The Yakolev design bureau designed an experimental helicopter with coaxial rotors, the Yak-100, in 1949. It did not progress beyond the experimental stage.
Piston
Yakolev Yak-17
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.
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
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-12 / Shanghai Dragon Volant – 1
A high-winged, single-engined monoplane used by Aeroflot as a utility aircraft and air ambulance. NATO code name ‘Creek’.
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.
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-11
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.
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.
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-9
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.
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.
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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
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
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.
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-6 / NBB
Conceived as a light utility transport, the twin-engined low-wing Yakolev Yak-6 was largely of wooden construction and flown for the first time in June 1942; it had retractable tailwheel landing gear and accommodated two crew and four passengers. An NBB (or short-range night bomber) version had external racks for five 100kg bombs under the fuselage and provision for a single 7.7mm ShKAS machine-gun, but the Yak-6 could also be equipped to carry stores or freight (including a 500kg external load) or for use as an ambulance aircraft, glider tug or close-support aircraft carrying 10 RS-82 rockets. Often flown with the main landing gear units locked down, the Yak-6 was also used to supply partisans, and by 1944 most operational units had one of these aircraft to ferry personnel between bases. Production totalled about 1,000.
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.
Engines: 2 x M-11F, 103kW
Max take-off weight: 2350 kg / 5181 lb
Wingspan: 14.0 m / 46 ft 11 in
Length: 10.4 m / 34 ft 1 in
Wing area: 29.6 sq.m / 318.61 sq ft
Max. speed: 180 km/h / 112 mph
Cruise speed: 150 km/h / 93 mph
Range: 880 km / 547 miles
Armament: 1 machine-guns
Bombload: 500kg
Crew: 2
Passengers: 6
Yakolev Yak-5 / I-28
Originally proposed in parallel with the Ya-26 (I-26), the Ya-28 (I-28) was a dedicated high-altitude interceptor fighter developed in competition with the Mikoyan-Gurevich OKB’s Kh (I-200). Flown in the late spring of 1941 – shortly after the I-30 alias Yak-3 – the high-altitude fighter had meanwhile been redesignated Yak-5 and its test programme had been delayed by development problems with its mechanically-driven two-stage Dollezhal supercharger. Possessing a fundamentally similar mixed structure to that of the Yak-1, but featuring a modified wing structure with automatic outboard leading-edge slats, the Yak-5 was powered by a Klimov M-105PD – the M-105P with the Dollezhal supercharger – rated at 1,220hp for take-off and 1,150hp at 2700m. Armament was similar to that of the Yak-1. To improve all-round vision for the pilot, the cockpit canopy was extended aft. Two further prototypes of the Yak-5 were built, but the two-stage supercharger proved troublesome, and this problem, coupled with the higher priority assigned to the “frontal” Yak-1, led to rejection of the Yak-5 as a production type. Nonetheless, flight testing continued and it was alleged that a speed of 650km/h was attained at 8500m, and that, during June 1942, an altitude of 12890m was reached by one of the Yak-5 prototypes.
Empty weight: 2990 kg / 6592 lb
Ceiling: 12000 m / 39350 ft
Range: 460 km / 286 miles
All Aero 