I am vry interested in any source docs re this La7 to FW performance trial.
I have the following translation with respect to a performance trial with an 109 G4
Fund of NII VVS, inv. 485716, file 273
Approved. Chief Engineer of VVS A.Repin, 11 Oct 1944
THE STATEMENT
on results of verification trials of a serial La-7 with ASh-82FN engine and
VISh-105V-4 propeller, D=3.1m
/ac.No 45210203, prod. in July 1944 by factory No 21/
Air combat with Me-109G-4
In horizontal manoeuvring up to 5000m the La-7 gets on the tail of
the Me-109 for an aimed shot after 3-4 turns. Above 5000 m the advantage of
La-7 in horizontal manoeuvre decreases. At an altitude of 7000m horizontal
manoeuverability of both planes is equal.
In vertical manoeuvring the La-7 has an obvious advantage over the Me-109
up to 3500m and can keep an altitude dominance of 150m during combat. When
it reaches an altitude of 3500m the La-7 slightly loses its superiority over
the Me-109 in vertical manoeuverability, but even at 7000m the La-7 can
maintain a dominance of about 40-50m. At 6500-7000m the vertical
manoeuverability of both planes is equal.
The La-7 accelerates into the dive faster than the Me-109 and therefore can
reduce the distance to an escaping target. However, in continuous dive the
Me-109 increases its speed faster after initial acceleration and departs from
the La-7.
Unfortunately the comparison is virtually without hard data.
a future trial to acertain the left right turn efficiencies recorded the following.
Approved. Chief engineer of VVS A.Repin, 29 Dec 45
The statement No 222
on results of verification trials of La-7 with ASh-82FN engine and VISh-105V-4
propeller in order to determine manoeuverability characteristics
/ a/c No 38100869, plant No 381, prod. of July 1945 /
Lead pilots: major Kubyshkin A.G., captain Pikulenko D.G.
Brief data
The complete verification trials were to determine the difference between right
and left manoeuvres and influence of the engine mode on manoeuverability
characteristics (360deg. turns at 1000 and 5000m, combat turns and split-Ss)
are to be done for the first time.
The plane has been tested with normal flight weight of 3310kg at nominal
engine mode (Ps=1000mm of Me. pile, n=2400RPM).
Conclusion.
1. La-7 does manoeuvres better backward to propeller rotation's direction,
as well as Yak-3.
2. The difference between right and left manoeuvres for La-7 is less than
for Yak-3 (the difference in time of right and left turns is 0.3-0.7 sec
for La-7 and 1.0 sec for Yak-3).
Inferences.
1. La-7 No 38100869 has following manoeuverability characteristics:
a) optimum extreme sustained turn
H,m...Direction...IAS,km/h.....Time,sec.........Radius,m.......Bank angle,deg.
1000.right.........320-340......21.0-21.2........305-335........70.7-71.4
.........left..........320-340.....20.7-21.0........290-315........71.2-71.5
5000.right..........280-290.....30.7................485-500........64.3-64.8
.........left..........280-290.....30.0................470-490........65.4-65.7
203 was a standard early production unit.....869 was a 3 cannon unit with the latest inlet filters installed in the wings.
I assume that LW experts here can take known 109G4 performance figures and transpose those with the FW190?
