Jakovlev Jak-100

Yakovlev Yak-100
Яковлев Як-100
     
Název:
Name:
Jakovlev Jak-100 Yakovlev Yak-100
Originální název:
Original Name:
Яковлев Як-100
Kategorie:
Category:
víceúčelový vrtulník utility helicopter
Výrobce:
Producer:
DD.MM.1948-DD.MM.1949 Moskevský letecký závod č. 115, Moskva /
Období výroby:
Production Period:
DD.MM.1948-DD.MM.1949
Vyrobeno kusů:
Number of Produced:
2
První vzlet:
Maiden Flight:
08.09.1948
Osádka:
Crew:
2 (3)
Základní charakteristika:
Basic Characteristics:
 
Uspořádání rotorů:
Rotor Configuration:
hlavní a vyrovnávací rotor main and antitorque rotor
Podvozek:
Undercarriage:
pevný fixed
Přistávací zařízení:
Landing Gear:
kola wheels
Technické údaje:
Technical Data:
 
Hmotnost prázdného vrtulníku:
Empty Weight:
1805 kg 3979 lb
Vzletová hmotnost:
Take-off Weight:
? kg ? lb
Maximální vzletová hmotnost:
Maximum Take-off Weight:
2180 kg 4806 lb
Délka s otáčejícími se rotory:
Length with Rotors Turning:
? m ?
Délka trupu:
Fuselage Length:
13,91 m 45 ft 7 ⅝ in
Šířka trupu:
Fuselage Width:
? m ?
Celková výška:
Overall Height:
? m ?
Průměr hlavního rotoru:
Main Rotor Diameter:
14,50 m 47 ft 6 ⅞ in
Průměr vyrovnávacího rotoru:
Tail Rotor Diameter:
2,60 m 8 ft 6 ⅜ in
Plocha disku hlavního rotoru:
Main Rotor Disc Area:
165,13 m2 1777.44 ft2
Plocha disku vyrovnávacího rotoru:
Tail Rotor Disc Area:
5,31 m2 57.16 ft2
Pohon:
Propulsion:
 
Kategorie:
Category:
pístový piston
Počet motorů:
Number of engines:
1
Typ:
Type:
Ivčenko AI-26GRFL o výkonu 309 kW/420 k Ivchenko AI-26GRFL, power 415 hp
Objem palivových nádrží:
Fuel Tank Capacity:
240 l 52.8 Imp gal / 31.2 US gal
Výkony:
Performance:
 
Maximální rychlost:
Maximum Speed:
170 km/h v ? m 106 mph in ? ft
Cestovní rychlost:
Cruise Speed:
128 km/h v ? m 80 mph in ? ft
Rychlost stoupání:
Climb Rate:
? m/s ? ft/min
Statický dostup:
Static Ceiling:
2720 m 8924 ft
Dynamický dostup:
Dynamic Ceiling:
5250 m 17224 ft
Dolet:
Range:
325 km 202 mi
Maximální dolet:
Maximum Range:
? km ? mi
Přepravní kapacita:
Transport Capacity:
pilot + 2 osoby, nebo pilot + odpovídající náklad, nebo pilot + pilotní žák pilot + 2 men or pilot + equal payload, or pilot + 1 student
Výzbroj a vybavení:
Armament and Equipment:
 
Výzbroj:
Armament:
- -
Vybavení:
Equipment:
- -
Uživatelské státy:
User States:
- -
Poznámka:
Note:
- -
Zdroje:
Sources:
http://www.airwar.ru/enc/uh/yak100.html
www.kamov.net
ruslet.webnode.cz
URL : https://www.valka.cz/Jakovlev-Jak-100-t15791#459756 Version : 0
the Yakovlev yak-100

Circumstances of
In the middle of the 40. years was the development and construction of helicopters, the maximum expansion in the U.S., where this task dealt with a number of companies.
Methods type of trial-and-error, where applicable, theoretical studies, was created by a greater number of systems virtually all major schemes, due to which the experts were able to compare their positive and negative characteristics. The analysis demonstrated a preference jednorotorových helicopters with balancing the tail blades. This scheme also in the following decades dominated by.
A leading position in the field of construction of helicopters undoubtedly was awarded to the firm of Igor Ivanovich Sikorsky (Игор Иванович Сикорский) - a Russian citizen who lived and worked in the USA. Just his helicopter R-4 (S-47) was in June 1942 as the first machine rotorcraft included in the armament of the american army. Only a firm United Aircraft made 131 of the machine, part of which was surrendered to Great Britain.
Even greater success had the following model R-5 (S-48), made in the summer of 1943. Built according to the classical jednorotorového scheme, had twice the take-off weight and useful load carrying capacity three times larger than its predecessor. He is permanently enrolled in the history of aviation.
At the end of 1944 already the discovery of such a successful helicopter, capable of addressing a variety of special tasks, could not remain unnoticed even in the USSR.

This seemingly from things introduction was necessary, to realize the circumstances of this machine, and why the development was entrusted to the several structural groups.

The yakovlev yak-100 was a single-engined transport helicopter, developed in the USSR in the late ' 40s. years of the last century. Originated in a direct competitive struggle, as the task to create a helicopter, able to perform a variety of tasks in the civilian and military sector, have been entrusted with three design bureaus: OKB AND. With. Yakovlev (А. С. Яковлев), the newly formed "amphibious" OKB M. L. Mila (М. Л. Мил), with GM-1, ГМ-1, future I-1) - and OKB N. Also. Kamova (Н. И. Камов) with the helicopter Ka-10.
Kamovův machine with two counter-rotating concentric propeller without balancing the tail rotor from its competitors so different that the main clash took place virtually only between the OKB Yakovlev and OKB Mila. Helicopter And. With Yakovlev was given the designation of As-22 (subsequently, the As-100), and a helicopter M. L. Mila designation GM-1 (later Mi-1). Machines had relatively much in common. Both machines should jednorotorové scheme with balancing a propeller, both were supposed to use engine Ivchenko AI-26GRFL (АИ-26ГРФЛ) on the performance of 313 kW (420 hp), modified so that it could operate in a vertical position and approximately the same internal and external dimensions. But externally it can be distinguished very easily. Loved the first One was slightly in the air knowable according to the typical hood - in the fore part is a stepped front glazing, while the contour of the Yak-100 with a rounded glass cockpit verandového type, in many respects, recalls the appearance of a helicopter R-5 Igor Sikorsky.
Since they became competitors even before the birth, the Mi-1 and As-100 is practically at the same time in the autumn of 1948 drove into the air and were included in the flight tests. They became the first in the USSR realistically flying helicopters this concept and literally everything on them, it was necessary to produce for the first time - starting with design elements and ending with the methodology of the test flights.

Production and deployment
Own development and construction lasted from June 1947, the basic development was completed at the end of 1947. Were built a total of two prototypes. Both built the machine As-100 have passed the competition tests under the program, approved by the main designer. The commander of the examinations, he was appointed Mikhail Dmitrievich Gudov (Михаил Дмитриевич Гуров), after his death, takes command of Gennady Ivanovich Komarov (Геннадий Иванович Комаров).The first was built as a training two-seater, with the seat of the pilot of the pupil in front and the pilot-instructor in the back.Because the construction of the first prototype funded VVS, received a military designation. Had dual controls, with separate controls collective and cyclic. Machine 01 trimmed the model test pilots Mark Lazarevič Gallaj (Марк Лазоревич Галлай) and Gennady Ivanovich Komarov.
The second prototype was designed as a transport - staff connecting with a single pilot up front and two seats for passengers in the back, or there was vyvořitelný space for the corresponding load. On the machine 02 flying test pilots M. D. Gudov and G. Also. Komarov.

Factory trials began in November 1948. The machine initially suffered a sharp shake and noticeable vibration of the blades. By successive adjustments of the blades with the shake managed to handle their adjustments were from July 1949 verified on the machine no. 2. This machine first flew in July 1949, had a more fully enclosed engine compartment with the panel of the vehicle grille and cardan shaft to the tail rotor was placed under cover of the tail beam. The machine also received a modified combined management cyklika-team-gas. Factory trials ended in June 1950, and the tests of the NII have been successfully completed in the same year.
After the end of the factory and state tests in June 1950, he was into mass production eventually included Me-1. He got into the air practically at the same time with his opponent, but his tests were completed previously, so in a time when How-100 your exams just ended, was already in full swing preparing the serial production of Mi-1. For long years, so Loved One become the main helicopter as VVS (BBC), and the national economy. To convince of the merits of Mi-1 could foreign pilots - the greater the number of helicopters has been supplied to various countries.

How-100 was made only in two copies and forever remained in the shadow of his more successful opponent. Defeat in the competition is not factored on the fate of the Jakovlevovy OKB, which at that time was fully filled with the air production. The designation As-100 in the history of the appear again at the end of the last century, when it will be assigned a light combat helicopter.

However, due to the fact that the delay of the factory tests, more than half of the month caused the accident, when during the land testing has occurred to overheating of the main reducer, you can find the main designer of the sacrificial lambs. First, the appropriate staff praised that the early risk intervention to prevent greater damage. Then punish them for it, that malfunction caused. Designer G. Also. Ogarkov was reprimanded, senior design engineer With. And. Bemov a strict reprimand, and the main controller of the plant N. And. Kozlov was deposed from his office and left only as the representative of the new head. Even if it sounds paradoxically, in the air 50. years and špionománie may be that the internal sanction of the chief engineer, who had close ties to Stalin's surroundings even Stalin himself, could prevent a much, much harder sanctions "guilty", if they occurred official way.

Technical description
In some sources we find the claim that the As-100 looked like an exact copy of the Sikorsky S-51. Designer Yakovlev that, of course, denied and answered by saying that a similar award brings a similar solution.
It was a single-engine helicopter all-metal construction with balancing the rotor, carried on the beam, on top of which was a cardan drive of the drive of the rotor covered by the duralovým overlapping.

Torso the machine consists of three parts: front, middle and tail. The skeleton of the anterior part was formed by aluminum bulkheads and longitudinal beams; covering of the fuselage was made up of aluminum panels.
In the bow was placed spacious cabin of the pilot, the upper part of the glazing of the can cover a canvas drawstring roletkou.
The door to enter the cabin tilting, equipped with a silencer, which make things easy on their opening in flight. On the right side were the doors of the pilot, the back - on the left side of the serve for the onset of the second row of seats, where appropriate, to access to space for cargo.
The supporting structure of the central part was welded from tubes made of chromium steel. It consisted of two trusses: front and rear, connected between each other with two screws. Into the design of the windscreen truss was vřazen frame for the assembly of the main reducer; the design of the rear - frame of the engine. In this section, was embedded and the legs of the chassis and all the seats. The middle part of the fuselage was covered with easily removable panels, forming a cover of the motor unit.
The tail part of the fuselage of the plane formed poloskořepina, consisting of two komolými cones, whose axes grasped the angle of 150 degrees. In the place of contact kónusů was located caudal fulcrum, protecting the tail rotor from contact with the ground.
The skeleton of the tail section was again duralumin, consisting of four stringers, ribs and longitudinal beams. In the upper parts of the ribs of the hull were anchored fulcrum of the transmission shaft of the drive train.

cabin Equipment
In space the pilot was placed instrument panel and three panels: the main, left and right. In the space of the second pilot-the instructor then was another, instrument panel, and left panel. The helicopter was equipped with a receiving-transmitting radio RSI-6 (РСИ-6) - receiver RSI-6M1 (РСИ-6М1), the transmitter RSI6K (РСИ-6К), amplifier SPU-2m-bis (СПУ-2м-бис ) on the shelf on the right side from the seat of the second pilot-instructor, communication equipment for the crew of the SPU-2M-ons (СПУ-2М-онс) and equipment for night flights. Control of the airplane was the first of the classic, a separate lever has been controlled by cyklika and a separate lever collective management. It was later replaced by a single lever cyklika-team with a proofreader. The main bar was also the valve of the fire extinguisher and control elements of the radio station, on the right panel then controls engaging of the clutch reducer.

Chassis
The chassis was very simple, a tricycle with a nose wheel equipped with a leverage shock absorber, main landing gear formed the triangular trusses of the main wheels with olejo-pneumatic shock absorber of shocks. The filling of the shock absorbers consisted of a mixture, composed of 70% glycerin, 30% alcohol and compressed air. The silencer was made up of aluminum telescopic tubes, fastened between the axis of the wheel and ground the fuselage of the aircraft. The pressure in the shock absorbers - 36 atm, the piston stroke of the shock absorbers - 145 mm, the progress of the wheel - 235 mm., The main undercarriage legs were made up of structures, V-shaped, hanging hinged at 2 points to the frame of the fuselage and reinforced with struts, also hinged fixed to the upper podélnících the skeleton of the cabin. The track width was 3m.
The front undercarriage leg was simple, with the wheel rotating 360 degrees, with a leverage suspension bikes 400 x 150mm. The piston stroke of the hydraulic shock absorbers - 100 mm, the course of the round - 190mm.

drive
The Yak-100 was used a radial, single-breasted radial engine AI-26GRFL rated capacity in country 420 PCS, adaptation of the newly developed just for the propulsion of helicopters.
The motor frame was to the ground, fastened chrommolybdenovými screws, its front part was kotvena still two other steel rods. The hood of the engine was divided into internal and external, serving simultaneously as a cover, the middle part of the fuselage of the aircraft.
Engine cooling ensures the 16lopatkový fan, mounted on the front end of the crankshaft of the engine. For protection of the fan against shocks during running of the engine fan has been connected to the friction clutch.
The main transmission was located in the significant pylon proudnicového shape above the space for the engine, with front air supply for the auxiliary fan to the oil cooler.
The heated air leaving out the blinds side and rear covers of the engine.
Supply of fuel amounted to 228 liters, stored in the tank behind the rear wall of the cab.
Oil tank, power engine, was also placed behind the rear wall of the cab above the fuel tank and contained a total of 30 kg of oil. Oil circulation in the system provided four pumps: two primary - pump and sump - in the rear of the engine, and two pumps reducer - also discharge and the sump - in the front of the engine. The heated oil is cooled in a circular honeycomb radiator. The output air from the radiator was regulated by a controlled valve.
The pneumatic system has served for the start of the engine and brake control of the wheel. The supply of compressed air was in osmilitrových round bombs under the floor of the cabin and the flight was replenished by a compressor AK-50. The working pressure in the system was 40-50 Atm.
A source of electrical power were generator GSK-1500 (ГСК-1500), set on the engine, and the battery 12A-10, stored inside the main control panel.
The helicopter had sufficient excess thrust, providing vertical take off, landing and hover at all heights of the static dostupu. Power required to hover low above the ground to 10 m in height, it takes 0.75 of the nominal power of the engine.

the Main rotor was a three-bladed with a diameter of 14.5 m. the rotor blades were wooden, formed is the skeleton, composed of the beam, the ribs and trailing edge. Beam, forming the leading edge of the sheet, was sklížen of jasanových and oak elements. The ribs in the trailing part of the pine wood, the remaining wood of linden. The trailing edge was carried out along the rear edge of the sheet and connected the ends of the ribs; in the root part of the jasanových rails, the other of pine, with the ending of linden.
Cover the leaves was ply-wood, glued together from two layers of mm plywood, the strands are crossed under an angle of 45 to the axis of the beam. For aerodynamic balancing of the leaves was the end part of each sheet at the rear edge of the fixed dural lamella, whose deflection angle is regulated on the ground. Mass balancing of the blades was done with the lead loads, vetknutou to the tip of the beam with glue AK-20, and secured screws.
In the root part of the leaf was established dural sleeve, composed of two halves of downloaded bolts, provlečenými through the lower part of the leaf. For coupling objímkám each blade of the rotor was held in place by rods, giving the option of turning leaves around the three axes lying in mutually perpendicular planes. In addition to the rotation about the axis of the rotor, the blades could rotate around the vertical axes of the hinge, changing the angle of attack and run or lift own end, creating the so-called "tulip".
The vertical axis hinge has been provided with a friction damping element. Changes of the angles of setting the leaves up and down, forward and backward were limited to the following values: rotation around the horizontal joint in the deflection of all three sheets down to 6 degrees, up to 20; in the diversion of one sheet down to 6 degrees, up to 45. Revolution around the vertical joint forward after the direction of rotation of 8 degrees, rearward - 14; change the angle of the shot - from plus 3 degrees to plus 14 degrees 30 minutes.
The system of transferring engine power to the bow thrusters consisted of a vertical shaft, main reducer, transmission to ocasnímu reducer and tail reducer. The vertical shaft and the main reducer ensures the transfer of torque from the engine to the main rotor. The transfer of torque to the ocasnímu the rotor went through the main reducer transmission and tail reducer.
The transmission was conducted over the upper part of the tail parts of the fuselage of the helicopter and the beam buffer of the propeller. It consisted of seven individual tubular shafts connected by a universal joint and a groove. In places ohýbu transmission were used the earbuds with a universal joint, the straight sections were used slotted joints. This interconnection of the shaft to secure the resistance to axial and radial stresses.

Tail rotor was also a three-bladed with a diameter of 2.6 m. Allow to equalize the torque of the main rotor and to control the direction of flight. Controlled was nožními pedals aircraft type, united by rods, ropes and chains with the mechanism controlling the inclination of the tail rotor.. the Leaves of the wood, sklížené of jasanových laths in front of and pine in other parts. The root part of the leaves was amplified duralovým panelling and attached to the nodes of the hinge on the head of the rotor. The deflection of the leaves were restricted to the following stated values: change the angle of the shot - from minus 3 degrees to plus 12; deflection of the blades from the areas of rotation to the left - 3 stupě, right - 5. In the neutral position of the pedals staying the angle of the leaves of the same - plus 2 degrees 30 minutes.

Sources:
http://www.airwar.ru/enc/uh/yak100.html
www.kamov.net
http://en.wikipedia.org/wiki/Yakovlev_Yak-100
.
URL : https://www.valka.cz/Jakovlev-Jak-100-t15791#459911 Version : 0
A couple of views on the real machine. Machines 01 and 02 are on the outside did not vary much, the best could be discerned by the shape of the input grid of the cooling air on the pylon reducer and ventilation slots on the motor hood. A good markantem is also a design flume balancing of the propeller - 01 it has led on the surface of the tail beam, the 02 it should stored inside of the beam..
Jakovlev Jak-100 - Podle náhonu vyrovnávací vrtule jde o 1. prototyp

Podle náhonu vyrovnávací vrtule jde o 1. prototyp
Jakovlev Jak-100 - prototyp 02

prototyp 02
Jakovlev Jak-100 - prototyp 02

prototyp 02
Jakovlev Jak-100 - prototyp 02

prototyp 02
URL : https://www.valka.cz/Jakovlev-Jak-100-t15791#459947 Version : 0
To complement something more illustrations..
Jakovlev Jak-100 -


Jakovlev Jak-100 - Horní obrázek - stroj 01, spodní obrázek - stroj 02

Horní obrázek - stroj 01, spodní obrázek - stroj 02
Jakovlev Jak-100 -


Jakovlev Jak-100 -


Jakovlev Jak-100 -


URL : https://www.valka.cz/Jakovlev-Jak-100-t15791#459946 Version : 0
Vo vyššie uvedenom texte aj is a veto: "In some sources we find the claim that the As-100 looked like an exact copy of the Sikorsky S-51. Designer Yakovlev that, of course, denied and answered by saying that a similar award brings a similar solution."

Can you guess who the helicopter in the picture is who?

P:S: drawings nie su v rovnakej mierke

karopka.ru
www.helistart.com
.
Jakovlev Jak-100 -


URL : https://www.valka.cz/Jakovlev-Jak-100-t15791#620936 Version : 0
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