Jakovlev Jak-1

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Yakovlev Yak-1



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Designation Aircraft design - description
I-26-I first prototype, destroyed in an accident
I-26-II second prototype, passed state tests, numerous changes
I-26-III third prototype, final form
Jak-1 [col ] fighter version, first production series, troubleshooting
Jak-1 (ydarny)[/b ] unofficial designation, assembly of hangers for RS-82
Jak-1 (зимний)[/b ] unofficial designation, retractable ski chassis
Jak-1 (блегченный)[/b ] unofficial designation, light variant for PVO
Jak-1B (M-105PA) first series of the new version, powered by the original engine
Jak-1B (VK-105PF) motor VK-105PF, gradual increase performances
Jak-1 verification series with engines M-106P, cooling problems
Jak-1 experiment with cannon NS-37, failed attempt
Jak-1M [col ] two prototypes, new wing, VK-105PF-2 engine, removed engine overheating, after modifications manufactured as Jak-3




Manufacturer Production period Made ]
factory No. 47, Leningrad 1940 2 sample aircraft Jak-1
factory No. 153, Novosibirsk 11. 1942 - 12. 1942 prototype Jak-1 M-106P
factory No. 282, Saratov 08. 1940 - 07. 1944 main production - 8 550 Jak-1 aircraft
factory No. 301 Chimki u Moscow 09. 1940 - 03. 1941 [ col] 117 aircraft Jak-1


Sources used:
Hans-Heiri Stapfer, Yak Fighters in Action, Aircraft No. 78., Carrollton, Texas, Squadron/Signal Publications, Inc., 1986. ISBN 0-89747-187-3.
Robert Bock, Monografie Lotnicze, No.46., Jak-1 Jak-3, AJ Press, Gdynia, Poland, 1998, ISBN 83-86208-90-2.
https://ru.wikipedia.org/wiki/
author archive
URL : https://www.valka.cz/Jakovlev-Jak-1-t24232#469012 Version : 0
the Emergence of I-26:

At the end of the thirties finally, the leadership of the USSR headed by J. In. Stalin began to discuss and found that the responsible personnel have ignored and underestimated the onset of the modern German Messerschmitt Bf-109 B on the Spanish battlefield, when in 1939 recognized that, despite the victory at khalkhin Gol soviet fighters only amount of by japanese fighters Nakajima Ki-27. In the meantime, depended the development of new aircraft more or less at the design offices and the commissioners for industry, since 1939, the situation has changed and the design office was under pressure from the government and from the very J. In. Stalin. After all of the OKB were required to keep their head in the foreseeable future have designed, built and at the same time, the production have introduced new types of fighter aircraft, which would have been at least an equal rival to all possible opponents.

In the Soviet union at the time seemed several design offices (OKB), let's look at what projects these design agencies who have worked and how far they got:

Nikolai Nikolaevich Polikarpov (CKB) – already since 1938 he worked on his fighter aircraft -180, unfortunately, in this prototype killed a prominent test pilot . P. Chkalov, despite all the efforts of the main engineer of this fact Stalin Polikarpovovi never forgive myself. The truth is that Polikarpov could be done with a draft I-180 to completely break away from the old "Išaka" from I-16. In 1940, continued with the prototypes I-185, Polikarpovovův team tried to use a high-powered stream of engines, but you are not finished development, also, there occurred a crash of Stalin lasted.

Arťom Ivanovich Mikoyan and Mikhail Iosifovič Gurjevič (OKB-155) – first collaborated with N. N. Polikarpovovem, but from 25. November started working on the project for the new high altitude fighters -200 (MiG-1). For your project chose the powerful engine and higher weight designer And. And. Mikulina AM-35. Developmental series of fighters (MiG-1 and MiG-3) to ambush the USSR got the furthest and aeroplanes the MiG-3 were nepočetnějším modern fighter type.

Semyon Alexeyevich Lavochkin, Vladimir Perovič Gorbunov and Mikhail I. Gudkov (OKB-301) – at the beginning of 1939 authorized the people's commissar M. Kaganovich their project I-22 (LaGG-1), in may have already had their joint OKB in Chimkách. The basis of their aeroplane was bakelizovaná plywood and water-cooled v-engine is M-105P. The prototype of the I-22 took off 30. 03. 1940, in the course of the tests it was found that it has too small range and so there is -301 (LaGG-3). Production will slowly gather momentum from the beginning of the year 1940, during the launch of the production was done quite a lot of adjustments, making the production delay.

Alexander Sergeyevich Yakovlev (OKB-115) – you could say that Yakovlev had a prominent position among soviet engineers. In 1936 he visited Great Britain, where he had the ability to very cursory search of the prototype of the later successful fighters Supermarine Spitfire, a little later he got to Germany, here I can get acquainted with Bf-109 and He-100. In the spring of 1939 he was invited to an interview with J. In. Stalin and here he was called upon to design and built a modern fighter, but with the proviso that from the development until the introduction of the aircraft into production will not exceed the period of several months.

Yakovlev himself had no own experience in building fighter aircraft, but still into the project and into the construction of the prototype started. His OKB-115 received 29. July the state order for the construction of two prototypes with the completion of the February and march 1940. One was to be powered by Klimov M-105P, and the second more powerful engine M-106P. The engine M-105P was a modified license building French engine Hispano-Suiza 12Ycrs, therefore, the engine is good, the second engine was the engine in the stage of neodladěného prototype, developed from a previous engine M-105. Overall, we can say that the engine M-106 was not a very successful attempt, whose total production was around 300 units. This engine at the time of the construction of the prototypes was not available and so it was only used by the M-105 engine and that in the version P – "pušečnyj", this meant that between the cylinder blocks, it was possible to install dvacetimilimetrový cannon ŠVAK.

Jakovlevovo OKB was at that time made up of 45 engineers and draftsmen and directly on the construction of the prototypes worked 152 technicians and mechanics. This team managed to finish the first prototype is already 27. December 1939. It was a low-wing soft shapes, the fuselage was formed by a tubular frame coated in front of the aluminum panels, in the central part of the plywood and the tail was coated with canvas, wing was the design of all-wood with plywood panels and canvas, the control surfaces were of duralumin with fabric covering. On the technological side it was a fairly simple design, which was important for later production. Prototype was a spectacular coat of red paint, the surface of the aeroplane has been carefully polished, his designation was I-26 and the staff gave him the name of Beauty. The first take-off took place on 13. January 1940, behind the wheel sat a test pilot J. Also. Piontkovski. During intensive testing it was found that this is a machine with good flight characteristics, of course, were also glitches that had to be removed, so for example on the chassis exhibited frequent defects, the leading edge of the wings wasn't strong enough on earth was the prototype of the unbalanced (falling on head), the problems were with the cab, both was in the cabin hot and at higher speeds wouldn't open and the pilot could in case of emergency the machine to leave, the bad news was the availability of some drivers. Failure of the chassis was indeed the cause of the crash of the first prototype, 27. April 1940 the chassis of the damaged cover, the wings and the aircraft crashed, when the crash had killed the test pilot of J. Also. Piontkovski. Fortunately, for the I-26, J. Also. Piontkovski wasn't In. P. Chkalov and Yakovlev was Polikarpov. Stalin, Yakovlev even encouraged, to continue, the second prototype soon after the crash joined in the factory and later to the state tests, during which they undergo necessary repairs and adjustments, so for example, problems have persisted with the overheating of the engine, the radiator fluid and oil were exchanged for more efficient, changing also their placement. As well as changing the air input to the compressor and eventually find him a place in the root of the left wing. One interesting thing was that the second prototype could not be tested in any marginal situations. It was allowed to in the third prototype, which took off on 18. September 1940. More than were completed the state exam, ordered by Stalin to launch the serial production of fighter aircraft designated as As-1. Preparation for serial production will gradually gather momentum and so by the end of 1940 it was made 64 serial Yaks-1 and the assault of the Soviet union it was a total of 355 aircraft of this type. The most numerous modern fighter type that time was the MiG-3, the delivered 1 289 and we were in this enumeration of the complete fighter LaGG-3 was made in the 322 specimens.

For the record I have yet to mention the failed or otherwise unsuccessful and rejected by the design teams and their prototypes from the period 1939-1940.
P. About. Sukhoi (OKB-135) with a height plane I-330 (Su-1) – issues with the engines.

And. And. Borovkov and I. F. Florov with dvouplošnou fighter -207, in 1940, the obsolescence of the structure.

M. M. Pašinin (OKB-21) with three prototypes I-21, performances have not reached the expected - terminated.

And. In. Silvanskij with the prototype I-220 (IS), this prototype was not in its nature capable of flight.

In. P. Jačenko (OKB-81) with two prototypes I-28 and five předsériovými aircraft, good performance and flight characteristics were at a good level, the serial production was considered, but eventually it happened.


sources:
William Green, Warplanes of the Second World War, Volume Three – the Fighters, Macdonald & Co. Ltd., London 1961, ISBN: 0-356-01447-9
Robert Bock, A Monograph Lotnicze Well. 46, As-1, As-3, AJ-Press, Gdynia, Poland, 1998, ISBN 83-86209-90-2
Vaclav Nemecek, Military aircraft 3., Our troops, Prague 1992, 3. supplemented edition, ISBN 80-206-0117-1
Hans-Heiri Stapfer, Yak Fighters in Action, Aircraft No. 78., Carrollton, Texas, Squadron/Signal Publications, Inc., 1986. ISBN 0-89747-187-3.
http://www.airwar.ru/enc/fww2/i26.html
http://www.airwar.ru/enc/fww2/i28.html
http://www.airwar.ru/enc/fww2/i21.html
http://www.airwar.ru/enc/fww2/i180.html
http://www.airwar.ru/enc/fww2/i185.html
http://www.airwar.ru/enc/fww2/mig1.html
http://www.airwar.ru/enc/fww2/su1.html
http://www.airwar.ru/enc/fww2/i207.html
http://www.airwar.ru/enc/fww2/lagg1.html
http://www.airwar.ru/enc/fww2/i220is.html
http://www.airwar.ru/enc/fww2/yak1.html
author archive
.
URL : https://www.valka.cz/Jakovlev-Jak-1-t24232#468540 Version : 0

Mass-produced aircraft, the yak-1.[/heading]

Preparation:
Prototypes of a fighter aircraft I-26, were their designers designed them to be simple to produce en masse, and even in the conditions of soviet factories. As I mentioned above, J. In. Stalin ordered to begin mass production in the course of state testing. For the production of jet fighters, the yak-1 were determined a total of three factories:
no 47 in the Leningrad - put two pieces and was moved to Kharkov.
no 301 in the Chimkách u Moscow, here was built a total of 117 fighters yak-1 (48 in 1940 and 69 a year later) and after (in march 1941) was this factory entrusted with the production of training aircraft Yak-7UTI.
no 292 in Saratově, here was the main production of this type.

As you can see already the selection of factories was not in the former Soviet union a simple matter.

Start of production:
Serial production will be launched at the end of 1940, production of documentation was the manufacturing plants delivered in June 1940 and in September of this year, completed the first aircraft, up to here, it would seem that things are going well, but definitely this was not the case. To demonstrate the hastiness and pressure on the rapid introduction into production, I-26 has not yet passed the state tests, in which he was not allowed to fly in full mode, there was no time to remove all defects even on the prototypes and the factory was under pressure to already produced serial of the machine. The defect had to be removed directly to the production lines and it is still the plane didn't get to the line pilots.
Until the end of December managed to remove eight of the dozens of nezávadnějších defects carried over from the prototype I-26, but the first plane on which these defects had not actually been completed 13. February 1941! This was due to a further and further removal of defects, so it was removed another 43 in the manufacture of the identified deficiencies. In February 1941 came the production of the fourth production series, which has so far failed to remove the remaining two defects – unreliable oxygen mask and tail wheel with insufficient range of rotation. This whole production series has been the target of criticism from the soviet air force, besides numerous manufacturing defects was found to be 37 more design defects and deficiencies, it was the constant overheating of the engine, leaks in the lubrication system of the engine, leaking was also a pneumatic system, unreliable was the fuel system that caused the shifts of the center of gravity of the airplane (wing tank on right and left side were not extracted evenly), the aircraft lacked basic amenities like a radio station (here to understand - receivers of the transmitters, let's not talk at all), the radio compass, landing lights, etc. We must remember these fighters from the beginning of the year 1941 the not self-locking the fuel tank, or even a bulletproof windshield...

Ambush of the USSR:
In the time of the invasion of the USSR, therefore, 22. June 1941 was the situation in the soviet fighter air force, catastrophic in the service were primarily obsolete fighters -153 and I-16, from a modern aircraft, there were only a few in the letuschopném condition and in addition crew these aircraft were not on the new machines trained. This situation after the assault even worse.
How were the Yak-1? Most produced aircraft stood taken over the factory airport, there were waiting on the flyover to the units, the unit is however, take could not because they did not have for these machines trained pilots. It is a sad fact that its probably the best fighter aircraft (the MiG-3 was the altitude interceptor aircraft and only with difficulty to perform tasks frontline fighter jets, LaGG-3 it was deficiencies even worse) the Soviet union failed against the Germans even deploy.
Let's get back to production, designers and technicians in the Saratově tried to address these shortcomings of all their forces and all ways. In November 1941 she came to the production of twenty production series, there are partially managed to remove some glitches. The machines were installed a radio – receiver with a range of eighty kilometers, landing lights, removed were problems with the tail wheel – was removed retractable system and the wheel was fixed in the extended position, but freely rotatable. Adjustments to see the wiring, partly to the fuel system. Changed was also the armament, from 43. production of the series were under the wing of the installed pylons for unguided rockets RS-82, could be carried by a total of six rockets or two bombs FAB-50, later as FAB-100. These hangers have increased the utility value and the mass of the aeroplane and rate again declined... the Other defects remained, and to these faults, with the added lack of workmanship, increase the weight and thus the overall decline in performance. Unofficially, these planes are marked as a battleship, but I stress that this is only an unofficial onačení, these machines still bear only the designation of As-1.
If the prototype I-26 could compare with the contemporary versions of the German Messerschmitt Bf-109 E, How-1 from the end of the year 1941, for his contemporary Bf-109 F-3 very lagged. Perhaps the one advantage of the yak-1 had – more easily adapted for operation in harsh winter conditions.

Winter 1941:
The soviet air force in the winter of 1941 took over 830 specially modified Yaks-1 with the unofficial designation "winter", the most significant change was the installation of retractable lyžového chassis, its installation was not hassle-free, locks the chassis were underpowered and often happened, that the chassis spontaneously ejected, the durability of the chassis was small about 80 take-offs and landings, and what was worst, this chassis has increased the weight of the aircraft about 160 kg. The ski itself was quite large, when drawn they state was tightened just to the wing, but even so, the increased aerodynamic resistance. The aeroplane dropped the maximum speed, reduced maneuverability and rate of climb, range decreased to 550 km, but the aircraft can operate from non-snowy airport surfaces even in the harsh frosts, the Luftwaffe had only to learn and teach mainly from captured Russian mechanics and pilots.
In connection with the lyžovým gear I have to mention about experiments with skis, which can be cast off immediately after the takeoff, the aircraft should then land on the wheels, there was one significant drawback – no place, cleared the runway wasn't and the snow, which was deeper than half the diameter of the wheel led to the rollover of the aeroplane. Another frequently used way was a kind of slipper with skis that attach to the wheel chassis, the landing gear after take-off out of it. Still I will mention one interesting fact, the protective winter coating was so grainy and rough, that decreased the speed of the aeroplane up to about 10 - 15 km/h. Aeroplanes made from October 1941 were driven by slightly improved engines Klimov M-105PA.

Increasing the quality of production and increase performance:
In may 1942 it was made 2 947 fighters yak-1, the last production series was then 59. series, improvements confessed such as the fuel system, but the weight is further increased, the aircraft was performing frontline tasks, but not enough for a pure fighter tasks in air defense. Therefore, in October 1942, made 30 strongly lightweight pure fighter aircraft How-1 without further designation, it was first installed a more powerful engine VK-105PF (M-105PF) with a higher boost pressure. Pylons for missiles RS-82 have been removed (from 65. production of the series ceased to be fitted) and the performance of the aeroplane rose immediately, the armament was made up of only one gun ŠVAK, otherwise to a height of 5 000 m, these machines finally could equal the German , The Bf-109.
11. August 1942 the production finally got the aircraft 60. production of the series, since this series has changed the labelling on the the yak-1B, this series has brought major changes – the label of the cabin was already equipped with bullet-proof glass, both machine guns ŠKAS have been replaced by one velkorážným machine gun UBS, which was much more effective new was also the sight of the VV-1. Improved the aerodynamics, it did so on the basis of blowing off in the wind tunnel TSAGI, improved the wrap of the torso, for example radiator fluid were lower and longer, the entrance of air into the suction of the compressor is moved to the wing root, landing gear after retraction once again fully obscured, again zatahovalo tail wheel. Chassis modifications were made since 87. production of the series, 89. the series brought improved lubrication of the engine and from 99. the series has been reduced fuselage behind the cockpit, the rear part of the cabin was transparent, and so managed to remove the old pain of all the previous series – almost no rear view. The first 273 machines As-1B was powered by a more engines M-105PA, as soon as they were available the engine VK-105PF were the Yaks installed, this motor is often powered propeller you KNOW-105SV with the same diameter as the older you KNOW-61P, performance is increased substantially and -1B he could again compete with German opponents.
From the 111. production of the series, she began to produce in December 1942, finally began to be the emphasis on the surface treatment of the airplane. From march 1943 was produced 127. production of the series, this series introduced an increased supply of ammunition 140 shells for the cannon ŠVAK and 240 rounds of ammunition for a machine gun UBS. The total was made 4 461 aircraft version of the Yak-1B, the production ended in July 1944 192. the manufacturing series. All of the adjustments have not been implemented strictly, the production proceeded smoothly, but the supply of parts often were losing and so used what was currently available, this mainly concerned oil coolers and fluid, exhaust pipes, propellers, radios, instrumentation, etc.

Experiments:
I have to mention about the two experimental aircraft, the first was the yak-1B powered by a the Klimov M-106P, this engine originated the development of the engine M-105, was reinforced to withstand higher stress, after the installation in the Yak-1B showed a strong overheating of the engine, which failed to remove, the prototype originated in Novosibirsk and in Saratově should be built fifty serial of aircraft, with the engine M-106P have been completed only a limited amount with limited use. The second and also failed attempt was the yak-1 with a cannon caliber 37 mm, the tests have only been performed on a single machine, the result was the realization that As-1 is not suitable for the installation of such weapons.

Achieve success:
Now we come to the last option labeled as How to-1M. It was only on the two prototypes. The first prototype was built in February 1943, as a response to Bf-109 G-6. A major change was the wing, which had already mixed the construction of the soviet industry began to dispose of light metals and so the designers used for the two new beams of an alloy of light metals, part of the ribs was also from this alloy, a part of the remained wooden, the exterior of this wing we know according to the scale range (9 200 mm). The wing itself would generate a saving of weight and the designers continue, to radically reduce the fuel supply (240, later 260 gallons of fuel from the original 408 liters), improved the aerodynamics. Cooperation with TSAGI again brought fruits – the rear part of the fuselage was newly covered by plywood (earlier it was canvas). Must say that the designers weren't just for saving weight at any cost, at the same time was improved passive protection of the aircraft, has been improved armour of the pilot area and finally introduced the protection of fuel tank sealing covers. In August 1943 he was on the second prototype tested by the engine Klimov VK-105PF-2 and finally managed to solve the engine cooling, this is due to the oil cooler OP-555 and the radiator fluid OP-554, the motor could now work in combat mode without a time limit. The armament was supplemented by a second machine gun UBS machine guns were now placed symmetrically over the engine.
The new aircraft was to a height of 5 000 m almost unbeatable and became the ideal soubojovou dart, on the basis of these results, it was issued a regulation to make as soon as possible launched the serial production, that is actually after the necessary adjustments to the ran and 2. October was completed and three days later he was zalétnut the first aircraft with the designation yak-3, but it is already another type, which is outside the scope of this post.


sources:
William Green, Warplanes of the Second World War, Volume Three – the Fighters, Macdonald & Co. Ltd., London 1961, ISBN: 0-356-01447-9
Valery Dymič and Miloš Šedivý, Triumph and tragedy, the World of wings, Cheb, 2001, ISBN 80-85280-70-1
Vaclav Nemecek, Military aircraft 3., Our troops, Prague 1992, 3. supplemented edition, ISBN 80-206-0117-1
Hans-Heiri Stapfer, Yak Fighters in Action, Aircraft No. 78., Carrollton, Texas, Squadron/Signal Publications, Inc., 1986. ISBN 0-89747-187-3.
Robert Bock, A Monograph Lotnicze, Well.46., As-1 As-3, AJ Press, Gdynia, Poland, 1998, ISBN 83-86208-90-2.
L+K 18/1975 Aircraft 1939-45, Václav Němeček
http://www.airwar.ru/enc/fww2/yak1-105pf.html
http://www.airwar.ru/enc/fww2/yak1-106p.html
http://www.airwar.ru/enc/fww2/yak1m.html
http://www.airwar.ru/enc/fww2/yak1b.html
http://www.airwar.ru/enc/fww2/yak1.html
www.xs4all.nl
http://www.cofe.ru/avia/Y/Y-2.htm
http://airfield.narod.ru/yak/yak-1/yak-1.html
http://wio.ru/tacftr/yak1lurk.htm
author archive
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