World War 2

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

Yakolev Yak-6 / NBB

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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-6/NBB

Yakolev Yak-5 / I-28

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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

Yakolev Yak-5 (I-28)

Yakolev Yak-3

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Yak-3M

Design began at the end of 1941 of a single-seat fighter using the new VK-107 engine, requiring the least-possible drag, smallest dimensions and weight consistent with a manoeuvrable and tough machine. Due to delays with the new engine and pressure to build the maximum number of aircraft already on the production lines, this new Yak-3 programme was shelved.

Yakolev Yak-3 Article

A new small wing was developed and tested along with other changes on a Yak-1M in late 1942, and the first Yak-3 prototype was flown in late 1943. Although evaluation aircraft flew in combat, the first series Yak-3s did not enter operation with the 91st IAP until July 1944. The wings have metal spar, wood ribs with plywood cover and fabric overcoat. The fuselage is welded steek tubing with wood shell cover and fabric over.

The first all metal steel spar wings with light alloy stressed skinned wings and fuselage the production Yak 3U rolled out in late autumn 1944 and deliveries were just being made to front line squadrons when the war ended. The fastest of all Yakolev production piston engined fighters, the Yak 3U was comparable with the Spitfire XIV and XVIII.

Initial non-availability of the VK-107 engine forced reliance to be placed on the VK-105PF-2 that had powered earlier Yaks. The Russian fighter achieved a maximum speed of 447 mph at 19,685 feet when fitted with the VK 107A of 1700 hp as from August 1944, easily outpacing the latest marks of Bf 109 and FW 190.
Built to a total of 4,848, the Yak-3 achieved fame and a very high score rate against German aircraft in 1944-45. The Yak-3 equipped the famous Free French ‘Normandie-Niemen’ unit, and achieved its peak of perfection when the VK-107A engine of 1268kW became available in limited numbers from August 1944, the type’s maximum speed then improving to 720km/h at 6000m.

Armed with an engine mounted 20 mm ShVAK cannon and two synchronised 12.7 (0,5 inch) UBS machine guns mounted in the upper decking of the forward fuselage.

Designed specifically for low altitude combat and army co operation the Yak 3 fighter usually operated at altitudes below 8-10,000 ft. where it was markedly superior to the German Bf 109G and Fw 190A and was extensively used for ground strafing.

A Yak-3 airframe was modified to produce the Yak-15 jet fighter in 1945, developed subsequently as the Yak-17.

After discussions with interested American groups in 1991, the Yakolev Design Bureau used the original drawings and some of the original jigs to recommence production for the international warbird market. This resulted in the Yak-3M. The 1993 brand new Yak 3 differs only from the original Red Air Force examples in the engine department, a World War 2 Allison V 1710 99 providing more reliability than the now ex¬tremely rare Klimov VIKA05PF and modern avionics. Modifications to accept the Allison were made by the Yakolev engineers, an in house re engining. The Yakolev factory personnel simply opened the bottom drawer, took out the 1944 plans, blew off the dust, and went to work on a new production batch. The production line was simply restarted. A number of the original jigs were in existence to facilitate the work.

Yak-3UPW

Five Yak-3UPW were built in Romania in 1994. They were powered by Pratt & Whitney R-1834 Twin Wasp with a new Hamilton Standard three blade prop.

Yak-3 Reno Racing Article

Replica:
Garric Warbirds Yak-3

Gallery

Yak-3
Engine: VK-107, 1310 hp
Wingspan: 30.18 ft
Length: 27.88 ft
Speed: 342 mph at 16,400 ft
Gross weight: 4848 lb
Armament: 1 x 20mm cannon, 2 x 12.7mm mg

Yak-3U
Engine: 1 x Klimov VK-105PF, 870kW / 1,200 hp
Max take-off weight: 2650 kg / 5842 lb
Wingspan: 9.2 m / 30 ft 2 in
Length: 8.5 m / 28 ft 11 in
Height: 2.4 m / 8 ft 10 in
Wing area: 14.8 sq.m / 159.31 sq ft
Max. speed: 660 km/h / 410 mph
Cruise speed: 560 km/h / 348 mph
Ceiling: 10700 m / 35100 ft
Range: 900 km / 559 miles
Armament: 1 x 20mm machine-guns, 2 x 12.7mm machine-guns,
Crew: 1

Yak-3M
Engine: Allison V-1710-99
Prop: Hamilton 23E50
Cruise: 250 mph
Fuel burn: 240 lt/hr

Yakolev Yak-3 / I-30

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In the early summer of 1940, with the I-26 established in production in the GAZ 115, Aleksandr Yakolev’s OKB initiated the redesign of the fighter for all-metal construction as the I-30 (Ya-30), and the first of two prototypes entered flight test in the spring of 1941 as the Yak-3. Powered by a Klimov M-105P 12-cylinder liquid-cooled Vee-type engine rated at 1,100hp for take-off and fitted with a Ye-100 mechanically-driven supercharger developed by V A Dollezhal, the Yak-3 had a three-piece wing with dihedral on the outer panels only and possessed an exceptionally heavy armament by contemporary standards. The single engine-mounted 20mm ShVAK cannon and twin synchronised 7.62mm ShKAS machine guns of the Yak-1 were augmented by two wing-mounted ShVAK cannon. The initial flight test programme suffered constant difficulties with the supercharger, the engine being replaced three times in seven weeks with the result that the Dollezhal supercharger was discarded from the second prototype Yak-3 (I-30-II) which was flown in the summer of 1941 with a standard M-105P engine. The second prototype differed in having the radiator bath moved farther aft, the oil cooler air intake transferred from beneath the nose of the wing root leading edge and an additional pair of synchronised ShKAS machine guns mounted above the engine. With such exceptionally heavy armament and the increased fuel resulting from the larger-capacity tanks rendered possible by the metal wing, the Yak-3 was underpowered by the M-105P. In addition, the prevailing shortage of dural militated against continued development at that stage in the conflict with Germany, the Yak-3 programme being discontinued in the late autumn of 1941, and the designation subsequently being reassigned to an unrelated design.

I-30 (1st prototype)
Max take-off weight: 3130 kg / 6901 lb
Empty weight: 2550 kg / 5622 lb
Wingspan: 9.74 m / 32 ft 11 in
Length: 8.50 m / 28 ft 11 in
Height: 3.00 m / 10 ft 10 in
Wing area: 17.15 sq.m / 184.60 sq ft
Max. speed: 584 km/h / 363 mph
Range: 900 km / 559 miles

Yakolev Yak-3 (I-30)

Yakolev Ya-22 / I-29 / BB-22 / R-12 / Yak-2 / Yak-4 / Ya-4

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In 1938, the UV-VS (Upravlenie Voenno-vozdushnikh Sil – Administration of the Air Force) formulated a requirement for a two-seat multi-role high-speed combat aircraft. To meet this demand, the OKB (Experimental Construction Bureau) headed by Aleksandr S Yakolev evolved the Ya-22, or Samolet 22. An aerodynamically clean, two-seat low-wing cantilever monoplane of mixed construction and powered by two 960hp M-103A (V Ya Klimov-developed two-speed supercharged derivative of the Hispano-Suiza 12Y) 12-cylinder Vee-type engines, the Ya-22 was proposed in three dedicated versions: long-range escort fighter, short-range bomber and tactical reconnaissance aircraft. Prototypes of all three variants were built simultaneously, the first to fly being the fighter, which, assigned the NKAP (State Commissariat for Aviation Industry) designation I-29, made its maiden flight on 22 February.

Yakolev was then instructed to modify the design to serve as a bomber, the aircraft being redesignated BB-22 (blizhnii bombardirovshchik or short-range bomber). This resulted in major revisions of accommodation, armament and fuel storage, plus the provision of an internal bomb bay. The BB-22 bomber and R-12 reconnaissance prototypes differed from the I-29 primarily in that the fuel tank immediately aft of the cockpit was supplanted by a bay accommodating either eight 50kg bombs in the BB-22 or photo-flashes (for use in conjunction with a single AFA-13 camera) in the R-12. The I-29 had twin 20mm ShVAK cannon in fairings beneath the forward fuselage and a single 7.62mm ShKAS for the aft-positioned observer/navigator, deployment of this gun being permitted by lowering of the aft-fuselage top decking. On 15 March 1939, shortly after commencement of flight testing, Yosif Stalin personally decided to order production of the bomber variant (as the M-105-powered Yak-2) to the exclusion of both fighter and reconnaissance versions.

The first series BB-22 was completed on 31 December 1939 and flown on skis on 20 February 1940. By that time two factories were in production and experimental variants – the R-12 photographic reconnaissance aircraft and I-29 (or BB-22IS) long-range escort fighter – were being prepared for test flights. The BB-22 was redesignated Yak-2 at the end of 1940, and as powered by two 716kW M-103 Vee engines had a maximum speed of 530km/h at sea level service ceiling of 8800m and range of 800km.
In 1940 the basic design was further refined to improve the crew positions, field of view and armour protection; the M-105 engine was introduced with better protection for the fuel system, and provisions were made for external bomb racks. Then redesignated Yak-4, the aircraft entered production in the autumn of 1940 and about 600 of both versions were built, the majority of them Yak-4s . They were not particularly successful in service, many of them being lost in the early days of the German invasion.

Ya-22
Max take-off weight: 5023 kg / 11074 lb
Empty weight: 3796 kg / 8369 lb
Wingspan: 14.00 m / 46 ft 11 in
Length: 10.18 m / 33 ft 5 in
Height: 3.30 m / 11 ft 10 in
Wing area: 29.40 sq.m / 316.46 sq ft
Max. speed: 567 km/h / 352 mph
Range: 1050 km / 652 miles

Yak-4
Engine: 2 x M-105R, 810kW
Max take-off weight: 5245 kg / 11563 lb
Wingspan: 14.0 m / 46 ft 11 in
Length: 10.2 m / 33 ft 6 in
Wing area: 32.0 sq.m / 344.44 sq ft
Max. speed: 530 km/h / 329 mph
Ceiling: 9500 m / 31150 ft
Range w/max.fuel: 1600 km / 994 miles
Range w/max.payload: 800 km / 497 miles
Armament: 1 x 7.62mm machine-gun
Bombload: 400 kg
Crew: 2

Yakolev Yak-4 (BB-22)
Yakolev Ya-22 (I-29)

Yakolev I-26 / Yak-1

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Design of the Yakolev Yak-1 medium-altitude interceptor/fighter began in November 1938, known initially as the I-26.

Yakolev Yak-1 Article

The type had a wooden wing combined with a fuselage of mixed construction and main landing gear units retracting inwards into the underside of the wing. Flown initially on 13 January 1940, the first prototype was soon lost in a fatal accident, but the development programme was continued without any break by the second prototype which incorporated some improvements.

A pre-production batch of Yak-1s was flying by the end of 1940 and 64 initial series machines had also been completed by then.

In June 1941 the designation was changed to Yak-1 and the type was cleared for production. In the same month Germany invaded and the entire production line was moved 1000 miles eastward to Kamensk-Uralsk. Despite this delay of about six weeks, about 500 Yak-1 were in action by the end of 1941.

Changes were introduced during the course of production and many aircraft of the main variants were completed from early 1942 with all increased span more pointed wing. A new pilot’s canopy and cut-down rear fuselage were introduced on the Yak-1B and reduction of overall weight was achieved with the Yak-1M. The mount of many leading Soviet fighter pilots, Yak-1s equipped a high proportion of fighter squadrons from 1942 onwards, when the type was phased out of production in mid-1943, a total of 8,721 series aircraft of all versions had been completed.

Engine: 1 x VK-105PF, 870kW
Max take-off weight: 3000 kg / 6614 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: 580 km/h / 360 mph
Ceiling: 10000 m / 32800 ft
Climb to 5000m: 4.5-6.8 min
Range: 850 km / 528 miles
360 turn: 17-21 sec
Armament: 1 x 20mm machine-guns, 2 x 7.62mm machine-guns, 6 missiles
Weight of fire / sec. salvo: 1.856kg-2.000kg
Crew: 1

Engine: Klimov M-105PA, 1100 hp
Wingspan: 32 ft 9.75 in
Max speed:m364 mph at 16,400 ft

Yakolev Yak-1

Yakolev

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While working as a mechanic at Khodynka airfield, Yakolev had access to an aircraft graveyard in a ravine next to the flight area. In the course of a dozen years it was filled with wrecked airframes from all over the world, and Alexandre Sergeevich fully used his chance to study variety of construction methods, examine the nature of breakdowns and to discover the weak points in damaged parts.
Aieksandr Sergievich Yakolev won a design competition for lightplanes even before entering an engineering academy in 1927. His design bureau was established 1935, and first military design was the Yak-4 twin-engined fighter, completed 1939. The Yak-1/3/9 series of single-seat fighters served the Soviet Union well in combat during Second World War and were built in larger numbers than any other Soviet wartime fighter. A Yak-3 airframe was modified to produce the Yak-15 jet fighter in 1945, developed subsequently as the Yak-17. The Yak-23 of 1947 was a complete redesign, resembling the earlier fighters only in fuselage configuration.
Other post-war Yakolev designs included the Yak-12 high-wing utility aircraft, produced also in Poland and China, Yak-11 and Yak-18 trainers, Yak-28 twin-jet bomber and reconnaissance aircraft (production began 1960) and related Yak-28P radar-equipped all-weather interceptor (first flown 1960), and Yak-40 (first flown October 1966) and Yak-42 (first flown March 1975 and still in production) short-range transports. The important Yak-38 operational VTOL combat aircraft (first flown January 1971 for Russian naval use) was followed by a new VTOL prototype known as the Yak-41 (first flown March 1987) which was subsequently abandoned, as was the projected next-generation STOVLYak-43 and the Yak- 44 shipborne AEW&C aircraft. The Yak-142 transport is a new variant of Yak-42D, featuring mostly US digital avionics and other improvements. Projected airliners include the short-range twin-turbofan Yak-46-1 for 126 passengers, short-range Yak-46-2 with propfan engines, and Yak- 242138-180 passenger short-range airliner.
In the field of general aviation, Yakolev developed the Yak-18T 4-seat multipurpose lightplane development of Yak-18 (first flown 1967 and still available), Yak-50 aerobatic sporting aircraft (first flown 1972), Yak-52 tandem two-seat piston trainer (first flown 1974 and still built in Romania), Yak-54 two-seat aerobatic trainer (first flown December 1993), Yak-55M single-seat aerobatic aircraft (first flown 1989), Yak-58 six-seat business transport with a pusher piston engine (first flown April 1994), and Yak- 112 four-seat light aircraft (first flown October 1992). General aviation projects include Yak-48, thought to be derived from the Israeli-designed Galaxy, Yak-56 piston-engined primary trainer and Yak-57 single-seat aerobatic competition aircraft. Yakolev is also a partner with Aermacchi of Italy in the Yak/Aem-130 and Yak-131 jet trainer and light combat aircraft program. In total, Yakolev has produced over 70,000 aircraft of more than 100 types since 1927, and the present Design Bureau is joined by the Saratov and Smolensk manufacturing facilities under Yak Aircraft Corporation.

On 22 August 1989, Alexander Yakovlev died at age 83.