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.
JAI-40 in its final version
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.
Refuelling JAI-34 for a ski train flight.
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 featured improved lines and greater comfort for the pilot.
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 featured notable improvements in aerodynamics.
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.
Remains of the JAI-34 crashed in 1992.
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.
Wing structure of the Korshun.
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.
Detail of the connection to the fuel tank.
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 JAI-29M in flight.
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” exhibited at SLA-84.
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 Korshun-5 was a refined version of the model.
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 Studient-16 (Russian: ХАИ Студент-16) was developed in the Club of Deltaplanos “Ikar” of the Aviation Institute Kharkiv.
Designed by JAI graduate Sergei Serguyev in 1998, at least five copies have been manufactured, of which three were sold to private hands after several years of operation.
The model had its rebirth in 2013 when the example known as “Proto” was built, followed later by “Super-new”.
The first Studient 16 was built in 1998 and named Zilioni (Green). It was the main training apparatus between 1999 and 2010. The hang glider was modified in 2004. It was sold in Voronezh in 2010.
The second Studient 16, named Shtil (Calm), was built in 2005. It was sold in Azerbaijan in April 2013 to a private club run by Jafarov Ilgar.
Studient-16 Shtil (Calm)
The third Studient 16, Novi (New), was built in 2009. It was sold in Odessa in August 2013 to Sania Sirosh.
Studient-16 Novi (New)
The fourth Studient 16, Proto, was built in 2013. On this newly created deltaplane, multiple-time champion of Ukraine Dmitri Russov tried to win the Grinienko Cup in 2013.
Studient-16 Proto
The fifth Studient 16, Svierxnovi (Super-new), was built in 2014.
Studient-16 Svierxnovi (Super-new)
The JAI studient-19 (Russian: ХАИ Студент-19) – was a tandem experimental training deltaplane developed by the Club of Deltaplanos “Ikar” of the Aviation Institute Kharkivm and built in 1998 by the Ukrainian firm “Eros”. It was never mass-produced.
This device has proven to be an excellent starter trainer for people weighing more than 80 kg. In its original role as a tandem coach, it is rarely used.
Studient 19
First flying in 2009, two JAI studient-21 (Russian: ХАИ Студент-21) were built for training at Deltaplanos. The first, built in 2009, was sold in Azerbaijan in 2010 to the Delta Plane Club of the Federation of Extreme and Air Sports.
2009 Studient-21
The second Studient-21 was built in 2014.
2014 Studient-21
The first JAI studient-13 (Russian: ХАИ Студент-13) Malysh (Small) was built in 2003, for “people of short stature and low weight”.
2003 Studient-13
The second Studient-13 Zaporozhki Malysh (Little of Zaporozhia) was specially built in 2011 for the Zaporozhie Delta Plane Club led by Vladimir Yefimov.
Delta Plane Club “Ikar” (Russian: Дельтапланерний клуб ХАИ Икар) – Delta flight club created in 1976 at the JAI as a section of the OSKB of Kharkov Aviation Institute.
The Ikar (Ícaro) deltaplane club was created in 1976 as a dependency of SKB JAI. Its objective was to interest students in the process of technical development of aviation in this new discipline that was only just gaining strength in those years. The decision to create the club as an independent unit within the OSKB was taken after the visit of the JHA team made up of Vladimir Selyukov and Igor Katckar at the Soviet Championship held in the USSR in 1976.
It was assigned to the new club and received a space in a workshop behind the Impulsos building, where it continues to operate. At that time students were not afraid to climb their deltaplanes to the second level via a narrow iron staircase with two landings. Nor is that a problem today, despite the fact that the new models have increased their dimensions and weights.
During the years of existence of the JAI Deltaplanes Club, more than 50 deltaplanes of all generations have been built. It is noteworthy that this club during the years of Soviet power was one of the leaders in the projection and construction of advanced deltaplanes. The club’s athletes frequently won awards and medals at Soviet and Republican events. More than 50 JAI students passed through the flight school. After the fall of the USSR
During the process of the fall of the USSR the club did not cease its activities. Training flights were carried out every Sunday and lectures were given daily and the availability of flight material was maintained. All the weight of the training in the early 90’s fell on two copies of the Slabutich UT type, of which one had to be discharged in 1994, due to its physical condition. In 1998, the Oduvanchik sport deltaplane, designed and built by Sergei Agafonos, was also decommissioned. These deltaplanes in their time proved to be superior to most of the sports models of the time, which allowed JHA athletes to triumph in the USSR championships, Ukraine and those held in Crimea, Alma-Ata and the Caucasus. By the early 1990s, even the Sport-14 and Sport-15 models were already out of date and even with improvements, they were unable to compete with modern types. Maintained with scarce student resources, these devices managed to keep the club’s spirit alive and continue to develop the skills of the club’s new pilots.
It was clear to all that primary education could be achieved on any deltaplane, but once some experience was gained, obtaining a sports master’s degree was only possible using competitive models. With the support of the club members and with the help of several graduates of the institute, it was possible in 1998 to create the first Studient deltaplane , designed by JAI graduate Sergei Serguyev, but the enthusiasm does not generate funds, so the next The specimen could only be built after four years. Actual state
In July 2002 another Studient was built and by August 2003 another training model could be built, this time with a smaller wing area and intended for light weight pilots.
A new sports model would only appear in October 2003 in the form of the excellent Stealth-JAI device, of which seven copies have been built.
The Jabiru 1600 is a horizontally opposed direct drive four-stroke, air-cooled aircraft piston engine produced by Jabiru Aircraft. Jabiru designed and built the Jabiru 1600 to power the light sport aircraft it produced when it could not obtain supplies of the Italian KFM 112M engine used to power its early production aircraft. The 1600 was approved in Australia in November 1993 and was used on Jabiru production aircraft. Unit cost in 1995 was AUD$10,800.
Type: Flat-4 Bore: 88.0 mm (3.465 in) Stroke: 66.0 mm (2.598 in) Displacement: 1606 cm³ (248.9 in³) Length: 532 mm (20.9 in) Width: 574 mm (22.6 in) Height: 472 mm (18.6 in) Dry weight: 54 kg (119.0 lbs) dry, equipped Cooling system: Aircooled Power output: 45 kW (60 hp) at 3,300 RPM
-1
All Aero 