The type was designed during WWII and first flew during 1944. It was powered by a 1,850hp ASh-82FN radial engine and was a notable front line fighter aircraft in its own right during the latter stages of the War. The La-11 was developed from a long line of Lavochkin aircraft each following similar design criteria, but each being refined and improved through the lineage. The La-11 was the last of the line.
Evolved from the La-9 to meet a requirement for a fighter with sufficient range to fulfil the escort role, the La-11 was destined to be the last piston-engine fighter from the Lavochkin bureau. It had a wing, fundamentally similar to that of the La-9 and retained the ASh-82FN engine, but provision was made to attach auxiliary fuel tanks at the wingtips, the ventral oil cooler was incorporated in the engine cowling and armament was reduced to three 23mm NS-23 cannon. The first prototype was flown in June 1947 under the design bureau designation La-134, and production (1947-51) at Gor'kiy was to total 1,182 aircraft.
In order to improve the range of the La-9 to protect Tu-4 bombers during their missions a new long-range prototype was built. Initially named Aircraft "134" or La-9M the fighter made its maiden flight in May 1947. It was armed with three NS-23 guns. A few days later the second prototype the "134D" was completed. The fuel capacity was increased from 825 to 1,100 liters. This required the introduction of a strengthened undercarriage with high-pressure tires. The fighter was named La-11 and serial production soon began.
One of the most interesting chapters in the career of the La-11 was the so-called Northern Expedition. In 1948 the decision was made to establish an air force base near the North Pole. This was the only place to base Tu-4 Bulls so they could reach their targets deep in USA territory. Lavochkin fighters were intended to provide an air defense as well as to prevent American aircraft activity in this region. The support was provided by Li-2s of the 650th Transport Regiment, C-47s of the 1st Transport Regiment, and llyushin ll-12s of the 708th Transport Regiment. A Tupolev Tu-6 (the reconnaissance version of the Tu-2) would be employed as a pathfinder/leader aircraft. On 7 May 1948 one Tu-6 and three La-11s landed at the ice airstrip near the North Pole and the next day they flew several training missions from the unusual base. Several such expeditions were carried out by the fighters of the 1st Fighter Division and 53rd Fighter Regiment.
The La-11 was supplied in some numbers to both the Chinese and the North Korean air forces, and saw operational use during the Korean conflict. It was finally phased out of first line VVS service in the early 'fifties.
The combat career of the La-11 in Korea began on 8 April 1950, when a flight of the 30th Guard Fighter Regiment intercepted and shot down a USAF RB-44 reconnaissance aircraft near Libava. The same year another American spy plane the P-2V Neptune fell victim to the La-11 lethal cannons. In summer 1950 some 60 La-11s of the 351 Night Fighter Regiment were delivered to China and took part in Chinese Civil war. On 2 April 1951 flight commander Guzhov and his wing man shot down two Cuomintang F-51 fighters. On 13 June 1951 the regiment was moved to Anshan and started operations against American bombers in North Korea. Soon Lt. Kurganov scored his first victory having destroyed a B-26 Invader. At the beginning of 1952 the regiment included two squadrons one equipped with MiG-15s and another with La-11s. The United Air Army (Korean and Chinese pilots) also received a number of La-9 and La-11 fighters. The Lavochkin La-9 and La-11 became the last generation of Soviet piston fighters the jet age had begun.
General characteristics
Crew: One
Length: 8.62 m (28 ft 3 in)
Wingspan: 9.80 m (32 ft 2 in)
Height: 3.47 m (11 ft 5 in)
Wing area: 17.6 m² (189 ft²)
Empty weight: 2,770 kg (6,107 lb)
Loaded weight: 3,730 kg (8,223 lb)
Max takeoff weight: 3,996 kg (8,810 lb)
Powerplant: 1× Shvetsov ASh-82FN air-cooled radial engine with a two-stage supercharger and fuel injection, 1,380 kW (1,850 hp)
Performance
Maximum speed: 674 km/h (420 mph) at altitude
Range: 2,235 km (1,393 mi)
Service ceiling 10,250 m (33,620 ft)
Rate of climb: 758 m/min (2,486 ft/min)
Wing loading: 212 kg/m² (44 lb/ft²)
Power/mass: 0.37 kW/kg (0.23 hp/lb)
Armament
3x 23 mm Nudelman-Suranov NS-23 cannons, 75 rounds/gun
Installation:
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-Unzip "Lagg-11" into a temporary file and move the "Lagg-11" folder into the main Aircraft directory.
-Attention...the panel.cfg and aircraft.cfg files are different for FSX and FS2004.
-For FSX,change the FSXpanel.cfg into panel.cfg and let it replace the first one.
-For FS2004,change the FS9panel.cfg into panel.cfg and let it replace the first one and rename the FS9aircraft.cfg into aircraft.cfg and let it replace the first one.
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-Read instructions carefuly when installing the P51d.gau (you find it in the Lagg-11\gauges map), say YES...when asked if the gauges sources should be trusted. If you say no....most of the gauges are not going to work !
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-Leave the "Yak" map in your panel folder.
-Put the P51d.gau into your Microsoft Games\Flight Simulator X\gauges folder.
-Copy the effects into the Microsoft Games\Flight Simulator X\effects folder and the 20can.wave into the sound folder.
ATTENTION :
-For FS2004, change the FS9_Wing_Guns.fx into fx_Wing_Guns.fx
-For FSX change the FSX_Wing_Guns.fx into fx_Wing_Guns.fx
Flying the model
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This plane is a fast, non critical and a good aerobatic flying machine.
In FS2004 tail view is triggered from the 2Dcockpit by the rear view key. In FSX you get it automaticaly when changing views.
Both planes can be flown with or without tiptanks.They cost you about 15 mph when shown.
-CTRL+E opens the canopy
-Radiator flaps are opened by the close cowl key.
-WEP power boost to 70+ manifold pressure
-Spoiler key makes tiptanks appear/disappear.
TAKE-OFF :if you have manual rudder enabled, apply right rudder and brake when you hit the throttle .
Better apply throttle proportionaly and slowly at first.
1.Parking brake on, start engine, 1/4 flaps
2.Disengage parking brake
3.Hold enough rudder, brake to keep the aircraft straight
4.Take off at about 110 Knots, let speed build up, as the plane at first sinks back to the ground, wheels and flaps up at 130 Knots.
5.Approach at 25% flaps, wheels down at 120 Knots.
6.Touchdown at 70-80 Knots.
CREDITS
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Special thanks to :
-GMAX for the drawing program and Microsoft for their makmdls.mdk.
LEGAL:
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The project is released as freeware. You may modify it and repaint it. You may upload this file to another website as long as it is not for profit.
You need the written permission of the original authors to use any of these files for commercial purposes, otherwise a simple credit would be nice. Non commercial repaints-remakes are welcome but I would appreciate very much receiving a copy of your model.
This file should not cause any problems with your computer, but I accept no responsibility if you think it does
Happy Landings!!
A.F.Scrub
April 2008
Email: af_scrubbypc@hotmail.com
