The first exemplar of the La-5FN rolled out of State Aircraft Factory No.21 in March 1943, together when the first La-5Fs were being delivered to various fighter aviation regiments of the Soviet Air Force (VVS) and the Soviet and the National Air Defence Forces (PVO), that is why it is considered as a parallel development instead of its successor.
The La-5FN was powered by an 1850 hp ASh-82FN engine that yielded almost 150 more horsepower than the ASh-82F, as the ASh-82FN was an improvement of the ASh-82F. Some late production La-5FN were powered by the ASh-82FNV engine which was still rated at 1850 hp but was optimized for higher altitudes.
Production variants of the La-5FN differed from those of the La-5F in two ways. First, the La-5FN had a long supercharger intake trunk on top of the cowl and second, the exhaust flaps were split into seven separate outlets on each side of the fuselage, in a similar arrangement to that of the German BMW 801 engine employed on the Focke-Wulf Fw.190A. Those outlets were covered by a single flat plate.
Another additional improvement made on production La-5FNs was the inclusion of an additional duralumin side panel under the cockpit, however, those were not present at the La-5FN prototype.
The radio antenna arrangement was also revised and, although initially it was a copy of the one present at the regular La-5F, it was changed in mid production variants. However, that configuration proved to be problematic and many pilots and mechanics reverted to the original La-5's arrangement. In the late batches the antennas were revised further and the masts were deleted with the cable running straight into the rear canopy glazing.
Most of the La-5FN also received thicker armoured glass.
In April 1943 the La-5FN was tested against a regular La-5F at the Scientific Research Institute in Sverdlovsk with great results overall. It was faster than the La-5F at every altitude and it had better climb rate with the same armament; two nose mounted 20 mm ShVAK cannons and it had provision for up to 100 kg (220 lbs) of bombs under each wing.
The La-5FN was powered by an 1850 hp ASh-82FN engine that yielded almost 150 more horsepower than the ASh-82F, as the ASh-82FN was an improvement of the ASh-82F. Some late production La-5FN were powered by the ASh-82FNV engine which was still rated at 1850 hp but was optimized for higher altitudes.
Production variants of the La-5FN differed from those of the La-5F in two ways. First, the La-5FN had a long supercharger intake trunk on top of the cowl and second, the exhaust flaps were split into seven separate outlets on each side of the fuselage, in a similar arrangement to that of the German BMW 801 engine employed on the Focke-Wulf Fw.190A. Those outlets were covered by a single flat plate.
Another additional improvement made on production La-5FNs was the inclusion of an additional duralumin side panel under the cockpit, however, those were not present at the La-5FN prototype.
The radio antenna arrangement was also revised and, although initially it was a copy of the one present at the regular La-5F, it was changed in mid production variants. However, that configuration proved to be problematic and many pilots and mechanics reverted to the original La-5's arrangement. In the late batches the antennas were revised further and the masts were deleted with the cable running straight into the rear canopy glazing.
Most of the La-5FN also received thicker armoured glass.
In April 1943 the La-5FN was tested against a regular La-5F at the Scientific Research Institute in Sverdlovsk with great results overall. It was faster than the La-5F at every altitude and it had better climb rate with the same armament; two nose mounted 20 mm ShVAK cannons and it had provision for up to 100 kg (220 lbs) of bombs under each wing.
The La-5FN was the first fighter made by Lavochkin Design Bureau that could equal the Messerschmitt Bf.109G-6 in terms of performance, specially at top speed. It was, however, slower than the Focke-Wulf Fw.190A-3.
In April 1943 various mock combat duels were carried out a Lyubertsi Air Base (Moscow) between a pre-production La-5FN and a captured Messerschmitt Bf.109G-2. Those tests showed that the La-5FN was faster than the Bf.109G-2 at low and medium altitudes, where most aerial combat took place on the Eastern Front. Besides, the La-5FN could manoeuvre differently in the vertical plane, further helping proper combat tactics against German fighters.
Production batches varied depending on the availability of the raw materials and craftmanship due to war shortages.
In April 1943 various mock combat duels were carried out a Lyubertsi Air Base (Moscow) between a pre-production La-5FN and a captured Messerschmitt Bf.109G-2. Those tests showed that the La-5FN was faster than the Bf.109G-2 at low and medium altitudes, where most aerial combat took place on the Eastern Front. Besides, the La-5FN could manoeuvre differently in the vertical plane, further helping proper combat tactics against German fighters.
Production batches varied depending on the availability of the raw materials and craftmanship due to war shortages.
The La-5FN saw combat for the first time during Operation Citadel, the offensive on Kursk in July 1943. The arrival of the La-5FN to the frontline, proved problematic to both Luftflottes 4 and 6 as they heavily committed to provide close aerial support to German forces around Kursk. The fourteen La-5FN of the 32nd Guards Fighter Aviation Regiment took part in 25 aerial engagements during summer 1943 and claimed 33 German aircraft, 21 of which Focke-Wulf Fw.190As and three Bf.109Gs.
Soviet top ace, Major Ivan N. Kozhedub scored his first kills flying a La-5 and later a La-5FN during the Battle of Kursk. Later, during the Soviet offensive on the Dnieper in December 1943, Kozhedub scored an additional eleven victories in just ten days.
Later, in 1944 he shot down eight more German aircraft in just one week flying over Romania. He was, together with Aleksandr I. Pokryshkin, awarded the title of 'Hero of the Soviet Union', they were the only pilots awarded with that title.
Soviet top ace, Major Ivan N. Kozhedub scored his first kills flying a La-5 and later a La-5FN during the Battle of Kursk. Later, during the Soviet offensive on the Dnieper in December 1943, Kozhedub scored an additional eleven victories in just ten days.
Later, in 1944 he shot down eight more German aircraft in just one week flying over Romania. He was, together with Aleksandr I. Pokryshkin, awarded the title of 'Hero of the Soviet Union', they were the only pilots awarded with that title.
During 1943 a total of 5048 La-5F and La-5FN were manufactured by four State Aircraft Factories in the USSR. Most of them, 91%, were produced at GAZ-21 factory in Nizhny-Novgorod. GAZ-381 in Yaroslav produced 240 with 184 La-5F and La-5FN were assembled at GAZ-99 at Ulan Ude. Only 5 aircraft were produced at GAZ-31 in Tbilisi.
Production decreased during 1944 with 3826 La-5FNs manufactured at State Aircraft Factories in Nizhny-Novgorod, Yaroslav and Ulan Ude. Production decreased as it was switched to the new Lavochkin La-7 in April 1944. However both La-5FN and the La-7 were produced in parallel until the La-5FN production was discontinued in November 1944. By then a total of 9920 La-5 in every variant had been produced.
After the war the La-5FN was gradually replaced by either the better La-7 or a jet fighter as they were beginning to overtake propeller fighters. However its main reason was related to the speed at which they were manufactured. The wooden airframe was not designed to last for a long time as it was developed in conditions of total war and its calculated combat life was shorter than its mechanical life, hence La-5's wooden components were not treated with chemicals designed to inhibit rot, so wood fungi and rot began to damage the wooden parts of the aircraft redeeming them unsafe to fly over a long period of time.
Production decreased during 1944 with 3826 La-5FNs manufactured at State Aircraft Factories in Nizhny-Novgorod, Yaroslav and Ulan Ude. Production decreased as it was switched to the new Lavochkin La-7 in April 1944. However both La-5FN and the La-7 were produced in parallel until the La-5FN production was discontinued in November 1944. By then a total of 9920 La-5 in every variant had been produced.
After the war the La-5FN was gradually replaced by either the better La-7 or a jet fighter as they were beginning to overtake propeller fighters. However its main reason was related to the speed at which they were manufactured. The wooden airframe was not designed to last for a long time as it was developed in conditions of total war and its calculated combat life was shorter than its mechanical life, hence La-5's wooden components were not treated with chemicals designed to inhibit rot, so wood fungi and rot began to damage the wooden parts of the aircraft redeeming them unsafe to fly over a long period of time.
Sources:
1st Signal Squadron - Aircraft In Action 169 - La5-7 Fighters in Action
2nd https://en.wikipedia.org/wiki/Lavochkin_La-5
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