Aircraft

Yakolev Yak-18

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Development of the Yakolev Yak-18 by Aleksandr Sergei Yakolev started during the Second World War. During the closing stages of the War, the Yak-18 tandem two-seat primary trainer appeared, entering service with Soviet training elements in 1946. Since the Yak-18 has been progressively developed and has remained in continuous production for over forty years.

Yakolev Yak-18 Article

Yakovlev 18

The initial Yak-18 tandem two-seat version was powered by the 160 hp M-11 engine in a “helmeted” cowling and tailwheel landing gear.

The Yak-18U featured a tricycle landing gear (the main units which retracted forward) and a lengthened front fuselage.

The Yak-18A was a development of the Yak-18U with a 260 hp AI-14R (later 300 hp AI-14RF) engine, NACA-type cowling, enlarged canopy, and dorsal fin extension.

The Yak-18P single seat development of the -18A was built in two versions. One with the cockpit aft of the wing and forward retracting main wheels. The other with the cockpit over the wing and inward retracting main wheels. There was a fuel system for 5 minutes of inverted flight and longer span ailerons.

The Yak-18PM single seat aerobatic version was produced for the 1966 World Aerobatic Championships was powered by an AI-14RF engine and featured reduced dihedral, and the cockpit further aft than the -18P.

Yak-18PM

The Yak-18PS was similar to the -18PM but with tailwheel landing gear.

Evolved from Yak-18, the Yak-18T has an extensively redesigned cabin, a new fuselage centre section, and a new wing centre section and an increased wing span. The aircraft was designed by the Yakolev Design Bureauas as a multi-role light transport aircraft. The Yak-18T was noticed first in 1967 and over 200 aircraft were built. Production initially ceased in 1989, but was resumed by the Smolensk Aircraft Factory in 1993. While primarily used for training Aeroflot pilots, the Yak-18T was widely used for more generalised flight training, air ambulance and light transport. The Yak-18T is equipped with a 269kW / 300 hp Ivchenko Vedeneyev AI-14RF nine cylinder, air-cooled engine. The 400 hp Vedeneyev M-14P 9-cylinder air-cooled radial engine can also be fitted.

Yak-18T

NATO code name ‘Max’, both the 18PM and 18PC had 300 hp Ivchenko AI14RF engines. The Yakolev Yak-18T is aerobatic-capable, with an inward retractable tricycle landing gear.

Gallery

Yak-18
Engine: M-11FR, 160 hp / 118kW
Max take-off weight: 1112 kg / 2452 lb
Empty weight: 810 kg / 1786 lb
Wingspan: 10.6 m / 35 ft 9 in
Length: 8.0 m / 26 ft 3 in
Height: 2.2 m / 7 ft 3 in
Wing area: 17.0 sq.m / 182.99 sq ft
Max. speed: 248 km/h / 154 mph
Ceiling: 4000 m / 13100 ft
Range: 1015 km / 631 miles
Crew: 2

Yak-18U
Seats: 2

Yak-18A
Engine: 260 hp AI-14R
Seats: 2

Yak-18A
Engine: 300 hp AI-14RF
Seats: 2

Yak-18P
Seats: 1

Yak-18PM
Engine: Ivchenko AI-14RF, 300 hp
Wingspan: 34 ft 9.25 in / 10.60 m
Length: 27 ft 4.75 in / 8.35 m
MTOW: 2425 lb / 1100 kg
Max level speed: 173 kt / 199 mph / 320 kph
ROC SL: 970 fpm / 600 m/min
Range max fuel: 217 nm / 250 mi / 400 km
Seats: 1

Yak-18T
Engine: 300 hp AI-14RF
Seats: 4

Yak-18T
Engine: 400 hp Vedeneyev M-14P
Seats: 4

Yakolev Yak-18

Yakolev Yak-17

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During the autumn of 1946, the Yakolev OKB initiated a relatively modest redesign of the Yak-15 which was initially referred to as the Yak-15U – Uluchshennyi (improved).
The prototype, flown early in 1947, differed essentially in having a nosewheel rather than tailwheel undercarriage. Owing to the position of the engine, it was physically impossible to retract the nosewheel completely, and this was therefore partly enclosed by a fixed fairing. Introduction of a nosewheel demanded transfer of the main undercarriage members from the forward to the rear wing spar and dictated considerable structural redesign and a reduction in wing tankage. To compensate, a jettisonable 300-litre tank was added beneath each wing tip. Redesignated Yak-17, this fighter was restressed throughout and, in series form, was fitted with a redesigned vertical tail and an RD-10A engine rated at 1000kg. Armament remained two 23mm NS-23 cannon.

The Yak 17 was powered by the uprated RD 10A rated at 1000 kg (2205 lb) of thrust. The NATO code named Feather was slightly faster and lighter than its competitor, the La 150, and was substantially superior in range; rough field performance of the Yak 17 was very much better than that of the Lavochkin design, which had a heavy narrow track undercarriage. The La 150 was abandoned in April 1947 and the Yak 17 was ordered into production.
A second cockpit was added in front of the existing position and a long sliding canopy was fitted; an enlarged fin was also adopted for both the Magnet and Feather. The Yak-17UTI entered flight test in April 1948, and about 150 were eventually built, 20 of these being exported to Poland and several to China.

Yak-17U

One Yak-17 fighter was delivered to Czechoslovakia for evaluation, where it received the designation S 100, and three were supplied to Poland. Poland acquired manufacturing licences in 1950 for both the Yak-17 and its RD-10A turbojet, which were to be built at Mielec and Rzeszow respectively. The Polish programme was terminated in the winter of 1950-51 before any aircraft had been built as the Yak-17 had been overtaken by better fighters, but 30 RD-10 A engines were completed at Rzeszow.

The Yak-17 and Yak-17UTI were phased out by the V-VS in 1951 and 1953 respectively, and the latter from the Polish air arm by 1955.

Production of the Yak-17 from late 1947 to August 1949 and totalled 430, including a proportion of tandem two-seat Yak-17UTI conversion trainers. The Yak 17UTI was the Soviet air force’s first specialist jet trainer and remained in service until replaced by the MiG-15UTI.

Gallery

Engine: RD 10 A, 9810 N / 1000 kp
Max take-off weight: 3323 kg / 7326 lb
Empty weight: 2430 kg / 5357 lb
Wingspan: 9.20 m / 30 ft 2 in
Length: 8.78 m / 28 ft 10 in
Wing area: 14.85 sq.m / 159.84 sq ft
Height: 9.514 ft / 2.9 m
Max. speed: 750 km/h / 466 mph
Cruise speed: 600 km/h / 373 mph
Range: 717 km / 446 miles
Service ceiling: 42651 ft / 13000 m
Armament: 2x MK 23mm
Crew: 1-2

Yakolev Yak-16

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A 1949 ten-passenger transport aircraft powered by two 559kW ASh-21 radial engines.

Engines: 2 x Ash-21, 515kW
Max take-off weight: 6400 kg / 14110 lb
Empty weight: 5200 kg / 11464 lb
Wingspan: 20.0 m / 66 ft 7 in
Length: 14.5 m / 48 ft 7 in
Max. speed: 370 km/h / 230 mph
Cruise speed: 300 km/h / 186 mph
Ceiling: 5000 m / 16400 ft
Range: 1000 km / 621 miles
Crew: 2
Passengers: 10

Yakolev Yak-16

Yakolev Yak-15

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Yak-15UTI

In 1945 the Soviet authorities instructed four bureaux to design fighters Mikoyan/Gurevich and Sukhoi were allocated respon¬sibility for twin engined types, with Lavoch¬kin and Yakolev concentrating on single jet aircraft. The powerplant was to be the Kolesov RD 10, an adaptation of the Junkers Jumo 004B developing 850 kg (1874 lb) of thrust. Primarily the responsibility of Yevgenii Adler and Leon Shekhter, development of the Yak-15 began in May 1945 around the captured German jet engines which were becoming available. The all-metal second-generation Yak-3 airframe was used as a basis and enabling the first of three prototypes to be completed in the following October. Taxying trials and short “hops” were performed, but flight testing was delayed while the possibility of the jet efflux attaching to the fuselage at high incidences was explored in the TsAGI T-101 full-scale wind tunnel. The Yak-15 retained most of the wing, rear fuselage, tail and undercarriage of the Yak-3, a new fuselage nose housing a Junkers Jumo 004B turbojet being introduced, and the main-spar being arched over the jetpipe.
Main longerons were strengthened to take the increased load. A stainless steel sheet was attached beneath the rear fuselage to protect it from the hot exhaust gases, and a roller replaced the tail wheel, with protection against the jet blast being given by a shield.
The first prototype was ready in October 1945, but the first flight was delayed to 24 April 1946, just three hours after the Mikoyan-Gurevich OKB’s I-300 (MiG-9).
The Yak-15 was demonstrated over Tushino during Aviation Day on 18 August 1946, and two days later, on 20 August, the NKAP (People’s Commissariat for the Aircraft Industry) issued a directive that 12 additional aircraft be built to participate in the October Revolution Parade to be held on the following 7 November, 80 days later. Produced by hand, the first of these flew on 5 October and the last in time to participate in the Parade, which, in the event, was cancelled because of inclement weather.
State Acceptance testing was completed in May 1947, and, despite being structurally limited to Mach=0.68 below 3200m, 280 were ordered into production at GAZ 153 as an interim type single-¬seat jet conversion trainers. Flutter problems with an airframe which had been designed to accept a piston engine resulted in the Yak 15’s top speed being limited to Mach 0.68, thus preventing full power being used below 3200 m (10500 ft).
One of the pre-series Yak-15s had meanwhile been adapted as a tandem two-seat conversion trainer under the designation Yak-21.
The initial pro¬duction batch used the tailwheel undercar¬riage, but this proved unsatisfactory and the type was redesigned as the Yak 15U (Usover shenstvovanny, or improved) with a tricycle layout. The nose wheel could not retract fully, since it was mounted beneath the air intake, so it was housed in a bulged fairing when in the up position. The change to a nose wheel layout altered the Yak 15’s balance, so the main undercarriage was mod¬ified to retract between the main spars instead of in front of the forward member.
The series Yak-15 carried an armament of two 23mm NS-23 cannon and was powered by a Jumo 004B turbojet which had been adapted by I F Koliesov of the Lyulka bureau for manufacture at Kazan as the RD-10 with a rating of 892kg. Production gave place late in 1947 to the Yak-17 after completion of 280 Yak-15s.

The Yak-15 was to achieve the distinction of being one of only two service jet fighters in aviation’s annals to have been derived from a piston-engined service fighter (the other being the Swedish Saab 21R).

Span, 30 ft 2.25in (9,20m)
Length, 28 ft 6.5 in (8,70 m)
Height, 7 ft 5.5 in (2,27m)
Wing area, 159.85 (14,85sq.m)
Max speed, 435 mph (700km/h) at 8,200 ft (2 500 m), 500 mph (805km/h) at 16,405 ft (5 000 m)
Time to 16,405 ft (5000 m), 4.8 min
Max range, 317mls (510 km)
Empty weight, 5,1811b (2350 kg)
Loaded weight, 6,0291b (2735kg)

Yakolev Yak-12 / Shanghai Dragon Volant – 1

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A high-winged, single-engined monoplane used by Aeroflot as a utility aircraft and air ambulance. NATO code name ‘Creek’.

Yakolev Yak-12 Article

The Yak-12 was a single 179kW AI-14R-engined high-wing light general-purpose aircraft built in several versions from the late 1940s. It was known to NATO as Creek.

The Yak-12A four-seater presented a complete re-design of the basic aircraft, providing greater payload and range. Apart from additional windows, the fuselage remained unchanged, but entirely new wings of reduced area with taper on the trailing edges of the outboard panels was introduced. Single bracing struts replaced the earlier Vee-type struts, along with re-designed tail surfaces. Fuel capacity was substantially increased. Appearing in 1957, Yak-12A manufacturing was sold to Poland, the first Polish production model flying in August 1959 and production continuing until 1961.

In 1952 the Yak-12R (Creek-B) appeared. This retained the mixed construction of the original but introduced the 240 hp Ivchenko AI-14R radial.

The Yak-12R was superseded in production by the Yak-12M (Creek-C) which employed an all metal structure with fabric covering. In 1955 a manufacturing licence for the Yak-12M was acquired by Poland, the type entering production at Okecie in 1955

The Shanghai Dragon Volant – 1 version was built in Shanghai, China.

Shanghai Dragon Volant – 1
Chan Yang 1

The Chinese Chan Yang 1 version of the Yak-12 featured a 220 hp engine.

Yak-12
Engine: 1 x AI-14R, 190kW
Max take-off weight: 1435 kg / 3164 lb
Empty weight: 1014 kg / 2235 lb
Wingspan: 12.6 m / 41 ft 4 in
Length: 9.0 m / 30 ft 6 in
Height: 3.1 m / 10 ft 2 in
Wing area: 2.9 sq.m / 31.22 sq ft
Max. speed: 220 km/h / 137 mph
Cruise speed: 160 km/h / 99 mph
Ceiling: 4600 m / 15100 ft
Range w/max.fuel: 760 km / 472 miles
Crew: 1
Passengers: 1

Yak-12A
Engine: 240 hp Ivchenko AI-14R
Wingspan: 31 ft 4 in
Length: 29 ft 6 in
Height: 10 ft 3 in
Wing area: 233.264 sq.ft
Empty weight: 2330 lb
Loaded weight: 3494 lb
Max speed: 133 mph
Max cruise: 112 mph
Econ cruise: 96 mph
ROC: 709 fpm
Service ceiling: 15,090 ft
Range: 688 mi

Yak-12M
Engine: 240 hp Ivchenko AI-14R
Wingspan: 41 ft 4 in
Length: 29 ft 6 in
Height: 10 ft 3 in
Wing area: 233.264 sq.ft
Empty weight: 2263 lb
Loaded weight: 3197 lb
Max speed: 112 mph
Max cruise: 102 mph
Econ cruise: 79 mph
ROC: 805 fpm
Service ceiling: 13,650 ft
Range: 475 mi

Yak-12R
Engine: 240 hp Ivchenko AI-14R
Wingspan: 41 ft 4 in
Length: 29 ft 6 in
Height: 10 ft 3 in
Wing area: 233.264 sq.ft
Empty weight: 2204 lb
Loaded weight: 3494 lb
Max speed: 114 mph
Max cruise: 99 mph
Econ cruise: 80 mph
Service ceiling: 13,120 ft
Range: 310 mi

Yakolev Yak-12
Yak-12A
Yak-12M

Yakolev Yak-11

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The Yak 11 began life as a radial engine tandem seat advanced fighter trainer variant of the Yak 3. A converted Yak 3 trainer flew in 1945 as the Yak-3UTI and in 1946 there appeared a second prototype with a number of refinements and using less Yak-3 components.

Trials were completed in 1946 and entering Soviet service in 1947. The Yak-11 has all-metal wings and a fuselage covered in plywood and fabric and has a retractable tailwheel landing gear.

NATO code name ‘Moose’. A total of 3859 being built until production ended in 1956 before moving on to a modified version featuring a nosewheel.

Also built under licence in Czechoslovakia as the LET C-11, production totalled 3859 in the USSR and, from 1953, 707 in Czechoslovakia,

In 1958 there appeared the Yak-11U (Czech C-11U) version with retractable tricycle landing gear. 

Yak C.11

The Yak-11 was a two-seat intermediate trainer and became a standard type with the Soviet forces and those of a large number of other countries including Afghanistan, Albania, Angola, Bangladesh, Bulgaria, Cambodia, China, Czechoslovakia, East Germany, Hungary, Mongolia, Poland, Romania, Somalia, USSR, Vietnam, and Yemen.

Gallery

Engine: 1 x Shvetsov ASh-21, 570 hp / 425 kW
Wingspan: 9.4 m / 30 ft 10 in
Length: 8.5 m / 27 ft 11 in
Height: 3.3 m / 10 ft 10 in
Wing area: 15.4 sq.m / 165.76 sq ft
Empty weight: 1900 kg / 4189 lb
Max take-off weight: 2418 kg / 5331 lb
Max. speed: 456 km/h / 283 mph at 8200 ft / 2500 m
Cruise speed: 400 km/h / 249 mph
Service ceiling: 7100 m / 23,295 ft
Range w/max.fuel: 1290 km / 802 miles
Armament: 1 x 12.7mm or 2 x 7.62 mm machine-guns
Bombload: 2 x 110 lb / 50 kg
Crew: 2

Yakolev Yak-11

Yakolev Yak-9

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Yak-9U

A development of the experimental Yak-7DI fighter, the original Yakolev Yak-9 differed in having a revised rudder and wooden wings incorporating metal spars; the series version, which entered production in the summer of 1942, also introduced a retractable tail-wheel.

Deliveries to V-VS lAPs (fighter regiments) began in October 1942 and the type was soon engaged in the Battle of Stalingrad. By February 1943 production aircraft were being built with reduced-span wings that incorporated duralumin ribs and with the initial powerplant (an M105PF or M-105PF-1) being replaced by the 925kW M-105PF-3. The Yak- 9 operated with a wide variety of armament, including all types of aircraft cannon then in production in the Soviet Union, and during 1943 there appeared variants which developed the full potential of the Yak-9 for use in anti-tank, light bomber and long-range escort roles.

Yak-9D over Crimea 1944 – nearest Col Avdyeyev, 15 victories

The Yak-9D appeared in 1943, primarily intended for bomber escort duties, having a reduced armament and sufficient extra fuel to give a maximum range of 882 miles.

The second generation of Yak-9s began with the Yak-911 prototype of late 1943, which introduced a redesigned airframe, a new wing of increased span and area, and the more powerful VK-107 engine; to overcome resulting centre of gravity problems the wing was moved slightly forward.

The 1943 Yak-9T appeared in 1943 in two versions. The second version was armed with a single 75mm connon for anti-shipping duties.

Later variants, differing primarily in armament and equipment installations, included the Yak-9L and Yak-9M.

The Yak-9U, an improved and cleaner-looking model, was powered by a 1650 hp M-107A engine, had entered production before the war ended and, with the Yak-9P (the final version) equipped Soviet and satellite squadrons for many years afterwards.

Production of the Yak-9 ended in 1946 after a record 16,769 aircraft had been delivered. Main post-war operators, apart from the Soviet Union, were Bulgaria, Poland, French Normandie Squadron and Yugoslavia.

Some Yaks were fitted with either a 37 mm or 75 mm cannon for anti tank use.

2010: FOR SALE: Share in Yak-9V fighters syndicate. Based at Omaka, NZ, syndicate welcomes NZ and internationally based members in ownership consortium. Yak-9V is essentially a Yak-11 with V-12 power, offering full dual controls in a V-12 fighter

Gallery

Yak 9
Engine: Klimov VK-105PF, 1260 hp
Wingspan: 32 ft 9.75 in / 10 m
Wing area: 17.1 sq.m / 184.06 sq ft
Length: 28 ft 0.5 in / 8.54 m
Height: 8 ft / 2.44 m
Max take-off weight: 2873-3060 kg / 6334 – 6746 lb
Max. speed: 595 km/h / 370 mph
Service ceiling: 34,500 ft / 10,500 m
ROC: 3795 fpm / 1150 m/min
Range w/max.fuel: 1000 km / 621 miles
Range w/max.payload: 850 km / 528 miles
Armament: 1 x 20mm machine-guns, 1 x 12.7mm machine-guns
Crew: 1

Yak 9D
Engine One 1,260 h.p Klimov VK-105PF
Wing span 32.75 ft. (9.96 m.)
Length: 28 ft 0.5 in / 8.54 m
Height: 8 ft / 2.44 m
Weight empty 6,000 lb. (2,720 kg.)
Max speed 360 m.p.h. (580 km.p.h.)
Ceiling 36,000 ft. (11,000 m.) fully loaded
ROC: 3795 fpm / 1150 m/min
Range 880 miles (1,400 km.)
Armament 1 x 20 mm. cannon and 1 x 12.7 mm. machine gun
Seats: 1

Yak-9DD
Range: 1367-2200 mi

Yak-9P
Engine: Klimov VK-107A, 1650 hp
Wingspan: 32 ft 9.75 in / 10 m
Length: 28 ft 6.5 in / 8.70 m
Height: 8 ft / 2.44 m
Max speed: 416 mph / 670 kph
ROC: 4920 fpm / 1500 m/min
Service ceiling: 34,500 ft / 10,500 m
Range: 520-550 mi
Seats: 1

Yak-9T
Length: 28 ft
Span: 32 ft 9.75 in
Max speed: 382 mph
Armament: 1 x 30mm AT cannon, 1 x 12.7mm mg

Yak-9T
Engine: Klimov M-105PF, 1260 hp
Wingspan: 32 ft 9.75 in / 10 m
Length: 28 ft 0.5 in / 8.54 m
Height: 8 ft / 2.44 m
Empty weight: 6063 lb / 2750 kg
MTOW: 7055 lb / 3200 kg
Max speed: 363 mph at 16,400 ft
ROC: 3795 fpm / 1150 m/min
Service ceiling: 34,500 ft / 10,500 m
Range: 520-550 mi
Armament: 1 x 30mm Nudelman cannon, 1 x 12.7mm Beresin mg
Seats: 1

Yak-9U
Engine: Klimov VK-107A, 1650 hp
Wingspan: 32 ft 9.75 in / 10 m
Length: 28 ft 6.5 in / 8.70 m
Height: 8 ft / 2.44 m
Empty weight: 5100 lb / 2313 kg
MTOW: 6988 lb / 3170 kg
Max speed: 435 mph / 700 kph
ROC: 4920 fpm / 1500 m/min
Service ceiling: 34,500 ft / 10,500 m
Range: 520-550 mi
Seats: 1

Yak-9V
Seats: 2

Yakolev Yak-8

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The Yak-6M was an improved version which finally led to the somewhat larger Yak-8, the prototype of which was first flown at the beginning of 1944. This was to have been a dedicated transport, essentially for military use, with accommodation for up to six passengers, but in the absence of anticipated higher-power engines its performance was disappointing and no series production ever took place.

Yakolev Ya-27 / Yak-7

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In parallel with the I-26 (or Ya-26), the Yakolev design bureau developed a two-seat version under the designation Yakolev Ya-27. One pre-production I-26 was completed to this configuration. It was intended to serve not only as a dual-control fighter trainer, but also as a liaison and unit support aircraft. Compared with the I-26, the Ya-27 was simplified and of reduced weight, the tandem cockpits being enclosed by an extended glazed canopy. The resulting Yak-7 aircraft entered production in May 1941 and was soon found to have better flying qualities than those displayed by series Yak-1s. This performance, combined with the urgent need for more fighters, led to production of a single-seat version of which the first was flown in June 1941; in the following month the fighter was officially designated Yak-7A and the two-seater Yak-7V.

By the end of 1941 a new single-seater, the Yak-7B, had replaced the Yak-7A. In late 1941 the rear fuselage was lowred to produced the Yak-7B which in early 1942 supplanted the Yak-1 in production.

Total delivery of all versions of the Yak-7 was 6,399 aircraft, production terminating in early 1943; of this number, some 1,500 were Yakolev Yak-7Vs.

Yak-7A

Engine: 1 x VK-105PF, 870kW
Max take-off weight: 3050 kg / 6724 lb
Empty weight: 2330 kg / 5137 lb
Wingspan: 10.0 m / 33 ft 10 in
Length: 8.5 m / 28 ft 11 in
Height: 1.7 m / 6 ft 7 in
Wing area: 17.2 sq.m / 185.14 sq ft
Max. speed: 520 km/h / 323 mph
Ceiling: 10000 m / 32800 ft
Range: 600 km / 373 miles
Armament: 1 x 20mm machine-guns, 2 x 12.7mm machine-guns
Crew: 1

Yakolev Yak-7