Russian Fighter Aircraft

Weight: 7461lbs (3346kg).

Engine: M-105P.

Speed: 359mph (575km/h).

Service ceiling: 30,400ft (9500m).

Range: 543miles (870km).

Armament: 2 x 7.62mm ShKAS machine guns, 1 x 12.7mm BS machine guns and 1 x 20mm ShVAK cannon.

The Lavochkin LAGG-3, a refined version of the LaGG-1, still suffered from a number of faults. Some of these were cured by the introduction of a more powerful Klimov M-105P engine. There were also changes to the structure, with a lighter airframe and the introduction of improved wing slats and elevators. The LaGG-3 entered service in the early months of 1941 and was rapidly produced until mid-1942. Despite the changes made, the aircraft was under powered, suffered from poor manoeuvrability, had a bounce-inducing undercarriage and in the early stages suffered from poor production quality. Despite these failings, the LAGG-3 proved to be a durable fighter and its resistance to combat damage was a large factor of its relative success.

Weight: 7275lbs (3300kg).

Engine: M-82.

Speed: 348mph (560km/h).

Operational ceiling: 29,527ft (9000m).

Range: 404 miles (650 km).

Armament: 1 x 20mm ShVAK cannon and 2 x 12.7mm BG machine guns.

The La-5 was introduced in July 1942. It was rapidly developed and quickly put into production to replace the LAGG-3. The fuselage and wing construction were the same as that of the LaGG-3, but the standard hunchback style canopy was replaced with a new bubble canopy with front and rear armoured glass. The expensive delta-timber used for structural construction was replaced with more common pine and from 1944 all wing spars were made of metal. The aircraft was reliable, highly manoeuvrable and the pilot had excellent visibility from the cockpit. It had excellent structural mounting points and an ingenious fire-fighting system, which diverted the exhaust gases into the fuel tanks. However the aircraft's excessive weight did reduce the engines effectiveness. An improved version, the La-5F, was introduced in December 1942 and was fitted with a modified radial M-82F engine to improve performance. The final version, the La-5FN was introduced in July 1943. The La-5FN was equipped with a more powerful, fuel injected M-82FN engine. In addition to its modernised power plant, the La-5FN had lighter landing gear, better cockpit insulation and reduced control column and rudder pedal resistance.

Weight: 7183lbs (3265kg).

Engine: ASh-82FN.

Speed: 425mph (680km/h).

Service ceiling: 34,400ft (10,750m).

Range: 635 km (397 miles).

Armament: 2 x 20mm ShVAK cannon or 3 x 20mm B20 cannon.

The final version in this series, the La-7 was introduced in mid 1944 and remained in service until the end of the war. It was fitted with a Shvetsov radial engine, which increased its speed over the La-5. Armament was also increased to three ShVak 20mm cannons. The La-5 was constructed primarily of wood yet proved to be surprisingly resistant to damage. While it did not perform as well as some other Russian designs, it did provide a stopgap until sufficient numbers of better performing fighters could be produced. Later development of the type included the addition of a radial engine, which increased speed and performance.

Weight 7385lbs (3350 kg).

Engine: AM-35A

Maximum Speed: 398mph (640km/h).

Service Ceiling: 39,370ft (12,000m).

Range: 776 miles (1250 km).

Armament: 1 x 12.7mm BS machine gun and 2 x 7.62mm ShKAS machine guns.

The MiG-1 was introduced following a requirement issued in 1938, for a high-altitude interceptor. The Mikoyan-Gurevich Design Bureau built the aircraft around the AM-35A engine, which despite being very powerful, was also excessively heavy. This dictated many of the design features as the designers were forced to over compensate for the heavy engine. This flaw was compounded by the extensive use of wood, due to the shortage of steel and light alloys.
The first prototype flew on the 30th of March 1940 and although the aircraft was extremely fast, it suffered from a lack of range, poor durability and high pilot workload. Its awful handling and stability, caused by a poor centre of gravity, were totally unacceptable.
The MiG-1 was armed with one 12.7mm UBS and two 7.62mm ShKAS machine-guns, and was fitted with racks under each wing that could carry up to 220lbs (110kg) of ordnance. Only 100 aircraft were built before production was switched to the improved Mig-3 version.
The Mikoyan-Gurevich Design Bureau was forced to radically redesign the aircraft to eliminate the handling problems and to extend its range.
The reworked design was a vast improvement over its predecessor and entered production on the 5th of December 1940 as the MiG-3. The aerodynamics were improved considerably, but the aircraft was still considered difficult to fly, even by experienced pilots. Seat-back armour had been added and the fuel tanks were now protected by cool inert exhaust gases. An extra fuel tank was incorporated under the cockpit and attachments added for eight 82mm RS-82 rockets under the wings.
The first MiG-1 and MiG-3 aircraft were issued to combat units in April 1941. By the 1st of June, thirteen Regiments were completely equipped with them and six more were partially equipped.
The aircraft was easy to maintain in the field and was simple and economical to mass-produce.
The performance of the AM-35A engine was optimised for an altitude of 6000m (18,300 ft), but most air combat on the eastern front took place well below that height, placing the MiG at a severe disadvantage. The aircraft's poor manoeuvrability was exacerbated at low altitudes and it suffered heavy losses when used in this role.
An improved version, the Mig-3UD was introduced in July 1941. It was built with an elongated fuselage, which gave it increased stability and enabled an improvement in quality of processing surfaces, junctions and joints. A number of other minor modifications were introduced to upgrade the aircraft's aerodynamic features and as a result the Mig-3UD surpassed the performance of all other models. A final version of this aircraft, the Mig-3U, was introduced in August 1942. It was built with a new wooden fuselage and lighter landing gear to reduce weight, improved radiator thermodynamics and two synchronised ShVAK machine guns. The Mig-3U boasted a better performance than the serial Mig-3 thanks to improved aerodynamic forms and reduced weight.
Production was halted on the 23rd of December 1941, following a decision to prioritize the building of the Il-2 Sturmovik.

Weight: 4089lbs (1859kg).

Engine: M-25V.

Speed: 265mph (424km/h).

Service ceiling: 35,200ft (11,000m).

Range: 375 miles (600km).

Armament: 4 x 7.62mm ShKAS machine guns.

Production of the I-153 Tchayka (Gull) began in 1938 and the aircraft was introduced in early 1939. It was an updated version of the I-15, with the shape of the gulled upper wing slightly modified and the addition of retractable undercarriage. In early 1940 the aircraft was fitted with a more powerful engine, the M-62, providing an increase in speed to 280mph and an improved rate of climb. The superstructure was strengthened accordingly and an armoured pilot's seat-back was also introduced. The aircraft's sound design and construction gave excellent flight performance for a biplane, but by the beginning of the campaign in the east, the plane had become obsolete when compared to the modern monoplane aircraft it faced. It was too slow and despite being highly manoeuvrable was unable to compete successfully against its adversaries. Several variants with differing armament were introduced in order to improve the performance of the aircraft. The I-153BS saw the ShKAS guns replaced with 12.7mm BS guns and the I-153P was fitted with two 20mm ShVAK cannons. The aircraft could also carry up to six RS-82 rockets mounted on racks beneath the wings or a bomb load of up to 100kg (220lb). Production of the I-153 ended in December 1940, but the aircraft remained in service until mid 1943, by which time it was mainly employed in the ground attack role.

Weight: 4546lbs (2066kg).

Engine: M-22.

Maximum Speed: 223mph (356km/h).

Service Ceiling: 31,070ft (9470m).

Range: 250 miles (400km).

Armament: 2 x wing mounted 7.62mm ShKAS Mg's.

Production of the I-16 began in late 1934 and the aircraft entered service the following year. At low speed the aircraft was difficult and unstable to fly and was awkward to land. Nicknamed Yastreb (Hawk) and Mushka (Fly) by its pilots it was initially extremely unpopular. German pilots nickname it the Rata (Rat). In 1937 the aircraft was fitted with a more powerful M-25A engine, which failed to provide any significant increase in speed due to the additional weight of structural strengthening which had also taken place. In early 1938 the engine was further upgraded, this time with the M-25V. Again performance was virtually unchanged apart from a slight improvement in rate of climb. As well as the new engine, a pair of nose mounted ShKAS mg's were added to the aircraft. Also in 1938 production of the I-16 type 17 began. This variant was armed with two 20mm ShVAK canons mounted in the wings and two ShKAS mg's mounted in the nose. The type 17 was designed as a ground attack aircraft and could also carry a bomb load of up to 200kg (441lb) on under wing racks.
Meanwhile the I-16 continued to recieve improvements. In 1939 under wing racks to enable the aircraft to carry up to six RS-82 rockets were fitted. The same year yet another engine was introduced, the M-62. This finally improved performance, providing an increase in speed to 255mph (411kmh) and an increased rate of climb. However despite these improvements, both the range and maneuverability of the aircraft were reduced. Other new features included strengthened wing construction and the fitting of auxiliary fuel tanks to improve the aircraft's range. Production of the I-16 ended in March 1940, but at the start of the campaign in the east over half of the fighter aircraft fielded by the VVS were I-16's and the aircraft remained in service until late 1943.

Weight: 6490lbs (2950kg).

Engine: M-105P

Speed: 355mph (569km/h).

Range: 406 miles (650km).

Service ceiling: 32,000ft (10,000m).

Armament: 1 x 7.62mm ShKAS machine guns, 1 x 20mm ShVAK cannon and 6 x RS-82 rockets.

The Yak-1 entered production in May 1940. The aircraft was designed to be as simple to manufacture as possible, while still retaining the robust strength that had always characterised Russian aircraft. The aircraft had simple controls and good flight performance, making familiarisation for new pilots easier. In June 1941 the aircraft underwent a series of upgrades, including the introduction of an improved engine, the M-105PF and a reduction in the weight of the airframe. These improvements increased the speed to 413mph (505kmh) and improved the rate of climb and turn. Production was halted in September 1941 while the facilities were evacuated east and it was February 1942 before production resumed. This reduced the number of aircraft of this type available and during the restarting of production initially reduced the build quality. In the early war years its high manoeuvrability and strong armament allowed it to perform reasonably well. In early 1943 the Yak-1M was introduced, which included a number of improvements. The pilots vision was improved with the introduction of a three piece transparent hood at the rear of the cockpit. Other features introduced were an increased wing span to improve flight stability and a new propeller. Production of the Yak-1 was phased out in mid 1943 in favor of the Yak -3.

Yak 3

Weight: 5922lbs (2692kg).

Engine: M-105PF2.

Speed: 403mph (646km/h).

Service ceiling: 33,280ft (10,400m).

Range: 405 miles (648km).

Armament: 2 x 12.7mm UBS machine gun and 1 x 20mm ShVAK cannon.

Production of the Yak-3 began in April 1943 and gradually replaced that of the Yak-1. The aircraft had excellent flight performance at low altitude, often out performing the Bf-109 and Fw-190 in turns. It was the lightest, most manoeuvrable fighter to see action in the eastern theatre, born of the Russian need for an easily and cheaply produced fighter, which did not require the scarce raw materials used in other designs. However it was difficult to control at low speeds and the undercarriage often proved unreliable. In the autumn of 1944 the Yak-3U was fitted with an improved engine, the M-107A, which increased speed to 447mph (715kmh) and improved the rate of climb. The cockpit was moved back slightly to accommodate the new engine. Several variants were introduced in an effort to improve the aircraft's armament. The Yak-3P was fitted with three 20mm B20 canon and the Yak-3T's nose fitted B20 canon was replaced with one 37mm NS-37 canon. The Yak-3 remained in production until after the end of the war.

Yak-7

Weight: 6512lbs (2960kg).

Engine: M-105P.

Speed: 350mph (560 km/h).

Service ceiling: 29,600ft (9250m).

Range: 401 miles (643km).

Armament: 2 x 7.62mm MG (ShKAS) and 1 x 20mm cannon (ShVAK).

The Yak-7 entered production in July 1941 and was originally designed as a twin seat training aircraft, with a second cockpit added aft of the original one and an increased wing span. However although it was similar in design to the Yak-1, its flight performance was superior. It was decided to revert the aircraft back to a single seater and the second cockpit space was filled with an auxiliary fuel tank. The two-seat version remained in service as a training aircraft and was also used in the reconnaissance role. In mid 1942, following combat experience, an improved version, the Yak-7B was introduced. It was fitted with improved radio equipment, a jettisonable cockpit canopy and a strengthened undercarriage. In late 1942 a further variant was introduced, the Yak-7D. It incorporated an improved wing design, which saw steel alloy construction replace timber. This reduced the aircraft's weight and allowed an increase in the size of the wing tankage. Production of the Yak-7 ended in early 1943.

Yak-9

Weight: 5864lbs (2660 kg).

Engine: M-105PF.

Speed: 404mph (650km/h).

Service Ceiling: 35,450ft (10,800m).

Range: 506 Miles (815km).

Armament: 1 x 20mm ShVAK cannon and 2 x 12.7mm machine guns.

The Yak-9, introduced in October 1942, was the mainstay of the Red Air Force in the middle and late years of WWII and was produced in greater numbers than any other Russian fighter. It was an improved version of the Yak-7D and featured a number of minor improvements over its predecessor. It was also lighter, despite increased wing tankage and although this increased its range, the overall flight performance was not greatly improved. The deletion of the starboard gun to help achieve the reduction in weight brought complaints from pilots that the aircraft was under armed. Nevertheless, it was a formidable fighter, particularly at low altitudes. It was manoeuvrable and also durable, capable of absorbing considerable battle damage. However it had a slow rate of climb and performed poorly at high altitude. In May 1943, some aircraft suffered from the skin on the wings separating from the airframe in flight. An investigation, launched after Stalin's personal intervention, found that the sealant used seal the skin was not waterproof, causing it to swell when wet and then contract when dry, resulting in it becoming seriously weakened.
Several variants of the aircraft were introduced to fulfill a variety of roles. The first of these was the Yak-9M, which entered production in February 1943. The aircraft's wingspan was reduced and the ribs were made of lightweight duralumin instead of timber. The engine was upgraded with the M105-PF-3 and the 7.62mm guns were replaced by two 0.5inch machine guns. At around the same time, the Yak-9T, a ground attack version was also introduced. It was usually armed with a 32mm or 37mm cannon and had wing racks fitted for 5.5lb anti-personnel bomblets in special containers. Later in 1943 came the limited production Yak-9K, which featured a 45mm cannon and was designed to operate in the anti armour role. The Yak-9B was another limited production version, this time a light bomber variant with internal stowage for up to four 220lb bombs in a bay behind the pilot. The Yak-9D, introduced in July 1943, was a longer-range escort fighter, carrying additional fuel in two outer wing panel tanks and an optional external tank under the cockpit.
The second generation of Yak-9 fighters began with the Yak-9U, which was introduced in December 1943. The Yak-9U represented a major redesign. It incorporated a more aerodynamic airframe, with a new wing of all metal construction, which had a greater span and improved fuel capacity. The aircraft was originally powered with M-105PF-2 engine, but this was replaced in October 1944 with the new M-107A engine. At around the same time the final version of the aircraft was introduced, the Yak-9UT. It featured all metal skinning and metal constrution of the wing frames. All variants of the Yak-9 remained in production until the end of the war.