La-5FN fighter: flight characteristics

During the Great Patriotic War, fighter aircraft made a significant contribution to the cause of victory. Despite the fact that the German air force was equipped with such powerful combat vehicles as the Messerschmitt Bf 109G and Focke-Wulf FW 190A, Soviet aviation dominated the skies. The Wehrmacht's air vehicles were significantly inferior to the product of Soviet designers, which was the La-5FN fighter.

In what ways was German aviation inferior?

When maneuvering vertically and horizontally, the Soviet La-5FN fighter was significantly better than the main German Messerschmitt Bf 109G fighter, since after several turns it could get behind the enemy and fire aimed fire. This was possible even with almost identical speed indicators that these two rival models possessed.

The La-5FN fighter left absolutely no chance of victory for the German Focke-Wulf FW 190A. This model was even inferior in speed. The FW190A-8 fighter, which appeared in the armed forces of the Wehrmacht, had no maneuverability advantages over the La-5FN, which had high speed characteristics and good maneuverability, which, together with the pilot’s experience, ensured the victory of the Soviet aircraft in an air battle. According to the instructions issued by the German command to the flight personnel, the Soviet La-5FN fighter was considered the most dangerous enemy, in a battle with which exceptional care and composure were required from Wehrmacht pilots.

Checked by the front!

Tests revealed several significant problems, the most important of which was oil overheating. We managed to cope with this literally by miracle. One of the factory workers discovered a box with a brand new oil cooler standing in a dark corner. And although Semyon Lavochkin categorically refused to take it, believing that this part was brought for Yakovlev, and that it was not good to engage in theft, his subordinates installed the radiator on the prototype aircraft in one night. The oil overheating problem has been resolved. And there were many similar sudden coincidences and happy accidents in the fate of the aircraft, which initially received the LaGG-5 index.

On May 20, 1942, a decree of the State Defense Committee was issued, according to which the evacuation of the Lavochkin design bureau from Gorky was canceled, and plant No. 21 was supposed to begin serial production of the new “LaGG-3 fighter with an M-82 engine.” The first two hundred aircraft rolled out of the doors of the assembly shop with the same overhead sides as the prototype, which made it possible to level out the difference in diameter between the old and new engines. Subsequent ones were built according to new templates, and the need for such tricks disappeared.

Little by little the machine became more and more streamlined and more and more different from its progenitor - LaGG-3. Finally, they decided to send the fighter for military trials, which began on September 20 on two fronts at once, Stalingrad and Western. Although in the report on their results one can find many comments made by the pilots about the new aircraft, the general conclusion was positive. The pilots really liked the car for its ease of control and survivability, and the “fat” engine, which the shopkeepers were so afraid of, turned out to be an excellent defense against attack from the front. In addition, the aircraft had enough speed and thrust-to-weight ratio to conduct an air battle with German fighters on equal terms. And even more than that: during military tests it became clear that the La-5 (this designation was assigned to the aircraft on September 8, 1942) could withstand the Germans even with their numerical superiority!

Start of creation

In 1941, designer S.A. Lavochkin modernized the LaGT-3 aircraft, a fighter that at that time no longer met all the requirements. There was an urgent need for a new model capable of withstanding modern air combat. LaGG-3 was taken as the basis.

It was decided to use the ASh-82FN propeller group with a power of 1700 hp in the new machine. and synchronized twenty-millimeter ShVAK cannons. At one time, designers such as A.I. tried to equip their aircraft with this engine. Mikoyan, S.V. Ilyushin, V.M. Petlyakov and A.S. Yakovlev. But best of all it took root in S.A.’s aircraft. Lavochkina.

Initially, the ASh-82FN engine did not fit into the fuselage of the aircraft, since it was developed for the M-105 model. But the designers managed to equip their product with a two-row radial engine, so that the design, geometry and dimensions of the LaGG-3 airframe adopted as the basis remained unchanged.

Thanks to the ASh-82FN engine, the La-5FN fighter received improved maneuverability and speed, which was especially reflected in the quality of deep turns and vertical maneuvering. The presence of twenty-millimeter ShVAK cannons in the Soviet La-5 made it possible for pilots to take an offensive rather than a defensive position in air battles with German aircraft.

New engine - new plane

The employees of the Semyon Lavochkin Design Bureau and the management of aircraft plant No. 21 in Gorky had to return to the idea of installing the ASh-82 against their will. By December 1941, it became clear that Deputy People's Commissar of the Aviation Industry Alexander Yakovlev was ready to take over any available factory capacity for the production of his Yak fighters. In January 1942, Semyon Lavochkin received an order to evacuate production from Gorky to Tbilisi so that the Yak-7 could be produced at the Gorky plant. There remained one last opportunity to turn the situation around: try to install an M-82 engine on the LaGG-3 and get a fighter with the characteristics that the State Defense Committee required of it.

Semyon Alekseev, who was Lavochkin’s deputy for many years, took up this work on a semi-initiative basis. As he wrote in his memoirs, “all the shop managers, several designers, and the chief engineer of the plant sat around the plane. All issues with the delivery of necessary materials were resolved very quickly. They brought wooden slats and attached them to the outer contour of the engine and to the fuselage. It turned out that if you put false sides on the fuselage, then by the 5th frame you can smoothly reduce the contours of the round fuselage to elliptical ones. And the wooden fuselage of the LaGG-3 was perfectly suited for such a conversion.”

The fear that the new engine would disrupt the aerodynamics of the car was the main argument against the M-82, and it turned out that there was no such problem; There were no difficulties with centering the aircraft. All that remained was to finish installing the engine and begin flying around the resulting fighter. It took off on its first flight on March 21, 1942, and in mid-April a telegram signed by Alexander Yakovlev, Semyon Lavochkin and other responsible persons went up, saying that a prototype fighter had been built at Gorky Plant No. 21, which had achieved the required performance. The evacuation of the Lavochkin Design Bureau to Tbilisi was suspended, and a test commission was sent from Moscow, which was to pronounce a verdict on whether the aircraft built was suitable for the front.

Application in the design of a new engine

Shvetsov's uprated ASh-82F engine began to be used in fighters such as the La-5F (which was reflected in the aircraft's abbreviation) and La-5FN. The abbreviation of the latter means that it belongs to forced models with direct fuel injection.

According to legend, equipping this Soviet fighter with a powerful engine was caused by Stalin’s dissatisfaction with the technical capabilities of the ASh-82 in afterburner mode. They were enough for a few minutes. On Stalin's instructions, one such engine was started in this mode and worked until it failed. The recorded time demonstrated a long service life - it exceeded 50 hours.

These are good indicators for combat fighters. In the design of the La-5FN aircraft, this engine produced power of 1750-1850 hp. and maintained the afterburner mode for at least ten minutes. With a large supply of fuel, the period of this regime could be extended.

Testing

The La-5FN fighter is one of the modifications of the La-5 aircraft. In the spring of 1942 in Lyubertsy they underwent comprehensive testing, after which their design was approved. The testing involved an improvised air battle between a La-5FN and a captured Bf 109G-2. After the battle, conclusions were drawn: the Soviet fighter is ideal for operating at low and medium altitudes, which were the main ones for aviation on the Eastern Front.

In April of this year, the State Defense Committee gave permission to begin mass production, which resulted in the production of several modifications of the La-5, including the La-5FN fighter. The photo below represents the design features of this aircraft.

Production of La-5 aircraft (1942 - 1944)[1]

Factory	1942	1943	1944	Total
№21	1107	4619	3503	9229
№31	22	5	27
№99	184	102	286
№381	239	221	460
TOTAL	1129	5047	3826	10002

NOTES

Statistics on serial production of the La-5 are given in the publication: History of the Domestic Aviation Industry. Serial aircraft construction, 1910-2010/Under the general editorship. YES. Soboleva. M.: RUSAVIA, 2011. - 432 p.: ill., p. 156 []

What flights was it intended for?

Air combat at low altitude is considered the main task for which the La-5FN fighter was designed, the design and controllability of which made it the best model in Soviet aviation of those times. The efficiency of the ailerons and the rate of climb of the La-5FN surpassed those of the German FW 190A-8, which was much heavier and had low acceleration characteristics. But the enemy fighter had the ability, during dive maneuvers at high speeds, to make a combat turn to attack the La-5FN fighter.

The controllability of the Soviet vehicle meant that it would evade attacks by diving at high speeds and would itself move into an attack position in a gentle climb. This was possible because the La-5FN, in comparison with the FW 190A-8, had a better rate of climb, which made it possible to overtake a German fighter on a steep slope. Among the recommendations given to pilots by instructors in flight schools in case of a collision in the sky with the FW 190A-8 was a ban on prolonged maneuvering and reducing speed. In addition, the pilots should have remembered that the aircraft was not intended to perform long afterburners, since the engine power was designed for less than forty minutes.

What to replace LaGG-3 with

The triumvirate of Semyon Lavochkin, Vladimir Gorbunov and Mikhail Gudkov became famous even before the war by creating the LaGG-3 fighter. Constructed using so-called delta wood - a wood-laminated material similar in structure to plywood, but lighter and stronger - LaGG-3 turned out to be quite heavy. Pilots of combat units complained that their LaGGs were underpowered, their weapons failed, they went into a tailspin at low speed, and the visibility of the rear sphere was very poor... In peacetime conditions, all these shortcomings could be eliminated gradually, as is, in fact, and it was done. But the outbreak of the Great Patriotic War did not leave such an opportunity. Soviet aviation urgently needed aircraft that could fight the German Messerschmitts and Focke-Wulfs on equal terms, and not just on defense.

Of course, in experienced hands, the LaGG-3 quite successfully resisted German fighters, but there were few such hands, especially at the beginning of the war. The LaGG also turned out to be good at air defense of strategic targets, but it did not require a large number of such fighters. And it was getting to the point that production of the LaGG-3 could be curtailed in favor of more technologically advanced and efficient fighters, primarily the Yakovlev Yak-1 and Yak-7.

The first attempt to increase the speed and thrust-to-weight ratio of the LaGG-3 was made by one of the members of the triumvirate, Mikhail Gudkov. He installed a new engine on the plane, not liquid-cooled, as before, but air-cooled: the M-82, which was successfully installed, for example, on short-range Su-2 bombers. The result was a very good Gu-82 aircraft, which entered testing in the fall of 1941. For a number of reasons, primarily because Mikhail Gudkov did not have his own production base, and also due to a lack of administrative resources, this machine was never put into mass production.

The second was Semyon Lavochkin, who was charged with the development of the LaGG-3 fighter with the M-82 engine (aka ASh-82) as part of the plan for the last quarter of 1941. In many memoirs one can find stories that the idea of installing an M-82 radial engine on a production aircraft came to the minds of the shopkeepers almost by accident. In fact, this work was started, but stopped because both the chief designer himself and his subordinates placed their main hopes on a different engine, which would allow increasing the speed and thrust-to-weight ratio of the LaGG-3 without changing the contours of the machine.

Permissible speed

The aircraft could reach speed at cruising power and afterburner. They had different acceptable parameters and differed for land and sea levels.

The La-5FN fighter above sea level in afterburner could reach speeds of up to 520 km/h.
At this level of cruising power the speed was 409 km/h.
Above ground level, afterburning was allowed at a kilometer distance. The speed was 540 km/h. It was acceptable for cruising power, but already at an altitude of 2400 meters.
For a distance of 5 thousand meters, cruising power increased to 560 km/h.

The design of the engine with which the La-5FN fighter was equipped was not suitable for afterburner at a distance exceeding two kilometers. This is due to the characteristics of the throttle air channel, the flow area of which did not provide maximum engine power.

Aircraft: La-5FH

Luftwaffe test pilot: Hans-Werner Lerche

The La 5FH represents a significant advance in flight and performance characteristics over early Soviet fighters. Its data at altitudes up to 3000 m deserve special attention. But the maximum speed at all altitudes is lower than that of German fighters. The best rate of climb at the ground is comparable to the performance of the FW 190A-8 and Bf 109. In climbing and turning to an altitude of 3000 m, the La 5FH is close to the FW 190. With cruising engine power, the range and flight duration are short (40 minutes).

During flights at altitude, it is prohibited to turn on the afterburner, because The flow area of the throttle air channel is not enough to achieve maximum power (the ASh-82FH engine allowed afterburning in the altitude range of 0-2000 m - editor's note).

The aircraft was fully operational. Its history is unknown, but the car has already been in service for some time. The finish of all surfaces, especially the wings (wooden) is good. The rudders and slats are made very carefully.

Fighter La-5 FN. Characteristics

The aircraft was highly appreciated by both Soviet, German and British aviation specialists. The La-5FN fighter aircraft was considered the best among all analogues on the Eastern Front.

the aircraft cabin was designed for only one pilot;
the weight of the fighter was 3290 kg;
dimensions (length and wing size) - 8.67 x 9.8 meters;
wing area - 17.5 sq. m;
the load on one wing per square meter was 191 kg;
the design was equipped with one M-82FN engine with a power of 1750 hp;
at an altitude of 6250 meters the machine developed a flight speed of up to 634 km/h;
service ceiling (maximum altitude) for a fighter is 10,750 meters;
average rate of climb - 16.6 m/s;
tanks are designed for 460 liters;
oil weight – 46 kg;
two twenty-millimeter ShVAK cannons were equipped with the La-5FN;
the fighter is capable of withstanding a bomb load of up to 100 kg;
the aircraft was intended for distances not exceeding 930 km.

Fighter

OKB Lavochkin

La-5 from the 302nd IAD (regiment unknown), July 1943.

The La-5 fighter appeared under circumstances that were not entirely ordinary, if not dramatic, for the design team headed by S.A. Lavochkin. LaGG-Z fighter. for the production and improvement of which this design bureau was responsible, due to insufficient efficiency it was removed from production. And the very existence of the design bureau is now in question. Of course, the designers perfectly understood the nature of the LaGG's shortcomings and were already carrying out design work on its radical modification. Along with the need to dramatically improve flight data, the main thing in this matter was efficiency and the requirement for continuity of the LaGG-Z design and its new modification. Only if these conditions were met was it possible to transfer the plant to the production of a new aircraft before the Yak fighter appeared on the assembly line (as planned). And S.A. Lavochkin’s design bureau coped with this task successfully.

When modifying the LaGG, the designers were guided by the new promising air-cooled engine M-82 A.D. Shvetsova. Thanks to its significantly greater power in comparison with the M-105P, the LaGG-5 fighter acquired those qualities that it so lacked: its speed and rate of climb increased significantly, and vertical maneuverability improved. The new aircraft was created in the spring of 1942, on August 6 the GKO Decree was issued, and 2 days later the NKAP Order No. 683, according to which the new fighter became known as La-5 - “Lavochkin-5” and after testing it, under the La-5 brand, immediately put into production.

Along with increasing reliability, the most important area of improvement for the La-5 was weight reduction. Replacing the electric start of the motor with an air one gave a saving of 20 kg, improving the quality of gluing - another 20, removing the load in the tail - 15 kg, then “cleaned up” the pipelines and control wiring. As a result, the take-off weight was reduced from 3370 kg for the prototype to 3200 kg in the series.

Progressive technical processes were introduced that made it possible to increase the rate of production of the La-5. For example, at first the La-5 cowls had to be “knocked out” by hand, but on July 1, 1942, the first stamps were put into operation, ensuring the daily production of parts for 2 aircraft, and by the end of the month a new site was organized with a daily output of 6 sets. The same thing happened with casting and hot stamping. Throughout the airframe, work was underway to replace the delta wood with regular wood. Ultimately, only power frames, empennage spars and skin in especially loaded areas were made from the “delta”. Without loss of strength, it was possible to reduce the weight of the aircraft and its cost.

Engine.

The plant guaranteed the operating time of the M-82A before repair was 100 hours, but in reality the service life was less. Due to the deterioration of the fit of the piston pairs and rings, oil accumulated in the combustion chambers of the lower cylinders, the engine smoked and covered the entire fuselage. But if not all the accumulated oil was thrown out through the exhaust pipes, a hard blow occurred on the compression stroke and, as a result, a connecting rod broke or the cylinder head was destroyed. The VG-12 candles used on the M-82 lasted for 5 hours, and during intense battles one La-5 required 14 candles per day. The problem lay in the unfortunate shape of the cylinder heads: the spark plugs were constantly in oil, from which they became dirty, and lead from leaded gasoline settled on the soot.

Initially, the flight manual for the La-5 M-82A aircraft allowed the takeoff mode (1700 hp) to be kept at the ground for 5 minutes. The experimental aircraft in this mode accelerated to 600 km/h, and at nominal (1400 hp) only up to 515 km/h. But if the pilot got carried away and did not turn off the afterburner on time, the new engine would jam after 10 minutes, and the used one would not last even the allowed 5 minutes. Combat pilots constantly reported that any La-5 of their group did not return from a mission due to engine failure in combat. The tests carried out at LII confirmed the objectivity of the claims, and the use of afterburner in combat was prohibited. Without it, the speed at the ground dropped to 505-510 km/h, the speed at the 2nd altitude limit decreased from 600 to 580 km/h, and the time to climb 5000 m increased from 5.2 minutes for the experimental aircraft to 6.0.

The first La-5, like the LaGG-3, did not have slats and were characterized by a tendency to stall on the wing. GKO Decree No. 1895ss of June 7, 1942 obligated the introduction of wing leading edge mechanization on LaGG-3 and La-5 from July 1, but by the end of the first ten days of July this was only possible on 7 LaGG-3 and 8 La-5. Only by August did all aircraft begin to be produced with slats.

In the summer of 1942, work was carried out on the La-5 to improve the fit of the hatches and landing gear doors. We ensured synchronized release of the right and left slats, adjusted them better and made them lighter. We provided for the release of flaps during turns, reducing its radius and execution time. Based on the research results, TsAGI changed the design and installation of the pitot tube. The electrical system has been improved.

On July 24, the NKAP and the Air Force issued order No. 559a/s/032 on the use of armor on fighters. First, an armored back was installed on the La-5, and tank protection was also introduced. Then, in accordance with GKO Decree No. 2359ss of October 1, 1942, frontal armored glass was introduced. In addition, the same document determined the use of red illuminated sight reticles and push-button electric pneumatic release of Me-109 type guns instead of tight mechanical triggers on the La and Yak fighters.

By order of NKAP No. 605c dated August 8, starting from August 10, every La-5 was required to install an RSI-4 radio receiver, and every third one - a transmitter, as well as an RPK-10 radio semi-compass. Although it was not possible to meet the deadline (in 2 days!), things moved forward, and Soviet fighters began to receive radio navigation and communications equipment.

By the end of 1942, Gorky began to produce the La-5 with a significantly modified nose: the double skin finally disappeared, the fuselage became lighter, and labor intensity decreased. By that time, on the recommendation of TsAGI, a skid plate was installed on the rear frame of the sliding part of the canopy, smoothing out the step between the cabin and the garrot. The kinematics of the tail support were also changed; now its wheel was pulled higher, and the flaps did not protrude beyond the contour of the tail section.

In December 1942, production of the La-5 began at plant No. 31 in Tbilisi, where production of the LaGG-3 continued. By the end of the year, this plant had built 22 new fighters and delivered 5 more at the beginning of the next year. However, the 1943 plan for this enterprise provided for an increase in the production of LaGGs by 1.5 times while improving their performance characteristics. In addition, Yakovlev sought the transfer of the Tbilisi plant to the production of a new Yak-3 fighter. In this situation, the director of the 31st, Pivovarov, managed to insist on canceling the order for the La-5 and continuing the production of LaGGs, which, although they became better, still could not compete with the Bf 109G and FW 190A.

The first aviation regiments armed with this fighter appeared at the front in the fall of 1942 near Stalingrad.

La-5 quickly gained recognition. The pilots liked not only its high performance and powerful weapons (two ShVAK cannons), but also the air-cooled engine, which had greater survivability than a liquid-cooled engine, and at the same time provided protection from enemy fire from the front hemisphere.

Production of the first production version of the La-5 with the M-82A engine was stopped in the summer of 1943.
WWII fighters


		Yak-9	Yak-9U	Yak-3	La-5	La-5FN	La-7
Year of issue		1942	1944	1944	1942	1943	1944
Geometry
Aircraft length, m		8,48	8,5	8,5	8,67	8,67	8,67
Wingspan, m		9,74	9,74	9,2	9,8	9,8	9,8
Wing area, m²		17,15	17,15	14,85	17,5	17,5	17,56
Weights, kg
Takeoff weight		2870	3204	2697	3360	3290	3310
Power point
Motor		M-105PF	VK-107A	VK-105PF2	M-82	M-82FN	AS-82FN
Power, hp		1210	1650	1290	1700	1850	1850
Flight data
Maximum speed, km/h	near the ground	520	575	567	509/535*	551/583*	579/613*
	on high	599	672	646	580	634	661
	m	4300	5000	4100	6250	6250	6000
Climbing time 5 km, min		5,1	4,4-5,0	4,5	6,0/5,7*	5,3/4,7*	5,25/4,6*
Turn time, sec		17-18	19	17	22	19-20	19
Practical ceiling, m		11100	10650	10400	9500	10000	10450
Flight range**, km		660	675	550	660	590	570
Armament
Number	guns	1	1	1	2	2	3
Number	machine guns	1	2	2	—	—	—

*Using 10-minute afterburner. ** At 90% of maximum speed.

La-5FN fighter. Device

The design of this aircraft is characterized by direct injection of fuel into the cylinders.
Instead of exhaust manifolds, the aircraft used individual pipes, of which there were seven on each side.

The upper part of the hood contained a special air intake.
The fuselage canopy was lowered, and the shape of the canopy was also changed (they were designed based on Yakovlev's A.S. Yak-9 aircraft).
The use of the instrument panel made it possible to carry out flights at night and in poor weather conditions.
A number of improvements were made that affected the internal sealing and thermal insulation of the La-5FN cabin. The fighter received improvements in overall aerodynamics.
To improve visibility, the aircraft was equipped with a new canopy, which was supplemented with an easily removable sliding part especially for an emergency.
The design was equipped with a tail wheel. It could be retracted during flight, and self-oriented during taxiing.
The double-spar wings had plywood skin and contained automatic duralumin slats, which, with the help of landing flaps, could be deflected by 60 degrees if necessary.
Birch veneer was used in the production of the fuselage and keel. It was made of several layers, which were covered with canvas.
A welded motor mount made of steel pipes was intended for mounting the ASh-82FN double-row radial engine. The engine itself was located in a container, which was constructed from easily removable duralumin panels. This provided free access to the motor during repair or maintenance.

Sources

“History of aircraft designs in the USSR, 1938-1950.” /V.B. Shavrov/
“Planes of Stalin’s Falcons” / K.Yu. Kosminkov, D.V. Grinyuk/
“War in the air. La-5" /No. 69, 2000/
“Aviation and Time/ Winner” /No. 5, 2006, Sergey Moroz/

<...> If, in comparison with the Bf 109F-4, the flight data of the La-5 looked generally tolerable, then the Bf 109G, which appeared on the Soviet-German front almost simultaneously with the new Lavochkin machine, immediately threw it into the category of obsolete. Against its background, the La-5 lost its afterburner advantage in speed at low altitudes, and at an altitude of 4-6 km, the Gustav flew 60-70 km/h faster than the Lavochkin. Only close to the ground, at altitudes of less than one and a half kilometers, did the La-5 have a small, 10-15 kilometer “afterburner head start”. The Bf 109G's superiority in climb rate became overwhelming. Over the entire altitude range, the Gustav went up 2 - 3 meters per second faster than the Lavochkin in afterburner. And when the La-5 pilot was forced to turn off the boost so as not to “burn out” the engine, the Messerschmitt’s superiority reached 7 - 8 meters per second, which made it almost impossible for our pilots to conduct vertical combat. The development of a new version of the M-82 engine, designated M-82F (“forced”), helped improve the situation a little. Although the power of this engine remained the same, it could now operate indefinitely in afterburner mode. In fact, this meant a constant increase in power at altitudes of up to three kilometers, and at two kilometers such an increase amounted to almost 300 hp. With. In November 1942, the aircraft, equipped with the M-82F engine, passed state tests and in December was put into production under the designation La-5F. In the spring of 1943, the La-5F with improved visibility began to roll off the assembly line of Plant No. 21. Just like on the Yaks, the rear fuselage garrot was lowered. The canopy became teardrop-shaped, and transparent armored glass appeared behind the pilot’s head, instead of a steel armored headrest. Another “innovation” (or rather, a step back) was the replacement of collimator sights with frame ones. I have already talked about the reasons for this replacement in the section devoted to “yaks”. The La-5F's armament consisted of two synchronized ShVAK cannons with 200 rounds of ammunition per barrel, that is, it again became the same as on the early La-5. The next step in modernizing the machine was made possible thanks to the installation at the beginning of 1943 of equipment for direct fuel injection into the cylinders on the M-82 engine. This made its operation more stable under flight overloads, and most importantly, it made it possible to increase take-off power by 150 hp. s, and the nominal one - by 90 liters. With. with an increase in weight of only 30 kg. Of course, the new engine was immediately put into production and the La-5 began to be equipped with it. The letters “FN” (“forced with direct injection”) were added to the engine and fighter indices. In April 1944, the M-82FN was renamed ASh-82FN in honor of its chief designer A.D. Shevtsov. The exhaust system on the La-5FN was improved by installing separate pipes for each cylinder instead of two exhaust manifolds. The size of the engine air intake has been slightly increased. The weight of the car was 3290 kg. The specific load on the area is 188 kg, the specific load on the power at ten minutes of afterburning engine operation is 1.78 kg/l. s, at nominal - 1.99 kg. As you can see, the La-5FN even in nominal mode surpassed the Bf 109G-2, the best German fighter at that time in terms of this indicator, in terms of power output. This could not but affect the flight characteristics. At nominal speed, the La-5FN was ahead of the Gustav near the ground by 10 - 15 km/h, and in afterburner - by almost 50 km/h! With increasing altitude, this advantage gradually decreased, and at about 6000 meters it passed to the Messerschmitt. In afterburner, for the first time since the beginning of the war, the La-5FN surpassed the “thin” one in climb rate, however, only up to an altitude of 2000 meters, after which the enemy again seized the advantage. Nevertheless, the La-5FN was, perhaps, the first Soviet fighter that could fight on equal terms with the contemporary version of the Messerschmitt in a fairly wide range of altitudes. The La-5FN looked even more worthy against the background of the Bf 109G-6, which had become heavier due to the enhanced armament. It was superior to it in rate of climb at low altitudes even in nominal mode, and this superiority was maintained by the Lavochkin up to 3000 meters. There was a similar picture in terms of speed, however, only if the Messer did not have the MW-50 system. In general, the La-5FN turned out to be a very successful vehicle, but the significance of this factor for the general situation on the fronts in 1943, unfortunately, was small. Indeed, due to the shortage of M-82FN engines, which were slowly and difficultly introduced into production, by the end of the year aircraft factories were able to produce only 429 of these aircraft, or about 3% of the total production of fighter aircraft in the USSR for that year. During the same period, 4619 La-5 and La-5F units were built, that is, 11 times more, and the hopelessly outdated LaGG-3 - 2.5 times more!

Vyacheslav Kondratyev

What was the plane covered with?

Most variants of the La-5 model combat aircraft had an all-wood construction, which was constantly being improved. Despite the fact that the tree was fire resistant, the strength of this material was not enough. In the La-5FN model, the developers paid special attention to protecting the pilot and engine. Wood was replaced with duralumin and iron, which ensured uninterrupted and reliable operation of the engine even in the event of fragmentation hits. The fuel tanks were not armored, which made them very vulnerable in the event of an attack. The wooden wing spar was replaced with a metal one. For the safety of the pilot and fuel tanks, armored glass began to be used in the production of the fighter, the thickness of which for the frontal part of the cockpit was 57 mm. The armored headrest (68 mm) was made from this material. The armored back was made of steel 0.7 cm thick.

Arrangement of the cockpit

The upper hemisphere of the cabin provided good visibility and all-round visibility. Forward visibility was limited. This is due to the low seating position of the pilot. The operation of the engine left a large plume of exhaust gases behind the aircraft. The pilot was using a high altitude oxygen system, which was a diaphragm uniflow economizer (the idea was taken from a German economizer system).

If earlier the pitch of the propeller, radiators, blinds, trimmers, etc. were controlled by various manual rods - levers, which was a disadvantage, since during the battle the pilot was distracted when moving the rods to accelerate, then in the La-5FN everything was automated. The pilot could easily control all units of the propeller-engine group, fire, and control the operation of the guns without interrupting the combat. Only the power plant was controlled by levers; everything else was done automatically.

Causes of stalls

Any aircraft has its own characteristics and disadvantages during flight. One of the latter is stalling. The La-5FN fighter is not without this drawback. The stall characteristics were analyzed by specialists and taken into account when creating the next, more advanced generations of aircraft. Reasons for stalling:

Reduced speed. When the landing gear and flaps are retracted, the slats extend at a speed of 200-210 km/h. As speed decreases, the effectiveness of the ailerons decreases. Sliding or braking a fighter at 180 km/h leads to it falling onto the wing, since at such a speed it is difficult for the pilot to dampen the roll. A stall can also occur with the landing gear and flaps extended if the pilot continues to pull the lever toward himself as the fighter reaches its maximum achievable angles.
Performing sharp turns. When the La-5FN quickly deploys, the air flow on the wing is disrupted. As speed increases, the reduction in aileron effectiveness becomes more noticeable. When the fighter accelerates to 320 km/h and reaches an altitude of 2400 meters, at which a full turn is performed for 30 seconds, the structure of the vehicle receives an overload of 2.6G. If there is a need to make sudden movements with the ailerons, then it is natural for the handle in the cockpit to move in the direction of rotation.

To prevent the aircraft from stalling, there are instructions about how long it takes to make a full turn at a certain altitude. So, for 2400 meters 28 seconds are provided, and at a kilometer altitude the turn should be completed in 25 seconds.

MELYUKN UKNONR OPNLSHKEMNYARH X bbya DNYARYUBKHK YYUPACHPYURNP yuy-82bo LNRNPYu l-82, BSHGSHBYUBKHI ONBSHYEMMSHI PYYUND TsNPCHVETSN X, YUY YAKEDYARBKHE, — YAMKHFEMKHE DUKEMNYARKH kYu-5 X kYu-5t. RYUY, HYAOSHRYUMHЪ kYu-5 No. 37210404 B mxx bbya B NYRYAPE 1942 TSNDYU ONYUGYUKH, VRN B ONKERE MU MUHBSHTSNDMEYEI YAYNPNYARKH BSHYANRE DN 2000 L DUKEMNYARE YYULNKERYU ME OPEBSHYUKYU 960-970 YL. KERNL YAKEDSCHYETSN TSNDU DYUKEMNYARE kYu-5 No. 37212124 YAMKHGHKYUYAE DN 820 YL, Yu MU kYu-5t No. 37212501 - DN 580 YL. b NANKHU YAKSVYUU GYUOYUYA TSNPCHVETSN B RNKOKHBMSHU AYUYUU ASHK NDKHMYUNB - 340 YTS, MN BN BRNPNL DNONKMHRKEMNI OPHVKHMNI YAMKHFEMKH DUKEMNYARKH YARUKYU SUSDKHBYUYA YUSCHPNDKHM YULHYU.

b TEBPYUKE 1943 TSNDYU MU BEYAYU MURSPMNI YUSCHPNDKHMYULKHVEYAYNI RPSASH r-101 ZHEMRPUKEMNTSN YUSCHPNTSKHDPNDKHMYULKHVEYAYNTSN KHMYARKHRSRRYU B fSSINBAYNL SYARYUMNBHKH YAEPKHIMSHI SCHYGELOK ЪП кУ-5 No. 37210514. lnymnyARE ShKEYRPNDBHTSYUREKEY, OPHBNDHBKHU BN BPYUYEMHE OYUPS BEMRKHKRNPNB RPSASH, ASHKYU RYUNBYU, VRN HYAOSHRYUMKH OPNBNDHKHYAE HYAKCHVHREKEMN MNVECH, - B OPNRKhBMNL YAKSVYUE OPHKNYAE ASH NRYKCHVYURE NR SHKEIRPNYAERKH ZHEKSHY TsNPND.

oPNBEDEMMSHE HYAYAKEDNBYUMKH ONYUGYUKH, VRN EYAKKH TSEPLERKHGHPNBYURE YAYULNKER YAMYUPSFKH KHGMSRPKH YUAKHMSH NR BYAEBNGLNFMSH OEPEREYUMKHI BNGDSUYU KH GYUPSHRE YKHRYULH YSONK YU YNKEYA YUYAYAKH, RN LNFMN, YAMKHGHB YUSCHPNDKHMYULKHVEYAYNE YANOPNRKHBKEMKHE, SBEKHVKHRE YAYNPNYARE OPHLEPMN MU 35 YL/V. MUKHANKEKHI OPKHPNYAR YAYNPNYARKH (24 YL/V) DUBUKYU TSEPLERKHYUZHKH HYARPEAHREK.

YAKEDSER YAYUGYURE, VRN MU MEINRNPSHU PEFHLYUU ONKERYU YPSHKN kYU-5 NAKYUDYUKN MYUHLEMEHL HG NREVEYARBEMMSHU HYARPEAHREKEY GMYUVEMHEL YNSHTTHZHEMRYU ONZELMNI YAHKSH. YYUY BSHYAMHKNYAE, NRYPSHRHE YARBNPNY YUONRYU, PETSKKHPNBUYUBHU RELOEPYURPSPS DBKHTSUREK, OPHBNDHKN Y YAPSHBS ONRNYU MU ZHEMRPNOKYUME H, YY YAKEDYARBKHE, Y OYUDEMHCH YN SHTTHZHEMRYU ONZELMNI YAHKSH YPSHKYU. dKHYUTsMNG "ANKEGMH" kYu-5 ASHK ONYARYUBKEM RNVMN, NYARYUKNYAE PUGPYUANRYURE LERND EE "KEVEMKH".

b LUPRE - YOOPEKE 1943 TSNDYU kYu-5 I TSEPLERHGKHPNBUMMSHLH YYUONRNL LNRNPYU KH RNMMEKEL LYUYAKNPYUDKHYURNPYU, I BNGDSUNGYUANPMKHYNL, OEPEMEYEMSHL OND TCHGEKKF (GYU ORSHHI OOYUMTSNSR ), HYAYAKEDNBYUKH B MYURSPMNI YUSCHPNDKHMYULKHVEYAYNI RPSAE zhutskh r-104. PEGSKERYURSH ASHKH NAMYUDEFKHBUCHYKHE: RNKEIN SHRN LEPNOPHYRKHE DUKN OPHAYUBYS B YAYNPNYARKH B 25-30 YL/V, YU PJD ANKEE LEKYKHU SKSVIEMKHI DNAYUBKK EYE 10-15 YL/V. th RNLS FE SKSVIHKYA RELOEPYURSPMSHI PEFHL LNRNPYU, ONYAINKEYS PUYAUND BNGDSUYU VEPEG LYUYAKNPYUDKHYURNP BNGPNYA ONVRH MU VERBEPRE.

RYUY ASHK YADEKYUM EY NDHM YUTS Y ONEBKEMKHCH NDMNTsN XG KSVIKHU HYARPEAHREKEY BRNPNNI LHPNBNI BNIMSH - kYu-7.

onYU B NYA B YANNRBERYARBKH I PAINLEMDUZHHLKH zyutskh DNPYUAYURSHBUKH kYu-5, MU YNMRPNKEMSHE HYAOSHRYUMKH OPEDZBKHKH YAPHIMSCH LYUHMS No. 37212282 I SAKHPYCHYKHLYA UBNYARNBSHL YNKEYANL. bNYAELH ONKERNB UBYURKHKN, VRNASH YADEKYURE BSHBND N ONKMNL YANNRBERYARBHKH KERMSHU DYUMMSHU LYUHMSH ONYARYUMNBKEMKHCH tsyn NR 9 DAYUAP 1942 TSNDYU, UNR MU MEI ON-OPEFMELS NYAR YUBYUKHYAE MEGUYPSHRSHLH YSONKYU (BSHELYKH B YPSHKE OND YNKEYAYU) YUYAYAH, BNGBSHYUKYUYAE LYUVRYU YUMREMMSH PUDHNYARYUMZHHH.

b MYUVYUKE 1943 TSNDYU MU LNRNP l-82 BLEYARN YYUPACHPURNPU ONYARYUBHKH YOOYUPYURSPS MEONYAPEDYARBEMMNTSN BOPSHYAYU AEMGHMYU B ZHKKHMDPSH. bGKERMYU LNYMNYARE DBKHTSUREK, ONKSVKHBETSN NANGMYUVEMHE l-82tm, BNGPNYAKYU MU 150 K.YA, YU MNLKHMYUKEMYU, MU BSHIANRE 1650 L, - MU 90 K.YA. OPH SCHRNL YAYUL LNRNP ONRFEKEK BYAETSN MU 30 YTS. BYAINPE l-82tm GUOSYARKHKH B YAEPKHIMNE OPNHGBNDYARBN X YARYUKH SYARYUMYUBKHBYURE MU kYu-5.

b YOOPEKE 1943 TSNDYU B mxx bbya ONYARSOKHK "DSAKEP" KHYARPEAHREK kYu-5, I SCHLAKELNI MU YUONRE B BHDE PNLAYU, BMSRPKH YNRNPNTSN MYUMEYEMN "tm") I LERYUKKKHVEYAYHLH KNMFEPNMYULH YP SHKYU. ndMUYN B YAEPKHCH NM YAMYUVYUKYU ONYEK YAN YARYUPSHLH KNMFEPNMYULH HG DEKERYU-DPEBEYAHMSH, BONYAKEDYARBHH (I 1944 TSNDYU) GYULEMEMMSHLH MY LERYUKKKHVEYAYKHE. YaOSYAR LEYAZH MU TSNYASDYUPYARBEMMSHE HYAOSHRYUMKH ONYARSOKHK MNBEMEYKHI, EYE OYUUMSYKHI YPYYAYNI YAEPHIMSHI kYu-5tm No. 39210104.

gYUBND No. 21 ASHK EYE TsNRNB Y BMEDPEMKHCH BYAEU MNBEYARB, X MU ANEBSHU LYUHMYUU, OPEDMYUGMYUVYUBHYU DK TPNMRYU, OPNDNKFYUKH HYAONKEGNBURE DEPEBMMSHE KNMFEPNMSH X MESA KHPUCHYHEYA YNYARSHKEMSHE YNKEYAYU. x BYAE FE NMH NRKHVYUKHYAE NR OPEFMKHU “kYu”. RYUY, SBEKHVHKYUYAE OKNYYUDE PSK BSHYANRSH, YU YASLLYUPMSHI YAYERNP ETSN NRYKNMEMKH SLEMEHKYA I 55╟ DN 40╟. хGLEMEMKH YNYAMSKKHYAE X YAKHYARELSH ONOEPEVMNTSN SOPYUBKEMKH: EYAKKH PYUME SCHKEPNMSH NRYKNMYKKHYAE YAHLLERPHVMN BBEPU X BMHG, RN REOOPE SCSC NRYKNMEMKH BBEPU SBEKHVH KKH, YU BMHG SLEMEHKH, VRN ONKNFHREKEMN YAYUGYUKNYAE MU KHU SHTTEYRKHBMNYARKH. oMEBLURKHVEYAYNE SOPYUBKEMKHE NTsMEL HG OSEY GYULEMHKH MU OMEBLNSCHKEIRPHVEYAYNE, YAMKKH I LNRNPYU OEPEDMHE FUKCHGH KH BMEYAKKH PJD DPSTSKHU ANKEE LEKYKHU, MN REL ME LEMEE BYUFMSHU HGLEM EMHI.

BEDSYKHLH OH HYAOSHRYUMKHYL "DSAKEPYU" ASHKH KHMFEMEP y.ya.pNGYUMNB KH KERVKHY y.ts.ySASHYKHM. x UNR YAYULNKER ONR'FEKEK, ETS KERMSHE UYUPYUREPHYARKHYH GYU YAVER ANKEE LNYNTSN LNRNPYU SKSVIHKHYAE OH YAPYUBMEMHCH I kYu-5t. LYUYAKHLYUKEMYU YAYNPNYARE MU BRNPNI TSPIUMKHZHE BSHYANRMNYARKH (5800 L) DNYARKHTSKYU 610 YL/V, YU BPEL MUANPU BSHYANRSH 5000 L YANYPYURKHKNYAE ONVRH MU LHMSRS. ON NZHEMYE KERVKHYNB yu.ts.ySASHYHMYU KH b.e.tsNKNTYuYARNBU, REUMKHYU OKHKNRKHPNBYUMKH HYARPEAHREK ME NRKKHVYUKYUYAE NR OKHKNRKHPNBYUMKH YAEPKHIMNTSN kYu-5. sOPYUBKEMKHE PSKEL BSHYANRSH ASHKN KETSYNE, MYUTSPSGYKH NR SCHKEPNMNB - MNPLYUKEMSHE. MEYALNRP MU RN VRN B YUAHME ON-OPEFMELS ASHKN FYUPYN, mxx bbya DUK LYUHME ONKNFHREKEMSCH NZHEMYS.

bNGDSMSHE ANKH, ONYU EYE B KHYAOSHRYUREKEMNI GNME ONDLNYAYNBE, LEFDS kYu-5tm X NDMHL XG KSVIKHU MELEZHYKHU HYARPEAHREKEY Me-109G-2 I RPEL RNVYULH YARPEKINBNTSN BNNPS FEMHЪ, OPNBEDEMMSHE KERVHYYULH-HYAOSHRYUREKLH mxx bbya B 1943 TsNDS, ONYUGYUKH, VRN LYUHMYU kYUBNVIHMYU DN BSHYANRSH 5000 L HLEKYU OEPED "LEYAYAYEPLHRRNL" OPEHLSYYARBU B BEPRHYUKEMNL LUMEBPE. b AN'U MU TsNPKHGNMRYUKU kYu-5tm VEPEG 4-5 BHPYUFEI GUUNDHK B UBNYAR OPNRKHBMKHYS.

b LYUE 1943 TsNDYU YAANPNVMSHI ZHEU GYUBNDU No. 21 YARYUKH ONYKHDURE OEPBSHE YEPKHIMSHE kYu-5tm. ON-OPEFMELS BSHYANYHL NYARYUBYUKYA PYUGAPNYA BGKERMSHU BEYANB HYARPEAHREKEY XH KERMSHU DYUMMSHU. bHDHLN, YYULSHL KETSYHL ASHK kYu-5tm No. 3811022 I LERYUKKKHVEYAYHLH KNMFEPNMYULH, BSHOSYEMMSHI GYUBNDNL No. no. 39210206 (3445 YC).

nR YAEPHH Y YAEPHH kYU-5tm ONYARNMMN YANBEPEMYARBNBUKYA. eYAKKH PUMEYE ShRN YABGSHBUKNYAE I MEANKEHLH HGLEMEMHMHLH, YAMKHFYUBHLH, TsKYUBMSHL NAPUGNL, RPSDNELINYARE KhGTSNRNBKEMKH LYUHMSH, RN B MYUVYUKE 1943 TsNDYu NYA OP EDOPHMYKN NVEPEDMSCH ONOSHRYS SKSVIEMKH BYAEU UYUPYUREPHYARKHY YAYULNKERYU. b YUBTSSYARE 1943 TSNDYU KH YAANPNVMNTSN ZHEYU BSHYURKHKH HYARPEAHREKE No. 39210109 X NOSHRMSHI TSKYUG YUBHYURNPNB YAPYUGS NRLERHK MNBEYARBU: BYAYUYASHBUCHYKHI OURPSANY OEPEMEYAKH I BEPUMEI VYUYARKH LNRNPYU OND YUONR, Yu RNPVYuYSCH "ANPNDYS" LYUYAKNPYUDHYUR NPYU PYUGLEYARHKH LEFDS RPEREHL X ORSHL OOYUMTSNSRYULH. yPNLE RNTsN, TNMYUPE BLEYARN YADBKHFMNTsN YARYUK NRYPSHBUCHYKHLYA BANY, YUY MU Me-109, YU DNONKMHREKEMSHE YKHRYKH ONKMNYARECH GYIPSHBUKH SAPYUMMSHE YNKEYAYU NYAMNBMSHU NONP. MU YAYULNKERE SKSVIKHKH TNPLS YANVKEMEMKH YPSHKYU I TCHGEKFEL (RYU MYUGSHBUELSHE "GYUKKHGSH"), BSHUKNOMSHE YNKKEIRNPSH GYULEMHKH MU KHMDHBHDSYUKEMSHE OYURPSAYKH, DNPUANRYUKH YUON R X SKSVIHKH TSEPLERHGYUZHHCH YAYULNKERYU. bNGPNYAKYU DN 20% NYAEBYU YNLOEMYUZHH PSK BSHYANRSH, YAMKHGHBYU MYUTSPSGYKH MU PSVYS SOPYUBKEMKH YAYULNKERNL, YU OPKHZHEK oao-1 GYULEMHKH MU bb-1. bNNPSPHEMKHE NYARYUKNYAE OPEFMEE - DBE YAHMUPNMMSHE OSYKH yao-20, ME KHGLEMKHKNYAE X NANPSDNBYUMKHE YUAKHMSH.

b RUYNL BHDE YAYULNKER ONYARSOKHK MU TSNYASDYUPYARBEMMSHE HYAOSHRYUMKH, OPNUNDKHBHE I 30 YAEMRPUP ON 18 NYRYAP 1943 TSNDYU. ON NAYELS LMEMKHCH BEDSYKHU KERVKHYINB y.ts.ySASHYMMYU X h.l.dGCHASH, YU RUYFE KERVKHYNB NAKERYU o.l.YARETYUMNBAYNTSN X y.ts.oPNYUYNBU, YAYULNKER ON REUMHYE OHKNRKHPNBUMH Kommersant MHVEL ME NRKHVYUKYA NR YAPHIMSHU LYUHM, MN NAGNP KH YUAKHMSH B YARNPNMSH SUSDKHKYA KH-GYU ONREPRNYARH OKEYAKHTSKYU ANYNBSHU ONDBHFMSHU YARBNPNY, VRN SYAKNFMKHKN ONYYUDYS X BGKER I NTSPYUMHVEMMSHU WINDOW. ANKEE RNTsN, NRYPSHBUBUKHIYA BANY TNMYUPE GYURPSDMK ONYYUDYS KERVKHYU B YUAHMS, DU H YUBYUPHIMSHI ETSN YAPNYA DBSL PSYULH NYUGYUKYA MEDNAMSHL. GYURN NAGNP BOEPED, AKYUTSNDYUP OEPEMEYEMHCH BNGDSUNGYUANPMHYU OND YUONR SKSVIKHKYA, NAKETSVHB KERVHYS OPHZHEKHBYUMKHE.

YAYNPNYARE BNGPNYAKYU DN 630 YL/V, BPEL BKHPYUFYU YANIPYURHKNYAE MU 1-2 YAYSMDSH, YU MUANP BSHYANRSH GYU ANEBNI PUGBNPNR SBEKHVHKYA DN 120 L. kSVYU TSEPLERKHGUZHKH BEMRKHKJHKH ONGBNKHKH YAMKHGHRE RELOPEPURSPS B YUAHME. UNR KHYARPEAHREKE B YAEPKHCH ME ONYEK, LMNTSKHE REUMKHVEYAYKHE PEYEMKH, GYUKNFEMMSHE B MEL, OPEINVEBYUKH MU ASDSYKHI kYu-7.

BEYAMNI SHRNTSN FE TsNDYU MU KYU-5 No. 39210204 SYARYUMNBHKH MNBSHI GBEGDNAPYUGMSHHI DBKHTSUREKE l-71t. hYaONKEGNBYUMKHE RNCN LNRNPYU MY PUGKHVMSHU RHOYUU YAYULNKERNB, YUY MU KHYARPEAHREKU, RYU KH MU ANLAYUPDHPNBYKHYUU, BYAE BPEL YANOPNBNFDYUKNYAE MEDYUVYULH. MYALNRP MU RN VRN LNRNP OPNYEK 50-VYUYANBSHE YAREMDNBSHE HYAOSHRYUMKH, B ONKERE KH S l-71, KH S ETSN TNPYAKHPNBYUMMNI LNDHTHYUZHHH ONYARNJMMN VRN-RN KNLYUKNYAE. me KHYAYKCHVEMHEL YARYUK X kYU-5. th RNLS FE l-71t KHLEK ANKEKHE TSYUAYUPHRSH KH SRFEKK KHYARPEAHREKE. ndMUYN ETSN ANKEYU LNYMNYARE (MU BGKERE NM PUGBKHBYUK DN 2200 K.Ya.) YADEKYUKYU YABNE DEKN: KERMSHE HYAOSHRYUMKH, OPNBEDEMMSHE B khkh I 28 YOOPEK ON 4 KHCHM 1943 TSNDYU, ONY YUGYUKH, VRN LYUYAHLYUKEMYYAYNPNYARE KHYARPEAHREK BNGPNYAKYU DN 685 YL/V MU BSHIANRE 5500 L.

vRNASH BSHYAMHRE OSRH DUKEMEYETSN SKSVIEMKH UYUPYUREPHYARKHY LYUKHMSH, ITS HYAYAKEDNBYUKH B RPSAE zhyutskh r-101. bSHBND YAOEZHYUKHYARNB YUSHPNTSKHDPNDHMYULHVEYAYNTSN KHMYARHRSRRY ASHK NORHLHYARHVMSHL - SKSVIEMKHE YUSCHPNDHMYULHYYH YYULNKERYU, NYNAEMMN TNPLSH YUONRYU LNRNPYU, ONGBNKHR DNBEYARKH LYUYA HLUKEMSC YAYNPNYARE DN 720 YL/V. MN DNPYUANRYU kYu-5l-71 GYURUMSKYUYAE, X NM ME ONYARSOKHK B YAEPHCH. oPNEYRKHPNBUKYA, MN RYU KH ME ASHK GUYNMVEM HYARPEAHREKE YAN GBEGDNNAPUGMSHL LNRNPNL l-90 BGKERMNI LMNNYARECH 1750 K.YA.

yYUY KHGBEYARMN, B YANNRBERYARBHKH I OPHYUGNL myyuo NR 10 NYRЪAP 1942 TsNDYu OPNHGBNDYARBN kYu-5 MYUKYUDHKH X MY LNYAYNBYAYNL GYUBNDE No. 381, OPHVEL OEPBSHE LYUHMSH YANAKHPYUKH KH YUTSPETSYURNB GYUBNDU No. 21. b 1944 TsNDS MEANKEYNI YNKKEYRKHB YEPKHIMNTSN Ka GYUBNDU No. 381 OPEDKNFHK SYARYUMNBHRE MU YAEPHIMSHI kYu-5t YAHKNBSC SYARYUMNBYS I LNRNPYULNI NR kYu-7. b JOPEKE MU LÜHME No. 3811507 YUPACHPYURNPMSHI DBKHTSUREKE yu-82t GYULEMHKH MU yu-82tm I MEONYAPEDYARBEMMSHL BOPSHYAINL RNOXBYU. oPH SCHRNL YANUPYUMHKH BSHUKNOMSHE YNKKEIRNPSH NR OPEDEYARBEMMHYU KH DNPYUANRYUKH ANINBSHE YARBNPYKH. YaYULNKER, ONKSVKHBHI NTHZHKHYUKEMNE MYUGBYUMHE "tsKHAPHD", OPNUNDHK HYAOSHRYUMKH B mxx bbya B LYUE 1944 Ts. SASHIHM. 11N YAPYUBMEMHCH I "DSAKEPNL" kYu-5tm GUBNDU No. 21 NM KHLEK GMYUVHREKEMN USDHE KERMSHE DYUMMSHE. MUOPHLEP, ECN LYUYAKHLYUKEMYU YAYNPNYARE NYUGYUKYUYAE MU 68 YL/V MHFE, VRN, BHDHLN, YABGYUMN I SRFEKEMHEL LYUKHMSH H USDEI NRDEKYNI ECN BMEMEI ONBEPUMNYARKH.

b PEGSKERYURE YAYULNKER HYAOSHRYUMKH ME BSHDEPFYUK. mxx bbya PAINLEMDNBYUK KHIE B YPYUIMEL YAKSVUE HYAONKEGNBURE SYARYUMNBYS DBKHTSUREKEY yu-82tm OPH PELNMRE kYu-5t B ONKEBSHU SYAKNBKHYU.

I 30 ЪМБУПЪ ОН 11 ТЭБПУКЪ 1944 TSNDYU MU KERMN-HYAOSHRYUREKEMNI AYUGE GYUBNDU No. 21 OPNBEKH YNMRPNKEMSHE HYAOSHRYUMH YAEPKHIMNTSN kYu-5tm I RPEL OSYULH sa-20. LYUYAKHLYUKEMYU TsNPKHGNMRYUKEMYU YAYNPNYARE S GELKH MU MNLHMYUKEMNL PEFHLE PUANRSH DBKHTSUREK ME OPEBSHYUKYU 596 YL/V. NYAMNBSHBYUYAE MU NOSHRE SHYAOXYURYUZHHH PJDU YAYULNKERNB OPEDONKNFHKH, VRN OPH TNPYAHPNBYUMHH LNRNPYU YAYNPNYARE S GELKH SBEKHVHRYA MU 30-35 YL/V X YANYARYUBHR 630 YL/V.

b YNMZHE 1943 TsNDYU OYUPYUKKEKEMN I RPEUOSEVMSHL BYUPHYUMMRNL PYUGPYUANRYUKH LYUHMS I OYUPNI NPSDHI b H NDMHL OSKELERNL AYA, MN SHRNR OPNEIR NYARYUKYA MU ASLYUTSE.

MUVHMYU I KERYU 1943 TsNDYU, MU kYu-5 No. 2124 YARYUKH HYAYAKEDNBURE NAZEDHMEMMNE SOPYUBKEMKHE YUTSNL BKHMRYU KH TsUGNL DBHTSUREK. PEGSKERYURSH OPHGMYUKH SDNBKERBNPHREKEMSHLH, MN YUBRNLYURHYU RPEANBUKYU DNPUANRNY. b MNYAPE KTSKH HYAYAKEDNBYUMKH OPNDNKFHKH MU YAYULNKERE kYu-5t No. 39213956, YU BEYAMNI 1944 TsNDYU KH MU kYu-5tm. MN DN YAEPHIMSHU kYu-5 SCHRN MNBEYARBN ME DNKN, NMN ASHKN GURPEANBUMN KHYE MU kYu-7.

x EYE NDHM KCHANOSHRMSHI LRPKHU XG AKHNTSPYUTHKH kYu-5. b MYUVYUKE 1945 TSNDYu l.k.lHKE, BONYAKEDYARBHKHGBEYARMSHI YNMYARPSYRNP BEPRNKERNB, OPEDKNFHK DK SKSVIEMKH LYUMEBPEMMNYARKHYARPEAHREK HYAONKEGNBURE ONYUDNVMSHE YHRYHH. b LUPRE SCHRNTSN FE TSNDU LYUKHMY OPNKYU HYAYAKEDNBYUMKH B khkh, ONYUGYUBKHE, VRN BPEL BKHPYUFYU MU BSHYANRE 1000 L YANIPYYUYUKNYAE MU 1.5-2.5 I, Yu MU BSHYANRE 4000 L - MU 2 ,5-3.5 Ya. BHPYUFYU SLEMEYUKYA MU 15-20 L X 50-60 L YANNRBERYARBEMMN. MYULEVYUKNYAE HYAONKEGNBURE DYUMMSCH KHDECH MU YAYULNKERYUU kYU-7, BSHOSYAYUBHUYA GYUBNDNL No. 381. bNIMYU SFE KYU Y YNMZHS, OPEDKNFEMKHE RYU KH NYARYUKNYAE ME BMEDPEMSHL, MN ME ONREPKN YABNEI YUYRSYUKEMNYARH KH ON YAEI DEME.

bNIYAYNBSHE HYAOSHRYUMKH kYU-5tm OPNUNDHK B KHCHKE-YUBTSSYARE 1943 TsNDYU B 32-L TsBYUPDEIYAYNL YUBKHYUONKYS MU aPMYAYNL TPNMRE. b REVEMKHE LEYAZHYU 14 YANBERYAYKHU KERVKHYNB B 25 BNGDSMSHU ANYU YAAKHKH 21 FW-190, ON RPH Me-109G-2 X mE-111, ORE Ju-88 X NDHM Ju-87. MUYH ONREPH YANYARYUBHKH VERSHPE LYUHMSH.

b LYUYAYANBSHU FE YNKKHVEYARBUU kYu-5tm MYUVYUK OPHLEMRREYA B ANYU MU YSPAYNI DTSCE. NYUGYUKYUYAE MU SHRNL TPNMRE KH SFE GMYYNLYU MYUL 201-Ъ YUBKHYUDKHBKHGHY ONKYNBMKHYU b.yu.YAYPSHBYMMYU, NRYPSHBYU ANEBNI YAVER MU kYu-5t11 21 KhChK 1943 TsNDYu. b RNR DEME LEYAREPYU kYU-5tm YYUOHRYUMYU b.t.lHYARCHYU, YANOPNBNFDYU LRSPPLNBHYH xK-2, YAAHKYU RPH Me-109 X NDHM Ju-88.

3 YUBTSSYARYU DEYAYRYS kYu-5tm, BEDNLSH YARYUPHL KEIREMYUMMRNL y.d.tsNPEKNBSHL X YANOPNBNFDYUBSCH LRSPLNBKHYKH, YURYUNBYUKH 35 HYARPEAHREKEY OPNRKHBMKHYU. b GYUBGYUBYELYA ANCH BRATS MEDNYAVKHRYUKYA BNYAELH "LEYAYAYEPLHRRNB", HG MKHU ON OYUPE YAAHKH YNLYUMDHP SHYAYUDPHKEH y.d.tsNPEKNB X YNLYUMDHP GBEMY a.o.pNTsNB.

12 YUBTSSYARYU SCHAYYUDPHKE YARYUPYETSN KEIREMYUMRYU o.k.tsMHDN BYARPERHKYU B PUINME LYYYAHLNBYU - nKEYUMSH 30 ANLAYUPKHPPNBYKHYNB H HYARPEAHREKEY OPNRRKHBMKHYU. b SCHRNL ANCH YANBERYAYHE KERVHYH SMHVRNFHKH 10 YAYULNKERNB X YAPEDH MKHU VERSHPE OPHKHYAE MU DNACH YNLSHCHYAYU. MN SFE MU OSRH DNLNI GYUTSNPEKYA YYULNKER BEDSYETSN, KERVKHY YAOYUYAYAY MU OYUPYUCHR. ShRN ASHKYU EDKHMYARBEMMYU ONREP TsPSOOSH.

TsNBNPЪ N kYU-5tm, MEKEG OPNIRKH LHLN ONDBHTSYU YARYUPYETSN KEYREMYUMRYU, GYULEYARKHREK YNLYUMDHPYU SHYAYUDPHKEKH 88 TSBUPDEYYYNTSN YUBHYUONKYU k.y.tsNPNBZHYU, ONYALEPRMN SDNYARNEMMNTSN GBYUMKH TSEPN YANBERYAYNTSN YANCHGYU. b NDMNL HG KHCHKEYAYKHU ANEB MU ySPAYNI DSCE TsNPNBEZH YAAHK DEBRE OKHYHPSCHIKHU ANLAYUPKHPNBIKHYNB Iu-87 (ONDNAMSHY YAKSVUI ASHK EDKHMYARBEMMSHL B KHYARNPKHH BEKKHYNI nREVEYARBEMMNI B NIMSH), MN B RNR FE DEME, BNGBPYUYYUYAE MU YABNI YUSCHPNDPNL, ONTSHA B ANCH I VERSHPEL KHYARPEAHREKLH OPNRKHBMKHYU.

n ONDBHCE BNEMMNTSN KERVKHYU yuKEYYAE LUPEYAEEEBYU KHGBEYARMN BYAEL. kKHHBHYAE MNTs, ONYAKE 15 LEYAZHEB, OPNBEDEMMSHU B TSNYAOKHRYUKU, NM BEPMSKYA B YARPNKH B DNKFMNYARKH GYULEYARKHREK YNLYUMDHPYU SHYAYUDPHKEH 63-CN Tshyuo (3-Ъ CB YUPDEIYYU Yud, 15byu). 6 KhChKЪ 1943 TSNDYU, MU BRNPNI DEME ySPAYNI AKHRBSH, LUPEYAEEEB B YANYARYUBE LEYAREPYKH kYU-5 (BKHDHLN, kYU-5tm), BEDNLNI YUOKHRYUMNL yu.vHYAKNBSHL, YANBEPHK OEPBSHI ANEB NI BSHKER MU OPNREGUU - X SCHRN MU YAYULNKERE, NRKHVYUBIELYA RFEFKSHL SOPIUBKEMKHEL PSKEL ONBNPNRYU! b RNR DEME TsPSOOYU HYARPEAHREKEY DBYUFDSH BYARSOYUKYU B ANI, X BN BRNPNL BNGDSMNNL ONEDKHMYE LUPEYAEEEB YAAHK Ju-87. BYAETSN FE, DN OEPEUNDU B 1944 TSNDS B sOPYUBKEMHE BNEMMN-SVEAMSHU GYUBEDEMKHI, LUPEYAEEB B ANYU MY ySPAYNI DSCE KH B oPHAYUKRHYE SMHVRNFHK YAELE YAYULNKERNB OPNRHBMHYU. gyu SVYUYARKHE B AN'U MU YSPYAYNI DSCE 24 YUBTSSYARYU 1943 TSNDYU ELS OPKHYABNHKH GBYUMKHE TsEPN YANBERYAYNTsN YANCHGYU.

dNBKNYAE KHYARPEAHREKIL kYU-5 MYUMNYAHRE KH ANLAN-URSPLNBSHE SDYUPSH. ryuy, 2 lyu 1944 TsNDYu 24 kYu-5tm 113-TsN TsBYUPDEIYYNTsN hyuo OND YNLYUMDNBYUMHEL ONDONKYNBMKHYU ya.h.vePRYNBU ONDMYKHYAE I YUSCHPNDPNLYu VEPMNBZHSH KH BGKKH YSPYA MU YaRYUMHYAKUB. sDYUPMYU TsPSOOYU KHG 12 kYu-5, PODNLYU ONLNYMKHYNL YNLYUMDHPYU ONKYU YUOKHRYUMNL y.m.tsPKHTsNPEMYN, OPNRSPLNBYUKYU YUSCHPNDPNL OPNRKHBMKHYU KH ONDMYUKYUYAE MU 2000 L, NFKHDU ONDUNDYU xK-2 OND OPHYPSHRHEL EYE 12 HYARPEAHREKEY. b SHRN BPEL B BNGDSUE ONЪBKHKHYAE BNYAELE Me-109, YU VEPEG MEINRNNPNE BPEL EYE 16 RYUKHU HYARPEAHREKEY. VEPRYNB, MYuOPYUBKHB YABNCH TsPSOOS B YURYUS, PYYYARPNHK ANEBNI ONPDAY OPNRKHBMKHYU, MEDNYAVKHRYUBYETSNYA LEYARKH LYUHM. dBE XG MHU SMHVRNFHK YNLYUMDHP.

21 KhChK 1944 TsNDYu TsPSOOYU HG 28 kYu-5tm, BEDNLYU VEPRNBSHL, YURYUINBUKYU YUSCHPNDPNL OPNRKHBMKHYU B PUINME kEBNBU, SMHVRNFKHB X ONBPEDKHB 15 FW-190. KHYARPEAHREKH OPKHYPSHRKH YAAHKKH B GYUBGYUBYELYA BNGDSMNL ANCH VERSHPE Me-109, OPHASHBKHU DK DEACNYHPNBYUMKH YUSCHPNDPNL. x RYUKHU OPHLEPNB GYU TsNDSH BNIMSH ASHKN LMNFEYARBN.

1943 TsND ASHK YYULSHL PEGSKERYURHBMSHL DKЪ 5-TsN TsBYUPDEIYYNTSN KHYARPEAHREKEMNTSN YUBKHYUONKYU, BNEBYUBYETSN MU kYu-5: KhG 739 YYULNKERNB OPNRKHBMKHYU, YAAHRSHU KERVHYULH ONKYU GYU BYACH BNIMS, ANKYE ONKNBKHMSH OPHKNYAE MU SHHRNR TsND.

b OEPBSHU VHYAKYU NYRЪAP 5-I tskhyuo MU RNKEIN VRN ONKSVEMMSHU I GYUBNDU YAYULNKERYU kYu-5tm OEPEAYUGHPNBUKYA MU YUSCHPNDPNL yNRKHBEZH, VRN PUYAONKNFEM B 30 YL BNYARN VMEE DMEOPNOERPNBIAYU. RUL KBKH NFEYARNVEMMSHE ANKH GYU OKYUZHDUPL MU OPYUBNL AEPETSS dMEOPYU.

“ANPEAYU B BNGDSUE, — OHYER TSPNI YANBERYAYNTSN YANCHGYU ts.ayuebyaihi, — NRKHVYUKYUYAE NYNASHL SONPYARBNL. oPNRKHBMKHY YAYNMZHEMRPHPNBUK GDEYAE KSVIHE YUDPSH, B RNL VHYAKE X GMYULEMHRSCH 52-H HYARPEAHREKEMSCCH SHYAYUDPS. MU SHRN NAPIURHK NYANANE BMHLUMKHE KHVMNTSN YANYARYUBYU ONKYU YNLYUMDSCHYKHI 17-I BY TSEMEPYUK-KEIREMYUMR YUBKHYUZHHH b.yu.yaSDEZH X YATNPLSKHPNBYUK GYUDYUVS: MYUDEFMN OPKHYPSHR E OEPEOPYUBS MU SVIYARYE dMEOPNOERPNBYAY - gYUONPNFEEE, HYAYKCHVHRE BNGDEIARBHE HYARPEAHREKEY OPNRHBMKHYU OY MUYH SDYUPMSHE YAYULNKERSH, YNRNPSHE DNAFMSH ONLNVE MUGELMSHL BNIYAY YUL SDEPFURE X PUYAHPHRE OKYUZHDUPLSH.

lSH ONMHLYUKH, VRN OPEDYARRN RUFEKSHE ANKH, KH NYAMNBUREKEMN Y MHL TsNRNBKHKHYAE. vRN HG SCHRNTSN ONKSVHKNYAE, ONYUFS MU OPHLEPE. bPEL OYURPSKHPNBYUMH MYUD OPKHYPSHBUELSHLH BNIYAYULH, YUY OPYUBKHKN, YANYARYUBKKKN NR ORKHDEYARKH LHMSR DN VYUYU. vRNASH OPH RYUNI OPNDNKFHREKEMNYARKH ONKERYU HLERE BNGLNFMNYARE BEYARKH ANI, OYURPSKHPNBYURE OPHUNDHKNYAE MU LYUKSHU SHCHYNMNLHVMSHU YAYNPNYARU, VRN GYUBEDNLN YARYUBHKN MUYA B MEBSHTSNDMSHE SYAKNBKH OPH BMEGYUOMSHU YURYUYU OPNRKHBMKHYU. hYaOPYUBHRE ONKNFEMKHE LNFMN ASHKN, KH'E SBEKHVHB YAYNPNYARE OYURPSKHPNBUMHYU, YU GMYUVHR PYYAUUND RNOKHBYU. OPH SCHRNL RPEANBUKNYAE YANYPYURHRE BPEL OYURPSKHPNBYUMKH. YNLYUMDHP ONKYU HGKNFHK ShchRKH YANNAPUFEMKH YNLYUMDSCHYELS 17-I BY, X RNR PYUGPEHK SCHRN YADEKURE.

14 NYRЪAP TsPSOOYU KH BNYAELKH kYu-5tm BN TSKYUBE I h.kYUBEYHMSHL BSHKEREKYU MU OPHYPSHRHE BNIYAY B PUINME OEPEOPYUB VEPEG dMEOP. BEDSYKHI BNGTSKYUBKK SDYUPMSCH TsPSOOS, Kommersant - YAYNBSHBUCHYSCH. th KHMXX TPNMRYU LSH ONDNKH MU BSHIANRE 5000-6000 L YAN YAMHFEMHEL MU YAYNPNYARU, AKHGYKHU Y LYYYAHLYUKEMSHL. yuYaSH-“NUNRMHYH” ME GYYARYUBHKH YEAAЪ DNACN FDYURE. MN YSDYU DEKYUYAE YUGYUBYUJYYUL PUMEYE ANKENNI YAYNPNYARE "LEAYAYEPLHRRNB"? ONREPЪB OPEBNYaUNDYARBN B YAYNPNYARKH, OPNRKHBMKHY KHHKYAB BMEGYUOMNYARKH. vHYAKN YURYU MELEZHYKHU OKHKNRNB GYULERMN YANIPYURKHKNYAE. eYAKKH MEINRNPSHE KH PEYUKKHYAE ONBRNPMN YURYUNBYURE, RN OEPYAOEIRKHBYU AEGMYUYUGYUMMN BSHIRKH ANJ DK MKHU HYAKCHVYUKYUYAE. MUYU SDYUPMYU TsPSOOYU ONKSVKHKYU BNGLNFMNYARE ANKEE SHTTEYRKHBMN YURYUNBYURE ANLAYUPKHPPNBYKHYH OPNRKHBMHYU - 15 h-88 X 25 h-87. b RNL ANCH LSH YAAHKH RPH ANLAYUPDHPNBYKHYU KH DBYU HYARPEAHREK…

MUYH SYAOEMSH DEYARBKH NYYUGYUKHYAE MENFKHDUMMSHHLH DK OPNRRKHBMKHYU. schRN ONDRBEPDHK X YAAHRSHI TYUKHYARAYKHI KERVKHY-HYARPEAHREKE. TsDE-RN B YAEPEDKHME NYRYAP ETSN OPHBEGKH Y MYUL B ONKY, KH LME DNBEKNYAE ASHRE OEPEBNDVKHYNL, YNCDYU NM NRBEVYUK MU BNOPNYASH MYUKHU OHKNRNB. MELEZH ME YHVHKYA YABNHLKH OPNKSHLH SIAOEUULH, YU B YNMZHE AEYAEDSH ONOPNYAHK ONYUGURE ELS YAYULNKER, MU YNRNPNL ETSN YAAHKH. YNLUMDHP ONKYU PYUGPEHK. YNTSDU KERVKHYU ONDBEKH Y YAYULNKERS, NM HYAYPEMME SDHBKHKYA: “ME LNFER ASHRÉ, SCHRN FE “KYU-TCHMT”, NM ME LNTs LEM DNTSMYURE!” du, ShchRN AShK kYu-5, MN "tm", KERVKHY YNRNPNTSN SLEKN HYAONKEGNBUK BNGLNFMNYARKH MNBNI YUBKHYUZHNMMNI REUMHYH...

ONH GYU dMEOP ASHKH BYUFMSHL ShchRYUONL B YARYUMNBKEMHH MUYETSN ONKYU, NYAMYYEMNTSN YYULNKERYULH kYu-5tm. lyuYAREPYARBN KERVKHYNB YNLLEMRKHPNBURE ME ASDS. YaYUFS RNKEIN, VRN YASYYYARBEMMN SBEKHVHKH YABNI "YALER LEYARKH" - YNKHVEYARBN YAAHRSHU YYULNKERNB OPNRKHBMKHYU - LMNTSKHE LNH NDMNONKVYUME: h.kYUBEIKHM, b.ooOYoB, o.yUKEYAKHM , i.tsKKHMYKHM, h.yuPDYUNB, e.'PELEMIN X DPSTSKHE. MN ME BYAE BNGBPYUYUKHYAE HG AN - RYUNBYU AEYAONYYUDMYU KNTSKHYU BNHMSH. ONTSKHAKH CHAIN YANBERYAYNTSN YANCHGYU YNLYUMDHP SHYAYYUDPHKEH TSBUPDKH YUOHHRYUM h.yaSHRNB, YNLYUMDHP GBEMYU TSBUPDKH KEYREMYUMR l.ONREUKHM, KERVKHY TSBUPDKH LKYUDKHI KEY REMEMBER I.eTHLEMINE..."

I HCHKЪ 1944 TSNDYU MU kYu-5tm B YANYARYUBE 2-I BNGDSSMNI YUPLKH MYUVYUK YABNKH ANEBNI OSRE 1-I VEUNYAKNBYUZHYKHI hyuo. b YAEMRIAPE SHRNTSN FE TSNDU VEUNYAKNBYUZHYKHE KERVHYKH OEPEAYUGKHPNBYUKKHYAE B PYYINM gBNKEMYU. rYUL, B RSHKS BPYUTSIU, NMH MYUNDHKHYAE ANKEE LEYAZHYU, YURKHBMN ONDDEPPHHBYU YAKNBYUZHYHU ONBYURUMZHEB. b SCHRKHU AN'U NYANAN NRKHVHKYA YNLYUMDHP ONKYU t.tyUMRK, KERVKHYH ch.YARETSKKHY, k.yuPNL, t.uYuAEPYU, t.jRSHVYU, o.jNZhTEKED. vRNASH ME OPEPSHBURE ONBEYARBNBYUMKHE, NRLERHL, VRN VEUNYAKNBYUZHYHE OKHKNRSH 1-CN hyo BONYAKEDYARBHKH OEPEYEKH MU kYu-7 X SYAOEKH ONBNEBYURE MU YANBERYAYN-TSEPLYUMYAYNL TPNMRE. ONYAKE BNIMSH NYARYUBKHEYA kYu-5tm, srkhkYu-5 X kYu-7, ONKSVKHBHE NANGMYUVEMHY S-95, CS-95 X S-97, YANYAPEDNRNVHKH B 4-I YUBKHYUDHBHGKH, DHYAKNZHPNBUBEIYA B YAK NBUYXX. RYYUREKEMN SUNFEMMSHE LYUKHMSH, UPYUMKHBHEYA B GYUPSHRSHU ONLEYEMKHU, OPNYAKSFHKH DN MYUVYUKYU 1950-U TsNDNB. b 1946 TsNDS B bbya veUNYAKNBUYHH MUUNDHKNYAE 55 kYu-7, Yu TsND YAOSYAR MEINRNPSHL S-97 DNBECNYAE ONBNEBYURE I AYUMDEPNBZHYULH, SIPSHBUYUBHLHYA B TsNPMSHU PYYINMYU YARPYUMSH.

BHDHLN, BN BPEL ySPAYNI AKHRBSH kYu-5tm ONOYUK B PSYKH MELEZHYKHU YAOEZHYUKHYARNB, YARYUB DK MKHU SDYUVMSHL RPNTEEL. MEGMYUVHREKEMN ONBPEFDEMMSCH LYUHMS DNYARYUBHKH B HYAOSHRYUREKEMSHI ZHEMRP B PEUKHME (YUMYUKNTs MUYETSN mxx bbya). xYAOSHRSHBUK kYu-5tm KERVKHY tsYUMYA bepmep kepuya. OPEDYARYUBKJER KHMREPEYA ETSN NRVER, OEPEBND YNRNPNTsN ASHK NOSAKHYNBYUK B 1993 TsNDS B FSPMYUKE “YUSCHPNUNAAH”:

“kYU-5tm OPEDYARYUBKYER YANANI GMYUVHREKEMSHI OPNTSPEYAYA B KERMSHU X SHYYAOXYURYUZHNMMSHU UYUPYUREPHYARKHYUU OH YAPYUBMEMHCH I PUMMHLH YANBERYAYHLH HYARPEAHREKILH. NYANANTSN BMHLUMKH GUYAKSFKHBUCHR ETSN DUMMSHE MU BSHYANRYU DN 3000 L. mN LYUYAKHLYUKEMYU YAYNPNYARE MU BYAU BSHIANRYU MHFE, LEAD WITH TSEPLUMYAYKHU HYARPEAHREKEY. MUHKSVIU YAYNPNONDZELMNYARE S GELKH YAPYUBMHLYU I ONYUGYUREKLH FW-190A-8 X Bf-109. b MYUANPE BSHYANRSH X BHPYUFE MU BSHYANRE DN 3000 L kYu-5tm AKHGNY Y FW-190. oPH YPEIYEPYAYNI LNYMNYARKH DBKHTSUREK LYUKSH DUKEMNYARE KH OPNDNKFHREKEMNYARE ONKERYU (40 LKHMSR).

bN BPEL ONKERNB MU BSHIANRE BYKCHVYURE TNPAYUF GUOPEYYUERYA, RYU YUY OPNUNDMNE YEVEMKHE BNGDSMNTSN YUMYUKYU DPNYAYAEK DBKHTSUREK MEDNYARYURNVMN DK DNYARKHFEMKH LYU YAHLYUKEMNI LNYNYARKH.

YaYULNKER ASHK ONKMNYARECH OPHTSNDEM Y SHYAOXYURYUZHHH. ECN MUKER MEHGBEYAREM, MN LYUHMYU SFE YAKSFHKYU MEINRNNPNE BPEL. nRDEKYU BYAEU ONBEPUMNYAREI, NYNAEMMN YPSHKEEB (DEPEBMMMSHU), - UNPNNYU. pSKKH OPEDYPSHKYKH BSHONKMEMSH NVEME RYYUREKEMN.

KERVHY YAHDHHR SDNAMN. nAGNP HG YUAKHMSH BOEPED DNYARYURNVEM, MN MU BGKERE, ONYYUDYE H PSKEFYE YASYYARBEMMN NTSPYUMHVHBUERYA DBHTSUREKEL. mu GELKE H B BNGDSUE YAKHKEMSHI BKEIT BSHUKNOMSHU TSYUGNB. bSHYANRMYU YHYAKNPNDMYU YAHYARELYU, ON BYAEI BHDHLNYARKH, MKHYNTSDU ME HYAONKEGNBUKYUYAE. ME YNMYARPSYZHH NYAMNBYUMYU MU TSEPLUMYAYNI YAHYARELE DHYUTPYUTSLEMMNTSN OPLNRNVMNTSN SCHYNMNLUIGEPYU. sOPYUBKEMKHE PUDHYURNPYULH, FUKCHGH, RPHLLEPYULH H RUY DUKEE - PSVMNE OPH ONLNYH PUGKHVMSHU RC. schRN NRBKEYUER BMHLUMHE KERVHYU X YAMHFUER KERMSHE UYUPYUREPHYARKHYH B BNGDSMNL ANCH.

MU BGKERE LNYMNYARE DBHTSUREK MEYAINKEIN YNKEAKERYA, MN B DNOSYARKHLSHU OPEDEKYU. UBNYAR YAKEDSER ONDMHLURE LEDKEMMN H ME YAKHYNL PUMN. LUXHI GUGNP NR BKHMRYU DN GELKH GYURPSDMYER OKHKNRKHPNBYUMKHE. sYAYNPEMKHE MU PYUGAETSE UNPNYEE, X BGKERMYU DHYARYUMZHH I NRYKNMEMMSHLH MU 15″-20″ GYUPSHKYULH NRMNYAHREKEMN YNPNRYU. bBHDS NRYASRYARBKH SYUGYUREK ONKNFEMKH RPHLLEPNB NYANANE BMHLYUMKHE YAKEDSER NAPUYYURE MU OPYUBHKEMNYARE KH NRYKNMEMKH MU PSKU BSHIANRSH X ONBNPNRYU.

oPNDNKEMYU SARNIVKHBNYARE MU ONKERMSHU STSKYU YURYUYH OPH KCHANL ONKNFEMHH YUYAYAH KH GUIPSHKYNB MENFKHDUMMN UNPNNYU, DUFE BN BPEL MUANPU BSHYANRSH MU TNPYUFE. SYAKHKH MU PSVYE SOPYUBKEMKH MNPLYUKEMSHE. oPH BSHONKMEMHKH TSKSANYKHU BKHPYUFEI SYAKHKKH GMYuVHREKEMN BNGPUYARYUCHR, MN NYARYUCHRYA ONKNFHREKEMSHLH. dK BSHONKMEMH SYARYUMNBHBIETSNYA PUGBNPNRYU MENAUNDHLN PUANRYURE OEDYUKLKH, VRNASH DEPFYURE “ME ON BERPS.” (aEG YAYNKEFEMKH.).

YARYURKHVEYAYU OSREBU SYARNIVKHBNYARE KH SHTTTEIRKHBMNYARE PSK MUOPYUBKEMKH NASHVMN SDNBKERBNPHREKEMSH, MN PEGYN OYUDUCHR MU LYUKSHU YAYNPNYARU. dKHMYULKHVEYAYU OSREBYU SYARNIVKHBNYARE YAKYUAYU, GYURSUYUMKHE YNKEAYUMKHI PSHYAYUMKH MESDNBKERBNPHREKEMNE. mu YAYNPNYARKH 450 YL/V X BSHIANRE 200 L OEPKHND YNKEAYUMKHI YANYARYUBKEL NYNKN RPEU YAYSMD, OPHVEL KERVKHY ME LNFER ONDUBKHRE KHU GYU ANKEE YNPNRYNE BPEL. oPKHZHEKKHBYUMKHE NVEME OPNYARNE... YNKEAYUMKH RHOYU "TSNKKYUMDAYKHI YUTS" LNTsSR ASHRE KETSIN ONDUBKEMSH KETSIHL NRYKNMEMKHEL PSK MUOPYUBKEMKH.

shTTEYRKHBMNYARE ShKEPPNMNB - BSHDUCHYUYYA. mu YAYNPNYARKH 450 YL/V ONKMSHI NANPNR BSHONKMYERYA LEMEE, VEL GYU VERSHPE YAYSMDSH. MU YAYNPNYARKH 600 YL/V SYAKHKH MU SHCHKEPNMYU YARYUMNBRYA VPEGLEPMSHLH, MN LNFMN OPHHAETSMSRE Y ONLNYKH ASHIARPSHU BNGDEIYARBKHH PSKEL MUOPYUBKEMKH.

MU YPEIYEPYAYNI LNYMNYARKH DBKHTSUREK, OPH SAPYUMMSHU YUYAYAH KH GUIPSHKYUU, BSHOSYAY OPEDYPSHKYNB OPNHYAUNDHR MU YAYNPNYARKH 200-210 YL/V. oPH DUKEMEYEL YAMKHFEMHH YAYNPNYARKH SLEMEWERYA SHTTEYRKHBMNYARE SHKEPPNMNB. oPH DNYARKHFEMKHH 180 YL/V DELOTHPNBURE YPEM YARYUMNBKHRYA GYURPSDMHREKEMN, YU B YAKSVUE ONKERYU YANKEFEMHEL OPH RNPLNFEMKHH YAYULNKER BYUKHRYA MU YPSHKN. oPH SAPYUMMNL TSYUGE X BSHOSYEMMSHU YUYAYAH X GYUPSHKYUU ONDNAMSHE PEYUYZHHH HLECHR LEYARN MU AKHGYKHU YAYNPNYARU. eYAKKH KERVKHY OPNDNKFUER RJMSRE PSVIS MU YAYEAYA, YAYULNKER BSHUNDHR MU LYUYAKHLYUKEMN DNOSYARKHLSHE STSKSH YURYUYKH BYUKHRYA MU YPSHKN.

oPH BSHONKMEMKHH YPSRSHU SHMEPTSKHVMSHU PUGBNPNRNB YAPSHB ONRNYU MU YPSHKE OPKHBNDHR Y YUMYUKNTSKHVMSHL PEGSKERYURUL, MN MEUBURYU SHKEPNMNB NYSYYUERYA NRVERKHBEI X MU GMYUVHREKEMN ANKEHU YAYNPNYARU. ONDNAMNE OPNKHYAUNDHR, MYUOPHLEP, MU BSHIANRE 2400 L X YAYNPNYARKH 320 YL/V OPH BSHONKMEMHH ONKMNTSN BKHPYUFYU GYU 30 I (2.6-YYURMYU OEPETSPSGYU, YPEM 67╟), YU RUYFE MY L EMEHU YAYNPNYARU X ANKEHU OEPETSPSGYUU, MN OPH BSHOSYEMMSHU OPEDIPSHKYUU. oPH BSHMSFDEMMSHU PEGYKHU DBHFEMKHU SCHKEPNMYULH HLEERYA MEOPKHЪRMYU REMDEMZHKH SUNDU PSVIKH B YARNPNMS BPYUYEMH YAYULNKERYU. NDMUYN, AKYUTSNDYUP GUOYUYAS ON STSKS YURYUYKH OEPED YAPSHBNL ONYAKE BSHOSYAYU OPEDYPSHKYNB, SCHRN OBKEMKHE ME NOYUMN.

MU BSHYANRE 2400 L H YPEIYAPAYNI LNYMNYARKH DBKHTSYUREK MYUHLEMEE BPEL ONKMNTSN BKHPYUFYU AEG ONREPH BSHYANRSH 28-30 Y. MU BSHYANRE 1000 L X TNPYAHPNBYUMKHH DBKHTSYUREK O NKMSHI BKHPYUF BSHONKMYERYA GYU 25 YA.

YAMKHFEMKHE MU YAYNPNYARKH LEMEYE 200 YL/V BNGLNFMN RNKEIN I HYAONKEGNBUMHEL LNYMNNYARKH DBKHTSUREK. bN BPEL BSHPYUBMHBYUMH ONDZELMYU YAHKYU YPSHKYU YASYYYARBEMMN BNGPUYARUER, ONSHRNLS YAKEDSER NAPUYYURE NYANANE BMHLUMHE MY AYUKYUMYAHPNBYS YYULNKERYU. ONYYUDYU MU RPH RNVYH ME YANYARYUBKER RPSDU. eYAKKH SCHRN ME SDUERYA KKH TsPSMR MEPNBMSHY, RN SDEPFKHBYUMHE LYUHMSH MU OPNAETSE YARYUMNBHRYA GYURPSDMHREKEMSHL. YaHRSYUZHH SYASTSSAKERYA MEPUUBMNLEPMSHL RNPLNFEMHEL YNKEYA. YaYULNKER LNFER "YKEBYURE MNYANL" X "YNGKHRE". bBKhDS NTsPYUMHVEMMNTSN PUYAYARNMHЪ DN GELKH, NYANANI NOYUMNYARKH ONDBEPFEM BCMR.

YAPSHB ONRNYU MU YUYNI-KHAN YNMYANKKH YPSHKYU OPH PSKEMKHKH ME OPEDYARYUBKER NOYUMNYARKH AKYUTSNDYUP YHPNYNI YNKEE YUYAYAH. oPH YAHKEMNL ANINBNL BERPE PSK MUOPYUBKEMKH MEDNYARYURNVMN DK SDEPFYUMKH YAYULNKERYU MU ONKNYAE, NDMUYN B SCHRNI YAHRSYUZHKH LNFMN OPHAETsMSRE Y ONLNYH RNPLNGNB.

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25 NYRAP 1944 TsNDYU MY gyUOYUDMNI SYYYUKHME B PUINME YAKYU pyYHRMNE BAKKHGH Ts. 682011, OHKNRKHPSELSHI yUPKNL yMDPHYYANBHVEL oEREPYANMNL. naYAKEDNBYUMHE LYUKHMSH, KHTsNRNBKEMMNI B YAEMRYAPE 1944 TSNDYU, B mxx bbya ONYUGYUKN, VRN NMYU OPEBNYAUNDHR LNDKHTHYUZHCH yu-4 OH LYUMEBPEMMNYARKH DUKEMNYARKH (ONYAKEDMEE - X G-GYU DNONKMHREKEMNTSN AEMGNAYUYU NAZELNL 118 K, OPEDSYALNRPEM ASHK RUYFE X 230-KKHRPNBSHI ONDBEYAMNI AYUY). YaYULNKER, I 1944 TSNDYU ЪБКЪБХИЯЪ YYULSHL LYUYANBSHL HYARPEAHREKEL YAELEEYARBU FW-190, YNLOKEYRNBUKYA VERSHPEL OSYULH (DBSL YPSHKEEBSHLH ly-108 YUKHAP Yu 30 LL X DBSL YAHMUPNMMSHLH YUKHAPIU 20 LL) X OYUPNI YPSOMNYUKHAEPMSHU OSKELERNB. dBKHTSYUREKE BMW-801 KHLEK 10-LHMSRMSHI TNPYAHPNBYUMMSHI PEFHL I SBEKHVEMHEL NANPNRNB I 2450 DN 2700 B LHMSRS. yYUY ONYUGYUKH YAPYUBMHREKEMSHE KERMSHE HYAOSHRYUMKH, ON LYUMEBPEMMNYARH BYUPHYUMR “yu-8” SYARSOYUK y-3 I LNRNPNL b-105ot2 X kYu-7.

YaOSYAR O'RE LEYAZHEB B mxx bbya HYAOSHRSHBUKYA FW-190A-8 No. 580967 ANKEE PYUMMETSN BSHOSYAYU. dK YAMKHFEMKH ONKERMNTSN BEYAYU MU SHRNL YAYULNKERE YANIPYURHKH GYUOYUYA TSNPCHVETSN DN 393 YTS. ON NZHEMYUL KERVKHYNB-HYAOSHRYUREKEY ch.yuMRKHONBU, h.dGCHASH, yu.ySASHYHMYU, k.ySBHMNBU, yu.oPNYUYNBU KH b.uNLYNBU, kY-7 B BNGDSMNL ANCH HLEK ONKMNE OPEHLS YYYARBN MYUD NAKETSVEMMSHL FW-190A-8. mESDHBHREKEMN, VRN MEPEDYN MELEZHYKHE OKHKNRSH YARYUPYUKHYAE KHGAETSYURE BNGDSMNTSN AN YA kYu-7.

“LNYMSHI DBKHTSUREKE “tNYYE-bsKETYU-190”, - PYYAYAYUGSHBUK KERVKHY-TPNMRNBKHY o.l.aNIINB, - NAEYAOEVKHBYUK ELS BSHYANISCH YAYNPNYARE, MN B ONKERE NM RFEFK KHMEPREM. dK YNLOEMYUZHKH SHRNTSN MEDNYARYURYU TYUKHYARSH YANGDUBUKH YALEYUMMSHE TsPSOOSH. "tNYYEPSH", YUY OPYUBKHKN, UNDHKH MHFE KH NUNRMN MYUBGSHBUKH ANI MYUHL HYARPEAHREKIL MU BYARPEVMSHU YSPYYUU, Yu Me-109, MYUNDYAE BSHYE, YURYUNBYUKH YABEPUS I GYUDME AND ONKSYATEPSH. xGKCHAKEMMSHI RUYRHVEYAYHI OPHEL TYUHYARAYKHU OKNRNB.”

ON LMEMKHCH YNLUMDHPYU 2-CN KHYARPEAHREKEMNTSN YUBKHYUNPOSYAYU, BONYAKEDYARBHH MYUVYUKEMHYU mhh bbya TSEMEPIKYU yu.ya.aKYUTSNBEYEMYAYNTSN, kYu-5 BEYAMNI 1943 TsNDYu ASHK KSVI HL HYARPEAHREKEL B bbya. MN MEAPEFMN BSHONKMEMMSHI TNMYUPE YYUAKHMSH (KERVHYS KHMNTsDU ME UBURYUKN YAHK YADBKHMSRE ETSN B ONKERE), YU RUYFE YAYULNOPNKHGBNKEMN NRYPSHBYUBKHEYA GYULYKH "DGSYA" MU YUNR YU LNRNPYU KH OPNVHE DETEIRSH YAMHFYUKH ANEBSE YUVEYARBU LYUHMSH. dYU X BNNPSFEMKHE NYUGYUKNYAE YAKYUANBURSHL, RPEANBUKNYAE ME LEMEE RPEU YARBNKNB. ON NAPYUGMNLS BSHPYUFEMHCH TSEMEPYUKYU: “ME LNFER RUYNI UNPNKHI YAYULNKER HLERE RUYNI LYUKSHI NTsNME.”

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lNDHTHYUZHH	kYu-5tm
pYUGLUU YPSHKYU, L	9.80
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ShYALN. mKHYNKYUYYSANBHV. HYARPEAHREKE kYu-5. YNYLYUPMSHI YANM "ASAMNBSHU RSGNB" pSYYUBKHYU. mKHYNKYUYYSANBHV. YaYULNKERSH I.YU.KYUBNVIHMYU yKEYYAEEEMIN b., mKHYNKEYAYKHI l. KHYARPEAHREKH KYUBNVIKHMYU B BEKKHYNI nREVEYARBEMMNI BNIME yPSHKE pNDHMSH. EBTSEMKHI ONDPEOMSHI. "KYUBNVIKHM-5" - KHYARPEAHREKE GYUBNDU No.21 yPSHKE pNDKHMSH. bHYRNP aYUYSPAYKHI. ъ — “кУБНВИХМ” KHYARPEAHREKE yuBPNB b.a. KHYARNPKH YNMYARPSYZHHI YAYULNKERNB B yayap 1938-1950 CC. YaKHLYINB a.k. YaYULNKERSH YARPIUMSH YANBERNB. 1917-1970 YaYULNKERSH YARPIUMSH YANBERNB "bNIMYU B BNGDSUE" No. 69. kYu-5 Squadron/Signal. Aircraft Number 169. Hans Heiri Stapfer. La-5/7 Fighters In action MBI. Milos Vestsik, Jiri Vrany. Lavokin La-5 L+K 1983-19-20. Jiri Vrany. Lavockin La-5 AeroJournal Hors-Serie 20 (2015-03-04). Herbert Leonard. Les Chasseurs Lavotchkine 1939-1945

sTSNKNY MEAYU. 2017

Flight stability

The fighter is characterized by high stability in any position of the landing gear, flaps and during climb. The effort on the handle is negligible. They increase as the aircraft makes a deep turn. The rudder direction is considered satisfactory, but it may decrease as a result of the low speed at which the La-5FN fighter moves. Controllability of guns in such conditions is not difficult. When the rudder is deflected, the nose of the aircraft rises or falls. These fluctuations, also called the Dutch step, are corrected by moving the steering wheel.

End of flight

A value of 200 km/h was considered optimal for the speed at which the La-5FN fighter descended. The landing was carried out at three points. Its implementation was simple on a flat surface. Otherwise, it was difficult to keep the car running. The cause of the difficulties was uneven braking of the wheels. Very often, a fighter would nod off when landing, as a result of which the propeller could be damaged, since this aircraft had a limited distance between it and the surface of the earth. Strong gusts of crosswind also made it significantly more difficult for the pilot to hold the fighter. In such situations, it was impossible to cope using only the steering wheel. Therefore, when landing, they often resorted to wheel braking.

Despite the existing problems in the design, the La-5FN fighter was one of the best models of Soviet aviation technology, which, among its analogues, provided domestic aircraft with a dominant position in the wartime skies and made a significant contribution to the cause of victory.

Landing

Deceleration at a speed of 200 km/h is only possible using engine power. During leveling, the lift of the wing increases significantly, so special attention should be paid to balancing the aircraft. Performing a three-point landing is not difficult. If this fails or the ground is uneven, then keeping the car on track becomes difficult. The situation is aggravated by uneven braking of the wheels. The plane can “nod off” and “goat.” Due to the limited distance to the ground, the propeller is particularly dangerous. Stallation on any wing during taxiing does not pose a danger due to the wide track of the landing gear. In a strong crosswind, the rudder area is not enough to keep the aircraft on the runway, but in this situation you can resort to using the wheel brakes.