In 1972 at the request of a group of students from the institute and under the direction of the head of the aeronautical construction laboratory A. Barannikov, within the structure of OSKB JAI, the Aviation Construction Club (KAK) was created.
The SKB students wanted to fly, but according to the institute’s rules this was impossible. There was no model whose piloting was simple enough to allow them to use it. For that reason it was decided to test the construction of such an airplane. By that time the simple Oshkinis BRO-11 glider had spread and was flying successfully throughout the USSR, so the students decided to copy it.
The BRO-11 Pioner was designed by BI Oshkinis in 1954 and built at the Kaunas Glider Station. The technical documentation for its series production and static tests were developed at the Moscow Aviation Institute. It was a cheap glider, capable of being built in any workshop from the plans published in the technical literature and the press.
The JAI-28 glider was designed as a high-wing monoplane braced by two uprights. It used hanging ailerons, occupying practically the entire wingspan and with a kinematic link with the elevator.
The construction was basically of wood, with some use of metal joints and components. All the elements, with the exception of the ash tail skate, were made with aviation pine wood. The covering was three-layer plywood.
The metal details were made with brand 25 steel sheet and brand 20A steel tubes. D16 duralumin was used for the washers, trim strips, rudders, ailerons and other components.
As in the BRO-11 the fuselage does not exist, Instead a piece is implemented to which the wing, ailerons, tail unit, floor, foredeck, seat, pedals, lever and the landing skid.
The wing is made up of two sections and is attached to the central bar at three points. The ailerons are hung under the wing and are fixed by two points, occupying almost the entire span.
The tail was of the conventional type and featured a simplified construction. The horizontal plane consisted of the stabilizer and two halves of the elevator. The vertical plane featured an empennage and rudder. The keel was braced to the outrigger by two struts.
The stabilizer had a triangular shape in the plane and in its structure it had a spar, seven ribs and a front rib.
The first BRO-DPK glider, later named JAI-28 (Russian: ХАИ-28 (БРО-ДПК)), was designed and built by a group of students, among which were V. Silyukov, S. Alexandrov, N. Lavrov and V. Byzov. The screening was finished in 1973.
The first JAI-28 glider was built in 1974 and on June 17, 1975 it made its first flight with A. Barannikov at the controls.
The students soon learned to fly on it from small hills. The launch of the glider was carried out by means of a rubber band of about 30 meters. At one end there was a ring to fix the glider. The other end was divided into two points of about 5 meters. This end was tensioned for the glider to take off. Take-off could also be done by dragging, using a rope.
Thanks to its low weight, the glider could also be used for ground control training.
In total, three copies of the JAI-28 were built, in which 75 pilots received their initial training.
The JAI-28 would be used as the basis for developing the JAI-29 “Korshun” motor glider.
JAI-28 Wingspan: 8. 8 m Wing area: 12.2 m² Aspect ratio: 6.8 Empty weight: 58 kg Normal flight weight: 118 kg Payload: 70 kg Maximum payload: 85 kg (with installation of tail weights) Glide ratio: 12.5 Minimum descent: 1.1 m / s Landing speed: 30 km / h Stabilizer surface: 0.78 m² Elevator area: 0.65 m² Empennage surface: 0.5 m² Rudder surface area: 071 m² Accommodation: 1
In 1947 under the direction of Professor IG Nieman in the chair of aeronautical construction at the Kharkov Aviation Institute, a real aeronautical projection circle of interest was organized for the development of an experimental glider with a tailless flying wing structure, which was named JAI-11 (Russian: ХАИ-11).
This glider was designed with the objective of studying the stability of the mechanized wing with the use of automatic control flaps and its development was in charge of the student IM Sujanov under the tutorship of professor SI Kuzmin.
The JAI-11 was designed entirely in wood with a flying wing structure without a tail. The small centroplane served as the base for the enclosed cockpit for the pilot and its trailing edge featured an automatically operated movable surface to function as a flap.
The wings, trapezoidal in shape, stood out for the large 30º sweepback on their leading edge.
The JAI-39 (Russian: ХАИ-39) was designed at SKB JAI in 1978 as a single-seat experimental light aircraft of twin-engine configuration.
Only one example was built.
JAI-39 Engines: two 4 hp Druzhba Wingspan: 10.65 m Wing area: 17.63 m² Length: 3.62 m Empty weight: 42.65 kg Maximum takeoff weight: 140 kg Maximum speed at sea level: 45 km / h Landing speed: 22 km / h Take-off run: 10 m Accommodation: 1
The JAI-31 (Russian: ХАИ-31) gyroplane was developed at the JAI in 1977. This original single-seat apparatus was designed for the development of scientific experiments and sport flights. The design and construction was directed Gennadi Grigorievich Jmyz.
The JAI-31 gyroplane was built on a platform composed of two floats made of wood, joined together with metal stringers on which the pilot’s seat, the rotor base and the vertical plane were mounted.
The control of the gyroplane was through the combination of the 6.2 meter diameter rotor and the rudder.
To take off, the rotor began to rotate manually and then towed by a speedboat.
The JAI-31 was continued in the second, improved, JAI-31A of 1978, which was mainly characterized by the absence of the vertical plane.
JAI-31 Rotor diameter: 6.2 m Empty weight: 60 kg Maximum takeoff weight. 135 kg Maximum speed: 50 km / h Take-off speed: 25 km / h Landing speed: 5 km / h Seats: 1
JAI-31A Rotor diameter: 6.2 m Empty weight: 65 kg Maximum takeoff weight. 130 kg Maximum speed: 55 km / h Landing speed: 5 km / h 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-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.
The JAI-22A is shown in the Soviet VDNJ.
In 1969 the production of a small pre-production series was studied, which would never be carried out.
Drawing of the JAI-22A in flight published in the magazine “Texnika Molodiozhi”.
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
The experience gained with the first devices conceived at SKB JAI showed the need not only to design them, but also to build them. In a period of three months the students under the direction of VV Reshetnikov and BL Zaslavski designed and built a second model that was named JAI-19 (Russian: ХАИ-19) in 1962.
In the design and construction of JAI-19, the students B. Zaslavski, S. Gotenkov, A. Sazonkin, V. Lyushnin and S. Reshetnikova stood out among others. Components and parts of the previous JAI-17 were used to build the aircraft.
The JAI-19 was a cantilever low-wing monoplane. The entire construction was made of wood. The fuselage was made up of a wooden structure with fabric covering.
The wings were rectangular in plane. The single-stringer construction was wood with fabric covering. The wingtips were made of plywood. The trailing edge featured conventional ailerons and flaps. The tail unit was of the conventional type, with a trapezoidal tail and a rectangular stabilizer.
The landing gear was a fixed tricycle type with a 1.20m span between the main landings. The front wheel was steerable.
The 30.5 hp M-61K motor with a gearbox was selected as the power plant, removed from the crashed JAI-17, with a 4-blade, variable pitch propeller. The fuel was stored in two 27-liter tanks and fed to the carburetor by gravity. Behind the engine was an open cabin for the crew member, protected by a small windshield.
Construction began in 1961 and lasted for three months. The first test flight was carried out by SKB director JAI V. Reshetnikov.
Between 1962 and 1963 VV Reshetnikov carried out several successful flights on the JAI-19, but completing the tests proved impossible and only achieved flight heights of 50 – 70 meters. The JAI-19 was shown at the RS Ukraine Achievement Exhibition.
JAI-19 Engine: a 30.5 hp M-61K Wingspan: 7.50 m Length: 5.20 m Wing area: 9.50 m² Empty weight: 200 kg Maximum takeoff weight: 312 kg Maximum speed: 140 km / h Cruising speed: 120 km / h Landing speed: 60 km / h Practical range: 600 km Practical ceiling: 2000 m Take-off run: 200 m Landing run: 120 m Accommodation: 1
The first aircraft built at the Kharkov Aviation Institute after the war was the JAI-17 (Russian: ХАИ-17). In 1957 a group of JHA students under the leadership of VV Reshetnikov decided to test their strength in the construction of a small sports plane. A circle of interest was created under the direction of teacher LD Arson to develop this project. OK Antonov decided to support the group. In his aviation factory an area was dedicated for production and in this place the students began to work on the construction of the aircraft.
The JAI-17 was conceived as a low-wing cantilever monoplane with a driving propeller, which considerably increased the effectiveness of the empennage and stabilizers.
The wings were straight, with a rectangular shape on the plane and slightly rounded ends. The wing consoles had a slight positive dihedral.
The tail unit was of the conventional type and was located at the end of a beam connected to the fuselage. As the power plant, a 30.5 hp M-61K motorcycle engine was selected driving a four-bladed propeller with variable pitch. The engine was located just behind the cockpit.
The landing gear selected was a tricycle, with low height landing gear and a steerable front wheel. The pilot was located in a closed cabin forward.
On 29 April 1959 the JAI-17, with VV Reshetnikov at the controls, made the first flight.
The tests showed that with a flight weight of 352 kg the aircraft reached 148 km / h and reached a ceiling of 2300 m.
On the second flight, the plane suffered an accident due to the inexperience of the pilot. The elements of the plane were used for the construction of the improved JAI-19.
The work of the students on this plane motivated the institute council to organize a Student Construction Bureau (SKB) at the JAI . The task of its creation was assigned to the teacher PV Dybski. VV Reshetnikov, who worked on the drafting of the statutes and the structure of the organization, was selected for the leadership of the bureau. In May 1959 the first SKB of Ukraine began operations. Ten students, participants in the projection and construction of the JAI-17 plane, received the medal “For the best scientific-student work in the USSR”.
Engine: 30.5 hp M-61K engine Wingspan: 8.60 m Length: 5.40 m Wing area: 10.50 m² Maximum takeoff weight: 350 kg Maximum speed: 148 km / h Cruising speed: 115 km / h Landing speed: 50 km / h Range: 510 km Ceiling: 2300 m Accommodation: 1
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