Теперь сам отчет Лерхе:
Теперь сам отчет Лерхе:
А ведь волк остался бы в живых, если бы не заговорил в темном лесу с незнакомой девочкой в красной шапочке.
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.
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.
Крайний раз редактировалось Bogun; 15.12.2004 в 06:08.
А ведь волк остался бы в живых, если бы не заговорил в темном лесу с незнакомой девочкой в красной шапочке.
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.
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.
А ведь волк остался бы в живых, если бы не заговорил в темном лесу с незнакомой девочкой в красной шапочке.
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.
Despite the depressing situation our work schedule remained quite full. Thus, time and again pilots were wanted to carry out important measurement flights with new German aircraft and I participated in making speed-course flights with the Bf 109K, although my main flying activity was concerned with captured aircraft. In addition to the first measuring flights with the Yak-3 there was one more scheduled evaluation flight with the La-5FN still outstanding, after which I ferried it to ‘Zircus R’ at Oranienburg.
Another new aircraft type was already waiting there to be tested, the Hawker Tempest, and I took it back to Rechlin. For this ferry flight I again had the choice between bad weather and air raids, and I had to make the best of it. It was urgent, as usual, and I had little time to familiarize myself with the instruments, control levers and switches in the cockpit. To be on the safe side, I made a trial take-off in this fighter which had the reputation of being a very fast aircraft. So much so in fact that it had got around that with the Tempest it was possible to shoot down, or at least to intercept and cause premature crashing of the V-1 flying bomb, The flight promised to be interesting!
I settled myself in the cockpit, primed the engine, and the 24 cylinders roared into life. I was pleased to note that the big Sabre was running smoothly and to see that all the other devices and instruments appeared to be in good order. During the first few take-offs with aeroplanes unknown to me I was, of course, on the look-out for any tendency to swing or an untimely lift-off. The Tempest was a remarkable aircraft also regarding its flying characteristics. I felt really good in its cockpit, and as I was flying over open country I could not resist the temptation of pushing the throttle lever all the way forward to see what the fighter was capable of.
А ведь волк остался бы в живых, если бы не заговорил в темном лесу с незнакомой девочкой в красной шапочке.
У нас же встречаются воспоминания о ЯКе. Когда в КБ Яковлева приходили нарекания из частей на самолет, что тот мол не дотягивает по показателям до заявленных. Даже комиссия выезжала в части на "разборки". И всё выше перечисленное там имело быть место. Так это в наших частях, что уж тут говорить о трофейном самолёте, да ещё и без инструкции ....Сообщение от badger
Я верю в Бога... всем остальным руки держать там где я их вижу.
Так, теперь мы попадаем в область неакуратностей, предположений и спекуляций, которые начались с выхода книги Лерхе и будут продолжатся до тех пор пока гн.Геннадий Серов все не объяснит. За эти двадцать пять - двадцать восемь лет многие пытались до истины докопатся но база для получения информированных выводов очень уж скудная.
К тому же все усилия часто осложнялись плохими/вольными переводами того что написал Лерхе, как например здесь:
http://www.airforce.ru/history/ww2/la5fn&yak3/
и здесь:
http://www.airforce.ru/history/ww2/la5fn&yak3/la5fn.htm
Даже в самой книге Лерхе (в ее английском переводе) "Заключительном отчете по Ла-5ФН" приводятся неправильные данные (в которые меня просто носом ткнули, спасибо). Но, на всякий случай привожу этот первый английский перевод отчета.
И еще - эта сайт приводит "дату и обстоятельства захвата Ла-5ФН":
http://www.luftwaffe-experten.co.uk/kl.html
"Landed by mistake on a German airfield on 12Aug.44. This a/c was tested by Lerche in late Sep.44 at Rechlin – Gross-Schimanen."
Ну, про "обстоятельства захвата" Bykov уже немного говорил, ну а о дате?
Верить-не верить?
Крайний раз редактировалось Bogun; 15.12.2004 в 22:39.
А ведь волк остался бы в живых, если бы не заговорил в темном лесу с незнакомой девочкой в красной шапочке.
Как я уже писал - вольный перевод и элементарные ошибки присутствуют уже в первом оригинальном переводе отчета в самой книге Лерхе (особено в секции о скороподемности) так что привожу здесь перевод отчета с немецкого на английский, сделаный немцем. 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
---
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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Крайний раз редактировалось Bogun; 15.12.2004 в 21:50.
А ведь волк остался бы в живых, если бы не заговорил в темном лесу с незнакомой девочкой в красной шапочке.
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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
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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.
А ведь волк остался бы в живых, если бы не заговорил в темном лесу с незнакомой девочкой в красной шапочке.
Ответа нет?
Выяснилось, что в предыдущих постах (ненамеренно!) я несколько исказил картину, так что сорри.
Перво-наперво: все, что сказано ниже - это есть всего лишь ПРЕДПОЛОЖЕНИЕ, хотя и основанное на фактах и изысканиях Г.Серова. Так что просьба относиться к этому именно как к гипотезе, имеющей основания для существования.
Итак, в начале августа, предположительно 10-го (дата называлась по памяти, так что возможна ошибка в день-два) 1943 г. пара Ла-5ФН 13-го иап (буд. 111 гиап) пилоты л-т Игнатьев и л-т Чабров, вылетели на сопровождение Ил-2. На обратном пути самолеты попали в зону интенсивного огня вражеской МЗА и оба были подбиты: один получил попадание в мотор, который заклинило, второй - пробитие бензобака. Пара совершила вынужденную посадку на территории, занятой противником, примерно в 15-20 км от линии фронта. Пилоты спешно покинули самолеты (приземлились рядом) и скрылись в ближайшем лесу (или в каком-то ином укрытии). Дело было в р-не Богодухов - Томаровка (ЕМНИП - это недалеко от Харькова). Самолеты уничтожить не успели, т.к. (по их словам) "опасались погони немецких автоматчиков". Спустя 2 дня пилоты перешли линию фронта и вернулись в полк. Доложили (естественно!) что самолеты "полностью разбиты в результате вынужденных посадок"... По факту нахождения пилотов в течении 2х суток на территории противника и оставления в его руках боевой техники (видать не поверили, что с-ты были разбиты, и, судя по всему, правильно) было проведено расследование, причем после этого обоих летчиков из полка убрали. Игнатьев спустя неготорое время объявился в 5-м гиап и стал ГСС, а Чабров где-то "скрывался" (я пока не узнал, где) почти год и снова появился в 111-м гиап только в апреле 44-го.
Самолеты были новые, эксплуатировались в боевых условиях меньше месяца (полк официально в боях с 17.07.43), двигатели были ФН, серийных номеров Серов не назвал (не помнит, записи дома), но говорил, что один самоль был вроде как "3-ей серии"... По его прикидкам, тот, который с простреленным баком, немцы эвакуировали и именно его испытывал Лерхе (возможно, при этом были использованы запчасти и от 2-го).
Вот, собственно, и все.
Крайний раз редактировалось Bykov; 19.12.2004 в 17:45.
С наилучшими - M.Быков
43 год!!!!!!!!!!!!!! август 43???????????!!!!!!!!!
Или лыжи не едут или я %%%
ИМХО это не те самолеты. Чего то ваш друг путает.
Landed by mistake on a German airfield on 12Aug.44. This a/c was tested by Lerche in late Sep.44 at Rechlin – Gross-Schimanen
Крайний раз редактировалось SkyGuard; 19.12.2004 в 20:51.
Черт... Может, это я перепутал? И речь все-таки об августе 44-го. Хотя тогда 111 гиап уже глубоко в Польше был. Собственно, про местность это я сам, по своим данным уже писал. Но Игнатьев точно последние победы в 13-м иап в начале августа 43-го одержал... Хотя, опять же - 1я победа в 5-м гиап у него - 15.02.45. Блин, надо про год уточнить43 год!!!!!!!!!!!!!! август 43???????????!!!!!!!!!
Или лыжи не едут или я %%%
ИМХО это не те самолеты. Чего то ваш друг путает.
Landed by mistake on a German airfield on 12Aug.44. This a/c was tested by Lerche in late Sep.44 at Rechlin – Gross-Schimanen...
С наилучшими - M.Быков
Точно, я облажался с годом, каюсь
Меня в заблуждение ввел факт, что у Игнатьева последняя победа в 13-м иап в начале августа 43-го... Интересно, чего же это он целый год не сбивал? Ранен, что ли, был?.. А дело как раз в Польше было. Так что, похоже, подходит этот случай. Но гарантии, конечно, все равно нет.
С наилучшими - M.Быков
БОГОДУХОВ. Оккупирован 16 октября 1941 г. Освобожден 17 февраля 1943 г. войсками ВорФ в ходе Харьковской операции. Абсолютная нестыковка времени и места. И третья серия в 44ом году это очень не новый самолет. Практически столько и не живут
Т.е. если эксплуатировались с 43го года, и без замены? Целый год. Тут конечно надо проверять выводился ли полк в резерв. Но насколько я знаю полки выводились только при больших потерях, а технику оставшуюся передавали остающимся полкам. Нужен номер заводской.
2 Богун: а в отчете Лерхе есть номер ? В смысле самолета номер, заводской.
Да нет, про Богодухов это я написал, по своим данным. Серов про это ничего не говорил. Я банально перепутал год: ведь не записывал треп в тетрадку (это неудобно)БОГОДУХОВ. Оккупирован 16 октября 1941 г. Освобожден 17 февраля 1943 г. войсками ВорФ в ходе Харьковской операции. Абсолютная нестыковка времени и места. И третья серия в 44ом году это очень не новый самолет. Практически столько и не живут
Кстати, насчет Богодухова, освобожден-то он, может, и в феврале, а интенсивные воздушные бои над ним шли как раз в августе 43-го.
С наилучшими - M.Быков
ИМХО, загадок стало только больше
Это точноИМХО, загадок стало только больше
С наилучшими - M.Быков
La 5 with double-row radial, fuel-injected engine M 82 FNW.
И все же может ваш товарищ объяснить эту фразу в отчете?
Он вообще-то сказал, что ФНВ и ФН - это одно и тоже, сначала просто называли Ф и НВ, чтобы различать, потом, когда Ф ставить перестали, арактически сразу стали писать ФН, ФНВ в документах вообще не встречается, типа, "разговорный жанр"... И действительно: на капотах и килях писали либо Ф (в кружочке, ессно), либо ФН в "ромбиках" , ФНВ не встречается. Насчет заводских доков это надо в РГАЭ копаться, он там частый гость, оснований не верить у меня нет... Хотя х.з. - может, на капоте ставили ФН, а на самих движках - ФНВ? :confused: Не знаю, в общем... Серова увижу только после НГ, если вообще увижу - есть сложности... В любом случае, имхо, август 1944 - слишком поздно для ФНВ.
С наилучшими - M.Быков
Ну в этом то и вся сольУ Лерхе ФНВ, а такое обозначение только на ранних двигателях. Из этого можно понять почему лавка не давала положеной скороподьемности, движка старая. В этом как бы наш спор, разобраться в чем была причина заниженных характеристик по сравнению с нашими тестами
Есть еще один вариант: может, движок был перегретый?У кого-то из ветеранов было в воспоминаниях, что если движок "Ла-5го" перегреть выше 220 градусов (головки цилиндров), то он после этого "не тянул".Но это уж точно сейчас не установить...
Freedom Forever!
----------------
Уже многократно вроде говорилось о том что на малых высотах данная Лавка практически давала положенную скороподъемность?
На 300 явно больше 17 , скорее 18-19. на 4000 там в районе 15,5м\с, у немца 13.
И купила бабка, мыло и мочало, у этой песни нет конца - начинай сначала.. (c)
Скажите, уважаемый, а вы сам график видели, или из головы эти цифры выдумали?
Рекомендую взлянуть всё же :
http://badger.front.ru/089.htm
Потомоу что на 300 метров там ровно 18 м/с, а не 19, а на 4000 - 14,5 м/с, никак не 15,5
Итого имеем разницу - в 1 - 1,5 м/с , что составляет 6-10%
Эта именно та цифра на которую МОГ быть недостаток мощности, но гораздо проще эти цифры объясняються более простыми причинами, например взглянем изветный отчет о испытаниях Ла-7 № 452101-39 - на 0 метров - 17,0 м/с, на 4000 метров - 13,7 м/с :
http://badger.front.ru/011.htm
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