View Full Version : What does the 46 addon LaGG-3RD look like?

08-14-2006, 03:04 PM
cant find any info or pics of this plane?
It is supposed to come with the "46" addon


08-14-2006, 03:04 PM
cant find any info or pics of this plane?
It is supposed to come with the "46" addon


08-14-2006, 03:26 PM
I know there was a Yak-3RD with a Glushko RD-1 rocket attached to it. I figure the Lagg-3RD was a similar setup. There was also a Pe-2, an Su-6 and an La-7 all fitted with various forms of Glushko's rockets but none of them seem to have been successful enough to justify using them in place of jet engines.

08-14-2006, 04:29 PM
Whatever it is, be sure that we will have real UFO's now, and even more doubly powerful due to Deltawood construction!

08-14-2006, 04:37 PM
I wonder if the Russian Jet engines that were largely based on the german wartime design's like the RD10 for example will be outperforming there German counterparts.
Or will the German counterparts be brought up to 1946 Spec's.

How about Jumo 004D with Afterburner?

08-16-2006, 08:56 AM

08-16-2006, 11:36 AM
Could this be the Phantom Fighter DIRTY_MAC... I'm Sumped on this one.

Lavochkin La-152 fighter 1946

Link: http://avia.russian.ee/air/russia/a_lavochkin.html


Despite its designation, the La-152 bore little more relation to the La-150 than its common design bureau origin. The wing, although similar in planform to that of the earlier fighter, employed a new profile of only 9.1% - the thinnest section adopted up to that time in the Soviet Union - and was lowered to mid position. The RD-10 turbojet was retained, but to avoid the duct losses suffered by the La-150, the power plant was installed in the extreme nose, exhausting beneath a sturdier rear fuselage. The CG position was restored by moving the cockpit aft, and armament comprised three 23mm NS-23 cannon. Work on the La-152 was, in fact, initiated by the Lavochkin bureau within two months of a start being made on the La-150, possibly as a result of latent doubts concerning the efficacy of the configuration of the earlier fighter. Thus, factory flight testing began in October 1946, only a few weeks after the La-150 had entered flight test. Three prototypes were built in parallel, all similarly armed and differing primarily in power plant, the second and third aircraft being designated La-154 and La-156 respectively. The La-154 was to have been fitted with a Lyulka TR-1 turbojet of 1350kg, but was never flown owing to difficulties with this engine. After initial trials with a standard RD-10, the La-156, which had increased tankage and had initially flown in February 1947, was fitted with an RD-10F engine equipped with an afterburner extension boosting thrust by 30%. The RD-10F-equipped La-156 was flown for the first time in September 1947 - the first Soviet aircraft to fly with an afterburning engine - and attained a max speed of 905km/h at 2000m. The flight test programme continued until the end of January 1948.

A bit of info on the La-126


By the end of 1944, the Lavochkin bureau had abandoned further development of the mixed-construction La-7 in favour of an entirely new all-metal design bearing only a configurational similarity to its predecessor, and, early in 1945, work began on this as the La-126. Despite its design bureau designation, which suggested that it was a development of the La-120 (La-7), the La-126 possessed no commonality with the Lavochkin bureau's previous fighter, apart from an M-82FN (ASh-82FN) engine. It featured an all-metal monocoque fuselage and a TsAGI laminar-section wing. Armament was restricted to two 20mm ShVAK cannon and prototype flight testing was completed at the factory on 10 January 1945, but no production was undertaken, the La-126 serving as a basis for the La-130.

The prototype was subsequently fitted with two Bondaryuk VRD-430 ramjets as the La-126PVRD, and these, it was claimed, increased maximum speed in level flight by 100km/h. The La-126PVRD was tested between June and September 1946, attaining a max speed of 800km/h at 8000m.