Long-range fighter La-11.

Developer: OKB Lavochkin
Country: USSR
First flight: 1947

In custody "Acta..." according to the results of state tests of the 130 aircraft, it was said that “... in order to further improve the flight performance of the 130 aircraft. and also to ensure the possibility of a wider tactical use of the aircraft, consider it necessary, as a modification, to work out a variant of a bomber escort fighter aircraft with a flight range at a bomber cruising speed of at least 2500 km.

The above-mentioned "Act" was approved on October 18, 1946 by Resolution of the Council of Ministers of the USSR No. 2339-996. The same document provided for the creation of a training fighter and an escort aircraft on the basis of the 130 machine.

Both machines were developed in parallel and almost simultaneously went to flight tests.

It took OKB-301 only half a year to create the aircraft "134" (La-9M), the future La-11. In May 1947, test pilot A.G. Kochetkov, who switched to industry from the Civil Aviation Research Institute of the Air Force, for the first time took the car into the air. In 18 flights with a total duration of 12 hours 37 minutes, the maximum horizontal speeds and rate of climb at the nominal engine operating mode, technical range and flight duration were determined.

On June 19, the first machine entered the state tests at the State Research Institute of the Air Force. Compared to the La-9, three NS-23S guns were installed on the 134 aircraft, reducing the ammunition load of the remaining guns to 225 rounds. The oil cooler was moved to the lower part of the engine hood and the capacity of the oil system was increased.

An increase in the takeoff weight of the aircraft required strengthening the landing gear with the installation of main wheels measuring 660 × 120 mm with high-pressure pneumatics. The tail wheel shock absorber was mounted on a link suspension.

The aircraft was equipped with aeronautical lights, an AFA-IM aerial camera for planned photography, and an automatic control of the temperature of the engine cylinder heads. Like on La-9. the fighter was originally equipped with a Fairchald photo machine gun. Subsequently, it should be replaced with domestic S-13. at the same time, the photomachine gun was placed both on the right landing gear and on the canopy of the cockpit canopy.

The increased duration of the flight when escorted by bombers (over seven hours) required the installation of an additional oxygen cylinder, a urinal for the pilot, and adjustable soft armrests and a wide soft back on the seat.

Normal flight weight increased by 571 kg. Despite all the efforts of aerodynamics, with the same power of the power plant, it was not possible to meet the requirements set by the resolution of the Council of Ministers. The only exception was the range and practical ceiling. Suffice it to say that the maximum speed near the ground turned out to be 25 km / h, and at an altitude of 6200 m - 6 km / h less than required.

During the test period, which ended on July 24, both machines made 71 flights with a total duration of 59 hours and 13 minutes. On July 10, 1947, pilots Dziuba and Alekseenko performed two long-range flights. One in the most favorable mode (speed 355 km / h, altitude 1000 m) along the route Chkalovskaya - Kazan - Chkalovskaya - Dmitrov - Orekhovo-Zuyevo - Chkalovskaya. Another at the same height, but at a speed of 473 km / h on the route Chkalovskaya - Cheboksary - Chkalovskaya. The technical flight range was determined from the condition that two air battles lasting 10-16 minutes would take place along the route (one battle in the middle of the route, the second at the end of the route). Imitation of battles took place at altitudes of 5000 and 7500 m.

P.M.Stefanovsky, I.M.Dzyuba, L.M.Kuvshinov, D.G.Pikulenko, V.I.Alekseenko and V.P.Trofimov took part in the overflights of both machines. In their reports, they noted:
“In terms of the technique of performing aerobatics, as well as the command for aerobatics when fully refueled, the aircraft differs significantly from the serial La-9. ... the speed of the turn is 20-40 km / h more on the instrument; in addition, on a turn, the aircraft tends to increase roll and angular velocity. Turn time also increases. When performing a combat turn, the aircraft quickly dampens speed and seeks to increase the roll.
It is noticeably more difficult to fly a fighter with a full refueling than a La-9 aircraft. As the fuel runs out, piloting becomes easier and with a remaining fuel of 400-600 liters, the technique for performing aerobatics, as well as the command of the aircraft in aerobatics, are similar to those for the serial (...) La-9.
The load on the control stick from the elevators and ailerons is less than on the La-9 aircraft. but are within the normal range. The loads on the pedals from the rudder are large, as in the La-9 aircraft, they must be reduced.

When fully refueled at flight speeds of 300-450 km/h according to the instrument, the aircraft has an insufficient margin of longitudinal stability. At speeds less than 300 km/h and more than 450 km/h the aircraft is practically longitudinally neutral. The aircraft is transversely neutral. The directional stability of the aircraft is sufficient.

When the flight speed changes on the aircraft control stick, variable loads arise from the ailerons, which tire the pilot in a long flight. It is necessary to install a trimmer controlled in flight on the ailerons.

When the speed is lost, the aircraft smoothly falls on the wing with the simultaneous lowering of the nose. As soon as the aircraft during stall created a roll of up to 20 °, and lowered the nose by 10-15 °, the rudders were given to the output. The aircraft in all cases normally obeyed the rudders and restored the flight mode. ... like the La-9 aircraft, and with the slightest drift at the time of landing, it tends to stall on the wing in the direction of drift. With high leveling without side wind and drift at the moment of the handle retraction there is also a tendency to stall on the wing, which is parried by the timely giving of the reverse leg. The desire to stall on the wing is a significant drawback of the aircraft, since after a long flight the pilot's attention is dulled.

Test pilots I.M. Dzyuba and V.I. Alekseenko, who completed both long-range flights lasting 4 hours 54 minutes and 2 hours 47 minutes, in addition to the inconvenience associated with the cockpit and controllability of the aircraft, noted:

“Air combat above 7000 m on an airplane will not be effective enough, since the excess power of the VMG (propeller-motor group - ed.) does not provide the maneuver necessary for a fighter both in horizontal and vertical planes. The turn can be performed with a roll of less than 40 degrees, with a very large loss of height ... Max Height the combat use of the aircraft must be considered an altitude of 7000 m. where the vertical speed is about 7 m / s.

When simulating an air battle at the end of the route, there was a slight darkening in the eyes and slight headaches were felt. Flight personnel flying on this type of aircraft must be: well physically trained in endurance, provided with a diet with a reduced amount of ballast products (without fiber) and specially trained in long high-altitude flights.

Despite the continuity of the 134 and 130 fighters. identified 111 defects subject to priority elimination.

In the conclusions based on the results of state tests, it was recommended to shift the center of gravity forward by at least 2%, improve the lateral stability of the aircraft, facilitate rudder control and improve the controllability of the aircraft during landing. There were a number of shortcomings in the cabin equipment. In addition, it was recommended to install a trimmer on the ailerons, to provide for the possibility of installing an electric autopilot EAP-47I, a navigation coordinator NK-44. RV-2 low-altitude radio altimeter and TON-3 enemy radar warning system. There were also proposals to replace some devices with more advanced ones.

In the conclusion of the Act on the results of state tests, approved by the Decree of the Council of Ministers of the USSR No. 2942-958 of August 22, 1947, it was noted:

1. Modified aircraft La-9 design comrade. Lavochkin with an increased fuel supply passed the state tests satisfactorily ...
3. Consider it necessary to put into mass production the modified La-9 aircraft according to the model: tested with the elimination of defects noted in this act.

During the tests, the characteristics of the spin and the flight and tactical data of the machine with external tanks, the reliability of the mechanism for emergency dropping of the movable part of the cockpit canopy were not determined.

Tests of the canopy drop mechanism were carried out in December 1946 at the 21st plant on the La-9, and on September 9-11, the pilots of the GK Research Institute of the Air Force A.G. Chernyavsky and V.I. Alekseenko conducted control tests of the La-9 and La-11. The results were considered satisfactory, although the drop system required refinement.

By the same document, the aircraft was given the name La-11, and its mass production began at plant No. 21 under the designation "product 51". continued until 1951. In 1947, the plant produced 100 vehicles, in 1948 the largest number was 650. In the same year, the production of La-11 was stopped, but the next year it was restored and the plant produced another 150 vehicles. In 1950, they handed over 150 and in 1951 - 182 aircraft. A total of 1182 vehicles were built.

A few months before the start of flight tests of the experimental La-11, the Air Force Research Institute received an American twin-engine fighter Lightning P-38L-1. Flight tests, which ended in April 1947, showed that despite its large weight, almost twice the weight of the La-11, the range of the R-38 with external tanks was lower. Other characteristics were also worse, with the exception of the turn radius and the practical ceiling.

Like its predecessor, the escort fighter has been constantly improved. Only in 1948, 210 changes were made to its design, which contributed to the improvement of operational characteristics. La-11 was supplied not only to combat units, but also to the flight schools of the Air Force and the Navy.

In the summer of 1951, work was underway at plant No. 81 to install APO-82 rocket launchers on the La-11. In July 1950, factory tests were completed, and on September 22, state tests of the La-11 in the photo reconnaissance version were completed. An oscillating installation with an AFA-BA-40 camera was installed on the car. In the same year, by order of the Air Force, 100 fighters were converted into reconnaissance aircraft. In the reconnaissance variant with external tanks, the La-11 turned out to be overweight, lacking engine power. In 1951, they tried to raise the takeoff power of the ASh-82FN to 2000 hp. But as it turned out, in order to ensure reliable operation of the engine, it was necessary to make significant changes to its design and further work was stopped. Although later, for the Il-14 passenger aircraft, a modification of the ASh-82T was created with a take-off power of 1900 hp, but this was the limit. On one machine, which was tested at the State Research Institute of the Air Force. Installed a blower speed switch.

In 1950, 150 La-11s were retrofitted with RV-2 radio altimeters. MRP-48 marker radio receivers and ARK-5 automatic radio compasses. Apparently, not all production vehicles that left the factory airfield were fully equipped with radio equipment.

“At the beginning of 1948, in 911 IAP. based in Bolshaya Elani, which is somewhat south of Yuzhno-Sakhalinsk, and in which I served,(narrated by V.I. Perov) waiting for change. The regiment was armed with almost two sets of obsolete La-7 aircraft and a number of later Yak-3 and Yak-9 aircraft. Waiting for the coming rearmament. Basically, the orientation was on MiG-9 jet fighters. The regiment's library received literature on this aircraft. We began to study it with great enthusiasm. In connection with the expected transition to jet technology, we were equipped in American leather: we were given trousers and jackets, raglans. Almost the entire officer corps turned into dudes. And suddenly, somewhat unexpectedly, in November 1948, at first, almost the entire engineering and technical staff of the regiment and some of the flight personnel were put on Li-2 and American C-47 aircraft, transferred to Komsomolsk-on-Amur, to the village of Daemgi, to the airfield of the plant No. 126 to receive new equipment.

Upon arrival, we learn that we are receiving not jet, but Lavochkin piston aircraft. Guessing - probably La-9, which we have already heard about. But we will soon find out that La-11 escort fighters will have to be mastered. What kind of "beast" we did not know. As it turned out, our regiment was one of the first to receive it. Soon by railway crates of new planes have arrived. We are deploying a platform for opening containers and assembling aircraft. The essence of the assembly is the hanging of consoles, the connection of communications coming from the center section in the wing console. The engine was depreserved, started and tested. A little later - control of all equipment. We study the aircraft on the go. So far, so good. And only on one machine there were problems, after launch, due to the reversed polarity in the airfield outlet. This defect is quickly eliminated. The first impression upon opening the aircraft box is an unusually large forehead of the aircraft compared to the La-7 due to the oil cooler placed in the lower part of the hood. The pleasant light gray and blue coloring of the aircraft also caught my eye. When the consoles were hung, it turned out that the elliptical ends were replaced with straight ones.

It should be noted that we had to work in difficult climatic conditions. Frost reached 35-42°C, and the wind literally knocked down. Aircraft mechanics assembled machines without mittens. To fix the consoles and communications, they had to dip their hands in oil, protecting them from freezing. As a Senior Special Equipment Technician, my job was to connect the electrical wires in the terminal blocks. I also tried to lubricate my hands, except for the fingertips, with oil, which you wash in gasoline. And here is the result: the consoles are hung, all connections in the terminal blocks are made. but when tested under current, it turned out that there was no electrical contact in some circuits. Cause: Oil got on the terminals and in severe frost it formed a non-conductive electricity film. I had to remove the console, thoroughly rinse the terminal blocks with gasoline and repeat everything again, freezing my hands. By this time, we already felt well what an all-metal aircraft is. When touching the ends of the center section or the console, without lubricating the hands with oil, pieces of skin remained at the point of contact. When tested, the ASh-82FN motors worked like clockwork.

The flight of assembled cars began. Each aircraft had to fly for five hours before flying to Sakhalin. At first, the most experienced pilots were allowed to fly. But later, when almost the entire flight crew of the regiment arrived, everyone began to fly the La-11. I had to hurry. And then there is a small emergency.

One of our pilots made a rough landing and as a result, as they say, "tore off the goat." A little confused, he began to brake sharply. Since the runway was poorly cleared in places, the plane began to skid. Along with the main duties, I was responsible for providing radio communications with overflyed aircraft. Grabbing the microphone, I clearly and confidently commanded: “Vanya (that was the name of the pilot), calm down! Do not brake vigorously, do everything smoothly, the lane is enough! The pilot behaved more calmly and successfully completed the run. There were no more troubles, except for the case when, during the approach of the La-11 for landing, suddenly, unexpectedly, “speculators” (as we called the Li-2T transport aircraft) flew across the runway at low altitude, piloted by pilots of plant No. 126.

From the description of the aircraft, we learned that the La-11 is equipped with a laminar wing. Frankly speaking, we did not really know its purpose, but we guessed that it was something good. The pilots were very pleased with the aerobatic qualities of the aircraft. They really liked the cabin, more spacious and comfortable. Good ventilation, comfortable chair with armrests, "individual toilet", good review from the cab. On the dashboard there is an electric artificial horizon and a direction indicator, indicators of the automatic radio compass ARK-5 and a radio altimeter RV-2, the antenna "horns" of which stick out from the bottom of the consoles, a remote compass and other equipment that was part of the USP-48 system, not superfluous for the weather conditions of South Sakhalin .

An excellent RSI-6 radio set with a quartz transmitter provided reliable communication. Just in case, the aircraft was equipped with an SCh-3 identification system transponder.

The fighter had a very effective anti-icing system, a very useful thing for Sakhalin. It included two B-20 gasoline ovens for heating the leading edges of the wing panels, electrical heating through the conductive rubber of the stabilizer toe. The latter consumed about 90 amperes, for which a generator with a nominal power of 3000 watts was installed on the aircraft (on the La-7, the generator had a power of only 350 watts) with a coal regulator. This was a new case, in connection with which an “appendix” appeared in the power center - a stabilizing transformer, which periodically burned out and disabled the power center. I had to have a "surgical operation" and settle it.

In passing, we note that the aircraft as a whole behaved decently: almost never failed. The anti-icing system, to everyone's pleasure, also included a 16 liter bottle for an alcohol-water "certified" mixture (50% alcohol and 50% water), from which the mixture was applied to the windshield of the lantern and propeller blades. And what weapons were on the plane! Three very effective HP-23 cannons and an ASP-1N gyroscopic sight. The latter was a fundamental novelty and at first did not cause enthusiasm among the pilots, but as the sight was mastered, the attitude changed radically. Although I was not a “click” (as the armed forces were affectionately called in the units). but since I turned out to be the only specialist in gyroscopes in the regiment (thanks to the 2nd Moscow military aviation school of special services), I was instructed to conduct training with the personnel of the regiment on the sight.

The oil temperature in the radiator was automatically regulated by the ART-41 system. The outlet flaps of the hood were also automatically controlled, maintaining the required temperature of the engine cylinder heads. To control the trimmers, special electromechanisms were used. And the battery, what a miracle! On the La-7, we had almost worthless batteries. And here the new ones are the dream of specialists. Yes, and the capacity is twice as large. Batteries were placed in convenient metal containers. But the trouble is, Lavochkin's "firm" then still did not know well what operational manufacturability was, and as a result of this, we remembered the "industrialists" every time when we had to install a battery with a container. The shelf on which it was installed was at the back of the lantern. The battery with the container weighed approximately 16 kg. And this pood "weight" on an outstretched arm had to be put on a shelf, securing the container in special nests. At the same time, it was necessary to manage not to damage the lantern and neighboring radio equipment. A fun activity.

Soon the regiment began to make more and more long flights - sometimes up to 4.5 hours, although this is far from the limit for an aircraft. If on La-7, having barely had time to release the car into flight, the technicians were in a hurry to meet him, but here we began to forget that we were serving in fighter aircraft and remembered this only after successful firing at the firing range. Returning, the pilots twisted a dizzying cascade of figures over the airfield.

The name "Lavochkin's drumsticks" stuck behind the La-11 aircraft in our regiment. In the summer of 1949, the regiment unexpectedly flew to the famous Wel-Kal airfield, which is next to the bay that bears beautiful name Gulf of the Cross. Prior to that, the La-11 unit, assigned to our regiment, was based there. In very difficult climatic conditions, the regiment worked quite successfully. But I was no longer a witness to these events, because after successfully passing the competitive exams I entered the VVIA named after Professor N.E. Zhukovsky and only by correspondence with fellow soldiers I knew that things were going well in the regiment.

Even with the appearance of the La-11, the idea arose to use a fighter to protect our polar regions from uninvited guests. It was planned to deploy aircraft at airfields beyond the Arctic Circle and on drifting ice floes. This required a series of experimental work on the basing of the La-11 on ice airfields in the northern latitudes.

One of the first expeditions took place in 1948. At that time, several scientific expeditions of the USSR Academy of Sciences were working in the region of the North Pole. It was decided to make a flight of the La-11 group to one of the ice floes used by scientists. The expedition was led by Major General, Head of the Main Directorate of the Northern Sea Route (GUSMP) A.A. Kuznetsov. The expedition was supported by crews of Li-2 aircraft of the 650th separate transport aviation regiment, Si-47 of the 1st transport aviation regiment of the 2nd special aviation division and Il-12 of the 708th special transport aviation regiment.

The twin-engine Tu-6 bomber (Tu-2 modification) as the leader and three La-11s carried out training flights in polar conditions, based on Cape Schmidt and Wrangel Island. First, a Tu-6 bomber, which had fairly good navigation equipment, flew from Wrangel Island for reconnaissance. He landed on an ice floe near the North Pole (82 degrees 51 minutes north latitude and 172 degrees 30 minutes east longitude). Then he returned to the "mainland" and when favorable weather appeared on May 7, 1948, three La-11s, accompanied by the leader of the Tu-6, flew onto the ice floe, making a safe landing. May 8 having completed several flights from the ice floe, they returned back. Later there were several more such expeditions in different regions of the Arctic, and only then the La-11 began to regularly guard our northern borders.

For this, it was necessary to solve a series technical issues. In particular, it was necessary to equip aircraft with anti-icing systems, improve navigation equipment, and ensure takeoff from rough snow strips.

At various times, La-11 fighters of the 1st Air Force and the 53rd IAP were involved in work in the North Pole region. In December 1949, some members of the expedition were awarded the title of Heroes of the Soviet Union. Among the awarded were the squadron commander V.D. Borovkov and navigator S.A. Skornyakov (group commander) of the 1st over. as well as the deputy commander of the 53rd IAP V.A. Popov.

The idea of ​​ice airfields for a long time excited the minds of the military, but none of them entered service, intended for combat duty.

Even earlier, in accordance with the decree of the Council of Ministers of the USSR of December 12, 1947, the equipment of La-11 with anti-icing devices began at the 21st plant. From March 17 to April 6, 1948, state tests of the La-11 aircraft No. 51210327 with an anti-icing system, which included a device for heating the wing tips with hot engine exhaust gases, a thermal electrothermal stabilizer de-icer, a liquid de-icer for the propeller and windshields of the cockpit, were held jointly with the MAP.

The wing defroster worked satisfactorily, but due to the increased corrosion of the aluminum alloys used in the wing structure and exposed to hot exhaust gases, it was not recommended for mass production.

Following this, La-11 No. 51210401 was presented for state tests, equipped with BO-20 heaters, which, as we already know, fighters began to be equipped with. Almost simultaneously, the anti-icers of the center section, keel, antenna and oil cooler inlet were tested.

In accordance with the decision of the Council of Ministers of March 30 of the same year, the 21st plant modified the aircraft, equipping it with USP-48 blind landing equipment. It included a ground-based radio engineering system and on-board equipment, including an ARK-5 automatic radio compass, an MRP-48 marker radio receiver, a RB-2 radio altimeter, an EGDM-3 remote gyromagnetic compass and an electric artificial horizon. The car was tested from March 30 to April 23, 1949, the main purpose of which was to develop a simplified method for calculating the La-11 blind landing.

On the 100 aircraft mentioned above, there was no EGDM-3 compass, which excluded the possibility of performing a blind landing calculation. After all, the task of EGDM-3 was not only to drive the aircraft to the airfield area, but also to fly along the glide path out of sight of the ground to a height of 50 m, followed by a visual descent and landing.

For a more reliable take-off from unrolled snow strips, they decided to use the idea of ​​​​take-off skis, proposed back in the course of the war by test pilot of the Research Institute of the Civil Air Fleet B.K. Kondratyev. The skis of the main landing gear, built by the 21st plant, had a length of 2.31 m and a width of 0.65 m. The tail ski was 0.8 m and 0.355 m, respectively. The skis had a special socket on top for the free entry of an aircraft on wheels, which were fixed with stops with semicircular cutouts. After the plane took off, the skis remained on the ground. The aircraft was rolled up by a team of 15 people in 2-3 minutes. When using hydraulic lifts for installation on skis, five people were enough, but the time increased to 8-10 minutes. On March 30, 1948, pilot A.G. Proshakov conducted special tests to determine the possibility of a safe takeoff of the La-11 on take-off skis from rough snow. He performed four takeoffs on wheels from a rolled snow strip and six on skis from an unrolled strip. At the same time, the takeoff run length increased from 505 to 620 m, and the takeoff time from 16.5 to 18.6 s.

In the conclusion of the "Act" according to the test results, I note that "takeoff on skis is possible provided:
a) the pilot's excellent command of the technique of taking off without skis:
b) even snow cover of the runway;
c) crosswind speed not more than 3-4 m/s.

Several aircraft were equipped with reversible propellers with a modified control system, which simplified landing on ice airfields, since it did not require the use of vigorous braking.

In 1950, in parts of the Air Force, there were cases of engine shutdowns on the La-11 during a combat turn after a dive. The investigation showed that when the remaining fuel was less than 75 liters, its supply to the engine was stopped. After flight research at the State Research Institute of the Air Force, a minimum fuel balance of 110 liters was established. Subsequently, the fighter's gas system was finalized.

At the beginning of the operation of the La-11 in combat units, flight accidents occurred with a violation of the controllability of the aircraft. In 1951, in the State Research Institute of the Air Force, with the participation of the leading test pilot A.G. Solodovnikov, a research work was carried out entitled "Determination of the characteristics of deep vertical spirals from a height of 7000 m." Studies have shown that when flying in some modes that exceed the speed limits or the number of Machs, the La-11 is pulled into a dive with the appearance of pulling forces on the control stick.

The first case of combat use of the La-11 dates back to April 8, 1950. On this day, a fighter unit from the 30th GIA11 Iol commanded by B. Dokin intercepted a US Navy reconnaissance officer in the vicinity of the Libava naval base over the Baltic Sea. According to Aviation World magazine, it was the RB-44 Privacer. At the same time, the Izvestia newspaper, which conducted an investigation into this incident, believes that a B-29 was shot down.

Participants in those events said that the American did not obey the requirements of the Soviet pilots to land and began to shoot back. In response, fire was opened to kill, which led to the death of the car and 10 crew members.

In the same year, a pair of La-11 aircraft piloted by pilots I. Lukashev and M. Shchukin of the 88th GIAP of the Pacific Fleet was intercepted by a P2V Neptune reconnaissance aircraft.

In 1950, China received the first La-11 aircraft. In the summer of the same year, the personnel of the 351st IAP of La-11 night fighters. formed shortly before, began to retrain Chinese pilots. The exact number of fighters delivered to a friendly country could not be established, but it is known, for example, that in accordance with the Council of Ministers No. 3147-1481 of August 25, 1951, the PRC received 60 La-11s. It should be noted that until the end of 1950 the regiment was located near Shanghai and at the beginning of the next year flew to Dalny.

In China, La-11 skirmishes with Lightning R-38 and Mustang fighters were not uncommon. One of them on April 2 ended sadly for the Americans. That morning, a pair of Guzhov pilots intercepted and destroyed two Mustangs that had intruded into Chinese airspace.

On June 13 of the same year, the regiment flew to Anshan and two weeks later joined combat work to repel American bomber raids on the cities and industrial facilities of North Korea.

The first victory in the fall of 1951 was won by the pilot of the 2nd squadron, Lieutenant V. Kurganov, who shot down the B-26 "Invader", which was the main night bomber of the American air force In Korea. There were no difficulties in combat with this World War II veteran. It turned out to be much more difficult to intercept the B-29.

Usually, the "Superfortresses" flew to the bombardment at altitudes of about 10,000 m. It took 26 minutes for the La-11 to climb this height. The advantage in speed at the height of the practical ceiling of the La-11 was small and did not exceed 20 km / h. Agree that the interceptor had few chances. Besides. having received information about the pursuit, the American pilots with a gentle dive easily left towards the sea. The La-11 pilots never managed to win a single victory over the B-29.

At the beginning of 1952, the 351st IAP was left with one squadron on the MiG-15 and one on the La-11. The remaining 12 piston fighters fought in the regiment until the summer of next year, and as before, their main opponents were the Invaidors.

Description.

La-11 is an all-metal monoplane fighter of the classical design.

The wing with a laminar profile TsAGI, detachable, consisted of a center section and two consoles. The power scheme of the wing: one spar, torsion skin, and the rear wall, to which the landing shield was suspended.

The fuselage consisted of three parts: a gun carriage - a welded truss, to which the engine mount and armament of the aircraft were attached; the middle semi-monocoque part and the tail tail monocoque - from stringers, frames and skin.

The plumage of the aircraft is all-metal. The stabilizer is made up of two single-spar consoles mounted on the rear fuselage. The keel is made entirely with the fuselage.

The elevators and rudders, as well as the ailerons, had metal frames and fabric covering.

The cantilever chassis, with side struts-hydraulic lifts, retracted into the center, inward to the axis of the aircraft. In the released position, the strut-hydraulic lift was locked with a ball and hydraulic lock. Wheel brakes are pneumatic. The release and cleaning of the landing gear and landing flaps were carried out by a hydraulic system.

The power plant included an ASh-82FN air-cooled engine with direct fuel injection into the cylinders and a VISH-105V4 propeller. The engine hood of the day of orientation of the air flow cooling the cylinders had a special profiling and a system of deflectors. In addition, the crankcase and engine units were closed with an internal hood. The airflow was regulated by petal-type blinds at the entrance and two shutters at the exit. Exhaust pipes were also displayed under the same doors - six on each side. The engine suction pipe was located on the top of the hood, and its intake fit into the front edge of the frontal ring of the hood. The air intake of the oil cooler located under the engine crashed into it, only from below (on the La-9, the oil cooler was located in a special tunnel under the fuselage). The gas system included five wing tanks with a total capacity of 1100 liters (on La-9-825 liters).

La-11, designed for long-range escort of bombers and flights in difficult weather conditions, was equipped with an anti-icing system. The frontal part of the wing consoles was heated by a gasoline air heater, and a special conductive rubber was used to heat the leading edge of the stabilizer. The removal of ice from the propeller was carried out with an alcohol system.

The armament of the La-11 consisted of three NS-23 synchronous cannons of 23 mm caliber, located in the upper part of the fuselage under the engine hood. There were four such guns on La-9.

La-9 and La-11 were painted either entirely in light gray or in protective green on top and blue on the bottom.

Modification: La-11
Wingspan, m: 9.80
Length, m: 8.62
Height, m: 3.47
Wing area, m2: 17.59
Weight, kg
- empty: 2770
- normal takeoff: 3730
-maximum takeoff: 3996
-fuel: 846
Engine type: 1 x PD ASh-82FN
- power, hp: 1 x 1850
Maximum speed, km/h
-near ground: 562
-at height: 674
Practical range, km: 2235
Rate of climb, m/min: 758
Practical ceiling, m: 10250
Crew, people: 1
Armament: 3 x 23 mm NS-23 guns (ammunition load - 225 rounds).

Experimental aircraft "134" - a prototype of the long-range fighter La-11.

Aircraft "134" in a test flight at a distance.

Aircraft "134D" with outboard non-resettable fuel tanks.

Serial fighter La-11.

Serial fighter La-11.

The latest best military aircraft of the Air Force of Russia and the world photos, pictures, videos about the value of a fighter aircraft as a combat weapon capable of providing "air supremacy" was recognized by the military circles of all states by the spring of 1916. This required the creation of a special combat aircraft that surpasses all others in terms of speed, maneuverability, altitude and the use of offensive small arms. In November 1915, Nieuport II Webe biplanes arrived at the front. This is the first aircraft built in France, which was intended for air combat.

The most modern domestic military aircraft in Russia and the world owe their appearance to the popularization and development of aviation in Russia, which was facilitated by the flights of Russian pilots M. Efimov, N. Popov, G. Alekhnovich, A. Shiukov, B. Rossiysky, S. Utochkin. The first domestic machines of designers J. Gakkel, I. Sikorsky, D. Grigorovich, V. Slesarev, I. Steglau began to appear. In 1913, the heavy aircraft "Russian Knight" made its first flight. But one cannot fail to recall the first aircraft creator in the world - Captain 1st Rank Alexander Fedorovich Mozhaisky.

Soviet military aircraft of the Great USSR Patriotic War sought to hit the enemy troops, his communications and other objects in the rear with air strikes, which led to the creation of bomber aircraft capable of carrying a large bomb load over considerable distances. The variety of combat missions for bombing enemy forces in the tactical and operational depth of the fronts led to the understanding of the fact that their performance should be commensurate with the tactical and technical capabilities of a particular aircraft. Therefore, the design teams had to resolve the issue of specialization of bomber aircraft, which led to the emergence of several classes of these machines.

Types and classification, the latest models of military aircraft in Russia and the world. It was obvious that it would take time to create a specialized fighter aircraft, so the first step in this direction was to try to equip existing aircraft with small arms offensive weapons. Mobile machine-gun mounts, which began to equip the aircraft, required excessive efforts from the pilots, since the control of the machine in a maneuverable battle and the simultaneous firing of an unstable weapon reduced the effectiveness of firing. The use of a two-seat aircraft as a fighter, where one of the crew members played the role of a gunner, also created certain problems, because an increase in the weight and drag of the machine led to a decrease in its flight qualities.

What are the planes. In our years, aviation has made a big qualitative leap, expressed in a significant increase in flight speed. This was facilitated by progress in the field of aerodynamics, the creation of new more powerful engines, structural materials, radio electronic equipment. computerization of calculation methods, etc. Supersonic speeds have become the main modes of fighter flight. However, the race for speed also had its negative sides - the takeoff and landing characteristics and the maneuverability of aircraft deteriorated sharply. During these years, the level of aircraft construction reached such a level that it was possible to start creating aircraft with a variable sweep wing.

In order to further increase the flight speeds of jet fighters exceeding the speed of sound, Russian combat aircraft required an increase in their power-to-weight ratio, an increase in the specific characteristics of turbojet engines, and also an improvement in the aerodynamic shape of the aircraft. For this purpose, engines with an axial compressor were developed, which had smaller frontal dimensions, higher efficiency and better weight characteristics. For a significant increase in thrust, and hence the flight speed, afterburners were introduced into the engine design. The improvement of the aerodynamic forms of the aircraft consisted in the use of wings and empennage with large sweep angles (in the transition to thin delta wings), as well as supersonic air intakes.

Fighter La-11- Soviet long-range piston fighter developed by OKB-301, is a further development of the La-9 aircraft. Continuing to improve their fighters, the Design Bureau of S.A. Lavochkin built a new aircraft "134" (La-9M) on the basis of La-9. The production of a new fighter under the designation La-11 began at plant No. 21 in Gorky in 1947. There the car was called “product 51” or “type 51”. During the year, this enterprise produced the first 100 mass-produced machines. At first, they were not so different from the La-9. Outwardly, of course, you can’t confuse them. The transfer of the oil cooler to the front ring of the hood greatly changed the appearance of the front of the aircraft. But other changes were less noticeable. La-11 was assembled in parallel with La-9. Therefore, some changes in their design were made at the same time. So, in 1948, 210 changes were introduced into the design and equipment of the La-11.

The first flight on it in May 1947 was performed by test pilot A.G. Kochetkov, who transferred to the design bureau from the Air Force Research Institute. Five days later, a second copy of the "134D" with a longer flight range appeared at the Chkalovskaya airfield. Additional fuel tanks were equipped in its consoles, as a result, the fuel supply on it increased from 825 to 1100 liters. Two experimental versions of the aircraft "134" and "134D" differed from the La-9 with an oil cooler built into the engine hood and the number of NS-23 guns reduced to three. The propeller group of these modifications was a single complex. The cannon loopholes, the oil cooler air intake were organically integrated into the ASh-82FN engine hood, which significantly reduced the overall resistance of the machine in flight. The 134D aircraft, designed to escort bombers, had an additional oxygen tank and a urinal. The seat was equipped with adjustable armrests and a wide padded back. The weighting of the machine led to a decrease in flight data. Despite the continuity of the 134 and La-9 fighters, tests revealed more than a hundred defects in the new machine. But the car was still recommended for mass production with the name La-11. Serial production continued until 1951, in total about 800 cars were produced in various versions.

In 1948, the idea came up to use fighters La-11 to protect the polar regions of the USSR. At that time, several scientific expeditions of the USSR Academy of Sciences were working in the North Pole region. It was decided to fly the La-11 group to one of the ice floes used by scientists. Three planes made a safe landing on the ice floe. After completing several flights from the ice floe, they returned back. After these flights, La-11s began to regularly guard our northern borders. To do this, it was necessary to install an anti-icing system on the aircraft, improve navigation equipment and ensure takeoff from rough snow strips. In 1950, 150 La-11s were retrofitted with RV-2 radio altimeters, MRP-48 marker radios, and ARK-5 automatic radio compasses. Apparently, not all production vehicles that left the factory airfield were fully equipped with radio equipment.

La-11 fighters participated in hostilities. In 1951, by order of the Council of Ministers, China received 60 La-11 aircraft. On them, Chinese and Korean pilots repelled American air raids on the peaceful cities of the DPRK. There they scored several victories over American aircraft, but they could not defeat the B-29. After all, the Yankees flew at altitudes of about 10,000 m, and it took La-11 26 minutes to reach such a height. In the USSR, La-11 fighters participated in the interception of American reconnaissance aircraft. On April 8, 1950, the La-11 flight took off to intercept the target. The American plane did not obey the Soviet pilots, who ordered him to land, and fire was opened to kill. As a result, nine crew members died.

La-11, designed for long-range escort of bombers and flights in adverse weather conditions, was equipped with an anti-icing system. The frontal part of the wing consoles was heated by a gasoline air heater, and a special conductive rubber was used to heat the leading edge of the stabilizer. The removal of ice from the propeller was carried out with an alcohol system. The armament of the La-11 consisted of three 23 mm VS-23 synchronous cannons located in the upper part of the fuselage under the engine hood.

All La-11 could conduct aerial reconnaissance using a standard AFA-IM planning camera. It was a fairly compact and lightweight camera, but with very limited capabilities. The idea arose to create a high-speed and maneuverable long-range reconnaissance reconnaissance aircraft on the basis of a fighter, capable of shooting objects well protected by air defense systems behind enemy lines. A swinging installation with a more advanced AFA-BA-40 camera was installed on the car. In July 1950, factory tests were completed, and on September 22, state tests of the La-11 in the photo reconnaissance variant were completed. This modification did not have any special designation. Tests showed that in the reconnaissance version with external tanks, the La-11 turned out to be overweight; with increased weight, he lacked engine power. However, the aircraft was accepted into service. The reconnaissance aircraft were not specially built, but were converted from previously produced fighters.

La-11 is a single-seat long-range fighter, an all-metal cantilever monoplane. This description corresponds to aircraft manufactured in 1948, starting from the 4th series. Fuselage - semi-monocoque of oval section, riveted design. Technologically, it is divided into front and tail parts, which are joined by bolts in four nodes. The frame of the front part - a truss structure, consists of seven main and four additional frames, stamped from sheet duralumin, four spars and stringers. A truss-carriage welded from steel pipes is attached to the front. The tail section of the semi-monocoque design has nine frames and four semi-frames, stamped from duralumin, as well as four spars and stringers. The fuselage skin is load-bearing, made of a sheet with a thickness of 1.2 mm to 2 mm. On the left side is a large hatch. The keel is integral with the rear fuselage; its frame is formed by the upper parts of the fuselage frames, as well as the ribs and the keel spar. The thickness of the skin is 0.8-1 mm.

The cockpit is located in front of the fuselage. From above it closes a transparent lantern with a frame made of steel pipes. It consists of a visor, in which armored glass 60 mm thick is mounted in front, a middle section that slides back and a fixed rear part. The middle section is reset in an emergency. In the fixed part on the left there is a hinged hatch for access to radio equipment and a tank with slurry.

The pilot's seat is stamped from duralumin sheet, with a cup for a parachute, adjustable in height. The chair has a soft cushion on the back and armrests. Behind the pilot is protected by an armored back and armored glass 73 mm thick, mounted in a frame behind his head. Ventilation in the cabin is carried out through a pipe, exposed to the right in front of the canopy. The air flow is regulated by a valve. Air can also be supplied through a special channel from the oil cooler tunnel; a control valve is installed on the channel. A urinal is provided for the pilot.

The wing, assembled from laminar profiles, is technologically divided into a center section and two consoles. The center section is the main power unit of the aircraft. Consoles, landing gear, motor mount, carriage, fuselage and landing shields are attached to it. The center section frame consists of one spar, a rear wall, 12 split ribs and a rear stringer connecting the tails of the latter to each other. The spar is an I-section with steel shelves and a duralumin wall. The toes of 10 ribs have cutouts for the gutters for laying the landing gear. Pipes are mounted in the ribs at the junction with the consoles, serving as axles when turning the landing gear. From the bottom, in the middle between the spar and the rear wall, there is a hatch for mounting gas tanks.

The design of the consoles is similar to the design of the center section. The frame of each console consists of a spar, a rear wall and 18 ribs. The skin of the entire wing is a duralumin sheet 1.2-1.5 mm thick. The joints of the center section with the consoles at the top and bottom are covered with aluminum tapes. The wingtips are detachable, rounded, have a set of stamped diaphragms, covered with sheet sheathing 1.2 mm thick. On the right console, a PVD tube is attached, and a landing light is located in the toe of the left. On the trailing edge of the wing are mounted landing flaps of all-metal construction with a deflection angle of up to 60°. Their release and cleaning are carried out hydraulically. Ailerons of the "Frize" type with a metal frame and linen covering are attached to the consoles. On the right aileron, a thin adjustment plate is riveted, which is bent on the ground. An electric trimmer is mounted on the left. The junction of the wing and fuselage is closed by the upper and lower ferings (fairings). They are made of duralumin sheet reinforced with stamped diaphragms.

The tail unit is of a normal design, single-keel. The horizontal tail, recruited from the aerodynamic profiles "B" with a relative thickness of 11%, consists of a stabilizer and elevators. The stabilizer installation angle is 1.5". from profiles "B" with a relative thickness of 9%. As already mentioned, the keel is made together with the rear of the fuselage; the rudder is hung on it at three nodes. The tail frame is all-metal, covered with canvas. All rudders are equipped with trimmers.

Aircraft control La-11- mixed: elevator and ailerons - by means of rigid rods, rudder - by means of cables. The pilot has an aircraft control stick and pedals. The rudder trims are operated by handwheels on the left side of the cab. The trim control on the left aileron is electric.

Chassis - retractable, with a tail wheel. The main bearings are equipped with oil-pneumatic shock absorbers. Their 660x160mm pack pressure wheels have dual air brakes. Racks with the help of side struts-lifts are removed by the hydraulic system into the wing towards the axis of the aircraft. In the retracted position, they are completely covered by flaps. Both in the retracted and in the released position, the racks are locked with hydraulic locks. The tail support, retractable back into the fuselage, is equipped with a 300x125 mm wheel. Depreciation - oil-pneumatic. The wheel is self-orienting, with a landing locking mechanism. In the retracted position, it completely goes into a niche in the rear fuselage and is closed by flaps. An emergency release of the chassis with compressed air from an onboard cylinder was envisaged. Wheel position alarm - electric, with lights on the dashboard; for the main racks - also mechanical, with pins protruding upwards from the wing.

The ASh-82FN two-row star-shaped 14-cylinder air-cooled engine with direct fuel injection into the cylinders has a two-stage driven centrifugal supercharger and gearbox. It rotates a three-bladed metal variable-pitch propeller VISH-105V-4 with a diameter of 3.1 m, the sleeve of which is closed with a streamlined spinner. The motor mount is a welded truss made of steel pipes. Motor cooling is controlled by louvres at the front and two side flaps at the rear. Blinds are controlled by a cable mechanism, shutters - by means of an electric drive. The air intake for the supercharger is carried out through a window on top in the front ring of the hood. On takeoff, air enters through the dust filter, the main path is automatically closed by a hydraulic damper when the landing gear is extended. Exhaust - through 12 nozzles: ten individual and two paired. Starting the engine - with compressed air from a cylinder on an airplane or an airfield cylinder.

Fuel is placed in five tanks located between the spar and the rear wall. Three of them are in the center section: the central metal one with a capacity of 270 liters and two soft ones with 215 liters each. Two more soft tanks of 200 liters are placed in the root parts of the consoles. The total capacity of the system is 1100 l (normal filling is 700 l). Installation of tanks of the center section - through the hatch from below. Central tank - welded, made of aluminum alloy, protected; it is suspended on two tapes to the upper skin of the center section. Soft tanks - multi-layered, made of fabric, rubber and leatherette, in the center section - protected. Before installation, they were placed in plywood caisson boxes. Wing tanks were inserted into the holes in the ribs before attaching the consoles to the center section. As the fuel was consumed, the tanks were filled with cooled and dried exhaust gases to reduce the risk of a fire during lumbago.

The oil tank is welded from aluminum alloy, with a capacity of 63 liters (normal filling - 50 liters), mounted on frame No. 1 and closed with a heat-insulating casing. Oil cooler - type OP-812, honeycomb, C-shaped, located at the bottom in the front ring of the hood. The control flap of the oil cooler channel is equipped with an electric drive. For sticking operation in winter, there is a system for diluting the oil with gasoline. The hydraulic system provides a drive for cleaning and extending the landing gear and landing flaps. The pressure in it is created by the MSH-3A pump mounted on the motor. Compressed air used to start the engine, emergency landing gear, brakes and reloading guns, is stored on the left side of the center section in an 8-liter cylinder, recharged from a cylinder at the airfield. The electrical system is powered by a GSN-3000 generator on the engine and a 12A-10S-3 battery in a wooden container at the rear of the fuselage. The network is two-wire. The aircraft is equipped with a set of navigation lights and a landing light FS-155.

The radio equipment includes the RSI-6 radio station (RSI-6K transmitter and RSI-6M1 receiver), ARK-5 radio compass, RV-2 radio altimeter and SCh-3M SRO set. The receiver and transmitter are mounted behind the cockpit. The radio station antenna is two-beam, stretched between the wooden mast and the keel, the SCh-3M antennas are between the fuselage and the stabilizer. The radio compass frame is installed under the cabin floor. T-shaped antennas RV-2 are located under the wing panels. On the later series of fighters, the MRP-48 receiver was mounted, the antenna of which is pulled from below in the rear of the fuselage from the starboard side.

The anti-icing system includes devices for heating the leading edges of the consoles and the stabilizer and washers for the propeller blades and the front bulletproof glass of the cockpit canopy. Two heaters (petrol heaters) BO-20 are installed one in each console. Cold air for the BO-20 is taken in through windows in the middle of the leading edge. Warm air from the heaters is fed into the channels in the wing toe, passes through them and is ejected through the holes in the root part and in the tips. The leading edge of the center section has no heating. The toe of the stabilizer is glued with conductive rubber and is heated by the current passing through it. The propeller blades and the front bulletproof glass are washed with an alcohol mixture supplied by an electric pump from a tank with a capacity of 15.3 liters. The tank is mounted in the casing of the engine gearbox. The inclusion of all these devices is carried out by the pilot after the icing warning light comes on.

Oxygen equipment consists of a KP-14 device, a KM-14 mask and two cylinders: one with a capacity of 8 liters, lying in the center section toe on the right, and another 4 liters, standing vertically in the radio compartment. The kit can be supplemented with a KP-15 parachute oxygen device for jumping from high altitudes. The aircraft provides for the installation of a planned AFA-IM camera in the rear of the fuselage. The shutters of the photo hatch open with a cable mechanism. The fighter is equipped with an electric rocket launcher (flare cassette) with four rockets on the right side of the cockpit and a first aid kit on the right side of the fuselage in the tail section.

Fighter armament La-11 includes three NS-23S synchronous guns of 23 mm caliber. They are installed asymmetrically at the top in front of the fuselage - two on the left and one on the right. Total ammunition - 225 rounds. Spent cartridges and belt links are assembled when firing into cartridge boxes. Cannon reloading is pneumatic, fire control is electro-pneumatic. The ASP-1N collimator sight is located in the cockpit in front of the canopy. To control the results of firing and training targets, a C-13 photo-machine gun in a fairing is mounted on the cockpit canopy.

Main characteristics of La-11
Crew: 1 person
Length: 8.62 m
Wingspan: 9.80 m
Height: 3.47 m
Wing area: 17.59 m
Empty weight: 2770 kg
Weight normal takeoff: 3730 kg
Maximum takeoff weight: 3996 kg
Fuel weight: 846 kg
Engine: 1 x ASh-82FN (1 x 1850 hp)
Max Speed:
at altitude: 674 km/h
near the ground: 562 km/h
Practical range: 2235 km
Service ceiling: 10,250 m
Rate of climb: 758 m/min
Armament 3 x 23 mm NS-23 guns

Having entered the Great Patriotic War on fighters inferior to German aircraft in every way, the Stalinist Falcons completed World War II on the magnificent La-7 and Yak-3, which surpassed not only the Messers and Fokkers, but also the Spitfires with lightnings ". It was on the La-7 that the best Soviet ace Ivan Kozhedub fought, one of the first to shoot down a jet Me-262 and fill up a couple of American Mustangs in the sky over Berlin.

The victorious end of the war and the transfer of the country "on a peaceful track" allowed aircraft manufacturers to move from wooden structures to all-metal ones. This is how the last piston fighters of the USSR appeared - the La-9 killer of the Flying Fortresses equipped with four 23-mm cannons and the La-11 escort fighter, which had a huge range, which happened to shoot down American reconnaissance aircraft that violated the Soviet border, and fight in the skies of China and Korea.

In this book you will find comprehensive information about the latest propeller-driven fighters, which became the crowning achievement of the development of piston aviation in the USSR. Collector's edition on coated paper highest quality illustrated with hundreds of exclusive drawings and photographs.

STANDARD 1944

In April 1943, the La-5FN fighter, modified on the recommendations of the institute's specialists, was installed in the T-104 full-scale wind tunnel of the Central Aerohydrodynamic Institute named after N. E. Zhukovsky (TsAGI). It differed from its serial counterparts in improved sealing of the hood and an oil cooler moved under the fuselage (behind the fifth frame). The location of the oil cooler in a profiled tunnel reduced its aerodynamic resistance by half and increased the cooling efficiency, since the air flow through it increased by 25–30%. The results of the purges were encouraging: the chance to get an increase in maximum speed of 25–30 km/h, and a number of other, smaller improvements added another 10–15 km/h.

A little later, experts from the Central Aerohydrodynamic Institute named after N. E. Zhukovsky (TsAGI) recommended changing the design of the side flaps of the hood. The fact is that operating practice has shown that the M-82FN motor is less prone to overheating than the M-82F. It was possible to make the flaps smaller and move them up from the surface of the wing, reducing the harmful disturbance of the air flow over the wing. In addition, they proposed restoring the NASA-230 airfoil on the center section (it was replaced during the transition from LaGG-3 to La-5) and improving the shape of fairings between the wing and fuselage. On La-5, these recommendations were not implemented: significant alterations could slow down the rate of production of fighters. This was the first step towards the future of La-7.

In the summer of 1943, La-5 No. 2124 tested the combined control of the propeller pitch and engine gas. The results were considered satisfactory, but the control automation required improvements. In November, these studies were continued on the La-5F aircraft No. 39213956, and in the spring of the following year, on the La-5FN. But this innovation did not reach the serial La-5 either; it was requested only on La-7.

When in August 1943 from assembly shop factory rolled out fighter No. 39210109, the experienced eye of aviators immediately noted the differences from serial machines. First of all, the suction pipe was moved down from the top of the engine, and the protruding “beard” of the oil cooler was placed between the third and fifth fuselage frames.

Additional shields were introduced that completely covered the retracted wheels of the main landing gear. In addition, the fairings of the wing at the points of its interface with the fuselage and the sealing of the aircraft were improved, the exhaust manifolds were replaced with individual pipes, and the hood was finalized. The axial compensation of the elevator increased to 20%, which reduced the load on the aircraft control stick, and the PBP-1 sight was replaced by the BB-1. The armament remained the same: two SP-20 synchronous guns, and the cabin equipment has not changed either.

In this form, the aircraft entered the state tests at the Scientific Testing Institute of the Air Force (NII VVS), which took place from September 30 to October 18, 1943. Engineer N. N. Borisov, pilots A. G. Kubyshkin and I. M. Dzyuba were the leaders in the car. P. M. Stefanovsky and A. G. Proshakov flew around the plane. According to the pilots, the piloting technique of the fighter did not differ from the serial La-5FN, but the view from the cockpit to the sides worsened due to wear of the plexiglass of the side movable canopy flaps. This made it difficult to land and take off from limited areas. Moreover, the canopy, which opened sideways, made it difficult for the pilot to get into the cockpit, and its emergency release with both hands turned out to be inconvenient. But forward visibility, thanks to the relocation of the air intake under the hood, has improved, making it easier to aim.

With a takeoff weight of 3340 kg, the speed of the aircraft near the ground reached 580 km/h, and at the first altitude limit (2000 meters) - 630 km/h, the rate of climb near the ground was 19.3 m/s, the time of a single turn was reduced by 1–2 seconds . The climb for the combat turn increased by almost 120 meters. Better sealing of the cabin and ventilation reduced the temperature in it to almost 30 degrees. This allowed the pilots to confidently fight the latest versions of both the Me-109 and FV-190. At the same time, the fighter had a lot of reserves.

Although the aircraft did not go into production, many technical solutions, embedded in it, migrated to the future La-7.

Following this, the Lavochkin Design Bureau, together with TsAGI, finalized another car No. 39210206, which became the last step towards the future La-7. The aircraft was distinguished by a complete sealing of the engine cowl, individual exhaust pipes, a reconfigured center section and an oil cooler located behind the fifth fuselage frame. Tests of the machine, which actually became a flying laboratory, on which new technical solutions were tested at the Flight Research Institute (LII), began in January 1944, but its "life" was short-lived. On February 10, she had an accident. On that day, on a plane piloted by LII pilot N.V. Adamovich, a flame burst out from under the hood of the engine, and the tester had to leave the burning "flying laboratory" by parachute.

In general, aircraft No. 39210206 solved its problem, and on February 1, 1944, test pilot LII G. M. Shiyanov took off the improved La-5 fighter "Etalon 1944" from the factory airfield in Gorky. Unlike its predecessors, it was equipped with a VISH-105V-4 propeller with a "fly-resistant" profile of the TsAGI V-4 blades, rotating at transonic speeds. Instead of two SP-20 cannons, three synchronous UB-20s were installed. The oil cooler, in accordance with the recommendations of TsAGI, as on machine No. 02–06, was placed under the fuselage, and the nozzles that suck in air to cool the oil were transferred to the center section toe. They improved the fairings 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 they reduced the number of various covers and reduced the size of the side flaps.

Racks of the main landing gear shortened by 80 mm. They moved back the compressed air cylinder, which was intended to start the engine. A radio receiver and a remote-controlled transmitter were placed in the tail of the fuselage, and the antenna mast was removed. The latter gave a slight increase in speed, but reduced the radio range. There were other, smaller improvements. As a result, the weight of the empty aircraft decreased by 71 kg, and the flight weight - by 55 kg, but the centering shifted back, reducing the margin of longitudinal stability, which was especially true during climb.

In this form, the aircraft from February 16, 1944 passed state tests at the Air Force Research Institute. Engineer V. I. Alekseenko and test pilot A. G. Kubyshkin were the leaders in the car. The tests had to be interrupted on February 20, when one of the connecting rods in the engine broke. It took more than two weeks to repair, and on March 22, due to a factory defect, the second frame collapsed on taxiing. By that time, only nine flights had been made, which showed that the maximum speed near the ground had increased to 597 km / h, at the first altitude limit (3250 meters) - up to 670 km / h, and at the second - up to 680 km / h. The vertical velocity near the ground was 21 m/s. Climbing to a height of 4000 meters took 3.4 minutes.

It became easier to control the aircraft, with the exception of the rudder, the loads from which were noticeably felt when changing the engine operating mode. Due to the lack of a rudder trimmer, the pilot had to make considerable efforts to keep the fighter from turning.

The temperature in the cockpit, sometimes reaching up to 40 degrees, brought considerable inconvenience to the pilot. Due to poor ventilation in the cabin, the presence of exhaust gases and the smell of burnt rubber were constantly felt. But according to its data, the aircraft could be considered one of the best fighters.

The conclusions of the report on the results of state tests noted:

"Modified aircraft La-5 standard 1944<…>in terms of maximum speed, rate of climb, it is at the level of the best modern fighter aircraft in service with the Air Force of the spacecraft and foreign states.

Specialists of the Air Force Research Institute knew what to write, because not only Soviet combat vehicles, but also captured German ones, as well as aircraft coming from the UK and the USA, passed through their hands.

The conclusion of the same report stated:

“Specified by the resolution of the GOKO No. 5404 of March 15, 1944 for the improved La-5, a maximum speed of 685 km / h at an altitude of 6000 meters and a flight weight of 3250 kg<…>practically achieved.

Recommend the La-5 standard of 1944 (La-7) for serial production, as having significant advantages in flight data over<…>La-5, with the elimination of the noted defects. Since on the plane<…>experimental guns UB-20 were installed, the tests of which were not completed at the Air Force Research Institute of Aviation, it is considered expedient to produce aircraft with serial weapons, i.e. two guns SP-20 with 340 rounds of ammunition ... "

The decision to start serial production of the Etalon 1944 fighter, designated La-7, was made even before the approval of the report on the results of its state tests. In February 1945, the first prototype of the La-7 (No. 3815758) was built at plant No. 381 with three B-20S synchronous guns designed by M.E. Berezin with a total ammunition capacity of 440 rounds. In addition, the aircraft was equipped with an automatic control system for the temperature of the engine cylinder heads, a combined propeller and gas control, and an RPK-10 radio semi-compass.

In March, the machine entered the Air Force Research Institute, and according to the results of state tests, experts came to the conclusion that the guns and installations for them were unsatisfactory. Careless manufacturing of the aircraft, insufficient strength and rigidity of the engine hood covers were noted, which led to their swelling. The strength of the socks of the lower docking wing tapes was also unsatisfactory, because of which they were bent and broken off in flight along the rivet seam. Compared to the La-7 "1944 standard", the aircraft flew 38 km/h slower.

1 - propeller VISH-105V-4; 2 - screw spinner; 3 - hinged hood cover; 4 - ASh-82FN engine; 5 - exhaust pipes; 6 - gun SP-20; 7 - cartridge box; 8 - sight PBP-1B; 9 - air pressure receiver; 10 - movable section of the cockpit canopy; 11 - pilot's seat; 12 - radio station; 13 - antenna mast; 14 - keel antenna mast; 15 - rudder; 16 - rudder trimmer; 17, 31 - air navigation light; 18 - elevator; 19 - crutch support; 20 - cylinder with compressed air; 21 - battery; 22 - oxygen cylinder; 23 - oil cooler; 24 - aircraft control stick; 25 - dashboard; 26 - left center section tank; 27 - landing shield; 28 - main landing gear; 29 - aileron; 30 - slat.

The act based on the results of its tests was approved on April 2, while the institute's management decided to mothball the car in order to use it to determine the characteristics necessary to verify the flight test methodology.

According to the aforementioned GKO decree of March 15, the NKAP was ordered to switch to the production of a fighter, designated La-7, from May 1944, without slowing down the rate of delivery of combat vehicles. Plant No. 381 was the first to switch to serial production in May, having fulfilled the GKO order on time. At the same time, the numbering of vehicles, which began with La-5, continued.

In July 1944, plant No. 381 presented La-7 No. 38102663 for control tests with similar B-20S guns, but with an ammunition load reduced to 390 rounds.

Specialists of the Air Force Research Institute, comparing this machine with the serial La-7, equipped with SP-20 guns, noted that a new suction system with air intake was installed on it. With the landing gear extended, air entered the intake located above the hood and passed through the air filters, and with the landing gear retracted - through the suction pipes in the center section, in the inlet parts of which there were spool valves. In addition, they installed an RSIU-6M radio receiver, an RSI-3M-1 transmitter, a radio semi-compass with an RPKO-10M marker and an electric mains filter, which reduced the level of interference to radio equipment. Despite the fact that the ventilation system in the cockpit was improved, the temperature in it still reached 57 degrees with +12 degrees outside. At the same time, the quality of the aircraft manufacturing remained low. The work of the B-20S guns was still unsatisfactory. There was no tail wheel locking mechanism.

Specialists of the Research Institute of the Air Force also noted the low quality of the mixture of the ASh-82FN engine, especially when it was running at the 2nd speed of the supercharger. The suction system did not provide the necessary engine boost (1100 mm Hg instead of the specified 1200 mm Hg). The range of two-way radio communication did not exceed 90 km instead of the specified 120 km, and the radio compass worked confidently only at a distance of 100 km instead of the required 300 km.

The first tests on the La-7 of three synchronous guns B-20 were carried out at the Air Force Research Institute only in June - July 1944. They showed that when the shells were ejected into the air from the fairings of the wing, damage to its consoles and tail plumage occurred. The car was finalized by ejection of cartridge cases under the fuselage, and in September the tests at the Air Force Research Institute were repeated. Since the B-20 guns had not passed the tests by that time, the three-gun version was put into mass production only in the summer of 1945.

Although the reliability of the B-20 gun left much to be desired, Factory No. 381 produced 381 copies of the three-gun La-7. It was only after the war that this gun was brought to fruition, and it formed the basis of the defensive armament of the first series of bombers.

There were proposals to install on La-7 batteries from three guns of B. G. Shpitalny SSH-20 and Sh-23. The first of them differed from ShVAK by two-sided power supply and lower weight. The aircraft with SSH-20 was built, but the Air Force rejected these guns and stopped further work on the machine. As for the Sh-23 cannon, Shpitalny was late with it, since the NS-23 appeared earlier.

The basis of the weapons of the La-7 was the ShVAK guns, with the exception of the aircraft of the Moscow aircraft plant No. 381 and a small series of the plant No. 21. As noted above, the shooting of the B-20S guns during the state tests of the La-7 prototype was not carried out, and they started only in June 1944. Pilot I. A. Dobroskin from the Scientific Testing Ground for Aviation Weapons (NIP AV), located in Noginsk near Moscow, completed only five flights according to the program. The test ended in failure on 30 June, as a discarded cartridge case damaged the aircraft's stabilizer.

Nevertheless, the three-gun version was recommended for mass production in accordance with GKO order No. 6681 of October 10, 1944. The weapons factory in Kovrov immediately began mass production of B-20 guns. Further tests were carried out on aircraft number 38100358 from January 25 to February 7, 1945, and also ended in failure.

Looking ahead, I note that the tests of the three-point La-7 of plant No. 21 at the Air Force Research Institute in September - October 1945 were also difficult. Of the three aircraft of this enterprise (No. 45214414, 45214415, 45214416) participating in the tests, none of them managed to achieve the required indicator of 5000 shots without failures. On the first fighter, this figure was 3275 shells, on the second - 3222, on the third - 3155.

In addition to the two- and three-point variants of the La-7 with the ShVAK and B-20 cannons, respectively, other weapons were also tested on some machines. For example, there was an experimental version with three synchronous SSH-20 Shpitalny. This car was released by order of the People's Commissariat of the Aviation Industry (NKAP). What bribed the SSH-20 was that it was lighter than the ShVAK, and, moreover, with a double-sided tape feed, while the second salvo increased one and a half times. But during flight tests, the military rejected this weapon, and the tests of the machine were quickly stopped.

Later, they tried to install three 23 mm caliber guns on La-7, developed by the same designer, but after the appearance of the 126 aircraft (you will learn about this machine below), work in this direction was stopped. Taking this opportunity, I note that the most successful weapons created with the participation of Shpitalny were the ShKAS machine gun and the ShVAK cannon, where he was a co-author, and all his attempts to create aviation weapons on his own, according to reports, ended unsuccessfully.

Another attempt to strengthen the armament of La-7 was the installation of NS-23 guns. The plane with them was tested from 20 to 31 July 1945, but the results were also unsatisfactory. More successful were the repeated tests of the fighter, which took place from October 2 to October 10, 1945. The NS-23 cannon, along with the B-20, was adopted, but not for the La-7.

Despite the defects noted above, three-gun La-7s were delivered to combat units. In particular, they were armed with the 304th Fighter Aviation Regiment (IAP) of the 32nd Fighter Aviation Division (IAD), stationed in Spassk Dalniy (now Ussuriysk, 200 km from Vladivostok). Despite the fact that there were no artificial horizons on the fighters, and the Pioneer turn and slip indicator was the main flight instrument on the aircraft, in 1948 the regiment began training for night flights.

Things were no better at factory No. 99. Aircraft No. 45992104 with SP-20 guns was distinguished by poor workmanship, high temperature in the cockpit (up to +50 degrees) and a lack of horizontal speed of 30-31 km / h.

Since June 1944, the La-7 began to be mastered at the plant number 21, where it received the designation type "45". The company completely switched to a new machine at the end of the autumn of 1944, which was associated with the development of new technological processes. At the same time, the release of La-7 began with the 1st series.

By order of the NKAP No. 393 of February 2, 1945, Lavochkin was transferred from plant No. 21 in Khimki near Moscow to plant No. 301.

In the autumn of 1944, a most dangerous defect, characteristic not only of the fighters of A. S. Yakovlev, but also of La-7, made itself felt. On October 22, in the 1st reserve air regiment (zap), stationed in Arzamas, during a training air battle on the plane (No. 45210622) of junior lieutenant Penkov, the left wing plane collapsed. This happened due to the failure of a fragment of the wing skin measuring 400x400 mm. Thanks to the ingenuity of the pilot, the landing had to be done at an increased speed, otherwise the plane turned over over the wing.

A month later, in the same place, in Arzamas, on the plane (No. 45210609) of Junior Lieutenant Yakovlev, the right wing console collapsed, and two days later, La-7 No. 45210968, piloted by Lieutenant Litvinov, found itself in a similar situation. It happened at an altitude of 3000 meters.

In November, the Air Force was forced to stop flying on all La-7s of plant No. 21 until the NKAP provided them with a guarantee of flight safety.

At the beginning of the operation of the La-7, there were often cases of destruction of the engine hoods and chambers of the main wheels. The La-7 disaster that occurred in April 1945 in one of the regiments of the 5th VA looks especially wild, when it turned out that at the factory, when installing the wing consoles, the docking holes of the center section and the consoles did not match, and the fitter solved this issue in his own way - planted the spar bolts with a sledgehammer ...

For completeness, I will give an example of another, though not typical, flight accident. As a result, the industry had to urgently modify the machines.

There were enough problems with the assembly quality of the machines, a lot of “surprises” were presented by the rush, and sometimes the low qualifications of the workers. For example, in the same year, on February 14, test pilot of plant No. 21 A.V. Bolshakov was to fly to shoot guns. It was a simple and usual thing, but the unexpected happened. As soon as the pilot pressed the combat button, the propeller blades scattered in different directions. The machine, devoid of thrust, abruptly went to the ground, and the pilot had no choice but to use a parachute. Later, at the crash site of the fighter, it was found out that the cause of the accident was the installation of a synchronizer drive gear on the plane with a reduction of 9/16 instead of 11/16, apparently from an experimental engine (ASh-82FN with such a reduction began to be mass-produced from August 3, 1945).

In May 1945, La-7 No. 45212225 with SP-20 guns (total ammunition - 340 rounds) was presented for control tests at the Air Force Research Institute. At the beginning of June, an act was approved based on their results, from which it follows that the car did not reach the speed of 28 km / h compared to the "standard of 1944". In short, it was noted the unsatisfactory manufacture of the aircraft as a whole and the insufficient strength of the engine exhaust pipes.

Two weeks later (in June 1945), La-7 No. 45213276 of the same plant entered the control tests. From machine No. 45210203, tested in October 1944, the “fresh” fighter was distinguished by a new suction system with a dust filter and hydraulically controlled dampers; sealed all cracks. Changed the ventilation of the cockpit with an air intake located in the lower part of the fuselage in front of the oil cooler. Installed additional locks on the center section shields of the chassis and engine hoods of increased rigidity. At the same time, the radio equipment was updated, replacing the receiver with RSI-4D, and the transmitter with RSI-3M-1. Reinforced the tail section of the fuselage skin, extending the border of the 6th layer of veneer from the 6th beyond the 9th frame.

At the same time, the speed of the aircraft increased, but still lagged behind the “standard of 1944” by 14–13 km/h. There were, in particular, heavy loads on the pedals from the elevator, poor quality of the glazing; it was hot in the cockpit, exhaust pipes and other defects were destroyed.

On March 3, 1945, Lavochkin reported to the government that “by the decision of the GKO, the take-off weight of the La-7 was approved at 3250 kg. According to the order of the NKAP, new units, RPK-10, a suction filter, etc. were introduced on the aircraft. As a result, the weight of aircraft at factory No. 381 reaches 3320 kg. I have developed measures to reduce the weight of the aircraft by 70 kg.”

But, despite this, it was not possible to lighten the plane.

In the first half of 1945, plant No. 381 of the NKAP successfully completed the plan for the production of La-7 fighters, completing it by 107.9% (684 aircraft were delivered instead of 634). In addition, 49 La-7s, which arrived from factory No. 21, were assembled and overflighted, as well as 321 aircraft were repaired in military units, including 290 La-5s and La-7s and other aircraft. For this, the plant was awarded the first place in the All-Union Socialist Competition for Aircraft Plants and was awarded the challenge Red Banner of the State Defense Committee.

At the end of the Great Patriotic War, when they began to transfer industry to the production of civilian products, the production of La-7 was gradually curtailed, limiting, in accordance with the instructions of the 1st Main Directorate of the NKAP, the 30th machine of the 73rd series.

On August 3, 1945, aircraft engine plant No. 19 began to manufacture ASh-82FN with a reduction of 11/16 from the 5th series (from engine No. 8215001). At the same time, their resource was 150 hours. The main defects were eliminated in it, and the reliability of the motor, as subsequent tests and operation showed, was no longer in doubt. The production of aircraft with these engines at the plant in Gorky began in the autumn of 1945.

In the same 1945, a GKO decree was issued, and on November 14, a meeting was held in the NKAP on the issue of improving the quality of combat vehicles. Speaking there, P. A. Voronin said that due to the main defect of the La-7 - high temperature in the cockpit - plant No. 21 made three modified machines and presented them to the Air Force Research Institute, but due to poor-quality workmanship, the customer returned them to Gorky. At the same time, La-7UTI had to be finalized.

Lavochkin described the state of La-7 in more detail. From the transcript of his speech, it can be seen that of the twelve defects recorded in the GKO decision, the most unpleasant of them was the high temperature in the cockpit. The rest are small things, and nine of them, which required the intervention of designers, were quickly eliminated, including lightening the steering wheel, reducing the load on the pedals.

The serial factory also corrected its defects, including the out-of-sync deflection of the slats. The heat remained in the cockpit, but it was only partially dealt with after the aircraft was studied (for the umpteenth time) in the TsAGI wind tunnel. As you know, the thermal regime depends on the temperature of the outside air, oil and engine cylinder heads. The last two factors are constant, and the most that the industry could do was to ensure that the air temperature in the cabin was between +15 and +30 degrees. Compared to the 50-degree heat during the war, this was a significant improvement.

To the mass refinement of La-7, associated with the improvement temperature regime in the cockpit, started in the autumn of 1945, as evidenced by the instruction of the chief engineer of the Red Army Air Force dated October 4: “Install cabin ventilation parts on aircraft manufactured by factory No. 21 up to number 45212901, by factory No. 99 up to number 45992501, according to bulletin No. 11/45 of plant No. 21 and on aircraft manufactured by factory No. 381 up to number 3818160, according to bulletin No. 26/e plant number 381 ...

All improvements<…>to be carried out under the guidance of NKAP instructors by the forces of the repair network, the technical staff of the units of the Air Armies and the Air Force of the Districts and the NKAP brigades.

In addition to eliminating manufacturing and design defects, at the beginning of 1945, MA devices (transceivers) began to be installed on aircraft, which made it possible to determine their nationality. On La-7, it was recommended to put them behind the pilot's armored back between the 6th and 7th frames of the aircraft of plant No. 381 and on a special shelf - Gorky's cars.

Before the end of the war in Europe, factories produced a total of 3977 La-7 fighters, 2957 of them entered the Air Force (as of May 1, 1945) and 198 - in the fighter aviation of the Navy.

In the OKB-21 work plan for 1945, the La-7 was listed with the M-71 and ASh-84 engines. The aircraft with the M-71 (with two 20 mm caliber guns) was built, and with the ASh-84, due to the lack of an engine, production was postponed to 1946. In the same year, braking parachutes were studied at the LII on La-7, which found practical use only in the 1950s on jet-powered aircraft.

While the war was going on, the quality of manufacturing of almost all types of equipment in our country was often “turned a blind eye”. It was impossible otherwise, since the authorities demanded a constant increase in the production of military vehicles, and the technological level of production and the qualifications of specialists were extremely low.

If measures were taken to increase them, then the supply of aviation equipment would be significantly reduced. It should also be taken into account that the training of cadets in flight schools and colleges was also at an extremely low level. The flying time of the pilot, who was sent to the front, barely exceeded 20 hours. Because of this, as well as the low discipline of the flight and technical staff, the losses of aviation equipment during the war years due to accidents and disasters were commensurate with combat ones.

On January 16, 1946, the commander of the Red Army Air Force, Novikov, sent a memo to I.V. Stalin on the post-war development of domestic aviation, where he revealed all these problems. I will not give the document in full, I will only note what concerns the La-7:

“American combat aircraft in service have up to 8, and British up to 7 automatic control units.

... plane La-7<…>has an automatic propeller speed automatic, boost automatic, mixture composition regulator automatic, ignition advance automatic ...

By the beginning of the operation on the Oder, in order to facilitate the control of group air combat, we used ultra-short-wave American radio stations on forty La-7 aircraft. The result was brilliant: the almost complete absence of interference and the absence of the necessary tuning of the radio station made radio communication as simple as telephone communication ... "

I believe that what has been said is quite enough to understand how difficult it was for our pilots to fight in comparison with German and other foreigners.

Perhaps this note was one of the reasons for decommissioning and decommissioning in the spring of that year about 20,000 foreign and domestic aircraft, both obsolete and in need of major repairs. Among them were 748 La-7s of wooden design, not in words, but in deeds, demonstrating their superiority over German technology.

But Novikov's note not only did not benefit the Air Force, but also became the reason for the removal of him and a number of Air Force leaders who made a significant contribution to the victory over Nazi Germany from their positions.

Bomber Escort

It took OKB-301 only half a year to create the 134 (La-9M) aircraft, the prototype of the future La-11. In May 1947, test pilot A.G. Kochetkov, who moved into industry from the Air Force Research Institute, for the first time lifted the car into the air. In 18 flights with a total duration of 12 hours 37 minutes, the maximum horizontal speeds and rate of climb at the nominal engine operating mode, technical range and flight duration were determined.

On June 19, the first machine entered the state tests at the Air Force Research Institute. Compared to the La-9, three NS-23S guns were installed on the 134 aircraft, reducing the ammunition load of the remaining guns to 225 rounds.

The oil cooler was moved to the lower part of the engine hood and the capacity of the oil system was increased.

Five days later, an understudy "134D" with a longer range appeared at the Chkalovskaya airfield. The fuel reserve on it was increased from 825 to 1100 liters by installing additional gas tanks in the wing consoles and providing for the suspension of two non-resettable

tanks with a total capacity of 332 liters. The test leaders were engineers A.G. Chernyavsky (aircraft "134"), Reznikov (aircraft "134D"), as well as pilots A.G. Terentiev and I.V. Timofeenko.

The increase in the takeoff weight of the aircraft required strengthening the landing gear with the installation of main wheels measuring 660x120 mm with high-pressure pneumatics. The tail wheel shock absorber was mounted on a link suspension.

The aircraft was equipped with aeronautical lights, an AFA-IM aerial camera for planned photography, and an automatic control of the temperature of the engine cylinder heads. As on the La-9, the fighter was originally equipped with a Fairchald photo machine gun. Subsequently, they began to replace it with the domestic S-13, while the photo machine gun was placed on the right landing gear or on the canopy of the pilot's cockpit.

The increased duration of the flight when escorted by bombers (over seven hours) required the installation of an additional oxygen cylinder, a urinal for the pilot, and adjustable soft armrests and a wide soft back on the seat.

Aircraft "134" in a test flight at a distance

Normal flight weight increased by 571 kg. Despite all the efforts of aerodynamicists, with the same power of the power plant, it was not possible to meet the requirements set by the resolution of the Council of Ministers. The only exception was the range and practical ceiling. Suffice it to say that the maximum speed near the ground turned out to be 25 km/h, and at an altitude of 6200 meters - 6 km/h less than required by the assignment.

During the test period, which ended on July 24, both machines made 71 flights with a total duration of 59 hours and 13 minutes. On July 10, 1947, pilots Dziuba and Alekseenko performed two long-range flights. One - on the most favorable mode (speed - 355 km / h, height - 1000 meters) along the route Chkalovskaya - Kazan - Chkalovskaya - Dmitrov - Orekhovo-Zuyevo - Chkalovskaya. The other one is at the same height, but at a speed of 473 km/h along the route Chkalovskaya - Cheboksary - Chkalovskaya. The technical flight range was determined from the condition that two air battles lasting 10-16 minutes each would take place during the flight along the route (one battle in the middle of the route, the second at the end of the route). Imitation of battles took place at altitudes of 5000 and 7500 m.

P.M. took part in the overflights of both machines. Stefanovsky, I.M. Dziuba, L.M. Kuvshinov, D.G. Pikulenko, V.I. Alekseenko and V.P. Trofimov. In their reports, they noted: “G7 about the technique of performing aerobatics, as well as the behavior in aerobatics when fully refueled, the aircraft differs significantly from the serial La-9 ...

The speed of the turn is 20-40 km / h more on the instrument; in addition, on a turn, the aircraft tends to increase roll and angular velocity. Turn time also increases. When performing a combat turn, the aircraft dampens its speed more quickly and tends to increase its roll...

It is noticeably more difficult to fly a fighter with a full refueling than a La-9 aircraft. As the fuel runs out, piloting becomes easier, and with a remaining fuel of 400-600 liters, the technique for performing aerobatics, as well as the behavior of the aircraft in aerobatics, are similar to those for the serial La-9.

The loads on the control stick from the elevators and ailerons are less than on the La-9 aircraft, but are within the normal range. The loads from the rudder on the pedals are large, as on the La-9 aircraft, they must be reduced.

When fully refueled at flight speeds of 300-450 km/h according to the instrument, the aircraft has an insufficient margin of longitudinal stability. At speeds less than 300 km/h and more than 450 km/h the aircraft is practically longitudinally neutral. The aircraft is transversely neutral. The directional stability of the aircraft is sufficient.

When the flight speed changes on the aircraft control stick, variable loads arise from the ailerons, which tire the pilot in a long flight. It is necessary to install a trimmer controlled in flight on the ailerons.

Aircraft "134" - the prototype of La-11

When the speed is lost, the aircraft smoothly falls on the wing with the simultaneous lowering of the nose. As soon as the aircraft during stall created a roll of up to 20 degrees and lowered the nose by 10-15 degrees, the rudders were given to the output. The plane in all cases normally obeyed the rudders and restored the flight mode ...

Like La-9, at the slightest drift at the time of landing, it tends to stall on the wing in the direction of drift. With high leveling without side wind and drift at the moment of the handle retraction there is also a tendency to stall on the wing, which is parried by the timely giving of the reverse leg. The desire to stall on the wing is a significant drawback of the aircraft, since after a long flight the pilot's attention is dulled.

Test pilots I.M. Dziuba and V.I. Alekseenko, who performed long-range flights on July 10, 1947 lasting 4 hours 54 minutes and 2 hours 47 minutes, in addition to the inconvenience associated with the cockpit and controllability of the aircraft, noted: “Air combat above 7000 meters on an aircraft will not be effective enough, since the excess power of the propeller group does not provide the necessary maneuver for the fighter in both the horizontal and vertical planes. A turn can be performed with a roll of less than 40 degrees with a very large loss of altitude ... The maximum altitude for combat use of an aircraft should be considered a height of 7000 meters, where the vertical speed is about 7 m / s.

When simulating an air battle at the end of the route, there was a slight darkening in the eyes and slight headaches were felt. Flight personnel flying on this type of aircraft must be: well physically trained in endurance, provided with a diet with a reduced amount of ballast products (without fiber) and specially trained in long high-altitude flights.

Despite the continuity of the fighters, the "134" and "130" revealed 111 defects that must be eliminated as a matter of priority. In the conclusions of the act, based on the results of state tests, it was recommended to shift the center of gravity forward by at least two percent, improve lateral stability, facilitate rudder control and improve the controllability of the aircraft on landing. There were a number of shortcomings in the cabin equipment.

In addition, it was recommended to install a trimmer on the ailerons, provide for the possibility of installing an EAP-47I electric autopilot, an NK-44 navigation coordinator, a low-altitude radio altimeter RV-2, and a TON-3 enemy radar warning system. There were also proposals to replace some of the instruments with more advanced ones.

In the conclusion of the act on the results of state tests, approved by the Decree of the Council of Ministers of the USSR of August 22, 1947, it was noted:

"one. Modified aircraft La-9 design comrade. Lavochkin with an increased fuel supply passed the state tests satisfactorily. ..

During the tests, the characteristics of the corkscrew, the flight and tactical data of the machine with external tanks, the reliability of the emergency drop mechanism for the moving part of the canopy were not determined. Tests of the canopy drop mechanism were carried out in December 1946 at the 21st plant on La-9, and on September 9-11, the pilots of the Air Force Research Institute A.G. Chernyavsky and V.I. Alekseenko conducted control tests of La-9 and La-11. The results were considered satisfactory, although the drop system required refinement.

Simultaneously with the approval of the "Act on the results of state tests ...", the aircraft was given the name La-11, and plant No. 21 began mass production of the fighter under the designation "product 51", which continued until 1951. In 1947, the plant produced 100 cars, in 1948 -
the largest number: 650. In the same year, production of the La-11 was stopped, but the next year it was restored, and the plant produced another 150 machines. In 1950, they handed over 150 and in 1951 - 182 aircraft. A total of 1182 fighters were built.

A few months before the start of flight tests of the experimental La-11, the Air Force Research Institute received the American twin-engine Lightning fighter P-38L-1. Flight tests, which ended in April 1947, showed that, despite the heavy weight, almost twice the weight of the La-11, the range with external tanks from the American turned out to be less. Other characteristics were also worse, with the exception of the turn radius and the practical ceiling.

The La-11 escort fighter was constantly improved. Only in 1948, 210 changes were made to its design, which contributed to the improvement performance characteristics. La-11 was supplied not only to combat units, but also to the flight schools of the Air Force and the Navy.

In July 1950, factory tests were completed, and on September 22, state tests of the La-11 in the photo reconnaissance variant were completed. An oscillating installation with an AFA-BA-40 camera was installed on the car. In the same year, by order of the Air Force, 100 fighters were converted into reconnaissance aircraft. Of these, 51 were located in Lvov, 30 - in Bila Tserkva, 11 - in South Sakhalin and the rest - in the port of Dalniy.

In the reconnaissance version with external tanks, the La-11 turned out to be overweight, it clearly lacked engine power. Back in April 1949, factory No. 49 completed the refinement of the 14-cylinder ASh-82M engine with a takeoff power of 2100 hp, and at an altitude of 5000 m in combat mode it developed 1770 hp. However, this motor, for some reason, remained in the category of experienced ones. Two years later, they tried to raise the takeoff power of the ASh-82FN to 2000 hp. But, as it turned out, to ensure reliable operation of the engine, it was necessary to make significant changes to its design, and further work was stopped. Only later, for the Il-14 passenger aircraft, did they create a modification of the ASh-82T with a take-off power of 1900 hp, using the ASh-83 parts, but this was the limit for the ALU-82.

On one of the La-11s, which is being tested at the Air Force Research Institute, an automatic supercharger speed switch was installed, which greatly facilitated the work of the pilot, especially in combat. But for some reason they did not begin to refine the entire fleet of fighters.

In 1950, 150 La-11s were retrofitted with RV-2 radio altimeters, MRP-48 marker radios, and ARK-5 automatic radio compasses. It follows from this that not all production vehicles that left the factory airfield were fully equipped with radio equipment.

In the same year, OKB-301 was proposed to create a universal fighter based on the La-11, designed not only to escort bombers, but also to intercept air targets, conduct aerial reconnaissance and solve other tasks facing fighter aircraft. To which Lavochkin, in a letter to Bulganin dated March 30, reported: “It is more expedient to make such an aircraft on the basis of the MiG-15, in which the range and takeoff and landing characteristics would approach the La-11.”

Experienced La-9M ("134D") with outboard fixed fuel tanks

A float version of the La-11 was also worked out, but it also remained on paper. In the summer of 1951, Plant No. 81 carried out work on installing APO-82 rocket launchers on the La-11, but things did not go beyond testing.

Even earlier, in accordance with the Decree of the Council of Ministers of the USSR of December 12, 1947, the equipment of the La-11 with anti-icing devices began at the 21st plant. From March 17 to April 6, 1948, state tests of the La-11 with an anti-icing system were carried out jointly with the industry, which included a device for heating the toes of the wings with hot engine exhaust gases, an electrothermal anti-icer for the stabilizer, a liquid de-icer for the propeller and windshields of the cockpit. The wing defroster worked satisfactorily, but due to the increased corrosion of the aluminum alloys used in the wing structure and exposed to hot exhaust gases, it was not recommended for mass production.

Following this, another La-11 was presented for state testing, equipped with BO-20 heaters, which fighters had been equipped with even earlier. Almost simultaneously, the anti-icing devices of the center section, keel, antenna and air intake of the oil cooler were tested.

In accordance with the Decree of the Council of Ministers of March 30, 1948, the 21st plant equipped the aircraft with USP-48 blind landing equipment. It consisted of an automatic radio compass ARK-5, a marker radio receiver MRP-48, a radio altimeter RV-2, a remote gyromagnetic compass EGDM-3 and an electric artificial horizon, as well as a ground-based radio engineering system. The machine was tested in the spring of 1949 in order to work out a simplified method for calculating the La-11 blind landing.

The 100 aircraft converted into reconnaissance aircraft mentioned above did not have the EGDM-3 compass, which excluded the calculation of a blind landing. After all, EGDM-3 was intended not only for the aircraft to enter the airfield area, but also for flying along the glide path out of sight of the ground up to a height of 50 m, followed by a visual descent and landing.

For a more reliable take-off from rough snow strips, they used the idea of ​​take-off skis, proposed back in the course of the war by test pilot of the Research Institute of Civil Air Fleet B.K. Kondratiev. The plane was rolled up on them and fixed with stops. After takeoff, the skis remained on the ground. The aircraft was rolled up by a team of 15 people in two to three minutes. When using hydraulic lifts for installation on skis, five people were enough, but the time increased to eight to ten minutes. On March 30, 1948, pilot A.G. Proshakov conducted special tests to determine the possibility of a safe takeoff of the La-11 on take-off skis from rough snow. He performed four takeoffs on wheels from a rolled snowy runway and six on skis from an unrolled strip. At the same time, the takeoff run length increased from 505 to 620 m, and the takeoff time increased from 16.5 to 18.6 seconds.

In the conclusion of the act, based on the test results, it was said that take-off on skis is possible provided that the pilot has excellent command of the technique for performing take-off without skis, even snow cover of the runway and a crosswind speed of no more than 3-4 m / s.

In 1947, the VISh-107-RE reverse propeller was studied on the production La-9. Tests showed that the landing properties of the fighter improved dramatically. Following this, several La-11s were equipped with reversible propellers with a modified control system, which simplified landing on ice airfields, since it did not require vigorous braking. However, things did not go further than the experiments, since there was a concern that during the operation of aircraft in the summer with increased dust formation, a decrease in engine life due to abrasive wear was possible.

In 1950, in parts of the Air Force, there were cases of engine shutdowns on the La-11 during a combat turn after a dive. The investigation showed that with a fuel balance of less than 75 liters, with such a maneuver, its supply to the engine was stopped. After flight research at the Air Force Research Institute, a minimum fuel balance of 110 liters was established. Subsequently, the fuel system of the fighter was finalized.

At the beginning of the operation of the La-11 in combat units, flight accidents occurred with a violation of the controllability of the aircraft. In 1951, at the Air Force Research Institute, with the participation of the leading test pilot A.G. Solodov-nikov carried out a research work entitled "Determining the characteristics of deep vertical spirals from a height of 7000 meters." Studies have shown that when flying in some modes that exceed the speed limits or the number of "M", the La-11 is pulled into a dive with the appearance of pulling forces on the control stick. All this is reflected in the supplement to the instructions for the fighter piloting technique.

combat service

Even before the advent of La-11, the idea was born to use a fighter to protect our polar regions from uninvited guests. It was planned to place aircraft at airfields and sites beyond the Arctic Circle, including on drifting ice floes. This required a series of experimental work on basing the La-11 on ice airfields in the northern latitudes.

One of the first expeditions took place in 1948. At that time, several scientific expeditions of the USSR Academy of Sciences worked in the region of the North Pole. It was decided to fly the La-11 group to one of the ice floes used by scientists. The expedition was led by Major General, Head of the Main Directorate of the Northern Sea Route (GUSMP) A.A. Kuznetsov. The expedition was supported by the crews of Li-2 aircraft of the 650th separate transport aviation regiment, Si-47 of the 1st transport aviation regiment of the 2nd adon and Il-12 of the 708th special transport aviation regiment.

The Tu-6 twin-engine bomber (Tu-2 modification), which was used as a leader, and three La-11s carried out training flights in polar conditions, based on Cape Schmidt and Wrangel Island. First, a Tu-6 flew out from Wrangel Island for reconnaissance, which had fairly good navigation equipment. He landed on an ice floe near the North Pole (82 degrees 51 minutes north latitude and 172 degrees 30 minutes east longitude). Then he returned to the mainland, and when favorable weather appeared on May 7, 1948, three La-11s, accompanied by the leader of the Tu-6, flew onto an ice floe, making a safe landing. On May 8, having completed several flights from the ice floe, they returned back. Later there were several more such expeditions in different regions of the Arctic, and only then did La-11s begin to regularly guard our northern borders.

To do this, a number of technical issues had to be solved. In particular, it was required to equip the aircraft with anti-icing systems (they were not installed on the machines of the first series), improve navigation equipment, and ensure takeoff from rough snow strips. At different times, La-11 fighters of the 1st IAD and the 53rd IAP were involved in work in the North Pole region. In December 1949, some members of the expedition were awarded the title of Hero of the Soviet Union. Among the awarded were the squadron commander V.D. Borovkov and navigator S.A. Skornyakov (group commander) 1st IAD, as well as deputy commander of the 53rd IAP V.A. Popov.

La-11 on take-off skis

The idea of ​​ice airfields for a long time excited the minds of the military, but not a single such airfield began to work as aircraft on combat duty.

The operation of the La-11 showed that the volume of the oil tank (50 liters) that was on the fighter was clearly not enough to fly at full range, and the military demanded to increase its volume. As a result, in the summer of 1949, the Lavochkin Design Bureau developed design documentation to install an additional tank on the La-11 in the Air Force repair shops.

At about the same time, another mass defect was revealed on La-9, UTIL-9 and La-11 - deformation of the 12th fuselage frame. The finalization of the machine began on January 31, 1949, after the release of a bulletin on strengthening this frame.

The first case of combat use of the La-11 dates back to April 8, 1950. On that day, a fighter unit from the 30th Guards IAP under the command of B. Dokin intercepted a US Navy reconnaissance officer in the vicinity of the Libava naval base over the Baltic Sea. According to Aviation World magazine, it was a PB4Y. At the same time, the Izvestia newspaper, which conducted an investigation into this incident, believes that a Boeing B-29 was shot down.

Participants in those events said that the "American" did not obey the requirements of the Soviet pilots to land and began to shoot back. In response, fire was opened to kill, which led to the death of the car and ten crew members.

In the same year, a pair of La-11s, piloted by pilots I. Lukashev and M. Shchukin of the 88th Guards IAP of the Pacific Fleet, intercepted a P2V Neptune reconnaissance aircraft.

In 1950, China received the first La-11 aircraft. In the summer of the same year, the personnel of the 351st IAP (commander Hero of the Soviet Union V.N. Makarov) of night fighters (45 aircraft), formed shortly before, began to retrain Chinese pilots on the La-11. But the combat work of the regiment began in the spring. In April, pilots P. Dushin and V. Sidorov opened the regiment's combat score by shooting down one B-26 bomber each, belonging to the Chiang Kai-shekists, over the Xuzhou airfield. It was not possible to establish the exact number of fighters delivered to a friendly country, but it is known, for example, that in accordance with the decree of the Council of Ministers of the USSR of August 25, 1951, the PRC received 60 La-11s. Until the end of 1950, the regiment was located near Shanghai and at the beginning of the next year flew to the Far.

In China, La-11s often met in the air with R-38 Lightning and R-51 Mustang fighters. One of them, April 2, 1950, ended sadly for the Americans. That morning, a pair of fighters, led by pilot N. N. Guzhov, intercepted and destroyed two Mustangs that had intruded into Chinese airspace.

On June 13 of the same year, the regiment flew to Anshan and two weeks later joined combat work to repel American bomber attacks on the cities and industrial facilities of North Korea.

The first victory on the La-11 in Korea in the autumn of 1951 was won by the pilot of the 2nd squadron, Lieutenant V. Kurganov, who shot down the B-26 Marauder, the main night bomber of the American air forces in Korea. There were no difficulties in combat with this World War II veteran. It turned out to be much more difficult to intercept the B-29.

Usually, "Superfortresses" flew for bombardment at altitudes of about 10 km. It took 26 minutes for the La-11 to climb this height. The advantage in speed at the height of the practical ceiling of the La-11 was small and did not exceed 20 km / h. Agree that there were few chances of interception. In addition, having received information about the persecution, American pilots

Members of the high-latitude expedition in 1948. In the background - La-11

you with a gentle dive easily went towards the sea. The La-11 pilots never managed to win a single victory over the B-29.

At the beginning of 1952, the 351st IAP was left with one squadron each on the MiG-15 and on the La-11. The remaining 12 piston fighters fought in the regiment until the summer of next year, and the B-26s were still their main opponents.

One of the most massive American fighters of World War II was the P-51 Mustang. His last modifications "D", "H" and "K" served the longest and participated in the Korean War. There they were mainly used to escort bombers, and the RF-51D and K modifications were used for reconnaissance.

A comparison of the P-51D with the La-11 shows that with approximately the same specific wing load and greater thrust-to-weight ratio, the lighter La-11 had a slightly lower range and maximum speed. This can be explained by the large frontal resistance of the ASh-82FN star-shaped motor. La-11 also had a worse ceiling, which is apparently due to the lower altitude of the engine.

"Mustangs" modification "D" in small quantities fell into Soviet Union back in the years of World War II, and some of them were flown by test pilots of the LII. It was not possible to fully determine the flight characteristics of the machines, but some conclusions were made. The heavier P-51D climbed more slowly and was less maneuverable up to 5000 m. Above, the car seemed to be replaced. In general, it was a good escort fighter, especially considering that long-range bombers flew at high altitudes. And in this respect, he was somewhat superior to the La-11.

On February 23, 1950, air defense posts in the zone of responsibility of the 54th IAC recorded and identified three American B-29 bombers flying along the Tallinn-Riga route. At that time, only Lavochkin piston fighters were in service with the corps. As the former commander of the Air Force of the Baltic Military District of the GSS, Colonel-General F.I. Shinka Renko, the aircraft is complex, not equipped for night flights. You can’t go on it at low altitudes, and the violators walked almost at low level.

On that day, the weather was difficult, low cloud cover, the ground was soggy, and the “shop” needed concrete to take off. I had to raise a flight of fighters from the Chkalovsk (formerly Siedlung) airfield in the Kaliningrad region. One of them could not break through the clouds and returned, while the rest intercepted one B-29, which had already turned around and was heading for Klaipeda. The fighters ordered him to follow them, he ignored their commands and calmly left. It was impossible to shoot, this required special permission from the high authorities. ("Trud", October 30, 1993.)

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