Monino Aviation Museum. Part of 3. Aircraft OKB Yakovlev
Yak-17
The first flight of the Yak-15U - a jet fighter of the redrawn scheme - took place on 6 June 1947 g, and the following month the factory flight tests of the machine were completed. State fighter tests passed with a rating of "satisfactory", was recommended for adoption and received the designation Yak-17 (according to the NATO classification Feather - "Perot"). The Yak-17 is the second jet aircraft of the Yakovlev Design Bureau, which was essentially a Yak-15 aircraft, mounted on a chassis with a nose wheel.
The turbojet RD-10 engine 900 kgf allowed the fighter to reach a speed of almost 750 km / h. If on the first samples of the Yak-17 there were engines with the lifespan of the entire 25 hours, then on the last lifespan with the increased to 910 kgf the load reached the 50 hours. On the plane were two NS-23 guns with 105 ammunition, ammunition ASP-1, and in the right wing of the wing - a PAU-22 photo gun. Yak-17 aircraft were used mainly to prepare pilots for the development of the MiG-15. Production of the Yak-17 ended in the 1949-th release of 430 machines (including training). Yak-17 were also exploited in Poland, Czechoslovakia and China.
Yak-23
In 1946, the UK sold us Nin and Derwent V turbojet engines to Rolls-Royce and OKB-115, which commissioned the creation of a front-line fighter with the Derwent V engine. By the end of the 1947 g, the English engine was already launched into serial production under the index RD-500.
For the quick construction of the aircraft, the Yak-23 was designed according to the "redannuyu" scheme in which the axial-type turbojet engine was mounted under the cabin of the pilot, and without a sealed cabin. In early March, 1947 Mr. AS Yakovlev approved the conceptual design of the aircraft, and three months later, an experienced Yak-23 was rolled out of the assembly shop of plant No. 115.
The first flight of 8 in July of the same year was conducted by test pilot M.I. Ivanov. In the course of testing at high speeds, aircraft was found to be shaken, and only after the horizontal tail assembly was completed, the maximum speed at the ground of 932 km / h was obtained, and at high altitude the value of the “M” reached 0,845. August 3 Yak-23 was demonstrated at the aviation parade in Tushino. According to the results of state tests, insufficient radio communication with the ground was detected, the increased load on the control stick and pedals, and the cabin leaks when flying at high altitude required a lot of endurance from the pilot. However, in general, according to the results of state tests, it was concluded that the fighter ... could be adopted ...
Armament Yak-23 consisted of two guns HP-23 23 caliber mm, located at the bottom of the fuselage, under the engine. Thanks to the good maneuverability of the aircraft, the turn time at 5 000 m was 28 s and 750 m. During the combat turn from 5 000 m at 600 km / h speed, the aircraft reached 2 500 m. The ceiling reached almost 15 km. Despite the fact that the Yak-23 was easy to manage and accessible to middle-skilled pilots, performing aerobatics and conducting air combat due to overloads exceeding fivefold values required them to exercise a lot of physical tension and endurance. At one time this aircraft was considered one of the best light jet aircraft with a straight wing.
In February, 1949 began to develop the "twenty-third" at the Tbilisi plant number XXUMX and in October the first machines of this type were manufactured. In the series, the Yak-31 was produced with an RD-23 engine, which had slightly less thrust. During the mass production of the Yak-500, which lasted from 23 to 1949 g, 1951 aircraft were built. Since June 313 r began deliveries of the Yak-1950 in the socialist countries: Poland, Czechoslovakia, Bulgaria. The Yak-23 was also in service with the Romanian Air Force. In the USSR, the Yak-23 fighter was used mainly in the air regiments of the North Caucasus and Volga districts.
Yak-25
In August, 1951 g OKB-115 began to design the product "120" or, as it was then called, Yak-2AM-5. 19 June 1952 Mr. Test Pilot VM. Volkov first raised the aircraft "120" in the sky. In September, the 1953 g aircraft with an AM-5 engine and an Emerald radar in the form of a patrolling interceptor fighter were adopted under the designation Yak-25.
The Yak-25 became the first domestic weatherproof anti-aircraft interceptor, which entered mass production with a practical range of 2 700 km and a record for jet planes of that period with a flight duration 3 h 40 min. The interceptor could solve combat missions in difficult meteorological conditions at altitudes from 2 500 m to the military ceiling in 14 000 m. The crew of the aircraft - the pilot and the operator of the radar sight - were placed in the cockpits one after another under a common lantern. On the Yak-25, the original bike-chassis scheme with under-wing struts was used, and two AM-5 turbojet engines with 2 000 kgf engine mounted on pylons under the wing on both sides of the fuselage. The armament consisted of two guns H-37L caliber 37 mm with a total ammunition 100 ammunition. The guns had a low rate of fire - 400 shots / min.
After the 77 of the Yak-25 machines, the main series began to be released, in which the designation changed to Yak-25М. The Yak-25M with the RP-6 Sokol station could solve combat missions already at altitudes from 300 m to the combat ceiling in 15 000 m. The aircraft received new AM-9A turbojet engines with a 2 650 turbojet engine at maximal 3 KGS engines at maximum mode, NNXXX. kgf on the forced.
The Yak-25, as an interceptor, was decommissioned in the middle of the 1960's. The interceptors removed from service were converted into radio-controlled targets, and in 1975 g all the remaining vehicles were written off as scrap metal. Over the years of serial construction, the plant in Saratov produced 493 machines of various modifications.
Yak-25PB
In 1958, the Yak-25РB all-weather long-range high-altitude reconnaissance aircraft was designed and built. 1 March 1959 Test Pilot VP Smirnoy first lifted him into the air.
To achieve maximum flight altitude up to 21 000 m, the aircraft was equipped with high-altitude P-11В-300 engines with static thrust at maximum mode using 3 900-4 000 kgf and a direct wing in the 23,5 span of m. The Yak-25РВ equipped with photo equipment for perspectives, it was enough. had armament and radar equipment.
On the experienced Yak-25РВ two world records were established in terms of lifting cargo to a height. Later, test pilot Marina Popovich set two female records on this plane: she reached an average speed of 735 km / h on a route of 2 000 km and set a distance record of a closed route - 2 497 km.
According to foreign sources, the Yak-25РВ flights were recorded over China, India and Pakistan. The use of the Yak-25PB was not limited to reconnaissance, they were actively used for meteorological observations and studies of the upper atmosphere, as well as high-altitude tests of elements of spacecraft equipment.
Yak-27R
Supersonic all-weather reconnaissance fighter Yak-27Р (NATO designation - Mangrove ("Mangrove Tree")) was intended to conduct tactical and operational-tactical reconnaissance in daytime conditions. The plane passed state tests only from the third time and became the first domestic supersonic photo reconnaissance aircraft.
The Yak-27P powerplant included two RD-9F turbojet engines 3 850 kgf in the afterburner, located in the nacelles under the wing. The range of the 1 870 km increased with outboard fuel tanks to 2 380 km, but the practical ceiling was reduced from 16 550 to 13 450 m. The special equipment consisted of four aerial cameras: AFA-23 / 50, AFA-42 / 100, AFA-42 / 75 and AFA-42 / 50.
The photographic equipment of the aircraft made it possible to photograph individual objects and routes, both at subsonic and supersonic flight speeds with all four cameras during the day with good visibility. The AFA-42 / 50 camera made it possible to conduct perspective photographing at altitudes from 2 000 to 10 000 m. The AFA-41 / 10 camera was intended for small-scale routing in both continuous and frame-by-frame shooting. At altitudes 300-400 m can be used AFA-41 / 10 for intelligence unmasked objects, and at altitudes of 1 000 to 16 000 m - to bind to the map images produced by the planned cameras AFA-42 / 75 or AFA-42 / 100 , which made it possible to perform routine photographing from altitudes from 1 000 to 16 000 m at subsonic speeds and from 12 000 to 14 500 m - at supersonic flight speeds. Photographing during maneuvering can be done at heights from 2 000 to 14 000 m, but with a threefold vertical overload, the sharpness of the images worsened. For aiming photographing in flight, as well as for visual reconnaissance of the terrain and determining ground speed from altitudes greater than 1 000, the MF-2P was mounted in the navigator's cabin.
Serial production of the Yak-27P was carried out from 1958 g to 1962 g, and during this time 16 series were built in the number of 1 and 5 aircraft. Military service Yak-27Р carried to the beginning of 70-x.
Yak-28
The design of a supersonic bomber was conducted under the code "129" for one and a half years. To speed up the construction of the first experienced "129" it was made by reworking the serial Yak-26. 5 March 1958 g test pilot VM Volkov first flew a new bomber that received the Yak-28 designation (NATO classification Yak-28 Brewer) during the test.
The armament of the Yak-28 bomber was one 23-mm cannon NR-23 for firing forward with ammunition of 50 shells. In the bomb bay, the aircraft could carry any free-falling ammunition with a caliber of up to 1 kg and a total weight of up to 500 kg. The aircraft had a bicycle-type landing gear with front and rear dorsal struts and a pair of additional supporting struts at the wingtips. To increase the angle of attack during takeoff, the rear main landing gear was equipped with an automatic "drawdown" system. 3 kg of fuel were housed in 000 internal tanks. In addition, two suspension tanks equipped with a simultaneous discharge system could be suspended. For the first time in bomber practice aviation crew members (2 people) of the Yak-28 put on spacesuits that protect them during depressurization, and during ejection - from the oncoming air stream.
In the 1960 r, the new Yak-28B bomber, equipped with radar RPB-28, replaced the base Yak-3. Yak-28B was an intermediate modification to the release of the aircraft with the stations "Initiative" and "Lotos". For the first time, the Yak-28B was publicly shown at an aviation parade in Tushino in 1961 g, after which the American newspaper "New York Times" acknowledged that the USA "... there is nothing ... that can be compared with this aircraft."
The next modification of the bomber under the designation Yak-28L was equipped with a radio command difference-range-ranging guidance system DBS-2 “Lotos”. Although the new system made it possible to reach the target with a circular probable error of only 50 m, it was very difficult to realize this possibility due to the unreliable operation of ground stations. By this time, instead of the HP-23, the twin-mounted gun GS-23Ya was installed on the plane. The release of this modification was limited to 111 instances.
Simultaneously with the Yak-28L, the Yak-28I was modified, equipped with an integrated weapon control system consisting of: Initiative-2 radar, OPB-116 optical sight and AP-28K autopilot. The crew using the new radar could search and attack point moving targets at any time of the day and in adverse weather conditions. Yak-28I, in contrast to previous versions, was adopted. But the Yak-28I mass production was launched even before the end of testing and fine-tuning of the Initiative-2 station, and when the operation of the aircraft began in parts, a significant deviation of the station’s characteristics from those recorded in the DUT was revealed. The accuracy of bombing when using supersonic speeds in combat units was so low that it was not even about hitting the target, but at least about hitting the landfill. It took about a year to normalize the situation.
Yak-28 was the first Soviet serial supersonic front-line bomber. During his service, the Yak-28 was respected by the pilots, although with almost no automation, it was rather difficult to operate. The high accident rate of this aircraft also made itself felt. Over time, something was corrected and improved, something created problems until the end of the service of this aircraft. For example, the problem of suction of foreign objects from the ground has not been completely solved.
Yak-36
24 March 1966 g test pilot VG Mukhin made the first flight on the full profile on the Yak-36 aircraft - with a vertical take-off, horizontal flight in an airplane and vertical landing. So the Yak-36 became the first domestic vertical take-off and landing aircraft. A total of four aircraft were built - two for flight and two for ground tests.
The plane had a frontal unregulated air intake with a partition and a power plant of two lift-and-cruise turbojet engines Р27-300 with a load of 5 300 kgf, equipped with rotating nozzles on the nozzles. Swivel nozzles rotated 89 degrees from vertical to horizontal. The engines were located in the nose of the fuselage, and their nozzles were located in the center of gravity of the aircraft. Since both engines rotated in one direction, to reduce the inertial moment, the thrust of one engine was reduced by 3%. Additional gas dynamic control system nozzles for vertical and transient flight regimes were located in the rear fuselage, at the wingtips and front boom.
The Yak-36 public demonstration took place at the Aviation Parade in Domodedovo in July. The 1967 of the Yak-36 was experimental, not a combat vehicle, so light wooden mock-ups were hung on demonstrations instead of rockets, because the aircraft simply couldn’t lift the actual weapons. Although the aircraft had an automatic control system at near-zero flight speeds, flight tests of the Yak-36 showed that with the chosen power plant scheme, balancing the aircraft on the vertical take-off and landing mode as well as on the transitional mode to horizontal flight was still too difficult. Therefore, after the demonstration of the car at the parade in Domodedovo, further work on it was discontinued, and the following year, the design of a new vertical take-off and landing aircraft, which received the original designation Yak-36M, began.
Yak-38
At the beginning of the summer of 1967 in the Design Bureau A.S. Yakovleva began preliminary design of a light vertical attack and landing attack aircraft with a power plant of two lift and one lift-marching engine. Single light attack aircraft Yak-36M was created for both the Air Force and fleet and was intended to destroy ground and surface targets during the day in simple weather conditions and conduct visual reconnaissance. In addition, the aircraft had limited ability to destroy air targets.
14 April 1970 G completed the construction of the first prototype of the new aircraft, but it was decided not to supply it with the Air Force, and since November 1972 G began testing in the Navy on the Moscow-launched cruiser helicopter. At the end of 1973 g, before the start of mass production and the completion of state tests, the formation of deck aviation regiments began. And only 11 August 1977 g Yak-36М was adopted by the naval aviation under the designation Yak-38.
The deck attack aircraft Yak-38 became the first in the USSR serial aircraft of vertical takeoff and landing. At the service of the Navy, the aircraft was intended to destroy coastal objects and enemy surface ships while basing on aircraft carrying ships with a deck length of at least 180 m. the wing was reduced from 45 to 7,12. The aircraft did not have any built-in armament. For the suspension of weapons intended four underwing pylons, on which they placed up to 4,45 2 kg of combat load. Yak-000 was able to attack only targets that are in the field of view of the pilot. For the first time in the domestic practice for this aircraft, a system of ejection was developed, which in hover modes provided an automatic (without the intervention of the pilot) leaving the aircraft in the event of an emergency.
During the operation of the Yak-38 were identified serious shortcomings of the machine, reducing its combat potential. Due to the dependence of the take-off mass on the ambient temperature (more than + 15 hail), it had to be limited. Decreased, respectively, and the mass of the combat load. To increase it, we had to reduce the amount of fuel on the plane, and, consequently, the range. In order to maintain a normal combat load and increase the flight range, it was necessary to install a simplified set of equipment and weapons on the first production vehicles. The attack aircraft had a very limited tactical range - 90-160 km (20 flight min) with a vertical take-off with a combat load in 750 kg.
In 1980, a special squadron was formed from 4 airplanes, which were tasked to check the Yak-38 in Afghanistan in the context of real combat operations. Operation in Afghanistan showed that even when using the take-off mode with a short run-up at high ambient temperatures and in high-altitude conditions, the propulsion of the power plant is insufficient, due to which the radius of action of an aircraft with a combat load of only two 100-kg bombs did not exceed 50 km.
Special tests were also conducted to study the use of aircraft on civilian vessels such as container ships. On the Nikolay Cherkasov container ship, naval aviation pilots mastered the method of landing and take-off with a specially designed 18xXNNXX m of metal coated plates on the upper deck of the ship. The aircraft could also be used from mobile mobile platforms made in the form of a car trailer.
27 March 1981, the decision was made to conduct a deep modification of the attack aircraft - creating a variant of the Yak-38M. Two prototypes of the Yak-38M (product "82") were built at the OKB in 1982 g and at the end of the same year, before the start of the tests, it was decided to launch the aircraft into mass production. The Yak-38M aircraft were based on the Kiev, Minsk, Novorossiysk, Baku aircraft-carrying cruisers.
The Yak-38M differed from its predecessor in the new high-power propulsion system, but due to the high specific fuel consumption of the new engines, the aircraft’s technical performance did not improve much, and its impact capabilities continued to be limited. However, the Yak-38M continued to serve, and only from June 1991 g these machines began to be withdrawn to the reserve. The 2004 g Yak-38 aircraft were officially removed from the weapons of the Navy. Total built 231 aircraft Yak-38, Yak-38М and Yak-38М. At that time, only two countries of the world: England and the USSR could establish a serial production of vertical take-off and landing aircraft.
Yak-130
Yak-130 (according to NATO codification: Mitten - “Mitten”) - Russian combat training aircraft, light attack aircraft, developed by the Yakovlev Design Bureau in cooperation with the Italian company Alenia Aermacchi to replace the L-39 training aircraft in the Air Force of Russia. Albatross". Due to disagreements with the Italian partner, the joint development of the Yak-130 stopped at the final stage. The company Aermacchi received all the design and technical documentation for the airplane's glider, and then released its own training aircraft - M-346.
The first flight of the prototype Yak-130D (demonstrator) made 25 on April 1996 of the year under the control of test pilot Andrey Sinitsyn. In December, the 2009 g completed the state tests of the aircraft, and the following year it was put into service.
Yak-130 - the first completely new (and not a modernized version of the existing model) aircraft built in Russia after the collapse of the USSR. The new machine has become a universal aircraft for the training of pilots, ranging from the initial flight training and ending with the characteristics of combat use, as well as to maintain flight skills in combat units. All elements of the airframe are made of lightweight aluminum-magnesium-lithium alloys. The aircraft is able to take off from the underdeveloped (including ground) airfields.
The aircraft is equipped with a system of imitation of combat use modes, allowing (without firing real ammunition) to work out air combat, interaction between planes, missile and bomb strikes against ground targets, including with imitation of enemy air defense. There are nine suspension points - for outboard fuel tanks and containers with cannons and rockets. Combat load - 3 000 kg.
Production of the Yak-130 began at the end of 2008 of the year at the Nizhny Novgorod plant "Sokol" (supplies for the Russian Air Force commissioned by the Ministry of Defense). The claimed aircraft resource - 10 000 h or 30 years. Also is in service with Belarus, Algeria and Bangladesh. After the transfer of production in 2011 to Irkut, the company decided to create a light attack aircraft based on the Yak-130, capable of carrying out the tasks of destroying individual ground targets and low-speed air targets.
Yak-141
The development of a supersonic deck aircraft interceptor vertical takeoff and landing designed to protect aircraft carriers from an airborne enemy began at the Moscow Machine-Building Plant (MSW) "Speed" in 1974. In 1975, the projected aircraft received the Yak-41 index (internal designation "48 product "). The interceptor was designed with a unified power unit - a dual-circuit main engine P79B-300.
In March, the customer got acquainted with the layout of the 1979 G, at the same time he was presented with an alternative version of the aircraft with a combined powerplant and an expanded nomenclature of weapons. The military chose the latest version of the machine, which received the designation Yak-41M (internal designation "product 48M"). Requirements for the aircraft by the customer are constantly changing. As a result, with the 1980, the Yak-41M began to be developed as a multi-purpose one, designed to intercept air targets, conduct maneuverable air combat, and to strike at sea and land targets.
The first aircraft for ground-based research was released at the MMP in November 1984. In the 1985-1988, the OKB built three copies of the Yak-41М: one for static and two for flight tests. The first flight on the Yak-41M test pilot A.A. Sinitsyn performed like an aircraft 9 in March of 1987. Aircraft debugging was delayed, and in 1988 g, when the new test date for the start of state tests was adjusted, the aircraft was renamed Yak-141.
For the first time, the Yak-141 was shown to the world community at 1989 at the 38-th International Air Show in Le Bourget (the aircraft model and film were shown). The appearance of the Yak-141 shocked the West, whose developments in supersonic VTOL aircraft turned out to be surpassed, stated Flight International, an English magazine.
13 June 1990 g Sinitsin made the first flight with vertical takeoff and landing, and only 16 years after the start of development, 13 June 1990 g, the first flight took place on the full profile. During the test period, in April 1991 g, 141 world record for climb rates was set at Yak-12 at heights from 3 000 to 12 000 m without cargo and with cargo from one to two tons in the class of VTOL. September 21 1991 Mr. A.A. Sinitsyn first landed the first prototype Yak-141 on the deck of the heavy aircraft-carrying cruiser Admiral Gorshkov. A wing with a sweep angle on the leading edge of the 30 hail had a folding console that, when placed on a ship, almost halved its overall width.
The Yak-141 aircraft became the world's first full-fledged supersonic vertical-takeoff and landing fighter, surpassing the American X-14В for 35 years, and the third in the world VTOL to overcome the speed of sound. To ensure supersonic flight speeds on the Yak-141, for the first time in world practice, a rotary nozzle with an afterburner, turning through an angle of 95, was used on an up-and-down engine.
At the end of 1991, funding for the aircraft creation program was stopped, which did not allow the Yak-141 to be brought to mass production, although this aircraft had great potential. Further work was discontinued. The United States officially bought the documentation for the rotary nozzle of the lift-propulsion engine and used domestic experience in developing the F-35 multi-purpose Lightning II fighter. A total of four Yak-141 were built.
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