Jakovlev AIR-6

Yakovlev AIR-6
Яковлев АИР-6
     
Název:
Name:
Jakovlev AIR-6 Yakovlev AIR-6
Originální název:
Original Name:
Яковлев АИР-6
Kategorie:
Category:
víceúčelový letoun utility aeroplane
Výrobce:
Producer:
DD.MM.1932-DD.MM.193R Moskevský letecký závod č. 39 V. R. Menžinského, Moskva /
DD.05.1934-DD.MM.193R Letecký opravárenský závod č. 47 Maxima Gorkého, Leningrad /
DD.MM.1935-DD.MM.193R Leningradský letecký závod č. 23, Leningrad /
Období výroby:
Production Period:
DD.MM.1932-DD.MM.1936
Vyrobeno kusů:
Number of Produced:
128 (468?)
První vzlet:
Maiden Flight:
DD.MM.1932
Osádka:
Crew:
1 + 2
Základní charakteristika:
Basic Characteristics:
 
Vzlet a přistání:
Take-off and Landing:
CTOL - konvenční vzlet a přistání CTOL - conventional take-off and landing
Uspořádání křídla:
Arrangement of Wing:
jednoplošník monoplane
Uspořádání letounu:
Aircraft Concept:
klasické conventional
Podvozek:
Undercarriage:
pevný fixed
Přistávací zařízení:
Landing Gear:
kola/lyže wheels/ski
Technické údaje:
Technical Data:
 
Hmotnost prázdného letounu:
Empty Weight:
616 kg 1358 lb
Vzletová hmotnost:
Take-off Weight:
961 kg 2119 lb
Maximální vzletová hmotnost:
Maximum Take-off Weight:
? kg ? lb
Rozpětí:
Wingspan:
12,08 m 39ft 7,58in
Délka:
Length:
7,80 m 25ft 7,08in
Výška:
Height:
3,03 m 9ft 11,29in
Plocha křídla:
Wing Area:
19,80 m2 213.13 ft2
Plošné zatížení:
Wing Loading:
? kg/m2 ? lb/ft2
Pohon:
Propulsion:
 
Kategorie:
Category:
pístový piston
Počet motorů:
Number of Engines:
1
Typ:
Type:
Švecov M-11 o výkonu 74 kW/100 k
dvoulistá dřevěná vrtule
Shvetsov M-11, power 99 hp
two-bladed wooden propeller
Objem palivových nádrží:
Fuel Tank Capacity:
235 l 51.7 Imp gal / 62.1 US gal
Výkony:
Performance:
 
Maximální rychlost:
Maximum Speed:
162 km/h v ? m 100.7 mph in ? ft
Cestovní rychlost:
Cruise Speed:
130 km/h v ? m 80.8 mph in ? ft
Rychlost stoupání:
Climb Rate:
? m/s ? ft/min
Čas výstupu na výšku:
Time to Climb to:
1000 min do 6,6 m 1000 min to 22 ft
Operační dostup:
Service Ceiling:
4600 m 15092 ft
Dolet:
Range:
715 km 444.3 mi
Maximální dolet:
Maximum Range:
? km ? mi
Výzbroj:
Armament:
- -
Uživatelské státy:
User States:
Poznámka:
Note:
- -
Zdroje:
Sources:
Gordon, Y.; Komissarov, D.; Komissarov, S. OKB Yakovlev: A History of the Design Bureau and its Aircraft. Midland Publishing, Hinckley 2005. ISBN 1-85780-203-9.
Gunston, Bill; Gordon, Yefim. Yakovlev Aircraft since 1924. Putnam Aeronautical Books, London 1997. ISBN 0-85177-872-0.
Andersson, Lennart. Soviet Aircraft and Aviation 1917-1941. Putnam Aeronautical Books, London 1997. ISBN 0-85177-859-3.
http://ram-home.com/ram-old/air-6.html
URL : https://www.valka.cz/Jakovlev-AIR-6-t193442#557118 Version : 0

Yakovlev AIR-6[/heading]
In his final year at the Academy of military aviation in Leningrad suggested And. With. Yakovlev light hornoplošný transport aircraft with a cabin AIR-5 (AIR were the initials of the honorary president of Osoaviachimu, people's commissar of Rykova, and Yakovlev is used for all your Osoaviachimem funded the first projects). This aircraft then as an engineer at a moscow factory no 39 built. AIR-5 proved to be an excellent aircraft, unfortunately, but used a western engine, the J-4A Whirlwind. No engine of domestic production performance did not match, Yakovlev decided to create a scaled-down version, adjusted for the motor M-11 of about half the performance. New machine, AIR-6, Jakovlevova group proposed as a connecting, training, sports and tourism three-digit aircraft use of unpaved areas, easy maintenance and lower operating costs.

The first prototype of the AIR-6 was in Moscow, completed in may 1932, after four months from the commencement of work. Due to the acceleration of the construction used the undercarriage legs from the driving U-2 and tail surfaces of the tank -5. The Pilot and the passenger sitting behind, the cockpit was roomy enough for the location of the third seat for them. In the autumn of 1932 through AIR-6 factory tests. Despite several errors in the proposal and in the manufacture were the pilots of the aircraft are satisfied. Machine match the specifications, was operationally simple and suitable for the intended role. In October 1933 he underwent the state examination, and together with the second prototype was tested also on lyžovém chassis. The prospects look good, then of course there was an accident Jakovlevova the following machines, AIR-7, and Yakovlev suddenly got into adversity. Yakovlev had still decided to build two more machines, on which the head of the project Yevgeny Adler made a number of changes, including changed suspension the chassis and suspension. This allowed the installation of additional tanks into the first of the new machines, and the other got the engine cover of a type Townend and faired undercarriage.

After solving the problems with the AIR-7 was approved and serial production of AIR-6. This was commissioned by repair plant Civil air flot in the Leningrad, which received an order for 60 machines. The first of them was completed already in may 1934, but due to lack of material, the production actually ran until the autumn. On Jakovlevovu request therefore, the AIR-6 got also into the production of the filling leningrad race no 23, in which at that time concentrated production of most light types. The machines differed about 150 mm wider cabin. According to older sources, such as the well known aviation historian (and designer) . B. Šavrova, it built a total of 468 machines, however, this number is now disputed and the latest research suggests a much lower number of 128 machines built in all the three factories together.

In addition to the basic three-digit variants created several other forms. One of them was the ambulance version, with triangular door in the left side to allow loading of the stretcher. These machines can be recognized even according to the registration containing the letter K, e.g. the USSR-K181. In this form originated probably 20 machines. The second modification was the float version, which actually originated as the first. Already in the summer of 1932 was a prototype AIR-6 equipped with floats, designed by the already mentioned Šavrovem. In this form, which was given the designation AIR-6A or AIR-6 Gidro, first flew controlled by Julien Piontkovským from the surface of the Moscow river in June 1933. Despite the significant increase in the weight on this machine 23. may 1937 Ja. In. Pismennyj has gained a world record in the category of seaplanes flying over 1297 km without landing between the Kiev and Batumi. Floats later received several serial machines. On this variant established the "arctic" modification, which was formed in 1934. She had the opportunity to use the chassis of the wheeled, lyžový even float, interchangeable in field conditions, and the engine modified for operation in low temperatures. The prototype was in the Far north tested from October 1934 until February of the following year, when he was handed over to the directorate of the northern waterways.

AIR-6 was in 1934 included in the services of Aeroflot as a transport and postal letouun for short local track. In August 1935 many served 24 with the bases in Novosibirsk, Khabarovsk, Tbilisi, Akťubinsku and Moscow. 57 of them were in service in December 1939 and 31 of them were still in Aeroflot at the beginning of the year 1942. A few were allocated at the beginning of the war the Baltic, North and Kyiv aviation group of special purpose of the GVF. Most of them served in aero clubs Osoaviachimu. Here but have been phased out quite quickly, due to the unsuitability of the acrobatics and due to the absence of the second control. The polar force and the management of the northern waterways received a total of three machines, and one went to the propaganda flyer Maxim Gorký. The 22. in may 1935 he received the name Ivan Michejev, in honor of the pilot who was killed in the crash ANT-20 about four days earlier. Other users were Sanaviacija, which used the already mentioned 20 ambulances machines. These machines have served in very difficult circumstances, one of them e.g., delivering medication between the Frunzem and Suusamyrem across the mountains of Kyrgyzstan, on the border of the dostupu AIR-6. Several machines end up used even the air force.

After what And. Also. Rykov fell out of favor around the turn of the years 1937-1938 AIR-6 was renamed to I-6..

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Yakovlev AIR-6 Side view Basil am zolotov.
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URL : https://www.valka.cz/Jakovlev-AIR-6-t193442#557320 Version : 0
http://www.airwar.ru/enc/law1/air6.html
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URL : https://www.valka.cz/Jakovlev-AIR-6-t193442#557119 Version : 0
http://forum.rcdesign.ru/f82/thread422678.html
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Jakovlev AIR-6 -


URL : https://www.valka.cz/Jakovlev-AIR-6-t193442#557124 Version : 0
http://www.airwar.ru/enc/law1/air6.html
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