Genau, und die Wirkung dieses angesprochenen Einflusses war nahe Null.
Von Luftherrschaft kann man auch kaum sprechen:
Bereits am 24.11.1942 begannen die Angriffe gegen Pitomik, ab Anfang Dez. auch gegen Basargino und gegen die einfliegenden Transportverbände. ZB wurden am 30.11. über 30 sowjetische Flugzeuge von Jäger und Flak abgeschossen. "Aber trotz dieser Erfolge konnte im Winter 42/43 von einer deutschen Luftüberlegenheit kaum mehr gesprochen werden." (Plocher-Studie) Ausreichender Jagdschutz für die Transportverbände konnte deshalb von Anfang an kaum geflogen werden. Im übrigen ... war der Einsatz der sowjetischen Jäger so nachhaltig, dass Richthofen gezwungen war, Jäger im Kessel zu belassen, die jedoch einen Teil des zugeflogenen Betriebsstoffes selbst verbrauchten und trotzdem wegen ihrer geringen Stärke eine sichere Versorgung nicht gewährleisten konnten.
(Kehrig, Stalingrad, S. 295-296).
Zu der La-5 habe ich auch noch etwas gefunden:
'Soviet Combat Aircraft of the Second World War Vol 1', Gordon and Khazanov:
The first La-5, or rather LaG-5 as it was first called, was more like a re-engined LaGG-3 with the radial M-82 engine replacing the water cooled Klimov M-105P.
The 287th Fighter Air Division was to have four divisions with a total of 80 LaG-5 fighters at strenght but this was not possible to reach due to many deficiencies.
When the first combat took place on 20th August 1942, 57 aircraft, of which two thirds were combat ready, was available.
During the first days of combat the pilots claimed eight German fighters and three bombers. Own losses were seven fighters including three shot down by 'friendly' AAA.
After the initial problematic combats the unit added more victories, claiming 57 bombers shot down. The combat trial was however not as outstandingly successful as claimed in some sources, and many improvements were still to be made to the design and manufacture of the new fighter.
Also the pilot behaviour influenced the performance. VVS pilots flew the aircraft with open canopy, fully opened cowling side flaps and the tail wheel down. This cut its speed by 30-40 km/h (18.6 -24.8 mph).
Other sources mention that the pilots complained about engine exhausts entering the cockpit and also that it became very hot inside. Not surprising it was tempting to fly with the canopy open, even if there were also other reasons. Changes in design and manufacturing was ordered after tests of a La-5 Series 4 aircraft in Moscow.
The improved aircraft proved 18-20 km/h faster that the Series 4 aircraft tested in September/ October 1942.
During the second half of 1942 1.129 La-5s were built. Many came to build up the reserve for the planned Soviet winter offensive and several also saw service over Stalingrad.
After the first combat experiences the LaG-5 pilots concluded that their fighters were inferior to the Bf 109 F-4, and in particular the G-2, in speed and vertical manuverability. The 109s were considered to have the advantage of attacking from higher altitude why only defensive combat actions were recommended.
The La-5 denomination was introduced in September 1942.