LLv34_Flanker Posted January 26, 2014 Posted January 26, 2014 S! Just got my hands on the scans of the original test reports of the LaGG-3 Series 35 done by FiAF. Plane got designation LG-3 and flew operational sorties. Now reading through and translating the text, but has already shown some interesting stuff 3
bivalov Posted January 27, 2014 Posted January 27, 2014 damn, that's will be great, if you will to post or show something... and although i doubt, about really new information in addition to info from books, original documents it's nice reading anyway...
LLv34_Flanker Posted January 27, 2014 Author Posted January 27, 2014 S! I am still working on the scans Mr.Bivalov But seems there are interesting things. One interesting thing was that the turn time for cruise power and full power was not that much different in time, but at cruise speed the circle was smaller etc. I will try to post ASAP
bivalov Posted January 28, 2014 Posted January 28, 2014 I am still working on the scans Mr.Bivalov But seems there are interesting things. One interesting thing was that the turn time for cruise power and full power was not that much different in time, but at cruise speed the circle was smaller etc. I will try to post ASAP ok... but don't need really rush, we still here... btw - it's by my experience in these things and it's just logical - any little details can be interesting and very useful, for example, ammo belts and type of shells in belts, so, pls dont miss these details if you can...
LLv34_Flanker Posted January 28, 2014 Author Posted January 28, 2014 (edited) S! Mr.Bivalov, BeSure There was info on the ammo belts as well. I got another document that had info on planes and the guns + bombs. And I agree, sometimes you find a lot of info in small details. Edited January 28, 2014 by LLv34_Flanker
JtD Posted January 28, 2014 Posted January 28, 2014 Looking forward to the document, too. If it can be made available to the public (copyright and stuff), have you thought about offering it to http://www.wwiiaircraftperformance.org ? It would be the first Soviet aircraft there.
LLv34_Flanker Posted January 28, 2014 Author Posted January 28, 2014 S! I will translate the pages and post them here. First 2 pages will be turning tests as those always interest people. Sorry if I am not that fast, working and taking care of a kid can be a bit hectic at times
LLv34_Flanker Posted January 30, 2014 Author Posted January 30, 2014 (edited) S! Here are the 2 first pages. I wrote them straight out to a post, so might include some typos. Will work on the other pages as much as time permits I hope you find this info interesting. Structure Mixed structure. Front fuselage metallic, covered with metallic plating. Rear fuselage plywood structure. Wing, 3 parts. Metal tubing sturcture with plywood outer layer. Outer leading edges fitted with slats(from later series only). Rudder of duraluminum with fabric cover. Landing gear retractable, can be fitted with skis. Tail wheel retractable(in later series only). Air pressure tanks behind the pilot armor in rear fuselage. Main Dimensions Length: 9m Wing span: 9,8m Wing area: 17,58 square meters Wing loading: 185kg per square meter Empty weight: 2536kg Loaded weight: 3245kg without bombs or rockets. Power to weight ratio: 2,82kg/hp Powerplant 1 engine. Earlier series VK105 P or VK105 PF (1150-1200Hp). 2-stage charger, recommended gear change at 3500m. 450-480 litres of fuel in 5 tanks. 3 in mid wing and 2 in wings. All fuel tanks rubber coated and can be filled with exhaust gas to prevent fire. 50kg of oil. Cooling radiator located under the rear fuselage at trailing edge of the wing. Metallic 3-blade constant speed propellor. Performance(by verified results, VK105 PF) Maximum speed at 0m: 447km/h. Maximum speed at 1000m: 477km/h Maximum speed at 2000m: 511km/h Maximum speed at 3000m: 502km/h Maximum speed at 4700m: 532km/h Maximum speed at 5700m: 520km/h Maximum speed at 6700m: 487km/h Cruise speed approximately 350km/h. Minimum speed with full control authority 250km/h, leading edge slats open. Landing speed 150-155km/h. Landing run with braking 450-500m. Take-off from an even icy runway approximately 550m, from a soft runway considerably longer. Lift-off speed 190-200km/h. Climb to 1000m / 1,4min. , 2000m / 2,8min. , 3000m / 4,4min. , 4000m / 6min. , 5000m / 7,8m. , 7000m / 15min. Practical ceiling 7800m to which time was 24 minutes. Optimal climb speed 250km/h. Flight time 1,5 2,5h depending on power setting. Range approximately 700km. Maneuverability 360deg turn with full power 2000m altitude 25sec. , radius 467m. 4000m altitude 25sec. , radius 468m. 6000m altitude 26sec. , radius 467m. 360deg at cruise power 2000m altitude 26sec. , radius 427m. 4000m altitude 26sec. , radius 475m. 6000m altitude 27sec. , radius 415m. Acceleration(TAS) 2000m altitude 247km/h - 440km/h, 4736m, 55sec. 4000m altitude 313km/h - 465km/h, 3875m, 45sec. 6000m altitude 284km/h - 426km/h, 2916m, 42sec. Deceleration 2000m altitude 440km/h - 247km/h, 2153m, 25sec. 4000m altitude 465km/h - 313km/h, 1464m, 17sec. 6000m altitude 426km/h - 284km/h, 1250m, 18sec. Climb (vertical/Immelman) 2000m altitude 465km/h, 750m, 11sec. , speed at top 254km/h. 4000m altitude 446km/h, 650m, 10sec. , speed at top 274km/h. 6000m altitude 426km/h, 500m, 11sec. , speed at top 293km/h. Turn radius when pulling out of a dive 70-80deg dive, 600km/h IAS, starting altitude 4000m. Pull out started at 2800m, R=1250-1300m, 10sec. , altitude loss 700m. 180deg vertical turn with full power 2000m altitude, 18sec. , altitude increase 700m. (Speeds same as in vertical climbing.) 4000m altitude, 15sec. , altitude increase 600m. 6000m altitude, 17sec. , altitude increase 400m. 180deg horizontal turn 2000m altitude, full power 11,8sec. , cruise power 11,7sec. 4000m altitude, full power 12,0sec. , cruise power 12,5sec. 6000m altitude, full power 12,7sec. , cruise power 13,3sec. Flight characteristics Level and climb performance is good. In a turn when closing 300km/h and depending on the used force in pull the plane stalls through losing speed. In a too tight turn the turn stops when air flow is lost on the wing. Plane easily makes erratic movements(sorry for this translation, in a hurry), but can easily be recovered from before a spin develops. Plane stays well in a turn, but tries to self tighten the turn rate and stalls easily. In dives the plane "swims" well, but as speed increases it tends to roll to right. Loss of altitude when pulling out from a dive is very small. The plane tries to pull out of the dive by itself and stalls through. The lack of agility because of the high wing load calls for avoiding turn fights, especially at low altitudes. Spinning below 2000m is very dangerous. Visibility in level flight good except to 6 o'clock. Armament 1 20mm Shvak (engine mounted) with 120-140rds of ammo and one 12,7mm Berezin in the fuselage with 220rds of ammunition. 2 x 100kg bombs or 2 x 50kg + 2 x 25kg, 2-4 hardpoints in the wings, maximum bomb load 220kg. Older series also accommodated 2 x Shkas machine guns in the fuselage. Instead of bomb pylons 6 x RS-82 (seldom). Pilot armor 9mm thick behind the pilot, no armor under the seat. Radio equipment RSI-4 Vulnerabilities Most vulnerable parts the radiator under the fuselage and fuel tanks in the wing. Remarks Production being phased out in favor of the La-5, derived from LaGG-3. I hope you liked the translation. I will now work on the more detailed test document also and post when ready. Edited January 30, 2014 by LLv34_Flanker 11
303_Kwiatek Posted January 30, 2014 Posted January 30, 2014 (edited) Maximum speed and turn time looks very bad as for Serie 35th. Quite huge difference comparing to " official " or known data. Edited January 30, 2014 by Kwiatek 1
LLv34_Flanker Posted January 30, 2014 Author Posted January 30, 2014 S! I will post the more detailed data when I get it ready. It includes all the weights, also pilot etc. in flying condition and it was in excess of 3000kg. 1
Emgy Posted January 30, 2014 Posted January 30, 2014 Many thanks for the work, at which date was this report written?
LLv34_Flanker Posted January 30, 2014 Author Posted January 30, 2014 S! 17.2.1943 and 1.3.1943 respectively. Flown by 2 pilots: Ltn Siltavuori and Capt Kokko.
Volkoff Posted January 30, 2014 Posted January 30, 2014 (edited) This information is very cool. Thanks for the translation. I can only scan it right now, but I am hoping to go through it later today and try to compare the Series 35 with our Series 29, tomorrow. Just scanning this info, the turn times seem very similar to our in game LaGG-3 Series 29. Thanks again, Flanker! MJ Edited January 30, 2014 by =69.GIAP=MIKHA
LLv34_Flanker Posted January 31, 2014 Author Posted January 31, 2014 S! You are welcome The interesting part are the acceleration/deceleration times. In the test report itself is the method also explained how they attained the speeds. They flew on a "track" to eliminate the wind screwing up the measurement. So basically fron N to S and vice versa. This to E and W too. And the dcoument has the engine and propellor info, clearly a VK-105 PF. But let me work on a feasible way to present the data
303_Kwiatek Posted January 31, 2014 Posted January 31, 2014 (edited) I dunno but these finish data looks for me more like for VK 105 PA engine not VK-105 PF. Maximum speed are more adequate for PA engine - maximum speed at FTH is at 4.7 km so more close to PA engine which got peak at 4800-5000 m. Laggs with VK-105 PF reach maximum speed at ab. 4000m comparing to VK-105PA ab. 5000m. Engine take off nominal @ alt.1 @ alt.2M-105P , M-105PA 1100 1020 1100 @ 2000m 1050 @ 4000mM-105PF 1210 1210 1260 @ 700m 1180 @ 2700m Edited January 31, 2014 by Kwiatek
LLv34_Flanker Posted January 31, 2014 Author Posted January 31, 2014 S! The plane was a Series 35 with M-105PF 3-1119 and propellor was W-105 SWP.
LLv34_Flanker Posted February 1, 2014 Author Posted February 1, 2014 S! And then some more data. Translated from the document, gives detailed weights on items that were on the plane etc. Enjoy! 17.2.1943 LG-3 weighing details 1. Empty Weight - Airframe, powerplant and basic equipment. 2511kg 2. Loadout a) Pilot including flight gear. 95kg 95kg b) Fuel and lubricant Fuel 450 litres 340kg Lubricant 50kg Coolant 90kg 480kg c) Equipment Radio (transmitter/receiver) 14kg 12,7mm machine gun 26kg 20mm cannon 45kg 85kg d) Payload 200 x 12,7mm rounds, belt and ammo box 36kg 140 x 20mm rounds, belt and ammo box 33kg 69kg 729kg 3. Take-off weight Combined weight of plane and equipment 3240kg Bombs would add an additional 200kg of weight, not calculated to the total. 5
LLv34_Flanker Posted February 2, 2014 Author Posted February 2, 2014 (edited) S! And then some more to come. Test flight by captain Pekka Kokko in Tampere, Pyhäjärvi ice base 1.3.1943. This is the preliminary part to the test flight before the charts. After the charts is the more detailed part of the test flight that clears the issues some might find from this text. So please do not draw any conclusions from this before all text has been translated and charts presented. Thank you and I hope you enjoy. LaGG-3 performance from test flights Test flights performed with LG-3. Plane's engine was M-105 PF 3-1119 and the propellor W-105 SWP. The plane has self deploying leading edge slats. Tail wheel is of a retractable type. Balancing of the rudder accomplished by a lead weight put in the front part of the rudder, in the horn shaped part. 2 bomb racks were installed. Weight during flight The weight of the plane was 3170kg according to the separate weighting table. Gauge check and calibration During the test flight altitude was read from the plane's own gauge. Readings were checked after the flight. Results given and used in calculations in mmHg. Temperature was read from the plane's own gauge. As there was a reason to doubt it's accuracy and there was no way to verify it's accuracy, it was asked from the Meteorological Institute the required temperature values. According to the values and statement given from Meteo it can be said that the temperature differed at maximum 1-2'C from the test flight conditions. Track test flight was performed using testing equipment. It was also planned to use testing equipment for speed and climb tests, but this had to be abandoned. The result squares drawn from the track tests have partly slight error margin and mostly very small error margins. Wind direction had slight variation during the test flights. The results drawn from the gauge readings still comply with the corrected values. The error margin on the plane gauges are very small according to the performed tests. The other manifold pressure has been installed at the factory. The gauges are before and after the carburettor. Climb test According to the climb test the rate of climb was 15,6m/s from 0 to 1000m. As it is very hard to perform a climb test at this time and hard to get the curve shape right by using this value(15,6m/s) the value has not been held on to when the drawing the curve. The turning points of the power curve can not be determined from the climb test thus engine readouts were used when drawing. The most optimal charger gear change altitude could not be determined either. Speed test Speed test was performed after the climb test. In this test the FTLs could not be determined either using the test results. Also the optimal charger gear change altitude could not be exactly determined, approximation 3300m. Achieved level speeds can be taken as reasonably accurate. Edited February 2, 2014 by LLv34_Flanker 4
LLv34_Flanker Posted February 4, 2014 Author Posted February 4, 2014 S! Takes a bit longer to translate the report itself, sorry for the delay. 3
LLv34_Flanker Posted February 9, 2014 Author Posted February 9, 2014 (edited) S! Sorry for the delay, real life interferes as always. But here comes more. This time in the form of the flight report, how test pilot Captain Pekka Kokko judged the plane according to the test flight. As the Finnish used in the report is a bit "oldish" in grammar and wording, I had to take some liberties to modernize it for the translation. Content itself was not modified in any way. I hope you like it. Evaluation test flight on the LaGG-3 Tampere 1.3.1943 Evaluation flights performed with LG-3. The plane has automated leading edge slats. Tests flown at Tampere, Pyhäjärvi ice base. Ground handlingTesting of maximum RPM can be conducted on suitable surface with use of only brakes, but usually the plane requires wheel chocks. Use of elevator is enough to keep the tail on ground during the test. There is no tendency to nose over during taxiing even the brakes are efficient but have no real feel to them. View forward is good when plane is zig zagged during taxiing. Tail wheel is not lockable. It is semi rigid centered longitudinally by springs and a slot in the tail wheel support assembly and during taxi the use of rudder alone does not turn the plane. To perfrom turns or zig zagging pilot has to use differential braking. The distribution valve of the brakes is connected to the rudder controls. Landing gear assembly has good damping qualities. To prevent engine overheat during taxi the cooling doors must be kept open. 2. Take-off Before take-off it has to be verified that the propellor pitch is set to fine, equalling 2600rpm. Use of emergency power does not affect take-off in a significant way, the increase of manifold pressure is no more than 3 sm HG. Flaps can not be used on take-off due technical reasons. Lift of tail is quite heavy. Feel on the elevator is good so "over lifting" does not occur. Plane yaws to right during take-off. To prevent this and due the ineffective rudder at slow speed slight use of brakes is required. When speed increases only rudder is required to easily keep the plane straight. Plane requires a reasonably long take-off run(approx. 550m) due the high lift off speed 190-200km/h. The plane is stable during take-off and lifts off either by itself or with a light pull. Acceleration immediately after getting airborne is good, but climb must be done cautiously. To set the plane in climb configuration does not require other than pressing a button to retract the landing gear. Retraction of the landing gear is slow, approximately 25 seconds. Emergency power has to be disabled at this point, if used. Visibility during take-off is good. The plane requires a rather large even field without high obstuctions for take-off. 3. Climb Optimal speed for climbing is 250km/h. View forward during climb is not very good due the long nose of the plane. During climb the plane tries to bank right thus causing yaw to this direction as well. This is easily countered by using ailerons. The engine operated within normal parameters during the tests up to 8000m without overheating. 100% power and maximum rpm 2600 was used, cooling doors fully open. Weather mild winter day. 4. Level flight View during level flight is good except to rear sector. Plane keeps altitude and direction well during level flight. Needed corrections can easily be done with controls or the very effective trim tabs. Maximum level speed is achieved on 2600rpm at 4700m. Indicated air speed 418km/, corrected 530km/h. Maximum low level speed around 440km/h. Optimal cruise speed seems to be approximately 350km/h(slower at higher altitudes) with 2200rpm. Note with charger gear change that even the changing altitude is 2500m it is not useful to use higher gear until abouve 3500m in level flight where the maximum level speed with 1st and 2nd gear are the same. 5. Turns Plane stays in turns well. Use of rudder is high compared to ailerons. In tighter horizontal turns the nose must be kept relatively high to hold altitude. When speed decreases to approximately 300km/h, depending on the tighness of the turn, the plane stalls through losing speed and leading edge slats open. This causes the elevator responseto become significantly light. In a too tight pull the turn stops and the plane starts to shake as air flow departs from the wings. The turn can be continued after easing on the stick. If continuing the pull plane enters a spin. The chandelle to gain altitude has to be shallow as with a tighter turn the rate of climb decreases relatively fast. In sliding turns, even shallow ones, the speed has to be kept above 250km/h and be cautious of the easily happening loss of speed. 6. Descent and approach Most usable approach speed for the plane is 250km/h. The plane is controllable even at 200km/h but stalls with the nose at horizon and blocking the view forward. During approach the plane has a slight tendency to bank and yaw left. During a longer approach pilot must beware to not cool the engine too much. 7. Landing Preparing the plane for landing has to be done high and far enough from the airfield, because landing gear extension is slow(approx. 35 seconds). Extending the landing gear makes the plane slightly nose heavy. Before deploying the flaps plane has to be trimmed tail heavy as the flaps come out fast and make the plane very nose heavy. Porpellor pitch has to be set to fine/high rpm. Good gliding speed higher up is slightly over 200km/h, at 20m on air field edge no less than 190km/h. Visibility is good due the steep glide angle. Visibility is impaired if pilot has to increase engine power thus nose rises. Elevator authority is good up to the touch down. During the flare speed drops rather sharply and plane lands on 3 points at around 150-155km/h. There is no yawing during roll out. Braking can be started immediately when plane is rolling steadily. With heavy use of brakes the landing takes a relatively short distance, 450-500m on an ice runway. Without braking the distance doubles. With flaps retracted the landing speed is 175km/h and takes 650-700m with brakes applied. If the landing has to be aborted it has to be done in good time as gaining altitude is slow when plane is in landing configuration. Field requirements are the same as for take off. NOTE When evaluating the landing qualities of the plane using this test flight data, it has to be noted that an even ice field was used. During summer and on uneven and softer surfaces, with a plane this heavy, the take-off distance will increase considerably. Flight characteristics Stall With engine on idle and in level flight the plane starts to stall at 250km/h with the leading edge slats opening. The plane keeps it's postion during stall and can be controlled. In landing configuration the stall begins at 220km/h and is also stable at this state. 2. Pull over The plane goes in pull over at speed of 170-180km/h and starts to shudder. If the pull is tightened the plane banks to left and enters spin. If pull is easened the plane is controllable again. In landing configuration the pull over speed is 150-155km/h. 3. Dives In dives the plane "swims" well. When speed increases the tendency to bank right appears, being strong at maximum dive speeds. Plane does not wobble but stays at direction after making directional changes. Acceleration even in shallow dives is fast. Loss of altitude from dives is very low(vertical dive, end speed 700km/h, loss of altitude 1000m). The plane tries kind of pull out of the dive itself and stalls "through" so that the speed does not increase anymore at the end of the recovery. Engine runs normally and steadily during dives and there is no tendency to over-rpm. 4. Aerobatics Loop. Good starting speed approximately 450km/h resulting in a radius of 800m and speed at top of the loop 220-230km/h. Loop is otherwise normal, but at the top of the loop plane gets pulled over and leading edge slats open lightening the elevator so much that at the beginning of the descent part of the loop controls have to be easened enough to prevent shuddering. Immelman turn. Turning in an Immelman is slow due the pull over. Plane stalls considerably when it is banked continuing in level flight if turning has not been started with the nose well above the horizon. Altitude gain with starting speed 450km/h is about 700m. Slow roll. At starting speed 350-400km/h makes a slow roll to both sides easily. To keep altitude during the roll nose must be kept above horizon. Ailerons forces are heavy. Split-S. In a split-s the plane loses only a little altitude and gain of speed is small. With starting speed of 300km/h the loss of altitude is 650-700m and speed in the end 400km/h. Spin. Spin is forbidden in aerobatics. In the spin nose of the aircraft is relatively low, spin is slow and rate of descent very high. Strong shake comes from the tail. Recovery takes 1.5-2 revolutions when pushing stick froward and giving counter rudder. Use of engine in recovery helps. (According to Russian sources spinning is very dangerous below 2000m.) 5. Instrument flying Instrument flying is easy due the stability of the plane but intrumentation is inadequate, lacking an artificial horizon and a gyroscopic compass. Conclusion Suitability as a front line fighter are backed by relatively good speed and climb characteristics and dive qualities. The plane lacks in maneverability due the high wing load and so called dog fighting is not advisable, especially at low altitude. Airfield requirements also set some restrictions. Edited February 9, 2014 by LLv34_Flanker 7
LLv34_Flanker Posted February 9, 2014 Author Posted February 9, 2014 S! Next I try to get the charts and stuff added for your reference. 1
303_Kwiatek Posted February 9, 2014 Posted February 9, 2014 Nice report thx Flanker for these. Dunno if you have something about Lagg 3 without slats?
LLv34_Flanker Posted February 9, 2014 Author Posted February 9, 2014 S! Finns had Series 4 and 29 as well, but do not have those reports. Must ask around from the guys if those reports had survive or scanned.
LLv34_Flanker Posted February 10, 2014 Author Posted February 10, 2014 (edited) S! Some information about Captain Pekka Kokko. He was credited with 13 aerial victories before being transferred to Valtion Lentokonetehdas (State Aircraft factory) as a test pilot. 19.2.1944 he was transferring a VL Pyry trainer from Tampere but very bad weather forced him to turn back. From low altitude the plane PY-32 crashed into woods killing both Pekka Kokko and the passenger. I will get the charts posted this week as well. There are weighing details, MAC measurement (27,5%) etc. So I hope you lot find it interesting. Edited February 10, 2014 by LLv34_Flanker
LLv34_Flanker Posted February 15, 2014 Author Posted February 15, 2014 S! Thanks, I am glad you liked the data. Sorry for the delay on the charts. I will post them as soon as possible. They include nice stuff and add to the text.
andyw248 Posted February 23, 2014 Posted February 23, 2014 Thank you so much for translating and posting, Flanker! Highly appreciated.
Kurfurst Posted February 25, 2014 Posted February 25, 2014 (edited) Any Soviet trials / nominal specs knows for series 35 LaGG-3..? (not to diss Finnish results, but it is very hard to find material on Soviet fighter aircraft) Edited February 25, 2014 by VO101Kurfurst
bivalov Posted February 25, 2014 Posted February 25, 2014 Any Soviet trials / nominal specs knows for series 35 LaGG-3..? (not to diss Finnish results, but it is very hard to find material on Soviet fighter aircraft) personally i never seen tests of s35, just cant remember any info about exactly this plane, although i have experience in this things... in free access has only some numbers for s29 (№31212912) and looks like plane without slats, and i think developers have full report about plane, including info about s34, ie lagg-3 with sh-37 and slats... i think, because plane was of very late series, plus starting of mass production of la-5 during this time, s35 was not really tested, were several little changes in design, and performance was very similar with s29 which could have with slats too... but i could be mistaken, and have a bit of some information, but my memory dont thinks so...
Crump Posted February 27, 2014 Posted February 27, 2014 Maneuverability 360deg turn with full power 2000m altitude 25sec. , radius 467m. 4000m altitude 25sec. , radius 468m. 6000m altitude 26sec. , radius 467m. They must have used the aircraft's own speed gauge as well. Only turn performance calculations in IAS, CAS or EAS will return such results assuming they flew the aircraft at best turn speeds.
LLv34_Flanker Posted March 9, 2014 Author Posted March 9, 2014 (edited) S! Here are the pics and graphs I promised. Took a bit, real life threw me with buying an apartment and all that :D But I hope you like the pics. Will put translations afterwards. Enjoy! Edited March 9, 2014 by LLv34_Flanker 1 5
bivalov Posted March 10, 2014 Posted March 10, 2014 WOW... that's looks amazing and promising, as always with original documents about planes... thx... moreover, in addition to possibility of using for game, i think it's could be interesting for serious people, i mean, historians etc... by my experience, docs about such planes as late series of lagg-3, in free access it's very rare thing... about too low speed at sl... i just remind, correct results it's 501-507 kph at sl, of several planes of s29 with some differences like propellers, including vish-105sv too (as said Gavrick)... with normal settings of engine (~1030-1050 mm hg), normal condition of plane and correct settings of radiators, plus need keep in mind some improvements for s35, would be something like this... and need to keep in mind possibility of wear, condition of storage, wooden soviet planes all times had different problems with this IINM (ie 463 and 447 later? just thoughts)... and i remembered that plane was not in really good condition and had several little problems (it's can be anything, like i wrote and showed before), although i not sure in this information, but this is really captured plane, without information about original performance, correct information about using in IAP, list of defects from plant, absolutely full description by finns or translation etc... and now personally really i see these new numbers like 13.1-13.4 mps at sl, what's looks more correctly in addition to 447/463 kph at sl, than 15.6 mps... plus, i not see any numbers like 1030-1050 mm hg, i only see 900 and 940 ie it's looks exactly as m-105pa with nominal power and forsazh... if so, difference of power gives around 25 kph IINM... hmm, and "2 bomb racks were installed" in some first tests? it's means - 10-15 kph, so, very simple calculation gives 445 + 25 + 15 = 485 and it's very good for captured plane of this series... although, here have about 1030, could be needed some corrections, because different temperature of air and sometimes - 1-10 degrees etc... "maksimi vaakanopeus" with ~465 kph? with closed radiators/no racks/another weather etc? 465 + 40 = 505... or 465 + 15 = 480, not bad too... well, this is just my first simple thoughts, i not really carefully read translation above and intend to carefully read full report/translation later... 1
LLv34_Flanker Posted March 10, 2014 Author Posted March 10, 2014 S! I will ask for more details on the plane, but it had VK105PF and the propellor mentioned. The plane was repaired and maintained as it was used in operational sorties. LG-3 in the picture was credited with one victory, against another LagG-3. The plane did not have bombs, only the racks or a possibility to have them. Also you can see the CoG was 27,5% from MAC. There is a mention that the 1030mmhg did not give any extra performance and as you see power setting was very close to 1000mmHg. But let me translate the texts Glad you liked it Mr. Bivalov 2
JtD Posted March 11, 2014 Posted March 11, 2014 The top speed at 10m of 447 km/h was done with a density of 1.321 kg/m³. Which, as the table shows, corresponds to - 790 m altitude in standard atmosphere. The sea level speed in standard atmosphere would therefore be around 467 km/h. Thanks for posting! 1
LLv34_Flanker Posted March 11, 2014 Author Posted March 11, 2014 S! Glad you like the charts They also tested the Mata Hari test flight equipment during those flights and it corresponds with the drawn charts etc. Will work on the translation this week if time permits, moving to a new apartment will eat up my time for some time 1
andyw248 Posted March 11, 2014 Posted March 11, 2014 Thanks Flanker, this is really interesting material!
Falco_Peregrinus Posted March 14, 2014 Posted March 14, 2014 (edited) Very very interesting. Thanks. Edited March 14, 2014 by Ioshic
LLv34_Flanker Posted March 14, 2014 Author Posted March 14, 2014 S! I found some tidbits. Finns also restored the other LagG's and added the leading edge slats to them as well. So kind of upgraded them
Crump Posted March 19, 2014 Posted March 19, 2014 I thought there was a comment by one poster on density altitude? Anyway, the velocity and climb rates have been converted to a standard atmosphere (CINA) on the charts, which is good. There will be variation in performance of this specific aircraft vs manufacturer performance. It is just the nature of aircraft. The climb and speed data can be compared with other aircraft under CINA standard conditions. The engine settings data is also valuable as one can see the power used to achieve the listed performance, I think bivalov is on the right track. It is not hard to adjust the power available to power required relationship to determine the performance at any power setting. One thing is they used the aircraft's own instruments which is not the most accurate method of gathering performance data but I think in this case, it is accurate enough. Great report, thanks for sharing!
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