"Standard 1944 of the Year" La-7
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.
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:
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:
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.
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).
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 ...
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:
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:
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 ...
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.
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:
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.
- Nikolai Yakubovich, "All aircraft Lavochkina"
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Full Metal La-Xnumx
The last piston la fighter
Semi-reactive la
Reactive firstborn Lavochkina
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Information