3. Due to airflow limitations, the engine boost system (Forsazh) could not be used above 2000 m (6562 ft).

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2 Introduction The Lavochkin La-5 was one of the Soviet s finest fighter aircraft of World War 2. It was developed from the LaGG-3 which was criticized for being seriously inferior to the Yak-1. The 1700 hp M-82 radial engine had been flight tested in the MiG-3 and Yak-7 without great improvement and was offered to the Lavochkin team. Fitting the big radial to the slender LaGG-3 required drastic engineering redesign. The first flight of the (then) LaGG-3 M82 took place in March The Lagg-3 M82 proved to be 37 mph faster at medium to low altitude than a standard LaGG-3 and was reported to be pleasant to control and responsive, but was prone to over-heating. By May 1942 the most serious issues had been addressed and further testing was encouraging. It was reported that the LaGG-3 M-82 not only out performed indigenous fighter types but also captured enemy aircraft. Despite early optimism the fighter was even more difficult to fly than the notoriously poor handling LaGG-3. This was primarily because the fighter was over-weight. Nevertheless, production of the now La-5 started to leave the factory in July. While still inferior to the best German fighters at higher altitudes, the La-5 proved to be every bit their match closer to the ground. With most of the air combat over the Eastern Front taking place at altitudes of under 5,000 m (16,404 ft), the La-5 was very much in its element. In the summer of 1943, a La-5 made a forced landing on a German airfield. The findings of test pilot Hans-Werner Lerche are summarised below. 1. 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. 2. All of the engine controls (throttle, mixture, propeller pitch, radiator 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 six levers. In contrast, contemporary German aircraft, especially the BMW 801 radial-engined variants of the Focke-Wulf Fw 190 front line fighter, had largely automatic engine controls with the pilot operating a single lever and electromechanical devices. 3. Due to airflow limitations, the engine boost system (Forsazh) could not be used above 2000 m (6562 ft). 4. Stability in all axes was generally good. 5. The authority of the ailerons was deemed exceptional but the rudder was insufficiently powerful at lower speeds. 6. At speeds in excess of 600 km/h (370 mph), the forces on control surfaces became excessive. 7. Horizontal turn time at 1,000 m (3,281 ft) and maximum engine power was 25 seconds.

3 8. The La-5 was found to have a top speed and acceleration at low altitude that were comparable to Luftwaffe fighters. 9. The La-5FN possessed a slightly higher roll rate than the Bf-109. However, the Bf-109 was slightly faster and had the advantage of a higher rate of climb. 10. The La-5FN had a slightly better climb rate and smaller turn radius than the Fw 190A-8. However, the Fw-190A-8 was faster at all altitudes and had significantly better dive performance and a superior roll-rate. 11. Utilizing MW 50 both German fighters had superior performance at all altitudes. It should be noted that both sides provided under-rated performances of the opposition s captured aircraft. The history of the aircraft not being known to the new owner. This review was on the FN rather than Series 8. The La-5 had roughly equal flight characteristics to those of the BF109F, but was weaker than the newer BF109G, which appeared on the eastern front at the same as the La-5, in the autumn of The La-5 is best used as an energy fighter. While having decent maneuverability, it is sluggish at low speeds, and suffers from control surfaces locking up at higher speeds. Boom and zoom in short dives on distracted or weaker enemy planes from around 3000m. In combat maintain 400 kmh.

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5 Introduction to the La5 series 8 cockpit The il2 Battle of Stalingrad cockpit is operated by keystrokes which can be assigned to peripherals. It is useful to know where the controls are located and what state they are in for quick reference while in-game. 1. Supercharger - rear Stage 1, forward Stage 2 2. Oil Radiator - rear closed, forward open 3. Throttle - rear 0%, forward 100% 4. Propellor Pitch - rear 0%, forward 100% 5. Fuel Mixture - rear 100%, forward 0%

6 Instruments 1. Clock 2. Speedometer 3. Tachometer 4. Fuel Gauge 5. Altimeter 6. Compass 7. Manifold Pressure 8. Oil Temperature 9. Radio Homing Compass (when fitted) 10. Turn and Slip Indicator 11. Variometer 12. Cylinder Head temperature 13. Boost switch - Dn Off. 14. Landing Gear - Red UP, Green DN

7 Engine Management - gauges to monitor The La-5 requires careful management of engine temperature. Maintain optimum range by adjusting engine cowls and fuel mixture. The oil radiator cowl provides negligible drag when open so should be left in this condition. In normal flight the engine cowls can be closed, which has the benefit of reducing drag and the attendant benefits of this. When using Forsazh open the engine cowls. Altimeter - lean mixture at high altitude to maintain cylinder heads in operating range (leaning will result in lower temperature). - Supercharger - Stage 1 to 3500m, Stage 2 >3500m (maintain manifold pressure at altitude) Tachometer - normal flight 2300 rpm, max continuous 2400 rpm Manifold Pressure - normal flight 900, max continuous 950 Adjust via throttle and propeller pitch. Oil Temperature C Cylinder Heads C Combat Keys Speedometer - maintain 400kmh, outlet cowls closed Boost below 2000 m, open outlet cowls Forsazh (Boost) - LSH b Fuel Mixture - RALT -/= Inlet Cowls - LCTL -/= Oil Radiator - RWIN -/= Outlet Cowls - LALT -/= Propeller Pitch - RSH -/= Supercharger - LSH s

8 La-5 Combat Notes Managing engine heat is critical when operating the La-5 in combat. Your goal is to keep the outlet cowls closed to maintain optimum aerodynamic performance. The complication is managing engine heat, particularly of the cylinder heads. To do this you will have to maintain an airspeed of 400 kmh to provide the airflow necessary for adequate cooling of the engine in the short term. Extended time in combat mode will be problematic. If the enemy has a height advantage you should disengage. If the enemy pursues your goal is to reduce his energy state by using roll maneuvers. Once this is achieved you can escape by engaging boost and diving for separation. You can safely disengage from any axis aircraft if you have enough initial separation and the energy disadvantage is not too high. Being slow and low in the La-5, without support, is a recipe for disaster. Adjusting flaps is not recommended in combat. The La-5 pilot must get used to routinely using Forsazh (Boost) and managing engine heat. Keep this aircraft fast and it will bring you home. The excellent VVS guns will result in a one shot-one kill attack. But, if you fail to achieve a shooting solution on your initial attack do not enter into a turn fight. Maintain airspeed, climb and repeat the attack. If the enemy fighter pilot is of good calibre he will eventually equalise energy states if successive attacks fail to land a killer blow. If you sense that you are losing your energy advantage, go for separation as previously described. A successful attack is when you safely exit the combat area, whether you kill the enemy or not. Flying the La-5 in combat requires tactics, anticipation and good gunnery skills. With enough warning you can escape safely from any disadvantaged position. Not as easy or pleasant to fly as other Red fighters, but with enough seat time it could be the best.

9 La-5 Common BOS Key Bindings Function Action Key Engine Boost/Forsazh LSH b Engine ignition e Fuel Mixture RALT -/= Inlet Cowls LCTL -/= Oil Radiator RWIN -/= Outlet Cowls LALT -/= Propellor Pitch RSH -/= Supercharger LSH s Flight Flaps raise/lower f/lsh f Landing Gear Trim - pitch, roll Trim - Yaw Trim reset g RCTL arrow keys LCTL z/x LCTL t Lights Cockpit lights l Landing Lights Navigation Lights RSH l RCTL l Misc Canopy RALT c Eject LCTL e Weapons Bomb release b Flare - Red LCTL 1 Flare - Green LCTL 2 Flare - White LCTL 3 Fire Flare Holster Rockets launch/mode LCTL space LCTL ` r, LWIN r

10 LA-5 Data Indicated stall speed in flight configuration: km/h Indicated stall speed in takeoff/landing configuration: km/h Dive speed limit: 720 km/h Maximum load factor: 10 G Stall angle of attack in flight configuration: 22.7 Stall angle of attack in landing configuration: 15.1 Maximum true air speed at sea level, engine mode - Boosted: 544 km/h Maximum true air speed at 3000 m, engine mode - Nominal: 571 km/h Maximum true air speed at 6500 m, engine mode - Nominal: 603 km/h Service ceiling: 9500 m Climb rate at sea level: 18 m/s Climb rate at 3000 m: 13.3 m/s Climb rate at 6000 m: 8.2 m/s Maximum performance turn at sea level: 23.4 s, at 270 km/h IAS. Maximum performance turn at 3000 m: 35.3 s, at 270 km/h IAS. Flight endurance at 3000 m: 1.9 h, at 350 km/h IAS. Takeoff speed: km/h Glideslope speed: km/h Landing speed: km/h Landing angle: 13 Note 1: the data provided is for international standard atmosphere (ISA). Note 2: flight performance ranges are given for possible aircraft mass ranges. Note 3: maximum speeds, climb rates and turn times are given for standard aircraft mass. Note 4: climb rates and turn times are given for Boosted power. Engine: Model: M-82 Maximum power in Boosted mode at sea level: 1700 HP Maximum power in Nominal mode at sea level: 1400 HP Maximum power in Nominal mode at 2100 m: 1550 HP Maximum power in Nominal mode at 5300 m: 1335 HP Engine modes: Nominal (unlimited time): 2400 RPM, 950 mm Hg Boosted power (up to 5 minutes): 2400 RPM, 1140 mm Hg

11 Oil rated temperature in engine output: C Oil maximum temperature in engine output: 125 C Cylinder head rated temperature: C Cylinder head maximum temperature: 215 C Supercharger gear shift altitude: 3500 m Empty weight: 2648 kg Minimum weight (no ammo, 10% fuel): 2928 kg Standard weight: 3353 kg Maximum takeoff weight: 3593 kg Fuel load: 370 kg / 521 l Useful load: 945 kg Forward-firing armament: 2 x 20mm gun "SsVAK", 170 rounds, 800 rounds per minute, synchronized 2 x 50 kg general purpose bombs "FAB-50sv" 2 x 104 kg general purpose bombs "FAB-100M" Length: m Wingspan: 9.8 m Wing surface: m^2 Combat debut: September 1942 Supplementary Notes: Operation features: - Engine has a boost mode. To set boost mode it is necessary to push the boost knob and increase manifold pressure to 1140 mm Hg. - Engine has a two-stage mechanical supercharger which must be manually switched at 3500m altitude. - Engine mixture control is automatic when the mixture lever is set to maximum. It is possible to manually lean the mixture by moving the mixture control to less than maximum. This also reduces fuel consumption during flight. - Engine RPM has an automatic governor and it is maintained at the required RPM corresponding to the governor control lever position. The governor automatically controls the propeller pitch to maintain the required RPM. - Oil radiator air cooling intake and outlet shutters are manually controlled.

12 - Air cooling intake shutters should always be open. They should only be closed when there is a possibility of engine overcooling, for example in a dive with idle throttle. - Airplane has trimmers for all flight-controls: pitch, roll, yaw. - Airplane has automatic wing slats. They deploy when the high angle of attack increases which makes pre-stall softer. - Landing flaps have a hydraulic actuator and they can be extended to any angle up to Airplane tail wheel rotates freely and does not have a lock. For this reason, it is necessary to confidently and accurately operate the rudder pedals during the takeoff and landing. - Airplane has differential pneumatic wheel brakes with shared control lever. This means that if the brake lever is held and the rudder pedal the opposite wheel brake is gradually released causing the plane to swing to one side or the other. - Cockpit canopy has a weak lock when in the opened position, for this reason the canopy may spontaneously close in a deep dive. Also, it is impossible to open or close canopy at high speed due to strong airflow. The canopy has no emergency release, so bail out requires the speed drop before it. - The control system of wing-mounted bomb racks only allows the dropping of bombs one by one. Loadout variants: armour piercing (AP) or high-explosive (HE) 2 x 50 kg General Purpose Bombs FAB-50sv Additional mass: 120 kg Ammunition mass: 100 kg Racks mass: 20 kg Estimated speed loss before drop: 20 km/h Estimated speed loss after drop: 12 km/h 2 x 104 kg General Purpose Bombs FAB-100M Additional mass: 228 kg Ammunition mass: 208 kg Racks mass: 20 kg Estimated speed loss before drop: 27 km/h Estimated speed loss after drop: 12 km/h Flat frontal section for better visibility Additional mass: 2 kg Estimated speed loss: 2 km/h

13 RPK-10 fixed loop radio compass for navigation with radio beacons Additional mass: 10 kg Estimated speed loss: 0 km/h Version