Lavočkin LaG-5

Lavochkin LaG-5
Лавочкин ЛаГ-5
     
Název:
Name:
Lavočkin LaG-5 Lavochkin LaG-5
Originální název:
Original Name:
Лавочкин ЛаГ-5
Kategorie:
Category:
stíhací letoun fighter aeroplane
Výrobce:
Producer:
DD.MM.1942-DD.03.1942 Gorkovský letecký závod č. 21 Ordžonikidzeho, Gorkij /
Období výroby:
Production Period:
DD.MM.1942-DD.03.1942
Vyrobeno kusů:
Number of Produced:
1 (?)
První vzlet:
Maiden Flight:
21.03.1942
Osádka:
Crew:
1
Základní charakteristika:
Basic Characteristics:
 
Vzlet a přistání:
Take-off and Landing:
CTOL - konvenční vzlet a přistání CTOL - conventional take-off and landing
Uspořádání křídla:
Arrangement of Wing:
jednoplošník monoplane
Uspořádání letounu:
Aircraft Concept:
klasické conventional
Podvozek:
Undercarriage:
zatahovací retractable
Přistávací zařízení:
Landing Gear:
kola wheels
Technické údaje:
Technical Data:
 
Hmotnost prázdného letounu:
Empty Weight:
2600 kg 5732 lb
Vzletová hmotnost:
Take-off Weight:
3206 kg 7068 lb
Maximální vzletová hmotnost:
Maximum Take-off Weight:
3303 kg 7282 lb
Rozpětí:
Wingspan:
9,800 m 32ft 1,82in
Délka:
Length:
8,670 m 28ft 5,33in
Výška:
Height:
2,540 m 8ft 4in
Plocha křídla:
Wing Area:
17,62 m2 189.66 ft2
Plošné zatížení:
Wing Loading:
181,90 kg/m2 37.26 lb/ft2
Pohon:
Propulsion:
 
Kategorie:
Category:
pístový piston
Počet motorů:
Number of Engines:
1
Typ:
Type:
Švecov M-82 vzduchem chlazený dvouhvězdicový čtrnáctiválec o vzletovém výkonu 1 250 kW (1 700 k) při 2 600 ot./min, 1 125 kW (1 530 k) při 2 400 ot./min v h= 2 030 m, 979.25 kW (1 330 k) při 2 400 ot./min v h= 5 400 m a 612 kW (832 k) při 2 400 ot./min v h= 8 500 m.
Vrtule VIŠ-105S trojlistá s nastavitelným úhlem náběhu vrtulových listů o průměru 3 000 mm
Shvetsov M-82, fourteen-cylinder air-cooled two-row engine rated at 1,677 hp at 2,600 rpm for take-off, 1,509 hp at 2,400 rpm at 6,656 ft and 1,312 hp at 2,400 rpm at 17,716 ft and 820.7 hp at 2,400 rpm at 27,887 ft,
driving a three-bladed variable-pitch ViSh-105S propeller of 9ft 10.11in diameter.
Objem palivových nádrží:
Fuel Tank Capacity:
464 l 102 UK gallons
Výkony:
Performance:
 
Maximální rychlost:
Maximum Speed:
556 km/h v 6450 m 345.5 mph in 21161 ft
Cestovní rychlost:
Cruise Speed:
510 km/h v ? m 316.9 mph in ? ft
Rychlost stoupání:
Climb Rate:
13,88 m/s 2732.3 ft/min
Čas výstupu na výšku:
Time to Climb to:
6,1 min do 5000 m 6,1 min to 16404 ft
Operační dostup:
Service Ceiling:
9650 m 31660 ft
Dolet:
Range:
630 km 391.5 mi
Maximální dolet:
Maximum Range:
1150 km 714.6 mi
Výzbroj:
Armament:
2x pevný kanón ŠVAK ráže 20,0 mm (po 200 granátech)
2x 50 kg puma FAB-50
Two 0.79 in SchVAK fixed forward-firing cannon 200 rpg
Bomb load: two 110 lb bombs FAB-50
Uživatelské státy:
User States:
Poznámka:
Note:
Další informace v práci Chronologický přehled konstrukcí S.A.Lavočkina.

Jinak také LaGG-3 M-82.
-
Zdroje:
Sources:
Václav Němeček, Vojenská letadla III,. 3. upravené a doplněné vydání,. Praha, Naše vojsko, 1992. ISBN 80-206-0117-1.
Zbyněk Válka. Stíhací letadla 1939/45, Olomouc, Votobia, 1999 ISBN 80-7198-396-9
Profile Publication No. 147, Lavochkin La-5 / La-7
L+K 1/1978, Letadla 1939 - 45
http://www.ctrl-c.liu.se/MISC/RAM/lag-5.html
http://www.airwar.ru/enc/fww2/la5.html
www.xs4all.nl
http://www.wio.ru/tacftr/lag-rus.htm
archiv autora

Lavočkin LaG-5 -


Lavočkin LaG-5 -


URL : https://www.valka.cz/Lavockin-LaG-5-t102208#368730 Version : 0

History of the creation


The Lavochkin LaGG-3 was still "overweight" despite the best efforts of the designers, and the Klimov inline engine VK-105PF, could not provide the speed and climb performance this aircraft needed. The LaGG designers had hoped for the necessary performance increase from the new VK-107 engine just tested, but this engine was at the very beginning of its development and could not yet be used in combat conditions. The problem with underpowered LaGGs was becoming critical and was finally solved by the half-forgotten engine of the designer Svecov, whose engine was designated M-82. Approximately 1,000 of these engines were in storage after the not-so-successful Sukhoi Su-2 fighter.


The first to realize this was the designer Gudkov, who designed the Gu-82, which was a substantially modified LaGG-3 with a twin-star M-82 engine. In total, two Gu-82s were built and tested in the autumn of 1941


S. A. Lavochkin and his OKB at Gorky also tried installing the larger and heavier M-82 engine in the fuselage of the LaGG-3, which was designed for an inline engine that was almost ½ meter smaller in diameter. Lavochkin resisted the installation, relying on Klimov's VK-107 engine. However, Yakovlev was also interested in this engine and literally stole the engine intended for Lavochkin's OKB. Yakovlev did not hesitate to use intrigue and deception to get his way at the expense of Lavochkin's design team.


Technical solution


Lavochkin finally agreed to the M-82 engine, which was not at all easy. The aerodynamic transitions between the fuselage and the engine cowling were made of plywood, this was the material used to build the LaGG-3, the problem was with the engine overheating. The engineers installed deflectors under the engine cowling to ensure effective cooling of the cylinders at the second radial, the oil was also overheating, the original oil cooler was not enough. The firewall behind the engine was moved backwards, towards the cockpit, causing hot superheated air to flow into the cockpit.


The first test flights showed further poor flight characteristics, the rudder balance was poor and the view from the cockpit deteriorated rapidly due to the larger engine diameter, especially during take-off and landing. However, the installation of the new engine resulted in a slight increase in speed and climb rate, thus improving the handling of the aircraft. However, the new engine had the potential for further performance gains. In April 1942, after modifications, the prototype was ready for state tests, which it passed successfully, and in July 1942 serial production could begin.


For the first production run, already built airframes of the LaGG-3 were used, thus the new LaG-5 also inherited all the vices of the LaGG-3, including the high demands on piloting skill. The poor workmanship and little technological discipline in production persisted with the new machine. Thus, many of the new aircraft suffered from massive vibrations that sometimes led to the pilot being unable to keep the enemy aircraft in sight. On the other hand, the new aircraft had more powerful firepower and a larger ammunition supply. Two twenty millimeter SVAKs were installed above the engine with a supply of two hundred rounds per barrel.


The designers and engineers tried to continuously troubleshoot the aircraft, focusing their efforts on the still criticized poor view from the cockpit; from September the aircraft was produced as La-5 (Gorbunov left Lavochkin's team). This version had already brought visible changes, the cockpits protruded slightly above the lowered fuselage and thus finally improved the view from the aircraft, managed to reduce vibrations and gradually slightly more powerful versions of the AS-82 engine were used. By the end of the year, 1129 aircraft of this type had been produced.


Sources used:
Václav Němeček, Vojenská letadla III,. 3. modified and supplemented edition,. Prague, Naše vojsko, 1992. ISBN 80-206-0117-1.
Zbyněk Válka. Stíhací letadla 1939/45, Olomouc, Votobia, 1999 ISBN 80-7198-396-9
http://www.airwar.ru/enc/fww2/la5.html
author's archive
URL : https://www.valka.cz/Lavockin-LaG-5-t102208#368803 Version : 0
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