Lavočkin LaGG-3 (4. - 8. série)

Lavochkin LaGG-3
Лавочкин ЛаГГ-3
Lavočkin-Gorbunov-Gudkov LaGG-3 Lavochkin-Gorbunov-Gudkov LaGG-3
Originální název:
Original Name:
Лавочкин-Горбунов-Гудков ЛаГГ-3
stíhací letoun fighter aeroplane
DD.MM.1941-DD.MM.1942 Gorkovský letecký závod č. 21 Ordžonikidzeho, Gorkij /
DD.MM.1941-DD.MM.1942 Tbiliský letecký závod č. 31 G. Dimitrova, Tbilisi /
DD.MM.1941-DD.MM.1942 Novosibirský letecký závod č. 153 V. P. Čkalova, Novosibirsk /
Období výroby:
Production Period:
Vyrobeno kusů:
Number of Produced:
První vzlet:
Maiden Flight:
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
zatahovací retractable
Přistávací zařízení:
Landing Gear:
kola wheels
Technické údaje:
Technical Data:
Hmotnost prázdného letounu:
Empty Weight:
2610 kg 5754 lb
Vzletová hmotnost:
Take-off Weight:
3280 kg 7231 lb
Maximální vzletová hmotnost:
Maximum Take-off Weight:
? kg ? lb
9,810 m 32ft 2,22in
8,810 m 28ft 10,85in
3,060 m 10ft 0,46in
Plocha křídla:
Wing Area:
17,62 m2 189.66 ft2
Plošné zatížení:
Wing Loading:
186,15 kg/m2 38.13 lb/ft2
pístový piston
Počet motorů:
Number of Engines:
Klimov VK-105PA kapalinou chlazený vidlicový dvanáctiválec o vzletovém výkonu
750 kW (1 020 k) při 2 600 ot./min při plnicím tlaku 950 mm Hg (1,25 atm), bojový výkon 1. převodová rychlost kompresoru 809 kW (1 100 k) v h= 2 000 m při 2 700 ot./min plnicí tlak 910 mm Hg (1,2 atm) a
bojový výkon 2. převodová rychlost kompresoru
772 kW (1 050 k) v h= 4 000 m při 2 700 ot./min plnicí tlak 910 mm Hg (1,2 atm).
Vrtule: trojlistá stavitelná VIŠ-61P o průměru 3 000 mm
Klimov VK-105PA twelve-cylinder liquid-cooled vee engine, rated at 1,006 hp at 2,600 rpm boost 18.37 psi for take-off, 1,085 hp at 2,700 rpm at 6,562 ft, boost rated 17.6 psi for combat power 1st speed of compressor and
1,036 hp at 2,700 rpm at 13,123 ft boost 17.6 psi for combat power 2nd speed of compressor,
driving a three-bladed variable-pitch propeller VISh-61P of 9ft 10.11in diameter
Objem palivových nádrží:
Fuel Tank Capacity:
452 l 99.5 UK gallons
Maximální rychlost:
Maximum Speed:
549 km/h v 5000 m 341.1 mph in 16404 ft
Cestovní rychlost:
Cruise Speed:
? km/h v ? m ? mph in ? ft
Rychlost stoupání:
Climb Rate:
9,80 m/s 1929.1 ft/min
Čas výstupu na výšku:
Time to Climb to:
? min do ? m ? min to ? ft
Operační dostup:
Service Ceiling:
9300 m 30512 ft
870 km 540.6 mi
Maximální dolet:
Maximum Range:
? km ? mi
1x kanón ŠVAK ráže 20,0 mm (120 granátů)
1x kulomet UBS ráže 12,7 mm (220 nábojů)
2x kulomet ŠKAS ráže 7,62 mm (po 325 nábojích)
4X raketová střela RS-82 pod křídly nebo 2x 100 kg puma FAB-100
One 0.79 in SchVAK fixed forward-firing cannon in a moteur instalation with 120 round and
one 0.5 in UBS fixed forward-firing machine gun, with 220 round and
two 0.300 in ShKAS fixed forward-firing machine guns, 325 rpg
4x 3.23in RS-82 rockets, or 2x 100kg (FAB-100) bombs.
Uživatelské státy:
User States:
Letouny 8. série byly vyráběny od prosince 1941. Tyto stroje již nenesly kulomety ŠKAS s kanón ŠVAK byl nahrazen kanónem VJa ráže 23 mm

Motor Klimov VK-105PA se od motoru VK-105P odlišoval pouze bezplovákovým karburátorem K-105PA

Další informace v práci Chronologický přehled konstrukcí S.A.Lavočkina.
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
archiv autora
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LaGG 3 - tests of Japanese army pilots

Japan had a great chance to acquire an intact Soviet fighter aircraft in mid-1942 LaGG-3, at that time a Russian fighter pilot decided to request political asylum and flew the aircraft to Manchuria. The pilot, whose name I have not yet been able to trace and who is only referred to in the literature as "Sotohe 700", this pilot decided to land at the Manchurian airport of Chiasmus, unfortunately he did not make it to the airport because he was forced by Japanese anti-aircraft artillery to make an emergency landing. During this landing, in soft ground, the liquid cooler and of course the propeller were damaged.
The aircraft was immediately transported to the Pinfan Airfield Workshops and there it was examined for the first time by aviation experts from the Harbin base. The Japanese specialists were surprised by the quality and surface of the bakelized birch plywood, the cabin heating system, which used the heat of the exhaust pipe, was found interesting, but the air brakes on the landing gear wheels received the greatest appreciation. In contrast, the Japanese were not particularly impressed with the engine and propeller, here they easily recognised the Hispano-Suiza 12Y engine, which had some improvements to increase performance. All in all, the Japanese rated the aircraft quite well structurally, but at the same time, in addition to tests, repairs were being made to the aircraft in the workshops to allow pilots to learn its flight characteristics.
On 27.9.1942 the aircraft was again airborne and until 20.10.1942 Hiko Sho Sa (Maj.) Yamamoto sat behind its nose, he carried out speed, climb and range tests. The highest speed of 518 km/h was measured at an altitude of 4,270 m, he climbed to an altitude of 3,000 m in 3 min and 4 sec, and then climbed to an altitude of 8,000 m in 19 min 12 sec. The endurance of flight at an economic speed of 304 km/h was 1 hour 53 min. All tests were carried out with 92 octave fuel. The pilot complained about the very low manoeuvrability of the aircraft. At the end of October, the aircraft was flown to Mutanchiang base, where the tests were continued by other army pilots. In simulated dogfights, the LaGG-3 was compared to Japanese fighters Nakajima Ki 27b and Nakajima Ki 43-Ic. Pilots who flew the LaGGa praised the aircraft's acceleration and great speed in dive flight, while comparing the aircraft's agility and maneuverability to a flying brick. Complaints were also made about too much control force on the aircraft's controls.
In November, it was decided to stage a flyover to Fussa base, i.e. a flyover to the home islands. The overflight was conducted by pilot Yoshida, and a defect in the main landing gear wheel had to be repaired at Shengyang base, and a tube from a Mitsubishi Ki 51[/url] combat aircraft was used for the repair. The fateful takeoff from Fukuoka base was fatal for this aircraft, probably another defect occurred, the LaGG spun out, the resulting high forces led to a broken landing gear and thus extensive damage to the aircraft. It was eventually transported to Fussy by truck. The aircraft was found to be beyond repair, and that is the end of all reports on this machine.

Sources used:
L+K 19/1991 p. 44/778
author's archive
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Trojpohled LaGGu 3.
zdroj je uveden výše
Lavočkin LaGG-3 (4. - 8. série) -

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This post has not been translated to English yet. Please use the TRANSLATE button above to see machine translation of this post.

Fotografie z testů LaGGu-3 v Mandžusku a z přeletů do Japonska.
Zdroj uveden výše
Lavočkin LaGG-3 (4. - 8. série) -

Lavočkin LaGG-3 (4. - 8. série) -

Lavočkin LaGG-3 (4. - 8. série) -

Lavočkin LaGG-3 (4. - 8. série) -

URL : Version : 0
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