А.С. В литературе описано, что температурный режим в кабине Ла-5 был очень напряженный, до 55°С температура доходила.
Д.А. Правда? Хм…
Это может быть и было, но с закрытым фонарём, а у меня-то фонарь постоянно открыт, откуда ж там «температуре» взяться? Хотя, безусловно, тепла от двигателя шло много. Ещё бы теплу не быть, когда температура головок цилиндров 220°С. Зимой это даже помогало: когда замерзнешь, фонарь прикроешь, отогреешься по быстрому, снова откроешь.
На испытаниях да -- в кабине отмечали темпратуру до 60 градусов в районе ног, но при этом отмечалось что при нормальной герметизации противопожарной перегородке температура снижалась и колебалась в диапазоне -8 до +20 в районе головы и до 38 градусов в районе ног. Поскольку это все при закрытом фонаре, то естествнно, что строевые пилоты всегда могли открыть фонарь и сбросить температуру...
Кроме того не нужно идеализировть немецкую технику -- опытный FW190 имела аналогичные проблемы с температурой в кабине:
"During May 1939 the Fw 190 VI commenced its taxiing
trials. By the end of the month these had been completed
and the fighter was ready to fly. On 1 June test pilot Hans
Sander took the prototype into the air for the first time.
Throughout the flight he kept close to the airfield, taking
the new fighter in a spiral to about 6,500 ft (2000 m) to get
the feel of the controls. Sander described that important
flight to this writer:
"I made a couple of high-speed runs to see how she
handled close to her maximum speed, then turns at different
speeds and noted the stick forces that were necessary.
Aerodynamic-ally, she handled beautifully. The controls
were light, positive and well balanced and throughout the
initial flight I never once had to make use of the tailplane
trim. I suppose most test pilots would have made at least a
roll in the new aircraft, but I did no aerobatics during the
maiden flight of the Fw 190: I was quite happy to leave such
fancy flying until later in the test programme, when I knew
a little more about her. At this stage my task was merely to
'taste' the handling characteristics of the new fighter'."
During that initial flight the BMW 139 engine demonstrated
its propensity to overheat. It had been intended to
fit a 10-bladed engine-driven cooling fan on the front of
the engine to assist with cooling, but this was not ready in
time and the VI made its first flight without it. Soon after
take-off Sander became uncomfortably hot and he began
to sweat profusely.
"The rear of the engine was hard up against the front
wall of the cockpit, and my feet on the rudder pedals were
on either side of the engine accessories. The temperature
in the cockpit rose to 55° C. I felt as though I was sitting
with my feet in a fire! The heat was bearable, but very
uncomfortable."
One disadvantage of the bubble canopy was that it could
not be opened in flight to cool the cockpit, because that
would have caused excessive turbulence to the airflow over
the tail. Potentially lethal carbon monoxide exhaust fumes
started to seep into the cockpit. Sander clamped on his mask
and for the remainder of flight he breathed pure oxygen.
Another, smaller, problem was that the undercarriage
up-locks failed to engage properly. When Sander pulled g
the main wheels sagged a little way below the wings and
the red 'undercarriage unlocked' lights illuminated in the
cockpit."
