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La-9

The Lavochkin Design Bureau was constantly working on improving aircraft air combat. All new aircraft and related industries were considered for the possible introduction of a fighter plane. In 1944 it passed bench tests of the engine AL-83 (1900 hp). Lavochkin installed it on an experienced fighter, which in August 1944 for the first time exceeded the 700-kilometer line speed. Following this perspective, as it seemed, the engine installed on the new fighter, "120" - the prototype of the future La-9.

"120" looked no different from the La-7. However, the front part of the fuselage had a metal structure, the rear - a wooden one. But perhaps the most important difference was the wing with a laminar profile, which significantly increase the speed.

Tests of the prototype began January 2, 1945 (lead test pilot A. Davydov). In July, it reached a speed of 725 km / h, or 24 km / h higher than that of the LA-7 with AL-83. But soon the flights ceased because AL-83 demanded finishing. The work with the aircraft "120" ended. Two instances were experienced in the discharge.

In October 1946 the aircraft "130" passed state tests and in the same year was put into production at the plant number 21 (g.Gorky) under the symbol "article 48" ("Type 48"). Fighter was adopted under the official name of La-9. La-9 continued the line of La-5's, but it was more of a constructive new aircraft than a simple upgrade of previous machines.

Externally, the new fighter was different from his predecessor combat La-7 in that the ends of the wing were not rounded, and cut. Slats in the new profile were not needed. The design of the aircraft was all-metal, and due to weight savings by replacing wood on duralumin number of fuel tanks was increased to five (total capacity - 825 liters). Increased supply gorbchego pozvolyalya use this for fighter escort. Cockpit was slightly expanded, it has become more convenient. The aircraft had increased gun armament (four guns NS-23 with ammunition 300 rounds). La-9 aircraft, equipped with one of the best kinds of guns, is considered the most heavily armed fighter piston.

La-9 was constantly improved. Only in 1948 in its design it introduced 197 changes to improve the quality of the machine.

Produced aircraft serial number 21 in the factories (g.Gorky) and number 99 (Ulan-Ude). Total from 1946 to 1948 was released in 1634 aircraft. This fighter was delivered to China and North Korea. Since 1947 La-9 can be found in parts belonged to the 1st, 2nd, 4th (Poland), 9th (Korea - Manchuria), 11 th, 14 th, 16 th and 17-th Air Army, as well as in the Moscow Military District.

The hostilities on the Korean peninsula attended by several squadrons of North Korean air force, armed La-9 and La-11.

Prototype 126 fighter with ramjet (1946-1947)

The development work on the aircraft "126" based on the La-9 were created experimental fighter with a ram air-jet accelerators ramjet design of MM-430 Bondaryuk.

In 1946, the prototype "126" was equipped with two ramjet-430, located under the wings. Ramjet worked on the same fuel as the main motor. The aircraft received factory index "164" and passed factory tests in June-September 1946. (testers A.V.Davydov and A.A.Popov). It was obtained at the rate of growth of operating ramjet - 109 km / h. (relative to the original aircraft without ramjet - 64 km / h). According to test results, it was recognized that the installation of the ramjet engine is more reliable and less complicated to operate than installing engines.

In late 1946, work on installing the ramjet-430 continued on the modification of series of La-9. Experimental aircraft with two accelerators under the wings received factory index "138". The plane was an attempt to combine the flight range of piston aircraft and jet speed. The desired result was not achieved. The range was good, and the speed is poor. Two cars passed factory tests from February to September 1947. Compared with the La-9 speedup enabled ramjet was only 45 km / h (at an altitude of 3000 m), although the expected increase of 70 -100 km / h.

Fighter "138" could fight with the bombers B-29 and B-50, but in a battle with enemy fighters (and piston and jet) its chances were slim. In view of the rapid progress of jet aircraft further work to equip the piston fighter jet boosters were terminated.

The experience gained in the design and finishing of the ramjet, has subsequently been used to create more powerful engines. In particular for engines used in aircraft target La 17.

La-9 UTI trainer (factory index "140") (1947)

The training fighter was originally at the factory number 21 (Gorky) code "140", then - the designation La-9B (export). The aircraft was equipped with a double cabin with duplicate devices, dual control of the aircraft and the engine. On arms or had a gun NS-23, or one machine gun UBS. In addition, equipment was installed for night flights, fotoustanovka for the planned shooting, intercom, a device for towing a target-cone designed for target practice fighter pilots. In flight qualities, stability and controllability of the aircraft was a single-seat combat similar to La-9 and is available to pilots of average skill to pilot both from the front and from the rear of the cab.

In June, 1947. He passed state tests. The aircraft was manufactured in series at the factory #99 (Ulan-Ude) to April 1948 under the designation La-9 UTI (article "49"). It was produced 250 aircraft, 100 two-seater UTI La-9 was converted in 1951 to repair the fleet of Air Force bases frontline fighters. UTI La-9 is widely used for aircrew training as the Soviet Air Force and Air Force pilots of the DPRK and China.

La-9 RD-13 Piloted Fighter (1947)

In July 1947, in La-9 was established with a modified RD-13. In August of 1947, started production tests of La-9 with the RD-13. August 3, 1947. 13 La-9 aircraft equipped with accelerators RD-13, participated in the air parade. In November, one La-9 RD-13 passed GK NII VVS for it on a special flight tests. The aircraft showed the growth rate from operating PuVRD 127 km / h (relative to the original plane without PuVRD - 70 km / h). However, due to a significant increase in fuel consumption, large acoustic loads and vibrations, further work on the installation PuVRD were deemed inappropriate.




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Page last modified: 07-12-2015 19:22:13 ZULU