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Light tactical fighter OKB Yakovlev
Photo of this aircraft model published in a book by Yefim Gordon, "Russian experimental fighters of the new generation of MFIs and C-37" POLYGON 2001 year.
Probably this project should be attributed to the mid-nineties. This machine is in a group with aC-52 and C-56 OKB Sukhoi, AND-2000 and MiG-29M3 (MiG-35) OKB MiG represents the second stage in the development of "light tactical fighter." In contrast to PRL -eighties, this time focuses on reducing visibility and short takeoff - landing.
... As one of the options Yakovlev considered single-engine aircraft having aerodynamic scheme of "duck" with a delta wing and canards.
As the power plant apparently considered the engine of Saturn AL-41F (izd.20). In order to radically reduce the run-up / path provided for the use of an additional unit - remote afterburner (VFK), supposedly established on the basis of gas generator RD-33 with a thrust of 5,040 kgf.The hoisting engine mounted in the nose of the car, between the radar compartment and cockpit.Due to the lack of VFK own compressor, compressed air is supplied by pipeline from the inner contour of the sustainer engine.
Vertical take off - landing on a given machine to be implemented.
During dispersal when the angle of attack of 12 degrees and the deflected main engine nozzle at 20 degrees down, the car gets more than 12000 kg of vertical thrust, as a result of the run / mileage is reduced by 45%.
Probably tried to keep within 160 meters (horizontal takeoff of Yak-141). Hence it off without the inclusion of VFK - 350 meters.
Characteristics of the project on the basis of the images:
length of 18.8 m side view of a 30.5 sq ft top view of 75 sq.m front view of 7.8 m volume of 26 cubic meters
12,500 kg max thrust
speed max. 2100 km / h
range of 4000 km
Jak 201
"It is for the scheme with a single GC, equipped with VFK created
201-I machine.
Yak-141 Yak-141 - a supersonic, multi-purpose aircraft vertical takeoff and landing, is designed to intercept aerial targets and maintain passing maneuver battlefield, as well as to strike ground and sea targets.
In 1986, the OKB. Yakovlev was completed the construction of the first instance of the Yak-141. This machine is among the world's first aircraft of its class broke the speed of sound. On a new fighter set 12 world records, including the climb, reach a maximum height with a load of 1 and 2 tons with vertical takeoff and landing. In time to climb to 12 kilometers ahead of the Yak-141 VTOL fighter British Harrier by almost 10 seconds. In this record achievement found in the warm season by a load of 1 ton, and Harrier taking off without load and in the winter when the air density is greatest, ie at the most favorable conditions for the power plant.
For the first time the Yak-141 was shown to the world's 38th International Air Show in Bourget.Yak-141 - multipurpose supersonic fighter jet vertical takeoff and landing - is designed to intercept aerial targets, close combat, assault causing strikes against ground and sea targets. Can be used on takeoff and landing sites of limited size and ships. He was able to take off without a taxi to the runway directly from shelters to pin taxiway, providing a massive rise and enter into combat units of the Yak-141 for alarm.
Yak-141 aircraft represents a normal aerodynamic configuration with a high-wing, dvuhkilevym vertical tail surfaces and the next location of the engine: one up-and-main engine is located in the rear fuselage and the two lift engines located just behind the cockpit. Swept wing with a bend and the rear edge of the root influxes, consoles consist of about polurazmahe when placing the aircraft on the ship. Airframe is 26% of CM, including the carbon fiber surface of the tail, flaps, socks and nodules of the wing. The remaining structure is mainly made of aluminum-lithium alloy.
The flight-navigation system provides manual, director and automatic control of the aircraft from takeoff to landing at any time of day in different weather conditions at all latitudes. Weapon control system includes a multi-mode airborne pulse-Doppler radar "Beetle" with a single indication and provides a solution to problems with the use of various weapons. There is also a laser rangefinder and infrared search and tracking sensor system, for jamming equipment is mounted in the wingtips and keels. In the partitions, extending from the keel forward ejection device can be placed thermal decoys or chaff.
For the first time the Yak-141 was shown at the 39 m Air Show in Le Bourget, June 15, 1991.There is a draft modification of the Yak-141M main engine with a thrust of 17,500 kg, reduced radar and thermal signature. At present the developers to determine the main directions of modernization of Yak-141: this improvement is the performance of the thrust by increasing the lift-cruise engine, increasing the maximum fuel load and to reduce radar visibility plane.
The project is frozen due to lack of funding, although countries such as Italy, India and Argentina have expressed a desire to acquire this aircraft for its air force.
Tactical and technical characteristics of the Yak-141:
Wingspan:
Service ceiling - 15,000 m
Combat radius under load - 690 km
Time loitering - 1,5 h Max g-load - 7
Armament: 1 x 30-mm gun GS-301 (120 rounds). In four, and later in six underwing pylons can be suspended SD air-to-air R-77 or F-27 medium-range and R-73 short-range or R-60 short-range air combat and air-to-surface missiles Kh-25, X-31 gun mount (23 mm, 250 rounds) or the starting blocks NAR caliber from 80 to 240 mm, up to six bombs caliber 500 kg.
Yak-38
After a successful show Yak-36 at the parade in Domodedovo Yakovlev went into government with a proposal to build a series of 10-12 such machines for testing ship-based VTOL aircraft.However, the futility of the aircraft at that time became apparent: its power plant was too small to provide for a vertical takeoff jet work management system and lift into the air any significant service. Deputy Chief Designer SG Mordovin with lead engineer Oleg Sidorov in early summer 1967, he was pre-design of the new military VTOL aircraft with the power plant of the two hoisting engines (PD) and a lift-cruise engine (PMD). In autumn 1967 this work has connected senior engineer V. H. Pavlov, who became chief designer of the VTOL aircraft in the Yakovlev Design Bureau. As a result, have developed a general form, layout and ideology of the main systems. December 27, 1967 the Resolution of the CPSU Central Committee and USSR Council of Ministers ¹ 1166-413 establishing a light attack aircraft GDP Yak-36M. The same resolution called for the creation of educational and military options and, potentially, a fighter. Ho only January 25, 1969 Air Force Commander KA Vershinin approved TTT "... to light attack aircraft GDP Yak-36M lifting the main engines of P-27B-300 and hoisting engines RD-36-35FV. These TTT were also coordinated with the commander of naval aviation, for whom January 7, 1969 signed by his deputy H. A. Haumov. According to the TTT "light attack aircraft Yak-36M with GDP" was intended "to combat air support of ground troops in tactical and operational depth of the nearest enemy lines (up to 150 miles from the front lines), as well as the basing of an aircraft aboard the project in 1123 for the destruction of surface ships and shore facilities in maritime operations and conduct visual reconnaissance. The main task of the aircraft is the destruction of mobile, fixed terrestrial and marine enemy targets in clear weather conditions. In addition, the aircraft should be used to control air targets such as military transport planes and helicopters, and also to deal with AEW aircraft and helicopters and anti-submarine aircraft. In September 1968, with the active participation of Pavlov and under the overall supervision Mordovina OKB started schematic design and construction of prototype aircraft with a combined power plant. The results were presented layout Minaviaproma Commission, held in early March 1970, it was attended by experts of the headquarters and company-developers of engines and systems. After a month under the chairmanship of the commission Haumova held mock Air Force and Navy, which were presented at the same time the layout of the aircraft and the first experimental instance of the Yak-36M ¹ 01, completed the construction of 15 April 1970 Minutes of the comments the commission included a number of moments, of which the requirements were the replacement ejection seat QW-1M for unified seat K-36 (agreed to leave the QW-1M only on the first ten cars) and improved side-view from the cockpit. In view of the fundamental novelty of the plane, its creation was accompanied by practicing different systems on specially constructed stands, the main ones were: bench power plant, "the cable-crane, stand jet control booth forces and moments. Stand the power plant was a full-scale aircraft fuselage with the engines and related systems. During wind tunnel tests of T-102 and the sling under the Tu-16 on it was worked out joint work of all three engines, made their launches, controlled management system. Sighting and navigation system PHK-36 is being followed in 1972-1973. Yak-28U (serial number 0707). May 15, 1970 Yak-36M ¹ 01 (aboard "05") was brought to the FRI, which has been tested on the developed there, "the cable-tap" (chief engineer B. H. Pavlov, an aircraft mechanic Boris Vorobyov). The aircraft was hung at a height from 0 to 5 m and ran the engines. It checks the temperature of the field, to regulate the work of Automation, fulfills fluid control. September 22 at the same plane test pilot EDO V. Mukhin completed the first free hovering a foot off the ground. Testing a second prototype (board "25") constructed by October 15, 1970, were first on the stand of the forces and moments that served to remove the characteristics of the jet control study of phenomena and suction recirculation of exhaust gases, which occur at altitudes of less than 2 m. Measurements showed that the unfavorable gas-dynamic picture is lost traction about 800 kgs. To reduce the recycling of the fuselage were installed exhaust guide rib and the front nozzle lifting motor is turned by 15 ° against the direction of flight. 24 November 1970 on an airplane ¹ 02 Mukhin fulfilled speed taxiing, and three days later - approaching an aircraft (with a running start). Check the air on Dec. 2, 1970, after methodical council of the IAP, who gave permission for the first flight, Mukhin, an aircraft flew the second copy of the Yak-36M. Accompanied his MiG-21 piloted by test pilot LII LD Rybikov. The flight went smoothly. In accordance with the recommendation of the Board of method-Mukhin on the run to decrease the rate turned the nozzle of PMD in the upright position, because drag chute on the plane was missing. Construction of the third prototype Yak-36M was launched 13/04/1970 and lasted until 29/03/1971, the May 17 car (aircraft "55") was transferred to the FRI, where the June 16 test pilot A. Shevyakov made her first flight . Unfortunately, on 30 July on the run the aircraft overturned and three months in repair. During the work, track landing gear was increased from 2,2 to 2,75 m due to changes in design and in the main landing HCHF deployed drag chute area of 13 sq.m. February 25, 1972 test pilot MS Deksbah second Yak-36M for the first time flew "for the complete profile: vertical lift, horizontal flight and vertical landing. March 20 flight was similar to the prototype number 01, and August 1 - the third car, equipped with UPK-23-250. Ha it later determined LTH with various suspensions. In April 1972, production tests were completed, and on the basis of a / h 15 650 (city Akhtubinsk) initiated phase "A" ICG, which lasted until September 1974, the first from 06/30/1972 to 03/20/1973, the prototype was tested ¹ 02. The second from September 1972 to 10.03.1973, the - the prototype number 03, third from 04.01.1973 till 30.09.1973, the - the reference number 04 (on board "45"), construction of which was completed on March 27, 1973 As a result, Yak-36M program in 1974, it was recommended to allow for operation in the combatant units, and conducting public trials ship Project 1143 (TAvKr "Kiev"). The decision to launch the Yak-36M in series production at the Saratov aircraft factory was taken in 1973 and next year there have collected the first three production machines. Their rapid construction was made possible thanks to the fact that the preparation of the factory tooling began in 1970-71. Hado say that this plant were built and the fuselage of the three experimental machines, as well as (under contract with the Black Sea Shipyard) overall and a massive model of attack aircraft for testing of its location on the hangar deck under construction "Kiev". First Serial Yak-36M out of the assembly line in May 1974 after a thorough mining machines on stands September 30 Deksbah proceeded to acceptance flight on it. This aircraft was in the spring of 1975 he was transferred to the test center in Akhtubinsk, the second serial - at an air base in Saki, and the third - in LII. All were equipped with a modified PD RD-36-35VF. Testing of avionics, control systems and weapons continued in the release of the Yak-36M the first series. Haprimer, the second batch instance in 1976, was set sights ASP-17BMTS, and the eighth flight of the third series (¹ 0803) - Sight ASP-PF-21 from the MiG-21PF. After the test flights of each produced aircraft was directed to the special tests associated with the development of construction, or passed on to the training center naval aviation pilots in Saki, where, for example, in November 1975 received three aircraft of the second series. During the mass production of the plane constantly improved. Rybinsk Motors and Moscow HPO Soyuz could increase slightly the thrust of lifting and hoisting the main engines. DD got a new designation of RD-36-35VFR. Designers in the interaction with the customer spent much time fine-tuning of complex weapons Yak-38, the range which was very small. Initially, as an integrated weapon in the fuselage provided for a two-barrel gun GS-23. Soon, however, these guns were placed in containers suspended on pylons under the wings. For the destruction of large sea and land targets designed guided missiles X-23 with a set of guidance "Delta" in a special container. Ha inner wing pylons can be hung from 2 to 4 missiles R-60 air-to-air missiles. To test the possibility of basing VTOL on the heavy cruisers of the Kiev in 1972 by employees of the Black Sea shipyard was built on the airfield LII full-scale compartment vessel with a section of the flight deck. Ha it established the old Yak-36 (aboard "37") and spent the race engines to determine the temperature influence on her jet and measuring the noise level below deck. To conduct maritime phase of flight testing of the Yak-36M Navy identified ASW cruiser Moskva. In the center of the helicopter deck mounted pad size 20x20 m, made of 10-mm steel and covered with heat resistant plates, AK-9F. November 18, 1972 Mikhail Sergeyevich Deksbah made the first landing on the RCC "Moscow", and on 22 November, he performed a "full profile" from the deck. Present at the Marshal I. Borzov had instructed the commander of PKR Moskva captain second rank AV Dovbnya write to the log: "Birthday deck aircraft. First landing of two aircraft Yak-36M in TAvKr Kyiv took place May 18, 1975 Serial number 0201 aircraft piloted by test pilot LII MAP O. Kononenko, and an experienced number 04 - Test Pilot of the NII VVS Colonel VP Hamsters (third prototype Yak-36M due to the failure of one channel SAU-36 was forced to land an aircraft on the airfield Saki). Leading engineers then were: from DB - and VI Latyshev, from the NII VVS - Lt. GM Marakulin. May 20 Oleg Kononenko demonstrated in the air, the possibility of Yak-36M Defense Minister Grechko and Navy Commander SG Gorshkov. Currently, aircraft number 0201 is in the museum named OKB Yakovlev. Parallel to serial production and development of the Yak-36M has continued to test his prototypes. Stage "B" ICG on airplanes ¹ 02 and ¹ 03 began April 11, 1973, and by September 30, 1974 state tests were already on the four prototypes. Prior to February 1975 they performed 672 flight. ICG Yak-36M in TAvKr Kyiv ended October 24, 1975 to convert the aircraft into a fully fledged combat unit left to solve a few problems. One was that the serial aviaboepripasy who have served in the armed Yak-36M, were created in the TTT Air Force without regard to the specific operation of ship-based aircraft. In this connection there arose the need for additional testing of their reliability and security. After completion of the ICG prototype number 03 was transferred to VVIA them. H. Zhukovsky for testing removal of hot gases of the engine, and Yak-36M ¹ 04 serves as a visual aid for students of MAI. In 1976, the entire range of weapons on the experimental Yak-36M ¹ 01 (on-board "05") and serial number 0308 has been tested on the proving ground "Bagerevo" (Crimea) and TAvKr Kyiv under the influence of marine climate and the electromagnetic fields of radio stations of the ship. The results were positive. July 16, 1976 TAvKr "Kiev", having on board five Yak-36M and one Yak-36MU, began its transition to the Northern Fleet. July 18, he went out into the Mediterranean Sea, where the island of Crete held its first outside the USSR flights of Yak-36M. In total during the transition of the seven pilots flying shifts Naval Aviation FG Matkowski, W. H. Ratnenko, VF Saranin, VM Svitoch, V. Kolesnichenko, VI and VI Dmitrienko . Kucha completed 45 missions with a common touch 22 hours. Transitions due to the wide international attention, was completed on August 10. August 11, 1977 decision of the CPSU Central Committee and USSR Council of Ministers ¹ 644-210 Yak-36M was adopted by naval aircraft under the designation Yak-38. From July 25 to August 1, 1980 Kononenko in 10 missions assessed the possibility of vertical takeoff and landing on a mobile landing platform (PVPPl) size 10x15 m, mounted on a trailer with sleeper with hydraulic panels. Platform height above ground was 1.2 m. Before the flight the plane Ser. ¹ 0803 (aboard "21") equipped gazootrazhatelnymi ribs in the air intakes PD and an optical device designed to control its position relative to the landing site.
According to some reports only from 1974, was built 231 Yak-38. Codenamed NATO - Forger (The Counterfeiters).
Modifications
Yak-36MU / Yak-38U. TTM to the educational version of Yak-36M were approved by the Deputy Chief of Air Force armament M. H. Mishchuk March 4, 1971 prototype of the training Yak-36MU, designed to train pilots vertical takeoff and landing, hovering mining and the transitional regime, was Built in EDO May 19, 1972 When linking machine more complex raised questions placement of the second cabin with an acceptable review of it and rescue the crew in an emergency. Ha plane was secured for the first time at the same time forced the bailout of the two crew members on modes of GDP in breeding and hand trajectories bailout delayed by 0.6 sec. Phase "A" ICG training aircraft was launched March 23, 1973 on the basis of LII in Zhukovsky, and since September 25, 1973 to July 31, 1974 continued in Akhtubinsk. According to tests the aircraft was assessed positively, but in mass production the commission recommended a slight change in the equipment. Until February 1975 the Yak-36MU ¹ 01 completed 135 flights. On 27 December 1976 on 12 September 1977 was conducted Phase "B" GSI. Then the aircraft was tested on TAvKr "Kiev". After state trials Yak-36MU ¹ 01 used to train pilots drill, first in NII VVS (city Akhtubinsk), and then - in a training center for pilots deck aircraft in the town of Saki. After making his life found there on a pedestal. According to the order of the Minister of Defence ¹ 196 dated October 15, 1978 aircraft was designated the Yak-38U. Yak-38M. During the 10 years since the first flight of the Yak-38 was a comprehensive test has undergone several design improvements, and ultimately quite mastered the profession of a deck of attack aircraft. However, despite the use of take-off with a short running start and completion of power plant, its combat effectiveness still leaves much to be desired. A realistic assessment of the situation allowed senior staff bureau in February 1980 to prepare a decision on the joint (MAP, Air Force, Navy), a long-term program aimed at enhancing the combat capabilities of the aircraft.As a result, 27 March 1981 published the Commission's decision of the Presidium of the USSR Council of Ministers on the military-industrial issues ¹ 280 to conduct a deep attack aircraft modification - to create variants of the Yak-38M. When betting on new engines. HPO "Union" led by A. Tabor cardinal processing of P-27B-300 created a PMD R-28-300 with a maximum horizontal thrust of 7100 kg and 6700 kg of vertical. At the same time designers Rybinsk Design Bureau to improve the parameters of their PD, bringing the thrust of the new RD-38 to 3250 kgs. Two prototype Yak-38M were built in the bureau in 1982 increase traction PD and PMD allowed for a half-ton lift off mass of the new machine, which made it possible to increase its military capability. In the first place - range, which was included installation of PTB. Hekotorym fuselage changes were mainly in the area of air intakes. In addition, the aircraft was controlled by the nose landing gear, an expanded equipment and weapons. Arsenal stormtrooper replenished cassettes RBC-500 missiles and Kh-25MR air-to-surface missiles. November 30, 1982 test pilot Michiko performed on the Yak-38M (the middle number 0413, aboard the 82 "), the first hovering, and February 10, 1983 - The first flight of the" complete profile ". Factory test car went from 7 December 1982 to June 3, 1983, after which the aircraft was handed over to the ICG, phase "A", completed in late 1983 by their results were given advice about the launch of the Yak-38M in series production . Stage "B" ICG completed in June 1985 as a leading engineer of OKB was GA Fedotov. Yak-38M was adopted by and entered into service on aircraft carriers, but the expected sharp increase their combat potential has not brought. Hovye engines were even more "greedy" than their predecessors, so the TTC Assault improved slightly, and his drums opportunities remained limited. Nevertheless, the Yak-38M faithfully served their time and July 1991 are displayed in the reserve.
Tactical and technical characteristics of the aircraft:
Yak-38 Yak-38U Yak-38M
Wingspan, m 7.32 7.32 7.32 Length, m 15,5 17.68 16.37 The height of the parking lot, m 4.25 4.25 4.37 Wing area, sq ft 18.5 18.5 18.5 Engine Type - - P-28B-300, RD-38 Engine thrust, kgf 1h6800, 2h3250 - 1h7100, 2h3250 Empty weight, kg 7484 8390 - Normal Takeoff Weight, kg 10 300 - - Max takeoff weight, kg 11,300 - 11,700 Mass of payload, kg - - 1500 Maximum speed km / h 1050 1150 1150 Practical ceiling, m 11300 11300 11300 Practical flight range, km 680 680 680 Maximum operational overload - - 6,0
Armament: hanging gun containers 2hUPK-23-250, UR-60 2hR or 2xx-23 Delta NUR 2hUB-32M/57 or 4hUB-16/57, bombs FAB-250 FAB-100, ZAB-100. Maximum payload weight at take-off with a run - 2000 kg, with a vertical take-off - 600 kg.
From the book "The Soviet aircraft carriers:
At the same time, attempts to adapt the Yak-38 for takeoff from the
springboard, as practiced by the British, were unsuccessful due to
significant structural differences between the Soviet aircraft from
the British Harrier, especially engines. Built 231 aircraft (1974 - 1988). Withdrawn from service in the summer of 1991. Over 14 years of operation, the total duration Yak-38 amounted to 29,425 hours Were 37 flight accidents: 8 accidents, 21 accidents, 8 failures (lost 29 aircraft). Accident: 98 accidents per 100,000 flying hours. Accident AV-8A: 39 accidents per 100,000 flight hours by the end of operation was reduced to 19.5.
By the time of removal from service Yak-38 was built about 535
Harriers, including more than 100 pieces. lost.
Flying with TAKR:
"Kiev" - 4,258 flights.
Yak-36
In late 1950 the creation of VTOL aircraft engaged in collective OKB-115 headed by Alexander Yakovlev. A prerequisite for the implementation of plans has been the emergence of light and compact turbojet engine P-19-300. In 1960, Yakovlev went out with a proposal to develop the Yak-104. The project envisages the use of the spirit of uprated engines P-19-300 with a thrust of 1,600 kg as the lift-cruise and a lifting of P-19-300 traction 900 kg. It was expected that the flight weight of 2800 kg and the fuel reserves of 600 kg, VTOL aircraft can fly at a maximum speed of 550 km / h, rising to a height of 10000 m and have a range of 500 km length of the flight 1 hour 10 minutes. Aside from research on VTOL Yak-28VV only in 1961 considered three proposals. Among them were single fighter-bomber with two up-and-boosters P-21M-300 and attack with two turbojet P-11B-300, equipped with turbofan assemblies. The latter is a combination of turbojet and fans in the wing, powered by the gas jet lift-propulsion engines. At the turn of the 50's and 60's a technical solution is widely discussed by experts of the leading aviation powers. Could not resist the temptation and the USSR. It should be noted that the idea of using a fan to create a vertical thrust is not dead. Currently, she is seen in projects promising VTOL aircraft, but not with the gas-dynamic and driven by up-and-sustainer turbojet engine. In February 1961 the Commission of the Presidium of the USSR Council of Ministers on the military-industrial issues received the report GKAT. It provides, inter alia, stated that for the weighted characteristics of the aircraft requires the specific weight of the engine order 0,08-0,1 kg / kgf thrust against 0,2-0,25 in modern turbojet engine. In search of creating such a light engine EDB-300 (Tumansky), OKB-165 (Cradle) and CIAM work was carried out to establish the power plant, consisting of a turbojet and turbofan assembly, moloresursnogo turbojet for takeoff and landing, and combined with a rotary engine nozzle. On the basis of this work and given the great technical difficulties of creating VTOL aircraft, as well as the lack of experience in this matter and Yakovlev Tumansky made a proposal on the establishment of the first phase of works for single pilot fighter-bomber for the study of piloting technique and tactical application. The plane was supposed to equip two turbojet P-21M-300 with rotating nozzles. Characteristics: the weight of the combat load - 500 kg, the maximum speed at a height of 1000 meters - 1000-1100 km / h, range 500-600 km. Vertical thrust 2h5000 kgs in weight 2h950 kg. Term beginning tests IV quarter. 1963. In the next stage of work on VTOL aircraft was supposed to study the creation of a large flight weight and more powerful power plant on the basis of P-21M-300 with a vertical thrust to 10000 kg. Aircraft with a power plant could have take-off weight up to 18000 kg. For practical realization of the project was, first received the designation "Product B", and later the Yak-36. Draft Resolution of the Council of Ministers on the development of single-seat fighter-bomber with two engines of the P-21M-300 thrust of 5000 kgf prepared in April 1961 of the first. The plane was calculated on the fly with a maximum speed of 1100-1200 km / h at an altitude of 1000 m. Maximum take-off weight should not exceed 9150 kg. Others design features remained as in the above report GKAT. To speed up the mining control system and stabilize the VTOL aircraft, as well as for testing and refinement of the rotary engine nozzle was proposed to undertake the test pilot of the fighter-bomber with turbojet existing P-21-300 to 4200 kgf thrust, to equip them with rotary nozzles.The very same document released on Oct. 30, 1961-th. Development of the Yak-36 was carried out under the direct supervision of SG Mordovina, who later became deputy chief designer. Chief engineer on the car were OA Sidorov and VN Pavlov, and for flight tests KB Bekirbaev and VN Gorshkov. By this time in the UK have experienced flying VTOL Harrier one lift-marching turbojet engine and four rotating nozzles. But unlike their Western counterparts domestic aircraft designers took their own path. Appointment of the aircraft and the choice of lift-propulsion turbojet R-27-300 with rotating nozzles resulted in the installation in the nose and HCHF rudder with great traction, and one of them, in general, had to endure forward to a long boom, because their task was not only management Aircraft transient regimes, but also balancing apparatus to hover. They themselves have placed in NCHF engines, and their nozzles in the center of gravity. This decision, taken 15 years after the first domestic jet fighters, led to a return to the redan scheme. Such an arrangement of the power plant led to the use of cycling gear from one-wheeled nose and two-back support. Wing supports were removed against the direction of flight in the fairing on the right of which have set the standard LDPE with sensors angles of attack and slip. Airframe was typical for an aircraft in those years: semi-monocoque fuselage and the wing spar with flaps. In developing the car, its creators did not know how it will behave in flight, suddenly collapsing on its side on takeoff, or any other unpredictable situations. To protect the pilot in emergency situations, in the system of forced saving device introduced bailout. Had a machine and automatic control system for near-zero flight speeds. At the factory number 115, that on the Leningrad prospectus of the capital, have built four cars, one of which was intended for strength tests. Spring of 1963-th to the first plane with side number 36 began the study of motor protection against ingress of reflected jet and endurance tests. The Yak-36 for this purpose provided two gazootrazhayuschih flap, one at the bow and the other - before the nozzles of turbojet engine. No less difficult was the problem of protection of artificial turf runway. This was especially true of concrete bars exposed to severe erosion when exposed to high and hot exhaust gases, expiring vertically from the nozzle of turbojet engine. On the second car with an onboard ¹ 37 takeoffs and landings were worked out, first on a leash before half-meter height, and then on the mode of free hovering at heights up to 5 meters.The rate of work demonstrated by the fact that for two years was made in 1985 hover. June 25 car crashed: because of the large slip in the vertical landing gear broke. On the third plane (side number 38) was tested, with the rise in the cable screen, the efficiency improvements rudder systems, autopilot and relinked controls in the cockpit. Experimenters have picked those rules of air flow, which gave the aircraft to hover stability and makes the machine obedient to the pilot. The hardest was a vertical landing. In parallel with the YA Garnaevym car mastered V. Mukhin, and subsequently replaced by Yuri Alexandrovich, switching on the testing of the Mi-6.The researchers in this regard had different opinions. Garnaev insisted that should sit on the helicopter, from a great height, put out at the same rate of advance. Mukhin hold different views.He believed that, unlike a helicopter, on which the flight is a pillar of the main rotor VTOL on these functions, depending on the phase of flight, performs a wing and a gas-jet engines. Given that the time of "transfer" of lift from the wing to the power plant depends on the speed, and landing should expect from a height corresponding altitude in a circle. Mukhin was right. Hovering carried out at a height of about two feet above the well, closed top steel bars. This was done to reduce the interference of gas jets and aircraft. But make sure that the aircraft can take off vertically, with the lattice soon left because on location had to investigate something that does not always work at the booth. Clicking on the grid at the "hard" surface, the plane seemed to substitute. As soon as the wheels came off the plane from the ground begins to shake and swamp on one side, with the stock gas rudders clearly not enough. Someone advised Mukhin faster away from the screen, but the experienced test pilot in no hurry. In the behavior of the machine required to understand the land, or flight accident is inevitable. Teaching VTOL flight, the pilot and myself to learn new skills of piloting. Yak-36 had to install on the scales, determining traction engines. It is very meticulously, you can tell a snail's pace, advanced designers. Sometimes multi-ton vehicle rocked over the airfield as a pendulum, almost without succumbing to the will of the pilot. Eliminating the shaking and having achieved that the gas stream flowing out of the engine, does not create a vacuum under the wing, holding the plane to land, and does not fall into the air intake unit, managed to tame the car. Only empirically, find the necessary relations between the government dacha and air flow in the jet handlebars, testers launched the first flight of VTOL aircraft. July 27, 1964 On the third machine (¹ 38) Mukhin made its first flight, but with a running start and run, because nobody knew how the plane will behave in the air. Apparently, after this flight have finished all three machines, setting the two ventral keel. Two months later, held its first free hovering. It came to that Mukhin sometimes throwing hand control of the aircraft and the Yak "hung in the air, dead. Eyewitnesses testify about statements Valentin that operate VTOL aircraft lighter than conventional aircraft. It would seem that everything can go, if not in full-time flight on a full profile, then at least the soaring vertically, have landed on an aircraft. But to pull it off, it took almost half a year of hard work. February 7, 1966 th Mukhin, soaring vertically, flew around and landed on an aircraft, and on 24 March, flying in a circle with a vertical takeoff and landing. This date is considered the birthday of the domestic aircraft taking off vertically. And, of course, can not forget the air parade in July 1967 in Moscow's Domodedovo airport, where thousands of people first learned of the existence in their country aircraft with unique properties. During practice for the parade was flying machine with onboard number # 37, and day of the show - with the number 38. On pylons under the wing VTOL viewers could watch the hanging blocks NAR UB-16. But it was a sham weapons, because the plane lacked the equipment necessary for its combat use. Yes, and a small load is not allowed to use the Yak-36, as such, although such elaboration carried out. After successful completion of an air parade in Domodedovo Yakovlev appealed to the government with a proposal to issue 10.12 Yak-36 for practicing the methodology of operation of these machines on a ship. However, the futility of the VTOL aircraft with a meager payload was too obvious, and soon (in less than six months, government issued a decree) to the bureau began to develop a combat aircraft Yak-36M, received after fielding, the designation Yak-38.The layout of the new machine differed radically from its predecessor, becoming a classic for domestic VTOL. The fate of the prototypes was as follows. The first car with side number 36 was the exhibit of the museum in Monino Air Force, the other for a long time been used as a stand for the study based on the VTOL aircraft carriers such as Kyiv. To do this in LII. Gromov constructed layout area flight deck cruiser, which determine the impact of gas jets engine Yak-36 and the temperature fields in the below deck. ¹ 38 aircraft crashed in February of 1971, (the pilot Rybikov LA) and was not restored. Codenamed NATO - Freehand (Sketch).
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"Sam" the problems of VTOL (2007) Exposure
... Yak-38. Created as a "trendy" airplane, "fashionable" topics. Please do not start with me throwing stones lightly. Above it was suggested, to which nobody paid attention to: the effectiveness of VTOL (vertical takeoff aircraft and landing) in combat conditions is questionable.VTOL Harrier created the devil knows how many were able to raise the maximum speed to 900 km / h just after the application of supercritical wing with a profile (all the fuel in the center section, the relative thickness of the profile of side ribs, if memory serves, over 12%). The first samples of hard-flying, came off badly. 30% percent of all R & D expenditures took only work on air intakes: could not reduce the losses (even made the front edge of the inflatable to the geometry of the input edges closer to the lemniscate Bernoulli). As a result, increased air flow, placed ventral crests and have perforated ducts with rotating wings. The only time a vertical takeoff and landing proved themselves during the war in folkendah when the pilot landed the plane in the fog on the freighter. That's all.
The main problem for the VTOL aircraft has always been the harmonization of the airframe and the aerodynamic configuration of type SU by way of the formation of thrust. If you pay attention, all the VTOL aircraft have a normal pattern. And this is the improper scheme: lost volume to accommodate fuel. In the case of the Yak-38, these losses reached values of 800 kg. This figure was obtained by me in 1990 and cross checked with my colleagues in the bureau "Speed" (Yakovlev Design Bureau). Not by chance in all the studies considered only a cordon of the scheme "duck". And her problems are known. Yakovlev Design Bureau had no experience under the "duck" and did what we could do. Furthermore, SU Yak-38 is extremely unfortunate from all sides and had no prospects for development. Go to the Yak-141, unfortunately, has caused the same problem: the relative weight of more than 30% GC (to coincide with - the usual airplane takeoff / landing of not more than 15%). Application of remote afterburner did not cause problems: there are very serious problems with the agreement outlines the engine when changing modes. And most importantly, in contrast to coincide with a decisive tie VTOL aircraft is the problem of volume, ie dominates the equation does not balance the masses, and the volume balance equation. So, external afterburner (VFK) further aggravates the problem of linking to the VTOL. In some embodiments, it did not fit into the fuselage, and some did not work to provide longitudinal trim aircraft: VFK theoretically fall outside the fuselage (forward). While in Rybinsk began its full-scale tests on the stand. But they have nothing sensible and not over. Flexible (inflatable) ducts were hiding in the gutter on the fuselage top. God forbid, this technique would appear among the troops here would spit all. It is my deep conviction, VTOL, in the form in which it is trying to build, is absolutely dead-end military aviation. Same problem on F-35 variant SKVVP (aircraft short takeoff / vertical landing). In Akhtubinsk was only one Yak-38 and his conclusion was not a positive (if not cut, he left behind the body Plumbing and Mechanical Division). This technique is very strict in the management, especially in the hover near the ground: there is a powerful drain effect, which resulted in the accidental occurrence of heel rise to nepariruemogo moment in the direction of the initial roll. Therefore, the bailout of the pilot in this situation automatically when reaching a certain angle of heel. If not mistaken, at 17 degrees. Pilot had no time to react. This is what the ideology of the aircraft. There are still serious problems with the operation of such equipment in the Air Force (considered seriously question equipping the Air Force Yak-141). But that is if you're interested. So, this technique was necessary to get the USSR EDO "Speed" and work for the prestige. Carriers. Controversial issue. But nobody has been able to clearly explain what the hell do we need it. Americans at high latitudes on their aircraft carriers do not go (ejection device does not work). The Black Sea is not for them like that. Remains quiet. And there with whom to fight? It is not clear. But it is very desirable. And it can be calculated. However, keep in mind that the VTOL can create a state with a serious scientific and technical base. We therefore state, alas, are not. We even Su-27KUB not able to finish.
The problem of the scheme "duck". For VTOL aircraft, it is optimal in the sense that it facilitated the issues linking the SU (power plant) in a glider: the center of mass of the aircraft (aircraft) is closer to the rear fuselage, and it reduces the length of the shoulder to lift engine (or other device). And VFK in this case requires less airflow (and consequently its selection of PMD - Lifting main engine). However, the presence of separated masses of SU on the airframe leads to a strong increase in the axial moments of inertia. There is a problem of balancing an aircraft in flight. The scheme of "duck" and so in itself requires a very serious approach to the ACS - the automatic control system (it is difficult to make such an airplane is statically stable), and then there's moments of inertia and added his own. At take-off stages (vertical lift and the transition to level flight) is a significant change in how the values of transfer functions and the nature of their formation. For example, Americans could not get off the ground a VTOL aircraft with the scheme of "duck" and ejector thrust amplifier across the wing span. In close proximity to land a jet of gases leads to drain the force which pushes the aircraft to land. In general, it is a function of two variables: the amount of blowing air under the wing and wing area. For me, still unclear what they (Americans) are guided by the concept of taking a plane: all is for professionals involved in VTOL and who can be considered, obviously, and for that effect to the scheme could not possibly. Output is either an increase in energy of the jet (gas velocity / cross-sectional area of the jet) or increasing air flow. The increase in energy of the jet is limited to the gas temperature: the most advanced coatings provide short-term (less than 10 seconds) the effect of temperature is not above 1600 K. Therefore, VFK will hardly be able to compete with remote FCD: The specific thrust is obtained less to increase it necessary to raise the temperature to stoichiometric. The increase in air flow leads to the fact that the process involved large masses of air. Rapid heating of the adjacent layers of air and, as a consequence, the fall of the SU VTOL thrust. And considering that the take-off thrust-weight ratio VTOL (without afterburner) does not exceed 1.1 for ACS (H = 0, PH = 101320.5 na t Th = 288 K), then laid down on the stand 10% of excess traction is lost instantly. If not immediately come off, it no longer otorveshsya. On the vertical section starts swinging the aircraft longitudinal and lateral canals and the design has to lay the large selection on the jet control system. This further increases the oversized SS, etc. For there are big problems.
A normal scheme leads to ugliness which is implemented in the Yak-141: a look at his tail and see the bulls have installed plumage. Overall, the fuselage is reduced, and fuel prices have nowhere to place as MIT took place in the fuselage, which has traditionally housed the fuel tanks. Here and in the Harrier had the fuel to drive fully into the wing. What is fraught? The fact that the fuselage midsection is not enough that increases, but also moves forward, for 0,5 fuselage length (ie, the relative coordinate of the fuselage midsection about 0,4 ... .47). This leads to the fact that the local Transzvuk occurs at M = 0.7 and even earlier. The first Harriers had a speed limit of 600 km / h due to the growth of the wave resistance due to highly unfavorable law changes in cross-sectional area along the length of the glider fuselage. Formulation of a wing with a supercritical profile, increase this value up to 850 km / h, but the problem remained. The same with the Yak-141. Supersonic achieved, but at what price: the high hourly cost of fuel (engine pererazmeren something), plane clumsy, very much balastovyh masses, etc. Now, if brief, way. And if the detail is not enough for a month.
Firm Yak NEVER been fruitful for the fighter theme. Yak-130 is laid in Soviet times and the Soviet currency under Soviet TK, written by normal people. Today Yakovlev no people-professionals, were the leaders. Komsomolets Dolzhenkov not count. Komsomolets Komsomolets he is, but pompous speeches from the podium and take nothing. On the question of aircraft carrier fleet, I have felt his own. They disagree with the military. But they think about the budget of the Navy, and I'm about the problem of military defense of the country. And it will agree different things. So, we need to develop systems to combat aircraft carrier fleets, rather than trying to build us a completely useless aircraft carriers, expensive and cumbersome, with limited maneuvering capabilities. In ice in the north particularly not clear up in the Black Sea are locked in the Caspian Sea to walk by themselves, and nowhere in the Pacific to Japan and so close. And the U.S. must fight other weapons. Operation of this equipment (aircraft carrier) stuff is very expensive, but the effect for us is uncertain.
En masse planes are not built. Production aircraft can produce in bulk. But in the Soviet era, the development of VTOL aircraft to several KB was technologically impossible: that no company that has its own method, that the chief designer, then your ambition, etc. So we had to do a bureaucratic superstructure above KB and accordingly the lion's share of time and money to spend on endless negotiation. In a real project, and today the issues of harmonization of plans, schedules and other things take up a lot of time and then ... On the other hand, all once were employed: Dry themes of Su-27 and its development, Mikoyan - MiG 29 and MiG-31. A Yakovlev would have had to close, no other pressing issues in order not to be: something like walking Yak-38, quietly flickered Yak-40 and 42 and all. And the whole theme was there and experience some already had. That's all this led to the creation of the Yak-141. It is clearly visible elements of the airframe, borrowed from the Yak-38. In addition to all of the STC Air Force has supported this subject (I myself am at this time already well in the subject was sitting and saw that the interest in VTOL warmed up). Ordinary members of the STC has already realized the dead end of subject. In aviation, the Navy, too many came to the depressing conclusion. But the military machine is the flywheel with a large inertia: agreed, purchased equipment and it will not throw it away, be kind exploited. And exploitation is a thing in itself: in addition to kerosene and spare parts with their weapons, to be accompanied by technology in use money should be allocated, and every year with that. Here are KB and lived in clover, drive the money, making some improvements, eliminating defects, etc. So everything is very easy. But the main thing: you can not rush the choice of concept aircraft. Hurry up, then a noose around his neck lie, that all life to the earth will pull his head. Here is the Yak-38 and was so noose
The effectiveness of VTOL helicopters do not confirm. In 1992 he was protected by doctor on the subject (unfortunately closed), so here it somehow did not grow together with high efficiency: The sum of the costs of basing a squadron of VTOL aircraft such as Yak-141 "and" Harrier "on the removal of 12 km from line of battle ground is almost 5 times higher than the effect of their application. Estimated value of survival VTOL aircraft in the conduct of combat duty with the basing of departure was 1.21 (vs. 10 ... 12 at the coin). On some issues-based VTOL on soils can be found in books VF Pavlenko for 1961, 1972 and 1985 on "Power Systems aircraft vertical takeoff and landing."
Supercritical wing profile differs from the normal so that the upper bow profile is quite an extended flat area and a large relative thickness of the profile allows you to get the value Shv at transonic flight speeds are much lower compared with the usual profile. This is allowed to raise the speed limit flight Harrier. Supersonic Harrier never develop, though, because the specific thrust of his SU 220 m / s ...
Combs under the fuselage VTOL set because the gas shaft, forming VTOL jets, to compensate for loss of traction on the drain power (approximately 5 ... 7%). Therefore, the scallops can maintain a zone of high pressure under the fuselage in the center of mass and increase the effect.The main part of the heated air in the ducts VTOL gets top (sm.V.F. Pavlenko). Why do I bring VF Pavlenko? He was head of the STC and push the Air Force VTOL aircraft, and only he was the author of books on the VTOL aircraft in the Soviet Union at that time (since 1961), and in the late 80's began to appear more. He created a VVIA them. NE Zhukovsky's research unit to support the Yak-141 and all of them fell into place: no effect on the VTOL, except for the huge financial and time costs, no! This opinion is shared by the American Association of Engineers (personally read the report on the Falklands). So, even he was forced to agree with my conclusions (and his doctorate so me and did not show, but after my defense in general it has declassified and removed from the library). This is the word. To calculate the R & D expenditures, there are long (very long) Techniques of giving an error of not more than 20%. They are used all customers and designers (it is difficult to calculate only the layman), and I use them. Americans at high latitudes do not go: steam ejection installation freeze. Above Norway has not yet been raised. At least the Naval Aviation them above the Norwegian fjords have not yet seen. Loss of the classical scheme for VTOL lie in the fact that there "eats" the central volume of the fuselage, and hence the loss of LTH.
The Yak-141 appeared boule, as PMD was with afterburner, or on the supersonic would forget.But the take-off nozzle when you reject afterburner was not included. The Yak-38 jet had to be split in two (if you look back, we have the impression that the elephant's ass look), so it's always been losing traction around 15% due to multiple flow rotation. But due to lack of internal volumes had to keep the rear compartment and a traditional tail. Had a problem with centering. Why so much detail all telling? because in the VTOL aircraft is very difficult to reconcile all. At first, everything seems easy, and somebody starts hitting his hands, and when the iron comes up, then the problems begin. Yakovlev Design Bureau here is not to blame in this: while no one has experience in the VTOL was not. Myasishchev too fed up to shit. The reason is that we have a KB on science looked askance, chief designer of high-quality engineers gradually turned into administrators. Therefore, the simple things sometimes become simply irresistible challenge and required several years to find a solution. Here the problem in the system, called the military-industrial complex of the USSR.
A separate case or an emergency situation must be capable of taking off with afterburner. But the normal operation of this does not: flame temperature afterburning plume around 1950 ... 2100.No material such temperature does not hold: it starts to behave. For example, under the Harrier tried to pave round pancake of heat-resistant material, to get away from the active gas-soil erosion under the plane during takeoff. After takeoff pancake changed to the new: it was all twisted. And it weighs about 1.5 tons. And there was no afterburner. Takeoff in afterburner is fraught with powerful heat flows in part to the many tens of meters: the rate of outflow from the nozzle in afterburner about 500 m / sec. I brought the temperature above the flow, turn 90 degrees and you get a superstructure layer of hot gas as thick as 7 ... 10 cm moving in all directions along the radius at a rate of about 150 ... 200 m / sec and temperatures up to 800K.Attempts to put the plates with tap-off shutters on the ground under the plane to get away from this too was unsuccessful: a spatula to quickly burn, korodirovali and it all ends on 10 take-off: It starts scatter (personally seen in boxing). 11-35 Pegasus engine was conceived with the afterburners in both circuits, but did not master it: it seems very expensive. The French also slashed at SU: in Balzac implemented a two-pronged GC, and it is heavier than a unidirectional 1.5 and 1.2 heavier than the composite (Yak-38 and Yak-14, 1) ...
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25.02.2009
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30 July 2007 |
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