Here you go, Hesham:
Teaching and training aircraft
Yak-18 family
Yak-18 (Fig. 223, 224) - two aircraft for the initial training, replaced UT-2 in the Air Force, Civil Aviation and aeroklubah.
This is the first domestic flight training metal construction with a retractable landing gear. Made by UT-2, the latest versions of its borrowed nosing individual cylinders, heads and closed cabin, other features of continuity - lattice frame fuselage and wing dvuhlonzheronnoe with internal bracing. Included training pilots demands in the new stage of development of military and passenger aircraft. Cars cadets and instructors - a standard type of fighter. The composition of the equipment allows to operate day and night in ordinary weather. Large planting shield on the center and the main pillar retractable landing gear helped cadets to acquire the necessary skills.
Assignments for design Yak-18 lead engineer KV Sinelytsikov received from the chief designer AS Yakovlev December 10, 1945 Stroilis two experienced aircraft: engine M-11FM power 140 hp and with a motor-11FR M-1 capacity of 160 hp Both modifications of the engine - Construction IA Muzhilova. They were finished respectively 19 and April 30, 1946 and passed factory tests 6-29 May 1946 (first flight May 6) and May 15 - June 6, 1946 (first flight May 17). The second aircraft has become a major. Lead engineer for flight tests SV Rogow, Test Pilot of GS Klimushkin.
EDO Yak-18 offered in two versions:
aerobatic plane with a mass of 970 kg flight;
aircraft for the initial training of flight mass increased to 1060 kg through radio, aircraft negotiating device (SPU), a generator and a landing lamp.
Both double. The transition from one option to another is possible in the airport environment. Flight tests were conducted in the academic version (except tests for aerobatics). The airplane received much appreciated pilots, but there was need for further debugging V112A/12 air screws.
June 7, 1946 Yak-18-2 flew in GK Research Institute of the Air Force, where he was public testing until September 12 (lead engineer MD Yaskov leading Test Pilot of Kholopov BC). In the process of testing was an engine of the regular replacement of the much increased vibration. In addition, poor working screw was replaced by experienced screw VISH-327EV GM-149 Construction Zaslavsky and С.Ш. Bas-Dubova. At the same time, were finishing construction of the aircraft. Shakes balanced screws have been removed.
Automatic screw VISH-327EV-149 because of a lack of an engine to drive the regulator used as a permanent revolutions twostep (small step - at takeoff and climb-in, a big step - in horizontal flight and aerobatics for Extra).
It was noted that the technique piloting the Yak-18 is simple and accessible to pilots below average skills. He has better stability and control for all flight and on the flight technical data and equipment has a clear advantage over training aircraft Po-2 and UT-2. Thus, the speed of the Yak-18 is significantly higher than for mass-produced aircraft Po-2 (100 km / h) and UT-2 (80 km / h), the availability of radio, ISPs and brake wheels, nose landing gear, planting panel, air launch engine allows acquire skills in the use of modern equipment combat aircraft.
Caring for airframe Yak-18 over the previous plane facilitated by the availability of metal plating center and wing and fuselage wing skeleton.
Test version of the Yak-18 flight with 970 kg weight has not received the approval of the Air Force because of the small stock of fuel (35 kg) and the lack of radio equipment.
Following state trials and followed the removal of a number of defects monitoring tests (16-27 November 1946) for initial flight training was adopted by the Air Force. Provision further improving aircraft and military testing.
According to government regulation of the March 21, 1947 serial production Yak-18 was deployed in the Soviet Union at three plants: № 135 in Kharkov, № 272 in Leningrad and in Semenovke № 116 (Arsen'ev). In addition, the Yak-18 was established in China to free Soviet license. The first flight of the Chinese Yak-18 (CJ-5) and July 1954, cited as the birth of aircraft to China (until then had only foreign aircraft repair).
In the process of serial production conducted improving the design, power-plant equipment and Yak-18. In 1948, tested and was implemented in a series of air screw VISH-501. In this connection, the vertical velocity of the land has become more at 0.5 m / s, run length decreased by 80 metres, reduced takeoff distance of 180 m and a maximum flight range became greater by 75 km. At the same time (late 1948) has been replaced by motor-11FR M-1 to M-11FR. In the design of the new engine substantial changes were made based on the operating experience: improved finned cylinders, modified collapse, configuration Cylinder heads, lubrication system, etc. The engine M-11FR was put to the motors with improved depreciation. This was removed elevated shaking and vibration, which occurred on the aircraft first editions.
EDO all ended in a series of fine-tuning and maintenance (by the Kharkov aircraft) for only a year and a half after the government tests experimental engine. This was followed by further improvements proposed by the command of the Air Force, in particular, the new equipment installed.
In 1950-1970 he worked. for a family of planes Yak-18 studied the entire Air Force aircrew, and DTF aeroklubov DOSAAF (1). These aircraft were delivered to East Germany, Poland, Hungary, Austria, Bulgaria and many other countries.
(1) In the study of local lore Saratov Museum stored Yak-18 plane in which Yuri Gagarin conducted its first autonomous flight.
Yak-18 was used as a sports plane. It set nine world records and official union records 14 (Table 1). The first post-Soviet world records achieved on the Yak-18 pilots-athletes YA.D. Forostenko Bodryaginoy and AI. Record Bodryaginoy seen as a particularly difficult Blerio Louis FAI medal, established in 1936 to record the speed, altitude and flight range of light aircraft for the first two categories. AI Bodryagina - the first Soviet pilot, awarded the medal.
Both Table 1
World records set at the Yak-18 Type record Figures record Data Pilot
Category 2 (since 1951 - X-1-in, flight mass of 500 ... 1000 kg)
The speed km / h:
closed at 1000 km route 223560 06.09.49 YA.D. Forostenko
"100 km 262771 16.09.49 AI Bodryagina
Category C-1-c (1000 ... 1750 kg)
The speed km / h:
closed at 2000 km route 209664 16.09.51 VM Panchenko
"1000 km 237.856 30.09.51 MG Drigo
"500 km 251823 11.10.51 NN Kuznetsov
Height, 5521 08.05.54 m SI Zamychkin
6311 18.06.54 VI Shumilov
Range closed-circuit route km 1245.335 11.09.54 V. Gromov
2004.668 25.09.54 YA.D. Forostenko
In setting the record flight range over 2000 km flight mass was 1283 kg, and was the largest for the Yak-18. A record height of 6311 m was achieved in flight mass 1009.8 kg.
Yak-18 - with one-nizkoplan svobodnonesuschim wing, retractable landing gear and nose wheel tail. A wing consists of the construction of a metal rectangular and trapezoidal wing center consoles. Powertrain frame formed by two center-speed and dial ribs, metal plating. Center-mounted to the fuselage four bolts. Powertrain frame consoles formed two crew, a set of diagonal ribs and tapes-raschalok. Socks consoles - from duralyuminovogo sheet linen lining. Consoli fastened to the center four bolts. Profiles wing Clarke YH - the same as in the first piston and jet fighter aircraft Yak. The relative thickness profile of the wing root 14.5%, at the ends - 9%, narrowing wing - 2. Ailerons - slotted type, with axial compensation, and they have a metal frame and linen sheeting. Planting shield - the type Schrenk, a center for the entire scale.
The skeleton is a boiled fuselage of steel pipes spatial farm rectangular section formed by the two upper and two lower altitude, interconnected frames, realnost system and one pair of tape-raschalok. Betonski opaži collected from the fuselage duralyuminovyh profiles and blue linens.
Cars pilot instructor and uchleta have lantern from plexiglass, seudoeuclídea roofs and sliding on the part of ball bearings, otodvigaemye back on the rails and sending recorded on the three clauses. In the rear cabin provides for the installation of a cap for the blind flight. Seats pilots adjustable height.
The tail of feathers - metal, podkosno raschalochnogo-type lining linen, a symmetrical profile. Rule fitted with a height trimmers controlled from the cab.
Takeoff-landing device include:
aluminium chassis back in the center console type with pnevmopodemnikami. The chassis is oil-pneumatic wheels depreciation and 500x150 mm (diameter x width profile) weighing 13.2 kg of dvuhkolodochnymi with pneumatic brakes and Wallace polubalonnogo type. The chassis is not fully retracted - depreciation rack and part pneumatics go beyond center-mounted in the bottom, special emphasis brace locks allow the situation to make emergency landing on the wheels kept in the chassis;
orientiruyuscheesya rear wheel 200x80 mm with a weight of 1.4 kg of oil-pneumatic shock absorber. Hanging on the rear wheel strengthened poluvilke and has automatic detensioner wheel locked in the flight line at the height of rejecting the helm up in the range of 17 ... 25 °;
planting shield with a pneumatic system and the recovery of its release.
Managing aircraft - a double, nevyklyuchayuscheesya, from the front and rear cabin. Office rudder and trimmers - trosovoe, driving height - mixed, aileron - with the help of traction, planting panel and chassis - pneumatic. The instructor has the opportunity to correct errors cadets during heavy braking wheels, preventing nosing aircraft. For this instructor presses the button on the handle and manage stravlivaet air that came to a braking WABCO.
The aircraft installed five air-cooled engine M-11FR. Compared with earlier serial options M-11 power-11F engines M-1 and M-11FR increased from 125 to 160 hp
On the engine installed: screw variable step (VISH), air compressor, vacuum pump, generator, shielded ignition system and the system of air launch. At M-11FR for the use of all the advantages and improvements VISH operation were set speed regulator R-2 and K-bespoplavkovy 11BP carburetor, as well as increased prokachka oil.
The engine hood is locked in quick five-caps (number of cylinders) with protrusions Asymmetrical forms of cylinder heads. In front drive bonnet - five openings for the entrance of air, cooling the engine. In winter, two lower holes and one upper damper closed. Ferrule Coca removable screw closed. Filing of compressed air to run the engine and ignition mixture - of a button.
The engine is equipped with screw-aeromehanicheskim automaton W-501D-81 construction GI Kuzmina and GM Zaslavsky. The peculiarity aeromehanicheskogo screws - Automatic installation of blades to the desired angle depending on the speed flight and the speed shaft engine. Vint MDHC and diameter of 2.3 m, blades of pine and delta-pressed wood. Dry weight of the engine aggregates 195 kg, 30 kg weight screws.
Benzosistema has two tank with a capacity of 75 litres in the center. Maximum gasoline - 110 kg in weight unit 0735 kg per litre.
Butyric system consists of maslobaka capacity of 22 litres, maslonasosa, netted filter at the output of the engine and oil pipeline. Maslobak filter and set fire to the bulkhead.
Flight and navigational instruments and devices work Prop control group (mostly the same in the front and back of the cab) set in the three panels. The plane has a radio transmitter acceptance RSI-6 and radiopolukompas (PKK) since radiootmetchikom RPKO-10M. Range of two-way radio with the land - 120 km at altitudes of 10 m. Reach RPKO driven from the station -150 ... 200 km along the channel and the PKK on channel 50 km RPKO-10M. Antenna radio station - horizontal, dvuhluchevaya, with a beech mast mounted on the rear part of a fixed lamp behind an instructor. Initially, the antenna was bezmachtovoy (see Fig. 224). Framework RPKO-10M antenna placed in a special hatch at the front of the upper fuselage gargrota.
The medium vnutrisamoletnoy link airplane handsfree device is put buttons on the levers of normal gas in both booths.
The sources of energy in the plane are mounted on the engine generator GS-10-350M power of 350 W and a battery 12 A-10. On-board Power Plant performed on Single scheme. The voltage on the network 26 V. To verify on the ground radios and other electricity consumers by connecting the battery airfield.
Equipment for night flights: landing headlights, air navigation lights and cabin lamps for lighting and appliances booths. Compasses and remote administration receiver PKK have lamp fixtures.
Yak-18 skiing. Army ski chassis was created at the request of the Air Force for the winter operation of the aircraft. In December 1947, has been satisfactorily ground and flight testing Yak-18 № 01135001 ski.
Construction workers skis: Coluber wood with metal edging, which installed a welded wild boar and a rubber arm Rope depreciation. Wild boar fixed to the half-reliance chassis with the same nut shplintom that wheel. The waste ski installed on crutches through the half-bracket weld and fastened with the same shaped bushing bolt, and that the wheel. Massa working skis 19.75 kg tail - 2.0 kg. Mass of the aircraft when the wheels of skis growing at 13.7 kg.
In March 1949 in HK NII Air Force control for the first time passed the test serial Yak-18 landing gear on ski (Fig. 225). Tests confirmed satisfactory performance data, but dropped the maximum speed of 31 km / h and a maximum range - at 220 km. Independent journalist snow can be a side-wind, not more than 4 meters per second. Contributed to the worsening of manoeuvrability, and that the tail of skis - unmanageable.
Yak-18 engine with the M-12 (Fig. 226). On the orders of MAP from May 18, 1948 for a single copy Yak-18 in Kharkiv, in September 1949, was an engine MA FA M-12 power 190 hp Earlier, M-12, according to VB Shavrova, was set LI Sutuginym at UT-1. He was also to the Yak-6 aircraft and Yak-8, but was not ready in time.
At Yak-18 engine M-12 for the first time in the family Yak-18 is applied round the hood completely covering the engine (instead of individual head fairings cylinders). Work on the aircraft stopped at the beginning of 1951 in connection with the advent of more powerful AI-14R engine (260 hp). It was first applied to the Yak-12R, and then at the Yak-Yak-12M and 18A.
Yak-18 pilot with a three-chassis (Figure 227). The same Yak-18 to M-12, but three inner chassis that in the terminology of those years meant chassis on the front pillar.
Flight tests were conducted in November 1950 in EDO AS Yakovleva (lead engineer VA Shavrin leading Test Pilot of F.L. Abramov). 14 flights have been met. It has become an excellent overview of the cab at the steering, during takeoff and landing. Kapotirovaniya possibility was eliminated during heavy braking. Technique perform takeoff and landing closer to jet aircraft, but has already had three chassis.
Yak-18 with weapons. They Bombings armament used in the Korean War.
Yak-18U with a retractable tricycle landing gear (Fig. 228, 229). One of the main options for serial Yak-18 with the following major differences:
the chassis has a front wheel the size of 400x150 mm, the front pillar is retracted back, the main pillars - forward, in the center socks. When cleaning the aircraft landing gear centering little changed. Instead, the tail wheel - tail reliance fuselage. Is the installation of skis without removing the wheel axles, but not to test skis;
modified design center, the bow of the fuselage and motoramy resulting from the change in scheme chassis;
changes in the design of the engine bonnet (controlled blinds at the entrance, etc.), as well as in the system: oily (oil liquefaction gasoline), air, engine controls. Each fuel tank capacity reduced from 75 to 63 litres.
Both the cockpit widened by 60 mm by reducing the width of panels and their approximation to the starboard fuselage. Between booths installed bulkhead with fortochkoy.
In experimental aircraft Yak-18U was converted serial Yak-18 production plant 1162509 № № 116. The aircraft factory test took place from September 1 to December 3, 1951 (leading engineer AA Sinitsin, the leading Test Pilot of F.L. Abramov). It was noted significant improvement taxiways and landing aircraft properties compared to the Yak-18, including a review of improvements at the taxi cab and the early run, braking on the Run has become more effective, the possibility has been eliminated kapotirovaniya during heavy braking. From January 24 to February 29, 1952 experienced Yak-18U control test took place in the CC NII Air Force. After eliminating defects Yak-18U was launched into serial production at the plant № 116.
Yak-18T 1951 (1) (Fig. 230). The first of two planes to the symbol Yak-18 T was a training version of the Yak-18U with equipment blind landing CAP-48, consisting of a radar ARK-5 with pole antenna (instead RPKO-10M), altimeter low altitude RV-2 with the transmission and reception antennas under the fuselage; marker receiver MRP-48 with vnutrifyuzelyazhnoy antenna; remote giromagnitnogo compass DGMK-3. The battery has been installed in the center of the generator, on the ground right fuel tank (so fuel dropped to 63 litres). In addition to planting headlights was installed rulezhnaya headlights.
(1) Yak mark the second time T-18 was used in 1967 for chetyrehmestnogo aircraft.
Tests (factory - from September 1, 1951, the NII HK Air Force - with a January 24, 1952) was held converted serial Yak-18 plane № 06135084 already ekspluatirovavshiysya in the Air Force. It was noted that the equipment Yak-18 T permits to operate in adverse weather (except for icing conditions), and provides education and training Air Force crew and the calculation of call for the landing system CAP-48.
Flight weight increased to 1204 kg. Because of this and other reasons, all flight data were worse than the Yak-18U. Even more suffered from a lack of engine power (in this context, the figures were forbidden to perform aerobatics). Small fuel is not allowed to make long shuttle flights in adverse weather. This significantly reduced the value of the aircraft.
Yak-18 T did not go in the series, but set it on certain types of equipment have been tested, approved and subsequently applied to the mass-produced Yak-18A aircraft.
Yak-18A (Fig. 231, 232) - one of the major mass-produced versions of the Yak-18. Created in 1956
As early as December 1946, summing up the monitoring test Yak-18, the Air Force proposed to improve the performance and the performance of the tactical aircraft in its further modification to provide for the installation of a more powerful engine (200 hp). This requirement could be implemented only after 10 years, when, under the leadership of chief designer AG Ivchenko AI engine has been created-14 P. Replacing the M-11FR (capacity 160 hp) for AI-14R (260 hp) breathed new life into the Yak-18. Ceased slow but steady decline in the flying characteristics of the aircraft.
Engine star, devyatitsilindrovy, air-cooled, with the gearbox and rear. Air screw - experienced hydraulic MDHC VISH V 530D-35-2.4 m in diameter, made of pine and delta-wood with a blade vesloobraznoy forms.
Capot engine - of the two covers, top and bottom, with the regulation of airflow for cooling the cylinders. Maslosistema - with the increased volume maslobaka and cooling radiator. Instead of individual exhaust pipe of each cylinder exhaust manifold set of two distinct parts, remove the exhaust gases under the plane.
In addition, the Yak-18A, in contrast to the Yak-18U found more modern equipment, improved performance of the aircraft: increased height lamp cabin, the length of the handle control plane, it reduces the efforts of the wing at the expense of their more aerodynamic compensation (it has improved the quality of Flight aircraft), a heated cabin.
The new version of the Yak-18, first called a "modified Yak-18U," then Yak-20 (second with this name), and only towards the end of 1957, approved the name Yak-18A (perhaps similar to the Yak-12A, which appeared in Volume same 1957).
Work on modifying Yak-18U performed under a lead engineer AA Sinitsyna.
The first plane experienced Yak-18A aircraft was serial Yak-18U № 1161311 built factory № 116 in February 1956 and the last control tests in HK NII Air Force in May 1956,
Factory test Yak-18A was held in October of 1956 (Test Pilot of F.L. Abramov), the state - from 26 February to 22 March 1957 (GV lead engineer Puzanov, Test Pilot of VK Podolny ). The plane was recommended for introduction in serial production for the Air Force flight school.
A second copy experienced Yak-18A became converted serial aircraft Yak-18U № 1161003, which have established giroinduktsionny compass HEC-1 marker and the receiver MRP-48P. This gave the opportunity to fly in adverse weather and make the blind landing. Thus, significantly expanded the range of use of aircraft. Performed on the second copy of experienced Revised contributed to the improvement of operational reliability and simplify its aircraft maintenance.
Factory test flight took place on 22 May - June 10, 1957, control tests in HK NII Air Force - July 6 -2 August 1957 In March 1958, passed the test Yak-18A on ski chassis (Figure 233).
On sustainability, manageability and Technology piloting the Yak-18A little different from the Yak-18U. The most notable differences external 18A of the Yak-Yak-18U: Round engine hood, the front shutters enlarged diameter; clavicle elongated forward; shtyrevaya radio antenna and radar - general, a lamp and bent over backwards.
In the process of serial production made further improvements in the aircraft. Maximum permissible speed pikirovaniya was increased from 310 to 340 km / h. Two were installed 12 battery - A-10, R-800 radio station, the receiver marker MRP-56P.
In the second half of 1957, the serial planes began arriving in the College of Civil Aviation and Air Force, with the resource-warranty duration of 400 hours, or two years of service on a calendar date.
By early 1963, a technical resource (depreciation lifetime) has been increased to 2000 flying hours. After tests and studies conducted in 1964, was appointed a technical resource 3000 flight hours and 15 years of service.
In December 1975, when the park has developed a set of machines and resource exploitation has been removed from the Air Force, in the summer were able to DOSAAF 11 aircraft. These aircraft DOSAAF extended the resource until 3500 flight hours and 19 years. Single copies Yak-18A flew more than 4000 hours and operated for 20 years. They Yak-18A served before the start of 1980 - ies. July 16, 1980 released on the order of DOSAAF pereobuchenii instructors at the Yak-52.
Thus, the exploitation of primary trainer aircraft Yak-18 family lasted about 30 years - before the full depreciation (Table 2). To replace them came four aircraft Yak-18 T, which was established in 1967 and built in the series since 1973, and then double Yak-52 (1974) and Yak-54 (1993 y.). Based on the Yak-18A were established single sport-flight aircraft Yak-18P (1957-1959's.), Yak-18PM (1965), Yak-18PS (1970).
Yak-20 and Yak-22
Yak-20 (Fig. 234, 235). Double (the seat beside) for initial flight training and sports. Nizkoplan metal construction with the nose landing gear. It was conceived as an easy, cheap to manufacture and easy to operate for aeroklubov aircraft, capable of performing simple aerobatics figures and ordinary day in the summer weather.
The engine M-10 (AI-10) AG Ivchenko - experienced, factory built № 478. In 1948, M-10 satisfactorily passed 200 - hour public bench testing. Engine five, star, air-cooled, with the experienced dvuhlopastnym aeromehanicheskim propeller-515 V-34 D 2 m in diameter and weighing 16 kg. The rated power of the engine 80 hp
Wing - trapezoidal wing of the two consoles, connecting with the fuselage. Profiles - Clark YH fairly thick at the root of 14% and 8% at the end, narrowing 2.12. At wing and aileron gap set at 45 ° biased Flap. The first plane, in addition, have fixed easily predkrylki done on the recommendations of TsAGI. Predkrylki allow it to be used as a training aircraft. Wing odnolonzheronnoe working with the metal shell of socks before plating polotnyanoy wing and the rest of the wing. The skeleton consists of a wing, the front beams, ribs and stringers.
The skeleton of the fuselage - spatial rectangular section of the farm side, cradles and realnost. Sheathing ahead of the metal, then - linen. Of feathers - with two pairs of wire and two raschalok podkosami. The torch consists of a visor and sliding parts. Equipment deployed in the cabin on the common for the instructor and student dashboard.
Table 2
Batch production of training aircraft Yak-18 family of God Plant № 116 Semenovka (Arsen'ev) Plant № 135 (Kharkiv) Plant № 272 Leningrad) plant in Nanchane Total (China)
Yakovlev Yak-18-18A-18U Yak Yak-18 Yak-18 CJ-5 CJ-6 ***
1947 - - - 1 5 - - 6
1948 26 - - 128145 - - 299
1949 257 - - 279151 - - 687
1950 312 - - - - - - 312
1951 500 - - - - - - 500
1952 657 - - - - - - 657
1953 603 - - - - - - 603
1954 630 20 - - - 379 (1954 and 1958) - 650 +379
1955 58300 - - - - 358
1956 - 340 - - - - 340
1957 - 300 61 - - - 361
1958 - - 350 - - - 350
1959 - - 351 - - - - 351
1960 - - 161 - - - - 161
1961 - - 120 - - - - 120
1962 - 1996 - - - - - - More than 2200 * 2200 * More
Total 3043 ** 960 1043 408301379 Over 2200 Over 8334
* Issue continues.
** Total produced in the USSR (according to official figures) 3752 copies. Yak-18 (OKB on documents - 4830 copies.).
*** Yak-18A.
Chassis pyramid, with a rubber Rope depreciation. The main pillar of braking wheels size 500x150. Tail wheel sizes 200x80; rejecting the helm height down reliance on the wheel freely oriented, rejecting an upward - becomes manageable from the pedals along with driving directions. The possibility of replacing the wheels of skis.
Office driving height, aileron, rudder, brakes wheels (pneumatic system valves) - coaxial trosovoe management trimmers (trosovoe) and zakrylkami (from pnevmotsilindra) - single, only from the left seat. Compressed air is also the launch engine.
Fuel is in two wing tanks with a capacity of 35 litres. Exhaust system of two reservoirs: right (combining two cylinder) and the left (three cylinder). Capot engine - of the two covers, top and bottom. In front of the bonnet shutters installed in the form of two discs: a standstill with five holes to open the cooling air and rotating with the same holes. The number of cooling air is regulated by turning the rotating disk.
The first experimental airplane Yak-20-01 was issued on October 14, 1949 and passed the test with the factory on October 18, 1949 to January 20, 1950 (leading engineer S. Rogow, a leading airman Klimushkin GS).
The plane, with a good lateral stability at high angles of attack, if predkrylkov became even more safe and easy flight. However, after the production tests predkrylki were removed and no longer planted. Without them, and it was on the second plane.
It was noted that the location next to the student's instructor promotes positive resolution of issues arising in the process of coaching and equipment are displayed, with the personal pilot. Takeoff-landing aircraft properties provide pupil profiles digesting normal take-off and landing. The Office of aircraft downtime at all speeds, aircraft in flight forgives mistakes. Figure aerobatics: league, coups, military turns, loops Nesterova - performed during normal flight technique.
As a result, the state trials (15 February - April 1, 1950) in which all the characteristics of the aircraft, except for maximum speed and duration of the flight, were worse than at the factory, it was concluded that the quality of their flight, as well as the nedovedennosti power plant (overheated oil in the air, heads, cylinders hypothermia in planning), and a number of other shortcomings Yak-20 aircraft does not meet the requirements for initial training aircraft, while the pilots overflew SN Anokhin, ML Gallay, GM Shiyanov praised the Yak-20-01 and felt that it is responsible for their purpose.
Yak-20-01 have decided to improve. Have been made more than 50 changes.
Built Yak-20-02 (lead engineer Levkoeva NV) twice passed control tests: from 5 May to September 28, 1950 and the first half of 1951, Flight weight increased to 747 kg.
The most notable differences external aircraft "02" and "01": Shoulder shutters instead of discs, "gills" on the top cover bonnet to cool cylinders heads, a rounded clavicle.
From 5 to August 22, 1951 Yak-20-02 was held repeated government testing and received the following assessment: "... the test was unsatisfactory and could not be recommended as initial training for pilots because of the complexity of implementation takeoff, the flight in a circle, in aerobatics and the landing zone (compared with the initial training aircraft serial Po-2 and Yak-18), as well as for educational purposes because of a small sports ambulance and inability to perform aerobatics figures. " Among the weaknesses identified: a small engine power, the lack of radios, a small range of speeds, especially between the speed climb and the entrance to spin speeds.
Yak-22 - Draft single light aircraft, on the scheme reminiscent Yak-20. The aerodynamic calculation took place in March and April 1950, under the M-4s engine propeller with a diameter of 1.8 m. Engine: Takeoff 60 hp at 2280 rpm, 50 hp nominal at 2060 rpm. Calculated data aircraft: 5.9 m length of the aircraft, wingspan 7.4 m, 9.0 m 2 area of the wing, flying mass of 400 kg, the unit load on the wing 44.5 kgs/m2 burden on the power (nominal) 8 kgf / HP, the maximum speed of 174 km / h, landing - 65 km / h, set time 5.6 min 1000 m, 3960 m practical ceiling, the range of 405 km, 115 m run, run 80 hours Profiles wing Clarke YH.
The Yak-200, Yak-210 and Yak-220
Yak-200 and Yak-210 (Fig. 236 ... 239). Sports trainings bombers (UTB or Yak-UTB) for the training of pilots and navigators bombing aircraft. Metal sredneplany with a retractable tricycle landing gear, the two piston engines AL-21 chief designer AD Shvetsova.
The first training scrimmage bomber with two ASH-21 aircraft was OKB P.O. Dry UTB-2 - a lightweight at 4 tons and perekomponovanny option piston bomber Tu-2. FC-2 was constructed in 1946 and in 1947-1948 he was. issued in series (176 cars were built), and was used to train crews TU-2.
In 1948, and was tested in a year began to flow on arming jet bomber Il-28 OKB SV Ilyushin. Already in 1950 a version of its training Il-28U. At the same time, has been given the task to create oriented Il-28 piston inexpensive UTB, which could be held initial training, or jump to it after the Yak-18 (similar to how future fighter pilots mastered UTI Yak-11 after the Yak - 18).
Required simple in design and operation of aircraft in flight simple, allowing for correction of gross errors cadets, as well as equipped with a full complement of sophisticated equipment.
Designing aircraft Yak-UTB began in February 1951, called The plane Yak-26 (this name immediately was lifted).
According to the TTT Air Force Yak-UTB developed in two versions:
teaching and training aircraft Yak-200 training for pilots in the Air Force schools. The crew of two people:-cadet pilot and instructor-pilot, a number of seats in the upper cabin (pilot). Forward (navigation) cabin - without seats and equipment;
navigation Yak-210 aircraft for training navigators in schools and training Air Force pilots and navigators in the ranks parts. The crew of three people: an instructor-pilot's cabin at the top, ahead of the cadets-navigator and instructor-navigator behind the cabin in the bow. In appended to the congestion of the fourth member of the crew - pilot-cadets.
Review of jobs cadets and cadet-pilot-navigator - as a pilot and navigator in the Il-28. Equipment for pilot and navigation booths located mainly in the same way as the Il-28.
When creating aircraft Yak-200 and Yak-210 is very useful experience in the design of passenger aircraft Yak-16 with two engines AL-21 (1947 y.). They have same power and the installation of a similar layout aerodynamic wing.
According to the airframe design of the chassis, power plant management and the Yak-200 and Yak-210 is no different.
Odnolonzheronnoe wing, with two longitudinal walls and running a metal shell, consists of a rectangular wing center and two trapezoidal consoles. Clark YH wing profile, the relative thickness of center-15 and 8% at the end of the wing. The wing is equipped with aileron gap with polotnyanoy plating, zakrylkami at center with a metal shell and to the console with zakrylkami polotnyanoy plating. By the end of the tubular center at the farm and the main engines are enshrined reliance chassis. Gondola engines are only fairing. This design allowed attachment of the chassis is very strong, which is particularly important for training aircraft. Thanks to a rectangular center-left and right engines gondola interchangeable.
Fuselage - metallic Collins - consists of three parts: the bow, middle and tail linked together around bolts. The skeleton - of a set of frames and stringers. Metal of feathers, linen lining rudders.
The chassis with a front wheel (unlike UTB-2 POSukhoy). The front pillar is retracted back into the fuselage, the main pillars - forward in the gondola engines. The wheels kept in the act of charging the situation to enable the aircraft landing with landing gear retracted. To prevent the rear fuselage when boarding such an additional rear wheel foot size 300x125 mm, half-hidden in the fuselage (later withdrawn). The size of 700x250 mm main wheels, front - 580x240 mm.
Managing aircraft duplicate, mixed. Implemented with the help of two wheel, fortified in one shaft, and two pairs of pedals which are interconnected by a rigid drive train. In the middle of the fuselage wiring rigid management, in the rear and wing - dvuhprovodnaya steel belts. Office trimmer aileron and rudder direction trimmer - electric, trimmers helm height - electrical, mechanical duplicate. Pneumatic system provides cleaning and the production of the chassis, running the engines, brake-management, we wheels, front brake supports zakrylkami, lantern.
AL-21 - star, 7 - four-cylinder air-cooled engine with direct fuel injection, with one-drive centrifugal compressor and planetary gearbox. Power take-off with 700 hp, 570 hp nominal Air screw VISH MG-20A-111V diameter of 2.9 m. The fuel tank is located at the bottom in the middle of the fuselage. 750 litre fuel capacity, weight 555 kg of fuel (petrol B-89, y = 0.74 kg / l).
Equipment Yak-200: two electric generator GOS-3000 engines and battery at 12 SAM-25, command-connected VHF radio RSIU-ZM, handsfree device SPU-5, the defendant SRO identification, remote giromagnitny compass DGMK-3, two oxygen device KP-18 etc.
For radio and blind landing installed: automatic radio serial ARK-5, marker receiver MRP-48P, radio altimeters RV-2.
Differences Yak-210 due to his appointment only: the forward fuselage is part of navigation cabin, a full complement of devices equipped for the education and training navigators.
In transshipment option Yak-210 bombs armed with a total mass of 300 kg, suspended for six simultaneous holder under center (6x50 kg or 3x100 kg). For reference bombing of shots in any weather radar installed panoramic sight PSBN-M (by reducing reserve fuel on the 220 kg) with antenna in radioprozrachnom fairing under the fuselage, synchronous optical sight OPB-6SR, AP-5 autopilot, the camera AFA-BA-40 Scheduled shooting from the optical axis inclination from 0 to 15 ° ago photographed the results bombing (by reducing reserve fuel at 15 kg).
The total mass of equipment on the Yak-200 (Yak-210) 390 kg (860,5), including: electrical equipment - 148,5 kg (215,0), radio - 154,0 kg (460,0), flight - navigational equipment - 49,0 kg (62,0), other equipment - 38,5 kg (123,5).
The most notable differences external Yak-210: podfyuzelyazhny fairing sight antennas and T-shaped antenna over the whole fuselage.
It was built on a pilot aircraft Yak-200 and Yak-210. Their first flights were held on April 10 and August 1, 1953 Factory tests conducted: Leading Test Pilot of F.L. Abramov (both fixed-wing aircraft), navigators LII K.B. Makarev and SD Dzyuba (Yak-210), leading engineers VA Fence (Yak-200) and LA Masha (Yak-210).
Flight data Yak-200 flight with the mass 4600 kg were better defined. In imitation of the refusal of one of the engines of aircraft could freely continue to horizontal flight, and even produce a set altitude. Flight data Yak-210 differed little from the Yak-200, except flight range.
State test Yak-200 were conducted from July 29 to September 10, 1953 It was noted that due to its performance and data volume tactical aircraft equipment virtually the same TTT Air Force, is simple and convenient in use, but it can not be recommended for adoption of a to the complex technology pilot, the flight of insecurity in one engine, poor longitudinal stability, great changes efforts to steer the helm of heights when giving gas.
In accordance with the requirements of the Air Force Yak-200 in the 1953-1955's. shop, factory control test took place in October and December in 1953, re-state test - in January-February 1954, again and again repair factory control testing - in April-May 1955;
For tests in flight in 1955 was 4812 kg mass, the mass of the empty airplane - 4035 kg, a full load - 777 kg.
It was completed and tested in flight lot of changes on the airframe, propulsion systems, equipment. Last provide for a smooth flight, without explosions, smooth increase efforts at the helm helm of height. Significantly improved characteristics of sustainability in all three axes and manageability. Sharply reduced the amplitude of oscillation of feathers and hatch. Were shown complete flight safety in the event of failure of one engine, it is sustained flight on one engine and light retention in the straight-flight aircraft, as well as caring for the second circle with one working engine.
External changes: a ridge in front of the keel, moved forward on the upper 0.6 m shtyrevaya antenna. In 1955 was increased to 350 mm length of the fuselage by inserting between 7 and 7 frames and installed vertically front pillar chassis, raised to 100 mm wing, the fuselage gargrot increased, decreased by 1 30 'transverse V-wing, etc.
Some refinement, in which a Yak-200 were used and the Yak-210 (including the installation of ridge). In addition, the Yak-210 changed the form fairing with oval antennas on the aft.
All substantive comments were taken into account air force, but planes never hit the flight schools, though on the basis of the retests Yak-200 GK Research Institute of the Air Force has recommended the adoption and launching into serial production. It was recognized that the technique is suitable for the pilot's flight training and training pilots. Perhaps the Air Force considered sufficient use of jet 17 - tonne training bombers Il-28U who provided rapid retraining pilots from Tu-2 to IL-28. Government Decision of March 28, 1956 were halted work on the Yak-200 and Yak-210 and set design jet training aircraft.
Yak-220. Unrealized draft aircraft with two engines AL-21, for the transport of troops, with two eight-member crew. Designing conducted in October, 1953 - March 1954, the main differences from the Yak-200 and Yak-210: high location perekomponovanny wing and the fuselage of the passenger cabin.
UTB jet projects
In late 1950, was executed sketch draft UTB jet with two TRD RD-500 kgf thrust for 1590 in two versions: a double vyvoznom and trehmestnom scrimmage. By major geometric data plane was like a Yak-23 fighter aircraft. Wingspan 14 m, 34 m 2 area, take-off weight of 7200 kg, the estimated maximum speed of 880 km / h. The project was not implemented.
In mid-1952, in the performance of the aerodynamic calculation Yak-UTB with two ASH-21 has been sampled and the option to substitute ASH-21 for two TRD RD-45. Take-off weight of 4600 kg aircraft. The estimated maximum speed of 636 9000 m.
Yak-30, Yak-32 and their modifications
Yak-30 (Fig. 240, 241). Two jet initial training with a TRD RU19 OKB SK-300 Tumanskiy.
AS Yakovlev twice made proposals on the development of jet training aircraft: in 1952 - based on the Yak-17UTI and in 1955 - based on the Yak-23UTI with a reduced version of TRD AM-5. Ultimately, has been given the task of establishing an entirely new aircraft design and with a specially designed motor.
Because of the lack TRD deadline for the submission of official testing the aircraft, had not yet took symbol gradually moved: fourth quarter 1957, first quarter of 1958, third quarter 1960, ordering TRD Evolution: R5-300-based AM-5, traction is not specified; R5-45 or U-1 NG Construction Metshvarishvili, traction 1000 kgs, and, finally, RU19-300, traction 900 kgs. Changing requirements for the aircraft: a maximum speed of 700 km / h, then 600 km / h, landing - 150, 130 and 140 ... 150 km / h; duration 1.5, 2 and 1.5 h again, but with an outboard tanks - 2.5; 3 and again 2.5 hours; run 550 ... 600, 500 and 500 ... 600 m. Take-off weight of 3000 kg and 2300.
Sketch aircraft project was carried out in February-March 1957, and considered the Air Force on July 17, 1957 In November the same year in the wind tunnel TsAGI T-106M, under the leadership of GS Byushgensa tested models. U aircraft appeared name - Yak-104, replacements in 1960 at the Yak-30. Prior to this designation Yak-30 was used twice: in 1948 for the fighter jet with RD-500 and in 1959 for a draft sketch supersonic aircraft with two TRD VK-13.
In 1960, two experienced were built aircraft. Leading engineers LI Lees and VP Vlasov.
Yak-30 - with the all-nizkoplan trapezoidal wings of feathers and odnokilevym middle stabilizer location. Dvuhlonzheronnoe wing, and two of the center console profile Clark YH variable thickness relative - from 14% in the axis of the aircraft to 7% by the end nervyure. The wing is equipped with aileron and zakrylkami.
Fuselage - Collins of stringers, frames and metal plating works. The cross section - close to the oval, rolling in the rear of the oval. At the top of the fuselage otkidyvayuschiysya gargrot installed within which laid electrocables and traction control. Power equipment located in the bow of the fuselage, the approach to them is provided through the top flip cover. Cab leakproof, ventilation type, boost - from the engine compressor, katapultnye chairs set one after another. The rear seat is above 160 mm at the front to improve the review of the instructor. Port for the first time in our country can be made through the glazing without discharge lamp with the pull of soft shutter to protect individuals. Chassis - drawing on the front, retractable forward in the bow portion of the fuselage. The main pillar in the center removed in the direction of the axis of the aircraft. Supports - trike type of brake wheel suspension. The main wheels - brake, 570x140 mm front - orientiruyuscheesya, 400x150 mm. The wheels are removed completely closed and red. Cleaning and the issue - compressed air. In addition, air management system serves brakes wheels, red, as well as the sealing of the cab and parked in a dangerous situation. Managing dual plane, rudder and aileron height - rigid, driving directions - trosovoe, trimmers rudders height - wire.
Turbojet with axial compressor RU19-300 (or TRD № 29) set in the middle of the fuselage is attached to the fuselage two nodes and easily closed the hood, the rear part of which lined titanium sheets. Air has two entries in the root portion of the wing-protected mesh with the side windows from the ingress of subjects. Missing exhaust pipe. Installation of the engine recalls redannuyu scheme first jet fighters, and is easy and simple. Bottom of the fuselage behind the nozzle painted in two layers: the inner lining duralyuminovaya, the outside - steel.
Fuel normal - 500 kg, the maximum - 700 kg. Capacity tanks - 870 litres, including soft fyuzelyazhnogo tank - 845 litres and a welding tank negative overload (or - spending batter) - 25 litres. In the inverted flight kerosene fed to the engine under pressure air to the batter from the compressor motor. Раскрутка rotor engine starter-generator produced working in starternom mode launch - from the airfield DC or from the on-board battery.
Sources electricity - generator GDS-ST-600B power of 6000 W starternom mode and the battery 15 STSS-25 or 20 BC-30 A capacity of 30 o h. The aircraft were set for the time the latest flight and navigational instruments and equipment, including connected VHF Radio Collins, an automated radio ARC-9, marker receiver MRP-56P for blind landing, giroinertsialny compass HEC-1 and the magnetic-KI 13, handsfree device SPU-7. The plane had oxygen equipment, fire fighting system, landing headlamps. Ahead on the starboard cabin - Consolidated shtyrevaya radio antenna and radar (on the first plane appeared not immediately). At kit instruments and instrument layout of the board are approaching the so-fighter aircraft on the aircraft. The equipment provides a simple and flights in adverse weather, day and night.
Factory tests were conducted on the two airplanes ( "30" and "50") from May 20, 1960 to March 1961 Leading Test Pilot of VG Mukhin its first flight in Yak-30 met the July 2, 1960 Tests conducted as pilots VP Smirnov and VM Volkov. Pilots detour from LII: SN Anokhin, VM Gwinn, AP Bogorodsky. Leading designer - KV Rykov. Only 82 have been implemented a total length of the flight 43 hours 36 minutes. The tests were conducted over a wide range of ambient air temperatures: from - 30 to + 35 ° C, and any difficulties in the operation of engine and aircraft have not risen. Assessing all the items on the programme of tests - positive. The overall conclusion: "The excellent performance of the aircraft, modern equipment and the possibility of exploitation of groundwater at airfields in grass coated allow recommend Yak-30 as a learning and training aircraft."
Yak-30 aircraft competed with: Czechoslovak L-29 "Dolphin" and the Polish TS-11 "Spark" - for the right to become standard training in the Air Force training plane Warsaw Pact countries.
In fact, an equal traction engine plane was heavier Czechoslovak Yak-30 is 40%. Polish aircraft was even heavier. This is predetermined and measurable superiority Yak-30 flying in all characteristics. Moreover, it improved engine gave substantial savings in fuel massive operation, a small mass of the aircraft provided much less labour in the manufacture. Cost is Yak-30 was twice smaller than L-29, and two and a half times less than the TS-11.
August 30, 1960 on state tests was transferred first Yak-30, and soon a second. Only those tests involved four aircraft (in June 1961, two more were built Yak-30 - boarded the "80" and the board "90"). For comments NII Air Force for the flight circled flight with a maximum weight of the aircraft were enhanced console wing. In flight tests on the strength achieved overload indicator at 9.1 speed 575 km / h, and the residual deformation remained within acceptable limits. In addition, comments on the NII Air Force reserve was increased resistance to overloading, refined control, cabin, chassis, equipment installed at turbolizers wing for a shake warning at a speed of 10 ... 15 km / h above the minimum; shtyrevaya antenna extended to mid - fuselage. A vibration of the tail Coca acoustic loads.
At Yak-30 was demonstrated to the entire set of simple shapes and complex aerobatics, figures in the vertical plane have been implemented without losing altitude. At Yak-30 (board "90") has successfully tested katapultnye installation, supported quitting the aircraft safely through windows.
State test ended August 14, 1961 According to the Research Institute of the Air Force Yak-30 had been recommended for the adoption. The second plane (Yak-30 "50") in September 1961, were set official world records for speed and height of light jet aircraft category C-1-d (flight mass of 1750 ... 3000 kg).
The speed on the base of 15 meters ... 25 - 767308 km / h, September 22, 1961, VP Smirnov and NI Samokhodkin; flight mass of 2160 kg, 850 kg traction TRD. A record exceeded 750340 km / h on May 19, 1960, which established the L. Zekavitsa plane "Matisa" 451 - MM (Yugoslavia).
For comparison: in the same category ML Popovich June 10, 1964 established at the L-29 world speed record on a closed route 100 km - 607200 km / h.
The height of 16128 m, September 25, 1961, VP Smirnov; flight mass of 2000 kg and 1050 kg traction TRD. Exceeded installed shortly before this record G. Karestiano 15247 m in the Italian jet TCB Macchi MB 326.
In November 1961, after the removal of comments on the comparative obletam LII pilots and OKB tested positive view of the new and improving Yak-30, the most important of which were the following:
review of the rear cabin is better than the Yak-18 and MiG-15 UTI;
at Yak-30 № 3 ( "80") were set sight ASP-ZN, fotokinopulemet FKP-2 - 2 and two containers with rockets (or two bombs on 50 ... 100 kg). To handle administration had control button reset button and firing bombs;
under center was set brake shield. Issue panel is made for the entire range of flight speeds at altitudes from 200 m to 5000 while the engine is running at maximum capacity and the mode of small gas. Poster worked efficiently, it does not release edited balancing aircraft.
In February 1982 he was transferred to rehearse and plant № 116 drawings and technical documentation for serial production Yak-30 aircraft.
In the opinion of February 7, 1962, compiled TsAGI, TsIAMom and LII after comparative overflights, it was noted that the Yak-30 is fully communicated and surpasses other planes in flight, operational and economic characteristics. At the new plant in Tyumen was launched in a series of RU19-300 engine, developed under the leadership of JI Guseva.
Yak-30 prepared for shipment at the Paris exhibition. But before that NS Khrushchev was made a political decision: as-built jet trainer aircraft training in Czechoslovakia, it was decided to maintain its aircraft, the plane he decided to choose the Czechoslovak. Since then held since August 1961, in the two months over the comparative three aircraft-competitors were formality.
Yak-30 was never launched a series. RU19-300 engine used on the An-24, and then at An-26 as an additional engine power to raise the aircraft on takeoff, it has been successfully applied so far.
Yak-30M (Yak-30KP - command post). The plane escort for the transfer of radio station management teams on board the plane-target.
November 24, 1961 GKAT decided on refurbishing two Yak-30 aircraft in flying command post for the second phase of state trials (drone taking off and landing) aircraft target Yak-25RV-P. They were completed with a positive assessment. Later Yak-30M used in the performance of work with the military-aircraft targets Yak-25RV-I, IL-28 and TU-16.
At Yak-30M front cabin has been transformed into the cabin operator. It was installed teamwork VHF radio transmitter with the DWP-Zs, antenna-feeder device - on the front edge of the stabilizer. Transmitting power 14.5 W, the duration of 2.5 hours of continuous operation, the range of 100 km and at an altitude of 10000 ... 15000 m. In aircraft radio equipment Radio Collins was replaced by RSIU-5, shtyrevaya antenna is installed in front of the cab.
Of the four, two built Yak-30 aircraft stored in the DB, a display at the Air Force Museum in Monine, lost in a crash September 8, 1965
Yak-30V - sketch draft aircraft vertical takeoff and landing (VTOL) with two extra lifting TRD RU19-300 on the ground rear cabin. It was started in late 1960, but soon stopped by the development of the Yak-36 aircraft. Above the project worked LM Schechter and VG Tsvelev.
Yak-32 (see Fig. 240) - single-jet aerobatic sports plane on the basis of the Yak-30 (Yak-104), originally known as the Yak-104SP. It served for the development of the technology operation in a circle, on a route for training in adverse weather, day and night, as well as the testing of equipment and perform complex moves higher aerobatics. Leader works KV Sinelytsikov, lead engineer VP Vlasov.
The main differences from the Yak-30: removed the rear cabin, increased to 45 kg of fuel in the tank for the expenditure longer reverse aerobatics, an engine for the inverted flight, with restrictions on height (3000 m) to work at maximum capacity.
The first plane Yak-32 (board "32") was built by order of the Government dated February 4, 1959 ahead of the given time frame of four and a half months - October 13, 1960
GKAT On the orders dated 4 January 1961, in June of that same year, two more aircraft built Yak-32 ( "60" and "70"). Name of the Yak-32 has been used in 1959 for the project sketch with the two supersonic fotorazvedchika TRD VK-13.
From January 17 to July 27, 1961, two Yak-32 aircraft were joint (OKB and LII) test versions of scrimmage ( "32") and pilotazhnom or sports ( "60").
Test version easier to 555 kg: less fuel at 425 kg and the mass of the empty airplane less than 130 kg, including the weight of the removable equipment at less than 25 kg, 7.9 kg of which - by replacing American Radio Collins "for the local. At pilotazhnom variant increased wing space and no Flap.
The joint tests conducted leading Test Pilot of VP Smirnov test pilots-VG Mukhin, YV Petrov, AP Bogorodsky, SN pilots overflew Anokhin, VM Volkov, AL Kolosov, GM Kurkay, I. Grigoriev. Principal Engineer of Tests YB Wiskowski.
The plane was in flight simple, sustainable speed and overloading, with a spacious cabin and excellent overview on the steering and in the air. Served all pieces of direct and inverse aerobatics and complex multi complexes. We obtain a maximum speed of 663 3000 m. The overall conclusion: the aircraft "can be recommended as the Pilot sport-model aircraft for aeroklubov DOSAAF." State test planned for the second quarter of 1961, did not actually take place.
At Yak-32 were installed three registered FAI world records for light jets. The first flight altitude record was set during the first test aircraft ( "32") in the category C-1-d (flight mass of 1750 ... 3000 kg). Two speed records were set in 1965 in the category C-1-c (1000 ... 1750 kg).
The height of 14283 m, February 22, 1961, VG Mukhin; flight mass of 2136 kg, 800 kg traction TRD.
The rate closed at 100 km route - 724430 km / h, January 14, 1965, GG Korchuganova; flight mass of 1740 kg, 900 kg traction TRD.
The speed on the base 15 kilometres ... 25 - 755 km / h, February 19, 1965, PM Shihin; flight mass of 1698 kg, 900 kg traction TRD.
Two aircraft Yak-32 stored in the DB.
Yak-32SH - project light attack. In 1961 the Central airport were demonstrated potential for the application of the Yak-32 as a light attack. The plane with two podkrylnymi holders weapons was shown on the ground with its diverse razlozhennym armament.
By calculating the traction engine 1100 kg, 725 kg of fuel, takeoff weight of 2580 kg or 2900, with mass weapons and 300 respectively to 716 kg. Maximum speed is 685 5000 m. Options suspensions: guns aft-9 (2x150 kg), missiles of different types (from 2x116 to 2x234 kg kg) bombs AB-250 (2x275 kg) or ZB-360 (2x358 kg).
Yak-32P - sport-pilot aircraft. Retrieved on the orders of MAP August 5, 1971 with an experienced TRD RU19P-300 traction 900 kgs. In maslosistema engine has been modified to provide greater length inverted flight.
In addition, there were the following differences from the original Yak-32: negermetizirovannaya cabin with a speed boost from the head; connected Radio Landysh-5 ", the ARC-15 radio (weight 17 kg), giromagnitny compass SMC-1A. Marker receiver, the ARC and SMC-15-1A (total weight 40 kg) were implemented as a removable equipment for use only in the dispenser flights, flights on the route, as well as adverse weather.
In 1972 Yak-32P has been monitoring the factory testing. The tests took place at takeoff weight of 1880 kg, 84 kg installing control recording equipment. Summer evaluation of the aircraft is as high as the Yak-32. Tests conducted pilots YI Mitikov, OA Bulygin. Principal Engineer of the aircraft IA Re.
