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Ответ: Ла-5 и отчет Лерхе
Кстати это..., плотность даже одного и того-же бензина есть величина переменная. Зависит в том числе от температуры. В среднем при возрастании температуры на 10 град.плотность понижается примерно на 1%.
Т.е. на практике, плотность зависит не только от времени года, но и от времени суток %)
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Ответ: Ла-5 и отчет Лерхе
Цитата:
Сообщение от ROSS_Youss
тогда все дружно вспомнят ветку про фоку и тебе срочно придется принудительно переобуться в "белые тапки". :) :) :) :) :)
Да нет, это скорее к авторам той статьи, как их там...Котлобовский и Блащук кажется :p
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Ответ: Ла-5 и отчет Лерхе
Кстати, еще ньюансик из давних обсуждений с badger: движок на Лавке был с маркировкой ФНВ - а это выпуск первой половины 1943 года (позже маркировали ФН).
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Ответ: Ла-5 и отчет Лерхе
Цитата:
Сообщение от SaVaGe
а вообще в серии вес типа39 колебался аж ник на 300 кг , были экземпляры бльше 3500 кг с новья.
Это легко объяснить - деревянный самолет же. Если его строили из дерева, срубленного зимой - лавки легкими получались и скоростными. А если из летней партии дров, или, что вообще караул - весенней - то это вообще абзац. Оно тяжелое, из-за набухлости соками, и еще почки нераспустившиеся сильно выпирают, аэродинамику портят. :)
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Ответ: Ла-5 и отчет Лерхе
Цитата:
Сообщение от MUTbKA
Это легко объяснить - деревянный самолет же. Если его строили из дерева, срубленного зимой - лавки легкими получались и скоростными. А если из летней партии дров, или, что вообще караул - весенней - то это вообще абзац. Оно тяжелое, из-за набухлости соками, и еще почки нераспустившиеся сильно выпирают, аэродинамику портят. :)
А шишки вообще улетные походу :D
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Ответ: Ла-5 и отчет Лерхе
Пы-ы-ы-х-х-х....
А еще могли дуб вместо березы на крылья пустить...
Тоже лишний вес...
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Ответ: Ла-5 и отчет Лерхе
Цитата:
Сообщение от Maus
Кстати это..., плотность даже одного и того-же бензина есть величина переменная. Зависит в том числе от температуры. В среднем при возрастании температуры на 10 град.плотность понижается примерно на 1%.
Т.е. на практике, плотность зависит не только от времени года, но и от времени суток %)
Как человек имеющий непосредственное отношение к нефтепереработке,могу сказать что плотность 95 бензина по госту составляет 0,780 при 20грС,при возрастании температуры плотность уменьшается,но проводить коэффициент изменения между температурой и изменением величины плотности я бы не стал,так как кроме самой темепературы от еще многих факторов может зависеть данная величина(сырье,присадки,выдержанность технологии и тд и тп), в данном случае плотность 0,787 в нормах соответствия для 95-го бензина.
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Ответ: Ла-5 и отчет Лерхе
Цитата:
Сообщение от SSS
Как человек имеющий непосредственное отношение к нефтепереработке,могу сказать что плотность 95 бензина по госту составляет 0,780 при 20грС,при возрастании температуры плотность уменьшается,но проводить коэффициент изменения между температурой и изменением величины плотности я бы не стал,так как кроме самой темепературы от еще многих факторов может зависеть данная величина(сырье,присадки,выдержанность технологии и тд и тп), в данном случае плотность 0,787 в нормах соответствия для 95-го бензина.
А способна-ли плотность как таковая вообще серьезно повлиять на мощность двигателя? Скажем два бензина, октан одинаковый, но плотности различаются.
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Ответ: Ла-5 и отчет Лерхе
2
Это легко объяснить - деревянный самолет же. Если его строили из дерева, срубленного зимой - лавки легкими получались и скоростными. А если из летней партии дров, или, что вообще караул - весенней - то это вообще абзац. Оно тяжелое, из-за набухлости соками, и еще почки нераспустившиеся сильно выпирают, аэродинамику портят
ЛоЛ вы наверное в вопросах дереводбработки не очень ...
Вся древесина проходит тех обработку , конкретно сушку до влажности 5-9% и сортировку на целостность( для справки количество сучков диаметром 30 мм на сосновом брусе 100х 70 на площади в 15 дм не дожно быть больше 1 итд для берёзы тоже есть свои параметры отбора.
А вот что такое сосновый брус 7% влажности я знаю , он при падении на землю аж звенит.
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Ответ: Ла-5 и отчет Лерхе
Однозначно сказать не могу,надо спрашивать у мотористов :) ,но думаю что использование более лекгого топлива в летающем на горючке другого качества движке приведет в итоге к сбоям в работе газораспределительной системы и системы запуска и впрыска топлива.Плотность-один из главных параметров бензина и соответственно если по плотности бензин не подоходит,то значит эту смесь надо назвать как то по другому.
В любом случае,постоянное использование легкого бензина в самолете привело бы как минимум к резкому снижению его моторесурса,а в летнее время,так как легкий бензин более летуч и к невозможности работы на максимальных оборотах,но лучше все-таки чтобы на этот вопрос ответил бы специалист по движкам.
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Ответ: Ла-5 и отчет Лерхе
Цитата:
Сообщение от Maus
А способна-ли плотность как таковая вообще серьезно повлиять на мощность двигателя? Скажем два бензина, октан одинаковый, но плотности различаются.
Перерегулировка топливоподающей аппаратуры потребуется , проходные сечения форсунок и жиклёров те-же , объёмная подача одинаковая а вот вес подаваемого топлива уже другой , качество смеси меняется .
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Ответ: Ла-5 и отчет Лерхе
Цитата:
Сообщение от SSS
Как человек имеющий непосредственное отношение к нефтепереработке,могу сказать что плотность 95 бензина по госту составляет 0,780 при 20грС,при возрастании температуры плотность уменьшается,но проводить коэффициент изменения между температурой и изменением величины плотности я бы не стал,так как кроме самой темепературы от еще многих факторов может зависеть данная величина(сырье,присадки,выдержанность технологии и тд и тп), в данном случае плотность 0,787 в нормах соответствия для 95-го бензина.
Насколько я помню авиабензин в то время делали из грозненской нефти которая довольно специфична по составу , да и неэтилированный он был , по документам плотность другая .
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Ответ: Ла-5 и отчет Лерхе
Цитата:
Сообщение от SSS
Как человек имеющий непосредственное отношение к нефтепереработке,могу сказать что плотность 95 бензина по госту составляет 0,780 при 20грС,при возрастании температуры плотность уменьшается,но проводить коэффициент изменения между температурой и изменением величины плотности я бы не стал,так как кроме самой темепературы от еще многих факторов может зависеть данная величина(сырье,присадки,выдержанность технологии и тд и тп), в данном случае плотность 0,787 в нормах соответствия для 95-го бензина.
Федеральная налоговая служба письмом от 24 марта 2005 г. N 03-3-09/0412/23@ по вопросу о порядке пересчета количества нефтепродуктов из объемных единиц в весовые сообщает следующее.
...
При этом в соответствии с разъяснением Департамента экономического регулирования Министерства энергетики Российской Федерации согласно информации Всероссийского научно-исследовательского института по переработке нефти (ОАО "ВНИИ НП") в зависимости от температурного режима и пределов испаряемости автомобильного бензина показатель плотности по маркам этого бензина может варьироваться в следующих пределах: для А-76 (АИ-80) - от 0,700 до 0,750 г/куб. см, для АИ-92 - от 0,715 до 0,760 г/куб. см, для АИ-95 - от 0,720 до 0,775 г/куб. см и для АИ-98 - от 0,730 до 0,780 г/куб. см.
...
ну никак немецкие 0.787 не попадают на 95ый... :) и даже 98ой перешкаливают... угольная синтетика. :)
я уже приводил пример из отчета по Ла-7 - плотность бензина Б-78 у нас была 0.734 и аппаратура калибровалась на нее. теперь залили более плотное топливо. соотвественно его впрыскивается больше -> не хватает воздуха для оптимального режима горения -> неполное сгорание -> коптим-с...
что собственно Лерхе и отметил в отчете.
отсюда и падение мощности и недобор скорости. причем на форсажных режимах недобор будет еще больше.
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Ответ: Ла-5 и отчет Лерхе
Цитата:
Сообщение от Виктор ( =SF=BELLA-RUS )
Перерегулировка топливоподающей аппаратуры потребуется , проходные сечения форсунок и жиклёров те-же , объёмная подача одинаковая а вот вес подаваемого топлива уже другой , качество смеси меняется .
Так у лавки рычажок для рукопашной настройки смеси был, и штатно использовался. Это автоматику (типа как у Фоки) надо было бы перенастраивать...
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Ответ: Ла-5 и отчет Лерхе
Цитата:
Сообщение от MUTbKA
Так у лавки рычажок для рукопашной настройки смеси был, и штатно использовался. Это автоматику (типа как у Фоки) надо было бы перенастраивать...
и Лерхе знал этот рычажок и юзал его разумеется? :)
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Ответ: Ла-5 и отчет Лерхе
вот еще
По сообщению Минпромэнерго РФ среднее значение плотности для автомобильного бензина А-76 (АИ-80) – 0,715 г/куб.см, для АИ-92 – 0,735 г/куб.см, для АИ-95 – 0,750 г/куб.см, для АИ-98 – 0,765 г/куб.см.
яндексом находится мгновенно.
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Вложений: 3
Ответ: Ла-5 и отчет Лерхе
Так господа, перемывали мы это уже...
Re-post from:
http://sukhoi.ru/forum/showthread.ph...6&page=1&pp=25
Что мы знаем точно о том Ла-5ФН:
Те фото, что есть:
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Вложений: 4
Ответ: Ла-5 и отчет Лерхе
Cканы отчета Лерхе
Это кстати "Заключительный Отчет" Hans-Werner Lerche, датированный 20-го Марта 1945 года,в котором подводятся итоги пяти месяцев испытаний. Было еще по меньшей мере два, а может все три подробных отчета:
a) По двигателю;
б) По планеру;
с) По полетным характеристикам (о который Лерхе обещает что "последует").
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Вложений: 4
Ответ: Ла-5 и отчет Лерхе
Английский перевод отчета Лерхе из книги
"Luftwaffe test pilot. Flying captured Allied Aircraft of World War 2"
Hans-Werner Lerche
ISBN: 0 531 03711 8
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Ответ: Ла-5 и отчет Лерхе
Вот перевод немцем отчета Лерхе на английский. Он может и звучит не очень правильно по-английски, но то что Лерхе хотел сказать - получается понятнее.
Было бы здорово если бы здесь кто-то мог перевести дословно отчет прямо с немецкого на русский.
---------------------------------------------------
Translated from
Hans-Werner Lerche
"Testpilot auf Beuteflugzeugen" ('Test Pilot on Prize Aircraft')
7th, revised edition 1999, Aviatic Verlag GmbH, Oberhaching
---
E'Rechlin
Eval. No. 90014
Evaluation of the Russian fighter aircraft La 5 with double-row radial, fuel-injected engine M 82 FNW
Final Report
Page 1
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Br.B.No. ...../45 secret Br.B.No. 22470/45
Secret!
Summary
The La 5 has been greatly improved in comparison to earlier Russian fighter aircraft with regard to performance, properties and handling. The performance below 3 km has to be reckoned with. The top speed is lower than that of our fighters at all altitudes, the best climb at low altitude between 8-109 and 8-190. Especially for the 8-190 below 3 km altitude in climbing and turning, the La 5 is an opponent that has to be reckoned with. The handling deficiencies will hardly trouble the Russians who are used to worse characteristics. Range is short. Endurance at rated power ca. 40 min. Performance, properties and technical conclusions are stated.
Prepared: (H. W. Lerche) Fl. Haupting
Approved: [blank] Major und Kommandeur
Distribution:
TO beim RM, Chef TLR, KdE ) a.d.D.
Chef TLR/Fl E
Chef TLR/R?
Genst.Gen.Qu.6.Abt.
F?St. Ic Chef
F?St. Ic fr. L. Ost
GdJ
GdS
GdA
GdFl.Ausb.
Chef TBL/Fl E2
Versuchsverband O.L 2.Staffel
E'Stelle Re., E 2c
" E 2c
5 x " E 2 Beute
Forschungsf?hrung
DVL
Obb. Forschungsanst. O'gau
D.F. Friedrichshafen
Focke-Wulf, Bremen
EHAG, Wien
MKN,
B.& V., Hamburg
Ifa, Dessau
Rechlin, March 20 1945
The report features 4 pages of text.
Prepared:
..2.. Le/Li
Lerche, Haupting.
Approved:
Approved:
Read:
---
E'Rechlin
Eval. No. 90014
Evaluation of the Russian fighter aircraft La 5 with double-row radial, fuel-injected engine M 82 FNW
Final Report
Page 2
---
Aircraft data:
Weight empty equipped 2773 kg
Fuel (460 l) 354 kg
Lubricant (51 l) 46 kg
Ammunition (2x 200 rounds) 94 kg
Pilot 80 kg
Take-off weight 3347 kg
Weighing:
Left wheel 1437 kg
Right wheel 1484 kg
Tail wheel 426 kg
Take-off weight 3347 kg
Wing span 9.80 m
Area 17.5 m^2
Wing loading 191 kg/m^2
Take-off power 1850 HP
Armament: 2x 20 mm cannon with 200 rounds each
Armour:
To the front 57 mm armour glass windscreen
To the rear 68 mm armour glass as head protection and 7 mm back armour
Engine and airframe have already been thoroughly described in the reports of TLR/Ru. Performance stated is preliminary, detailed performance report is to follow.
1.) P e r f o r m a n c e
Rated power 1000 mm Hg (1.36 ata), 2400 rpm
Emergency power 1180 mm Hg (1.605 ata) 2500 rpm
Speed at
Emergency power (0 km) 520 km/h
Rated power (0 km) 490 km/h
Emergency power (1 km critical alt. ["Abfallh?he", literally "(pressure) drop altitude"]) 540 km/h
Rated power (2.4 km critical alt.) 540 km/h
Rated power (5 km critical alt.) 560 km/h
Rated power (6.5 km critical alt.) 545 km/h
Supercharger switching altitude (manually) 3500 m
Climb speed at
Rated power (0 - 3 km) 16 - 17 m/s
Rated power (4 km) 13 m/s
Rated power (7 km) 6 m/s
Ceiling 8 - 9 km
The engine must not be run at emergency power in supercharger high gear. Additionally, the critical altitudes are so low that full emergency power can't be reached either in climb or in horizontal flight with supercharger high gear engaged.
The aircraft was in immaculate condition. Flight hours are unknown, it has been operational for a longer time. The surface, especially of the wing (spar) is good, and the slats extending laterally to the front are fitting well.
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Ответ: Ла-5 и отчет Лерхе
Continue:
------------------------------------------------------------
E'Rechlin
Eval. No. 90014
Evaluation of the Russian fighter aircraft La 5 with double-row radial, fuel-injected engine M 82 FNW
Final Report
Page 3
---
2.) P r o p e r t i e s
Pilot's seat:
The pilot's seat is convenient. The view to the front is adequate, though heavily obscured by the twin-row radial engine at take-off, when landing and during taxying. On the ground and during flight exhaust fumes are very troublesome. The oxygen equipment apparently had never been used. It exhibited excessive leaking. It's patterned after the German oxygen equipment. Actuators and controls for propeller pitch, radiator, gills, trim etc. mostly consist of Bowden cables and control cables, creating much lost motion and weak, soft control.
Take-off:
A tendency to swing is existent as normal for the engine power, but can be controlled. One has to raise the tail wheel only slowly and not too early. The small ground clearance of the propeller has to be taken into account for that. Acceleration is good, the take-off run is relatively short (flaps 15 to 20 degrees). Elevator and rudder trim have to be set to their correct positions with care, as there's no trim indicator available.
Stability, control forces and effectiveness:
In the normal angle-of-attack range, with gear and flaps "up" as well as "down", directional stability is surprisingly good even in a full power climb, the elevator forces are normal. In steep turns, elevator forces are clearly positive and fairly high, so that for longer durations trim changes are advisable.
Directional static stability is present at normal rudder forces, which rapidly decrease in slow flight. At the same time, rudder effectiveness decreases, too. Directional dynamic stability is slight, with poor damping. Oscillations cease only slowly. However, the oscillation period (at 450 km/h IAS at H=2000 m about 3 s) is not so short that it would be impossible to immediately stop the oscillation by control inputs. Gunnery runs are well possible. [Original sentence above my head, translation attempt follows: "Rudder-induced roll is slight. Rudder-induced yaw is present, but not particularly troublesome."] Aileron-induced yaw is slight and negative, but not troublesome due to the good directional stability, and it can be compensated by small rudder deflections.
Aileron effectiveness is excellent. At 450 km/h IAS the time for a roll is hardly 4 s. At 600 km/h IAS the aileron forces just allow high control deflection speeds. In yaw the stick neutral position moves noticably.
Stalling:
At rated power, flaps and gear "up": At 210 to 200 km/h IAS, the slats deploy, the aileron forces decrease to the point of reversal. At 180 km/h IAS, roll damping appears to vanish. In yawed flight or at lower airspeed the aircraft rolls onto one wing. Without power, with gear and flaps "down" the same symptoms are encountered at similar airspeed indications. Pulling back the stick further, the elevator becomes forceless or even reversed immediately, its effectiveness almost vanishes. At the resulting very high angles of attack, the aircraft rolls onto one wing.
---
E'Rechlin
Eval. No. 90014
Evaluation of the Russian fighter aircraft La 5 with double-row radial, fuel-injected engine M 82 FNW
Final Report
Page 4
---
The accelerated stall from a banked turn with power applied results in similar symptoms, but the aileron reversal is much more noticeable, and occurs at relatively high speeds. For example, at H=2400 m [text missing in original ...] and 2.6 G equivalent to 67 degrees bank and 30-s-circle [...] force reversal present at and a slightly lower airspeed, respectively [...] the slats already extend. This flight status is hardly convenient.
[...] so one is forced to apply aileron inputs. When this happens, the stick displays the tendency to move to the cockpit wall. At least [...] is dangerous, since even after extension [...] still an angle-of-attack margin before stall present [...] troublesome aileron reversal can the shortest times for circling be achieved [...] performance at this altitude at about 28 to 30 s for the stationary full circle without altitude change. This is equivalent to a shortest time for a full circle at emergency power and 1000 m of about 25 s.
Landing:
Apprach at 200 km/h IAS and only with throttle applied. It's advisable to trim out the aircraft since the elevator control forces have to be reckoned with in the flare. It is possible to flare the aircraft to a three-point attitude and touch down perfectly. If that fails however, or if the ground is uneven, the poor stalling characteristics come into play, helped by the poor gear oleo damping. The aircraft quickly rises above three-point attitude, elevator control forces vanish and reversal occurs, and the effectiveness of the elevator that is blanketed by the wing afterwards hardly suffices to influence the "galloping" that follows. Due to the small ground clearance, the propeller is especially endangered. If during galloping greater angles-of-attack occur, the aircraft banks away, which due to the wide-track landing gear isn't tragic. In crosswind, the rudder effectiveness is insufficient to prevent a swing, so one has to rely on the help of the pneumatic hand brake.
Tactical conclusions and suggestions:
The La 5 is according to its engine power especially designed for combat at low altitude. Its top speed at ground level is very close to that of the 8-190 and the 8-109 (each at emergency power). The 8-109 with MW 50 is in the entire range superior in top speed and best climb. The relative acceleration should be similar. The aileron effectiveness is better than that of the 8-109. The times for a full circle are better than those of the 8-190 at ground level and worse than those of the 8-109. Even at the best climb, the 8-190 is inferior at up to about 3 km altitude. Due to its higher weight, the 8-190 accelerates slower, but is superior in all descending and diving situations and in shallow high-speed climbs. Except for sudden jinks to evade, diving attacks (comparison to Thunderbolt) followed by shallow high-speed climbs to get into a new position to attack (at IAS of best climb, the La 5 climbs at a steeper angle) are appropriate for the higher weight and higher wing loading of the 8-190, as well as not giving up airspeed and avoiding protracted turning fights, since one shouldn't assume that the Russians who are used to worse handling characteristics will be impressed by the aforementioned [troublesome] turning characteristics of the La 5. The short endurance of about 40 min at rated power, that decreases further if supercharger high gear is engaged, deserves special mention.
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Ответ: Ла-5 и отчет Лерхе
ещё как юзал,,, никто б ему не дал летать пока б анжинеры б эту лавку не исследовали от кока до хвоста со всеми унутрями
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Ответ: Ла-5 и отчет Лерхе
Вот что написано в книге
"Luftwaffe test pilot. Flying captured Allied Aircraft of World War 2"
Hans-Werner Lerche
ISBN: 0 531 03711 8
про испытания обоих Ла-5ФН и Як-3, начиная со страници 121 до 127, где он начинает говорить про Tempest.
Текст отсканирован, если какие то ошибки - извините.
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On 6 March, 1944, I had the chance to fly the Fokker CVE, a narrow-winged sesquiplane which, I believe, had formerly been used for tactical reconnaissance. After the test flights with the Hawker Typhoon early in June, 1944, my programme included flights with the Mustang which I often took up to about 11,500 m (37,730 ft).
Having completed the test- and evaluation-flight series with the Avro Lancaster in August, 1944, as described in the first chapter, I received news in mid-September, 1944, that the first airworthy example of the well-known Soviet Lavochkin La-5 fighter had become available at Gross-Schimanen in East Prussia. This promised to be interesting, and I immediately set out for East Prussia — in the sleeping car of a train for a change.
Apart from everything else, this fighter was the first Soviet aircraft that I would he flying, because at the time of the I-16 Rata evaluation I had not yet joined the Rechlin team. Most of the Soviet aircraft that had fallen into our hands at the beginning of the Eastern campaign and later on, in so far as they were in airworthy condition, had been ‘used up’ by the local Luftwaffe units. And now, at long last, I had my chance to sample Russian produce.
The captured La-5 - actually an La-5FN - was powered by an M-82FNV twin- row radial engine with direct fuel injection. It was obvious from the start that this aircraft was no longer comparable with the earlier Soviet fighter types of sometimes rather primitive construction, and was a very serious opponent to our fighters in altitudes below 3000 m (10,000 ft). More detailed information as to its performance and flying characteristics will be found in my original test report, a copy of which is reproduced on p.155 of this book; unfortunately this is also the only such test report that has remained in my possession.
As was the usual procedure, I then spent some time getting acquainted with the array of instruments, levers and switches in the pilot’s cockpit. Naturally, I first required the assistance of Russian-speaking experts to decipher the inscriptions and indications before we could start. The engine was noisy, but seemed to be running all right, and the other devices appeared to be in order as well.
Having tried to get to I he bottom of all operational functions as usual, I took off from Gross-Schimanen at 1603 hrs on 15 September, 1944 and arrived at Rechlin at 1933 hrs according to schedule after a stop-over at Markisch-Friedland from 1712 to 1738 hrs. That evening I felt rather dizzy. I could not think of the reason why, but it could not be ruled out that I had breathed in some CO (carbon monoxide) with the exhaust gases while piloting this fighter, and my colleagues advised me to wear an oxygen mask on future flights with the La-5FN. I was aware, of course, that even small amounts of carbon monoxide can be deadly. A friend of mine had crashed with a Ju 87, and the accident had been ascribed to the presence of carbon monoxide gas in the cockpit after a new series of engine had been fitted in the aircraft. We had heard the screaming sound of the Stuka in a terminal dive and were unwilling eye-witnesses as it plunged into Lake Muritz. Although there was no hope, the motor boat went out without delay, but there was nothing one could do any more. A little later his wife was at the airfield gate to meet him for a swim during the lunch break. Life could certainly be cruel at times.
Although less dangerous, but by no means pleasant was the noisy running of the La-5 engine, which had deafened me by the evening. On later flights I always tried to remember bringing along some cotton wool to plug my ears.
Be that as it may, the aircraft was of special interest to us. Experts were flocking in from all quarters to have a close look at its engine and airframe, and we had a hard time preventing the machine from being dismantled there and then.
Not counting the air raids and bad weather, I met no difficulties on my test flights and my observations and conclusions were set down in a test report reproduced in this book. The reports on other captured aircraft were in principle similar. If, for some reason or other, the testing took longer than scheduled, preliminary reports were also made, and sometimes special performance measurements were laid down in separate performance reports. If flights at high altitudes had to be made in winter time or if tests were delayed by engine or airframe trouble, it was rather difficult not to delay the reports too much and at the same time base them on reliable performance measurements. Unfortunately the reproach that everything took too long was often justified. But the imputation that orders had been given from ‘above’ to detract from the performance of captured aircraft, was absolutely absurd. An interesting sidelight was that operational units frequently submitted requests that we should work out brief operating instructions for the most common types of foreign aircraft as a help to those shot down or taken prisoner to escape. I believe something of the sort was to be worked out for the Mustang at one time. But I was not quite convinced of the idea; the whole procedure seemed hardly suitable for such a ‘correspondence course’. And somehow I also could not imagine a poor POW on an enemy airfield with a file of operating instructions under his arm.
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Ответ: Ла-5 и отчет Лерхе
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I completed the tests with the Thunderbolt and then took it to Oranienburg on 12 October. As I wanted to know more about the performance of the latest German aircraft, however, I made some high-altitude and measuring flights with the Fw 190 BG + KG and the Ju 388 high altitude bomber DW + YY in altitudes to about 11,000 m (36,000 ft) I was specially interested in the excellent performance of the Fw 190D-9 with theJumo 213 as a forerunner of the Ta 152. The Ju 88 with Jumo 213 engines was also on my programme. Then there was another new and interesting task coming up: I was asked whether I would be prepared to fly a Heinkel He 111 with an attached manned V-1 missile which was known under the cover name of ‘Reichenberg Re 2’. Of course I was! It seemed a most interesting combination. The manned V- 1 was suspended at the starboard side, and partly underneath the fuselage of the He 111, so that its windscreen was located somewhere behind the inner landing flap of the bomber. Although the word went round that certain difficulties with the automatic course control of the V-1 were the reason for these flights, the actual object of these tests was probably the intended use of such manned V-1 missiles for the so-called ‘self-sacrifice’ attacks. It was said that some well-known pilots had volunteered for these operations which did not offer any chance of survival, and certainly did not correspond to our mentality.
Our test programme envisaged a series of test launches with the manned V-1 to prove the feasibility or otherwise of this concept. To start with, these launches were to be carried out at an altitude of about 3000 m (10,000 ft) without power. In the beginning everything went off quite well with three pilots whom I had known since my gliding days. However, when on subsequent flights the V-1 pulse-jet engine had to be started, some critical incidents occurred. The first pilot had to
bale Out and was lucky to pass clear of the V-1 tail assembly. The second pilot managed all right until just before landing, when the V-1 pulse-jet engine suddenly started again during leveling-off, probably due to the inclined position
of the fuel tank. The thrust of the pulse-jet above the CG generated a moment of nose-heaviness, which the pilot counteracted by vigorous pulling of the elevator control. Then the pulse-jet stopped again, the V-1 stalled, and the pilot wrenched his spine. The third pilot had no luck either: he was hit on the head by the cockpit hood which had come off in flight, probably because it was not completely locked.
He suffered severe injuries but managed to land the V-1 with a fractured skull. The first loss of a pilots’ life came during subsequent flights.
As far as I know further test flights with the manned V-1 were then continued by Flugkapitan Hanna Reitsch.
In between there were always some other, different tasks for me. At the end of September, for instance, I went to Berlin-Gatow to check a night landing procedure evolved by Flugkapitan Dipl.-Ing. Melitta Schiller, von Stauffenberg by marriage. I made seven night landings with her. The procedure was based on the idea that by fixing on the intersection point of two light beams attached to the aircraft during levelling off near the ground it was possible to make three-point landings. The idea was certainly not bad, but it was not followed up.
In November I made some more test-flights with the Soviet La-5FN fighter, but there was a complete change when the Kalkert Ka 430 transport glider had to be towed from Lärz to Rechlin on 8 November. The only transport gliders I had flown so far were the ten-seat DFS 230 and the larger Go 242, and so naturally I was interested to find out how the Ka 430 behaved. I took a He 111 to Lärz and then got into the pilot’s seat of the Kalkert glider. This type of ‘bird’ really had little to do with gliding any more, but nevertheless I found it interesting to fly such a piece of furniture for a change: after all, there might be a chance that an Airspeed Horsa, the British counterpart, would fall into our hands.
By that time the military situation was getting steadily worse, fuel became scarce and could, of course, only be used for the most urgent programmes. These included primarily the Messerschmitt Me 262 jet programme in which I was to participate if not prevented by really urgent test flights with captured aircraft. Tasks of this nature and other urgent jobs were welcome opportunities for me to replace the desk chair with the pilot’s seat.
In the East, the major Soviet offensive against East Prussia began from the direction of Lomzha around 6 January, 1945. A few days later the first Soviet Yakovlev Yak-3 fighter landed intact at Gross-Schimanen, an airfield I had already visited the previous September.
This was exciting news indeed, as everybody was most anxious to know more about this latest Soviet fighter. According to reports, it was not only much lighter than the Yak-9 but was also said to be superior to it in performance regarding climbing speed and turning radius, especially from the ground level up to about 3000-3500 m (10,000-11,500 ft).
The necessary arrangements did not take long, and on 11 January I set out again by train to Gross-Schimanen. By then, traveling by train had become rather wearisome; they were late and without heating, and the air raids had made everything uncertain. I took my experienced flight engineer with me as well; he could not fly back with me in the single-seater, but would be of great assistance in identifying the various control levers.
After many difficulties and a very uncomfortable journey - I also had my parachute with me - we finally arrived at Gross-Schimanen.
The Yak-3 made a very good impression; in particular, the finish of its plywood wing surface was of an excellent quality. It was smaller than the Yak-9 and weighed only 2500 kg (5512 lb) all up, and therefore its power loading was only about 4.5 lb/hp. One can imagine what this meant in terms of acceleration alone! Another surprising fact was that, in spite of the small wing of about 15 sq.m (161.5 sq.ft) area the wing loading was also relatively low due to the light all-up weight.
As I walked around the Yak-3 I noted with satisfaction that it had a nice, wide undercarriage which retracted inwards to meet under the fuselage. Then I settled down in the pilot’s seat and began the usual search to find Out where the various lever operations ‘arrived’ when watched from the ground. The water-cooled in line engine ran very well, and the propeller even had quite a bit of ground clearance. Still, I knew I had to muster my utmost flying skill, because these fast little devils could be very nasty at times, if ‘only’ by trying to swing or stall at take off. The trapezoid wing, which was tapered at a ratio of about 1:3, suggested that there was the hazard of stalling if it was not set in a special way, so that the outer wing sections had a smaller angle of incidence which would delay the separation of the airflow in the area near the ailerons.
The next morning, on 12 January, there was so much ‘other traffic’ in the air over Gross-Schimanen that a take-off with the captured Yak-3 was out of the question. Not until it was afternoon and the weather was getting worse, dared I take off in the direction of Markisch-Friedland. One had to watch the agile little aircraft very carefully to prevent it from having its own funny ways during the take-off. The view was not too good while I was taxiing on account of the upright V 12-cylinder engine, but in flight the visual range was all right. The control forces were slight, so that one had to be careful not to over-react. However, the engine was running smoothly and encouraged me to fly at low level. I had decided to do without an escorting aircraft, so that there was no possibility of testing the Yak-3 thoroughly at higher altitudes. Still getting my ‘feel’ of the Soviet fighter, I landed at Märkisch-Friedland fifty minutes later, approaching at a rather high speed.
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Ответ: Ла-5 и отчет Лерхе
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The control forces were notably reduced with undercarriage and flaps down and the landing was a bit shaky, but the wide undercarriage helped, and I was quite contented with my smooth three-point landing. When taxiing to a halt, however, trying to help with the pneumatic brake lever on the control column, I noted that the compressed air pressure had run down. There was a pressure gauge in the cockpit, but, of course, I did not know the correct values, and so I had to taxi with utmost care. What was more important: I had been graciously accepted without being fired at; perhaps I had even been properly announced. The lack of compressed air was by no means just a flaw, because not only the brakes but also the undercarriage, flaps and the radiator gills were pneumatically operated. Something had to be done about it. My luck held at the workshop, and as we started the engine, the soap suds we had put along the air pipe system formed some lovely bubbles at a cap nut. So the damage was not serious and could be repaired by cutting a new gasket and tightening the nut. But even these minor repairs meant that there was not enough time left that afternoon to continue the flight; after all, it was January. I was relieved that the compressor had not suffered any damage because repairing or even replacing would have been a time-consuming business.
The next day, it was again the thirteenth (of January), the weather was beastly. It was snowing and there could be no question of taking off, but the weathermen dangled hopes before my eyes for the afternoon. The Yak-3 had no blind-flying. instruments, though, and I had to get down somewhere and be able to know my position, too, As it happened, the meteorologists’ prophesy even came true, and so I got ready. Much to my surprise, the air pressure in the system was right, too, and at 1527 hrs I opened the throttle again, taking care that the Yak-3 did not swing during take-Off. Although the flight was properly announced, I carried the signal pistol with the identification ammunition as well. I glanced frequently at the manometer, but the pressure seemed to remain constant. The weather too improved a little as I got further west, and so I ventured a little higher to make some initial tests regarding the stability in the elevator and rudder controls — I was not tired enough of life to test the Yak at slow speed and low level. The short winter day was getting near the end, it grew misty again and I was glad after a 45-minute flight to spot Lake Müritz with the Rechlin airfield on its south end. Even when I extended the undercarriage and flaps the air pressure remained constant, which was reassuring. Soon afterwards I placed the Russian bird smoothly on the grass, and with compressed air power on hand the taxiing in wavy lines was not too difficult either. The pneumatic brake reacted on one wheel following the corresponding rudder movement, and on both wheels in central rudder position. As a result of my experience with the noisy La-5 I had plugged my ears with cotton wool under my flying helmet for this flight. The engine of the Yak, which was not exactly quiet either, had therefore not deafened me as much as that of the La-5, and so I was able to answer the questions my colleagues were bombarding me with. As usual, the aircraft was taken into the workshop hangar for inspection by various experts. General interest was roused by the excellently finished plywood wing surface. It created minimum friction and also offered the advantage of easy repair even on front-line airfields with makeshift facilities.
Before I was able to think of the first test flights, I received the news that Reichsmarschall Goring wished to see the aircraft at Oranienburg near Berlin, and I was to fly it there the next day. The morning arrived with snow and low clouds
reaching down to the tree tops in some areas and I wanted to decide from what I could see myself whether or not it was possible to fly. I finally got my way and was cleared for Oranienburg by the air-traffic control, but the weather was really very bad and I had a hard time with the fast and sensitive aircraft not to lose sight of the railway line to Neustrelitz which I was following to start with. There was no other way of getting to Oranienburg in this poor visibility. Before I had reached Neustrelitz where I had to ‘change’ to the railway line to Berlin, I plunged into the cloud layer reaching down to the trees in several places. I really would have liked to get through to Oranienburg, but at last reason prevailed; it would have been irresponsible to go on under the circumstances. The inspection had to take place without the Yak, I could not help it. I started looking for a piece of land without woods and low cloud cover in order to get my machine on opposite course. It did go off well, as often practiced, but I had the impression that on this flight at least I had reached the limits of what one could risk; after all, this was only my third flight with the sensitive Russian bird! I found my way back to Rechlin all right and after a 25-minute flight landed on the airfield. All flying operations had already been suspended for ‘lack of weather’ and my colleagues were surprised to see a lonely fighter still hanging around in the air. However, soon afterwards the meteorologists held out hopes to me again. Not only did they forecast that the weather would improve - it could not get worse, anyway - but they said that this would happen very soon, and I had my Russian bird refueled in order to be prepared just in case.
Two hours later I had another go and got through to Oranienburg.
The inspection had started already, and everyone was pleased that my attractive aircraft was now available as well. I put on my best service uniform with holstered pistol on the belt, took on a generally more military air and planted myself beside the Yak-3.
I thought it quite interesting to witness this to-do for once. Soon the swarm around the marshal drew nearer. I saluted smartly, as I had learnt during my military training but rarely needed to as Fliegerhauptingenieur, and made my report. Goring looked at me in a kindly way with his blue eyes. Everything seemed a bit theatrical.
I noticed his hectically flushed cheeks and his soft Russian leather boots of the same colour. My reply to his questions regarding the Yak-3 was that performance measurement tests had not been made yet, but due to the extremely light weight of
the aircraft combined with the high aerodynamic quality and available engine power, excellent climb and superior low-level dog-fighting performance might be expected compared to our Bf 109 and FW 190 fighters. All this was based on simple physical laws, which were obvious to anybody with the slightest technical background; also, one could not overlook that the aerodynamic design of the Yak was excellent. I said as much but I could not fail to notice that the inferiority of the
aircraft above medium altitudes as a result of the poor altitude performance of its engine fitted the bill somewhat better. It was all a bit odd, being there and accounting to the highly praised and, a little later all the more abused Reichs-
marschall Hermann Goring about the latest Soviet fighter which I had just flown, Apparently, they did not intend to go into any technical details. It was clear to me that Goring’s rights were already curtailed at that time and that he was being
bypassed. I certainly did not want to be in his shoes.
And so the swarm of people, whose individual faces now escape my memory, marched on. Sic transit gloria mundi. As by then it was too late to fly home I sat down in the mess with a few pals from ‘Zirkus Rosarius’ and passed the time in friendly discussions. Apart from their ‘organising’ of captured aircraft for their own purposes before we could test them, we got on quite well with one another. I was able to promise them that they could have the La-5FN as soon as the test flights were completed. When I returned to Rechlin with the Yak the following day, I felt at home in it already. It was then that I really appreciated how pleasant it was to fly this fighter in good weather conditions.
Our work at Rechlin became more and more difficult and hopeless as the military situation deteriorated. Many colleagues had already been taken away and impressed into paratroop or infantry units by a specially appointed general nicknamed the ‘hero pincher’ (in analogy to a black goblin called the ‘coal pincher’ which had been invented for the purpose of reminding people to save fuel during the war). Only the most urgent test- and evaluation programmes could still be carried through because fuel was getting scarcer, too. In addition to the still outstanding flights with captured aircraft I also participated in the work on the Messerschmitt Me 262 jet fighter, about which more later. The performance evaluation tests with the Soviet fighters presented some problems in so far as they were mainly high-altitude flights which could only be made in good weather, rare in January. And on the few days when the weather was suitable the sky over Germany was crowded with many strange aircraft which rendered performance measurement flights, particularly with captured aircraft, impossible. It also happened, of course, that on days which would have permitted flying activities, take-offs had to be cancelled as a result of minor defects in the aircraft.