Yak aircraft armament 3 modifications. Yakovlev Yak-z

Overcoming the shortage of light aviation materials in 1943, the re-evacuation of TsAGI wind tunnels, as well as the accumulated experience, allowed OKB AS. Yakovlev to finally start creating a fighter capable of gaining air superiority in Eastern Front. The well-developed and finished was taken as a basis. Its design was revised and a thorough revision of the weight of all parts was carried out. Replacing heavy wooden wing spars with duralumin ones, lightening some parts and components of the structure, reducing the geometric dimensions of the wing (span became less by almost 1 m, and area - by 2.3 m 2) made it possible to reduce the weight of the aircraft to 2655 kg (compared to 2880 -2900 kg for the serial Yak-1) and thereby increase the power-to-weight ratio and maneuverability of the machine. Sometimes such solutions went against the established ideas, but at the same time they were surprisingly simple. A radical improvement in the overall aerodynamics of the aircraft was also carried out through the most thorough finishing of the wing and fuselage. The fabric lining of the tail section was replaced with plywood. The oil cooler tunnel was “drowned” as much as possible into the under-engine space. The tail wheel was made retractable. The aircraft with the M-105PF engine, called the Yak-Sh ("M" - "Mosquito"), was built in February 1943, passed factory tests until June and state tests until August. The maximum speed, in comparison with the serial Yak-1, increased by 40 km / h.

On the second experimental aircraft (understudy), released in September 1943, a new forced engine M-105PF-2 was installed with an increase of 110 hp. power. At the same time, according to the new layout of the engine cooling system, the oil cooler with a large cooling area was replaced by two round ones, connected in parallel and placed in the center section, under the floor of the cockpit. The absence of an oil cooler tunnel under the engine made it possible to significantly improve the outer contours of the lower hood. Comprehensive measures were taken for the aerodynamic improvement of the aircraft. Reducing the relative thickness and area of ​​the wing, excellent aerodynamic shapes, combined with a lighter design and greater engine power provided the new fighter with high speed and excellent maneuverability, especially vertical.

The results of state tests conducted in October showed that the flight data of the understudy has improved compared to the first prototype. He developed a speed of 570 km / h near the ground, at an altitude of 4300 m - 651 km / h (for the serial Yak-1, respectively, 531 and 592 km / h). For a combat turn, he gained 1250-1300 m of altitude, a height of 5000 m - in 4.1 minutes (for the Yak-1b, respectively, 1000 m and 5.6 minutes). In the act, which summed up the results of state tests, it was noted that the idea of ​​​​a "light fighter" was successfully embodied in this aircraft. In terms of rate of climb to a height of 6000 m, the machine had no equal among well-known fighters.

The prospect of an aircraft with the M-105PF-2 engine was obvious. The fighter had a finished shape and was easy to fly. Under the designation Yak-3, the understudy was recommended for serial production, to replace the Yak-1.

Mass production of the Yak-3 was organized at two factories. The first plane was ready on March 1, 1944, i.e. almost five months after the completion of the state tests of the understudy.

Soviet pilots, having quickly mastered the Yak-3, skillfully used its high qualities, dictating the terms of battle to the enemy. In a maneuverable battle with the Yak-3, he went into his tail already from the first turn in the vertical and after three or four turns in the horizontal. , as heavier, lost the Yak-3 even more.

Luftwaffe experts closely followed the work of OKB AS Yakovlev. In 1944, in connection with the appearance of the Yak-3 at the front, the German command sent out a directive to its aviation units in the East, which ordered to avoid battles with Yak fighters at altitudes up to 5 km and below, which did not have an air intake under the hood.

The Yak-3 was one of the lightest and most maneuverable fighters of the Second World War. These aircraft were mass-produced until 1946 - the time when jet fighters appeared. A total of 4848 Yak-3s of various modifications were produced.

Yak-15 became the first Soviet serial jet fighter, which rolled off the assembly line in April 1946. To create it, the Yak-3 airframe was used with minor design changes necessary to replace the piston engine with a turbojet. In the well-known cockpit, combatant pilots felt familiar and easily mastered the new aircraft.

Specifications Yak-3

• Crew: 1 person
• Maximum takeoff weight: 2697 kg
• Dimensions: length x wingspan: 8.5 × 9.2 m
• Power plant: quantity dvig. x power: 1 (M-105PF-2) x 1290 hp
• Maximum flight speed at an altitude of 4100 m: 646 km / h
• Rate of climb (average): 18.5 m/s
• Service ceiling: 10,400 m
• Flight range: 648 km
• Armament: 1 x 20 mm ShVAK cannon, 2 x 12.7 mm UBS machine guns

Design features of the Yak-3

• The fuselage frame of the Yak-3 is of truss construction, welded from steel pipes. Duralumin easily removable panels on the sides provided free access to the cabin equipment;
• Through the hollow shaft of the screw passed the barrel of a gun installed in the collapse of the engine cylinders;
• Exhaust pipes are made individually for each cylinder;
• On the cockpit of the Yak-3, instead of a faceted visor with front bulletproof glass, a new one-piece visor of an improved shape was installed. The movable part of the lantern was equipped with special emergency release mechanisms.;
• The pilot's seat had a steel armored back and a bulletproof glass headrest;
• Orienting crutch wheel, retractable, closed in flight with flaps;
• To reduce the drag of the water radiator tunnel. it was "drowned" into the fuselage as much as possible;
• One-piece wing of mixed design, with plywood sheathing that perceives the power load. Between the duralumin spars there were two sealed gas tanks;
• The wing is equipped with landing flaps;
• With the chassis retracted, the niches were covered with flaps. The position of the chassis was signaled by pins ("soldiers"), which, when the chassis was released, protruded above the upper wing skin;
• In the leading edge of the wing, near the fuselage, there were air intakes for the entry of cooling air to the oil coolers and the engine supercharger;

Yak-3 modifications

Yak-3 (serial). Produced since 1944, only with the M-105PF-2 engine, but with various armament options. In 1944, the ShVAK cannon and the UBS synchronous machine gun were installed. There was a light version of the aircraft - only with a ShVAK cannon. In 1945, the Yak-3 was produced with a ShVAK cannon and two synchronous UBS.

Yak-3 - VK-107A (1944). With 1650 hp engine. with a flight weight of 2984 kg, this experimental machine reached a speed of 720 km / h at an altitude of 5750 m. has powerful weapons. However, there were difficulties with the engine due to its excessive forcing and lack of knowledge. Machines produced in a small series did not have time to take part in the hostilities. Armament was provided in two versions: a 20-mm gun and two UBS machine guns, or two synchronous guns.

Yak-3 - VK-108 (experimental). In August 1944, the design of the Yak-3 modification for the new M-108 engine (1800 hp) with the NS-23 gun was started. The first flight took place on 19 December. During the tests, record flight data were obtained: with a flight weight of 2896 kg at an altitude of about 6000 m, the aircraft reached a speed of 745 km / h, reached a height of 5000 m in 3.5 minutes. The test program could not be completed due to numerous complications with the engine, which had a very intense thermal regime. Neither the engine nor the aircraft were modified.

Yak-3RD (Yak-3R)- experienced, with a combined power plant. In 1944 OKB AS. Yakovlev was one of the first to carry out work to obtain a significant increase in speed on a piston fighter. A serial Yak-3 with the M-105PF-2 engine was chosen for the experiments. As a temporary accelerator, an RD-1 type rocket engine was used, installed in the tail section of the fuselage under the vertical tail. Fuel tanks for the auxiliary engine were under the cockpit. The tests, during which several accidents occurred, were interrupted on August 16, 1944. For unknown reasons, a disaster occurred. The test pilot died. Work on the aircraft was stopped due to the lack of knowledge of the RD-1 engine. A short-term increase in speed up to 782 km/h was achieved. In 1945, similar experiments were carried out at the Design Bureau SA Lavochkin, AI. Mikoyan and P.O. Sukhoi.

Yak-3U- an experimental version of the Yak-3 with a star-shaped air-cooled engine ASh-82FN (1850 hp). Built in early 1945, first flew on 12 May. With a takeoff weight of 2792 kg at an altitude of 6000 m, a speed of 705 km / h was achieved (for comparison: for La-7 - 3265 kg and 680 km / h, respectively). Armed with two synchronous ShVAK cannons mounted above the engine. According to testers, the aircraft was quite successful, but it was not launched into serial production, since it was considered inappropriate to start production of a new piston fighter after the end of the war.

Yak-3T- heavy. On the serial Yak-3 with the M-105PF-2 engine, the NS-37 cannon and the UBS synchronous machine gun were installed. Built in one copy in 1945.

Yak-3UTI-training double fighter. Structurally similar to the serial Yak-3. To install the ASh-21 star-shaped air-cooled engine (570 hp) and the places for the cadet and instructor, the fuselage had to be changed. It was somewhat expanded, and therefore the wingspan increased by 200 mm. The cockpit lantern from the Yak-9V (export) was used.

Management was twofold. The upper and lower parts of the fuselage behind the cockpit were sheathed with plywood, along the sides - with canvas. Armament: UBS machine gun (100 rounds) on the right above the engine and 50-100 kg of bombs on two holders. The first flight took place on November 10, 1945. With a takeoff weight of only 2250 kg at an altitude of 2550 m, a speed of 478 km / h was achieved. It was not built in series, becoming the prototype for the Yak-11.

Yak-3P (cannon)- modification of the Yak-3 with three B-20 guns designed by M.E. Berezina. Built in 1946

The superiority of the Yak-3 in speed, rate of climb and maneuverability at altitudes up to 5000 m above all types of enemy aircraft was stunning. Outwardly similar to its predecessor, the Yak-1, it misled German pilots more than once.

So, the battle conducted on July 16, 1944 by the pilots of the 91st Fighter Aviation Regiment, in which the new Yak-3 fighters were tested, 18 Yak-3 fighters met with a mixed group of 24 Bf 109G-2 and . In the skirmish, 15 enemy planes were shot down and. only one Soviet fighter.

The pilots really liked the Yak-3 fighter, because, according to their expression, he “went well for gas” - he differed from the rest in better throttle response.

The new car was appreciated not only by the Soviets, but also. Of the British, American and Soviet fighters offered to them, they preferred the Yak-3 and scored 99 victories on it.

Fighter Yak-3 - a pilot's dream Part II

K.Kosminkov

on the screen saver: nine Heroes of the Soviet Union at their planes during preparations for the Victory Parade. Photo from the archive of N. Svitenko (third from left in the photo).

Although the Yak-3 enjoyed an excellent reputation with pilots on the Eastern Front, it still had some drawbacks. The discrepancy between the strength of the wing and the flight data of the aircraft has already been mentioned. In addition, there was no front bulletproof glass, and the streamlined shape of the canopy of the cockpit gave distortions. Due to the small fuel reserve, the duration of the engine at full power (and this parameter is directly related to the time during which the aircraft can conduct air combat) was a quarter less than that of the La-5FN and half that of the Yak-9D. Needed reinforcements and weapons. True, some of the listed points should not be attributed to shortcomings, but rather to the features of the fighter, due to the desire of the designers to reduce the weight of the machine. And if it was not possible to increase the fuel supply without an adequate increase in weight and a corresponding decrease in a number of flight characteristics, then the chances of significantly strengthening the armament, while remaining within given weight appeared by the end of 1944.

The famous Soviet ace, three times Hero of the Soviet Union A.I. Pokryshkin, who, while in Moscow, back in February 1944, made several flights on the prototype of this aircraft - the Yak-1M "understudy ". Here are his memories. “For several days there were flights on the Yak-3. I got to know this beautiful fighter. What a pity that we did not have such machines at the beginning of the war.

However, I also had comments. First of all, in terms of weapons. It consisted of one twenty-millimeter cannon and two heavy machine guns. Not enough ... After the end of the overflight program, I frankly expressed my opinion to A.S. Yakovlev about the combat vehicle:

An excellent aircraft for combat with enemy fighters. But to fight the bombers, stronger weapons are needed. You need at least two or three guns. Such a weapon, as it is now, will not ensure the destruction from the first attack of the Ju 88 and Heinkel 111, and especially the armored Henshel 129.

I talk about this and see that my judgments and advice are not very readily accepted. We parted, each with his own opinion.

But what could the designer say in response, preoccupied at that moment with the introduction of the Yak-3 into the series?

Of course, A.I. Pokryshkin is right. But on the other hand, an increase in cannon armament would then lead to a deterioration in flight data, a loss of the Yak's superiority in maneuverability, and the whole idea of ​​\u200b\u200bthe aircraft would be violated. This machine was just intended to fight primarily with fighters, and that is how they tried to use it.

Yak-3T on trials at the Air Force Research Institute (April 1945). It is clearly seen how small the water radiator became on this fighter. But it was not possible to debug the new cooling system. The military chose the Yak-9UT;

And at the end of 1944, new types of aircraft guns appeared in the country. These are the gun of A.E. Nudelman H-37 and the gun of M.E. Berezin B-20. The H-37 of 37 mm caliber weighed a third (that is, almost 50 kg) less than the similar NS-37 mounted on the Yak-9T. And the B-20 20 mm gun weighed almost as much as the UB heavy machine gun and was more than a third lighter than the ShVAK. Literally immediately after testing these guns, A.S. Yakovlev's design bureau developed two new modifications of the fighter - Yak-3T and Yak-3P.

The Yak-3T fighter was built in early January 1944. It was a modification of the serial Yak-3. The armament of the Yak-3T consisted of two B-2 °C synchronous guns with 100 rounds of ammunition and one H-37 central cannon with 25 rounds of ammunition. The H-37 barrel was equipped with a muzzle brake that absorbed 75% of the recoil energy. Due to the large length of the gun and the need to maintain alignment, the cockpit was moved back by 0.4 m. In addition to these changes, instead of the VISH-105SV-1 propeller, an experimental VISH-105L-28 was installed on the Yak-3T, which differed in the blade profile, and a new water radiator was installed with a smaller frontal area, but a larger cooling surface. In order to somehow compensate for the increase in the weight of a fighter with heavy central armament (the H-37, although it was much lighter than the NS-37, it still weighed 63 kg more than the ShVAK cannon that had previously stood), the designers removed almost all equipment from the aircraft, neutral gas system and even slightly reduced the already small amount of fuel.

Factory tests of the Yak-3T began in January 1944, and in February-April the aircraft was tested at the Air Force Research Institute. An important feature of the Yak-3T, which favorably distinguished it from the Yak-9T, was the significantly lower recoil when fired from a 37-mm cannon. The recoil was such that the aiming line did not go astray after 3-4 shots, as with the Yak-9T. Shooting in long bursts was quite allowed. Surprisingly, the fact is that the maneuverable and high-speed Yak-3T, which weighed 270 kg less than the Yak-9T, surpassed all Soviet fighters in early 1945, including the Yak- 9K with its 45mm gun. At the same time, the military, of course, could not agree with the lack of armor (the plane had only armored glass) and neutral gas systems, which greatly reduced the fighter's survivability. But the main drawback of the Yak-3T was the unsatisfactory operation of the cooling system, which was not promptly completed. They did not waste time on lengthy improvements, especially since the Yak-9UT fighter had already appeared, which was given preference.

If the Yak-3T remained only in a prototype, then the fate of the Yak-3P was much more successful. This fighter differed from the serial Yak-3 only in armament, which consisted of three 20-mm cannons: one central B-20M with 120 rounds of ammunition (instead of the ShVAK cannon) and two synchronous B-2 °C with 130 rounds of ammunition (instead of UB machine guns). ). Thanks to the new weapon, it has increased a lot firepower fighter. The weight of a second salvo of the Yak-3P - 3.52 kg / s - was close to the Yak-9T (although, of course, the striking ability of the 37-mm gun was higher) and almost a third more than the weight of the Yak-3 salvo. But the weight of the weapons and ammunition of the Yak-3P turned out to be even slightly less than that of the Yak-3.

The Yak-3P fighter was tested without complications at the Air Force Research Institute, and in April 1945 its mass production began. At first, the Yak-3P was produced in parallel with the Yak-3, and from August 1945 until the end of production in mid-1946, all Yak-3s with VK-105PF2 were manufactured with three guns. In combat units, and in many official documents, the “P” index in the designation of the aircraft was often omitted, and three-gun fighters were still called Yak-3. In the fighting of the Great Patriotic War Yak-3P did not have time to take part. A total of 596 Yak-3 fighters were built in the three-gun version.

The Yak-3P fighter being tested at the Air Force Research Institute in April 1945. Thanks to three guns, the weight of a second salvo of the aircraft increased by a third. Yak-3P fighters were mass-produced from April 1945, but they did not have time to take part in the hostilities

Experimental Yak-3 with VK-105PF2 engine. The oil cooler but this aircraft was placed in the same tunnel with the water cooler, and the suction pipe was only in the left wing fairing. In the second picture, the same aircraft, converted for research new system exhaust (similar to the one that was in English "Mosquito")

An experimental version of the Yak-3P fighter with an experienced high-speed propeller during testing at the Flight Research Institute.

Serial production of the Yak-3P, often referred to as just Yak-3, was completed in mid-1946. The picture above shows the Yak-3P undergoing control tests at the Air Force Research Institute in June 1946. They were the last fighter of this type in the life. The aircraft's career was coming to an end.

in the picture below - an experienced high-altitude fighter-interceptor Yak-3PD. This aircraft was distinguished by a high-altitude engine, a wing of increased span, armament (one 23 mm caliber gun) and the position of the suction pipe located under the hood.

Like the Yak-7 and Yak-9, the fighter had a high-altitude modification designed for operations in the air defense system. In September 1944 and February 1945, two experimental aircraft with VK-105PD and VK-105PV engines were built in succession. The motors had a completely identical design, but the latter differed in some improvements to the two-speed two-stage supercharger. The aircraft, called the Yak-3PD, were similar and differed from the serial Yak-3 by a wing span increased by 0.6 m, armament (one central cannon NS-23 of 23 mm caliber with 60 rounds of ammunition), propeller (VISH-105TL-2), some equipment details, the position of the suction pipe, which was placed under the fuselage, and enlarged oil cooler channels.

Testing and refinement of the Yak-3PD continued at the Flight Research Institute until mid-summer 1945, when, finally, the power plant was fully debugged. The aircraft had good speed and maneuverability at high altitudes. However, in the middle of 1945, such fighters were no longer of interest to the Air Force, and the Yak-3PD remained in only two prototypes.

When at the beginning of 1943 the experienced Yak-3 with M-107A (since 1944 VK-107A) failed, the designers of the Yak company did not give up hope of being able to bring the aircraft to a combat-ready state and continued to work. In parallel, V.Ya.Klimov's design bureau carried out improvements to the motor. Tests of the aircraft were long and difficult. Found one or the other defect. Some of them managed to be corrected on an experimental machine, and they tried to eliminate them in full on the second copy of the aircraft, which appeared a year later, in January 1944.

On this machine, to improve centering, the cockpit was moved back by 0.4 m. The cockpit lantern was modernized and the cooling system was improved. The armament consisted of two B-2 °C synchronous guns. These were the very first, still "raw", prototypes that were first tested on an airplane.

After short-term factory tests, the fighter was transferred to the Air Force Research Institute in January 1944. The flight characteristics of the Yak-3 with the VK-107A proved to be excellent. In terms of speed, rate of climb and vertical maneuverability, he had no equal. For example, the climb for a combat turn was 1500 m, which was 400 m higher than the same figure for the Bf 109G and was almost twice as good as that of the FW 190A-4. The fighter remained easy to fly, and its spin properties did not deteriorate at all. True, due to the increased weight, this aircraft required airfields of somewhat larger sizes than for the Yak-3 with the VK-105PF2.

The military considered the Yak-3 with the VK-107A the best of the known fighters, but nevertheless refused to recommend it for production and for the Air Force. And there were good reasons for that.

During tests at the Air Force Research Institute, the VK-107A motor worked unreliably and often failed, and the water and oil cooling system needed to be further improved. Due to the small anti-boot angle, the operation of the aircraft was greatly complicated. In this regard, the Yak fighters were not quite successful anyway: because of the danger of scoping, intensive braking on the run was excluded, and when testing the engine on the ground and taxiing on viscous soil, a person had to be put on the tail of the aircraft. It is not hard to imagine how these problems have become more acute on an aircraft with such a powerful engine as the VK-107A. But the main and most dangerous defect of the new machine was the lack of structural strength, not only of the wing, but also of the fuselage and plumage. In a word, the Yak-3 was not fully adapted to the installation of such a powerful and heavy engine as the VK-107A. A significant alteration in the design of the fighter was required.

In April 1945, an all-metal Yak-3 with a VK-107A was released for testing. The strength of this option was satisfactory, and the cooling systems had improved performance. In the second half of 1945, its mass production began at the plant N "31 in Tbilisi. A small number of Yak-3s with VK-107A were also manufactured by the Saratov Plant No. 292, but this aircraft never made it into a large series. The military preferred the Yak-9U fighter as more advanced, reliable and better suited to the VK-107A engine. The advantage of the Yak-3 over the Yak-9U or Yak-9P was greater speed and better rate of climb. But this superiority was insignificant. Thus, the Yak-3 was only 10–20 km/h faster than the Yak-9U. In total, the industry produced several dozen Yak-3 fighters with VK-107A.

In 1944, design bureau V.Ya. Klimova released a new liquid-cooled motor VK-108. It was developed on the basis of the VK-107A and had more power (at takeoff 1800 hp instead of 1650 for the VK-107A). Based on the VK-108 in design office A.S. Yakovleva designed a new version of the Yak-3 fighter. This work was experimental in nature, since it was a priori clear that with this engine, the Yak-3 would not be able to become a full-fledged combat vehicle without a radical redesign. The goal was to test the VK-108 on an aircraft and evaluate the suitability of the engine for subsequent use on fighters.

Outwardly, the Yak-3 with the VK-108 was similar to the version with the VK-107A, only its armament consisted of only one central cannon NS-23 of 23 mm caliber, the exhaust manifold on each cylinder block of the V-shaped engine was replaced with a separate exhaust - each cylinder departed two exhaust pipes each, which were separately removed from the side and side-upper part of the hood, which made this machine visually different from other Yak-3s. Another screw was also installed, the water and oil coolers were significantly enlarged, the channels for supplying cooling air were expanded, and the suction pipe was arranged at the bottom of the fuselage.

Above - the first copy of the Yak-3 with the M-107A engine during factory tests (late autumn 1943). Testing of the aircraft began in April 1943 and went very hard. It was not until November that the main difficulties were overcome.

This aircraft was tested without weapons, and the suction pipe was moved under the engine hood. The aircraft was distinguished by high flight performance, in particular, its speed was 717 km / h versus 651 km / h for the experimental Yak-1M “understudy” with the M-105PF2.

Below: The second prototype of the Yak-3 with VK-107A, built in early 1944, at the airfield of the Air Force Research Institute in the spring of that year. On this machine, many of the shortcomings inherent in the first copy were eliminated. Outwardly, the aircraft was very similar to the serial Yak-3 with VK-105PF2, but had only synchronous cannon armament, the cockpit moved back, another propeller and an additional pipe in the upper part of the hood. According to the complex of flight data, the military considered this aircraft the best known fighter. In terms of speed (720 km / h) and vertical maneuverability, then he had no equal. But such shortcomings as the unreliability of the engine, cooling systems and insufficient structural strength turned out to be a serious obstacle to the introduction of the aircraft into mass production. The military were forced to abandon the recommendation to take the fighter into service.

The first all-metal Yak-3 with a VK-107A engine during state tests in May 1945. The strength of this aircraft was brought, basically, in line with the norm. Armament consisted of two 20-mm guns - central and synchronous on the left

Flight tests of the Yak-3 with the VK-108 began in December 1944, and on December 21 this aircraft showed a speed of 745 km/h at an altitude of 6290 m. This indicator was only 10 km / h inferior to the highest world achievement, set in 1939 in Germany on a special record aircraft Me 209.

Despite such an encouraging result, it became clear to the testers that the new motor is so unreliable that it cannot yet be used on aircraft. In total, the Yak-3 with VK-108 made only five test flights, and the record flight for Soviet aviation turned out to be the penultimate one.

Yak-3P VK-105PF2

Yak-3T VK-105PF2

Yak-3 VK-107A copy No. 2

Yak-3 VK-107A of the head series No. 01–01.03-01 with a metal wing

Yak-3 VK-107A head series No. 04–01 with a round visor

Yak-3 VK-107A serial all-metal

Yak-3 VK-105PF2 experimental, with a modified power plant

Yak-3 VK-108

Although the Yak-3 with VK-105PF in 1944 went into a large series and was successfully used at the front, even when creating this fighter, the designers understood that with such an engine the car would quickly become obsolete, since it did not have reserves for further improvement. Indeed, in terms of power, the VK-105PF was inferior to all the main engines of the German and allied fighter aviation. As already mentioned, a lot of effort and time was spent on the creation of the Yak-3 with the VK-107A. But this work did not receive any definite success. One of the main reasons was the capriciousness and unreliability of the VK-107A. And then, already at the end of the war, the designers took a cardinal step by installing an air-cooled engine A.D. Shvetsov ASh-82FN on the Yak-3. At that time it was one of the most modern and, at the same time, used motors. Powerful (1850 hp at takeoff) and reliable, it had relatively small dimensions, and it could be "fitted" into the design of the Yak-3. ASh-82FN engines were widely used on S.A. Lavochkin's aircraft, including on the best fighter of his design bureau - La-7. It was very difficult to surpass the characteristics of this excellent machine. But the designers of the Yak firm hoped that this time luck would not turn away from them.

Yak-3 with ASh-82FN received the designation Yak-3U. The aircraft was built in April 1945, and its flight tests began immediately after the end of the war in Europe - May 12, 1945. By its design, this last purely piston fighter A.S. Yakovlev differed significantly from the serial Yak-3. The forward fuselage, engine mount, oil cooling system were completely redone, the contours of the middle part of the fuselage were changed to ensure good mating with the engine, which had dimensions different from the VK-105PF2. To maintain centering, the wing was moved forward by 0.22 m, and its span also slightly increased. Instead of metal gas tanks, soft ones were supplied, with a capacity of almost a third more than before. Since, in comparison with the VK-105PF2, the ASh-82FN motor had large transverse dimensions, the cockpit was slightly raised to ensure a satisfactory forward view. The armament of the Yak-3U consisted of two synchronous guns B-2 °C. All this is not a complete list of changes made to the design of the fighter in connection with the change in the power plant. However, from what has already been noted, it is already clear that the Yak-3U was in many ways a new aircraft.

During flight tests of the fighter, it was not possible to achieve the estimated maximum speed. In this regard, the Yak-3U was very close to the La-7. But on the other hand, the vertical maneuverability and rate of climb of the Yak were excellent. The climb for a combat turn was 1500 m (like the Yak-3 with the VK-107A), and the Yak-3U gained a height of 5 km in just 3.9 minutes, which was a record for Soviet fighter aircraft. This is understandable, because with the same engine as the La-7 and approximately the same fuel supply, the Yak-3U weighed half a ton (!) Less. In terms of the combination of its qualities, the Yak-3U was the best suited for air combat on the Eastern Front. But the war has already ended, and in peacetime, the set of requirements for piston fighters has changed. Range, armament, endurance and durability of the structure began to play a more significant role. But most importantly, the transition to jet engines has begun. There was a situation when the military simply did not need such an aircraft as the Yak-3U.

Although the Yak-3U was not mass-produced, it nevertheless played a very important role in Soviet aviation - on its basis, a two-seat training fighter Yak-U with an ASh-21 air-cooled engine with a power of 700 hp was developed. With. This machine, under the designation Yak-11, was mass-produced for several post-war years (including under license in Czechoslovakia) and found a very wide application not only in Soviet Air Force, but also in the armies of many countries friendly to the USSR. The Yak-11 was also used in flying clubs for a long time.

One of the aircraft of the head series Yak-3 with VK-107A, which was built by the Saratov plant in March 1946. The armament was the same as that of the Yak-3P. An antenna mast appeared behind the cockpit, and flat armored glass was placed in the front canopy of the cockpit, clearly visible in the photograph.

Only a few dozen of these aircraft were built in 1945-1946. at factories in Tbilisi and Saratov. The military preferred the Yak-9P fighter.

Yak-3 with a VK-108 engine - the fastest Soviet fighter - at factory tests in October 1944. The speed of 745 km / h, shown by this machine in December 1944, became a record achievement for the piston aviation of the USSR. Externally, the car was distinguished by an oversized water radiator, two rows of exhaust pipes on each side of the fuselage and a suction pipe placed under the hood. Armament - one 23-mm central gun.

In 1944, experimental work related to the use of jet propulsion intensified in the USSR. One of the directions in this activity was the creation of aircraft with a mixed power plant: in addition to the conventional piston engine, it was supposed to use the RD-1 liquid-propellant jet engine designed by V.P. Glushko as an accelerator. The thrust of the RD-1 was 300 kg. Preliminary calculations showed that the installation of the RD-1 on the Yak-3 and La-7 fighters would greatly improve their rate of climb and reach a speed of about 800 km / h. This was not bad at all, since the first purely jet fighters of those years, with the exception of the Me 262, had similar speed performance. Of course, the use of a rocket engine for piston fighters was considered as a temporary measure, which made it possible to quickly obtain combat vehicles with high limiting characteristics.

An experimental version of the Yak-3 with RD-1, called the Yak-3RD, was built at the end of 1944. The aircraft was a remake of a conventional serial Yak-3 with a VK-105PF2 engine. In the wing of this fighter, in addition to gasoline tanks, they placed a tank with kerosene, which served as fuel for the RD-1, and a tank with concentrated nitric acid, which was used as an oxidizer. The supply of fuel components (50 kg of kerosene and 200 kg of nitric acid) ensured a three-minute operation of the RD-1 at full thrust. The RD-1 itself was compactly placed in the rear fuselage. Since the central part of the wing turned out to be occupied by tanks, the oil coolers were placed in the same tunnel with the water cooler. The hole for the suction pipe was made in the fairing of the left wing.

The armament consisted of only one central cannon NS-23 of 23 mm caliber with 60 rounds of ammunition.

Flight tests of the Yak-3RD began in December 1944, and in May 1945, test pilot V.L. Rastorguev reached a speed of 782 km/h at an altitude of 7800 m, which was in good agreement with the calculated value. For comparison, we note that the same aircraft before its alteration had a speed of 650 km / h.

The Yak-3RD with a working rocket engine was planned to be shown at the first post-war aviation parade in Moscow, timed to coincide with the Day of the Air Force, celebrated annually on August 18. In the past, this was one of the "non-political" holidays most beloved by Soviet people, and air parades held in the capital invariably aroused great interest among Muscovites.

Training flights of the Yak-3RD began a few days before the parade, on August 14, 1945. Tragedy happened two days later. The aircraft was completing another training flight. The rocket engine, having worked out the allotted time, turned off. And suddenly the fighter went into a steep dive. Near the ground, the dive angle decreased to 45 °, apparently, the pilot tried to save the plane until the last second, but ... a disaster occurred. The talented test pilot V.L. Rastorguev, who gave a lot of strength and energy to the Yak fighters, died. The cause of the incident could not be established.

At this dramatic event, the history of the Yak-3RD ended, as, however, the history of fighters with a mixed power plant soon ended. Hopes for their speedy commissioning did not come true. Despite the apparent simplicity of the rocket engine and related systems, the operation of such aircraft proved to be unusually difficult. And the reliability of rocket engines then left much to be desired. In addition, rapid progress in the field of turbojet engines determined the futility of further work on aircraft with a mixed power plant.

Yak-3U

Yak-UTI

In the photo above: the last purely piston fighter of Design Bureau A S. Yakovlev Yak-3U during testing in May 1945. The air-cooled motor ASh-82FN not only gave the aircraft a completely different shape, but also significantly increased flight characteristics, especially vertical maneuverability and rate of climb, where the Yak-3U proved to be the best among other Soviet fighters.

Despite the excellent data of the Yak-3U, they still did not begin to establish its serial production. The conditions of the post-war period put forward new requirements, and, most importantly, the era of jet aviation was approaching. But the work on the Yak-3U was not in vain. On its basis, a two-seat training fighter Yak-U was designed, which has found wide application;

The first prototype of the training fighter Yak-U, which was also called Yak-UTI, but in the Yak-11 series (tests at the Air Force Research Institute, December 1945). Without knowing the history of the appearance of this machine, it is difficult to even assume that the Yak-U is a modification of one of the best fighters of the Second World War. In the late 40s - early 50s, the Yak-11 was a very popular aircraft not only in the Air Force, but also in aviation sports clubs.

With the loss of the Yak-3RD, the completion of work on the Yak-3U and the release of a small amount of the Yak-3 with the VK-107A, it would seem that the post-war development of this remarkable fighter ended, and the story about it can be put an end to. But there were two incredible turns that gave a kind of second life to this outstanding car. The transformation of the Yak-3 into a popular two-seat training fighter Yak-11 has already been mentioned. Despite a significant alteration, it was still an evolutionary path for the development of this design. In addition, the aircraft moved to another class of aircraft and ceased to be a full-fledged combat vehicle. But another alteration of the aircraft turned out to be revolutionary - the Yak-3 became a purely jet fighter.

By the end of World War II, Germany, Great Britain and the United States already had jet fighters. These aircraft represented a qualitatively new stage in the development of aviation. In this area, the Soviet Union was behind, which was the result of a clearly insufficient attention to experimental work on jet aircraft. the main problem consisted in the absence of a jet engine. After the end of the war, large forces were thrown into the creation of domestic gas turbine engines. But such a complex task could not be solved in an instant, even with large financial investments. It took time. And there was no time to wait, jet fighters were required urgently. In order to gain time, they took advantage of the German experience. They took serial and already well-developed Jumo 004 and BMW 003 engines for samples and set up their production, assigning the “Russian” designations RD-10 and RD-20. It was under these engines that the first Soviet jet fighters were created.

At the Yak company, it was decided to upgrade the Yak-3 fighter into a jet version, although in order to obtain high speeds it made sense to design a new aircraft with more modern aerodynamics. However, the designers sacrificed speed for other benefits. Here is what the head of the company A.S. Yakovlev wrote about this in his famous book of memoirs “The Purpose of Life (designer's notes):

“In our design bureau, work began on a fighter with a turbojet engine - the future Yak-15 - immediately after the Victory.

Above: Yak-3RD fighter-interceptor being tested in the winter of 1944–1945. Liquid rocket engine RD-1 provided a significant breakthrough in flight performance. In terms of speed, the Yak-3RD was close to many purely jet fighters of that time, far surpassing them in rate of climb.

The life of this car was short. In August 1945, test pilot V.L. Rastorguev;

In 1945, a sharp turn took place in the fate of the Yak-3 - this fighter was adapted for the installation of a Jumo 004 turbojet engine. This modification of the aircraft was called the Yak-3-Yumo or Yak-Yumo.

The second picture shows the first prototype of the Yak-3-YUMO (still unarmed) on the territory of TsAGI before testing in a full-scale wind tunnel, where the aerodynamics of the aircraft were studied, including with the engine running (early 1946).

In April 1946, this aircraft will take to the air and, soon, having received the designation Yak-15, will be mass-produced and become the first Soviet jet fighter to enter service with the Air Force.

Yak-RD-10

Yak-3-YUMO

Given some wariness towards jet aviation, we considered it important to make the pilots believe in a jet aircraft, make sure that it is no more difficult to pilot and no more dangerous in flight than a familiar piston-engined car. We set out to create an aircraft that would only have a new engine. The pilot, sitting in the cockpit, would find himself in a well-known, familiar environment, and during takeoff, landing and in flight he would not feel the difference between jet and piston aircraft.

Practice has shown that we did not make a mistake by installing the RD-10 turbojet engine on the Yak-3 fighter, well known to pilots. I had to radically remake the nose of the aircraft, but everything else - the cockpit, wing, plumage, landing gear - remained almost unchanged. As a result, according to our calculations, the car should have turned out to be very light, very easy to drive and capable of reaching speeds of more than 800 km / h, that is, much more than the serial Yak-3.

It can be added to the words of the designer that the modernization of the existing aircraft made it possible to save time. Already in December 1945, a new aircraft, called the Yak-3-Yumo, and sometimes Yak-Yumo, began to run around the airfield, and its first flight took place on April 24, 1946 - on the same day as another experimental I-300 jet fighter ( future MiG-9).

Life really confirmed the correctness of the decision. Although the Yak-3-Yumo was inferior in performance to the I-300, it was he who became the first jet fighter adopted by the Soviet Air Force, it was the Yak-3-Yumo, named in the Yak-15 series, that became the first jet fighter on which the Soviet military pilots mastered aerobatics. These facts are by no means accidental. It is curious that in the summer of 1946, according to the Yak-3-YuMO scheme, another aircraft was built, called the Yak-RD. Outwardly, these fighters were very similar, but the latter was distinguished by a new wing of a different shape in plan and composed of TsAGI high-speed profiles, plumage and landing gear. The best aerodynamic properties gave the Yak-RD an advantage in speed characteristics, but, nevertheless, it remained in a prototype, and the Yak-3-YUMO, already under a different name, continued to serve the Soviet aviation and even became the ancestor of a small family of jet fighters . The life of the Yak-3 continued. But that's another story.

In the picture above: the "competitor" of the Yak-3-YUMO - an experienced fighter Yak-RD-10 or simply Yak-RD at the airfield in the summer of 1946 (RD-10 is the Soviet designation for the Jumo 004 engine). If the Yak-3-YUMO was a modification of the serial Yak-3, then the Yak-RD was a completely new aircraft with a more modern wing and tail layout, which was its advantage. However, preference was given to the Yak-3-YuMO, as it was better suited for the transition of combat units to jet technology.

After the launch of the Yak-15 series, the Yak-3 fighter received, as it were, a second life. Many interesting events are connected with the Yak-15. One of them is captured in this unique image (below): the Yak-15 was the first Soviet jet fighter to participate in in-flight refueling experiments (the wing-mounted refueling system was being tested; the tanker aircraft was the Tu-2).

In conclusion, the author wants to draw the attention of readers to the fact that in preparing the articles, numerous original documents from the archives of the OKB named after A.S. Yakovlev, TsAGI, LII, as well as military archives were used. The memoirs of participants in the events published in the Soviet and Western press were also taken into account. Of great help was the research carried out in recent years by Russian aviation historians and, above all, by the candidate of technical sciences A.T.

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