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IL-2 Sturmovik The famous combat flight simulator.

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Old 12-22-2007, 11:55 AM
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Default Lavochkin aircraft

Lavochkin/Gorbunov/Gudkov LaGG-1 1940

Semyon A Lavochkin, together with V P Gorbunov and M I Gudkov, established a new design bureau in September 1938, and began work on a single-seat tactical fighter. Initially designated I-22, the fighter was novel in that plastic-impregnated wood known as delta drevesina was used extensively in its construction, with stressed bakelite plywood skinning. Power was provided by a 1,100hp Klimov M-105P engine with a 23mm VYa-23V cannon mounted between the cylinder banks, the remaining armament comprising two 12.7mm UB machine guns in the forward upper decking. Work began simultaneously on seven prototypes, and a preseries of 100 fighters was laid down. The first prototype was flown on 30 March 1940, the designation having meanwhile been changed to LaGG-1. It demonstrated inadequate range, ceiling and manoeuvrability, and potentially dangerous handling characteristics. The exigencies of the times did not permit fundamental redesign of the fighter, and the Lavochkin team therefore initiated a programme aimed at alleviating the more serious of the fighter's defects. Improvements were progressively introduced, while the design was subjected to a thoroughgoing weight analysis. The large calibre machine guns were replaced by 7.62mm ShKAS guns, and the 23mm cannon gave place to one of 20mm. Various palliatives for the handling shortcomings were applied, and the first LaGG-1 prototype to introduce these changes was referred to as the I-301 (from the numerical designation of the factory - GAZ-301). This also featured redesigned outer wing panels incorporating additional fuel tanks. The I-301 entered flight test on 14 June 1940, the modified aircraft being assigned the designation LaGG-3 and most pre-series examples of the LaGG-1 being completed to the later standard.


Specification
WEIGHTS
Take-off weight 3380 kg 7452 lb
Empty weight 2968 kg 6543 lb
DIMENSIONS
Wingspan 9.80 m 32 ft 2 in
Length 8.81 m 28 ft 11 in
Height 4.40 m 14 ft 5 in
Wing area 17.50 m2 188.37 sq ft
PERFORMANCE
Max. speed 600 km/h 373 mph
Range 660 km 410 miles

Lavochkin/Gorbunov/Gudkov LaGG-3 1940

The LaGG-3 was essentially the series production version of the LaGG-1 with a revised outer wing incorporating fuel tanks, and an armament of one 20mm and two 7.62mm weapons. Fixed wing slats - later replaced by automatic slats - were introduced and balance weights were added on the elevators and rudder, but were later discarded in favour of statically and dynamically balanced surfaces. Weight was reduced as a result of a structural analysis. LaGG-3 deliveries commenced in the spring of 1941, initially with the M-105P engine, but, from late in the year, with the M-105PF affording 1260hp at 800m. Provision was later made to replace one or both machine guns by weapons of 12.7mm calibre, the 20mm hub-mounted cannon being replaced by one of 23mm calibre in some cases, and a pair of 12.7mm underwing guns was sometimes fitted. Three aircraft were each fitted with a 37mm cannon and referred to as LaGG-3K-37s, and one example was fitted with the 1650hp Klimov M-107A engine. Production of the LaGG-3 was completed in the late summer of 1942 with a total of 6,528 built.


Specification
WEIGHTS
Take-off weight 3190 kg 7033 lb
Empty weight 2620 kg 5776 lb
DIMENSIONS
Wingspan 9.8 m 32 ft 2 in
Length 8.9 m 29 ft 2 in
Wing area 17.5 m2 188.37 sq ft
PERFORMANCE
Max. speed 570 km/h 354 mph
Cruise speed 450 km/h 280 mph
Ceiling 9700 m 31800 ft
Range 800 km 497 miles

Lavochkin La-5 1942

Adaptation of the basic LaGG-3 airframe for a 14- cylinder two-row radial Shvetsov M-82 engine without major redesign of fundamental components resulted in the La-5 (examples converted from existing LaGG-3 airframes on the production line sometimes being referred to as LaG-5s). The prototype conversion was first flown in March 1942 with an M-82 rated at 1700hp for take-off, and the La-5 was cleared for service testing in the following September with an armament of two 20mm cannon. With completion of the conversion of existing LaGG-3 airframes, minor changes were introduced in new production aircraft, the principal of these being the cutting down of the aft fuselage decking and the introduction of a 360°-vision canopy. Late in 1942, the improved M-82F engine became available, producing 1650hp at 1650m, aircraft fitted with this engine being designated La-5F, and, from early 1943, fuel tankage was revised. From late March 1943, the fuel injection M-82FN engine offering 1850hp for take-off replaced the carburettor-equipped M-82F, and with this power plant the fighter became the La-5FN. When the La-5 was withdrawn from production late in 1944, a total of 9,920 aircraft of this type (including La-5UTI two-seat trainers) had been built

Specification
MODEL La-5FN
WEIGHTS
Take-off weight 3360 kg 7408 lb
Empty weight 2800 kg 6173 lb
DIMENSIONS
Wingspan 9.8 m 32 ft 2 in
Length 8.60 m 28 ft 3 in
Height 2.54 m 8 ft 4 in
Wing area 17.50 m2 188.37 sq ft
PERFORMANCE
Max. speed 648 km/h 403 mph
Ceiling 11000 m 36100 ft
Range 765 km 475 miles

Lavochkin La-7 1944

The ultimate refinement of the basic La-5 rather than a new design, the La-7 was developed from the autumn of 1943 under the bureau designation of La-120. This embodied the results of a TsAGI wind tunnel programme aimed at defining areas in which the basic La-5FN could be aerodynamically improved. Incorporating the modified wing structure (metal spars replacing the wooden box spars) intended for application to the definitive La-5FN (but not to be introduced on that fighter until the late spring of 1944), a revised inboard wing leading edge and an entirely new cowling for the Shvetsov M-82FN engine, the La-120 was first flown in November 1943. In the following spring it entered production as the La-7. The intended armament comprised three 20mm Berezina B-20 cannon, but while this armament was installed in aircraft built at Yaroslavl, those built at Moscow reverted to the twin ShVAK cannon of the La-5FN. Variants included the tandem two-seat La-7UTI trainer, the La-7TK with a pair of TK-3 turbo-superchargers, and the rocket-boosted La-7R. The La-7TK was test flown in July- August 1944, but was destroyed when a turbo-supercharger exploded. Another example was fitted with the 2000hp ASh-71TK, trials soon being discontinued owing to the erratic behaviour of this engine's turbosuperchargers.

The La-7R, of which two prototypes were tested, was fitted in the rear fuselage with an RD-lKhZ liquid rocket motor of 300kg thrust, the first prototype being destroyed during the initial take-off run in October 1944. Flight testing of the second prototype continued until February 1945, and a further example - a conversion of one of the original prototype airframes and therefore referred to as the La-120R - entered test in January 1945, this having an improved rocket motor and local airframe structural changes. Testing of the La-120R continued until late 1946.

A total of 5,753 La-7s had been manufactured when production ended in 1946.



The ultimate refinement of the basic La-5 rather than a new design, the La-7 was developed from the autumn of 1943 under the bureau designation of La-120. This embodied the results of a TsAGI wind tunnel programme aimed at defining areas in which the basic La-5FN could be aerodynamically improved. Incorporating the modified wing structure (metal spars replacing the wooden box spars) intended for application to the definitive La-5FN (but not to be introduced on that fighter until the late spring of 1944), a revised inboard wing leading edge and an entirely new cowling for the Shvetsov M-82FN engine, the La-120 was first flown in November 1943. In the following spring it entered production as the La-7. The intended armament comprised three 20mm Berezina B-20 cannon, but while this armament was installed in aircraft built at Yaroslavl, those built at Moscow reverted to the twin ShVAK cannon of the La-5FN. Variants included the tandem two-seat La-7UTI trainer, the La-7TK with a pair of TK-3 turbo-superchargers, and the rocket-boosted La-7R. The La-7TK was test flown in July- August 1944, but was destroyed when a turbo-supercharger exploded. Another example was fitted with the 2000hp ASh-71TK, trials soon being discontinued owing to the erratic behaviour of this engine's turbosuperchargers.

The La-7R, of which two prototypes were tested, was fitted in the rear fuselage with an RD-lKhZ liquid rocket motor of 300kg thrust, the first prototype being destroyed during the initial take-off run in October 1944. Flight testing of the second prototype continued until February 1945, and a further example - a conversion of one of the original prototype airframes and therefore referred to as the La-120R - entered test in January 1945, this having an improved rocket motor and local airframe structural changes. Testing of the La-120R continued until late 1946.

A total of 5,753 La-7s had been manufactured when production ended in 1946.




Specification
CREW 1
WEIGHTS
Take-off weight 3400 kg 7496 lb
Empty weight 2620 kg 5776 lb
DIMENSIONS
Wingspan 9.8 m 32 ft 2 in
Length 8.6 m 28 ft 3 in
Height 2.60 m 8 ft 6 in
Wing area 17.59 m2 189.34 sq ft
PERFORMANCE
Max. speed 680 km/h 423 mph
Cruise speed 450 km/h 280 mph
Ceiling 11800 m 38700 ft
Range 990 km 615 miles

Last edited by JG52Uther; 12-22-2007 at 02:08 PM.
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Lavochkin La-126 1945

By the end of 1944, the Lavochkin bureau had abandoned further development of the mixed-construction La-7 in favour of an entirely new all-metal design bearing only a configurational similarity to its predecessor, and, early in 1945, work began on this as the La-126. Despite its design bureau designation, which suggested that it was a development of the La-120 (La-7), the La-126 possessed no commonality with the Lavochkin bureau's previous fighter, apart from an M-82FN (ASh-82FN) engine. It featured an all-metal monocoque fuselage and a TsAGI laminar-section wing. Armament was restricted to two 20mm ShVAK cannon and prototype flight testing was completed at the factory on 10 January 1945, but no production was undertaken, the La-126 serving as a basis for the La-130.

The prototype was subsequently fitted with two Bondaryuk VRD-430 ramjets as the La-126PVRD, and these, it was claimed, increased maximum speed in level flight by 100km/h. The La-126PVRD was tested between June and September 1946, attaining a max speed of 800km/h at 8000m.


Lavochkin La-150 1946

The Lavochkin bureau's response to Yosif Stalin's order of February 1945 to design and build a single-seat jet fighter around a Junkers Jumo 004B turbojet, the La-150 was of distinctive pod-and-boom layout with a shoulder-mounted wing. Like the competitive designs from the Mikoyan-Gurevich and Yakovlev bureaux, the La-150 was awarded a prototype/pre-series aircraft order, the first of the prototypes flying in September 1946 powered by the Soviet derivative of the Jumo engine, the RD-10 rated at 900kg. Unique among first-generation Soviet jet fighters in having a fuselage-mounted undercarriage, the La-150 featured a somewhat complex, overly robust and heavy structure and was, in consequence, underpowered. Excessive dihedral effect resulting from the wing positioning was rectified on the second prototype by drooping the wingtips, but excessive oscillation of the tail surfaces at high speeds resulting from inadequate stiffness of the tailboom could not be overcome. In the event, only five airframes were completed. Armament comprised two 23mm NS-23 cannon.



The Lavochkin bureau's response to Yosif Stalin's order of February 1945 to design and build a single-seat jet fighter around a Junkers Jumo 004B turbojet, the La-150 was of distinctive pod-and-boom layout with a shoulder-mounted wing. Like the competitive designs from the Mikoyan-Gurevich and Yakovlev bureaux, the La-150 was awarded a prototype/pre-series aircraft order, the first of the prototypes flying in September 1946 powered by the Soviet derivative of the Jumo engine, the RD-10 rated at 900kg. Unique among first-generation Soviet jet fighters in having a fuselage-mounted undercarriage, the La-150 featured a somewhat complex, overly robust and heavy structure and was, in consequence, underpowered. Excessive dihedral effect resulting from the wing positioning was rectified on the second prototype by drooping the wingtips, but excessive oscillation of the tail surfaces at high speeds resulting from inadequate stiffness of the tailboom could not be overcome. In the event, only five airframes were completed. Armament comprised two 23mm NS-23 cannon.

La-150 (second prototype)


Specification
WEIGHTS
Take-off weight 2961 kg 6528 lb
Empty weight 2059 kg 4539 lb
DIMENSIONS
Wingspan 8.20 m 26 ft 11 in
Length 9.42 m 30 ft 11 in
Wing area 12.15 m2 130.78 sq ft
PERFORMANCE
Max. speed 805 km/h 500 mph
Range 500 km 311 miles

Last edited by JG52Uther; 12-22-2007 at 02:09 PM.
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Lavochkin La-152 1946

Despite its designation, the La-152 bore little more relation to the La-150 than its common design bureau origin. The wing, although similar in planform to that of the earlier fighter, employed a new profile of only 9.1% - the thinnest section adopted up to that time in the Soviet Union - and was lowered to mid position. The RD-10 turbojet was retained, but to avoid the duct losses suffered by the La-150, the power plant was installed in the extreme nose, exhausting beneath a sturdier rear fuselage. The CG position was restored by moving the cockpit aft, and armament comprised three 23mm NS-23 cannon. Work on the La-152 was, in fact, initiated by the Lavochkin bureau within two months of a start being made on the La-150, possibly as a result of latent doubts concerning the efficacy of the configuration of the earlier fighter. Thus, factory flight testing began in October 1946, only a few weeks after the La-150 had entered flight test. Three prototypes were built in parallel, all similarly armed and differing primarily in power plant, the second and third aircraft being designated La-154 and La-156 respectively. The La-154 was to have been fitted with a Lyulka TR-1 turbojet of 1350kg, but was never flown owing to difficulties with this engine. After initial trials with a standard RD-10, the La-156, which had increased tankage and had initially flown in February 1947, was fitted with an RD-10F engine equipped with an afterburner extension boosting thrust by 30%. The RD-10F-equipped La-156 was flown for the first time in September 1947 - the first Soviet aircraft to fly with an afterburning engine - and attained a max speed of 905km/h at 2000m. The flight test programme continued until the end of January 1948.

Specification
MODEL La-152
WEIGHTS
Take-off weight 3239 kg 7141 lb
Empty weight 2310 kg 5093 lb
DIMENSIONS
Wingspan 8.20 m 26 ft 11 in
Length 9.12 m 29 ft 11 in
Wing area 12.15 m2 130.78 sq ft
PERFORMANCE
Max. speed 778 km/h 483 mph
Range 492 km 306 miles

Lavochkin La-9 1946

Closely related to the La-126, the La-130 - first flown on 16 June 1946 - embodied a number of refinements, both aerodynamic and structural, and featured a revised fuel system of increased capacity. It retained the ASh-82FN radial of the preceding fighters, but provision was made for a quartet of 23mm NS-23 cannon. Series production was authorised in November 1946 as the La-9, deliveries to the VVS commencing February 1947 from GAZ 21 at Gor'kiy. A tandem two-seat training version, the La-9UTI, was flown in July 1947, and
series production continued for three years, 1,630 single-seaters and 265 two-seaters being built.
One example, designated La-138, was fitted with two PVRD-430 ramjets of 300kg underwing, factory testing being performed during March and April 1947, and increases in level speed of 107 to 112km/h were recorded in level flight. A small batch of aircraft was completed with underwing provision for RD-13 pulsating athodyds, or pulse-jets, as La-9RDs. These boosters were found to have a deleterious effect on handling characteristics.

Specification
WEIGHTS
Take-off weight 3676 kg 8104 lb
Empty weight 2660 kg 5864 lb
DIMENSIONS
Wingspan 9.8 m 32 ft 2 in
Length 8.6 m 28 ft 3 in
Wing area 17.7 m2 190.52 sq ft
PERFORMANCE
Max. speed 690 km/h 429 mph
Ceiling 10800 m 35450 ft
Range 1735 km 1078 miles

Last edited by JG52Uther; 12-22-2007 at 02:09 PM.
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Lavochkin La-11 1947

Evolved from the La-9 to meet a requirement for a fighter with sufficient range to fulfil the escort role, the La-11 was destined to be the last piston-engine fighter from the Lavochkin bureau. It had a wing fundamentally similar to that of the La-9 and retained the ASh-82FN engine, but provision was made to attach auxiliary fuel tanks at the wingtips, the ventral oil cooler was incorporated in the engine cowling and armament was reduced to three 23mm NS-23 cannon. The first prototype was flown in June 1947 under the design bureau designation La-134, and production (1947-51) at Gor'kiy was to total 1,182 aircraft.

The La-11 was supplied in some numbers to both the Chinese and the North Korean air forces, and saw operational use during the Korean conflict. It was finally phased out of first line VVS service in the early 'fifties.

Specification
WEIGHTS
Take-off weight 3990 kg 8796 lb
Empty weight 2770 kg 6107 lb
DIMENSIONS
Wingspan 9.8 m 32 ft 2 in
Length 8.7 m 28 ft 7 in
PERFORMANCE
Max. speed 674 km/h 419 mph
Ceiling 10250 m 33650 ft
Range w/max.fuel 2550 km 1585 miles

Lavochkin La-160 1947

The first Soviet fighter to utilise wing sweepback, and consequently known unofficially as the Strelka (Dart), the La-160 featured 35° of leading-edge sweep on a wing of 9.5% thickness. When initially flown on 24 June 1947, the La-160 was fitted with an RD-10 turbojet rated at 900kg, with which it could not get airborne fully laden. After initial handling trials, the La-160 was fitted with an RD-10F which provided an afterburning thrust of 1170kg and with which, after diving and then levelling off, a speed of 1060km/h was allegedly attained at 5700m, this being equivalent to Mach=0.92. The La-160 carried an armament of two 37mm NS-37 cannon, but was utilised primarily as a research vehicle in the development of more advanced fighters.

Specification
MODEL La-160
WEIGHTS
Take-off weight 4060 kg 8951 lb
Empty weight 2738 kg 6036 lb
DIMENSIONS
Wingspan 8.95 m 29 ft 4 in
Length 10.07 m 33 ft 0 in
Wing area 15.90 m2 171.15 sq ft
PERFORMANCE
Max. speed 900 km/h 559 mph

Lavochkin La-15 1948

A replacement prototype for the La-172 was designated La-174D (the suffix signifying dubler, literally "replacement"), and entered flight test in August 1948. This differed in only minor respects from the preceding prototype, and series production was ordered during the same month as the La-15, armament being reduced from three to two 23mm NS-23 cannon, and 6° of wing anhedral being added. The La-15 was powered by the RD-500 turbojet, the Soviet series version of the Derwent, deliveries to the VVS commencing in the late autumn of 1949. Production plans for the La-15 were, in the event, scaled down because of difficulties experienced in manufacturing in sufficient quantity the numerous milled parts employed in the structure, but several hundred were produced, these remaining in VVS service until 1954. A tandem two-seat conversion trainer version was evolved as the La-180, but only two examples of this variant were built.

Specification
MODEL La-15
WEIGHTS
Take-off weight 3850 kg 8488 lb
Empty weight 2575 kg 5677 lb
DIMENSIONS
Wingspan 8.8 m 28 ft 10 in
Length 9.0 m 29 ft 6 in
Wing area 16.2 m2 174.38 sq ft
PERFORMANCE
Max. speed 1025 km/h 637 mph
Ceiling 13000 m 42650 ft
Range 1170 km 727 miles

Lavochkin La-168 1948

In March 1946, Yosif Stalin assigned the task of developing advanced single-seat fighters around the newly-acquired Rolls-Royce Nene turbojet to the design bureaux of Semyon A Lavochkin, Artem Mikoyan and Mikhail Gurevich, and Aleksandr Yakovlev on a competitive basis. The Lavochkin contender, the La-168, featured a shoulder-mounted wing sweptback 37° 20' at the leading edge and fitted with Fowler flaps. An armament of two 23mm NS-23KM cannon and one 37mm N-37 cannon was fitted and power was provided by a 2268kg Nene R.N.2 turbojet.

The La-168 was first flown on 22 April 1948, subsequently attaining 1084km/h at 2750m, representing Mach=0.914. During the test programme, the cockpit canopy collapsed when all three guns were fired simultaneously at 15000m, but the pilot succeeded in landing the aircraft.

The La-168 test programme continued until 19 February 1949, but the Mikoyan-Gurevich bureau's competitive I-310 (Type S) had meanwhile been selected for large-scale production.

Specification
WEIGHTS
Take-off weight 4412 kg 9727 lb
Empty weight 2973 kg 6554 lb
DIMENSIONS
Wingspan 9.50 m 31 ft 2 in
Length 10.56 m 34 ft 8 in
Wing area 18.08 m2 194.61 sq ft
PERFORMANCE
Max. speed 1084 km/h 674 mph
Range 1275 km 792 miles

Lavochkin La-172 1948

In parallel with the specification to which the La-168 was to be developed, a requirement was formulated for a lighter "frontal fighter" powered by the Rolls-Royce Derwent turbojet. To meet the latter demand, the Lavochkin bureau evolved two designs, the La-172 and the La-174TK. The former was effectively a scaleddown version of the La-168 tailored for the lower-powered, smaller engine and the latter featured exceptionally thin, unswept wings and a configuration generally similar to that of the earlier La-152 series of fighters. The La-172 was powered by an NII-1 turbojet (as the pre-series Soviet version of the Derwent was designated) rated at 1600kg, and entered flight test early in 1948, with armament comprising three 23-mm NS-23 cannon. Early in the test programme, while being flown by I Ye Fedorov, the La-172 suffered uncontrollable flutter at 8000m and entered a flat spin. Recovery was effected at 3000m, but the prototype was heavily damaged in a subsequent crash landing. Nevertheless, development was continued via the La-174D to result in the La-15.


Specification
WEIGHTS
Take-off weight 3708 kg 8175 lb
Empty weight 2433 kg 5364 lb
DIMENSIONS
Wingspan 8.83 m 28 ft 12 in
Length 9.56 m 31 ft 4 in
Wing area 16.16 m2 173.94 sq ft
PERFORMANCE
Max. speed 1040 km/h 646 mph
Range 1300 km 808 miles

Last edited by JG52Uther; 12-22-2007 at 02:11 PM.
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Lavochkin La-174TK 1948

Whereas sweptback surfaces had been adopted for both the La-168 and La-172, the La-174TK, designed to meet the demands of the same specification as the latter, featured unswept surfaces. The wing possessed a thickness ratio of only 6% (the "TK" suffix indicating Tonkoye Krylo, or Thin Wing) which the Lavochkin bureau believed might offer most of the advantages of a thicker sweptback wing while avoiding some of its disadvantages. The basic configuration of the La-174TK reverted to that of the earlier La-152 series fighters, although the relationship was confined to a common design origin, with the single 1590kg NII-1 (RD-500) turbojet exhausting under the rear fuselage. Armament comprised three 23mm NS-23 cannon and flight testing commenced early 1948. Although lighter than the La-172, the La-174TK demonstrated inferior handling and performance characteristics, further development being discontinued. The design bureau designation was reassigned to the replacement prototype for the La-172 which became the La-174D.

Specification
WEIGHTS
Take-off weight 3315 kg 7308 lb
Empty weight 2310 kg 5093 lb
DIMENSIONS
Wingspan 8.64 m 28 ft 4 in
Length 9.41 m 30 ft 10 in
Wing area 13.52 m2 145.53 sq ft
PERFORMANCE
Max. speed 970 km/h 603 mph
Range 960 km 597 miles

Lavochkin La-176 1948

Combining a fuselage essentially similar to that of the Lavochkin La-168 with wings sweptback 45° at quarter-chord, the La-176 was flown in September 1948 with a 2270kg RD-45F turbojet, and armament comprising one 37mm N-37 and two 23mm NS-23 cannon. Re-engined with a Klimov VK-1 turbojet of 2700kg, the La-176 was claimed to have exceeded Mach=1.0 in a dive from 9050m to 6000m on 26 December 1948. It was initially believed that an ASI error had been involved, but the process was repeated six times during January 1949, 1105km/h being recorded at 7500m, this being equivalent to Mach=1.02. The La-176 thus became the first Soviet aircraft to achieve supersonic flight. Further development was abandoned shortly afterwards when the canopy locks failed at high speed, resulting in test pilot Î V Sokolovsky losing his life.

Specification
WEIGHTS
Take-off weight 4631 kg 10210 lb
Empty weight 3111 kg 6859 lb
DIMENSIONS
Wingspan 8.59 m 28 ft 2 in
Length 10.97 m 35 ft 12 in
Wing area 18.25 m2 196.44 sq ft
PERFORMANCE
Max. speed 1043 km/h 648 mph
Range 1000 km 621 miles

Lavochkin La-200 1949

Designed to meet a requirement formulated in 1948 for a two-seat twin-engined all-weather interceptor, the La-200 was flown for the first time on 9 September 1949. Two prototypes were built, each powered by two 2700kg Klimov VK-1 turbojets mounted in tandem with the exhaust of the foremost engine ducted beneath the fuselage. The prototypes differed one from the other primarily in the location of the Torii (Thorium) AI radar, the first prototype having a conical intake centrebody and the second prototype having a radome underslung on the upper intake lip. Armament consisted of three 37mm N-37 cannon, one to port and two to starboard. The wing, sweptback 40° at the leading edge, was largely occupied by integral tankage and two large underwing slipper-type auxiliary tanks could boost maximum range from 1165 to 2000km.

The first prototype was flown on 9 September 1949, and the first and second flight test phases were completed by February and October 1950 respectively, Mach=0.946 being attained in level flight and Mach=1.01 in a dive. The second prototype joined the flight programme early 1951, the repositioned radar being of the improved Torii-A type, ammunition capacity being increased, a ventral keel being introduced and normal loaded weight rising to 10580kg. With the final NII VVS test phase completed in April 1951, a recommendation was made that series production of the La-200 should be initiated. This was thwarted, however, by the issue of a replacement specification in November 1951 calling for a substantial increase in range to permit all-weather standing patrols, and for the provision of heavier, longer-ranging radar. Further work on the La-200 was therefore discontinued in favour of the revised La-200B.

Specification
MODEL La-200 (1st prototype)
WEIGHTS
Take-off weight 10375 kg 22873 lb
Empty weight 7090 kg 15631 lb
DIMENSIONS
Wingspan 12.92 m 42 ft 5 in
Length 16.59 m 54 ft 5 in
Wing area 40.18 m2 432.49 sq ft
PERFORMANCE
Max. speed 1090 km/h 677 mph
Range 1165 km 724 miles
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Lavochkin La-190 1951

Owing little or nothing to earlier fighters from the Lavochkin design bureau, the La-190 was conceived to meet the demand of Yosif Stalin for the "fastest fighter in the world''. Other contenders were the I-350, progenitor of the MiG-19, and the Yak-1000, which, in the event, was to be abandoned before flight testing. The requirement called for use of the new Lyulka AL-5 turbojet which had an initial rating of 4600kg. The La-190 featured a tapered wing sweptback 55° at the leading edge, bicycle-type main undercarriage members with wingtip outrigger stabilising wheels, and an armament of two 37mm N-37 cannon. Innovations insofar as Soviet design was concerned included integral fuel tankage occupying virtually the entire interspar box of the 6.1% thickness wing which featured machined upper and lower skins. All control surfaces were powered by irreversible actuators. The sole prototype La-190 was completed in February 1951. The AL-5 engine offered less thrust than predicted and its unreliability led to cancellation of the development programme after only eight flights. However, a speed of 1190km/h at 5000m, or Mach=1.03, was attained in level flight during one test in March 1951.

Specification
WEIGHTS
Take-off weight 9257 kg 20408 lb
Empty weight 7315 kg 16127 lb
DIMENSIONS
Wingspan 9.90 m 32 ft 6 in
Length 16.35 m 53 ft 8 in
Wing area 38.93 m2 419.04 sq ft
PERFORMANCE
Max. speed 1190 km/h 739 mph
Range 1150 km 715 miles


Lavochkin La-200B 1952

The issue in November 1951 of a specification for an all-weather fighter capable of mounting standing patrols led the Lavochkin bureau to undertake some redesign of the La-200. The side-by-side seating for the two crew members was retained, and the centre and aft fuselage were comparatively unchanged, but the forward fuselage was entirely redesigned. The extreme nose was formed by a large dielectric radome of more than 1.0m diameter. The early single-antenna Torii-A radar was replaced by a large RP-6 Sokol (Falcon) radar with three different scan modes, and twin ventral strakes supplanted the single strake of the second La-200. The additional fuel required to achieve the specified endurance was provided by increasing the capacity of each underwing tank from 1120 l to 2650 l. Two 3100kg Klimov VK-1 turbojets were installed, the forward engine's air being supplied through a chin intake and that for the aft engine being provided by "elephant ear" type intakes on the sides of the extended nose. Armament remained three 37mm cannon and the first flight test was made on 3 July 1952, a mock-up of the Sokol radar initially being fitted, tests with the radar installed commencing on 10 September. An extensive test programme was conducted, but, in the event, the competitive Yak-120 was selected to fulfil the requirement

Specification
WEIGHTS
Take-off weight 12700 kg 27999 lb
Empty weight 8810 kg 19423 lb
DIMENSIONS
Wingspan 12.96 m 42 ft 6 in
Length 17.32 m 56 ft 10 in
Wing area 40.00 m2 430.56 sq ft
PERFORMANCE
Max. speed 1030 km/h 640 mph
Range 2800 km 1740 miles


Lavochkin La-250 1956

Destined to be the last aircraft produced by the Lavochkin design bureau, the La-250, known unofficially as the Anaconda, was designed to meet a very demanding 1954 requirement for an ultra long-range, high-altitude single-seat super interceptor armed exclusively with missiles. Featuring a 57° delta wing and an enormous fuselage of near-constant cross section, the La-250 was powered by two Lyulka AL-7F turbojets each rated at 6500kg which were later to be fitted with afterburners boosting thrust to 9000kg. All control surfaces were fully powered with duplex systems and without manual reversion. Intended to carry the 30km acquisition- range Uragan (Hurricane) radar, the La-250 had a planned armament of two large K-15 beam-riding missiles.

Although the La-250 was intended as a single-seater in operational form, prototypes were completed as two-seaters to provide accommodation for a test observer, and the first of three flying examples was completed in July 1956. The first flight was attempted on 16 July, but the test pilot, A G Kochetkov, encountered an unexpectedly rapid roll moment and lost control. Extensive testing of a systems rig followed before acceptable characteristics were attained and flight testing could be resumed. The second aircraft was lost in a landing accident on 28 November 1957, and the third aircraft also suffered a landing accident on 8 September 1958. The flight test programme suffered continual delays as a result of poor engine reliability and the full testing had not been completed when the programme was cancelled.

Specification
WEIGHTS
Take-off weight 30000 kg 66139 lb
Empty weight 15000 kg 33070 lb
DIMENSIONS
Wingspan 13.90 m 45 ft 7 in
Length 25.60 m 83 ft 12 in
Wing area 80.0 m2 861.11 sq ft
PERFORMANCE
Max. speed 2000 km/h 1243 mph
Ceiling 18000 m 59050 ft
Range 2000 km 1243 miles
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  #7  
Old 12-22-2007, 11:46 PM
LEXX LEXX is offline
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Join Date: Dec 2007
Location: Ussia
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La~15 is teh rOx0r

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