Space Research Laboratory. Aviation of Russia at a glance Yak 1 armament

Technical description of Yak-1 and Yak-3 aircraft

The aircraft was a single-seat cantilever of mixed design. The fuselage was made of a frame made of SZOHGSA pipes. The pipes were 20 to 50 mm in diameter. The front side of the fuselage is covered with seven panels, the thickness of which is 1 mm. These were three panels on top, two on the side, and two on the bottom. The panels were attached with special locks, thanks to which they could be removed and installed quite simply. The Yak-1b had only two upper panel covers. The fuselage skin near the cockpit consisted of plywood in the other two parts, the skin was made of material. In addition to the panels, the aircraft had four hatches near the engine: on the left and right sides of the cockpit, near the radiator, and also at the tail unit.

The canopy in the cockpit was plexiglass. The center of the canopy moved along the skids, which were recessed into the fuselage skin. Because of the poor quality of the plexiglass, pilots had to fly with an open cockpit. For a greater view, the fuselage had additional "windows". Later, starting from the 49th series, due to the lack of plexiglass, the glazing area was reduced to two windows. The lantern of the Yak-1b aircraft was teardrop-shaped and equipped with front and rear armored glass, the thickness of which reached 65 mm.

Starting from the 163rd series, an emergency canopy ejection system was installed on aircraft of this type. The pilot in the cockpit sat in a chair, the height of which could be adjusted. An armored back was built into the pilot's seat, the thickness of the armor was 9 mm. In the first modifications of the aircraft, the inconvenience of the steering wheel, which had to be held with both hands, affected. This was quite problematic and made it difficult to use the throttle. Starting from the 158th series, the aircraft began to be equipped with the R-1 helm, which was a copy of the helm of the Bf 109 aircraft.

The instrument panel of the Yak-1 aircraft was made of two parts. For piloting the aircraft at altitude, the apparatus KPA-3 (KPA-3bis) was used. The radio equipment was made from the RSI-4 Malyutka receiver, the RSI-3 transmitter, and the RPK-10 radio semi-compass. Naturally, not every aircraft was fully equipped. The aircraft were equipped with a receiver, which was installed on every fifth machine, and starting from August 20, 1942, on every third. Transmitters were installed on every tenth car. The commanders of regiments and squadrons flew on these planes. The situation got a little better in the summer of 1942, when transmitters were installed on every fifth car. Starting in October 1942, the transmitter was installed on aircraft that had even serial numbers. Behind the cockpit was a radio antenna, which was not present on all aircraft. In addition to the RSI-4, the RPK-10 radio station, which is installed on every third machine, was also used. Starting from October 1942, the RPK-10 began to be installed on every tenth vehicle.

The wing of the Yak-type aircraft was two-fold, made of wood with a Clark YH profile. The spars were box-type, made of plywood. The main spar was the front. The spars were connected by 46 ribs. Between 0 and 7 ribs, opposite the spar, there was a niche of the main chassis. Fuel tanks were located between the spars from 1 to 12 ribs. From the bottom side, the tanks were protected by duralumin sheets. Frieze's ailerons were also made of duralumin with fabric covering. On the left aileron was a trimmer that was adjusted on the ground. In the Yak-1b aircraft, the trimmer was replaced with a compensator. Shrenk's flaps were also made of duralumin. The wing skin was made of plywood, which was glued to the spar and additionally fastened with screws. The plywood was 3 to 5 mm thick. The front wing edge was made of three-layer plywood, the thickness of which was 8 mm. On the upper side, the wing was sheathed with canvas, which was puttied and also painted. The right wing had green and the left wing had red position lights. The planes that were produced at the 301 plant, as well as the first planes made in Saratov, had anti-flutter ballast at the ends of the wings - 5 kg of lead each.

The main landing gear had dimensions of 600x180 mm, it folded under the fuselage in a pneumatic way. When retracted, the wheels were held by locks, which were also controlled pneumatically. To ensure smooth folding of the landing gear, a hydraulic damper was installed on the aircraft. It was later replaced by a lightening cylinder. The niche cover of the main landing gear was made of two parts. The cover that covered the chassis jay was attached to the rack, and the wheel cover was attached to the wheel axle. The aircraft, which were manufactured at factory No. 301, and also at first in Saratov, were equipped with a three-leaf cover for the main landing gear niche, which completely covered the wheel. The wheel in the tail section, on the first modifications of the Yak, was in the released position and rotated freely. Before takeoff and landing, the wheel was fixed in a neutral position using a handle located in the cockpit. Approximately half of all aircraft had a device that made it possible to turn the wheel within 20 degrees. The ability to retract the wheel was on the first aircraft made in Saratov, as well as on aircraft that were produced by 301 factories, after some time, the wheel was replaced by a non-retractable one. In the first modifications of the Yak aircraft, the tailwheel niche cover was in the front. For machines, starting from the 87th series and above, the lid was of a double-leaf type. The tail wheel measured 255x110 mm.

In winters, especially in 1941 and 1942, the Yak-1 was equipped with a ski chassis, the size of which was 1650x620 mm. The skis of the main landing gear were developed by the Yakovlev Design Bureau, and the ski, which was located on the back of the aircraft, was universal for all domestic fighters of that time. The Yak-1 was equipped with the M-105 liquid-cooled engine of various modifications. Until the 36th modification of the aircraft, the M-105P engine was used, after which -1 05P A, and from the tenth aircraft of the 79th series - M-105PF. At the second altitude limit, the engine power was 1050.1050 and 1180 horsepower, respectively. The engine was started using compressed air supplied from cylinders. The air pressure must be at least 50 kg/cm2. The pneumatic system was powered by four cylinders: main, additional, emergency, as well as a weapon reloading cylinder. There were only two cylinders on the Yak-1b aircraft. On the ground, the cylinders were filled with a crane, and in the air with an AK-50 compressor. Pneumatic valves were developed by different design bureaus and were not interchangeable, which caused some problems. Sometimes it happened that the Yak, who landed at the Lavochkin airfield, did not have the opportunity to replenish compressed air supplies. The levers that controlled the engine were located on the left side of the instrument panel, and the propeller pitch regulator was on the left side. The engine could still be started using an auto starter. The end of the autostarter shaft was outside the propeller hub. The aircraft, which were produced at factory No. 301, as well as among the first models made in Saratov, did not have a screw hub.

The Yak was equipped with a three-bladed propeller VISH-105P, and the Yak-1b VISH-105SV (metal) or VISH-105D-50 (wooden). The screw was three meters in diameter. The fuel of the Yak aircraft was in four fuel tanks, as well as in the wings. In two nearby tanks, 130 liters of fuel were placed, in two external tanks, 74 liters each, for a total of 408 liters of fuel could fit in the plane. The fuel tanks were hung on metal bands attached to the ribs. Fuel was poured into the neck from the outside of the tanks, fuel poured into the internal tanks by gravity. The fuel drain valve was located under the lower tanks. On the left side was a tap that made it possible to use fuel from all tanks or tanks of one side. The tanks were filled with exhaust gases, which minimized the likelihood of a fire when they were pierced. The injection system was not modified and led to the fact that the engine could stall. Later, this system was no longer used in combat units. Only in the fall of 1942, the designers of plant No. 156 were able to increase the reliability of this system. New system installed on the Yak-1 starting from the 102nd series. The oil tank had a capacity of 37 liters, the oil cooler was in front of the fuselage. In winter, the oil was diluted with gasoline. The cooling system was made from an OP-203 water radiator located under the cab. By the location of the water radiator, it is quite easy to distinguish the Yak-1/3 from the Yak-7/9. The cooling system had a capacity of 75 liters, water or antifreeze was poured into it.

Yak aircraft were armed with 20 mm ShVAK guns, as well as two 7.62 mm ShKAS machine guns. The gun had 130 rounds of ammunition. Spent cartridges, as well as empty belts, were thrown under the wing. The weight of the gun was 42 kg, the speed of the bullet was 800 m / s, the rate of fire was 800 rounds per minute. Ammunition for ShKAS has 1500 rounds (for aircraft that were produced at factories No. 301-1240). The tapes, along with the shells, were collected in bags under the cab. ShKAS had a weight of 11.1 kg, the initial speed of the bullet reached 800-850 m / s, the rate of fire was 1650 rounds per minute. The Yak-1b had slightly different weapons. The ShVAK cannon was located between the cylinder blocks, and the UBS machine gun, where the letter C means synchronized, had a caliber of 12.7 and it was an engine. The UB weighed 21.45 kg, its rate of fire reached 700-800 rounds per minute, the initial speed was 814-850 m/s.

At the ShKAS cannon, half of the armor-piercing incendiary shells were on the tape. At a distance of 200 meters, ShKAS pierced armor 8-9 mm thick. A quarter of the combat set were armor-piercing incendiary tracer shells, penetrating 6 mm armor at a distance of 1000 m. Another quarter of the ammunition load was incendiary shells, which, when fired, simplified guidance. For automatic weapons, the development of ammunition was carried out by engineer N. Elizarov. UBS machine guns were also half equipped with armor-piercing incendiary ammunition. At a distance of 200 meters, an armor-piercing projectile could easily penetrate armor whose thickness reached 20 mm. Armor-piercing incendiary tracer cartridges accounted for about 10% of the combat set. The rest of the tape space was armor-piercing incendiary, as well as incendiary-high-explosive shells, which left holes in the skin, 40 centimeters in size when fired at a distance of 200 meters.

There is no information about the ammunition control system. Quite a few pilots recalled that it was not uncommon for them to find that they had used up all their ammunition. Separate Yak-type aircraft could fire RS-82 rockets. Their length was 622 mm, weight 6.82 kg, warhead weight 2.52, explosive charge weight 0.45 kg. The range was 5-6 km, the practical firing range was 500-800 m, then the self-liquidator worked. The radius of destruction was 6-7 meters.

The experience of military operations during the civil war in Spain showed that in order to conduct it during the year, according to the estimates of the People's Commissariat of Defense (NPO), the USSR must have the capacity to produce 33,000-35,000 aircraft. In February 1939, the Kremlin hosted a meeting of aircraft industry and Air Force workers under the auspices of the Central Committee of the All-Union Communist Party of Bolsheviks and the Council of People's Commissars (SNK) of the USSR on issues related to ensuring a sharp increase in the quality level of Soviet combat aircraft and increasing the production capacity of aviation industry plants. By April, a development program had been developed and adopted, according to which the aircraft production capacity was to reach 166% of the 1939 level by the end of 1941. At the same time, steps were taken to upgrade the quality of products manufactured by aircraft factories.

On May 9, 1939, a council of key specialists of the Soviet aviation industry was held, which resulted in a draft production plan for 1939-40. The fighter designed by Yakovlev was not even mentioned in that project. Stalin personally suggested that Alexander Sergeevich take up this direction, probably under the impression of the new project of the BB-22 high-speed bomber.

On July 29, the Defense Committee under the Council of People's Commissars issued Resolution No. 246ss, approving the decision to create new aircraft and defining the tactical and technical requirements for new equipment. Also, order 209ss of the USSR People's Commissar for the Aviation Industry was issued, relating directly to the Yakovlev Design Bureau. According to this order, the Yakovlev Design Bureau was ordered to create two prototypes of a fighter armed with two 7.62-mm ShKAS machine guns and developing a maximum speed at an altitude of about 650 km / h.

Also in the terms of reference noted the priority of speed over the power of fire. It was believed that only due to the advantage in speed can one gain initiative in aerial combat.

However, later, in September of the same year, the doctrine of the development of combat aviation was adopted, which made it necessary to revise the armament of fighters.

Small arms were to consist of a 20 mm cannon and 2x7.62 mm machine guns, or 2x12.7 mm and 2x7.62 mm machine guns. Also, without fail, all fighters had to be able to suspend 8 launchers for RS-82 rockets, four FAB-50 bombs or two VAP-6s pouring devices.

Its useful to note. that for the Yakovlev Design Bureau this was the first task for the construction of a combat vehicle. However, the experience in creating high-speed aerodynamic machines turned out to be very useful. Already in October 1939, the preliminary design was approved, the model was blown in a wind tunnel, and the construction of the first prototype began. The Moscow aircraft factory No. 115 served as the production base. The first experimental machine received the I-26-1 index. According to the plan, it should have been built no later than February 1940, however, the Design Bureau and the plant forced the work so much that the first I-26 was rolled out of the factory gates on December 20 and transferred to factory tests. However, according to the results of static tests, the engineers had to strengthen the wing toe, which did not prevent the transfer of an experienced fighter to the Central Airfield on December 30. This was not prevented even by Yakovlev's business trip to Germany.

Instead of the M-106 high-altitude engine, which was included in the project, but not yet finished, a cannon version of the famous Klimov M-105 - M-105P, with a power of 1050/1100 hp, was put on the plane. A 20-mm ShVAK gun was mounted in the collapse of the cylinders.

I-26-I made its first flight in March 1940. The complex of tests was carried out by the chief pilot of the Design Bureau Yakovleva Yu.I. Piontkovsky. In parallel with the tests, work was carried out to fine-tune the systems of the engine and the propeller group. The new fighter almost immediately showed an impressive 587 km / h for that time at an altitude of 5100 meters.

During the tests, there were no tragedies. On April 17, 1940, the aircraft went into a tailspin at an altitude of 500 m while performing a roll. Piontkovsky died. Further tests were carried out on the second prototype of the I-26-II, which had been released by that time, made its first flight on March 23, 1940. It was piloted by test pilots S.A. Korzinshchikov and P.I. Fedrovi.

During the tests, a number of shortcomings of the machine were revealed, but the military-political situation dictated its own conditions. On February 19, 1940, a decision was made to produce in the first half of the year a military series of 25 I-26 aircraft at factory No. 301.

Despite the signed pact and emphatically friendly relations, the leadership of the USSR in the late forties was sure that a war with Nazi Germany was inevitable. There was a catastrophic lack of time to rearm the army. Therefore, many works were carried out under the most severe time pressure. 64 Yak-1 fighters were produced in 1940, 335 - in the first half of the forty-first. 1019 aircraft were given to the country 41m after the start of the war. The total volume of yak-firsts was 8721. It is impossible to overestimate the contribution of yaks to the defense of Moscow. Four of the eleven air defense regiments were equipped with Yakovlev Design Bureau fighters.

There is an opinion that such a haste in launching the series and indulgence towards an objectively "raw" fighter is due to the high status of its creator and the patronage of the "father of nations" himself. However, it should be recognized that by the beginning of the fortieth this project was more ready among similar developments. In addition, the refinement of the aircraft continued both in pre-production and serial production. As a result, the most advanced fighter of the Second World War appeared - the direct successor of the Yak-first, the legendary Yak-3
In addition to fine-tuning and troubleshooting, the aircraft was modernized throughout the entire production period. The changes concerned armament, aerodynamics, cockpit glazing, engine systems.

As of June 22, 1941, 412 Yak-1 aircraft were built. However, in combat units at that time there were much fewer. Some were returned by acceptance to eliminate defects, somewhere the tests were delayed, some were on their way to the combat unit ... Fighters were transported along railway on platforms in a semi-disassembled form. Upon arrival at the combat unit, they had to be assembled and re-flyed around, which also took time.

One way or another, on June 22, at the time of the start of hostilities in the Western Military District, only two air regiments were equipped with Yak-1 fighters. But they also managed to show themselves from the very first minutes of the war.

So, on June 22, 1941, at 04:28, the Yakov unit of the 20th IAP of the Kyiv OVO under the command of Senior Lieutenant N.I. Ivanova entered the battle with three times superior enemy forces and forced him to retreat.

However, in general, the balance of power was developing against the Soviet fighters, and on June 17 only six yaks remained in the regiment's ranks.

In the 123rd Air Force Regiment of the Western OVO, they failed to raise new equipment into the air. By the beginning of the war, they only had time to assemble the first batch of 20 aircraft (on June 19, another 20 aircraft were sent by rail to the 123rd IAP from factory No. 292 - who got them is still unknown). After assembly, only one was able to fly around, and then on June 21, 1941. On this machine, the commander of the 123rd IAP, Major B.N. On June 22, Surin managed to make one sortie for reconnaissance in the Brest area.

The planes that remained in the front regiments and arrived in the first days were almost all knocked out in air battles in the very first month of the war.

The characteristics of the Yak-1 allowed it to fight on an equal footing with enemy aircraft, but on verticals it was somewhat inferior to the Bf.109F in rate of climb and maximum speed. Using slats, Messer, moving away from the attack on the vertical, reduced the speed below the stall speed of the Yak.

In addition, direct fuel injection allowed the DB 601 engine to work stably and not stall at zero and negative g-forces.

The mass of a second salvo of the Yak-1 was slightly higher than that of the 109th (1.856 / 1.562), which was a serious advantage in a frontal attack. However, the Germans, as a rule, prudently avoided the frontal one.

Based on this balance of power, Soviet pilots tried to impose a battle on horizontal lines, where they had an advantage. To do this, they drove the enemy under the clouds, or organized a height-echeloned defense and patrol. With the accumulation of experience, the Soviet aces learned to conduct air duels on equal terms and on verticals.

In general, the Yakovlev fighter proved to be excellent in battles with the aces of the Luftwaffe. According to combat pilots, the opponents maintained parity in strengths and weaknesses. Each side tried to use the advantages of its vehicle in air combat, avoiding losing positions and battle scenarios in every possible way.

The Yak-1 was especially indispensable as a cover fighter for attack aircraft and bombers. Maneuverability and speed characteristics made it possible to meet the enemy at the optimal turn and cut off from the escorted Ils.

The excellent fighting qualities of the Yaks allowed Soviet fighter pilots to beat even the superior enemy. So, on March 12, 1942, the Pravda and Krasnaya Zvezda newspapers reported on the battle of seven Yak-1s under the command of Captain B. Eremin against eighteen Me-109s, six Yu-87s and one Yu-88. Our pilots, without suffering losses in this battle, shot down five Me-109s and two Yu-87s, putting the enemy to flight.

Some weak sides aircraft were successfully compensated by the growing experience of pilots and the human factor. Here is a prime example. On July 12, 1943, the "Sword" group was formed from the best pilots of 151 GIAP. She was remarkable in that she flew out only on a call to support the leading air battle groups. All aircraft of the group were distinguished by red noses painted up to the cockpit. The appearance at the height of the battle of machines in an unusual coloring demoralized the enemy so much that many considered it best to retire.

From the very first days, the Yak proved to be an unpretentious, easy-to-fly and forgiving aircraft. The truss steel fuselage endured significant overloads and endured hard landings inevitable in war. In addition, it was technologically advanced, easy to maintain and repair.

Such, without exaggeration, the outstanding qualities of a front-line fighter allowed him to become the most massive fighter of the Red Army Air Force by the fall of 1942, taking away the palm in this discipline from the MiG-3.

It cannot be said that the aircraft was devoid of design flaws, which were exacerbated by poor build quality due to a lack of skilled workers. Nevertheless, the undeniable advantages of the machine, described above, won her love and respect in the front-line units. That is indicative. that the Yak-1 fighters were equipped with the only female 586 IAP in the USSR under the command of T.A. Kazarinova.

On the Yak-1 and Yak-3 aircraft, the French Normandy squadron and the Warsaw regiment of the 1st Fighter Aviation Division of the Polish Army began their combat path. On January 19, 1945, this formation took part in the liberation of the capital of Poland from the Nazi invaders.

In the course of serial production, the Yak-1 aircraft was repeatedly modernized. During the production process, the cabin equipment, the number and configuration of the chassis shields, the design of the half-fork changed, and a radio station was installed. On Yak-1 aircraft of some series, a landing light was installed in the left wing.

The logical milestone of such continuous modernization was the modification of the Yak-1b. In 1942, he collected all the improvements worked out by the teams of the Yakovlev Design Bureau, TsAGI, and also took into account the recommendations and wishes of front-line pilots. Of the conspicuous changes - a modified rear of the cab with a teardrop-shaped lantern that improves visibility of the rear hemisphere. Less noticeable, but no less important, is the replacement of the engine with a forced modification of the M-105PF. In addition to such fundamental changes, the machine underwent a number of episodic improvements - changing the geometry of the wind tunnels and engine fairings, installing nozzle fairings, sealing tunnels and air ducts, reducing the gaps between the wing and the aileron, changing the pairing of the plumage with the fuselage. Together, these changes have increased the maximum speed by 23 km / h.
Also, as part of the work on the Yak-1B, a set of measures was taken to lighten the structure. ShKAS machine guns were replaced by one large-caliber 12.7mm UBS with 200 rounds of ammunition. The fire control system has been upgraded. Now the fire from the cannon and machine gun could be controlled with one right hand, putting the left on the throttle for more precise engine control during maneuvers.
The manually operated VISH-61 was replaced by the automatic VISH-105. The tail landing gear became retractable. in 1943, they began to install an improved oil cooler fairing, which completed a set of works to improve the aerodynamics of the Yak-1.

As we remember, the I-26 project was originally created for the more powerful and high-altitude M-106P engine, which was not ready at the time of launch into the series. In 1943, there was an attempt to put this engine into series, but they could not finish it. Further work Improvement of the Yak-1 power plant was carried out in the direction of modernization of the proven M-105PF.

In 1942, Gustavs appeared in the Stalingrad sky - Messerschmitts Bf.109G, which had an overwhelming superiority in terms of tactical and technical characteristics. Encouraged by the launch of the Yak-1B, Yakovlev Design Bureau engineers began the next stage of modernization, which would allow them to achieve superiority over the Germans.

On February 15, 1943, an experimental Yak-1M was rolled out of the gates of the plant. A significant innovation of this prototype was a wing of reduced span and area (9.2 m and 14.3 m 2, respectively). Metal spars were used. The tail area was also reduced. Also changed the configuration of the fuel tanks. Instead of four tanks in the wings, two were installed, adding one fuselage tank. Such events gave relief to the structure by 230 kg.
The aerodynamics of the water radiator were revised. He became less protruding, which led to changes in the power set of the fuselage. The oil cooler was moved to the wing root. Separate exhaust pipes for each cylinder had a beneficial effect on aerodynamics and an increase in maximum speed.
The good old M-105PF received an increase in power by increasing the boost. For engine operation in this mode, the efficiency of cooling systems was found to be unsatisfactory. Ways to solve this problem were found in changing the contours of the radiator fairings. Specialists from TsAGI again joined the work.
The result of cooperation was the second prototype of the Yak-1M, which was released on September 17, 1943 and received the second name "Understudy". It was equipped with a VK-105 PF-2 engine. upgraded ViSh-105SV-01, new larger radiators. The new prototype received a ShA-20M cannon, two UB machine guns, and a non-binding cockpit canopy. The fuselage skin was completely made of 2 mm plywood. Compared to the Yak-1, the entire machine has decreased by 250 kg.
In this form, the aircraft passed the tests and was put into production under the symbol Yak-3.

The design of the Yak-1 fighter is mixed: the truss frame of the fuselage is welded from chromansile pipes, the duralumin lining of the bow consists of separate covers attached to the frame with DZUS locks. The side walls of the tail section of the fuselage are fabric-covered on wooden stringers. The upper and lower fairings of the rear fuselage are wooden frames sheathed with plywood. The motor mount is integral with the fuselage truss, which is technologically advanced, but somewhat complicates engine maintenance.

The wing of the wooden structure is two-spar, one-piece, with an area of ​​17.15 m 2. Box-section spars made of pine yards and plywood walls, thickness variable in range from 10 to 3 mm. Ribs of truss-beam type. The front spar is located at 32% of the chord at the root and 27% of the chord at the end of the wing, the rear spar, respectively, at 65% and 60%. The attachment points of the wing to the fuselage are located on the spars and the toe of the wing. A duralumin truss is installed between the spars, to which the chassis assembly is attached.

The plywood skin of the wing is joined at the front and rear spars. Fastening of the skin on casein glue and screws. The surface of the wing is pasted over with calico, puttied and painted. On the lower surface of the wing between the spars there are 4 large power covers through which the gas tanks are mounted. The ailerons consist of a duralumin frame and fabric covering. The ground-adjustable trimmer-knife is installed only on the left aileron. Landing flaps of an all-metal riveted structure are installed on the wing. Stabilizer non-erezable, wooden construction, including two box spars, stringers and ribs. On the front and rear spars, two welded attachment points of the stabilizer to the fuselage truss are installed. Sheathing - birch plywood 2.5 mm thick. The elevator is made of two halves, has a duralumin frame and fabric covering. A controlled trimmer is installed on the left half of the elevator. Keel wooden, removable, consists of two box spars, stringers, ribs, end rim. Sheathing is plywood. The rudder is suspended at three points on the keel, has a duralumin frame with fabric covering. A "knife" is attached to the trailing edge of the rudder.

The main chassis - single-column - consists of a suspension strut with a wheel and a "breaking" strut. Rise and release of the chassis pneumatic.

The Yak-1 has a pneumatic unloading cylinder that rotates on an axle attached to the spar. It helps lift the chassis and dampens the exhaust. In the retracted position, the strut is held by a special lug at the lower end of the welded semi-fork in a lock installed between the 1st and 2nd ribs of the wing. The main wheels are equipped with brakes.

The shock absorber of the crutch is attached to the nodes located on the lower strut of the fuselage tail truss. The tail wheel is non-braking, freely orienting, with locking during takeoff and landing.

On Yak-1 aircraft, a 12-cylinder VK-105PF liquid-cooled engine designed by V. Ya. Klimov with a capacity of 1240 liters was installed. with. The VISH-61P03 three-bladed metal variable-pitch propeller had manual blade pitch adjustment (on some series, the VISH-105SV propeller was installed, which had automatic pitch adjustment). The propeller sleeve, through which the gun barrel passed, had a ratchet to start the motor from the auto starter and was closed with an easily removable spinner. The onboard armament consisted of a 20 mm MP-20 (ShVAK) motor gun and a UBS-12.7 mm synchronous machine gun mounted on the left above the engine. On some series of Yak-1 aircraft, a suspension of rockets and bombs was provided.

The color of the I-26 and Yak-1 propellers of the first series: black matte rear surface and polished unpainted front surface. The polished surface improved the aerodynamics of the propeller, but unmasked the aircraft in flight, so all Yaks of subsequent series had black matte blades with yellow tips.

To protect the pilot, rear armored glass and an armored seat back are installed. The simplicity and reliability of the Yak-1, the successful experience of serial production and operation in combat conditions made it possible in the future to create even more advanced machines based on it, such as the Yak-3, Yak-7 and Yak-9.

The drawings of the aircraft were made according to the Yak-1 aircraft, released on December 15, 1942 by the Saratov Aviation Plant and now stored in the Saratov Regional Museum of Local Lore.

1 - control knob; 2 - seat lifting handle (black) 3 - seat cup (gray) 4 - armored back (gray, upholstery - black); 5 - bulletproof glass; 6 - crutch stopper handle (black); 7 - antenna stand; 8 - electrical panel (worm); 9 - trailer PBP-1A; 10 - ventilation cabin control knob; J1 - elevator trim control helm (black); 12 - dashboard (black); 13 - petrol tap handle (black); 14 - neutral gas handle (black); 15 - fire partition; 16 - steering wheel control pedals; 17 - pedal pads; 18 - rudder control cable; 19 - cab floor line; 20 - screw pitch control knob; 21 - handrail (ser.); 22 - gun mechanical reloading handle (black); 23 - steering wheel for controlling the oil cooler flap (black); 24 - cabin ventilation flap; 25 - onboard charging valve (black); 26 - network cylinder valve (brown); 27 - emergency cylinder valve (cr.); 28 - crane for the release and cleaning of landing flaps (head); 29 - sector of normal gas (yellow); 80 - high-altitude gas sector (black) 31-bomb release handle (black); 32 - boost sector (black); 33 - chassis electrical signaling button; 84 - toggle switch for electrical signaling of the chassis; 35 - air edge of the emergency landing gear (cr.); 36 - triggers: UBS (top.), ShVAK (lower.); 37 - crane for emergency opening of the upper chassis locks (brown); 88 - steering wheel for controlling the water radiator shutter (black); 39 - oil injector handle; 40 - oxygen device KPA-Z-bis 41 - syringe for starting the engine in supplying gasoline to the carburetor; 42 - engine start valve (black); 43 - handle for emergency reset of the lantern (cr.); 44 - lantern lock; 45 - additional electrical panels (black); 46 - stencil "The order of withdrawal from the corkscrew"; 47 - cassette with a correction chart for speed and altitude deviations; 48 - location of the radio transmitter; 49 - bandolier for missiles; 50 - three-pointer indicator (oil temperature indicator, oil pressure and gasoline pressure); 51 - turn indicator and declination; 52 - voltammeter; 53 - crane for cleaning and releasing the chassis; 54 - chassis crane stopper; 65 - ignition button (vibrator); 56 - magneto switch; 57 - handle pneumatic reloading of the machine gun; 58 - pressure gauge of compressed air; 59 - two-pointer speed indicator US-800; s60 - altimeter at 10,000 m; 61 - regulator of the electric illumination of the sight; 62 - leather safety cushion; 63 - compass K I-10; 64 - boost indicator; 65 - centrifugal tachometer; 66 - stencil: "Takeoff and landing: lock the crutch. Taxiing - unlock "; 67 - ATS watch; 68 - high pressure gauge; 69 - chassis warning lights; 70 - aerothermometer water; 71- hatch of the UBS link collector; 72- PVD; 73 - pipe for installing the lift; 74 - ANO white; 75 - tail wheel 30UX125; 76 - tail wheel strut with shock absorber; 77 - brace; 78, 79 - chassis shield; 80 - chassis lock; 81 - pneumatic cylinder cleaning chassis; 82 - visual indicator of the position of the chassis; 83 - unloading pneumatic cylinder; 84 - breaking brace; 85 - half chassis; 86 - main wheel 600X180; 87 - ANO green; 68 - aileron rocking hatch; 89 - hatch of the casing collection compartment; 90 - hatch rocking trimmer 91 hatch valve oil cooler; 92 - gasoline gauge; 93 - hatch over the gas tank neck; 94 - tap for draining water from the water radiator; 95 - ANO red; 96 - hatch over the neck of the oil tank; 97 - fencing exhaust pipes; 98 - exhaust pipe; 99 - tilziotvod UBS;

I. External suspension bracket. II. Aileron thrust. III. Aircraft serial number.

FIGHTER YAK-1

MAIN CHARACTERISTICS

Wingspan, m 10

Maximum length, m 8.42

Wing area, m 2 12.15

Wing profile - Clark UP-2

114% - at the root, 10% "at the end) Takeoff weight, kg 2600

Landing speed, km/h 120

Practical ceiling, m 10 700

The first series of Yak-1 had a characteristic feature in their scheme and appearance- a gentle fairing from the cockpit to the keel. Gargrot improved the aerodynamic shape of the aircraft, but somewhat limited the view to the rear. Later, at the suggestion of front-line soldiers, serial Yak-1 aircraft had a lowered fairing and a modified cockpit canopy. The design team made some more improvements, thanks to which the take-off weight of the machine was reduced (it became equal to 2660 kg) and its flight qualities increased. This version of the fighter was called the Yak-1M. Aircraft of the design bureau of A.S. Yakovlev - Yak-1, Yak-3, Yak-7, Yak-9 were the main fleet of fighter aircraft during the Great Patriotic War. Their distinctive qualities were smaller than other machines of this purpose, weight, good stability and ease of piloting. Until the end of the war, the factories gave the front more than 36 thousand Yak aircraft of various modifications - from the Yak-1 to the Yak-9DD.

Yak-1 - Soviet fighter aircraft of the Great Patriotic War. It was the first combat vehicle designed at the Yakovlev Design Bureau and the first model of a series of aircraft that became the backbone of the USSR in WWII. Let's get acquainted with the history of the Yak-1 and its technical parameters!

general characteristics

The Yak-1 aircraft was adopted by the USSR in 1940. Over the four years of production, almost 9 thousand copies of the fighter were built and several modifications were developed. At first, the production of the enterprise was put on a tight time frame, which led to a number of flaws in the design of the aircraft. Nevertheless, the pilots were very fond of this fighter. He beat the enemy from the first days of the Second World War. The aircraft was notable for unpretentiousness in maintenance, ease of operation and high flight performance, thanks to which it easily opposed the German Bf.109 and Fw.190 fighters.

In addition to the Soviet ace pilot, the legendary Pokryshkin Alexander Ivanovich, the Yak-1 model aircraft were piloted by such famous pilots as Alelyuhin, Koldunov and Akhmet-Khan-Sultan. It was on this plane that the Normandie-Neman regiment entered the battle. In addition, the only female air regiment of the Red Army fought on a fighter.

Prerequisites for creation

At the end of the 40s of the last century, the Soviet fighter fleet began to need updating. The country needed a new fighter capable of at least on an equal footing with foreign counterparts. The I-16 aircraft was a "star" in the mid-40s, and the USSR was the first state to adopt a high-speed monoplane fighter. For a long time, the I-16 was a real leader in the Spanish skies, until in 1937 a new German Bf.109 aircraft was sent there. Of course, the first series of the German fighter were far from ideal, but they had a large modernization resource, which the Soviet flagship had already completely exhausted. In those days, aviation began to develop at a special speed, and the aircraft, created five years ago, was already considered obsolete.

Development

Work on the creation of a new Soviet fighter began at once in several design bureaus: Yakovlev, Lavochkin and Polikarpov. In 1940, the design bureau was taken away from the latter, along with practically finished project aircraft, which will later be called MiG-1.

In November 1942, the Yakovlev Design Bureau began work on the creation of a machine that could confidently fight all types of German fighters. For these reasons, the original Yak-1 was subjected to a serious revision. On February 15, 1943, the first copy of the Yak-1M fighter was built. It differed from the production model primarily in its reduced span (9.2 m) and wing area (14.83 m). Thanks to a number of constructive measures (reducing the number of fuel tanks, reducing the tail area, and others), the flight weight of the aircraft was reduced to 230 kg. In addition, due to the transfer of the oil cooler, the improvement of the external forms of the water cooler and the use of individual exhaust pipes for each engine cylinder, the aerodynamic drag of the aircraft has significantly decreased, and the speed has increased. Due to a large number of design changes, the aircraft resembled the Yak-3 model (the next aircraft in the series) rather than its basic version.

Design

The Yak-1 fighter was built according to the normal aerodynamic scheme and was a monoplane with a semi-monocoque fuselage and a low wing arrangement. The landing gear was retracted to the floor.

The design was mixed, as it had elements of metal, wood and linen. The supporting frame of the fuselage was built from steel pipes welded into a single element with the engine frame. Its main elements were 4 spars, held together by a dozen frames. Between the first two frames was the cockpit. Here were the connecting nodes of the fuselage and wings. And the frame of the lantern would be welded to the upper spars.

The front was sheathed with duralumin, and the back with canvas. The hood was located on the bow, which in the first modifications had side "gills" for purging the power unit.

In the rear of the fighter, on the fuselage, top and bottom fairings were installed to improve its aerodynamic parameters. The gently sloping upper fairing has become characteristic feature appearance of the Yak-1 aircraft. In subsequent modifications, it was redone to improve the pilot's view of the rear hemisphere.

The trapezoidal wings of the fighter were made of wood. The power frame of the wing included two spars and a set of ribs with stringers.

The wings were sheathed with bakelite plywood and canvas. Aileron frames, landing flaps, landing gear flaps and wing fairings were made of duralumin. The tail of the aircraft also had a mixed design: the keel and stabilizer were made of wood, the elevators and rudders were made of duralumin.

The cabin was closed with a plexiglass lantern, the middle part of which was moved back along special slides. The pilot's seat was protected by a 9mm armored back. The seat had a bowl for a parachute. The latest modifications of the model were equipped with an emergency canopy reset system, which allows the pilot to quickly leave the combat vehicle.

The fighter had a retractable landing gear, which rested on two struts and one tail support. The chassis was equipped with oil-air shock absorption and air shoe brakes. The chassis was retracted using a pneumatic system. The niche in which it was placed was closed by two shields during the flight. In addition to the usual landing gear, a ski landing gear could be put on the plane.

Equipment

The machine was powered by a water-cooled M-105P engine. On later versions, it was changed to more powerful M-105PA and M-105PF engines. The aircraft was equipped with a three-blade variable-pitch propeller. In front, it was closed with an easily removable streamlined spinner. The motor was controlled by cables. The power plant was started using compressed air.

The fuel system included four tanks with a total capacity of 408 liters. All of them were located in the wings of the car. The fuel pump was responsible for supplying fuel, driven by the main engine. The oil system had a 37-liter tank. The radiator for cooling was placed in a special tunnel under the power plant of the fighter.

The cockpit was equipped with an altimeter, speedometer, boost indicator, direction indicator, coolant temperature sensor and ATS clock. From radio equipment, the car was equipped with a Baby receiver, an Eagle transmitter and a radio semi-compass.

Armament

As armament, the aircraft of Alexander Yakovlev received a 20-mm ShVAK cannon and a pair of 7.92-mm ShKAS machine guns. The gun was installed in the collapse of the motor. She fired through the hollow shaft of the screw and the bushing of the gearbox. Machine guns were located above the engine, on the sides of the fuselage. The possibility of bullets hitting the screw was eliminated through the use of a synchronizer. The gun and machine guns could be reloaded both manually and by means of a pneumatic drive. The machine gun ammunition consisted of armor-piercing incendiary, explosive, tracer and sighting cartridges.

Combat operation

At the beginning of the Second World War, the Yak-1 single-engine fighter aircraft was the best fighter of the Red Army. The main problem associated with the operation of the aircraft is its poor mastery on the part of the personnel. The car was new and appeared in parts just a few months before the start of operation. The pilots were forced to retrain right during the battles.

The plane was easy to fly and "friendly" to the pilots. For those who managed to fly the I-16, transferring to the Yak-1 was a real event. Test pilots, after the first flights, wrote in the conclusion that this machine is available for a pilot with a qualification below average. However, it is one thing to take a fighter into the air and land it on the ground, and another to confront one of the best fighters of the Second World War, the German Bf-109. The first Yak-1 models were much heavier than the enemy aircraft, and had a less powerful power plant. Because of this, they lost to the opponent in terms of speed and rate of climb. In addition, the Soviet fighter at first had a number of "childhood" diseases, the cause of which was the rush in production.

The main technical problems of the Yak-1:

1. Overheating of water and oil, when the motor is running at peak power. Oil splashing through bad seals. The oil not only splattered the fuselage, but also stained the cockpit canopy, blocking the pilot's view. In addition, due to oil leaks, the engine could overheat, so the pilot had to slow down to cool it down. In combat conditions, this could lead to disastrous consequences.
2. Uneven production of fuel from different tanks.
3. Pneumatic system leaks.
4. Jamming and distortion of cartridge
5. Self-removal of screws due to strong vibration.
6. Until 1942, the aircraft was not equipped with a walkie-talkie.

Over time, the fighter lost these problems, but many pilots had to pay with their lives for this. Frankly speaking, the Yak-1, which we are reviewing, was inferior to German fighters throughout the war, and only later versions of the aircraft could surpass opponents. Here it is worth understanding that the outcome of an air battle often depends not on the characteristics of the aircraft, but on the skills of the pilots and an adequate calculation of forces. At the beginning of the war, Soviet pilots had big problems, but over time they gained experience and realized their full potential.

In such large-scale conflicts as the Second World War, it is worth considering one more thing - the ability to quickly make up for the loss of equipment and personnel is more important than the technical perfection of technology. In this regard, the USSR had a total superiority. It is much more profitable to have a hundred pilots and a simple cheap fighter than a dozen aces and a resource-intensive fighter.

The advantages of the Yak-1 aircraft include the following:

1. Relative simplicity and cheapness;
2. Compliance with the technological base that the USSR had at that time.
3. Acceptable technical and flight parameters.
4. Ease of operation and accessibility for accelerated pilots.
5. Great modernization resource.
6. Unpretentiousness and maintainability.
7. Wide gauge, allowing the use of unpaved airfields.

Options

Main specifications YAK-1:

1. Wingspan - 10 m.
2. Height - 1.7 m.
3. Length - 8.48 m.
4. Wing area - 17.15 m 2.
5. Takeoff weight - 2700 kg.
6. Motor power - 1180 l. with.
7. The maximum speed is 592 km/h.
8. Practical range - 850 m.
9. Practical ceiling - 10000 m.
10. Rate of climb - 926 m / min.
11. Crew - 1 person.

Images at Wikimedia Commons Yak-1 Yak-1

Design

The design of the fighter is mixed: the fuselage frame is a truss welded from steel chromansile pipes with internal cross braces, which is integral with the motor mount. Above and below the cab, the frame was profiled with plywood fairings to give it a streamlined shape. Sheathing of the bow is duralumin, tail - linen. Wing with an area of ​​17.15 sq. m. wooden, without connectors, covered with canvas. From duralumin, only frames of rudders and ailerons (sheathing - canvas), removable engine hoods, a water radiator tunnel, fairings of the wing and plumage, hatch covers, landing flaps, as well as flaps covering the landing gear in the retracted position were made. Onboard armament - one 20-mm ShVAK cannon for firing through the axis of the engine gearbox and two rapid-fire ShKAS machine guns. With the VK-105P engine, the fighter developed a speed of up to 569 km / h (at an altitude of 4860 m). He gained a height of 5000 m in 5.7 minutes.

Options

Serial modifications

Yak-1B

B- informal designation. Starting in October, all Yak-1s were produced to this standard only at the aviation plant in Saratov. The M-105PA engine was replaced with a much more powerful boosted M-105PF engine (1180 hp at an altitude of 3000 m), a new lantern with a lowered fairing was installed, and to protect the pilot's head, front bulletproof glass and a transparent armor visor. In addition, a new control stick and retractable tail wheel were fitted, and the 7.62 mm ShKAS machine guns were replaced with 12.7 mm UBS.

Production

Factories	1940	1941	1942	1943	1944
No. 47 (Orenburg)	-	-	2	-	-
No. 292 (Saratov)	16	1212	3474	2720	1128
No. 301 (Khimki)	48	120	-	-	-

Flight performance

Parameter / Modification	Yak-1	Yak-1	Yak-1B	Yak-1 M-105PF	Yak-1 M-106P	Yak-1M
Crew, pers.	1
The first flight	1940	1941	1942	1942	1942	1943
Geometry
Length, m	8.48			8.48		8.60
Wingspan, m	10.00			10.00		9.20
Wing area, m 2	17.15			17.15		14.85
Weight
Empty weight, kg	2445	2490	2394	2412	2427	2133
Take-off weight, kg	2950	2995	2883	2917	2927	2655
Power point
engine's type	M-105 PA	M-105PA	M-105PF	M-105PF	M-106-1sk	M-105PF
Rated power, l. with.	1020		1210		1250	1210
Takeoff power, l. with.	1100		1210		1350	1210
flight data
Maximum ground speed, km/h	472	437	531	510	535	545
Maximum speed at height, km/h	569	528	592	571	610	632
Practical range, km	650	760	700	650	650	585
Maximum rate of climb, m/min	877	806	926	833	893	1220
Practical ceiling, m	10000	9500	10050	10000	9900	10700
Armament
Shooting and cannon	1 × 20 mm ShVAK gun 2 × 7.62 mm ShKAS machine guns		1 × 20 mm ShVAK gun 1 × 12.7 mm UBS machine gun

Pilots who fought on the Yak-1

Almost all pilots-Heroes of the Soviet Union, in addition to other aircraft, fought on the Yak-1.

• Albert, Marcel ("Normandy - Neman")

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Literature

• Ivanov S.V. Yak-1 // War in the air. - M .. - No. 31 .

Links

• Aviation Encyclopedia
• (English)

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An excerpt characterizing the Yak-1

“Listen, Count, you have brought it to the point that they don’t give anything for the house, and now you want to ruin all of our - children’s fortune. After all, you yourself say that there is a hundred thousand good in the house. I, my friend, disagree and disagree. Your will! There is government on the wounded. They know. Look: over there, at the Lopukhins, everything was taken out clean on the third day. That's how people do it. We alone are fools. Have pity at least not on me, but on the children.
The count waved his hands and, without saying anything, left the room.
- Dad! what are you talking about? Natasha told him, following him into her mother's room.
- About nothing! What do you care! said the Count angrily.
“No, I heard,” Natasha said. Why doesn't mommy want to?
– What is your business? shouted the count. Natasha went to the window and thought.
“Papa, Berg has come to visit us,” she said, looking out the window.

Berg, the son-in-law of the Rostovs, was already a colonel with Vladimir and Anna around his neck, and occupied the same calm and pleasant position of assistant chief of staff, assistant to the first department of the chief of staff of the second corps.
On September 1, he came from the army to Moscow.
He had nothing to do in Moscow; but he noticed that everyone from the army asked to go to Moscow and did something there. He also considered it necessary to take time off for household and family affairs.
Berg, in his neat little droshky, on a pair of well-fed, savras little ones, exactly the same as one prince had, drove up to his father-in-law's house. He looked attentively into the yard at the carts and, entering the porch, took out a clean handkerchief and tied a knot.
From the ante-room Berg, with a floating, impatient step, ran into the drawing-room and embraced the count, kissed the hands of Natasha and Sonya, and hurriedly asked about mother's health.
What is your health now? Well, tell me, - said the count, - what about the troops? Are they retreating or will there be more fighting?
“One eternal god, father,” said Berg, “can decide the fate of the fatherland. The army is burning with the spirit of heroism, and now the leaders, so to speak, have gathered for a meeting. What will happen is unknown. But I’ll tell you in general, dad, such a heroic spirit, truly ancient courage of the Russian troops, which they - it, - he corrected, - showed or showed in this battle on the 26th, there are no words worthy to describe them ... I’ll tell you, papa (he hit himself in the chest in the same way as one general who spoke in front of him hit himself, although a little late, because it was necessary to hit himself in the chest at the word “ Russian army”), - I’ll tell you frankly that we, the commanders, not only didn’t have to urge the soldiers or anything like that, but we could hardly hold on to these, these ... yes, courageous and ancient feats, ”he said quickly. “General Barclay before Tolly sacrificed his life everywhere in front of the troops, I'll tell you. Our body was placed on the slope of the mountain. Can you imagine! - And then Berg told everything that he remembered from the various stories he had heard during this time. Natasha, not lowering her gaze, which confused Berg, as if looking for the solution of some question on his face, looked at him.
- Such heroism in general, which Russian soldiers showed, cannot be imagined and deservedly praised! - Berg said, looking back at Natasha and as if wanting to appease her, smiling at her in response to her stubborn look ... - "Russia is not in Moscow, it is in the hearts of all sons!" So, papa? Berg said.
At that moment, the Countess came out of the sofa-room, looking tired and displeased. Berg hastily jumped up, kissed the countess's hand, inquired about her health, and, expressing his sympathy by shaking his head, stopped beside her.
- Yes, mother, I will tell you truly, hard and sad times for every Russian. But why worry so much? You still have time to leave...
“I don’t understand what people are doing,” said the countess, turning to her husband, “they just told me that nothing is ready yet. After all, someone has to take care of it. So you will regret Mitenka. Will this end?
The count wanted to say something, but apparently refrained. He got up from his chair and walked to the door.
Berg at this time, as if to blow his nose, took out a handkerchief and, looking at the bundle, fell into thought, shaking his head sadly and significantly.
“And I have a big request for you, dad,” he said.
- Hm? .. - said the count, stopping.
“I’m driving past Yusupov’s house right now,” Berg said, laughing. - The manager is familiar to me, ran out and asked if you could buy something. I came in, you know, out of curiosity, and there was only a wardrobe and a toilet. You know how much Verushka wanted this and how we argued about it. (Berg involuntarily turned into a tone of joy about his well-being when he began talking about a chiffonier and a toilet.) And such a charm! comes forward with the English secret, you know? And Verochka has long wanted to. So I want to surprise her. I saw so many of these men in your yard. Give me one, please, I'll pay him well and...
The Count winced and sighed.
“Ask the countess, but I don’t order.
“If it’s difficult, please don’t,” Berg said. - I would only really like for Verushka.
“Ah, get out of here, all of you, to hell, to hell, to hell, to hell!” shouted the old count. - My head is spinning. And he left the room.
The Countess wept.
- Yes, yes, mama, very hard times! Berg said.
Natasha went out with her father and, as if thinking something with difficulty, first followed him, and then ran downstairs.
On the porch stood Petya, engaged in arming people who were traveling from Moscow. In the yard, the laid wagons were still standing. Two of them were untied, and an officer, supported by a batman, climbed onto one of them.
- Do you know why? - Petya asked Natasha (Natasha realized that Petya understood: why father and mother quarreled). She didn't answer.
“Because papa wanted to give all the carts to the wounded,” said Petya. “Vassilyitch told me. In my…
“In my opinion,” Natasha almost suddenly screamed, turning her embittered face to Petya, “in my opinion, this is such disgusting, such an abomination, such ... I don’t know!” Are we some kind of Germans? .. - Her throat trembled from convulsive sobs, and she, afraid of weakening and releasing a charge of her anger for nothing, turned and quickly rushed up the stairs. Berg sat beside the Countess and kindly comforted her. The count, pipe in hand, was walking around the room when Natasha, with a face disfigured by anger, burst into the room like a storm and quickly approached her mother.
- This is disgusting! This is an abomination! she screamed. “It can't be what you ordered.
Berg and the countess looked at her in bewilderment and fear. The count stopped at the window, listening.
- Mom, this is impossible; look what's in the yard! she screamed. - They stay!