The JAI-42 (Russian: ХАИ-42) was developed by the SKB JAI student group as a light sports aircraft and was launched in 1987, receiving the nickname “Rosinante” in resemblance to Don Quixote’s lanky horse.
Only the one was built, first flying in 1987.
JAI-42 Rosinant
Engine: 35 hp RMZ-640
Wingspan: 8.4 m
Length: 4.5 m
Wing area: 10.2 m²
Empty weight: 192 kg
Maximum takeoff weight: 280 kg
Maximum speed at sea level: 85 km / h
Landing speed: 60 km / h
Range: 130 km
Accommodation: 1
The two-seater JAI-41 (Russian: ХАИ-41) was designed as a pilot training and teaching motor-deltaplane and for the development of topographic surveys, aerial photography and cartography tasks.
Developed at the JAI in 1987, the JAI-41 participated in the First Soviet Glider Championship, which took place in September 1988 in Crimea.
Only the one was built.
Engine: 42-hp Vulcan V-40
Wingspan: 10.0 m
Length: 3.6 m
Wing area: 16,6 m²
Empty weight: 120 kg
Maximum takeoff weight: 220 kg
Maximum speed at sea level: 70 km / h
Landing speed: 40 km / h
Range: 160 km
Take-off run: 30 m
Accommodation: 1
In 1986 at SKB JAI a light aircraft named JAI-40 (Russian: ХАИ-40) and nicknamed “VOK” was developed. Originally this device was obtained as a student work directed by G. Jmyz from the previous JAI-21. The aircraft was safe, light in handling and excellent speed and economy characteristics.
The JAI-40 was designed as a mixed construction single-seater high-wing monoplane. The wing, braced by inverted V posts, was constructed of wood with some use of composite materials and featured control surfaces along the entire length of the trailing edge.
The bar-type fuselage was constructed of metal tubes and sheets.
The glue unit was conceived on the basis of a fabric-coated duralumin tube structure. The horizontal planes were located high above the empennage and were braced to the structure by cables. The rudder featured a large area.
The landing gear was designed in a tricycle configuration. The front wheel was of the steerable type and was located directly at the bow of the device. The pilot sat in a seat on the basic structure of the fuselage. To avoid impacts during landing at large approach angles, a skid was installed under the rear of the fuselage.
The drive configuration difficulties were offset by installing a 35 hp RMZ-640 geared motor. This engine was installed directly on the vertical pylon for fixing the wings, moving a propeller with two wooden blades 1.38 meters in diameter. The selection of the engine and the use of a wing with 8.2 aspect ratio allowed the model to fly easily and have an excellent take-off step. Later and in order to improve performance, a 42 hp Vulcan engine designed by VP Manuilenko would be installed, moving a propeller of 1.51 meters in diameter.
Its further development was reinforced and in 1988 it reached first place in its class in the light aircraft competition held in Túshino. With a takeoff weight of 305 kg and a 42 hp engine this little machine was capable of reaching 105 km / h.
The JAI-40 successfully participated in the SLA-87 light aircraft competition.
JAI-40
Engine: 1 x Vulcan 42 hp
Wingspan: 8.50 m
Length: 4.75 m
Wing area: 9.60 m²
Tailplane wingspan: 5 m
Vertical fin area: 1.64 m²
Rudder area: 0.90 m²
Queue area: 1.40 m²
Elevators area: 0.86 m²
Wing aspect ratio: 8.7
Wing Profile: GA 
-1
Wheel spacing: 2.05m
Empty weight: 172 kg
Gross weight: 262 kg
Maximum takeoff weight: 305 kg
Wing loading: 2.44 lb / sq.ft
Power load: 7.48 kg / hp
Fuel capacity: 10 liters
Maximum speed: 105 km / h
Cruising speed: 95 km / h
Stall speed: 55 km / h
Ascent speed: 128 m / min
Practical range: 90 km
Accommodation: 1
In 1983, in the SKB JAI piloted model development group, designed and built, JAI-38 (Russian: ХАИ-38) multifunctional delta. In charge of the design was fourth-year student SI Kanivolotski.
The delta was powered by a 40 hp Vulcan V-40 engine, designed and built at the institute itself. With a takeoff weight of 210 kg, the device managed to develop a speed of 75 km / h.
The JAI-38 participated in the second edition of the competition for amateur ultralight aircraft developed in Kiev. The 28 of July of 1984 during the aviation festival dedicated to the 100th anniversary of the renowned SV Grizodubova pilot, SI Kanibolovski demonstrated in the JHA-38 a take off and landing from the racecourse school.
JAI-38
Engine: Vulcan V-40, a 40-hp
Wingspan: 10.0 m
Wing area: 16,6 m²
Length: 3.6 m
Empty weight: 120 kg
Maximum takeoff weight: 220 kg
Maximum speed at sea level: 70 km / h
Landing speed: 40 km / h
Range: 160 km
Take-off run: 30 m
Accommodation: 1
JAI-37 “Mikhail Yefimov” (Russian: ХАИ-37 “Михаил Ефимов”) was an ultralight aircraft developed at the AKA of the JAI.
Structurally, the JAI-37 was conceived as a high-wing braced monoplane of mixed construction. The ailerons were located at the wing tips. These ailerons appeared as increases to the wingspan.
A modified “Vijr-30” naval engine with air cooling was used as the power plant for this implementation and with a takeoff power of about 28 hp.
The JAI-37, named Mikhail Yefimov, was built in 1982 by a group of JAI students from a project developed by V. Dombrov, who also directed the construction. In this process, V. Kozhushnov, S. Kurinni, R. Sielix, M. Boiko and I. Tkach stood out.
First flying in 1980, as a glider, and August 1981 powered, tests were not good due to the lack of effectiveness of the wingtip ailerons.
Based on JAI-37, the improved JAI-37M model was developed with modified wings and tail and more standard placement of the ailerons. Later another model would be built, known as JAI-37M2.
The JAI-37M participated in the First SLA-85 Light Aviation Competition, but in this competition it did not fly.
In 1972 at the request of a group of students of the KAK JAI institute and under the direction of the head of the aeronautical construction laboratory A. Barannikov, within the structure of the OSKB JAI the Aviation Construction Club (KAK) designed the JAI-35 “Entusiast” (Russian: ХАИ-35М «Энтузиаст») motor glider.
The JAI-35 “Entusiast” training motor glider was created on the diploma work of student N. Labrov, an active member of KAK since its foundation. In the construction of JAI-35 and under the direction of A. Barannikov, V. Silyukov, S. Alexandrov, A. Jomich, A. Mosalienko and S. Kovaliov stood out.
The JAI-35 was conceived as a wooden construction motor glider with some use of composite materials. As a power plant, a “Vijr-30” outboard boat motor was selected, modified to work with air cooling. This engine developed about 28 hp at takeoff.
The first flight in a non-powered configuration was performed by N. Lavrov in 1980. With the power plant the first flight would take place in August 1981. At the controls was the head of the KAK A. Barannikov.
Under the direction of Natalia Labrova, students from the “A. Barannikov” of the JAI worked on a modified and improved version of the JAI-35 that was named JAI-35M. This version was powered by a 36 hp engine, showing better overall performance.
This JAI-35M participated in the SLA-87 Light Aviation Competition.
Between 1991 and 1992 studies were conducted to investigate the use of ultralight aerial photography tasks. JAI-29S and JAI-35M2 participated in these experiments. The results demonstrated the feasibility of using AFA cameras in this type of apparatus.
At least three JAI-35 were built.
JAI-35M
Engine: 36 hp
Empty weight: 170 kg
MTOW: 260 kg
Velocity at sea level: 2 m / s
Minimum descent speed: 1.5 m / s
Ascent speed: 2.4 m / s
Accommodation: 1
In 1980 a group of JAI students led by S. Shevko built the JAI-34 (Russian: ХАИ-34) biplane.
This model was designed as a biplane training aircraft and its design was influenced by the North American publication of the plans for the Wing-Ding ultralight aircraft.
The construction was led by students S. Shevchenko and V. Mielnik.
The JAI-34 was designed as a single-seater light aircraft with a biplane wing structure. The entire construction was made of wood, with the use of some metal structural elements. The wing featured an R-IIIA profile.
The control surfaces had a wooden frame with a percale coating and several layers of enamel.
The landing gear was tricycle, with steerable front wheel.
Originally the JAI-34 was equipped with a Jupiter engine, but it would not fly, limiting its use to ground running. Later an Izh-PZ engine was installed with which only a few jumps were made, due to the lack of power. With this engine the climb speed was only 0.5 m / s and flying in a circle was a real feat.
Finally, a Vijr-30 motor with an angle reducer would be installed, which gave it about 28 hp. The fuel system included a tank in the flat center with gravity feed from the engine. The type of fuel used was A-76 and MS-20 oil.
The pilot sat in a forward seat in the open cockpit. Behind, under the wing, was the engine. The instrument panel equipment included US-250 speedometer, VD-1 altimeter, VR-10 barometer, KI-13 compass, 2TTsT-47 thermometer.
The JAI-34’s first flight took place in July 1984 with student N. Krikunienko at the controls.
The JAI-34 successfully participated in the first SLA-85 light aviation competition. The JHA command, led by B.Virski, received the “OK Antonov” grand prize awarded by this event for solving complex problems in the independent creation, professional orientation and organization of ultralight aircraft flights.
JAI-34 would participate in many other regional and national events.
The JAI-34M was built by the JAI SKB “Experiment”, led by VA Mielnik and made its maiden flight in September 1985.
The JAI-34M received flight approval in May 1991 and by June 1992, when it was destroyed, it accumulated 26 hours and 19 minutes of flight time. This specimen was entered in the register of the Federation of Aviation Lovers of the Kharkov Oblast on May 23, 1991, receiving registration number 16009.
This example was originally designed to use an MT-9 engine, but later it was re-powered by an RMZ-640 air-cooled piston engine capable of developing 28 hp at takeoff, moving a 1.6 meter diameter propeller. Unlike the original model, the wing consoles were designed with a D-16T duralumin light tube structure.
The JAI-34M was delivered to the “Vzliet” Sports-Technical Center, directed by Vladimir Leontievich Goryunov.
On 7 June 1992 at 12:08 pm the plane was destroyed in a crash at the airfield Tomarovka, Goryunov losing his life.
During a flight in good weather and during a third turn, at a speed of about 80 km / h, the aircraft lost speed and entered a circular spin. After making 1.5 turns, the plane hit the ground.
According to the people who were at the scene, the engine never stopped working. The impact was made at about 100-120 km / h and the pilot died.
The commission that investigated the accident determined that the cause was attributable to the pilot, but prohibited the Federation of Aviation Lovers from allowing flights in this model until the spin tests were carried out.
JAI-34
Powerplant: 1 x 28 hp Vijr-30
Propeller Diameter: 1.3m
Propeller pitch: 600mm
Wingspan: 5.81 m
Wing area: 8.8 m²
Length: 4.8 m
Empty weight: 172 kg
Maximum takeoff weight: 237 kg
Maximum speed: 120 km / h
Cruising speed: 90 km / h
Crash speed: 62 km / h
Range: 100 km
Seats: 1
In 1976, after the development of the JAI-28, based on the Okshinis BRO-11 glider, the collective of the Student Bureau of Construction of the JAI decided to move towards a version motorized.
The need to power the glider was motivated by the desire of the Aviation Construction Club (KAK) students to fly higher and farther. The operating peculiarities of the BRO-11 had already been mastered, but the short flights from the hills were no longer interesting. The simplest variant was to put a motor in the BRO, but given the simplicity of the structure it did not seem like an easy task. The development team of this device was made up of about 20 students, among whom were V. Silokov, S. Alexandrov and N. Lavrov, under the direction of Anatoli Barannikov.
In the original design stage, the JAI-29 Korshun (in Russian: ХАИ-29 Коршун) differed slightly from the BRO-11, both in its external appearance and in the materials used in its construction. The main difference was seen in the front area: instead of the wooden ski, a structure of three radial bars was installed in this area that served as landing gear and base for the pilot’s position, the engine mounting and the wing mounting.
The Korshun was capable of flying from any level field without the need for a runway, tug or any other special condition.
Originally the PD-10 “Kolibri” engine was selected as the power plant. To avoid complications, the engine was located above the center of gravity. This decision also allowed, in case of failure, to withdraw the engine and continue using the device as a glider. Thus, in this way, the engine was located under the wing, which constituted the fundamental cause of the successes and mistakes of the model.
The JAI-29 “Korshun” was approved by the technical commission and took flight for the first time in 1977.
Powered flights showed a lot of design flaws. During takeoffs, the powered BRO constantly drifted off course and tended to pit the wing, damaging the ends and caps. Soon there was not a single “pilot” who had not suffered these mishaps. It was clear that the engine power was insufficient and changes were necessary in the design of the aircraft.
Despite these problems, the JAI-29 would be used for the preparation of 13 pilots with a total accumulated of 47 hours.
The next development of the JAI-19 was known as Korshun-M and was projected and built in 1980.
Another BRO-11 glider was taken and the nose was lengthened, modifying the landing ski. The skeletal structure of the tail bar was moved downwards, the surface of the horizontal plane was increased and a fixed skid was added in the tail area, soon replaced by a steerable wheel. Instead of a bracket with cable tensioners in the nose of the cabin they installed two brackets from the ski to the wing spar.
In the absence of a more powerful engine, it was decided to increase the wing area by increasing the wingspan. The initial value of the wingspan was 9 meters, later reduced to 8.4 meters. The increase in mass made it necessary to recalculate the structural resistance of the apparatus and reinforce several points of the beams and the structure. In this way the classic form of the “Korshun-M” appeared.
The wing of the JAI-29 was similar in construction to that of the BRO-11 and had a single variable section spar. The stringer was built with duralumin angles and walls with supports. In the middle section of the stringer there was a duralumin plate to which the wing supports made of 30 XGSA chrome-moly steel were fixed. At the end of the spar were the fixings for the wing tips.
Due to the lack of pine, the ribs were made of fir and the reinforcement points with 1 mm plywood. The three force ribs were constructed of 8mm plywood with circular holes to lighten them. At the rear of these ribs the fixings for the ailerons were installed. Fir ribbons were glued to the partitions of the stringers to complete the profile up to the theoretical contour between the ribs.
The trailing edge of the wing was constructed of spruce and secured to the ribs with 1mm pieces of plywood. The leading edge was protected with 1.5 mm plywood sheets up to 2/3 of the span. The spaces between the force ribs and their neighbors were protected above and below with 1 mm sheets.
The ailerons were made of wood with plywood ribs fixed to the side member using screws. The leading edge was protected with an acrylic layer. The spaces between ribs were covered with 1 mm plywood.
The stabilizer was constructed of wood and was generally similar in shape to the BRO-11, but with increased surface area and some structural reinforcement. The glider’s wooden supports were replaced by others made of duralumin with a circular section. The elevator and steering rudders also featured a glider-like construction and were covered with glued calico.
All Korshun surfaces were coated with glued calico and then AK-113F aluminum powder paint.
The landing gear varied from model to model. Originally it was composed of a central wheel under the seat and a small one in the tail, with runners fixed to the side member on the wing intrados. Variants with two front wheels in pyramidal structure and skid or tail wheel were built and in at least one example a tricycle train with wide span main wheels was tested.
The cabin was designed for a standard size person and lacked regulations. The weight of the pilot could vary between 45 and 70 kg, but flights were made with pilots up to 100 kg. As the weight increased, the center of gravity moved forward, so it was necessary to compensate by placing a weight in the tail area.
The cockpit instrumentation included a US-250 speedometer, VD-10 altimeter, VR-10 barometer, KI-13 compass, two TTsT-13 thermocouples for measuring engine temperature, a tachometer, and a mechanical fuel level gauge.
The powerplant was also variable. The JAI-29M Korshum was powered by a gearless RMZ-640 piston engine capable of developing 5500 revolutions per minute driving a 1 meter diameter two-bladed propeller. The fuel system incorporated a tank with a capacity for 22 liters of gasoline, located in the wing center plane, feeding the engine by gravity.
The test flights showed that the modifications were effective.
Generally the flights on the JAI-29 reached up to 100 km in distance. Repairs, and there was a need for several, were carried out directly in the field. The simplicity of the construction allowed to carry out these interventions with ease.
The flights were carried out without authorization from the institute, since the prohibition was maintained, but the almost 25 students managed to accumulate in each flight season from 4 to 6 hours. The total accumulated flight time was 90 hours.
The JAI-29M Korshun-M was shown in the III light aviation competition in Kiev together with the JAI-37 “Mikhail Yefimov” models and the JAI-36 seaplane.
The JAI-29S version introduced minor modifications. This model participated in several meetings of the Soviet SLA (Light Aviation Consortium).
In an experimental way the JAI-29S was used in aerial photography tasks, using an AFA camera. The experiences obtained allowed to develop the technical task for a light aerial photography aircraft. Projection work for this type of device began at the JAI .
The actual number of aircraft produced is unknown. At the JAI the students assembled various devices. A series production was planned and documentation for this process was prepared, but finally the model could not be introduced.
JAI-29M Korshun
Engine: RMZ-640
Propeller: 2-blade
Propeller diameter: 1m
Wingspan: 7.89-8.4 m
Wing area with ailerons: 11.83 m²
Wing profile: Р-2-14%
Wing chord: 1.1 m
Wing dihedral: + 3º-5º
Length: 5.24 m
Height: 1.86 m
Empty weight: 167.5 kg
Fuel Weight: 20kg
Pilot weight: 40 – 110 kg
Take-off speed: 55 km / h
Descent speed: 45 km / h
Cruising speed: 65 km / h
Maximum speed in horizontal flight: 75 km / h
Maximum speed: 120 km / h
Maximum ROC at 62 km / h: 1.5 m / s
Minimum descent speed without motor at 65 km / h: 1.8 m / s
Run and take off: 100 m
Maximum range: 150 km
Maximum ceiling reached: 3000 m
Maximum load: +3 and -2g
Aileron chord: 0.35 m.
Spoiler area: 2.7 m²
Stabilizer span: 2.35 m.
Horizontal plane surface: 1.9 m²
Angle of implantation of the horizontal plane: -1.5º
Elevator area: 0.82 m²
Elevator working angle: +29º to -32º
Empennage surface: 1.32 m²
Rudder surface area: 0.77 m²
Span between wheels: 3.44 m.
Front wheel dimensions: 300х125 mm.
Rear wheel dimensions: 90х30 mm
Seats: 1
The JAI-22 helicopter (Russian: ХАИ-22) was developed by the Bureau Student Building (SKB) of the JAI between 1966 and 1968 as light experimental. V. Revinov was in charge of the design and construction.
This helicopter was designed from a tubular structure attached to a seat, installed on a tricycle skeleton train. The main rotor and transmission system were attached to this seat.
The main rotor featured two parallel, counterbalanced chord blades. The landing gear had small wheels.
The powerplant consisted of a 36-hp M-62 motorcycle engine, located at the front, under the pilot’s feet. The angular momentum of the crankshaft axis was transmitted through a double level reducer to a cardan system, an angle reducer, to the vertical axis and from there to the rotor blades. To compensate for the reactive moment at the end of the tail bar, a small 1.1 meter diameter two-bladed anti-torque rotor was placed, moved in the test bed by a small “Druzhba” motor and then in the JAI-22A by a transmission system from the main rotor.
The JAI-22 was built as an experimental test bed with the aim of developing the lift system to be used in the future construction of light helicopters. The 5.4 meter diameter main rotor blades, constructed of fiberglass, were tested on this test bed. The tests were carried out at the JAI aerodrome, where a special test station was set up.
After some modifications, the JAI-22 test bed was converted into the JAI-22A light helicopter operational model with a take-off weight of 220 kg.
The JAI-22A was tested in a captive configuration in 1968, showing low motive power, so free flight was not authorized at low ground level.
Despite this, in 1968 itself it was shown at the Exhibition of Economic Achievements (VDNJ) of the USSR and its authors were awarded.
In 1969 the production of a small pre-production series was studied, which would never be carried out.
JAI-22A
Engine: 36 hp M-62 motorcycle
Main rotor span: 5.40 m
Rotor disc: 22.90 m²
Tail rotor span: 1.10 m
Empty weight: 90 kg
Loaded weight: 220 kg
Fuel Weight: 40kg
Maximum speed at 500 m: 100 km / h
Cruising speed: 70 km / h
Static ceiling: 1000 m
Range: 200 km
Rotor load: 9.61 kg / m²
Power load: 5.85 kg / hp
Seats: 1
The JAI-21 (Russian: ХАИ-21) deltaplane was the first Soviet experiment using Rogallo-type wings. At the beginning of the 1960s, works on ultralight flying machines with “elastic” wings of the Rogallo type began to appear in scientific and popular literature around the world. The concept of deltaplane with “elastic” wing in the USSR was known by the terms Gibkolet and Deltalet.
In the USSR the first experiments with such a wing were developed at the Kharkov Aviation Institute in the form of JHA-21.
The JAI-21 was created at the SKB JAI between 1969 and 1972.
To check the flight characteristics of the motorized gibkolets the students AP Klimenko and V. Moiseyev under the direction of AF Pilnik initially built a model.
Constructively, the JAI-21 was made up of two independent components: the elastic wing and the motorized nacelle. Behind the pilot’s seat was a 32 hp MT-9 engine moving a wooden propeller.
At the rear of the tail bar was located the tail unit. The landing gear was of the tricycle type with the front wheel of the steerable type.
The direction of the apparatus was carried out by means of a lever similar to that used in airplanes.
Construction of the model was completed by spring 1972 and first flown that year. With a take-off weight of 320 kg and a cruising speed of 90 km / h, a flight range of 150 km was calculated.
The JAI-21 was shown at the VDNJ of the USSR, as well as at international exhibitions in Canada and the United States, causing a good impression among specialists.
In 1986 the JAI-21 had a renaissance when students transformed it into the JAI-40 light aircraft.
JAI-21
Engine: 1 x 32hp MT-9
Wingspan: 8.00 m
Wing area: 2 m²
Length: 2.80 m
Maximum takeoff weight: 320 kg
Maximum speed: 90 km / h
Practical range: 150 km
Seats: 1
