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30-549: (Redirected from La-5 ) LA-5 , La-5 , LA 5 or LA5 may refer to: Lavochkin La-5 , a Soviet fighter aircraft of World War II Louisiana Highway 5 , a northwest–southeast route in DeSoto Parish, Louisiana Louisiana's 5th congressional district , a federal congressional district covering much of northeastern and central Louisiana Louisiana's 5th State Senate district ,

60-545: A constituency of the Azad Jammu and Kashmir Legislative Assembly in Pakistan La5 , an Italian television channel La Cinq , a former French television channel [REDACTED] Topics referred to by the same term This disambiguation page lists articles associated with the same title formed as a letter–number combination. If an internal link led you here, you may wish to change the link to point directly to

90-513: A counterpart found in the wings of some birds, the alula , a feather or group of feathers which the bird can extend under control of its "thumb". Slats were first developed by Gustav Lachmann in 1918. The stall-related crash in August 1917 of a Rumpler C aeroplane prompted Lachmann to develop the idea, and a small wooden model was built in 1917 in Cologne . In Germany in 1918 Lachmann presented

120-401: A high energy stream to the flow of the main airfoil , thus re-energizing its boundary layer and delaying stall. In reality, the slat does not give the air in the slot a high velocity (it actually reduces its velocity) and also it cannot be called high-energy air since all the air outside the actual boundary layers has the same total heat . The actual effects of the slat are: The slat has

150-538: A patent for leading-edge slats. However, the German patent office at first rejected it, as the office did not believe the possibility of postponing the stall by dividing the wing. Independently of Lachmann, Handley Page Ltd in Great Britain also developed the slotted wing as a way to postpone the stall by delaying separation of the flow from the upper surface of the wing at high angles of attack, and applied for

180-466: A patent in 1919; to avoid a patent challenge, they reached an ownership agreement with Lachmann. That year, an Airco DH.9 was fitted with slats and test flown. Later, an Airco DH.9A was modified as a monoplane with a large wing fitted with full-span leading edge slats and trailing-edge ailerons (i.e. what would later be called trailing-edge flaps) that could be deployed in conjunction with the leading-edge slats to test improved low-speed performance. This

210-477: A single throttle lever. Due to airflow limitations, the engine boost system ( Forsazh ) could not be used above 2,000 m (6,562 ft). Stability in all axes was generally good. The authority of the ailerons was deemed exceptional but the rudder was insufficiently powerful at lower speeds. At speeds in excess of 600 km/h (370 mph), the forces on control surfaces became excessive. Horizontal turn time at 1,000 m (3,281 ft) and maximum engine power

240-586: A state senate district primarily in New Orleans, Louisiana Louisiana's 5th House of Representatives district , a district in the Louisiana House of Representatives representing parts of Caddo Parish Los Angeles City Council District 5 , representing Los Angeles communities in the Westside, central-eastern Santa Monica Mountains, and central-southern San Fernando Valley Constituency LA-5 ,

270-495: A superior roll-rate. Lerche advised Fw 190 pilots to draw the La-5FN to higher altitudes, escape attacks by diving followed by a high-speed shallow climb, and avoid prolonged turning engagements. The most serious La-5 defects were the engine's thermal isolation, lack of cockpit ventilation, and a canopy that was impossible to open at speeds over 350 km/h. Furthermore, poor engine compartment insulation allowed exhaust gas to enter

300-411: A wide range of speeds. Trailing-edge flap systems running along the trailing edge of the wing are common on all aircraft. Types include: The chord of the slat is typically only a few percent of the wing chord. The slats may extend over the outer third of the wing, or they may cover the entire leading edge . Many early aerodynamicists, including Ludwig Prandtl , believed that slats work by inducing

330-565: Is in storage at the Military Aviation Museum in Virginia Beach, Virginia . Data from Istoriia konstruktskii samoletov v SSSR, 1938–1950, Jane's Fighting Aircraft of World War II General characteristics Performance Armament Related development Aircraft of comparable role, configuration, and era Related lists Leading edge slats A slat is an aerodynamic surface on

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360-603: The ASh-82 FN engine with direct injection of fuel into the cylinders. It was perfected and had better maneuverability, acceleration, speed and climb rate compared to the early variants. Everyone was in love with the La-5. It was easy to maintain, too." Nevertheless, La-5 losses were high, the highest of all fighters in service in USSR, excepting those of the Yak-1. In 1941–45, VVS KA lost 2,591 La-5s: 73 in 1942, 1,460 in 1943, 825

390-539: The Second World War . The LaGG-1 was underpowered, and the LaGG-3 - with a lighter airframe and a stronger engine did not solve the problem. By early 1942, the LaGG-3's shortcomings led to Lavochkin falling out of Joseph Stalin 's favour, and LaGG-3 factories converting to Yakovlev Yak-1 and Yak-7 production. During the winter of 1941–1942, Lavochkin worked unofficially to improve the LaGG-3. Design work

420-510: The Yak-7, and intensive flight tests began in April. The aircraft was named LaG-5 ; the change from LaGG was because Mikhail Gudkov , one of the original LaGG designers, was no longer with the programme. By July, it was called La-5 , although Gorbunov was still involved. By July, the La-5 was ordered into full production, including the conversion of incomplete LaGG-3 airframes. Production based on

450-449: The aerodynamic purpose with the advantages of less: mass, cost, drag, inertia (for faster, stronger control response), complexity (mechanically simpler, fewer moving parts or surfaces, less maintenance), and radar cross-section for stealth . These may be used in many unmanned aerial vehicles (UAVs) and 6th generation fighter aircraft . One promising approach that could rival slats are flexible wings. In flexible wings, much or all of

480-530: The aircraft to takeoff into a light wind in less than 45 m (150 ft), and land in 18 m (60 ft). Aircraft designed by the Messerschmitt company employed automatic, spring-loaded leading-edge slats as a general rule, except for the Alexander Lippisch -designed Messerschmitt Me 163B Komet rocket fighter, which instead used fixed slots built integrally with, and just behind,

510-599: The cockpit; in response, pilots frequently ignored orders by flying with open canopies. Soviet pilots were generally satisfied with the La-5. "That was an excellent fighter with two cannons and a powerful air-cooled engine", recalled pilot Viktor M. Sinaisky. "The first La-5s from the Tbilisi factory were slightly inferior, while the last ones from the Gorki plant, which came to us from Ivanovo , were perfect. At first we received regular La-5s, but then we got new ones containing

540-563: The engine controls (throttle, mixture, propeller pitch, cowl flaps, and supercharger gearbox) had separate levers which forced the pilot to make constant adjustments during combat or risk suboptimal performance. For example, rapid acceleration required moving no less than six levers. In contrast, contemporary German aircraft with the BMW 801 used the Kommandogerät engine computer system that automatically controlled all of these settings from

570-570: The following year, and 233 in 1945. The La-5F arrived at the frontline in February 1943. It was able to challenge the Bf 109G-2 and the Fw 190A-4 on more or less equal terms, while at tree-top height it was even faster. One of the most successful La-5 units was 5th Guards Fighter Aviation Regiment, that flew 3,802 combat sorties, claiming 128 enemy aircraft shot down while losing 52 Lavochkins. An La-5 wreck

600-567: The intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=LA-5&oldid=983808644 " Category : Letter–number combination disambiguation pages Hidden categories: Short description is different from Wikidata All article disambiguation pages All disambiguation pages Lavochkin La-5 The La-5 descended from the LaGG-1 and LaGG-3, aircraft designed by Vladimir Gorbunov before

630-459: The leading edge of the wing of a fixed-wing aircraft . When retracted, the slat lies flush with the rest of the wing. A slat is deployed by sliding forward, opening a slot between the wing and the slat. Air from below the slat flows through the slot and replaces the boundary layer that has travelled at high speed around the leading edge of the slat, losing a significant amount of its kinetic energy due to skin friction drag. When deployed, slats allow

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660-563: The pilot's exterior visibility with a cut down rear fuselage. The definitive La-5FN had a fuel-injected engine, a different engine air intake, and was further lightened. A full circle turn took 18–19 seconds. Very late-production La-5FN had two 20mm Berezin B-20 cannon installed in the cowling in place of the heavier two 20mm ShVAK ; both were capable of a salvo weight of 3.4 kg/s. 9,920 La-5s of all variants were built, including dedicated trainer versions, designated La-5UTI . The La-5

690-649: The prototype began almost immediately in factories in Moscow and the Yaroslav region. Changes to the main production model included slats to improve all-round performance. The La-5 was inferior to the best German fighters at higher altitudes, but equal at lower altitudes; it was suitable for air combat over the Eastern Front which typically took place at altitudes under 5,000 m (16,404 ft). The aircraft received further modifications. The La-5F improved

720-456: The wing panel's outer leading edges. Post-World War II, slats have also been used on larger aircraft and generally operated by hydraulics or electricity . The A-4 Skyhawk slats were spring loaded and deployed by the air load below certain speeds. Several technology research and development efforts exist to integrate the functions of flight control systems such as ailerons , elevators , elevons , flaps , and flaperons into wings to perform

750-588: The wing, a design that was used on a number of STOL aircraft. During World War II, German aircraft commonly fitted a more advanced version of the slat that reduced drag by being pushed back flush against the leading edge of the wing by air pressure , popping out when the angle of attack increased to a critical angle. Notable slats of that time belonged to the German Fieseler Fi 156 Storch . These were similar in design to retractable slats, but were fixed and non-retractable. This design feature allowed

780-454: The wings to operate at a higher angle of attack before stalling. With slats deployed an aircraft can fly at slower speeds, allowing it to take off and land in shorter distances. They are used during takeoff and landing and while performing low-speed maneuvers which may take the aircraft close to a stall . Slats are retracted in normal flight to minimize drag . Slats are high-lift devices typically used on aircraft intended to operate within

810-581: Was 25 seconds. The La-5's top speed and acceleration were comparable to Luftwaffe fighters at low altitude. The La-5FN roll rate was slightly higher than the Messerschmitt Bf 109 ; the Bf 109 was slightly faster, and had higher climb and turn rates. The La-5FN climbed slightly faster and had a smaller turn radius than the Focke-Wulf Fw 190 A-8. However, the Fw 190A-8 was faster at all altitudes and had significantly better dive performance and

840-574: Was conducted in a small hut beside an airfield. In early 1942, Gorbunov replaced a LaGG-3's inline engine with the stronger Shvetsov ASh-82 radial engine . The nose was replaced with the nose of the ASh-82-powered Sukhoi Su-2 . The new engine required work to maintain the aircraft's balance. The prototype first flew in March, and demonstrated surprisingly acceptable performance; air force test pilots considered it to be superior to

870-598: Was later known as the Handley Page H.P.20 Several years later, having subsequently taken employment at the Handley-Page aircraft company, Lachmann was responsible for a number of aircraft designs, including the Handley Page Hampden . Licensing the design became one of the company's major sources of income in the 1920s. The original designs were in the form of a fixed slot near the leading edge of

900-650: Was the basis for the further improved Lavochkin La-7 . A number of La-5s continued in the service of Eastern Bloc nations after the end of the war, including Czechoslovakia . In mid-1943, a new La-5 was captured by the Germans after making a forced landing at a German airfield. The aircraft was assessed by Luftwaffe test pilot Hans-Werner Lerche . Lerche noted that the La-5FN excelled at altitudes below 3,000 m (9,843 ft) but suffered from short range and flight time of only 40 minutes at cruise engine power. All of

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