Winged "Dolphin"
Since the aviator profession has become widespread, there has been a need for training aircraft. They were needed both for the initial training of pilots and for maintaining the required level of flight training for the personnel of the combatant units.
Since the thirties of the 20th century, a whole generation of Soviet pilots received initial training on a simple and reliable Po-2 aircraft. For enhanced training, Yakovlev UT-1 and UT-2 were used. After the war, under the leadership of Alexander Sergeevich Yakovlev, Yak-18 and Yak-11 aircraft were created for this purpose.
In the early fifties, the mass production of jet aircraft required a review of the existing system for training pilots and the abandonment of the initial training on piston engines. First to react requests aviation responded the Dutch company "Fokker". The training jet S.14 “Mah-Trainer” she created, made its first flight on May 20, 1950.
OKB A. S. Yakovlev, who has accumulated extensive experience in developing training aircraft, twice in the early 1950s appealed to the Air Force leadership to develop a primary training jet based on training fighter jets in 1952 g - from Yak-17UTI, and in 1955 g - from Yak-XNUMHUTI with a modified AM-23 engine. As a result of the consideration of these proposals, the Air Force issued the Yakovlev Design Bureau in 5 in tactical and technical requirements for a jet training aircraft. In July, the 1956 of the Yak-1957 project with the TR-P-104-5 was considered by the Air Force, and in August, a model machine was built in the OKB. However, due to the termination of the P-45-5 engine refinement, the main designer NG Metskhvarishvili stopped work on it.
The mass production of MiG-15 and MiG-17 fighters for arming the Warsaw Pact countries and exporting to third world countries was launched not only at Soviet factories, but also at Polish and Czechoslovak aircraft companies. This contributed to the strengthening and further development of the national aviation industry in these countries. Along with the licensed production of Soviet technology, Polish and Czechoslovak engineers developed original designs of various aircraft, some of which were embodied in metal and were mass-produced. This experience allowed them to proceed to the independent development of the draft jet training aircraft.
In Czechoslovakia, the L-29 jet training aircraft has been developed since the mid-fifties of the last century. He was designed by a group of specialists under the leadership of well-known aircraft designers Zdenek Rublich and Karel Tomasz at the Research and Test Flight Institute — VZLU (Vyzkumny a zkusebni letecky ustav), which entered 1954 in the Ministry of General Machine-Building of Czechoslovakia. Aerodynamic calculations were carried out by engineers Josef Hoshek and Jan Glav. When Rublich and Tomasz went to a well-deserved vacation at the beginning of 1960, the work on L-29 was headed by the closest aide to Rublich Jan Vlcek.
In the first drawings of Rublich, the aircraft had a red layout with a short, as a nacelle, nose section of the fuselage, passing right behind the engine nozzle into a neat beam with tail feathers. Subsequently, the L-29 layout acquired a classic look for jet aircraft of that time, with noticeable influence in many airframe, landing gear, hydraulic and pneumatic systems design solutions of the CS-102 fighters produced in Czechoslovakia (licensed MiG-XNUMHUTI).
This pragmatic borrowing was fully justified; by that time, the correctness of the decisions made was confirmed by the release of thousands of machines, the development of technology and years of operation in those conditions for which L-29 was created. Designers preferred direct trapezoidal wing with a laminar profile and high bearing properties, simple and inexpensive to manufacture. To improve the landing characteristics, the wing of the aircraft was equipped with slit flaps, and to reduce the efforts on the control stick when the ailerons deflected, they were completed with axial aerodynamic compensation. The air intakes were located in the root of the wing on both sides of the fuselage on the 50-mm drain wedges, ensuring the removal of the boundary layer and preventing it from entering the air intake. The T-shaped tail assembly was chosen from the conditions of non-shading of the stabilizer at high angles of attack and increased efficiency of the vertical tail and rudder at the exit of the spin. In 1956, the development of L-29 became a routine task and was funded by the state.
The problems of the Czechoslovak designers were similar to those that had to be solved by the Yakovlev Design Bureau A. The key point in creating a lightweight jet engine was a reliable TRD with takeoff thrust near 1000 kgf. Such an engine was not developed or produced at enterprises of Czechoslovakia. It had to be created anew, and for this it took several years. A group of designers VZLU led by engineer Rada, who had experience in developing a small turbine to drive the winch of a target towing plane, began work on creating the first Czechoslovak jet engine. At the beginning of 1956, a scheme of a turbojet engine with a centrifugal single-stage compressor with seven individual combustion chambers and a single-stage axial gas turbine was chosen for further work. In Czechoslovakia have already been produced under the license of TRD M-05 and M-06 - analogues of the Soviet RD-45F and VK-1. Bench tests of the first prototype engine, which received the designation M-701, were launched in September 1958. By April 1959, it was tested in all modes and switched to engine testing at the IL-28 flying laboratory. The TRD test program was completed by summer 1960.
In the spring of 1959, the first prototype XL-29 (registration code OK-70) was built. Due to the unavailability of the prototype model of the M-701 engine, the serial English VDT turbine of the Mk.20 company “Armstrong-Sid-long” was installed on the machine with a static load of 795 kg. 5 April 1959 test pilot VZLU Rudolf Dukhon raised the XL-29 into the sky.
The glider of the second built aircraft was used for static strength tests even before the first flight of the XL-29. The second flight (third built) instance XL-29 (registration code OK-14), equipped with the Viper engine, externally differed from the first prototype - according to the results of tests OK-70 he changed the shape of the cockpit canopy, before the junction of the vertical and horizontal tail set spindle fairing with electric drive changes the angle of the stabilizer depending on the position of the flaps. With the release of brake flaps on the OK-70, the strongest tail feathering vibration began. To eliminate it, OK-14 changed the contours of the tail section and made through holes in the brake pads for 16. On the third flight copy (registration code 0003, and later OK-02) in June 1960 was established by the Czechoslovak TRD M-7016, with which he made his first flight in July 1960 g. It was then that this L-29 for the characteristic profile of the fuselage was called "Dolphin." This name the government of Czechoslovakia officially assigned to the aircraft of this type as a trademark in April 1964.
At the end of 1959, a competition was announced for the development of a single TCB of the Warsaw Pact countries. Design teams from the USSR, Poland and Czechoslovakia took part in the creative competition.
In 1957, at the Warsaw Institute of Aviation, the design of the training plane TS-11 "Iskra" according to the tactical and technical requirements of the Polish Air Force command was headed by Tadeusz Soltyk.
The aircraft was designed to train fighter pilots and fighter-bomber aircraft. It could be used for flight training in adverse weather conditions, aerobatics, group flights, navigational training, working out elements of air combat and destruction of ground targets. In parallel with the design of the aircraft, they began to purge its models in wind tunnels in Poland, and then in the USSR in the range of high subsonic speeds. Flight experiments were also carried out with aircraft models fixed on the MiG-15bis fighter.
To assess the correctness of the adopted design decisions, a full-size wooden TS-11 mockup was built, which was considered by the commission at the end of 1957 - the beginning of 1958. The aircraft was distinguished by good visibility, the placement of instruments on the board and the controls in the cabin was logical, the cabin lighting was rational, all of which reduced possible pilot errors to a minimum. The ease and convenience of access to the main units can also be considered one of the undoubted advantages of the Polish machine.
In 1958, a group of T.Soltyka started working on the design of the machine. Four prototypes were laid. The first of them, manufactured in March, 1959 g, was used for static tests. The second, equipped with Viper 8 turbofan engines, took off with 795 kgf take-off, built in December, 1959, and 2 February 1960 r test pilot Andrzej Ablamovich raised it into the air.
Simultaneously with the design of TS-11, Polish designers from the Aviation Institute in 1956 began to develop their own turbojet engine with take-off load in 1000 kgf. The engine was designated SO-1. During the construction and testing of a prototype engine, Polish specialists faced a number of unforeseen difficulties. When it became clear that the development of a jet engine is far more complex than the development of an airframe, the designers decided to test prototypes of machines with a different engine and install the original engine on production aircraft.
The choice of designers fell on TRD BUT-10, intended for other purposes. 1 of February 1958 g began to issue technical documentation for the engine and finished it in July of the same year. Technological documentation for TRD BUT-10 and the equipment was transferred to 30 production in October 1958 g, and the first prototype of the engine was prepared for testing for 1 December 1959. Before 8 June 1961 g Poles built seven prototypes of the HPD BUT-10.
In March, 1961 in Poland completed the construction of the third prototype (onboard number "03"), and in July - the fourth (number "04"). The second prototype did not have weapons, the third and fourth installed two under-cover bomb racks, an 20-mm cannon and a photo-gun. The 03 and 04 prototypes were equipped with prototypes of HO-10 motors with 790 kgf take-off thrust (nominal 730 kgf and cruising 650 kgf).
In early August, the X-NUMX crew of TS-1961 (tail number “11”), composed of engineers Josef Menet and Andrzej Ablamovich, flew to Moscow on the route Warsaw-Minsk-Smolensk-Kubinka-Monino.
Before the work on fine-tuning the P-5-45 engine was discontinued, A.S. Yakovlev, without waiting for a new government decree, addressed the General Designer S.K.Tumansky with a proposal to proceed with the development of an economical engine using an 1000 kgf engine. And he found understanding with his old comrade in the Air Force Academy. Already in July, 1957 in the OKB S.K. Tumanskogo began to design TRD RU-19-300. The youth creative team was headed by Yuri Gusev.
By the time the government issued a new Yak-104 decision with the RU-19-300 in July 1958, the engine was in full swing. By this time, the appearance of the new TRD thrust on the take-off mode 900 kgf, small-sized, with a seven-speed axial compressor and single stage turbine, annular combustion chamber and unregulated nozzle. At the end of the 1960 g, the engine was presented to the state 100-hour bench tests, which successfully ended in February of the coming year.
In the Yakovlev Design Bureau A. Yakovlev, two elegant aircraft were awaited by the first Yak-104 prototype with the 30 tail number. In the middle of May, the 1960 g was completed, and two months later, the second aircraft with the tail number 50 was built. One of the leading specialists of the OKB Konstantin Vladimirovich Sinelshchikov, who has worked in this team since its foundation, led the work on the creation of the training aircraft. At one time he was an active participant in the creation of UT-1 and UT-2, BB-22, initiated the creation of the Yak-7, and the lead designer of the Yak-18.
Factory tests of the first prototype started in the last decade of May 1960. One and a half months later, on July 2, the test pilot of the OKB Valentin Mukhin first lifted the car into the air. And soon the second prototype was connected to the tests. In test trials on the Yak-30 (the Yak-104 got this name in 1960 g) test pilots V. P. Smirnov and V. M. also flew. Volkov, a car flew around testers LII S.N. Anokhin, V.M. Proniakin and A.P. Bogorodsky. The car received a positive assessment for each item of the factory test program, it was well controlled throughout the entire speed range, easily performed aerobatics, took off from soft unpaved airfields. Factory tests of the Yak-30 completed in March 1961 g, but in August 1960 of the OKB AS Yakovlev transferred the car with the tail number “50” to the state tests. In January-June, the OKN transferred to testing another two prototypes of the aircraft, in which the comments received during the state tests were taken into account. These machines installed reinforced wing consoles with turbulators to provide precautionary shaking before sticking into a tailspin, increased the overload stability margin, refined the aircraft control, cockpit, chassis and made a number of other improvements. The OKB prepared the car perfectly for participation in the competition and counted on success.
In early August, 1961 g participants in the competition arrived at the Moscow-based Monino USSR airfield at the Yak-30 competition with the on-board number 90, Czechoslovakia L-29 0003, Poland TS-11 03 in August-September 1961 g Air Force Research Institute conducted a comparative flight tests of all three machines.
Tests of the L-29 were conducted by test pilot V.K. Podolny and engineer A.D. Osipov, Polish aircraft - pilot S.V. Petrov and engineer V.V. Pogulyaev, Yak-30 - pilot N.A. Sharov and engineer G.V. Puzanov Apart from them, the machines flew around the Hero of the Soviet Union, honored USSR test pilot Yu A Antipov and the head of the department A. G. Terentiev.
Test materials for comparative evaluation were prepared by the engineers of the Scientific Research Institute of the Air Force according to flight characteristics - V.N. Elistratov, according to strength - N. A. Gomozov, according to the power plant - V.Ya. Pantenkov, according to special equipment - G.А. N. G. Kozlov. AF Kotlyar was in charge of coordinating the work; he was responsible for preparing the flights and summarizing their results.
Directly testing the L-29 from the Air Force Research Institute was led by the famous test pilot Colonel-Engineer O. N. Yamschikova. For twenty-three years of flight work, Olga Nikolayevna performed more than 8000 flights, of which 217 was fighting in the years of World War II, mastered 50 types of aircraft, As a lead engineer, she tested several prototypes of jet aircraft and a number of control tests of production aircraft.
All airplanes had engines with approximately the same pitch, but the mass of an empty “yak” was 1554 kg, “Dolphin” - 2364 kg. The Sparks are 2560 kg, respectively, the normal take-off weight of the Yak-30 is 2200 kg, the L-29 is 3100 kg, and the TS-11 is 3243 kg. These parameters significantly influenced the flight characteristics of the machines. At the Yak, the maximum speed was 663 km / h at an altitude of 3 km, at the Delphine at that time, according to the results of factory tests, 598 km / h, and at Iskra, 620 km / h. The practical ceiling for the Yak-30 is 14 km, the L-29 is 12,1 km, and yTS-11 is 10 km. In terms of economic indicators, the advantages of the “yak” were also evident, it cost two times less than the “Dolphin” and two and a half times less than the “Iskra”. Operation Yak-30 promised significant advantages: its engine consumed fuel and a half times less than the "Dolphin".
When tested in Monino, the L-29 aircraft revealed a number of flaws, the most unacceptable and dangerous of which was to decelerate the aircraft into a dive when flying at maximum speed (M = 0,73).
During competitive tests, Czechoslovak President Antonin Novotny arrived in Moscow on an official visit. It is likely that during the visit issues of military-technical cooperation between our countries, including the production of L-29, were discussed with the leadership of the USSR. As a result, the Czechoslovak machine was chosen in the final document according to the test results.
After the end of the competition, the creators of "Dolphin" finalized it, eliminating the identified shortcomings, on the machines of the "zero" installation series. By the end of 1961 g determined the dates of introduction into mass production of "Dolphins".
В1962, the national enterprise "Vodohody", which was part of the Central Bohemian engineering plants, began mass production of "Dolphin". The aircraft was appreciated at the International Engineering Fair in Brno 1964, awarding him the Gold Medal, in the 1965 was awarded the title “Perfect Product of the Year”. In 1965 and 1967 Dolphin was the main part of the Czech exposition at the International Air Show in Le Bourget.
After completion of the competition in Monino, further work on testing serial and modified L-29, as well as their military tests, was entrusted to the leading engineers of the Air Force Scientific Research Institute, O. Yamshchikova and A. F. Kotlyar, and test-pilot A. Nikolaev, who worked in close contact with the Czechoslovak specialists and aircraft engineering, created in this country. At the end of the 1960s, pilot A. Holupov joined the tests.
The test pilot of the Hero of the Soviet Union Alexander Nikolaevich was engaged in testing L-29 and its modifications in the Air Force Institute from 1962 until the end of the service. One of the most difficult work on this aircraft, performed by Nikolayev, was the L-29 test for straight and “inverted” corkscrew.
In flight, pilot errors were simulated, leading to a corkscrew, from typical to unlikely in real conditions. To facilitate the exit of the aircraft from the corkscrew in critical situations, anti-spindle rockets were secured under the wings of the aircraft, and A. F. Nikolayev had to use them more than once to successfully complete the flight. Once the engine stopped in an "inverted" corkscrew. After the tenth unsuccessful attempt to launch it, Alexander Fedorovich landed with the engine off.
The first serial L-29 arrived at the Soviet flight schools in 1963. The first to learn them were instructors and cadets of the Chernigov VVAUL. A group of instructor pilots and technicians trained in the Czechoslovak Socialist Republic, and then transferred their experience on-site to fellow soldiers. From among the cadets formed an experimental group for the development of new technology.
In the autumn of 1963, the Air Force Research Institute on the basis of the Chernigov Air Force Academy and with the involvement of the school’s flight personnel conducted troop tests of the “dolphins”. The colonel-engineer O.N. Yamshchikova supervised this work.
By the end of 1963, the "dolphins" appeared in the training regiments of the Kaczynski, Kharkiv and Yeisk VVAUL, and then in other flight schools of the country. In addition to military schools, over time, these aircraft began to assemble DOSSAF training and aviation centers, which prepared the Air Force reserve from pilots-athletes and instructors for DOSAAF flying clubs operating aircraft equipment.
The pilots, who took the first steps in mastering the flight profession on this car, have the warmest memories of it.
11 August 1964 test pilot from the test department of training and sports aircraft of the Scientific Research Institute of the Air Force Marina Popovich performed a record flight along the closed triangular 100-km route for aircraft 1750 - 3000 kg (according to the classification of the FAI - category C- 1-d), showing the average speed 606,2 km / h.
In addition to the Soviet Union, the “dolphins” have also acquired 16 countries - Bulgaria, Hungary, Vietnam, GDR, Ghana, Guinea, Egypt, Indonesia, Iraq, Yemen, China, Mali, Nigeria, Romania, Syria and Uganda.
In addition to the basic version, there were two more modifications of the aircraft L-29. In 1963 - 1966 On the basis of the training “Dolphin”, a group of engineer L Listana developed the L-29R near photo prospect, who had the factory cipher L-329. Under the fuselage in the cockpit area appeared fairing for photographic equipment, and at the ends of the consoles additional fuel tanks. The aircraft could be used to conduct tactical airborne reconnaissance in the near-front line. A small amount of L-29R was produced for the Czechoslovak Air Force and Egypt, mainly 18-series aircraft.
The group of designers of the national enterprise “Aero Vodochody” under the leadership of Jan Vlcek developed the L-29A “Acrobat” (factory code L-429). The plane was re-equipped from the third plane of the “zero” series “0003”, the participant of the competitive tests in Monino. Glazing of the rear cockpit was replaced with aluminum sheet, and instead of dismantled equipment, a fuel tank was installed for aerobatics with negative overloads. After revision, the aircraft received the registration number 0517. It was the first to fly into the air in October 1967, the factory test pilot Juraj Shouc.
The aircraft demonstrated good aerobatic qualities. Later this machine received the registration code OK-SZA. Only two such aircraft were built, both participated in the International Engineering Fairs 1968 and 1969. in Brno, and in 1969, the L-29A performed the aerobatics complex at the Le Bourget air show.
On-2
Since the thirties of the 20th century, a whole generation of Soviet pilots received initial training on a simple and reliable Po-2 aircraft. For enhanced training, Yakovlev UT-1 and UT-2 were used. After the war, under the leadership of Alexander Sergeevich Yakovlev, Yak-18 and Yak-11 aircraft were created for this purpose.
In the early fifties, the mass production of jet aircraft required a review of the existing system for training pilots and the abandonment of the initial training on piston engines. First to react requests aviation responded the Dutch company "Fokker". The training jet S.14 “Mah-Trainer” she created, made its first flight on May 20, 1950.
Yak-17UTI
OKB A. S. Yakovlev, who has accumulated extensive experience in developing training aircraft, twice in the early 1950s appealed to the Air Force leadership to develop a primary training jet based on training fighter jets in 1952 g - from Yak-17UTI, and in 1955 g - from Yak-XNUMHUTI with a modified AM-23 engine. As a result of the consideration of these proposals, the Air Force issued the Yakovlev Design Bureau in 5 in tactical and technical requirements for a jet training aircraft. In July, the 1956 of the Yak-1957 project with the TR-P-104-5 was considered by the Air Force, and in August, a model machine was built in the OKB. However, due to the termination of the P-45-5 engine refinement, the main designer NG Metskhvarishvili stopped work on it.
MiG-17
The mass production of MiG-15 and MiG-17 fighters for arming the Warsaw Pact countries and exporting to third world countries was launched not only at Soviet factories, but also at Polish and Czechoslovak aircraft companies. This contributed to the strengthening and further development of the national aviation industry in these countries. Along with the licensed production of Soviet technology, Polish and Czechoslovak engineers developed original designs of various aircraft, some of which were embodied in metal and were mass-produced. This experience allowed them to proceed to the independent development of the draft jet training aircraft.
L-29
In Czechoslovakia, the L-29 jet training aircraft has been developed since the mid-fifties of the last century. He was designed by a group of specialists under the leadership of well-known aircraft designers Zdenek Rublich and Karel Tomasz at the Research and Test Flight Institute — VZLU (Vyzkumny a zkusebni letecky ustav), which entered 1954 in the Ministry of General Machine-Building of Czechoslovakia. Aerodynamic calculations were carried out by engineers Josef Hoshek and Jan Glav. When Rublich and Tomasz went to a well-deserved vacation at the beginning of 1960, the work on L-29 was headed by the closest aide to Rublich Jan Vlcek.
In the first drawings of Rublich, the aircraft had a red layout with a short, as a nacelle, nose section of the fuselage, passing right behind the engine nozzle into a neat beam with tail feathers. Subsequently, the L-29 layout acquired a classic look for jet aircraft of that time, with noticeable influence in many airframe, landing gear, hydraulic and pneumatic systems design solutions of the CS-102 fighters produced in Czechoslovakia (licensed MiG-XNUMHUTI).
This pragmatic borrowing was fully justified; by that time, the correctness of the decisions made was confirmed by the release of thousands of machines, the development of technology and years of operation in those conditions for which L-29 was created. Designers preferred direct trapezoidal wing with a laminar profile and high bearing properties, simple and inexpensive to manufacture. To improve the landing characteristics, the wing of the aircraft was equipped with slit flaps, and to reduce the efforts on the control stick when the ailerons deflected, they were completed with axial aerodynamic compensation. The air intakes were located in the root of the wing on both sides of the fuselage on the 50-mm drain wedges, ensuring the removal of the boundary layer and preventing it from entering the air intake. The T-shaped tail assembly was chosen from the conditions of non-shading of the stabilizer at high angles of attack and increased efficiency of the vertical tail and rudder at the exit of the spin. In 1956, the development of L-29 became a routine task and was funded by the state.
The problems of the Czechoslovak designers were similar to those that had to be solved by the Yakovlev Design Bureau A. The key point in creating a lightweight jet engine was a reliable TRD with takeoff thrust near 1000 kgf. Such an engine was not developed or produced at enterprises of Czechoslovakia. It had to be created anew, and for this it took several years. A group of designers VZLU led by engineer Rada, who had experience in developing a small turbine to drive the winch of a target towing plane, began work on creating the first Czechoslovak jet engine. At the beginning of 1956, a scheme of a turbojet engine with a centrifugal single-stage compressor with seven individual combustion chambers and a single-stage axial gas turbine was chosen for further work. In Czechoslovakia have already been produced under the license of TRD M-05 and M-06 - analogues of the Soviet RD-45F and VK-1. Bench tests of the first prototype engine, which received the designation M-701, were launched in September 1958. By April 1959, it was tested in all modes and switched to engine testing at the IL-28 flying laboratory. The TRD test program was completed by summer 1960.
In the spring of 1959, the first prototype XL-29 (registration code OK-70) was built. Due to the unavailability of the prototype model of the M-701 engine, the serial English VDT turbine of the Mk.20 company “Armstrong-Sid-long” was installed on the machine with a static load of 795 kg. 5 April 1959 test pilot VZLU Rudolf Dukhon raised the XL-29 into the sky.
The glider of the second built aircraft was used for static strength tests even before the first flight of the XL-29. The second flight (third built) instance XL-29 (registration code OK-14), equipped with the Viper engine, externally differed from the first prototype - according to the results of tests OK-70 he changed the shape of the cockpit canopy, before the junction of the vertical and horizontal tail set spindle fairing with electric drive changes the angle of the stabilizer depending on the position of the flaps. With the release of brake flaps on the OK-70, the strongest tail feathering vibration began. To eliminate it, OK-14 changed the contours of the tail section and made through holes in the brake pads for 16. On the third flight copy (registration code 0003, and later OK-02) in June 1960 was established by the Czechoslovak TRD M-7016, with which he made his first flight in July 1960 g. It was then that this L-29 for the characteristic profile of the fuselage was called "Dolphin." This name the government of Czechoslovakia officially assigned to the aircraft of this type as a trademark in April 1964.
At the end of 1959, a competition was announced for the development of a single TCB of the Warsaw Pact countries. Design teams from the USSR, Poland and Czechoslovakia took part in the creative competition.
In 1957, at the Warsaw Institute of Aviation, the design of the training plane TS-11 "Iskra" according to the tactical and technical requirements of the Polish Air Force command was headed by Tadeusz Soltyk.
TS-11 Spark
The aircraft was designed to train fighter pilots and fighter-bomber aircraft. It could be used for flight training in adverse weather conditions, aerobatics, group flights, navigational training, working out elements of air combat and destruction of ground targets. In parallel with the design of the aircraft, they began to purge its models in wind tunnels in Poland, and then in the USSR in the range of high subsonic speeds. Flight experiments were also carried out with aircraft models fixed on the MiG-15bis fighter.
MiG-15bis
To assess the correctness of the adopted design decisions, a full-size wooden TS-11 mockup was built, which was considered by the commission at the end of 1957 - the beginning of 1958. The aircraft was distinguished by good visibility, the placement of instruments on the board and the controls in the cabin was logical, the cabin lighting was rational, all of which reduced possible pilot errors to a minimum. The ease and convenience of access to the main units can also be considered one of the undoubted advantages of the Polish machine.
In 1958, a group of T.Soltyka started working on the design of the machine. Four prototypes were laid. The first of them, manufactured in March, 1959 g, was used for static tests. The second, equipped with Viper 8 turbofan engines, took off with 795 kgf take-off, built in December, 1959, and 2 February 1960 r test pilot Andrzej Ablamovich raised it into the air.
Simultaneously with the design of TS-11, Polish designers from the Aviation Institute in 1956 began to develop their own turbojet engine with take-off load in 1000 kgf. The engine was designated SO-1. During the construction and testing of a prototype engine, Polish specialists faced a number of unforeseen difficulties. When it became clear that the development of a jet engine is far more complex than the development of an airframe, the designers decided to test prototypes of machines with a different engine and install the original engine on production aircraft.
The choice of designers fell on TRD BUT-10, intended for other purposes. 1 of February 1958 g began to issue technical documentation for the engine and finished it in July of the same year. Technological documentation for TRD BUT-10 and the equipment was transferred to 30 production in October 1958 g, and the first prototype of the engine was prepared for testing for 1 December 1959. Before 8 June 1961 g Poles built seven prototypes of the HPD BUT-10.
In March, 1961 in Poland completed the construction of the third prototype (onboard number "03"), and in July - the fourth (number "04"). The second prototype did not have weapons, the third and fourth installed two under-cover bomb racks, an 20-mm cannon and a photo-gun. The 03 and 04 prototypes were equipped with prototypes of HO-10 motors with 790 kgf take-off thrust (nominal 730 kgf and cruising 650 kgf).
In early August, the X-NUMX crew of TS-1961 (tail number “11”), composed of engineers Josef Menet and Andrzej Ablamovich, flew to Moscow on the route Warsaw-Minsk-Smolensk-Kubinka-Monino.
Before the work on fine-tuning the P-5-45 engine was discontinued, A.S. Yakovlev, without waiting for a new government decree, addressed the General Designer S.K.Tumansky with a proposal to proceed with the development of an economical engine using an 1000 kgf engine. And he found understanding with his old comrade in the Air Force Academy. Already in July, 1957 in the OKB S.K. Tumanskogo began to design TRD RU-19-300. The youth creative team was headed by Yuri Gusev.
Yak-104
By the time the government issued a new Yak-104 decision with the RU-19-300 in July 1958, the engine was in full swing. By this time, the appearance of the new TRD thrust on the take-off mode 900 kgf, small-sized, with a seven-speed axial compressor and single stage turbine, annular combustion chamber and unregulated nozzle. At the end of the 1960 g, the engine was presented to the state 100-hour bench tests, which successfully ended in February of the coming year.
In the Yakovlev Design Bureau A. Yakovlev, two elegant aircraft were awaited by the first Yak-104 prototype with the 30 tail number. In the middle of May, the 1960 g was completed, and two months later, the second aircraft with the tail number 50 was built. One of the leading specialists of the OKB Konstantin Vladimirovich Sinelshchikov, who has worked in this team since its foundation, led the work on the creation of the training aircraft. At one time he was an active participant in the creation of UT-1 and UT-2, BB-22, initiated the creation of the Yak-7, and the lead designer of the Yak-18.
Factory tests of the first prototype started in the last decade of May 1960. One and a half months later, on July 2, the test pilot of the OKB Valentin Mukhin first lifted the car into the air. And soon the second prototype was connected to the tests. In test trials on the Yak-30 (the Yak-104 got this name in 1960 g) test pilots V. P. Smirnov and V. M. also flew. Volkov, a car flew around testers LII S.N. Anokhin, V.M. Proniakin and A.P. Bogorodsky. The car received a positive assessment for each item of the factory test program, it was well controlled throughout the entire speed range, easily performed aerobatics, took off from soft unpaved airfields. Factory tests of the Yak-30 completed in March 1961 g, but in August 1960 of the OKB AS Yakovlev transferred the car with the tail number “50” to the state tests. In January-June, the OKN transferred to testing another two prototypes of the aircraft, in which the comments received during the state tests were taken into account. These machines installed reinforced wing consoles with turbulators to provide precautionary shaking before sticking into a tailspin, increased the overload stability margin, refined the aircraft control, cockpit, chassis and made a number of other improvements. The OKB prepared the car perfectly for participation in the competition and counted on success.
Yak-30
In early August, 1961 g participants in the competition arrived at the Moscow-based Monino USSR airfield at the Yak-30 competition with the on-board number 90, Czechoslovakia L-29 0003, Poland TS-11 03 in August-September 1961 g Air Force Research Institute conducted a comparative flight tests of all three machines.
Tests of the L-29 were conducted by test pilot V.K. Podolny and engineer A.D. Osipov, Polish aircraft - pilot S.V. Petrov and engineer V.V. Pogulyaev, Yak-30 - pilot N.A. Sharov and engineer G.V. Puzanov Apart from them, the machines flew around the Hero of the Soviet Union, honored USSR test pilot Yu A Antipov and the head of the department A. G. Terentiev.
Test materials for comparative evaluation were prepared by the engineers of the Scientific Research Institute of the Air Force according to flight characteristics - V.N. Elistratov, according to strength - N. A. Gomozov, according to the power plant - V.Ya. Pantenkov, according to special equipment - G.А. N. G. Kozlov. AF Kotlyar was in charge of coordinating the work; he was responsible for preparing the flights and summarizing their results.
Directly testing the L-29 from the Air Force Research Institute was led by the famous test pilot Colonel-Engineer O. N. Yamschikova. For twenty-three years of flight work, Olga Nikolayevna performed more than 8000 flights, of which 217 was fighting in the years of World War II, mastered 50 types of aircraft, As a lead engineer, she tested several prototypes of jet aircraft and a number of control tests of production aircraft.
All airplanes had engines with approximately the same pitch, but the mass of an empty “yak” was 1554 kg, “Dolphin” - 2364 kg. The Sparks are 2560 kg, respectively, the normal take-off weight of the Yak-30 is 2200 kg, the L-29 is 3100 kg, and the TS-11 is 3243 kg. These parameters significantly influenced the flight characteristics of the machines. At the Yak, the maximum speed was 663 km / h at an altitude of 3 km, at the Delphine at that time, according to the results of factory tests, 598 km / h, and at Iskra, 620 km / h. The practical ceiling for the Yak-30 is 14 km, the L-29 is 12,1 km, and yTS-11 is 10 km. In terms of economic indicators, the advantages of the “yak” were also evident, it cost two times less than the “Dolphin” and two and a half times less than the “Iskra”. Operation Yak-30 promised significant advantages: its engine consumed fuel and a half times less than the "Dolphin".
When tested in Monino, the L-29 aircraft revealed a number of flaws, the most unacceptable and dangerous of which was to decelerate the aircraft into a dive when flying at maximum speed (M = 0,73).
L-29
During competitive tests, Czechoslovak President Antonin Novotny arrived in Moscow on an official visit. It is likely that during the visit issues of military-technical cooperation between our countries, including the production of L-29, were discussed with the leadership of the USSR. As a result, the Czechoslovak machine was chosen in the final document according to the test results.
After the end of the competition, the creators of "Dolphin" finalized it, eliminating the identified shortcomings, on the machines of the "zero" installation series. By the end of 1961 g determined the dates of introduction into mass production of "Dolphins".
В1962, the national enterprise "Vodohody", which was part of the Central Bohemian engineering plants, began mass production of "Dolphin". The aircraft was appreciated at the International Engineering Fair in Brno 1964, awarding him the Gold Medal, in the 1965 was awarded the title “Perfect Product of the Year”. In 1965 and 1967 Dolphin was the main part of the Czech exposition at the International Air Show in Le Bourget.
After completion of the competition in Monino, further work on testing serial and modified L-29, as well as their military tests, was entrusted to the leading engineers of the Air Force Scientific Research Institute, O. Yamshchikova and A. F. Kotlyar, and test-pilot A. Nikolaev, who worked in close contact with the Czechoslovak specialists and aircraft engineering, created in this country. At the end of the 1960s, pilot A. Holupov joined the tests.
The test pilot of the Hero of the Soviet Union Alexander Nikolaevich was engaged in testing L-29 and its modifications in the Air Force Institute from 1962 until the end of the service. One of the most difficult work on this aircraft, performed by Nikolayev, was the L-29 test for straight and “inverted” corkscrew.
In flight, pilot errors were simulated, leading to a corkscrew, from typical to unlikely in real conditions. To facilitate the exit of the aircraft from the corkscrew in critical situations, anti-spindle rockets were secured under the wings of the aircraft, and A. F. Nikolayev had to use them more than once to successfully complete the flight. Once the engine stopped in an "inverted" corkscrew. After the tenth unsuccessful attempt to launch it, Alexander Fedorovich landed with the engine off.
The first serial L-29 arrived at the Soviet flight schools in 1963. The first to learn them were instructors and cadets of the Chernigov VVAUL. A group of instructor pilots and technicians trained in the Czechoslovak Socialist Republic, and then transferred their experience on-site to fellow soldiers. From among the cadets formed an experimental group for the development of new technology.
In the autumn of 1963, the Air Force Research Institute on the basis of the Chernigov Air Force Academy and with the involvement of the school’s flight personnel conducted troop tests of the “dolphins”. The colonel-engineer O.N. Yamshchikova supervised this work.
By the end of 1963, the "dolphins" appeared in the training regiments of the Kaczynski, Kharkiv and Yeisk VVAUL, and then in other flight schools of the country. In addition to military schools, over time, these aircraft began to assemble DOSSAF training and aviation centers, which prepared the Air Force reserve from pilots-athletes and instructors for DOSAAF flying clubs operating aircraft equipment.
The pilots, who took the first steps in mastering the flight profession on this car, have the warmest memories of it.
11 August 1964 test pilot from the test department of training and sports aircraft of the Scientific Research Institute of the Air Force Marina Popovich performed a record flight along the closed triangular 100-km route for aircraft 1750 - 3000 kg (according to the classification of the FAI - category C- 1-d), showing the average speed 606,2 km / h.
In addition to the Soviet Union, the “dolphins” have also acquired 16 countries - Bulgaria, Hungary, Vietnam, GDR, Ghana, Guinea, Egypt, Indonesia, Iraq, Yemen, China, Mali, Nigeria, Romania, Syria and Uganda.
L-29R
In addition to the basic version, there were two more modifications of the aircraft L-29. In 1963 - 1966 On the basis of the training “Dolphin”, a group of engineer L Listana developed the L-29R near photo prospect, who had the factory cipher L-329. Under the fuselage in the cockpit area appeared fairing for photographic equipment, and at the ends of the consoles additional fuel tanks. The aircraft could be used to conduct tactical airborne reconnaissance in the near-front line. A small amount of L-29R was produced for the Czechoslovak Air Force and Egypt, mainly 18-series aircraft.
L-29A
The group of designers of the national enterprise “Aero Vodochody” under the leadership of Jan Vlcek developed the L-29A “Acrobat” (factory code L-429). The plane was re-equipped from the third plane of the “zero” series “0003”, the participant of the competitive tests in Monino. Glazing of the rear cockpit was replaced with aluminum sheet, and instead of dismantled equipment, a fuel tank was installed for aerobatics with negative overloads. After revision, the aircraft received the registration number 0517. It was the first to fly into the air in October 1967, the factory test pilot Juraj Shouc.
The aircraft demonstrated good aerobatic qualities. Later this machine received the registration code OK-SZA. Only two such aircraft were built, both participated in the International Engineering Fairs 1968 and 1969. in Brno, and in 1969, the L-29A performed the aerobatics complex at the Le Bourget air show.
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