          20 December 2013 16: 33
          Quote: Mister X
          The first of the Soviet pilots to shoot down the Me-262 was I.N. Kozhedub on La 7, but this victory did not count him.


          He and two Mustangs did not count, but in vain.

          In one of the fights in April, Kozhedub tried to drive away German fighters from the American "Flying Fortress" with cannon fire. US Air Force escort fighters mistakenly understood La-7 pilot's intentions and fired barrage from a long distance
          “Who needs fire? To me?! - Kozhedub recalled indignantly half a century later. - The line was long, with a long kilometer distance, with bright, unlike ours and German, tracer shells. Due to the long distance, it was clear that the end of the line was bending down. I rolled over and quickly became close, attacked the extreme American (I already knew who it was by the number of fighters in the escort) - something exploded in the fuselage, he steadily swept and went down in the direction of our troops. Having made a half-loop combat turn, from an inverted position, I attacked the next. My shells landed very successfully - the plane exploded in the air ...

          When the tension of the battle subsided, my mood was not at all victorious - I had already managed to make out white stars on the wings and fuselages. "They will arrange for me ... on the first day," I thought, as I planted the car. But nothing happened. In the cabin of the Mustang, which landed on our territory, sat a hefty black man. To the question of the guys who arrived in time for him who brought him down (or rather, when they managed to translate this question), he answered: “Focke-Wulf” with a red nose ... I don’t think he played along then; even then the Allies did not learn to look at both ...

          When the films of the FKP (photo-machine gun) were shown, the main moments of the battle were recorded on them very clearly. The film was watched by the command of the regiment, and the division, and the corps. The division commander Savitsky, whose operational subordination we then entered, after watching said: "These victories are at the expense of a future war." And Pavel Fedorovich Chupikov, our regiment, soon gave me these tapes with the words: “Take them to yourself, Ivan, and do not show anyone”

          Adra FKP from La-7 Kozhedub, capturing the last seconds of the flight of the American "Mustang", which recklessly attacked the Soviet ace in the Berlin sky on April 17, 1945.
        2. The comment was deleted.
        3. +2
          20 December 2013 16: 42
          I.N. Kozhedub counted the shooting down of the 262nd. Yes, and the question was not for you, but for the quack who says here that the Yak-9u was tearing Me-262.Much of what you brought in a footnote I had back in 80 years. Therefore, I asked the opponent (krang) to give his argument, and not verbiage.
        4. +3
          20 December 2013 17: 53
          Between "a certain Morgan" and Kozhedub, we will choose, guess who? With what a hangover, the words of some Morgan in general, you can dare to quote next to Kozhedub's testimony ?! Oh, and the people perished, oh, and perished ...
          1. +1
            20 December 2013 21: 24
            Quote: Mikhail3
            Between "a certain Morgan" and Kozhedub, we will choose, guess who?

            Who is Morgan and who is Kozhedub?
            I, of course, for Ivan Nikitovich.
            And he cited excerpts because everyone writes. Paper, they say, can endure everything.
            Democracy, so it is spread ...
    3. 0
      20 December 2013 19: 02
      Quote: Krang
      The best screw fighter of World War II is considered the Yak-2

      So even Erich Hartman admitted that the best fighter was still the Yak-9.
      1. 0
        31 December 2013 11: 33
        So even Hartman’s colleagues considered him a good pilot, and not a fighter pilot wassat
  3. Svyatoslavovich
    +2
    20 December 2013 10: 17
    Very beautiful cars, harmonious. But this can be said about most of the fighters of that time.
  4. +7
    20 December 2013 10: 33
    In terms of its combat properties, La-7 is considered the best SOVIET fighter of World War II. At most altitudes, the La-7 was faster than the Yak-3. At the ground it was 33-58km / h, at the altitude 1900m-42-52km / h. At altitudes 3800- 4000m Yak-3 became faster by 12km / h. Above 5000m he again lost to La-7.La-7 was better in steady turn-closed circle in 18-19s, which was faster than Yak by 2-3s. In unsteady maneuvers faster lighter Yak-3. Although la-7 and Yak-3 are recognized as the best Soviet aircraft of the Second World War.
    Quote: Krang
    The legendary "Nine" which tore everyone and everything, incl. and German jet Me-262A1.

    You can tell in more detail where and how the legendary "Nine" tore them, because if my memory serves me right on the account of Soviet pilots, there are only 2 Me-262a shot down in battle. One was shot down on the La-7, but the second one means the "nines" were tore up .. ...
  5. Crang
    -2
    20 December 2013 12: 31
    Quote: Fitter65
    According to the complex of combat properties, La-7 is considered the best SOVIET fighter of the Second World War.

    The best was the Yak-9U. He was the best in the world.
    Quote: Fitter65
    At most altitudes, the La-7 was faster than the Yak-3. At the ground, it was 33-58km / h, at a height of 1900m-42-52km / h. At altitudes of 3800-4000m, the Yak-3 became faster at 12km / h. Above 5000m, it again already lost La-7.La-7 was better in a steady turn-closed circle for 18-19s, which was faster than Yak by 2-3s. In unsteady maneuvers, the lighter Yak-3 was faster. Although the best Soviet planes of the Second World War were recognized La-7 and Yak-3.

    Do not confuse the Yak-3 with the Nine. You would have remembered the Yak-1. Yak-9U (and Yak-9R with a motor-compressor RD) are the best fighters. They are better than any imported and better than La-7.
  6. 0
    20 December 2013 13: 48
    Dear, you did not give me a (documented) example where the "nines" tore the Me-262, this time. Again, your statements about the Yak-9u superplane during the Great Patriotic War are not much exaggerated. At least remember how the first regiment was formed on these planes ... But judging by your posts, you need to unsubscribe on the site "History of Aviation for Children from 3 to 5 (well, it depends on the prosecutor, if you don't understand this is a joke)."

    Quote: Krang
    The best was the Yak-9U. He was the best in the world.

    The main thing as a goose blurted out into a pond, and there my problem will come up or not.
  7. Crang
    -4
    20 December 2013 13: 54
    Quote: Fitter65
    Damn got me the same, I read the inscription in a coloring book, all a connoisseur of aviation.


    Here is at least the opinion of the enemy:
    German ace Gerhard Barkhorn wrote in his post-war memoirs: “I fought against many types of Soviet aircraft, including those that were received by Russians from England and the USA. I think the best of all is the Yak-9. ”
    Purely according to the majority of performance characteristics (for example, the horizontal flight speed of the Nine is more than 700 km / h while maintaining the almost complete super-maneuverability of the Rat - I-16), the Yak-9U makes the La-7.
    Quote: Fitter65
    I read the inscription in a coloring book, all a connoisseur of aviation.

    I found an "expert" in diapers here.
    Quote: Fitter65
    Just remember how the first regiment was formed on these aircraft.

    Just a Yak-9 or Yak-9U? This is a big difference.
  8. +2
    20 December 2013 14: 43
    Quote: Krang

    Just Yak-9 or Yak-9U

    And what do you think?
    In response: Rarely. You're talking about the Yak-9u Taldycheti and I ask about him.
    Quote: Krang
    German ace Gerhard Barkhorn wrote in his post-war memoirs:

    So this pilot turned for 40 minutes with LaGG-3 and could not overwhelm him. I no longer comment on the time of the battle, before that Barkhorn himself writes that THEY (and not he) HAVE RETURNED to base, and then he Saw an airplane flying to the meeting, which turned out to be LaGG-3 Interestingly, both return (fuel left so as not to fall) but turn around for 40 minutes. Then he writes that the best plane is Yak-9. For those who buy Yak-9 (NINE) coloring pages without a letter. And Yak-9 without a letter. birth name was Yak-7DI. By the way, for the whole time of perebryokhivaniya, otherwise you do not call it, a fan of coloring, except for the number 9 describing "tearing all nines" did not lead. I'm not talking about the name of the pilot who shot down the Me-262. By the way, you will not tell what is this device and who flew on it? (this is not a coloring but a plastic model)
    1. +6
      20 December 2013 15: 06
      I'll try to insert my 3 kopecks into your conversation. As far as I remember, the Yak-9u was not used very widely. This is due to the lack of knowledge of the M-107 engine. There were frequent cases of overheating of engines during taxiing and repeated cases of destruction of engines in flight. In several cases, this led to the death of pilots. In addition, the military acceptance allowed for egregious cases of Yak-9u with faulty engines being adopted. These facts (together with other reasons ...) were the reason for the arrest of People's Commissar A.I. Shakhurin and Commander-in-Chief of the Air Force A.A. Novikov after the war in 46 - technical sciences. "the Novikov case". There are plenty of materials on this case. Including in the internet. There was a separate book on this topic, but unfortunately I do not remember either the author or the title. I read it in 2000 ...
      1. +6
        20 December 2013 17: 37
        Quote: retired
        These facts (together with other reasons ...) were the reason for the arrest of People's Commissar A.I. Shakhurin and Commander-in-Chief of the Air Force A.A. Novikov after the war in 46 - technical sciences. "Novikov case"

        Mass destruction of percale from planes in the air According tos on the eve of the Oryol-Kursk battle. And they were relatives - they were married to sisters.
        1. +2
          20 December 2013 17: 56
          Good evening Ilyich! hi Yes, I'm specifically about the Yak-9u. Novikov and Shakhurin forced military receivers to accept the Yak-9u with a large number of defects. And they didn’t even seem to take it, but here I’m not sure, I read it a long time ago. Then they recalled U in the 46th. It is known that, due to the failure of the M-107 engines at 45m, one of the regiments became unworkable for some time. Even the commission flew-sorted. There were generally more problems with the Yaks than with the shopkeepers.
          1. +5
            20 December 2013 18: 07
            Quote: retired
            Good evening Ilyich! hi Yes, I'm specifically about the Yak-9u. Novikov and Shakhurin forced military receivers to accept the Yak-9u with a large number of defects.

            Good evening, Yuri!
            In the "Notes of an Aircraft Designer" A. Yakovlev mentions this in passing. But the topic of the quality of domestic aircraft (and armored vehicles!) Is not very popular. I recall a parable from the book of the Weiner brothers, where an aircraft acceptance engineer proved his patriotism by sending reports to the appropriate departments that "enemy" aircraft are crap and suck in comparison with Soviet ones. For which he received the "ducat". At the end of the war, when the command was given to declare that the lend-lease technique was bad, the guy roused himself and yelled "I warned you!" For which he received the "appendage" that did not report on time. laughing
            hi
            1. avt
              +5
              20 December 2013 20: 11
              Quote: stalkerwalker
              In "Notes of an Aircraft Designer" A. Yakovlev mentions this in passing

              Well, let’s put objectivity for the sake of not casually, quite clearly, in his memoirs he conveyed the conversation where Stalin called them Nazis. It’s just that Yakovlev’s memoirs were published in three editions and, in short, it is possible to characterize the publications one by one: about the emperor and I, the second - we, the emperor and I, the third - I and the emperors of Russia in my time.
    2. +1
      20 December 2013 18: 44
      This is the Yak-9T - a 37mm gun, one UBS 12.7mm on the left, the cockpit lamp is slightly shifted back, the tail wheel is retractable ...
    3. +2
      20 December 2013 19: 15
      Quote: Fitter65
      this pilot 40 minutes with LaGG-3 bend and could not fill it

      "This pilot" - although a foe, he was a good pilot ... at least ...
      Gerhard Barkhorn - Total victories - 301 (All Eastern Front). First battle: "Battle of England", August 1940. Total departures: 1404.
      And yet, they say, he never shot a pilot parachuting from a shot down airplane.
  9. +2
    20 December 2013 14: 58
    Do you think in the whirlwind of battle it is easy to distinguish one modification of the Yak from another. So, for the sake of interest, try playing the ancient game-flight simulator "IL-2". However, turn off the signatures near the aircraft, and then tell yourself how many times you have correctly identified the enemy aircraft. What is this copy of the apparatus heavier than air?
    1. +1
      20 December 2013 16: 48
      I think the Yak-1B. No? smile I also apologize for climbing wink
      1. +1
        20 December 2013 18: 22
        I also think that this is the Yak-1B. The one above is white, most likely Yak-9T ... along the way, the 37mm cannon sticks out. And the fact that Yak-type aircraft are really difficult to distinguish during a battle is a fact. It is not for nothing that German pilots stopped going to "frontal" Yaks with the appearance of the Yak-9T modification - God knows who you will run into))) Although depending on which angle you look at the Yak - for example, if you look from above, then on the Yak-9 modifications the wings have a slightly cut shape, and the modifications of the Yak-1 (Yak-3) are sharper and more rounded.
        1. +1
          20 December 2013 21: 35
          Models of both machines are Yak-9. "Yellow 22" of the early series, "Yellow 31" with a unified fuselage, which went into production in the fall of 43, in the standard armament is sometimes referred to as the Yak-9M, however, the whole point here is what kind of weapons were available at the conveyor, the installation of a 37mm cannon (Yak-9K) or 45mm (Yak-9K) did not require design changes, only the installation of additional parts. Most of all, from Yakovlev's cars, I like the Yak-9B for the elegance of the applied engineering solutions. Since both presented " the machines "bear" star-shaped wings. ; according to all other sources, the first should be Alexander Ivanovich unforgettable), he could become the GSS three times (was presented, the submission was signed), the cancellation of documents occurred after the victory, the reason was a gross violation of the military dis ciplins and subordinations.
  10. +1
    20 December 2013 15: 10
    Quote: Fitter65
    (this is not a coloring but a plastic model)
    For Krang
    If it is difficult for the thought process, these are the same pictures only already painted.
  11. +3
    20 December 2013 15: 14
    It's a bad thing to try to find out "who's the coolest" - it's better worse, these are very subjective concepts.

    “The attitude to the aircraft, - said Georgy Nefedovich, - is always very subjective. Therefore, it will not be surprising if many of my friends, former fighter pilots, find my assessment of the Yak-3 too high. The pilots of the 139th Guards Regiment, who flew at that time on Yak-9U aircraft, recognized the merits of the Yak-3, but did not at all consider them absolute. In any case, many found that the powerful Yak-9U engine and its cannon were worth the lightness and maneuverability of the Yak-3. Well, the patriots of the Lavochkin, especially its latest modifications - La-7 and La-9, will never agree that the Lavochkin was in some way inferior to the Yak. It is all about the personal affections of the pilot, sometimes even the character of the pilot himself. Therefore, speaking of the Yak-3, first of all, of course, I am talking about my attitude to this machine ... "(c)


    So do not "break the spear" - performance characteristics are not decisive in assessing the "success" of any combat vehicle.
    1. +1
      20 December 2013 16: 17
      Yes, the spears never break. Thinking people began to write comments to a very good article, and here you are from under the bed: "
      Quote: Krang
      The best propeller-driven fighter of World War II is the Yak-2U. The legendary "Nine" which tore everyone and everything, incl. and German jet Me-9A262. La-1 is something like the German Fw-7 and late Japanese (after "Zero").
      "
      Not only is FW written with capital letters, but "La-7 is something like ..." In my opinion, this does not pull on arguments. And grunted about the nine that tore everyone up ... Well, sorry, I'm saying that La-7 is one from the best SOVIET fighters, at least cited a couple of numbers. And in response ... well, excuse the immotions, but at least the basics of the mother part need to know. About the case of Novikov and Shakhurin, and I have materials (and even those not from Google and Wikipedia) So just I'm making fun of asking children's questions to a sucker (he hasn't grown to a capital letter yet).
      1. +6
        20 December 2013 17: 58
        Quote: Fitter65
        .. Well, I'm sorry, I'm saying that La-7 is one of the best SOVIET fighters, even though I brought a couple of numbers. And in response ... well, excuse me by imotions, but at least you need to know the basics of the mother
        ..
        You still have to fight, hot Finnish guys ...
        It's like a debate among football club fans ...
        What is there to "measure" if the aircraft produced at different factories differed from each other, like "Zhigulevskoe" beer from different breweries during the Soviet era.
        The most indicative fact of the state of the aircraft industry during the Great Patriotic War is the fate of IL-4.
        Starting its history as DB-3 (F), during the war, due to the monstrous lack of aluminum, despite attempts to improve aerodynamics, he gained weight and stiffened the airframe, and by the end of the war he was clearly losing his competitors from the USA in many technical characteristics and the UK. "What was what was". Reshetnikov V.V.
        Domestic aircraft factories worked in the same situations. Quantity prevailed over quality.
  12. Crang
    +1
    20 December 2013 15: 37
    Quote: Fitter65
    Quote: Fitter65
    (this is not a coloring but a plastic model)
    For Krang
    If it is difficult for the thought process, these are the same pictures only already painted.

    Sure, not a problem. Here's a video:
    http://yandex.ru/video/search?text=%D0%AF%D0%BA-9%20%D0%B2%D0%B8%D0%B4%D0%B5%D0%
    BE & filmId = ZdgbHfP8UXI
    1. 0
      20 December 2013 17: 06
      Quote: Krang

      Sure, not a problem. Here's a video:
      http://yandex.ru/video/search?text=%D0%AF%D0%BA-9%20%D0%B2%D0%B8%D0%B4%D0%B5%D0%

      BE & filmId = ZdgbHfP8UXI

      Well? .. After watching this video, you realized that you still need to clean the pencil from the beginning (this in the last century meant that the griffel should look out of the tree), and only then should they color the book. Or do you (while you) think (I hope you I’m not offended by this word) that I have something in a footnote that you advise I have never seen. So for thought, our New Year is coming 7 hours earlier than in Moscow. Well, and where to put those extra 7 hours. Of course, self-education (do not remember a difficult word).
  13. +3
    20 December 2013 16: 57
    Quote: Krang
    ... The best propeller-driven fighter of World War II is the Yak-2U. The legendary "Nine" which tore everyone and everything, incl. and German jet Me-9A262 ...

    Who is interested in learning is considered? In the top five Soviet aces, everyone flew on La or R-39 and made the main score on these machines. The Yak-9U had excellent performance characteristics obtained during tests at the Air Force Research Institute from January to April 1944, in particular, speed at an altitude of 5600 meters-700 km / h, but the aircraft was without armament, parts of equipment and with a small fuel reserve. Production aircraft had significantly lower performance characteristics, for example, for example, up to 50 km in speed. The later Yak-9U series were improved, the maximum speed rose to 672 km / h, but still this is not 700.
    1. Crang
      0
      20 December 2013 22: 10
      The P-39 is generally more interceptor ... Like most Amerian aircraft. La-5FN with direct injection (K-jetronic) was very powerful and massive, but still not the best. Yak-9U is better.
      1. Su-9
        +4
        20 December 2013 22: 22
        To argue which plane is better is pretty nice but completely meaningless.
        Firstly, there are many characteristics that can be compared. But the most interesting thing is that comparison on the totality of characteristics also does not matter.
        Let's take Crang's assertion as an axiom. "Yak-9 is the best fighter." And let's show how easy it will be to argue with this statement. (Instead of Yak-9, you can insert your favorite aircraft).
        1) If you take a fitted and debugged Yak-9 and put it at medium heights against the FVA-8, then if the German does not go head-on, then most likely he will lose. Does this mean that the Yak-9 is better?
        2) But if you take a regiment of "ordinary" Yak-9x against a regiment of the same A-8, force both of them to fly 2-3 sorties per day for a month (well, for example, for patrolling, interception of reconnaissance, flying) - then what work out? On the 31st day, the number of combat-ready A-8x will exceed the number of combat-ready Yaks by 30% (optimistic) or 70% (pessimistic). And then the fight - at the same heights. With a completely different result. Does this mean that PV A-8 is better? (Instead of A-8, you can insert a Mustang, with the only difference that in the first scenario it will be more difficult for Yak to shoot it down).
        3) And if the Yaks need to go to intercept the B-29x boxes on the ceiling of 9 kilometers? And even if these B-29s go without cover. What will be the result? The only non-suicidal way to attack with a dive from the front hemisphere. Getting out of ShVAK will be very difficult. Making more than two calls will be difficult. For any aerobatic error, you enter the box and you are simply burned from machine guns. And the most opposite, after getting a ShVAK B-29 continues to fly ... And if the box has at least some kind of escort? Which will frustrate attacks or attack the tail after the first call?
        4) The complete unsuitability of Jacob to accompany even tactical bombers. Yak range - 600km - or flight hour. If you set aside 5 minutes for take-off, 5 minutes for approach to the bombers and 10 minutes for combat, then the range for escort will be 20 minutes. How far will the IL-4 fly in 20 minutes? 120km? And if you need to bomb for 200 km?
        5) I'm not talking about the complete unsuitability of the Yak-9go (like La-5/7) for the role of information security.

        Aviation strategies and industrial development dictated the design of fighters. Both the Yak-9U and La-7 were excellent aircraft. It was simply not possible to do better in the USSR during the war in normal quantities. Calling them categorically the best is impossible. If you want to, then say that when you meet one on one at medium altitudes, the plane ".. insert the mark .." was the best of the Soviet.
        1. Crang
          0
          21 December 2013 00: 27
          Quote: Su-9
          2) But if you take a regiment of "ordinary" Yak-9x against a regiment of the same A-8, force both of them to fly 2-3 sorties per day for a month (well, for example, for patrolling, interception of reconnaissance, flying) - then what work out? On the 31st day, the number of combat-ready A-8x will exceed the number of combat-ready Yaks by 30% (optimistic) or 70% (pessimistic). And then the fight - at the same heights. With a completely different result. Does this mean that PV A-8 is better? (Instead of A-8, you can insert a Mustang, with the only difference that in the first scenario it will be more difficult for Yak to shoot it down).

          My friend. Zero did it somehow. Especially since Yak. In addition, interceptors are better suited to intercept such monsters as the B-29.
          1. Su-9
            +3
            21 December 2013 09: 50
            Did Zero succeed in fighting the Mustang-D? Truth? Facts in the studio. You would at least look at the performance characteristics, thrust-weight ratio, turn time, maximum overload and the like trifles.
            Do not write for God's sake what you do not know.
            If you certainly want to argue who is harder to shoot down - a Mustang or A-8 at medium altitudes without exceeding - then I will be very glad to hear your arguments. I'm sure Yaku will be harder with the Mustang than with the A-8.
            And by the way, is the interceptor not a fighter? Well, let's take the A-8 into interceptors since it has 6 barrels then we will not compare them with anyone at all. And all sorts of Dora and Franks / Tony where to relate?
  14. +3
    20 December 2013 17: 48
    No. 1. Kozhedub La-7
    No. 2. Pokryshkin Aerocobra then just keep an account,
    3. Rechkalov Aerocobra
    4.Gulaev Aerocobra
    5. Evstigneev fought on the Lavochkin fighter, then with 50 confirmed victories of D. Glinka who again flew on the P-39, followed by A. Vorozheikin who fought on the Yaks ...
    Yes, I apologize, they are all No. 1 for me, if it weren’t for them, I wouldn’t sit now and wouldn’t erase these letters on the clave.
    1. +4
      20 December 2013 18: 32
      This is all true. But by the time the flights on Lavki and Kobrah began, these aces were already formed air fighters. After all, they did not choose the shops and Cobras for themselves? What the regiments were armed with, they flew on that ... If they were at war on the Yaks, perhaps they would have chopped the Fritzes no less))) The same is true for the FW-190. Who flew them on the Eastern Front ??? Suckers from half-educated ... That's why the myth that "Fock" is worse than "Mass" is about the Eastern Front. Look at the statistics of pilots on the "Fock" of the Western Front and everything will become clear ... So it is not the plane that determines the pilot's skill, but other qualities.
    2. +3
      20 December 2013 18: 57
      In fact, the number of shot down is not an objective indicator of the superiority of one type of vehicle over another. From the second half of the Second World War, they began to adhere to a certain "division of labor" by types of fighters. Yaki-direct escort (where the chance to shoot down is much lower), Yaki, A-cobra-group, clearing, combat group, ambush. In many memoirs, the pilots from the Yakovs talk about this (the most striking interview on this topic is N. Kozhemyako). Again N. Golodnikov (sorry, if anyone has already read hi ) on this subject said:
      In addition, it must be said that by the second half of the war we had a certain specialization in the use of fighters. For example, when fighters were identified in the cover of bombers, the “battle group” was made up of “aero cobras” or “la”, and “yaks” were identified in the immediate cover group. That was right.
      The “Battle Group” sets up and engages in battle with enemy fighters, therefore it is desirable for them to have higher altitude engines - approach the battlefield with a reserve of altitude, and the weapons are more powerful, the first attack is sudden and therefore the most effective. And it is better to have heavier cars in this group - it will be easier to catch up with a German at a dive. These requirements were met by both la and aerocobra.
      In the direct cover group it is better to have cars more dynamic and lighter, with a good "vertical" - they spin around the "bombers", beat off those who managed to break away from the "battle group". It was these machines that the Yaks were. Another thing is that in the immediate cover group the chance of someone being shot down is much less than in the "battle group", therefore the Yak pilots were constantly dissatisfied with this "specialization", but here "to each his own".
  15. 0
    20 December 2013 19: 16
    Quote: retired
    In fact, the number of those shot down is not an objective indicator of the superiority of one type of equipment over another ...

    Why, in the war, this is just one of the objective indicators for this class of aircraft. Objective, but not the only one.
    And here is the argument:
    ... The legendary "Nine" which tore everyone and everything ...
    purely subjective.
  16. +1
    20 December 2013 21: 18
    Great guys drinks .Personally, for me the best fighter could be Ta-152.For me --- Mustang was not standing next to him. I can justify (who cares). Will we discuss?
    1. Su-9
      +2
      21 December 2013 10: 08
      The Ta-152 is still one of the best aircraft - as for me, the S-3 version. The high-altitude interceptor was still a fairly specialized aircraft ... They were simply made very little for objective comparison. And yes, he is handsome. Again it would be interesting to see how it was compared with Dornier335m. But that's why only speculation.
      And so - Spits 14th and 24th were not bad planes. Mustangs D. Tony, Franks.
      Of course, we have La-7 (with all its problems) and the Yak-9u.
      1. +1
        21 December 2013 10: 55
        It's nice to read the person in the topic. Let's compare the performance characteristics of Focky and all the others? Yes, "Pfeil" stepped over the line of propeller-driven engines! Although it is still too early for the Me-262
        1. Su-9
          0
          23 December 2013 06: 24
          At leisure, you can somehow make a comparison.
          Write in a personal agreement.
  17. +2
    20 December 2013 21: 20
    A word to the former commander of 303 th AD, Major General G. N. Zakharov.

    "The attitude to the aircraft," writes Georgy Nefedovich, "is always very subjective. Therefore, it will not be surprising if many of my friends, former fighter pilots, find my assessment of the Yak-3 overstated. The pilots of the 139th Guards Regiment who flew in At that time, on Yak-9U aircraft, they recognized the merits of the Yak-3, but did not at all consider them absolute. In any case, many found that the powerful Yak-9U engine and its cannon cost the ease and maneuverability of the Yak-3. Well, what about the patriots. " Lavochkin ", especially its latest modifications - La-7 and La-9, - nowhere and will never agree that" Lavochkin "was in some way inferior to" Yak ". It's all about the pilot's personal affections, sometimes even the character of the pilot itself ... "

    La 7 Major A. Alelukhina 9 Giap
  18. Su-9
    +1
    20 December 2013 22: 22
    To argue which plane is better is pretty nice but completely meaningless.
    Firstly, there are many characteristics that can be compared. But the most interesting thing is that comparison on the totality of characteristics also does not matter.
    Let's take Crang's assertion as an axiom. "Yak-9 is the best fighter." And let's show how easy it will be to argue with this statement. (Instead of Yak-9, you can insert your favorite aircraft).
    1) If you take a fitted and debugged Yak-9 and put it at medium heights against the FVA-8, then if the German does not go head-on, then most likely he will lose. Does this mean that the Yak-9 is better?
    2) But if you take a regiment of "ordinary" Yak-9x against a regiment of the same A-8, force both of them to fly 2-3 sorties per day for a month (well, for example, for patrolling, interception of reconnaissance, flying) - then what work out? On the 31st day, the number of combat-ready A-8x will exceed the number of combat-ready Yaks by 30% (optimistic) or 70% (pessimistic). And then the fight - at the same heights. With a completely different result. Does this mean that PV A-8 is better? (Instead of A-8, you can insert a Mustang, with the only difference that in the first scenario it will be more difficult for Yak to shoot it down).
    3) And if the Yaks need to go to intercept the B-29x boxes on the ceiling of 9 kilometers? And even if these B-29s go without cover. What will be the result? The only non-suicidal way to attack with a dive from the front hemisphere. Getting out of ShVAK will be very difficult. Making more than two calls will be difficult. For any aerobatic error, you enter the box and you are simply burned from machine guns. And the most opposite, after getting a ShVAK B-29 continues to fly ... And if the box has at least some kind of escort? Which will frustrate attacks or attack the tail after the first call?
    4) The complete unsuitability of Jacob to accompany even tactical bombers. Yak range - 600km - or flight hour. If you set aside 5 minutes for take-off, 5 minutes for approach to the bombers and 10 minutes for combat, then the range for escort will be 20 minutes. How far will the IL-4 fly in 20 minutes? 120km? And if you need to bomb for 200 km?
    5) I'm not talking about the complete unsuitability of the Yak-9go (like La-5/7) for the role of information security.

    Aviation strategies and industrial development dictated the design of fighters. Both the Yak-9U and La-7 were excellent aircraft. It was simply not possible to do better in the USSR during the war in normal quantities. Calling them categorically the best is impossible. If you want to, then say that when you meet one on one at medium altitudes, the plane ".. insert the mark .." was the best of the Soviet.
    1. +1
      20 December 2013 23: 22
      Right now, old man I spend all my friends nafig-talk.
  19. tooth46
    +3
    20 December 2013 23: 03
    In the early eighties, he spoke closely with the Hero, a former fighter, and in peacetime a lawyer. Unfortunately, I forgot my name - it was one of the working episodes. He has 15 shot down, flew on Lavochkin. Since my dream for some period was aviation (in the past, an aeroclub, a bit of a glider, but mostly a parachute), we would be happy to, although we were then procedural opponents, talked about this topic over a glass. The personal opinion of the Hero was unambiguous - only La-5FN! In his presentation, Yaki is a weakened glider design in pursuit of minimum weight, percale on planes and low weight of a second volley.
  20. 0
    20 December 2013 23: 28
    Quote: Su-9

    2) But if you take a regiment of "ordinary" Yak-9x against a regiment of the same A-8, force both of them to fly 2-3 sorties per day for a month (well, for example, for patrolling, interception of reconnaissance, flying) - then what work out? On the 31st day, the number of combat-ready A-8x will exceed the number of combat-ready Yaks by 30% (optimistic) or 70% (pessimistic) ...

    Add to this, every downed Yak, it’s dead and a plane and a pilot, every downed Fw 190 or Messer, it’s more often just a dead plane. Erich Hartmann was shot down 14 times. Unfortunately, the most disposable aircraft were the Yaks, did not sustain damage and burned quickly, and probably the most resistant of ours (fighters) were LaGGi.
    1. Crang
      -1
      20 December 2013 23: 35
      Well, yes, really? This is probably why the abbreviation LAGG was deciphered by the pilots as "Lacquered Guaranteed Coffin".
      1. +2
        21 December 2013 03: 51
        Quote: Krang
        Krang (2) Yesterday, 23:35 p.m. ↑ New
        Well, yes, really? This is probably why the abbreviation LAGG was deciphered by the pilots as "Lacquered Guaranteed Coffin".

        The hero of the Soviet Union Gubanov in one battle on LaGG-3 shot down 3 enemy planes, in total he won 28 personal and 9 group victories, he won all flying while flying on LaGG-3, La-5, La-7. 246IAP pilot P.M. Kamozin in November 3 on LaGG-1942, he shot down two Bf-109 and Bf-110 over Tuapse in a single battle. Kamozin flew 3 enemy aircraft on the LaGG-17, he ended the war on Aero Cobra with 36 personal and 13 group victories. A large number of victories on LaGG-3 were won by pilot 249IAP (later 163 GIAP) A.M. Kulagin, who shot down 3 enemy planes on LaGG-26 with 39 victories on his account.
        Earlier, I already wrote, but I repeat 249 IAP received LaGG-3 in FEBRUARY 1943. Prior to this, the regiment flew on the Yaks!
        Quote: alexbg2
        Unfortunately, the most disposable aircraft were the Yaks, did not hold any damage and burned quickly,

        here, I also disagree, there have been quite a few cases when pilots returned on badly damaged Yaks. A. Vorozheykin described in very detail the case when an anti-aircraft shell hit the plane of his wingman, which completely ripped off the fuselage lining but the pilot remained alive but also returned on it plane to your airfield.
  21. +1
    20 December 2013 23: 46
    Quote: Krang
    Well, yes, really? This is probably why the abbreviation LAGG was deciphered by the pilots as "Lacquered Guaranteed Coffin".

    Yah. What erudition! where did you hear? Which pilots decoded it like that?
  22. 0
    20 December 2013 23: 50
    Wikipedia is not a source of knowledge, but still:
    Quote: Wikipedia
    ... The widely known nickname "Lacquered Guaranteed Coffin", contrary to popular belief, was not used during the war, and appeared after the publication of a book devoted to the work of S. A. Lavochkin ...

    This book was called: "Arlazorov M. S. Front goes through KB.-M.:" Knowledge ", 1969"
  23. +1
    21 December 2013 00: 09
    Quote: zub46
    In the early eighties, he spoke closely with the Hero, a former fighter, and in peacetime a lawyer. Unfortunately, I forgot my name - it was one of the working episodes. He has 15 shot down, flew on Lavochkin ...

    Where was it? Just at the same time he was working in Krasnodar in military unit 13834, we had a Hero and the same number of them were shot down. In general, in those days he was in close contact with the navigator from the IL-4 crew. And in my council of veterans the pilot was a veteran pilot, also with IL-4. Now all three have long been dead.
  24. +3
    21 December 2013 00: 27
    it’s a shame that back in 1941 there was a plane that could become equal to La7 in its performance characteristics in 1942, and by 1945 it could significantly surpass ... it’s I185 Polikarpova
    1. +3
      21 December 2013 00: 52
      Is not a fact! Yes, and declared LTDs often cringe in mass production!
    2. +1
      21 December 2013 01: 51
      Is that the one that flew ??
  25. +1
    21 December 2013 00: 44
    Great again men. Excuse me if I do spelling. -My purely --- Let's compare with the best. Personally, mine-Starting with A-5 (PV) have already outstripped Spita (who you all love so much). Everyone remembers the story with Armin Faber who gave A-shku to the Angles? (by stupidity). So it turned out that Spit-9 was inferior only to A-ke on almost all altitude ranges (except for 2-4 thousand m., there the foci literally lost in speed on km. 5-7 --- fought mainly on what?). About the peak I think it makes no sense to compare (without options). Armament --- without options. Compare power plants. Ekspromt
  26. +3
    21 December 2013 08: 16
    An interesting article, but the comments ... and where does the Yak-9?))), It’s felt that experts in aviation are arguing, and they've gotten to the smallest details (this is not an insult, you can’t find such facts in the press, + you still need to find read + analysis).
    I just didn’t like the fact that ours (one or another model of aircraft) was tearing and breaking everything and everyone ...
    Eternal memory to those who met Asses, the ASSU of the Luftwaffe in 1941 (and did not break jerks on the latest models), remember the men who, out of hopelessness, for piloting somewhat weak machines, made 7 rams of 22 on June 1941 ...
    Has anyone wondered why IL-2 is the most massive in production? Eternal memory burnt in two tens of thousands of silts !!!
    As a jerk I heard how WWII Veteran spoke about April 1945, they said the junkers would fall, they all plowed, then you could hear the infantry shouting shouting - where was this ... aviation, and this was complete domination in the sky la-7 and yak-9
  27. +3
    21 December 2013 11: 02
    Quote: svp67
    it’s a shame that back in 1941 there was a plane that could become equal to La7 in its performance characteristics in 1942, and by 1945 it could significantly surpass ... it’s I185 Polikarpova

    A beautiful airplane, had to fight a lot of his classmate with a water-cooled engine.
    1. +1
      21 December 2013 11: 05
      There is nothing to be done about it --- the Storer, he is the Storer
  28. Impich
    +1
    21 December 2013 17: 18
    do not forget that the temperature in the cabin was over 50 degrees .. but as we understand it is not ice ....
  29. D_L
    D_L
    0
    23 December 2013 02: 40
    Good article, thanks!
  30. 0
    4 July 2014 16: 30
    I read, right now, and I don’t remember a book, so about accident rate ... More people and planes died from accidents and catastrophes than from German fire ... In the summer of 45g. after the end of the war, the deaths of the pilots did not decrease, the yaks were especially different, the wings were torn off on the fly, wooden structures swelled from the rain, the geometry was broken ...
    I read about a training battle of a Frenchman from "Normandie-Niemen" on a yak-3 and our pilot on a la-5, the yak won on the horizontal, and the aircraft on the vertical ..., by the way, it was not for nothing that the French mechanics were removed and replaced with Soviet ones, and also when, after the war, the French flew on yaks to their homeland, our mechanics flew with them ... Also, the American, the driver of the R-63 kingcobra, quickly lost on turns to our Yak-1B ...
    Much if not everything depends on the pilot in the first place, and not on the performance characteristics of aircraft.
  31. 0
    4 July 2014 17: 01
    Comparing the books of two Frenchmen who fought for the USSR and England against the Germans, I saw interesting features. In Normandy-Niemen, the French first fought for himself, the system fell apart, but the pilots were great, they shot down a lot, the Germans were afraid of them, but they suffered heavy losses in the beginning. Only when, ours, they talked softly with them and indicated that it was necessary to be a single team on the relegation, then things went.)) Further in the book there is a lot of positive. But now, in the memoirs of another Frenchman, Pierre Klosterman, who fought on his sleeping and temperaments, one yearning and sadness in anticipation of imminent death ... That is, technology by technology, and a sense of team, a just cause, self-confidence and comrades will allow you to cope with any difficulties and emerge victorious.
  32. 0
    April 2 2016 19: 40
    Quote: St. John's wort
    ... Also, the American, the R-63 kingcobra remover, quickly lost in turns to our Yak-1B ...
    Much if not everything depends on the pilot in the first place, and not on the performance characteristics of aircraft.

    The demonstration match over the airfield has nothing to do with what the planes and their pilots had to do in a real combat situation.
    Therefore, such examples show nothing and prove nothing ...
  33. 0
    April 2 2016 22: 38
    In the first and second pictures at the beginning of the article, different planes ...
  34. 0
    4 May 2016 11: 44
    Quote: St. John's wort
    Also, an American, a R-63 kingcobra remover, quickly lost in turns to our Yak-1B ...
    Much if not everything depends on the pilot in the first place, and not on the performance characteristics of aircraft.

    Training battle over the airfield is not an indicator. In a real combat situation, such fights were more likely an exception to the general rule.
    If, nevertheless, the aircraft was to be evaluated in such a situation, then, without a doubt, the Gumyrykan Grumman F8F Bearcat would have come first.
    The aircraft was specially created as an interceptor for aircraft carrier formations and was sharpened purely specifically for air combat with enemy fighters, the bombers had to take on the Helket-Corsairs.
    The result was small - as for a fighter with an engine of 2200 hp. - a very maneuverable, very frisky, very fast aircraft.
    During the tests, it struck someone to conduct a comparative aerial battle between Birket and Mustang ...
    At the same time they took off like a couple, then they had to disperse and only then begin the battle ...
    The Birket pilot turned out to be an excellent joker - he carried out the first attack on Mustang as soon as he pulled the wheels off the ground, then made a sharp turn, went on the attack again and again attacked Mustang - he really didn’t even manage to gain speed, but was already “shot down” twice !

    In general, the moral of this fable is this:
    staging a demonstration air battle over the airfield between Mustang and Birket is complete nonsense!
    Since a long-range fighter escorting distant bombers on the one hand, and a fighter for gaining air supremacy over your aircraft carrier on the other hand, these are not just fighters of different classes - they are generally different types of weapons!


    The same can be said about the demonstration battle over the Kingcobra airfield with the Yak:
    Kingcobra - even a universal Pts, even a multi-purpose aircraft;
    The Yak is a pure fighter sharpened only for air combat, primarily with other fighters, and in a fairly limited space and in a fairly limited time frame!
    In reality, for a demonstration match over the Yak airdrome, Pts is a good choice.
    For all other roles, no ...

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