Little is known about this complicated machine, which was designed by George A. Lawrence of Sayre, Pennsylvania. It was claimed to have flown during secret tests, first on 1 October 1907, and then on 11 October. It’s not clear if it was crewed or not, however the inventor said he had plans to build a larger machine, which would be powered by a 60 hp engine and capable of carrying three people. In 1908, Lawrence entered into a business relationship with Gustave Whitehead and formed the Whitehead Motor Works.
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 1950s.
Engine: Shvetsov Ash-82FNV, 1850 hp Max take-off weight: 3990 kg / 8796 lb Empty weight: 2770 kg / 6107 lb Wingspan: 9.8 m / 32 ft 2 in Length: 8.7 m / 28 ft 7 in Max. speed: 674 km/h / 419 mph Ceiling: 10250 m / 33650 ft Range w/max.fuel: 2550 km / 1585 miles
Closely related to the La-126, the La-130 – first flown on 16 June 1946 – encluded a number of refinements, both aerodynamic and structural, and featured a revised fuel system of increased capacity and a laminar flow symmetrical wing section. It retained the ASh-82FN radial of the preceding fighters, but provision was made for four 23mm NS-23 cannon.
The similarity to the famous Lavochkin La-7 was only superficial; the new fighter was all-metal and had laminar flow wings.
The aircraft’s strength decreased due to the removal of wood from the airframe largely allowing for the fuel and armament capacity of four guns. In combat it showed that the La-130 was equal to the La-7 but was inferior to the Yakovlev Yak-3 in horizontal and vertical maneuvers.
Series production was authorised in November 1946 as the La-9 (Russian: Лавочкин Ла-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 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 bad effects on the handling characteristics.
In 1950 China imported 129 La-9 aircraft. The last 5 La-9 fighters were retired in 1959. The Romanian Air Force imported 10 in 1950 (5 La-9 and 5 La-9 UTI), and the type was also operated by North Korea.
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. The La-126 possessed no commonality with the Lavochkin bureau’s previous La-7 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.
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.
The first series production La-7 were produced in March-April of 1944. That Summer they were handed over to the pilots of 63 GIAP for operational trials. Though they had inferior performance to what was expected the pilots enjoyed great success with this aircraft until engine problems and wing spar failures forced Marshal Novikov to step in an ground all La-7s until the problems could be rectified. The causes were dirt getting into the supercharger air intake at the wingroots and improper execution of lightening holes in the structure. In November 1944 all production irregularities had been worked out and production resumed of the La-7.
La-7
The last war time production model was unchanged except the armament. In February 1945 3xB-20s became the standard armament. Weight was increased to 7,325 but performance was unchanged.
115 La-7 were lost to all military causes (less than half of these to aerial combat) and at the same time accounting for more than 3,100 aerial victories.
Roll rate was considered equal to any Fw-190A.
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 then 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.
Engine: Shvetsov M-82FN, 1850hp Max take-off weight: 3400 kg / 7496 lb Empty weight: 2620 kg / 5776 lb 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 sq.m / 189.34 sq ft Max. speed: 680 km/h / 423 mph Cruise speed: 450 km/h / 280 mph Ceiling: 11800 m / 38700 ft Range: 990 km / 615 miles Crew: 1
La-7 Engine: ASh-82FN, 1,850hp. Max speed: 362mph/SL Max speed: 413mph/20,200ft. Climb: 4,000fpm/SL. Climb to 16,400ft: 4.6min. Ceiling: 31,000ft. Armament: 2xShVAK. Test weight: 7,179 lbs.
La-7 Engine: Shvetsov M-82FN, 1850hp Max speed: 382mph/SL. Max speed: 421-423mph/20,200ft. Climb SL: 4,300fpm Climb to 16,400ft: 4.2min. Ceiling: 34,450ft. Test weight 7,105 lbs. Armament: 2xShVAK (20mm).
La-7 Engine: Shvetsov M-82FN, 1850hp Max speed: 382mph/SL. Max speed: 421-423mph/20,200ft. Weight: 7,325 Armament: 3x20mm Berezina B-20 cannon
In late 1941 it was decided to improve the performance of the LaGG-3 by installing the more powerful 1600 hp Ash-82A radial engine. The basic LaGG-3 airframe was adapted for a 14- cylinder two-row radial Shvetsov M-82 engine without major redesign (examples converted from existing LaGG-3 airframes on the production line sometimes being referred to as LaG-5s). Despite its fractionally greater installed drag, 1%, it offered speed increase from 353 to 373 mph and improved all-round performance at height. The liquid-cooled fighter was cancelled in May 1942, all production switching to the new machine, designated LaGG-5. With in a few weeks this in turn was replaced om the assembly line by a further improvement, tested as a prototype early in 1942, with a new fuselage containing two 20mm guns and having a lower rear profile behind a canopy giving all-round vision. This was the La-5 which proved to be 28 mph faster than the Bf 109G-2 below 20,000 ft. But the German fighter could outclimb it and efforts were made to reduce weight.
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. Early machines retained the cockpit and rear fuselage construction of the earlier fighter.
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 degree vision canopy.
The designed earned Lavochkin the title of Hero of Socialist Labour, and the La-5 made its operational debut at the Battle of Stalingrad in October 1942.
A further development of the La-5AV became the La-7.
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. This version fought in the Battle of Kursk, and was produced in fairly substantial numbers.
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.
La-5FN Engine: Shvetsov M-82FN, 1850hp Max take-off weight: 3360 kg / 7408 lb Empty weight: 2800 kg / 6173 lb 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 sq.m / 188.37 sq ft Max. speed: 648 km/h / 403 mph Ceiling: 11000 m / 36100 ft Range: 765 km / 475 miles
La-5FN Engine: Shvetsov ASh-82FN, 1640hp Wingspan: 9.8 m / 32 ft 2 in Length: 27 ft 10 in Height: 9 ft 3 in Empty weight: 6085 lb Loaded weight: 7406 lb Max. speed: 402 mph at SL Service ceiling: 11000 m / 36, 000 ft Max range: 528 miles Seats: 1 Armament: 2 x 20 mm ShVAK cannon Bombload: 330 lb
Various remedies for the handling shortcomings of the LaGG-1 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.
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 of 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, superseded by the La-5.
During 1941 Lavochin converted one LaGG-3 to have an M-82 radial engine. Despite its fractionally greater installed drag, 1%, it offered speed increase from 353 to 373 mph and improved all-round performance at height. The liquid-cooled fighter was cancelled in May 1942, all production switching to the new machine, designated LaGG-5.
Flown to Manchuris by a Russian deserter and tested by Japanese in 1942 at Harbin
LaGG-3 Engine: Klimov M-105, 1100 hp Wingspan: 9.8 m / 32 ft 2 in Wing area: 17.5 sq.m / 188.37 sq ft Length: 8.9 m / 29 ft 2 in Height: 8 ft 10 in Empty weight: 2620 kg / 5776 lb Max take-off weight: 3190 kg / 7033 lb Max. speed: 570 km/h / 354 mph at 16,400 ft Cruise speed: 450 km/h / 280 mph ROC: 2953 fpm / 900 m/min Ceiling: 9700 m / 31800 ft Range: 800 km / 497 miles Armament: 1 x 20 mm ShVAK cannon, 1 x 12.7mm Beresin mg, 2 x 7.62mm ShKAS mg
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 pre-series 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. Time 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 remedies 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.
LaGG-1 Engine: 1 x 1,100hp Klimov M-105P 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 sq.m / 188.37 sq ft Max take-off weight: 3380 kg / 7452 lb Empty weight: 2968 kg / 6543 lb Max. speed: 600 km/h / 373 mph ROC: 2953 fpm / 900 m/min Service ceiling: 31,496 ft / 9600 m Range: 660 km / 410 miles
Laville DI-4 (Russian: Лавиль ДИ-4) was a prototype two-seat fighter aircraft developed in the Soviet Union in the 1930s.
The chief designer Henri Laville was one of several French aviation specialists invited to work in the Soviet Union and the DI-4 layout was typical of the French trend at the time with a high-mounted gull wing (first for a Soviet aircraft) and all-metal construction.
First flying on 4 January 1932, the test flight program was completed in 1933 but despite good performance the aircraft did not enter mass production, in part because Soviet Union had no plans to purchase the Curtiss V-1570 engine. Only the one was built.
Powerplant: × Curtiss V-1570 Conqueror, 448 kW (601 hp) Propeller: 2-blade fixed-pitch Wingspan: 13.3 m (43 ft 8 in) Wing area: 23.9 m2 (257 sq ft) Length: 8.5 m (27 ft 11 in) Empty weight: 1,448 kg (3,192 lb) Gross weight: 1,949 kg (4,297 lb) Maximum speed: 266 km/h (165 mph, 144 kn) Range: 500 km (310 mi, 270 nmi) Service ceiling: 6,440 m (21,130 ft) Time to 5,000 m (16,404 ft): 17 minutes Wing loading: 81.5 kg/m2 (16.7 lb/sq ft) Power/mass: 0.230 kW/kg (0.140 hp/lb) Horizontal turn time: 15 seconds Crew: 2
A German school biplane built in spring 1912, powered by a 55 hp Argus, Richard Lauer built this biplane in 1912 and was permitted to test the aircraft at the Exerzierfeld Halle-Beesen, where he managed “some long flights”. He also set up a hangar and wanted to open a flight school that summer but unfortunately he crashed and destroyed the aircraft in June. Lauer suffered severe injuries that presumably prevented him from ever flying again.
