Lavochkin La-250 (Anaconda)

History

The Soviet Union's Lavochkin concerns are probably best known for their use of fighter jets during WWII (1939-1945). In the postwar years, the company tried to keep up with other companies around the world in search of viable jet-powered designs.

This development has accompanied the development of missile technology and is seen by many as a long-term replacement for naval guns. The family of Lavochkin aircraft ended with several development types, the last one officially entered as the Lavochkin La-250 interceptor.

Before the widespread acceptance of SLBMs, the main threat to both sides of the Cold War was the long-range, high-flying heavy bomber, which in some cases could flank land-based defenses and fast-response interceptors. For the Soviet Union, whose empire stretched for miles from east to west and north to south, the threat was mainly from American strategic bombers.

Consequently, the Soviet Demands of 1954 formally required a high-altitude interceptor ("Interceptor 250") equipped with long-range missiles to counter the threat. This resulted in the La-250 design, which would be paired with the "Vozdukh-1" ground-guided radar guidance system (the "Uragan" or "Hurricane" with a detection range of 18.5 miles) and the airborne missile fire paired with the planned liquid-powered K -15 air-to-air missile ("275" type) control system.

Two of the missiles will be carried by aircraft.

At the heart of the aircraft are smooth, well-defined lines, with all wings swept back for maximum aerodynamic efficiency. The nose cone section is used for a strong radar fit. Two K-15 jet air-to-air missiles are mounted in semi-recessed positions along the fuselage. The central wing main aircraft is the return element, propelled by 2 x Klimov VK-9 turbojets. Each engine draws in from semi-circular air intakes located on either side of the cockpit wall.

The tail has a vertical tail, and the three-wheeled landing gear supports the aircraft on the ground. The cockpit seat is for one person. One of the key technical features of the aircraft is its fully powered auxiliary control surface scheme with built-in backup (not in manual form).

In its current form, the interceptor is intended to be deployed in a single-seat configuration, but for testing purposes, the prototype was completed with a second cockpit to help collect data and other relevant information during design and testing. The La-250 was offered as a prototype in 1956 and made its first flight on July 16.

Engine problems forced a switch to the lower rated Lyulka AL-7F series (14,330 lb thrust), while the K-15U series' robust radar modifications gave way to the K-15M model. This in turn forced a change to the lighter "275A" rocket form.

The design was reworked on the La-250A with a delta wing plane form that eliminated the swept wing attachment of the original wing. The missiles were also transferred from the semi-submerged fuselage position to the hardpoints under the wings.

A second prototype surfaced in June 1956, but was lost in a landing accident on November 28, 1957. The third prototype was also damaged in a landing accident on September 8, 1958. This was followed by the fourth and fifth prototypes.

All five aircraft were realized in the La-250 program with successive unexpected delays, and unreliable equipment led the Soviet Union to abandon investment (the missile program itself was cancelled in 1959). As designed, the aircraft had a top speed of 1,243 mph, or about Mach 1.88, a range of 1,240 miles, and a use altitude of 55,750 feet, which would make it excellent against enemy bombers of the day.

In its development program, the La-250 was nicknamed "Anaconda" due to its unique, sleek profile.

Specification

Basic

Production

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Performance

Performance

Armor

Changes