Jakovlev EG

Yakovlev EG
Яковлев ЭГ
     
Název:
Name:
Jakovlev EG Yakovlev EG
Originální název:
Original Name:
Яковлев ЭГ
Kategorie:
Category:
experimentální vrtulník experimental helicopter
Výrobce:
Producer:
DD.MM.1947-DD.MM.1948 Moskevský letecký závod č. 115, Moskva /
Období výroby:
Production Period:
DD.MM.1947-DD.MM.1948
Vyrobeno kusů:
Number of Produced:
2
První vzlet:
Maiden Flight:
20.12.1947
Osádka:
Crew:
1
Základní charakteristika:
Basic Characteristics:
 
Uspořádání rotorů:
Rotor Configuration:
souosé rotory twin coaxial rotors
Podvozek:
Undercarriage:
pevný fixed
Přistávací zařízení:
Landing Gear:
kola wheels
Technické údaje:
Technical Data:
 
Hmotnost prázdného vrtulníku:
Empty Weight:
878 kg 1936 lb
Vzletová hmotnost:
Take-off Weight:
? kg ? lb
Maximální vzletová hmotnost:
Maximum Take-off Weight:
1020 kg 2249 lb
Délka s otáčejícími se rotory:
Length with Rotors Turning:
10,00 m 32 ft 9 ¾ in
Délka trupu:
Fuselage Length:
7,42 m 24 ft 4 ⅛ in
Šířka trupu:
Fuselage Width:
? m ?
Celková výška:
Overall Height:
3,40 m 11 ft 1 ⅞ in
Průměr hlavního rotoru:
Main Rotor Diameter:
10,00 m 32 ft 9 ¾ in
Průměr vyrovnávacího rotoru:
Tail Rotor Diameter:
- m -
Plocha disku hlavního rotoru:
Main Rotor Disc Area:
157,08 m2 1690.8 ft2
Plocha disku vyrovnávacího rotoru:
Tail Rotor Disc Area:
- m2 - ft2
Pohon:
Propulsion:
 
Kategorie:
Category:
pístový piston
Počet motorů:
Number of engines:
1
Typ:
Type:
M-11FR-1, výkon 103 kW (140 k) M-11FR-1, power 138 bhp
Objem palivových nádrží:
Fuel Tank Capacity:
50 kg 110 lb
Výkony:
Performance:
 
Maximální rychlost:
Maximum Speed:
150 km/h v 0 m 93 mph in 0 ft
Cestovní rychlost:
Cruise Speed:
120 km/h v ? m 75 mph in ? ft
Rychlost stoupání:
Climb Rate:
3,1 m/s 610 ft/min
Statický dostup:
Static Ceiling:
250 m 820 ft
Dynamický dostup:
Dynamic Ceiling:
2700 m 8858 ft
Dolet:
Range:
235 km 146 mi
Maximální dolet:
Maximum Range:
? km ? mi
Přepravní kapacita:
Transport Capacity:
1 cestující

142 kg nákladu
1 passenger

313 lb of cargo
Výzbroj a vybavení:
Armament and Equipment:
 
Výzbroj:
Armament:
- -
Vybavení:
Equipment:
- -
Uživatelské státy:
User States:
- -
Poznámka:
Note:
Vyroben 1 prototyp, 2. prototyp nedokončen a po ukončení prací zrušen 1 prototype, 2nd prototype cancelled
Zdroje:
Sources:
Fojtík Jakub, Ruské vtulníky, Svět křídel 2009
Jakovlev Alexandr, Cíl života, Naše vojsko, 1978
http://www.aerofriends.hu/.../...-tervezoirodatol
https://ru.wikipedia.org/wiki/%D0%AD%D0%93
http://mig-29.moy.su/.../12-1-0-38
http://f-picture.net/.../8d1366689761.jpg/htm
ruslet.webnode.cz
URL : https://www.valka.cz/Jakovlev-EG-t175923#519168 Version : 0
Yakovlev EG - M-11FR-1 - Type W

Helicopter as a new and promising lines of development of flying apparatuses in the USSR getting into the centre of attention relatively late, even when i worked here a number of the pioneers - Sikorski, Jurjev, Bratuchin, Erlich, Kamov, Mil and more. Yet the centre of attention he gets in up to 40. years, when this lag shall inform the highest authorities of the USSR, namely J. In. Stalin.

However, the machine fully complete and compliant to a wide and mass use, yet available were not. Explain the whole range of cause - as objective, as subjective. To those objective can be assigned to numerous disorders, their own mass-produced choppers G-3 and G-4, created under the leadership of the OKB Bratuchina. Although in the OKB-3 developed at the same time a few suggestions of helicopters, failed to lead at least one of them to the necessary level of reliability.

The subjective reason was the unnecessary caution of customers, contingent, existing at the time of the mistrust to the machines with the rotorcraft.

In addition, the ministry of aviation industry (Министерство авиационной промышленности - MAP) still not clearly formulated concept of a new category of machines. As a result, the technical requirements for the helicopter intolerably overburdened střelišti and requirements for special equipment. Were not taken into account the real possibilities and the overall technological level of contemporary domestic aviation industry. Eventually, this mismatch became in the 40. years of the cause of the absence of serial helicopters, suitable for operation in the Soviet Union. The current status, it was necessary to fundamentally change, and at the end of 1947 was a high-level government decided instead of a large amount of input on helicopters of different designation order project and the processing of the two or three-digit coupling of the helicopter and provide for them reasonably simple and fill-in requirements.

To remove the backwardness of the USSR in the field of helicopter technology were given the task of three OKB: EVEN. P. Bratuchina (И. П. Братухина), And. With. Yakovlev (А. С. Яковлева) and M. L. Mila (М. Л. Миля). OKB Bratuchina and Mila picked (from the point of view of those years) solid design and manufacturing experience.

Jakovlevova OKB was in 1945 busy work on the production frontline, and then jet fighter planes, so the helicopters did not address. Helicopter souosého arrangement, referred to originally EG - Type W (Экспериментальный Геликоптер - ЭГ - изделие Ш) - became the first, purely experimental proposal. It is also known that in 1946 he was in the OKB Yakovlev built a small flying model of concentric propellers, for processing the problem of the deployment of the basic aggregates and knots for the proposed helicopter. Here he used the scheme souosého arrangement without compensating the tail propeller, the later typical of the construction of OKB Kamova.

And. With. Yakovlev planned to build the chopper for the motor M-12, which was later forced to replace the weaker type of M-11FR-1 (М-11ФР-1). The coaxial scheme chosen as a compact and simple, non-consuming transfers and allowing the use of mass-produced motor M-11. The first documented mention of a helicopter refers to the beginning of December 1944, when it was applied to the calculation of the balance of the machine. According to the preliminary calculation of the helicopter should have the following flight and technical characteristics: take-off weight - 890 kg, the empty weight of the machine - 570 kg, the weight of the load 320 kg, the weight of fuel - 100 kg, the coefficient of weight usage - 39%, the maximum rate for a country of 175 km/h, the maximum speed of 1000 meters - 140 km/h, the practical altitude - 1000 meters, range - 300 km with one passenger and the 30 kg payload, engine M-12 with a nominal power of 175 pcs. But in the plan of the research engineering in 1945 were not the work on the helicopter included. Its technical readiness to January 1946 accounted for only 10 percent.

But the 18. march 1946, coming into the race no 115, order, signed by the director and the chief designer And. With. Jakovlevem, in which the decision on the provisions of the brigade, designed to create a helicopter. Features of the chief is entrusted With. And. Bemov (С. А. Бемов), his deputy was Also. And. Erlich (И. А. Эрлих). The group consisted of 12 people: L. With. Vildgrube (Л. С. Вильдгрубе) dealt with aerodynamics and blades, G. Also. Ogarkov (Г. И. Огарков) - the development of engines, P. D. Samsonov (П. Д. Самсонов) - the overall concepts and weights. The brigade also worked the designers of the G. M. Semenov (Г. М. Семенов) and And. B. Lekanov (А. Б. Лекано в). For the needs of the brigade was allocated and 5 workers: And. Zirov, R. N. Bogdanov, M. With Maksimov, N. St. Fedjuškin and B. With Čičenkov (А. А. Жиров, Г. Н. Богданов, М. С. Максимов, Н. В. Федюшкин и Б. С. Чиченков). The consultant of the project was intended To be. And. Skržinskij (К. А. Скржинский).

Command MAP no 162ss of 27 march 1946 was awarded the official order for the construction of the helicopter and the intended dates of the ending of the work: the first specimen - January 1, 1947, the second - 1 march of the same year. Somewhat confusing is the fact that the machine carried several designations that occur in the documents and publikaciích - Experimental helicopter How to, Coaxial copter How, bemovský helicopter, How-M-11FR-1 and, finally, the Izdeliye(Product)©.

On the website airwar.ru it featured a story of the emergence of the designation Izdělie W: when With. And. Bemov first received input on the preliminary project and told about it to colleagues, someone asked: what is this, a joke?. Sergei Arsentěvič replied: No, that's - really. We will build the helicopter, and the labelling gives him Izdělie W. Unusual indications has been used. Note for the ignorant Russian - word joke is the Russian word for шутка - šutka. Hence the W in the designation. The extent to which this is true, it can be hard to verify. But, as the old saying goes - if it Isn't true, at least it's very nicely designed.

Initially, the OKB made a small flying model of concentric propellers on it solved the major issues the deployment of the basic aggregates and knots of the future helicopter. The percentage of technical pohotovost1 1. version W to 1 January 1947 amounted to only 60 percent, yet in the middle of the machine have stood in the factory workshop. This helicopter is outwardly different from the specimens, which he left next year for flight tests - EG had a tail with two end-to-end vertical circular surfaces. Engine M-12 not yet been completed, therefore, on the first machine placed the proven M-11FR-1 of less performance. Command MAP no 226ss of April 16, 1947, orders the measure the flight performance after the tests in November 1947. Here also appears the production order for 2. the specimens, of which the percentage of technical completion entails in the meantime, 60 percent.

The first ground test started 2. August 1947, provided is a pilot of LII IN. In. Tezavrovskij (В. В. Тезавровский). The helicopter, in principle corresponded to the calculated data, and identified design and manufacturing defects were easily removable. Tezavrovskomu to Izdělie W liked flying on a helicopter has adopted quite easily. The act of handing over the machine to the factory tests was signed 20. December 1947, and on the same day, pilot it for the first time rose into the air. In the flight tests of the EG were achieved following the mass characteristics: take-off weight - 1020 kg, empty weight of the machine - 878 kg, the weight of the payload - 142 kg, fuel mass - 50 kg, weight of the oil - 12 kg. Due to the design of the load-bearing prop - 2 against the normal propeller on a common oce, proved the irrelevancy of the tail, therefore, have been removed. In the quickly phase of the trials was a total of 40 tethered flights of a total duration of 5 hours, in 2. stage 75 of free flights in a length of 15 hours. It was handled with the configuration of the rear part of the fuselage. The reason for this was how the motives of the aerodynamic, mass. The first years were accompanied by accidents, inevitable in each new case. During some time the helicopter went to the race because of dodělávkám and installing the motor M-12.

Repeated tethered tests were carried out from 9. 16. in march 1948, after to 23. march on earth tried a group of motor - reducer - rotor. After 1. flight already with the M-12, which occurred on 9 April, it was found that the engine is "raw" - was replaced by a proven on the M-11FR-1, and starting from the 12th of may 1948 were factory flight tests in full. Lasted 11 months and ended 8 July 1948 during which time it carried out 115 flights (from which the 40 - tethered) with a total duration of 20 hours, while the blades have worked a grand total of 41 hour. Precision measuring instruments do not exist, and all the measurements taken are as follows of converting to standard atmospheric conditions.

The obtained data were the following: the maximum speed - 150 km/hour, the highest rate of climb at rated power - 3.1 m/s, dynamic altitude at rated power - 2700 meters, the highest rate of climb - 1.1 m/s, static height - 250 meters range - 235 km.

Zkušebnípilot In. In.Tezavrovskij filed about the helicopter a good testimonial. In my own observations of factory trials, writes: "the Helicopter is satisfactorily controllable and allows to carry out flights on low speed. In low wind steadily taking off and gaining altitude: moving forward - to 180, and vertically - up to 80 metres; in strong fitful wind was rising to a height of 10-15 meters. Zatýčky in the hover mode carried out on the site without the tilt, in the moving - jakoletadlo - with the tilt, the corresponding speed and the radius of the turn". (Tests were conducted for speeds up to 50 km/h and with an inclination of 15 degrees.)

"Horizontal takeoff was conducted at heights from 1 to 100 meters at speeds of from 4-6 up to 60 km/h. the Force on the lever procedure were favorable, but at speeds above 50 km/hr. became for the pilot strenuous. Years ago into a straight line at a speed of more than 20-30 km/hr were accompanied by vibrations of the chopper with a frequency of approximately four times per second. Years backwards machine was carried out at speeds of 5-10 km/hour in low wind. Hover the machine also runs well enough and stably when the strength of the wind 7-8 m/s".

"The helicopter enough to glide with the engines. Vertical descent is made into the speed of 2-3 m/s. Overrun after landing from the mode of moving the flight stable. Nearetovaná wheels allow a safe landing even in a small drift. A view from the cab from the site of the pilot sufficient, the seat is positioned comfortably. Share, leverage management, deployment aeronavigačních and motor devices have also been conveniently dosžitelné. Engine instruments indicate legibly, but the guidance they give incorrect information."

Then followed by the conclusion of the test pilot: "...it is desirable to install a compensator to compensate for small longitudinal vibrations that appear when the speed more than 30 km/h and increase with the growth of speed, and also to reduce the forces acting on the handle of the proceedings during the years in steady mode. Equip the chopper device, suitable even at low speeds. Experimental helicopter race no 115 is the new success domácíí construction helicopters".

Despite successfully carried out the first stage of factory flight tests, a second specimen EG has already been completed. In the OKB is already preparing work on the creation of the new helicopter jednovrtulového scheme As-100 (As-22), the predecessor of which became the type©.

The further fate of the unusual helicopter was the following: he passed it to MAI, where he stood in one of the lecture rooms as a teaching aid. When they were in 1954 created a college group that participated in the mastery of new agricultural land - celin, this movement is transformed into the traditional shape of the 3. the work of the semester. In September 1954 with komsomolci MAI decided to stand for the guarantee sovchoz, located in the Kokčetavské region of Kazakhstan, aerosaně. Students To.Sočnov, Ju. Guskov, And. Pavlov and Ju. Kuškov (К.Сочнов, Ю.Гуськов, А.Павлов и Ю.Кушков) conducted a design-projecting works. The redevelopment of the fuselage, installing and fine-tuning of the engine in the shortest terms have done And. Zipunny, P. Afanasev, G. Skarin, At. Balandin (А.Зипунны, П. Афанасьев, Г. Скарин, В. Баландин) and the other, a trial test was held on April 9, 1955.

Aerosaně had air-cooled radial engine M-11 with the performance of 160 PCS and chassis, consisted of three skis - one (front) was controlled. For the fuselage was used original cab and with the equipment, skis and their hanger made in one of the air races. In aerosaních have created even a small cargo section. Machine speed reached 110 km/h, with a uniform snow cover, and during the occupation of five passengers. The official test took place 7. December 1955 on ice Chimkinsé water tank (Химкинское водохранилище), and 30. December 1956 at a rally in MAI students handed aerosaně komsomolskému secretary obilninářského kolkhoz LENINGRADSKIJ Vassili Mazurikovi (Василию Мазурику). The further fate of the machine is unknown.

Technical description:
The hull of the component shape, welded from steel trubekbyl coated sheet metal panels except for the diesel section, then the rest of the screen. Cabin two-seaters, the pilot directed the machine from the left seat, right passenger seat controls did not have. Access to the seats through the doors of the automobile type on both sides of the torso. Behind the cockpit was saved engine M-11FR-1 with reducer, which turn the axis of rotation of 900 up. Behind the engine was the fuel tank and the tank oil. Props were wooden, fixed to the axis of the aluminum handles. Three-point bow the chassis with hlavníi wheels about the big breakup, complement the spur under the stern.


http://www.aerofriends.hu/.../...-tervezoirodatol
http://books.google.cz/books?id=NRwdAwAAQBAJ...
https://ru.wikipedia.org/wiki/%D0%AD%D0%93
http://mig-29.moy.su/.../12-1-0-38
http://f-picture.net/.../8d1366689761.jpg/htm
ruslet.webnode.cz support/s-and-s-/eg/
Also, Jakub, Russian vtulníky, World of wings 2009
Yakovlev, Alexander, the Goal of life, Our army, 1978
.
Jakovlev EG - Pramen uveden níže v textu.

Pramen uveden níže v textu.
Jakovlev EG - Pramen uveden níže v textu.

Pramen uveden níže v textu.
Jakovlev EG - Pramen uveden níže v textu.

Pramen uveden níže v textu.
Jakovlev EG - Pramen uveden níže v textu.

Pramen uveden níže v textu.
Jakovlev EG - Pramen uveden níže v textu.

Pramen uveden níže v textu.
URL : https://www.valka.cz/Jakovlev-EG-t175923#519165 Version : 0
More pictures, same source.
Jakovlev EG -


Jakovlev EG -


Jakovlev EG -


Jakovlev EG -


Jakovlev EG -


URL : https://www.valka.cz/Jakovlev-EG-t175923#519166 Version : 0
One more shot on aerosan
Jakovlev EG -


URL : https://www.valka.cz/Jakovlev-EG-t175923#519167 Version : 0
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