La-9 Dimensions. Engine. Weight. Story. Range of flight. Service ceiling
The Second World War was already coming to an end, and OKB S.A. Lavochkin continued to improve its fighters. His last fighter, the La-7, was considered one of the best fighters of World War II, but it had a significant drawback - almost the entire airframe, with the exception of the wing spars, was made of wood. Prone to rotting and unsuitable for long-term storage in the open air, the structure constantly presented “surprises”, putting entire units of incapacitated vehicles on hold. There was only one way out - to replace wood with metal.
Modifications
- Aircraft 130
is a prototype of the La-9. - La-9V
is a prototype of a two-seat training aircraft. - ULA-9
is a two-seat training aircraft. - La-9RD
is a prototype of La-9 with two Chelomey PuVRD jet engines[2]. - La-9M (134)
is a bomber escort aircraft with an increased flight range. Two prototypes 134 and 134D were produced. This modification served as the prototype for the La-11. - The 126 ramjet aircraft
is an experimental modification with two additional ramjet jet engines. - Aircraft 138
is an experimental modification with two additional VRD-430 jet engines [2] by M. Bondaryuk.
La-9 fighter - video
In addition, in the summer of 1944, the ASh-83 engine, which was slightly more powerful than the ASh-82FN, was bench tested. In the same year, the “120” aircraft was built, a lightweight version of the La-7 with a laminar wing, an ASh-83 engine and two synchronized NS-23s cannons. Metal was widely used in the design of the fighter, which made it possible to reduce weight by 150 kg. The tests of the 120 aircraft that took place in January 1945 showed excellent data, but due to the lack of development of the ASh-83 engine (five engines were replaced during the tests), the tests were stopped. A direct development was the “126” aircraft with an ASh-82FN engine and four synchronized NS-23s cannons. The wing with laminar profiles was finally developed on this machine.
Factory tests continued from the end of 1945 to April of the following year. It was not built in the "126" series, but became the predecessor of the all-metal fighter "130", it was also often called the "all-metal La-7". The first copy of the "130" fighter was built in January 1946 at plant No. 21, which produced the La-7. Factory tests, during which 30 flights were carried out, were completed in May 1946. In June, the vehicle was presented for state tests at the Air Force Research Institute. The very first flights made it possible to identify serious defects associated with the stability, controllability of the fighter and its weapons. A month later, the car was returned to the OKB for modifications, which took almost two weeks. Subsequent tests ended with positive results. The Air Force Research Institute was engaged not only in testing, but also in fine-tuning the vehicle. In particular, the control system was improved, bringing the load on the control handle to normal levels. The Air Force Research Institute did what the OKB could not do. At the same time, on the recommendation of G.P. Svishchev, sharpened the nose of the center section profile, which improved the spin properties of the aircraft.
In 1946, the “130” aircraft was put into mass production; in military units it received the designation La-9. In 1947, the first 30 La-9 vehicles entered military testing. The aircraft was constantly being improved; in 1948 alone, 197 changes were made to its design, increasing the quality of the aircraft. The first modification of the La-9 fighter was the UTIL-9 training aircraft. After the tests, the aircraft was put into serial production in Ulan-Ude. In terms of flight performance, stability and controllability, the UTIL-9 was similar to the combat La-9. On the basis of the La-9, at the end of 1946, the La-138 aircraft was built with two VRD-430 ramjet engines, which were suspended under the wing. With these engines, the plane was supposed to reach a speed of 700 km/h, but the La-138 never flew at such a speed. The designers tried to combine the long flight range of a piston fighter with the speed of a jet. The range turned out to be good, but the speed left much to be desired. Later, the La-9RD aircraft with two RD-13 PuVRDs was built. The suspension of the PuVRD on the aircraft reduced the flight duration, and the maneuverability and takeoff and landing characteristics deteriorated. In the summer of 1947, at an air parade in Tushino, nine La-9RDs flew over the airfield with a deafening roar, which made a strong impression on the public. By mid-1951, the Air Force had 885 La-9 fighters.
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| lNDHTHYUZHH | KYU-9 |
| pYUGLUU YPSHKYU, L | 9.80 |
| dKKhMYu, L | 8.625 |
| bSHYANRYU, L | 3.56 |
| OKNYYUDE YPSHKYU, L2 | 17.59 |
| I love it, JC | |
| OSYARNCN | 2638 |
| MNPLYUKEMYU BGKERMYU | 3425 |
| LYUYALYUKEMYU BGKERMYU | 3676 |
| RNOXBYU (LYUYAHLYUKEMN) | 825 |
| RHO DBKHTSUREK | 1 od bBEZHNB yu-82tm |
| lnymnyare, K.Ya. | 1 U 1850 |
| LYUYAKHLYUKEMYYAINPNYARE, YL/V | |
| WITH GELKH | 640 |
| MU BSHIANRE | 690 |
| oPUYRHVEYAYU DUKEMNYARE, YL | 1735 |
| YAYNPNONDZELMNYARE, L/LHM | 1064 |
| oPUYIRKHVEYAYKHI ONRNNKNY, L | 10800 |
| ShYKHOYUF, VEK | 1 |
| bNNPSPHEMHE: | VERSHPE 23-LL OSYKH mya-23 |
| bottom. KhMTNPLYUZHKH: |
| YMKHTSYU “REUMHVEYAYNE NOHYUMKHE YYULNKERYU kYu-9” tNRNTsPYUTKHH: | NOSHRMSHI KYu-120 |
| NOSHRMSHI KYU-130 | |
| NOSHRMSHI KYU-130 | |
| NOSHRMSHI KYU-130 | |
| nOSHRMSHI kYu-132 I LNRNPNL yu-82l | |
| nOSHRMSHI kYu-132 I LNRNPNL yu-82l | |
| YaEPHIMSHI kYu-9 | |
| KYU-9 | |
| KYU-9 | |
| KYU-9 | |
| kYU-9 B ONKERE | |
| KYU-9 | |
| KYU-9 | |
| kYU-9 ONYAKE YUBYUPKHIMNI ONYYUDYKH | |
| OSYKH mya-23 MU kYu-9 | |
| oPHZHEK yuyao-1m | |
| yUAHMYU OHKNRYU kYu-9 |
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| KYU-9 |
| YNLONMNBNVMYU YAUELYU |
bYUPHYUMRSH NYPYYAYH:
| kYu-9 aNPKHYANTSKEAYNTSN KERMNTSN SVHKKHYU, 1950 (c) yaBKHMYNB |
| kYu-9 bbya yayap (c) ya.yaBHMYNB |
| kYu-9 bbya ymdp (c) ya.yaBKhMYNB |
| YaOHYANY HYARNVMKHYNB: |
| uPLUDYU. bKYUDKHLHP oEPNB, mHYNKYUI ySANBHV. KHYARPEAHREKH kYU-9 X kYU-11 pSYYUBHYU. mKHYNKYUYYSANBHV. yaYULNKERSH I.YU.KYUBNVIHMYU ShYYALN. mKHYNKYUYYSANBHV. kT-7, kYu-9, kYu-11 — ONYAKEDMHE ONPMEBSHE HYARPEAHREKH yayap yuBPNB b.a. KHYARNPKH YNMYARPSYZHHI YAYULNKERNB B yayap 1938-1950 CC. YaKHLYINB a.k. YaYULNKERSH YARPIUMSH YANBERNB. 1917-1970 YaYULNKERSH YARPIUMSH YANBURNB Wydawnictwo Militaria No.311. La-9 HPM 2003-06-07. Pavel Dvorak. Lavockin La-9/La-11 AeroJournal Hors-Serie 20 (2015-03-04). Herbert Leonard. Les Chasseurs Lavotchkine 1939-1945 |
sTSNKNY MEAYU. 2017
Performance characteristics of La-9
— First flight: 1946 — Start of operation: 1947 — End of operation: 1959 — Years of production: 1946 — 1949 — Units produced: 1,882
La-9 crew
- 1 person
Dimensions of La-9
— Length: 8.6 m — Height: 3.6 m — Wing span: 10 m — Wing area: 18 m²
Weight of La-9
— Empty weight: 2600 kg — Normal takeoff weight: 3400 kg — Maximum takeoff weight: 3700 kg
Engine La-9
— 1 PD Shvetsov ASh-82FN — Power, hp: 1 x 1850
Speed La-9
— Maximum speed at altitude: 700 (WEP) km/h — Maximum ground speed: 640 (WEP) km/h — Maximum cruising speed: 380 km/h — Rate of climb: 24 m/sec
Flight range of La-9
— 1700 km
Practical ceiling La-9
— 11,000 m
Armament of La-9
— 4 × 23 mm NS-23 cannons with 75 rounds per barrel
Design
The La-9 fighter was an all-metal monoplane and was a further development of the La-7 fighter[4].
- The wing
of the laminar profile consisted of a center section and two single-spar trapezoidal consoles with rounded tips. Each console had 18 ribs. Landing flaps with deflection angles of up to 60 degrees and Frize-type ailerons with 25 percent aerodynamic compensation were attached to the consoles. The release and retraction of the landing flaps were carried out using hydraulic drives. To reduce drag, fairings were installed at the junction of the wing and the fuselage.[5] - The fuselage
was a semi-monocoque with an oval cross-section.
The front and tail sections were bolted together in four units. The frame of the front part of the truss structure consisted of seven main and four additional frames, stamped from sheet duralumin. The tail section of the semi-monocoque structure had nine frames and four half-frames, also stamped from duralumin, as well as four spars and stringers .
In the front part of the fuselage there was a welded truss on which the engine and cannon armament were attached, and the pilot’s cockpit was also located in this part. The pilot's canopy in the front part was protected by armored glass, the middle part was movable and opened and closed using a winch and had an emergency release device in flight.[5] - The tail unit
was implemented as follows: The elevator and stabilizer were made from “B” profiles with a relative thickness of 11%. The installation angle of the stabilizer was +l.5 degrees. The vertical tail, which included the keel and rudder, was also made from “B” profiles with a relative thickness of 9%. The fin was a single unit with the fuselage. The rudder was hung on it at three nodes. The tail structure is all-metal, covered with percale. - control
is mixed. The elevator and ailerons were controlled by rigid rods, and the rudder by cables. - gear
is retractable, two-post with a tail wheel. The main supports are equipped with oil-pneumatic shock absorbers. The main wheels measuring 600x200 mm had double-sided pneumatic brakes. The tail support was equipped with a wheel measuring 300x125 mm and was retracted into the fuselage after takeoff. - The propeller group
consisted of a star-shaped air-cooled engine
ASh-82FN
with a direct fuel injection device and a variable-pitch propeller VISH-105V-4 with a diameter of 3.1 m. At takeoff mode, the engine could develop 1850 hp. With. (2500 rpm) for five minutes. No more than 50 liters were poured into an oil tank with a capacity of 63 liters. The all-metal design of the airframe made it possible to increase the number of gas tanks to five with a total capacity of 850 liters. The central tank was metal, the rest were soft. Fuel was placed in a central (270 l), two center section (210 l each) and two console (60 l each) tanks. - armament
consisted of four synchronized NS-23 cannons of 23 mm caliber, firing through the propeller, with a total ammunition capacity of 300 rounds, and a PBP-1B(v) collimator sight. Fire control is pneumoelectric, allowing for separate firing from two upper or two lower guns, as well as salvo firing from all barrels.[5]
Also, unlike earlier models, the aircraft received [6] an RSI-6M radio receiver, an RSI-6 transmitter, a radio semi-compass with a marker RPKO-10M, radio identification equipment "friend or foe" SCH-ZM, an oxygen device KP-14 (oxygen volume cylinder - 4 l).
Surviving aircraft[edit]
China[edit]
- La-9 6201
is on display at the Beijing Aviation Institute, Beijing, China as
number 7504. - La-9 (unidentified serial number) on display at the People's Liberation Army Air Force Museum, Datangshan, Changping, China under no. 06
- La-9UTI (unidentified serial number) on display at the People's Liberation Army Air Force Museum, Datangshan, Changping, China
North Korea[edit]
- La-9 102
is on display at the Glorious Fatherland Liberation War Museum, Pyongyang, North Korea [1]
Romania [edit]
- La-9 66
on display at the Central War Museum, Bucharest, Romania
United States[edit]
- The La-9 28
was owned by the Jerry Yagen Military Aviation Museum and restored by Pioneer Aero Restorations in New Zealand between 2001 and 2003, airworthy as N415ML.
Literature
- V. R. Kotelnikov, M. V. Orlov, N. V. Yakubovich.
La-9 fighter. - Moscow: Modeler-constructor, 2008. - 32 p. — (Aviation collection No. 9 / 2008). — 1300 copies. - Yakubovich N.V.
La-7, La-9, La-11. The last piston fighters of the USSR. - M.: Yauza: Eksmo, 2014. - 128 p. — (War and us. Aviation collection). — ISBN 978-5-699-76444-0. - Alexander Kotlobovsky.
The limit of perfection (aircraft La-9 and La-11) // Aviation and time: magazine. - 2022. - No. 3. - P. 4-21. — ISSN 2304-1501.
