Misplaced Pages

#593406

24-622: From 1960, the Yakovlev Design Bureau began work on a VTOL system, using the compact and lightweight Tumansky RU-19-300 turbojet engine, drafting a proposal for the Yak-104 , a converted Yak-30 jet trainer with two vertically mounted Ru-19 engines between the inlet ducts of the standard Yak-30 powerplant. Work on the Yak-104 was terminated in favour of an aircraft with a single lift/cruise engine with rotating nozzles, similar to

48-520: A bag tank located in the fuselage above the wing. The engine was the Turmanskii-designed RU-19, made especially for the aircraft. Like the rest of the aircraft, it was simply designed, a single-shaft turbojet with a seven-stage axial compressor, rated at 900 kg (1,984 lbs) thrust. Air was fed from very small inlets located in the wing roots, and discharged directly under the rear fuselage with no jetpipe. To ease servicing,

72-601: A result, the trainer version Yak-17UTI accounted for the majority of production, and almost all series-built Yak-17s were of this tandem, dual-control trainer version, which filled an important need in all Soviet air arms. Surviving Yak-17s can be viewed at the Central Air Force Museum at Monino , outside of Moscow and the Prague Aviation Museum at Kbely Airport, near Prague , Czech Republic . Surviving Yak-17UTIs include one example at

96-563: Is an early Soviet jet fighter . It was developed from the Yak-15 , the primary difference being tricycle landing gear . The trainer version, known as the Yak-17UTI (NATO reporting name Magnet ), was the only Soviet jet trainer of the 1940s. Both aircraft were exported in small numbers and the Yak-17 was soon replaced by the far superior Mikoyan-Gurevich MiG-15 beginning in 1950. After

120-663: The Hawker Siddeley P.1127 , which was nearing completion in England . Unable to find a suitable engine or convince the government to order the development of one, the Yakovlev bureau was forced to follow a different course. In response to a contract for the development of a single-seat V/STOL fighter in 1961, Yakovlev proposed a twin-engined aircraft with a large nose air intake, engines in the forward fuselage and swivelling exhaust nozzles, one for each engine on either side of

144-595: The Soviet Union and Warsaw Pact nations. Prior to this, all Soviet jet trainers, such as the Yakovlev Yak-17 UTI, had been modified from existing jet fighters. Since Yakovlev had produced most of the Soviet Union's trainer aircraft since World War II , winning the competition was extremely important, as the winner would be produced extensively for many years. Yakovlev's entry in the competition

168-885: The 50th Anniversary of the October Revolution . After the promising results obtained from the flight test programme of the Yak-36, the next development step was the Yakovlev Yak-36M which flew for the first time on 27 September 1970. The second Yak-36 prototype, b/n 35, is now on display at the Central Air Force Museum at Monino , outside Moscow, Russia. Data from Yakovlev Yak-36, Yak-38 & Yak-41 General characteristics Performance Armament Related development Aircraft of comparable role, configuration, and era Yakovlev Yak-30 (1960) The Yakovlev Yak-30 ( NATO reporting name Magnum ), originally designated Yakovlev 104 ,

192-526: The Yak-17 had most of the same faults as its predecessor, including relatively low speed and range, and an unreliable engine (still based upon the German Junkers Jumo 004 ) with a complicated starting procedure. On the other hand, its handling was very simple, and similar to popular propeller fighters such as the Yak-3 and Yak-9 . This made it an excellent transitional machine to jet fighters. As

216-501: The Yak-36 had insufficient excess thrust and range for effective use as a combat aircraft. The first tethered hover flight took place on 9 January 1963. There were initial problems with hot gas reingestion where hot exhaust gasses are sucked back into the intakes causing poor airflow through the engines and loss of thrust. The suction effect of the exhaust on the ground (which made a higher engine power needed) and problems with control systems caused further difficulties. After modifications,

240-722: The aircraft were found. The competition ultimately came down to three aircraft, the rivals being the Czechoslovak L-29 Delfin , and the Polish TS-11 Iskra . The Iskra was quickly eliminated and sent back to Poland, leaving the Yak-30 in a head-to-head competition with the L-29, in which the Yak design showed far better performance, including lower weight, better maneuverability and lower production costs. However, in

264-467: The centre of gravity as possible, tapering sharply to the swept tail surfaces with a high-set tailplane. Control of the aircraft was by conventional rudder, ailerons and elevators in normal flight and by compressed engine bleed air blown from control nozzles at the wingtips, rear fuselage tip and at the end of a long boom extending forwards from the top lip of the air intakes. Two underwing hard points could carry bombs, podded machine guns or rocket pods, but

SECTION 10

#1732791814594

288-474: The end, a political decision was reached to select the more robust Czechoslovak L-29 in August 1961 to serve as the primary jet trainer for all Soviet and Warsaw Pact nations except for Poland. Immediately after this decision OKB pilot Smirnov set several official light jet world records in the Yak-30. These included speed over a 25 kilometer course (767.308 km/h), and maximum altitude of 16,128 meters. One of

312-412: The engine could be lowered straight down without disturbing the fuselage. The tailplane was fixed halfway up the sharply-swept fin, and all control surfaces were manually driven by rods which ran down a dorsal spine extending along the upper surface of the aircraft, ending at the rear of the canopy. The long, continuous canopy was of blown Plexiglas , and bulged to give a better downward view. It slid to

336-461: The first untethered vertical flight was made on 23 June 1963, followed by the first full transition to horizontal flight on 16 September 1963. On 24 March 1966, the first complete flight was made from vertical takeoff transition to horizontal flight deceleration to vertical flight and vertical landing. After much testing and practice the first public presentation of the Yak-36 was made on 9 July 1967 at an air show at Moscow- Domodedovo airport, marking

360-403: The front spar, and when retracted filled most of the space between the spars. This caused a major redesign of the fuel tanks and reduced their capacity to just 680 liters (150 gallons). This necessitated the addition of two 200-liter (44 imp gal; 53 U.S. gal) drop tanks , which hung under the tip of each wing. The addition of the tip tanks required a redesign of the structure of

384-557: The lower fuselage near the centre of gravity of the aircraft. The fighter version was not proceeded with but four technology demonstrators, (initially designated Izdeliye V ) based on the fighter studies were ordered. Four prototypes were completed, one of which was used only for static testing. The second was used for takeoff and landing tests, including free hovering. The third incorporated improvements found in testing, including an improved autopilot which automatically selected optimal air flow for hover stability. This prototype crashed, but

408-420: The rear on long rails. The ejection seats could both be fired by the instructor, while the pupil could fire only his own seat. Both cockpit positions had a complete set of controls. The tricycle undercarriage was retractable. The main units retracted inward, while the steerable nosewheel retracted forwards into a bay covered by two doors. Though provisions were made for armament similar to the military version of

432-546: The single-seat Yakovlev Yak-32 , no armament was placed on the four prototypes. The technical manager on the program was K V Sinelshcikov. Chief engineers were V A Shavrin, V G Tsvelov and V P Vlasov. The OKB built a single static/fatigue test airframe, as well as four flying prototypes (callsigns 30, 50, 80 and 90). Two Yak-32s were also assembled at the same time. Factory testing took place from 20 May 1960 through March 1961. A total of 82 flights were made with 43 hours 36 minutes of flight time. No difficulties in operating

456-611: The state acceptance trials of the Yak-15 in May 1947 recommended that the aircraft be modified with a tricycle landing gear more suitable for jet-powered aircraft, the Yakovlev design bureau began design of the Yak-15U or Yak-15U-RD-10 ( uloochshenny - improved). The main gear had to be redesigned to place the wheels behind the aircraft's center of gravity. The main gear was moved behind

480-412: The surviving prototypes is on display at the Central Air Force Museum , at Monino , outside of Moscow. Data from Wings of Motherland General characteristics Performance Related development Aircraft of comparable role, configuration, and era Yak-17 The Yakovlev Yak-17 ( Russian : Яковлев Як-17 ; USAF / DOD designation Type 16 , NATO reporting name Feather )

504-527: The wing so that the aircraft could still maintain a load bearing of 12g. The vertical stabilizer was enlarged and a periscope was also added above the windscreen on most series aircraft. Armament, systems, and equipment were virtually unchanged. Production began in 1948. Total production of all Yak-15 and Yak-17 variants was 717. The Yak-17 was first publicly displayed at the Soviet Aviation Day of 1949, at Tushino Airfield . In operation,

SECTION 20

#1732791814594

528-724: Was Yakovlev's entry in a competition for the first military jet trainer aircraft designed for Warsaw Pact nations. Designed to succeed the Yak-17 UTI, it also led to the development of the Yakovlev Yak-32 sport jet. The Yak-30 lost to the L-29 Delfin , and neither it nor the Yak-32 entered production. In 1959 the Soviet Air Force held a competition for the first purpose-built jet trainer to enter service with

552-483: Was later rebuilt. The fourth prototype crashed in February 1971 and was not rebuilt. The airframe had a semi-monocoque fuselage with bicycle-type landing gear, short cropped delta wings of 37° leading edge sweep, with 5° anhedral, attached to the fuselage in a mid position. The fuselage was substantial forward of the wing trailing edges, due to accommodating the engines, cockpit, fuel tanks and equipment bays as close to

576-421: Was the Yak-30. Surprisingly, it was the only competitor from within the Soviet Union. The Yak-30 was an all-metal aircraft made entirely from light alloys. It was designed to be easy and inexpensive to build, the two wing spars being made from pressed-sheet ribs. The simple, elliptical fuselage housed the pupil and instructor in a single unpressurized tandem cockpit. Fuel was limited to 600 liters (132 gallons) in

#593406