April 1, 2016 marks the 110th anniversary of the birth of Alexander Sergeevich Yakovlev, the legendary Soviet aircraft designer, Colonel General of Aviation, creator of the entire Yak family of aircraft, founder of a competitive and effective design school. Since 1934, the Design Bureau, which would later be named after the designer, has been continuously engaged in ensuring large-scale production and operation of aircraft. In total, more than 70 thousand Yak aircraft of all types were built, including more than 40 thousand combat aircraft during the Great Patriotic War. Patriotic War. In the most difficult years for the country, 2/3 of the entire fighter fleet was made up of the aircraft of Alexander Sergeevich Yakovlev. It is no coincidence that during the war years the common affectionate name “Hawk” was assigned to Soviet fighter aircraft.
The future aircraft designer was born on April 1, 1906 in Moscow. His father was Sergei Vasilyevich Yakovlev, an accountant by profession, who served as head of the transport department at the oil company Nobel Brothers Partnership. Mother, Nina Vladimirovna Yakovleva, was a housewife. The family had three children: sons Alexander, Vladimir (1909) and daughter Elena (1907). Alexander Sergeevich’s parents had the title of “hereditary honorary citizens,” which in those years was granted by imperial decree to representatives of the clergy and philistinism.
In 1914, Alexander Yakovlev, having successfully passed the entrance exams in the Russian language, arithmetic and the law of God, entered the preparatory class of the private male Strakhov gymnasium, located on Spasskaya Street. In those years, this gymnasium was considered one of the best in Moscow; it was distinguished by well-equipped classrooms and excellent teachers. After the October Revolution, the gymnasium was combined with a girls’ school, it became a state school, receiving the new name “Unified Labor School of the 2nd level No. 50” in the Sokolniki district of the capital. The future famous designer studied with great eagerness. At the same time, the boy’s favorite subjects were literature and geography; in these subjects he always had excellent grades, and in physics, mathematics and chemistry, which were more suitable for his future specialty, he mostly received fours. Alexander Yakovlev also loved drawing, which was quite important for the designer. In this subject, encouraged by his teachers and mother, he managed to achieve great success.
During his studies, Alexander Yakovlev was a fairly active student, taking part in social school life, was the class leader, chairman of the student committee, for some time he was the editor of the school literary and historical magazine and a member of the drama club. I read quite a lot. He read the works of Jules Verne, Herbert Wales, Jack London, Rudyard Kipling and other authors, loved books on the history of Russia and, of course, about various types of technology. He showed a special interest in technology. IN school years he even tried to build a perpetual motion machine, attended classes in a radio club, where he assembled a radio receiver with his own hands. He also mastered carpentry, enthusiastically creating models of steam locomotives, stations, bridges, and railway cars. The influence of his uncle, a railway worker, was felt; at that moment Alexander Yakovlev wanted to follow in his footsteps, becoming a railway engineer.
An event that changed his life forever occurred in 1921, when, according to the diagram and description from the book, Yakovlev assembled a flying model of a glider with a wingspan of two meters. He successfully tested the built glider in the school hall. From this moment began his aviation career and endless love for aviation, which ultimately made him one of the most outstanding aircraft designers of the 20th century. He was able to achieve worldwide recognition thanks to his great desire to create new aircraft, which he was able to carry throughout his life. Later, he himself spoke about this feeling: “When I built the glider, I was overcome by an irresistible desire to design an airplane. Later I wanted to make another one, but better, then a third... You build a new plane and think: “If only it would fly, I don’t need anything else in life!”, but when the car is born and begins to fly, a new desire arises - to create another plane, which would be even better, fly faster..."
Yakovlev retained this desire to create and create new aircraft throughout his life, at the same time being able to captivate the team with him, turning people into a group of like-minded people. Already in 1921, he found other aeronautics enthusiasts at school, and in 1922 he independently organized an aircraft modeling circle, his first “design bureau.”
Already in 1924, Alexander Yakovlev created his first full-fledged aircraft - a glider called AVF-10, which managed to receive an award as one of the best Soviet gliders at the all-Union competitions held in Koktebel. This glider made its first flight on September 15, 1924. From that moment on, Yakovlev was engaged only in aviation. In 1924, he voluntarily went to serve in the Red Army, serving at the N. E. Zhukovsky Air Force Academy (VVA). Here he was both a simple worker and a mechanic in the academy's flight squad. In 1927, he designed his first aircraft - AIR-1, the day of the first flight of AIR-1 - May 12, 1927 is considered the birthday of the A. S. Yakovlev Design Bureau. In July of the same year, the first world records of the Soviet Union were set on the AIR-1 aircraft - in terms of flight range (1420 km) and duration (15 hours 30 minutes). For these achievements, Alexander Yakovlev was enrolled as a student at the Zhukovsky Air Force Academy in 1927 without competition. He continued his studies at the academy until 1931, simultaneously continuing to create light aircraft.
After graduating from the academy in 1931, Yakovlev worked for some time as an engineer at a serial plant, but already in 1932 he built the AIR-6 aircraft, which again attracted the attention of specialists. The aircraft was a monoplane parasol of mixed design, distinguished by a closed and fairly comfortable pilot's cabin. A feature of the AIR-6, like many of Alexander Sergeevich Yakovlev’s aircraft, was its high mass recoil, and therefore its long flight range. Already in 1933, the AIR-6 aircraft, which was equipped with floats for landing on water, managed to exceed the official international range record for seaplanes. And in 1934, several AIR-6 aircraft were able to make a group flight along the route Moscow - Irkutsk - Moscow, which at that time was a great achievement.
Continuing to work on the design of sports aircraft, Alexander Yakovlev created the AIR-7 two-seater sports aircraft. The plane had a thin wing and a braced monoplane design. At the end of the summer of 1932, this machine managed to reach a maximum speed of 332 km/h at a flight altitude of 1000 meters. For comparison, the I-5 fighter in service, built according to a biplane design, developed maximum speed 286 km/h. The construction of the AIR-7 made it obvious that the monoplane design, which gives superior flight speed, is more expedient and better suited for combat aircraft. And in 1935, a young design team, headed by Alexander Sergeevich, designed and built a training cantilever monoplane UT-1. It was a single-seat aircraft with a standard air-cooled engine developing 100 hp. With. If a forced engine was installed on the aircraft, developing a power of 150 hp. With. its maximum speed increased to 252 km/h.
Yak-3 fighter
Thanks to the invaluable experience that was accumulated in the process of designing and building training aircraft, the design bureau, which was headed by Yakovlev, was able to move on to the development of fighter aircraft. The first such combat vehicle was the I-26, which was significantly different from aircraft of this class created in other design bureaus of the country. It had a wooden wing, duralumin tail and a welded (from pipes) fuselage frame. For better flow, sheathed gargrots were installed directly on top of the tubular fuselage frame. Like all aircraft of Alexander Yakovlev, the I-26 aircraft was distinguished by its low weight and thoughtful, one might even say elegant, design forms, which became his calling card. The fighter was equipped with a water-cooled engine designed by V. Ya. Klimov, which had a low weight and small dimensions. In forced mode, the engine developed power of 1240 hp. - a very worthy indicator for those years. This combat aircraft went into mass production under the designation Yak-1. At an altitude of 3400 meters, the fighter developed a maximum flight speed of 600 km/h, its armament consisted of a 20 mm cannon and two 7.62 mm machine guns. The creation of the Yak 1 aircraft was a great achievement for the entire domestic aircraft industry.
Somewhat earlier, back in 1939, the design bureau under the leadership of Yakovlev designed and built the Yak-2 high-speed bomber, and then the Yak-4. The latest modification with two water-cooled engines reached a speed of up to 567 km/h, which was the maximum value for military aircraft produced in the Soviet Union at that time. Just over 200 twin-engine bombers Yak-2 and Yak-4 were built. They managed to take part in the first battles of the Great Patriotic War, but most of them were lost in the first week of hostilities.
Already during the war years, the Yakovlev Design Bureau carried out a large amount of work to improve the aerodynamics of the Yak-1 aircraft and rational design, which made it possible to design a fighter with a flight weight of 2650 kg and high maneuverability and speed characteristics. This aircraft was the no less legendary Yak 3. The flight range of this fighter was 900 km. With the V. Ya. Klimov VK 105PF boosted engine, the fighter could reach a speed of 660 km/h, and with an even more powerful VK 107 engine - up to 720 km/h. Upon completion of the tests of the aircraft with the VK 107 engine, a conclusion was drawn up, which noted that, according to basic flight performance data in the altitude range from the ground to the practical flight ceiling, the aircraft is the best of the Soviet and foreign fighters built. This vehicle began arriving in combat units in 1943. It was the most maneuverable and lightest fighter of World War II. It was on Yak-3 aircraft that French volunteer pilots from the famous Normandie-Niemen regiment flew.
Also, already during the war, to provide reliable cover for bomber aviation, the Yakovlev Design Bureau designed an escort fighter that had heavier weapons and a longer flight range than ordinary Yak-1 and Yak-3 fighters. This aircraft was the Yak-9, which was armed with a 37 mm cannon and two large-caliber 12.7 mm machine guns. The fighter's flight range reached 1000 km. During the Great Patriotic War, Yak-9 fighters were also widely used for attacks on ground targets. For example, Yak-9T vehicles were armed with 45-mm cannons. And the appearance in the Air Force of the Yak-9D and Yak-9DD aircraft, which had a flight range of 1400 and 2200 km, respectively, made it possible to provide support Soviet troops in the offensive, which was especially important in the final stage of the war. In total, more than 40 thousand Yak fighters of various models were built during the war years. To compare the equally popular Lavochkin fighters, just over 22 thousand were created. Thousands of Soviet pilots fought on Yak fighters, winning victories in the air over German aces on Messerschmitts and Fockewulfs, for which Alexander Sergeevich Yakovlev was of considerable personal merit.
Until July 1946, Alexander Sergeevich, heading his design bureau, simultaneously worked as Deputy People's Commissar of the Aviation Industry for Experimental Aircraft Construction and Science, and from March of the same year - Deputy Minister of Aviation Industry for general issues. In July 1946, due to the heavy workload and employment at the design bureau, he left this position for at will. From 1935 to 1956 he was the chief designer of the design bureau, and from 1956 until his retirement in 1984 he served as general designer.
After the end of World War II, aviation underwent re-equipment with jet technology. The first jet fighter to enter service in the USSR was the Yak-15 fighter. After it, the Yakovlev Design Bureau designed the Yak-17UTI, Yak-23, Yak-25 - the first all-weather interceptor in the USSR, the high-altitude Yak-25RV, and the first Soviet supersonic reconnaissance aircraft Yak-27R, followed by the Yak-28 family of supersonic aircraft, which included the first supersonic front-line bomber in the USSR. The scope of the OKB’s activities also expanded, so for armament Soviet army landing craft arrived - the Yak-14 glider and the Yak-24 helicopter, which in 1952-1956 held the title of the most load-lifting in the world.
Yak-40 at Stockholm airport
But Yakovlev and his design bureau became famous not only for military equipment; civil aircraft were also created here. For example, a whole generation of light-engine aircraft was born here: the multi-purpose Yak-12, the training Yak-11 and Yak-18, the first training and sport aircraft in the Soviet Union, the Yak-30 and Yak-32. Since 1960, performing on the Yak-18P, Yak-18PM, Yak-18PS and Yak-50 aircraft, Soviet pilots have stood on the podium many times at the European and World Aerobatic Championships. Separately, mention can be made of the Yak-40 passenger aircraft, which began transporting passengers in 1968. At that time, it was the only aircraft in the USSR that was certified according to Western airworthiness standards and was purchased by Germany, Italy and other countries. Later, the OKB would create a 120-seat passenger aircraft, the Yak-42, which was highly economical; this aircraft is still used by Russian airlines.
Separate mention can be made of vertical take-off and landing aircraft (VTOL). In 1967, during a parade in Domodedovo, the first Soviet VTOL aircraft, the Yak-36, was shown. Since 1976, the Yak-38 vertical and short take-off and landing combat aircraft began to enter service with the Kyiv class cruisers, which became the world's first carrier-based aircraft of this type.
Alexander Sergeevich Yakovlev was the winner of many prizes and awards: six Stalin Prizes (1941, 1942, 1943, 1946, 1947 and 1948), the USSR State Prize (1977), the Lenin Prize (1971). He was twice a Hero of Socialist Labor, was awarded 10 Orders of Lenin, two Orders of the Red Banner, the Order of the October Revolution, two Orders of the Patriotic War 1st degree, Orders of Suvorov 1st and 2nd degrees, Orders of the Red Star and Red Banner of Labor. In addition, he also had foreign awards, in particular the French officer's cross of the Legion of Honor and the Military Cross, as well as the Aviation Golden medal from the FAI (Fédération Aéronautique Internationale).
On August 21, 1984, at the age of 78, Alexander Sergeevich retired. He lived in Moscow, where he died on August 22, 1989 at the age of 83, and was buried at Novodevichy Cemetery capital Cities. In total, under the direct leadership of this outstanding aircraft designer, more than 200 types of aircraft were created, more than 100 of which went into mass production. At different times, 86 different world records were set on the aircraft created by his design bureau.
Information sources:
http://planetavvs.ru/construktori/yakovlev-aleksandr-sergeevitch.html
http://www.warheroes.ru/hero/hero.asp?Hero_id=12893
http://www.yak.ru
Open source materials
The book was published on the initiative and with the financial support of PJSC Irkut Corporation and JSC OKB named after A.S. Yakovlev"
We express our gratitude to Sergei Aleksandrovich Yakovlev and the Publishing House “World of Philosophy” for their assistance in publishing the book.
The electronic version is intended for free downloading and private use, and is not subject to sale or any other commercial use (both as a whole and its components). All rights reserved.
* * *
In memory of the legendary aircraft designer Alexander Sergeevich Yakovlev (04/01/1906–08/22/1989)
Preface
Demchenko O.F.
President of OJSC Irkut Corporation, CEO– General designer of JSC OKB im. A.S. Yakovlev"
Alexander Sergeevich Yakovlev is a great aircraft designer. For the family of Yak fighters from the Great Patriotic War alone, his name can be written in the history of Russian aviation for centuries. But Yakovlev did much more. Under his leadership, over 200 types and modifications of aircraft were designed. More than a hundred of them went into production. A number of winged machines conceived by the designer still fly today. Many remain unsurpassed examples of technical thought. The “Yakovlev” design school continues to live and develop, which is very important, and the ideas and principles of the legendary aircraft designer remain relevant to this day.
We can say that Alexander Yakovlev definitely fell into the main trend of the era. He started from scratch, out of pure enthusiasm. Having managed to prove the validity and promise of his ideas, he managed to attract serious investments. The designer fully realized his potential in both the military and civilian spheres. The name, which has become a worldwide brand, is enshrined in the aircraft brand and in the title efficient enterprise. In a word, before us is an example of a brilliantly implemented undertaking or, to put it modern language, startup.
What is the secret of such success? Why do planes created under his leadership continue to fly in Russia and abroad? What allows us today to rely on the ideas of a talented designer?
“I don’t need anything else in my life”
Yakovlev carried his keen desire to create new aircraft throughout his life. He said it best himself: “When I built the glider, I was overcome by an irresistible desire to design an airplane. Then I wanted to make another, better one, then a third... You build a car and think: “If only it would fly, I don’t need anything else in my life!” But now the car is finished and begins to fly, a new desire is born - to make another plane so that it flies even faster, even better...”
Your first flying model young Sasha Yakovlev began building while still a schoolboy. At the age of 18, he built his first glider, and at the age of 21, his first airplane.
The first model of A.S. Yakovleva
Young Yakovlev worked as a worker, as a driver, and as a mechanic at the Air Fleet Academy, then studied at this educational institution, renamed the Red Army Air Force Academy named after Professor N.E. Zhukovsky. And everywhere he fanatically continued to design his aircraft - even when, on the eve of the inevitable war, he became the head of all new aviation developments in the USSR.
It is interesting that in the 1960s, Yakovlev - already twice Hero of Socialist Labor, Colonel General of Aviation, laureate of Lenin and State Prizes, General Designer - did not leave work on light aircraft, from which, in fact, his career began. As the head of key programs in combat and passenger aviation, no one obliged him to work on the Yak-18P and Yak-50 sports aircraft. But Yakovlev considered this work his mission. And he did it brilliantly! This is confirmed by dozens of victories at world championships. By the way, our current project of the Yak-152 initial training aircraft is a natural continuation of the Yakovlev aerobatic machines.
Full-size mockup of the Yak-152 aircraft
Thus, the founder of the OKB named after A.S. Yakovlev, by his personal example, taught us to see the main goal in creating new aircraft. And this helped our team survive in the difficult 1990s, and helps us develop successfully today.
Find and rally enthusiasts
Yakovlev's success became possible primarily thanks to his leadership talent. It appeared unusually early, when at the age of 16 Sasha Yakovlev organized an aircraft modeling club at school. It was 1922 - a difficult time, when in a country devastated after the civil war, an aspiring designer worked as a courier while studying at school.
In 1923, the next step was taken - the first school branch of the Society of Friends of the Air Fleet was organized in Moscow. A year later, twenty enthusiasts, the creators of gliders, worked under Alexander’s leadership. And a year later, Red Army soldier Yakovlev and his comrades designed and built their first aircraft, AIR-1. He took to the skies on May 12, 1927.
In 1924, Alexander Yakovlev, an 18-year-old mechanic in the flight squad of the Air Fleet Academy (AVF) named after N.E. Zhukovsky, built his first aircraft - the AVF-10 glider
It was not enough for the young designer to build a car. Together with test pilot Yulian Piontkovsky, he organized a flight along the route Moscow - Kharkov - Sevastopol - Moscow. The first long-distance flight in the USSR by an aircraft with a 60 hp engine. became a real event. At the airfield in Moscow, Piontkovsky and Yakovlev were met by the deputy chief of the Red Army Air Force, Yakov Alksnis. And the main reward for Alexander was his admission to the engineering faculty of the academy without exams.
The next seven years of Yakovlev's life are an exciting period of creation of new aircraft, such as AIR-3, AIR-5, AIR-6, AIR-7. And here again his design genius and talent as an organizer manifested themselves. Yakovlev's team built aircraft within the framework public organization, without systematic and reliable government funding. As Alexander Levinskikh, Yakovlev’s successor as head of the Design Bureau, wrote, “without money, without orders, without production, he managed to find and rally enthusiasts around him.”
Finding enthusiasts and creating all the conditions for their work - this key slogan of the Yakovlev company is still relevant today. Only such people, only such designers could conceive and design the Yak-130 aircraft in the 1990s, practically without financial support from the state. This machine, in full accordance with the traditions of A.S. Yakovlev, became a breakthrough not only in the domestic, but also in the global aircraft industry.
“We sent you there not only as a designer Yakov”
Alexander Sergeevich's talent went far beyond the boundaries of the design bureau. From the very beginning of his creative activity, he did not see himself as an “armchair” designer. He was familiar in practice with all the stages of creating a new machine: design, construction, testing, launch into series. He knew how to do everything with his own hands and did any work professionally.
Yakovlev's outstanding organizational skills were fully demonstrated during the Great Patriotic War.
In October 1941, the country's leadership sent him to plant No. 153 (now the Novosibirsk Aviation Plant, a branch of the Sukhoi company). The Germans came close to Moscow, their aircraft dominated the skies, and the plant could not cope with the plan to produce fighters for the front.
Stalin placed personal responsibility on Yakovlev for rectifying the situation. Already in February 1942, the plant began delivering three Yak-7 fighters a day to the front. Stalin returned Yakovlev from Novosibirsk, declaring: “things have started to go there now.” The industrial model, thought out to the smallest detail by Yakovlev, turned out to be effective. A few months later, the plant was already producing about 30 fighters per day - a full-fledged aviation regiment!
Organizational skills, a clear vision of the future, incredible ability to work and energy gave Stalin the basis to appoint Yakovlev Deputy People's Commissar of the Aviation Industry for Experimental Aircraft Construction and Science. He held this position from 1940 to 1946, while continuing to lead the design bureau. Yakovlev left it himself, citing his request for resignation as a desire to focus on developing new aircraft.
The period 1939–1945 for the domestic aviation industry was the time of overcoming the pre-war lag and reaching the most advanced positions in the world. Yakovlev was in the forefront of those who managed to achieve this.
We do not forget the most important lesson of those years. It is not enough to design an outstanding aircraft. To ensure the success of the program, it is necessary to work closely with customers and production. The launch of the Yak-130 program at the Irkutsk Aviation Plant based on the first comprehensive implementation of digital technologies in our country is an example of this approach.
The team, trained by Alexander Sergeevich Yakovlev, is today mastering new frontiers, taking on all the functions of managing the MC-21 program: research, marketing, development, testing, production and sales of this promising airliner.
"Yak" is the dream of every pilot
Fruitful interaction between the customer and the developer is a special art that Yakovlev masterfully mastered. He knew how to accurately fulfill the requirements of the Air Force and, at the same time, foreseeing the nature of the future war, raise the bar even higher.
Hence the success of the Yak fighters during the war. Perhaps there is not enough book to list all the reviews of military pilots about these machines. Here's just one of them:
“Yakovlev initially made a fighter not just with a high maximum speed (as aircraft designers strived to do then), but with a high combat speed. If we take German vehicles, their combat speed was 80–100 km/h lower than the maximum. For the Yaks, this difference was 60–70 kilometers, and in the second half of the war it was less. The Yaks were the most dynamic and lightest fighters of the Soviet Air Force. Throughout the war, an ordinary, average, well-trained pilot on a “Yak” fought with the “Messers” on equal terms. And at the beginning of the war, the “yak” was the dream of every pilot. I'm not even talking about the Yak-3, which appeared in 1944, which in terms of the dynamics of acceleration and thrust-to-weight ratio, and, therefore, in terms of combat speed, was generally a unique fighter. The difference between combat and maximum speeds was 40–50 kilometers. In battle, he caught up with any enemy in almost any type of maneuver."
(Nikolai Golodnikov, squadron commander of the 2nd Guards Red Banner Aviation Regiment of the Northern Fleet, commanded by the outstanding Soviet pilot Boris Safonov).
An important role in the success of the “Yaks” was played by the fact that they were created in an environment of fierce competition. At the end of the 1930s, the country's leadership, belatedly realizing that domestic fighters were lagging behind German ones, decided to involve a wide range of design teams in the creation of new aircraft. Of these, three projects - Yak-1, MiG-1 and LaGG-3 - were selected for serial production. And then the war made its selection. This is how the Yaks became the most popular fighters of the Great Patriotic War.
The success of the Yak-1, Yak-7, Yak-9, Yak-3 and subsequent Yakovlev aircraft was predetermined by his ability to combine the highest technical literacy, a keen sense of the new and a clear understanding of the technological capabilities of aircraft factories. This made it possible to create aircraft with outstanding performance and at the same time easy to manufacture and operate.
Yak-7B late series
Yak-9U VK-107A
Today, in the spirit of the Yakovlev tradition, we also strive to offer our main customer – the Russian Ministry of Defense – the best products. In recent years, it has typically been created with minimal government funding and then modified to precisely meet military requirements. Our team has accumulated sufficient experience in defeating the best design teams in the world in the field of creating effective competitive technology.
The gift of foresight
In the era of jet aircraft, Alexander Yakovlev’s understanding of the main development paths was clearly demonstrated military aviation. In his design bureau in the early 1950s, the concept of a fundamentally new interceptor fighter was born. Work on this topic began after competing projects did not suit the military.
The aerodynamic configuration proposed by Yakovlev turned out to be ideal for placing a large-diameter radar antenna in the nose of the aircraft. This is how the Yak-25 appeared - a two-seat loitering aircraft capable of operating day and night in all weather conditions.
The Yak-25 all-weather night fighter-interceptor was recognized as the best among aircraft of this class created by other design bureaus, and was in mass production and in service with the country's Air Force in the early 50s
Air Marshal Evgeny Savitsky wrote about it this way: “For that time, the Yak-25 had all the necessary qualities to become the main type of all-weather interceptor fighter. To top it all off, the plane was easy to fly. So simple that I for a long time I flew on it on all business trips".
As a result of the evolutionary development of the Yak-25 in the late 1950s, the Yak-28 family of supersonic combat aircraft was created, which included front-line bombers, reconnaissance aircraft, interceptor fighters, and jammers. In the course of this work, the design bureau mastered the most advanced competencies in areas new to aircraft manufacturers. We are talking about complex weapons control systems, medium-range guided missiles, and a wide range of reconnaissance equipment.
Comparing the combat aircraft of those years and modern ones, you understand that it was Yakovlev who came close to the idea of a multifunctional fighter. However, at that time, radio-electronic technologies did not make it possible to create an aircraft that would solve most of the tasks assigned to numerous variants of the Yak-28 - the way the Su-30SM multi-role fighters produced by the Irkut Corporation for Russia and for export do today.
By the way, it was with the Yak-28 program that the cooperation between the Yakovlev Design Bureau and the Irkutsk Aviation Plant began. In the early 2000s, the integration of enterprises made it possible to create a corporation that provided all life cycle aviation technology - from development to after-sales service.
Steps into the unknown
Alexander Yakovlev, with his characteristic courage, took on the most complex topics that seemed beyond the capabilities of other developers. Vertical take-off and landing aircraft (VTOL) occupy a special place in their list. In the entire history of aviation, only three design bureaus in the world managed to bring such machines to mass production.
Yakovlev Design Bureau has the honor of creating the world's first carrier-based combat VTOL aircraft, the Yak-38. Thus, thanks to Alexander Yakovlev, the domestic fleet, figuratively speaking, gained wings for the first time.
The highest achievement of the design bureau was the creation - also the first in the world! – the Yak-141 supersonic multifunctional vertical take-off and landing fighter, which first took off in 1987. It took American designers more than 14 years to repeat the success of Yakovlev and his students.
Yak-38 and Yak-141
The termination of this program, which was not caused by technical reasons, was a huge loss for both the Russian Armed Forces and the domestic industry.
Unfortunately, the same fate befell another innovative project - the Yak-44E multi-role radar patrol and guidance aircraft. Today, the need for such an aircraft, the development of which the state stopped in 1992, is acutely felt by both the Aerospace Forces and the naval aviation of the Russian Navy.
Yak-44E multi-purpose radar patrol and guidance aircraft
Another direction in the development of aviation technology in which Alexander Yakovlev’s design bureau was ahead of everyone is tactical unmanned aerial vehicles. Until recently, the Bee, which made its first flight in 1986 and was later put into service, was the only domestic drone that our military used in real combat operations. Similar Russian developments Yakovlev's drone was more than 20 years ahead.
DBLA "Pchela" - the first domestic small-sized drone, designed to monitor ground targets using a television camera with image transmission to a ground control point
To occupy leading positions in Russia and in the world is a high goal that the designers of the A.S. Design Bureau set for themselves. Yakovleva. And they not only deliver, but also know how to achieve. The Yak-130 has actually become the world standard for a new generation of combat training aircraft - for the first time it allows for full-fledged training of fifth-generation fighter pilots. The MS-21 airliner is the first aircraft in its class with a composite wing. I am sure that new generations of designers of the A.S. Yakovlev will continue this list.
Since February 2010, Yak-130 aircraft have been operated by the Russian Air Force, and since 2011 they have been exported by Irkut Corporation
Partnership bet
Alexander Yakovlev's erudition, breadth of views and state approach allowed him to see trends in the development of economic and even political processes.
Here is what Yakovlev wrote following a trip to the Le Bourget Air Show in 1967: “It seems to me that in Europe there are good prospects and opportunities for scientific and technical cooperation, in particular in the field of aviation development.”
In the 1960s, at the height of the Cold War, few people in the USSR considered close cooperation with Western Europe in the aviation industry to be realistic. Very few people then understood how beneficial it could be for both sides.
In the early 1990s, political and economic prerequisites for such cooperation appeared. However, not everyone was able to use them. OKB named after A.S. Yakovleva, armed with the ideas of its founder, managed to make such interaction effective tool development of new projects. Involvement of Aermacchi in the Yak-130D program, interaction under the MS-21 program with Zodiac and other leading global companies - this is an incomplete list of areas that bring Alexander Sergeevich’s ideas to life.
The first Yak-130 in production configuration (2004)
MC-21 family of short- and medium-haul passenger aircraft
"Brilliant simplicity"
While achieving impressive success in large aviation, Alexander Yakovlev never forgot about small aviation. His special passion is training aircraft. Since the 1930s, the vast majority of pilots in our country, and many other countries, made their first flight on Yakovlev aircraft. Among them are UT-1, UT-2, Yak-11, Yak-18 with numerous modifications, jet Yak-30, Yak-52.
Only amateurs would think that building a small training aircraft is a simple matter. “Flying desks” require the highest reliability, excellent flight characteristics, ease of control and maintenance. The low cost of aircraft, which are built in huge series, is also extremely important. It was in this field that the rare quality of Yakovlev’s design work, which Alexander Levinskikh called “brilliant simplicity,” clearly manifested itself.
And the number of training “yaks” will grow. Every year, the Irkutsk Aviation Plant produces several dozen Yak-130 jet combat trainers. Soon they will be joined by piston initial training aircraft Yak-152. Together with modern simulators and computer classes, these machines form a set of training tools that will make it possible to train new generations of Russian military pilots in the coming decades.
Ability to compete globally
A characteristic feature of the design school created by Alexander Yakovlev is the breadth of areas of activity of his team, its versatility and productivity.
Front-line fighters and bombers, interceptors, combat VTOL aircraft, reconnaissance aircraft, training and sports aircraft, gliders, helicopters, unmanned aerial vehicles - this is not the entire list of aviation equipment that the design bureau has successfully designed.
At the end of the 1960s, the design bureau opened up a new front of work. Under the leadership of Alexander Yakovlev, the Yak-40 was created - the world's first jet passenger aircraft for local airlines.
The birth of a fundamentally new car was not easy. Reproaches were heard from everywhere, saying that Yakovlev does not know how to design passenger aircraft, and in general a jet aircraft is not needed for local routes. The response to these attacks was an exceptionally successful aircraft, produced in a large series - 1010 aircraft. The Yak-40, which first took off in 1966, continues to operate on airline routes, and the concept of a regional jetliner and business jet has received widespread recognition throughout the world. The aircraft were delivered to 18 countries, including Italy and Germany.
The first experience in our country of certifying a passenger aircraft according to Western airworthiness standards is associated with the Yak-40. The results of this work accelerated the creation of an aviation register in the USSR, the introduction of new airworthiness standards, and the improvement of standards for aviation materials.
The Yak-40 is the first domestic aircraft certified according to Western airworthiness standards.
The next major step was the creation of the Yak-42 - an efficient and economical short-haul aircraft that has received wide recognition in our country and the world. Its main differences are compliance with strict environmental standards, excellent flight characteristics, and avionics made to international standards. Passenger transportation on the Yak-42 began in 1980 and continues to this day.
Long before our days, Yakovlev realized that it was necessary to create passenger aircraft that would be able to compete in the global market with the world's best manufacturers. And he not only understood, but also took practical steps to implement this idea.
Today we are working on the MS-21 program, an airliner that is designed to surpass existing analogues of Western competitors in a number of key parameters.
The program to create a family of short-medium-haul passenger aircraft MC-21 is aimed at the most popular segment of the global airliner market. As part of the program, the MS-21-300 (160–211 seats) and MS-21-200 (130–176 seats) aircraft are currently being developed.
The Yakovlev Design Bureau team also tried their hand at creating helicopters. His “flying carriage” Yak-24 in the mid-1950s was the highest load-carrying aircraft in the world.
The team’s contribution to the creation of civil aircraft is also great. Training aircraft Yak-18, Yak-50 and Yak-52 left their mark on the skies of our planet for many years.
Laureates of the Stalin Prize (from left to right): doctor N.N. Burdenko, future academician A.A. Blagonravov, small arms designer V.A. Degtyarev, electrochemist A.N. Frumkin, A.S. Yakovlev, academician P.L. Kapitsa, A.I. Mikoyan, biochemist A.N. Bach and academician K.I. Scriabin
A few words should be said about the sport aircraft of the OKB im. A. S. Yakovleva. The first of these was the Yak-18P. It was on this machine that the Soviet team took second place at the World Aerobatics Championships held in Hungary in 1962. Four years later, at the championship in Moscow, our pilots, flying the improved Yak-18PM, won all the prizes.
At the 6th World Championships in 1970, S. Savitskaya, who flew the Yak-18PM, and I. Egorov, who flew the lightweight Yak-18PS, became the absolute world champions. For eight years the Yak-18 held the reputation of the best sports aircraft on the planet. Isn't this proof of his outstanding flight abilities!
The Yak-18 was replaced by the single-seat acrobatic all-metal aircraft Yak-50, on which in 1976, at the 8th World Championships in Kyiv, USSR athletes won a brilliant victory, winning the team championship and the Nesterov Cup.
The OKB's latest sports aircraft was the Yak-55M. On it, in June 1989, S. Kabatskaya became the winner of international competitions in Czechoslovakia, and in August of the same year, the silver medalist of the European Championship in Hungary.
Until recently, the Yak-18T was considered the main “flying desk” of future civil aviation pilots; the Yak-40 became the world’s first jet aircraft for local airlines, moreover, certified in many countries. The highly economical Yak-42 airliner has proven itself to be excellent.
Under Yakovlev’s leadership, not only airplanes and helicopters were created, but also a design school, a team of like-minded people.
There have always been a lot of rumors about Yakovlev among specialists, and negative character. These gossip spread throughout the country with great speed, creating a corresponding image for the person. For example, there were many rumors related to the “pushing” of the completely unusable Yak-4 aircraft, or that Alexander Sergeevich interfered with other designers by pushing his products. The only mystery that the author is unable to understand is the story of the serial production of the Yak-4 bomber.
It is difficult for me to judge everything that has been said, since it is not documented. On the contrary, documents have survived indicating the opposite. Yes, Yakovlev was tough towards his subordinates and knew how to find ill-wishers, like, for example, Minister of Civil Aviation Bugaev. But one thing is clear that Alexander Sergeevich, although he was sometimes wrong, did not harm people and willingly shared his achievements with competitors. This is confirmed by the Yak-15 fighter. The main idea of this machine (edited diagram), once shown to A.I. Mikoyan, became the basis for the redesign of the future MiG-9.
“I knew Academician A. S. Yakovlev,” said A. A. Levinskikh, who headed the OKB from 1984 to 1990, “for 28 years, of which 24 years worked together at the OKB. As a designer, he had an amazing sense of the new, promising, often ahead of his time. Sometimes he suffered from the fact that the proposed aircraft did not fit into traditional schemes, or from the fact that the aircraft did not have a foreign analogue.
As a designer, he sought to deeply understand the essence of the problem, studying it from all sides. He tried to find elegant solutions, often bringing their designs to the point of brilliant simplicity and manufacturability. He was always careful and always looked forward. He was always faced with the question of what this would lead to, whether it would be useful. He was a vocal opponent of all stupidity and irresponsibility.
It was not easy to work with him. One could argue with him and disagree. He never shied away from pressing and difficult questions.
He had the ability to respect and take into account the opinion of his interlocutor. But when a decision was made, Yakovlev was adamant and demanded the same from his subordinates.”
General aircraft designer, Colonel General of Aviation, academician of the USSR Academy of Sciences, twice Hero of Socialist Labor Alexander Sergeevich Yakovlev passed away on August 22, 1989.
Alexander Sergeevich left his descendants not only airplanes. He has written several books, starting with “Stories of an Aircraft Designer” back in the 1950s. Subsequently, the books “The Purpose of Life” and “Soviet Aircraft” were published. Despite the fact that these books were repeatedly published in large editions and were in great demand, today they are a bibliographic rarity.
Twice Hero of Socialist Labor, Colonel General A.S. Yakovlev
After the release of the first book, a conflict arose between Yakovlev and N.S. Khrushchev. During one of the aviation technology shows, Nikita Sergeevich reproached the designer that his job was to create airplanes, not to write books. Naturally, Alexander Sergeevich did not dare to respond to these words then, but the hostility between them remained until Khrushchev’s “retirement.”
The Motherland duly noted Yakovlev's contribution to the defense capability of the state and the development of civil aviation, awarding him numerous orders and medals, twice honoring him with the title of Hero of Socialist Labor. In Moscow, on Leningradsky Prospekt, in front of the OKB building, there is a bust of the designer, Memorial plaque- on the house where he lived. In 2006, on the 100th anniversary of his birth, Aircraft Designer Yakovlev Street appeared.
After the collapse of the USSR, the leadership of the A. S. Yakovlev Design Bureau managed to retain leading specialists and create an excellent jet combat training aircraft, the Yak-130, and is currently developing the MS-21 mainline passenger aircraft.
In this book, dedicated to fighter aircraft, the author made an attempt to clarify some of the events that took place at the A. S. Yakovlev Design Bureau, based on archival documents. The author deliberately omitted some aspects of the designer’s personal life, his biography, which the uninitiated can interpret in two ways. Relatives or people who knew Alexander Sergeevich closely should write about this.
In concluding the preface, I would like to anticipate the reaction of some readers, since the book contains many documents from the period of World War II that the designations of German aircraft are given in accordance with the transcription adopted in the Soviet Union.
Soviet "Mosquito"
Stalin walked around the office with the extinguished pipe in his hand.
– Amazingly, the speed of the scout is 560 km/h. This is more than the best fighters. Comrade Yakovlev, how did you manage to do this?
I wonder how the designer A. S. Yakovlev managed to create a reconnaissance aircraft, which was later turned into a short-range bomber BB-22 with such high speed?
From the book by A. S. Yakovlev “Stories of an Aircraft Designer”:
“In 1938, our design bureau, on its own initiative, without yet having a task, began working on the creation of a high-speed reconnaissance aircraft. It was designed and built very quickly. It turned out to be a beautiful car. Good flight qualities and especially speed immediately attracted the attention of the Air Force command to it.
After several test flights, when it became indisputable that this aircraft was ahead of other aircraft in its flight performance, it was decided to put it into mass production. In this regard, on April 27, 1939, I was summoned to the Kremlin.
Aircraft designer Alexander Sergeevich Yakovlev
Alexander Sergeevich Yakovlev is among the most famous aircraft designers V world aviation. Under him management more than 200 types And modifications reliable, convenient in machine control. He was the creator of some of the best light-engine aircraft in the world. But he designed aviation technology in ANY CLASS cars, from helicopters before bombers. Alexander Sergeevich Yakovlev By- present lived in aviation. He invested in aviation all yours strength, knowledge, talent And time. Creation airplanes and other aircraft became his main purpose of life. He once wrote about this book, which is called that "The purpose of life". This book became desktop for many people lovers V aviation.
Alexander Sergeevich Yakovlev was born April 1, 1906 year in Moscow. His father worked in oil companies, and mother was studying home And children. Family Yakovlevs had the title "HERERANDY HONORABLE CITIZENS", which he gave personally emperor However, after revolution of 1917 years about this award it was better DO NOT remember. because of him NON-PROLETARIAN origin and without mentioning this title was not easy. Then there was NO ACCESS system V Universities children, the so-called "exploiting classes" so theoretically he could never don't get a higher education. At that time in Universities mainly included the so-called "appointees" - these are candidates from workers families directed Komsomol And party organs.
It was born in school dream enroll in Air Fleet Academy. However straightaway he should enter it Failed because it required availability army service.
Then Yakovlev voluntarily He joined army and got a job at carpentry workshops at Air Academy. There he did the work garbage collector, was listed owner of the hangar, whose responsibilities included carry out In the box sawdust. Despite his intelligent origin, he has no hesitation carried out diligently everything entrusted to him work, which did not correspond his status intellectual. For the guy who graduated gymnasium, it seemed like such a job not suitable but he saw certain things in her possibilities. He learned to do a lot from it with my own hands, and also studied the basic production processes and figured it out nuances production. Next for admission to University Alexander Sergeevich Yakovlev I had to go through another one stage in life.
Try to design flying devices Yakovlev started back in school. There he made wooden slats covered with paper, small model glider This model was tested in gym schools, and they produced Yakovleva huge impression! Later Alexander Sergeevich Yakovlev remembered : « In the large hall, during the ceremonial silence in the presence of many curious I launched your first flying apparatus, and it flew meters 15. Joy knew no bounds ! Excitement gripped everyone. Model flew, I felt it movement, life ! And here was born my passion To aviation."
IN March 1923 years on the wave mass passion for aviation V USSR is being created "Society of Friends of the Air Fleet". Through six months aged 17 years Alexander Sergeevich Yakovlev organized first V Moscow school cell "Friends of Aviation" At all Yakovlev was one of ancestors Soviet MASS aircraft modeling, gliding And sports aviation !!! And this was not only thanks to the talent of an aircraft designer, but also thanks to him organizational abilities. Yakovlev then decided to build a real glider. He had familiar, student Air Academy Sergei Vladimirovich Ilyushin ( see article "Sergey Vladimirovich Ilyushin"), from whom he took notes, with which calculated mine own glider.
After the glider was ready, Alexander Sergeevich Yakovlev decided without delay experience him in air on the next competitions on gliding in Crimea. The glider was named "AVF." The abbreviation stood for "Air Fleet Academy". She reflected Yakovlev's dream about admission to higher education institution. On this glider passed a lot of flights. Many pilots, became real glider pilots flying on a glider Yakovleva. Everyone really appreciates the planner liked it received prize and became one of the best! After school Alexander Sergeevich Yakovlev two difficult years followed carpentry workshops and then promoted to assistant mechanic V flight squad academy. Soon the young to an enthusiast a new one came to mind idea.
IN mid 1920s years, in USSR aviation, including light engine, developed record at a pace !!! More and more began to appear not imported A domestic cars Squadron Leader Air Academy, Julian Piontkovsky, summer 1927 completed nonstop flight from Sevastopol V Moscow. Amazing at that time it turned out that fact, what a flight to distance almost 1 500 km was carried out on lung on an airplane - airplane. On this flight on board except Piontkovsky and then unknown to anyone, its designer was Alexander Sergeevich Yakovlev. It was first airplane designs Yakovleva. Machine creator didn't worry behind safety flight because he designed it based on the previous experience construction gliders.
In fact Yakovlev was banned make this flight because before airplanes, that is lungs airplanes like this no distances were flown. Accordingly, he had a long time seek permission make this flight. As a result, it is airplane "AIR" opened Yakovlev way to Air Academy. Subsequently date first flight AIR, May 12, 1927 years will be taken as a date birth The plane is named "AIR" in honor of famous then the person Alexey Ivanovich Rykov. His fate turned out to be tragic. Rykov held the position Chairman of the Council of People's Commissars And head society "Friends of the Air Fleet" IN mid 1930s years he was repressed And shot. Due to this abbreviation "AIR" began to pronounce it like English word « Air» ( Air ), which translates as "air".
During studies in Academy Yakovlev continued build airplanes, By alone V year. Then it was very productive, especially for inexperienced then still an aircraft designer ! After receiving diploma he gets a job at a factory N39 engineer This plant had Central Design Bureau. There Yakovlev immediately organizes a group of designers light aviation, which was developing new airplanes Alexander Sergeevich Yakovlev after the main working day, during extracurricular time. One of these machines was "AIR-6" which one is for convenience nicknamed "air car" This car received very wide application. AIR-6 flew as sanitary aircraft and as propaganda aircraft in a squadron named after M. Gorky. Airline USSR, Aeroflot bought it for passenger transportation to local airlines. He also flew as polar airplane. In the army AIR-6 performed functions liaison airplane and etc. And etc.
IN September 1933 year for Central airfield in Moscow there was a meeting French Minister of Aviation. Then they lined up at the airport French airplane, brightly colored and attracted attention. Next came propaganda squadron named after M. Gorky, and the number of presented aircraft included AIR-6, Alexander Sergeevich Yakovlev, who was also beautifully decorated. Appearance AIR-6 even entered into delusion head of the aviation industry USSR, Georgy Korolev. Korolev told his retinue : « You see how necessary build airplanes ! Immediately visible abroad work ! Whose plane is this, what company? ?» They answered him : « Designer Yakovlev." Then he wilted and went search on the field French airplane. An integral character trait Alexander Sergeevich Yakovlev were accuracy and commitment to cleanliness, which he saved, despite his experience work. This always showed in him not proletarian origin.
IN early 1930s years in the world press photographs began to appear rapidly one after another American sports airplanes monoplanes. On such machines it was possible to develop unprecedented at that time speed - more 300 km/h ! Then in global the aircraft industry was going crazy race behind speed. Mostly speed increase was achieved due to increasing power engine. At this time, a young Soviet aircraft designer Alexander Sergeevich Yakovlev decided increase a speed airplane Not due to increase power engine, and due to improvement aerodynamic shape airplane. Later Yakovlev remembered : « I managed to infect my closest assistants with the dream of creating a completely new By scheme and himself high-speed in our aviation aircraft ». Such a plane could only be monoplane With streamlined fuselage and very thin wing This scheme dramatically reduced drag air. After entering the tests "AIR-7" he showed sensational speed V 332 km/h It was almost on 10 km/h more than Americans. Also AIR-7 surpassed in speed And most fast at that time Soviet fighter I-5. Such success while creating AIR-7 played decisive role that it was decided to organize separate design bureau headed by Alexander Sergeevich Yakovlev, who at that time turned 29 years.
But in the profession aircraft designer not anything happens smooth. On one of the flights AIR-7 barely didn't crash. Pilot Yulian Ivanovich Piontkovsky miraculously remained alive. On Yakovleva immediately fell down accusations. He's big labor smog save yours KB, but at the same time with factory had to breake down. Aviation Yakovlev Design Bureau moved to one of the rooms BED workshop. He is there began work with guidance, primarily elementary order. The premises allocated for production planes, released from unnecessary sludge and put it in it machines! The territory, which at that time was simply landfill, was cleared and on this site it was built exemplary aviation factory, distinctive feature which was high level production culture.
Project Alexander Sergeevich Yakovlev, done in the former bed workshop, "AIR-9" was submitted to the competition safe airplanes . IN AIR-9 the designer used a lot technical innovations! One of these new products became combined for both pilots, flashlight cabins Everything in the future educational and the majority supersonic combat fighters will be equipped like this a lantern. IN 1937 year July 4th on AIR-9 Was installed women's world altitude record flight. This record was set Ekaterina Matveevna Mednikova. Her photo splashed across the pages newspapers. To this moment Mednikova as test pilot experienced more 10 types of aircraft Alexander Sergeevich Yakovlev And Vladislav Konstantinovich Gribovsky, and also installed several aircraft world records.
She was sincere devoted to aviation. Only like this beautiful, charming And brave How Ekaterina Mednikova could become Yakovlev's wife. Besides, she was like that girl, in which impossible was don't fall in love. AND Ekaterina Mednikova And Alexander Sergeevich were like-minded people they are both loved aviation! In family Yakovlevs were born two sons. They both went along in my father's footsteps and became aircraft designers. Senior son Sergey became the head of the department sports aircraft in Design Bureau of Alexander Sergeevich Yakovlev.
IN 1935 year Alexander Sergeevich Yakovlev received the title MAIN designer. In the same year he created his famous training airplane "UT-2" intended for original training flight matter in flight schools And flying clubs. Instructors Chuguevsky military aviation schools responded so much about UT-2: "UT-2 for schools and colleges extremely important airplane. As a transitional with U-2 on I-16, makes it possible to more lungs conditions to train all aerobatics". Educational and training UT-2 became ancestor the whole families educational and sports "Yakov." One of the aircraft of this family was single educational " UT-1", who had technical flight characteristics loved ones To fighter I-16.
IN 1939 year April 27th Alexander Sergeevich Yakovlev nervously walked up the stairs to Kremlin to the office Stalin. It was already second meeting with Stalin. Behind 4 years before they had already met at air parade V Tushino. There Stalin With interest listened to the young man's ideas aircraft designer and, being impressed, even planted him near With yourself during taking pictures! But in Kremlin cause Not For general conversations, and for personal conversations on specific topic. Alexander Sergeevich Yakovlev I guessed that it would be about him first battle airplane. This plane at that time had advanced aerodynamic form, thanks to which he could accelerate to 567 km/h, which was highest speed among Soviet bombers. This technical specification interested Stalin. New twin-engine the car was named "BB-22". This plane hit their possibilities! He flew on 130 km/h faster than the one then in service "SB" designs A.N. Tupolev ( see article "Andrei Nikolaevich Tupolev"). If you compare it with SB, then the engines are on BB-22 were about the same power, but at the expense compactness and correspondingly less weight, and improved aerodynamics some parts of the plane Alexander Sergeevich Yakovlev it turned out like this speed. True, after installing it defensive machine guns his flight characteristics worsened but the car was being built serially under the names "Yak-2" And "Yak-4".
During civil war in Spain Germans applied new fighters superior according to technical characteristics Soviet ( see article "German fighters of the Second World War"). Lag in the aircraft industry was surprise For THE USSR. Country leadership forced was correct the current state of affairs. The government realized that it was necessary to create fighter jets new generation. They decided to commission the creation of such fighters young aircraft designers – Alexander Sergeevich Yakovlev, S.A. Lavochkin ( see article "Semyon Alekseevich Lavochkin"), A.I. Mikoyan ( see article "Artyom Ivanovich Mikoyan") and others . More before the Great Patriotic War wars fighters young aircraft designers "MiG", "LaGG" And "Yak" launched in serial production. Among these fighters, the most light And maneuverable turned out to be "Yak-1". It successfully combined speed And maneuverability. Aerobatics characteristics Yak-1 were higher. The pilots liked it "Yak" however, mainly because he had better technical characteristics By comparison with fighters previous generations. For example, the famous Soviet pilot ass. A.I. Pokryshkin ( see article "Alexander Ivanovich Pokryshkin") got mine the first Hero Star, flying a fighter Alexander Sergeevich Yakovlev, Yak-1.
First Yak-1 took off January 13, 1940 of the year. Piloted it permanent test pilot KB Yakovleva, Yulian Ivanovich Piontkovsky. Design Yak-1 became basis to create all the rest fighter brand "Yak" period Great Patriotic War war. For this Yakovlev design among first received the title Hero of Socialist Labor and laureate State Prize! In general, in terms of the number of awards it was unique record holder. Alone only Stalin Yakovlev Prizes awarded 6 once ! Just before the war Alexander Sergeevich Yakovlev appointed to the position Deputy People's Commissar of Aviation industry by Experienced aircraft construction. His duties included track in order to production only the most best projects.
The aircraft designer had the ability determine what projects have prospects and which ones No. Yakovlev attributed to the expression : « Need to give to the customer not like him asks but what to him really necessary." That is why principle Alexander Sergeevich designed his own airplanes. His ability trap, What exactly necessary V this moment especially came in handy during war. Fighters Alexander Sergeevich Yakovlev besides their own combat qualities had one more quality, they were very simple V production. The point is that at the beginning Great Patriotic War war, many enterprises, including aviation, evacuated deep into the country, so there was not enough production premises, qualified specialists.
Here we came at a perfect time, by the way, simple "Yaki". Mostly "Yak" was made from TREES. In its production we used low-skilled workers. In design "Yaka" went a lot hand gluing wooden details. It was even possible to use carpentry And furniture workshops, which practiced. In the autumn of 1942 year in USSR unit arrived French pilots in order to together to fight against Soviet pilots fascist German invaders. To the French on choice provided several types Soviet fighters, and they chose easy And maneuverable airplane Alexander Sergeevich Yakovlev.
In October 1941, Yakovlev had to urgently go as Deputy People's Commissar to Novosibirsk because there, at the aircraft plant, a catastrophic situation had developed. He later recalled about this trip: “By the time we arrived, the plant was filled with unfinished aircraft. Not only assembly, but almost all workshops have turned into a “swamp”. There have been no delivery of battle-ready vehicles at all in recent months. The director and chief engineer were confused, and although I asked only general questions, there was a sense of complete helplessness in their answers.” Thanks to his determination and organizational skills, Alexander Sergeevich Yakovlev managed to improve the situation. Soon the plant began to produce up to 20 cars per day!
IN late 1942 of the year Red Army released Part territories THE USSR. Factories located in released territories, resumed work. At the same time increased supply aluminum because of borders. IN Soviet airplanes the share has increased parts from aluminum alloys, including "Yakah". Respectively improved technical characteristics airplanes. During all this time Great Patriotic War war fighter "Yak-9" became one of the most massive airplanes ! Applied aluminum alloys reduced weight cars. This in turn made it possible to increase amount of fuel and increase weapon caliber fighter.
Yak-9 had one more very important quality. It could have been modify in very different ways combat purpose and many applications types airplanes. Yak-9, Alexander Sergeevich Yakovlev had 22 modifications, 15 from which they were built serially! First, instead of a gun "SHVAK" they began to install a cannon in the collapse of the cylinders caliber 37 mm. Then instead 2 fuel tanks in the wings began to be installed 4 tank, which led to the emergence Yak-9D ( long-range option ). Then they appeared, and other modifications may not be as widespread as Yak-9T And Yak-9D, but also quite massive aircraft. For example, modification with internal bomb load, as well as ultra-long fighter. concept "Yak-3" was easy And maneuverable fighter. The design was originally taken Yak-1, which Alexander Sergeevich Yakovlev made it easier and significantly improved aerodynamics. Famous French regiment "Normandie-Niemen" at the end World War II war fought precisely on Yak-3.
Any aircraft designer, even the most talented, cannot create new planes without their own team, without your own like-minded people. Any new airplane - this is the result of labor KB team, in which it exists, including mutual assistance. In the middle Great Patriotic War war deputy Alexander Sergeevich Yakovlev became Oleg Konstantinovich Antonov, who was very active in design fighter brand "Yak" ( see article " Oleg Konstantinovich Antonov"). In the process of collaboration Antonov offered idea creation transport biplane With short takeoff and landing. After the war Deputy People's Commissar Yakovlev in his conclusion he wrote about this project : « This interesting airplane ! Need it build." Six words Alexander Sergeevich Yakovlev decided not only the fate of the new aircraft "An-2" but in fact led to creation new aviation KB under the direction of Oleg Konstantinovich Antonov.
IN end of World War II wars in service Germany And Great Britain appeared REACTIVE aircraft ( see article "German fighters of the Second World War). There was also an active Creation similar machines and USA. Application reactive engine significantly increased flight characteristics airplanes, especially SPEED. IN USSR work on the use reactive engines started in 1945 year. To save time Alexander Sergeevich Yakovlev decided to put turbojet fighter engine Yak-3. Plus of such a decision it turned out that pilot got into the cockpit Yak-3 V familiar surroundings. This allowed with less effort master new type fighter.
IN 1951 year August 6th V Kremlin a meeting was held at which the issue was discussed strategic meanings about creation fighter capable of carrying out long patrol in the air along borders of the USSR. I decided to take on the creation of such a fighter Alexander Sergeevich Yakovlev. Just in year there is a new all-weather interceptor "Yak-25". The interceptor was equipped powerful at that time radar, which discovered air goals up to 30 km. Scheme of the Yak-25 turned out to be like this successful, that later she used while creating sets combat vehicles of various types purpose. IN 1953 died Stalin. After that in the office Yakovleva portrait Stalin will hang Always even despite change of leaders government. Yakovlev Very respected Stalin and this was traced in his book "The purpose of life".
With the one who replaced Stalin, N.S. Khrushchev at Alexander Sergeevich Yakovlev relationship Not formed, they had too different stock character. One day an unpleasant incident happened between them. incident. At one of the exhibitions aviation technology Khrushchev threw out the phrase that the job of an aircraft designer design airplanes, A don't write books! At that time Yakovlev and published autobiographical stories. He Not began to object Khrushchev, but especially from this moment between them forever arose dislike And the book Alexander Sergeevich Yakovlev spread across the country large editions and they tried to acquire it and read All aviation lovers. Later poet and writer Korney Ivanovich Chukovsky remembered : “Talented aircraft designer ended up in literature talented. His syllable, completely free from newspaper-state templates, simple, picturesque And accurate One cannot help but admire a man who is so passionate in love to your superhuman work !»
IN 1967 year at the air parade in Domodedovo performed for the first time indicative flying first soviet plane vertical take-off And landings ( VTOL ) "Yak-36". First he completed freezing in the air like helicopter, and then moved to horizontal flight and quickly gained speed! The appearance of the airplane vertical takeoff and landing Alexander Sergeevich Yakovlev it became completely necessary because they appeared strategic problems that could only be solved VTOL. Main incentive aircraft creation vertical takeoff and landing has become an intensive development of means destruction of runways airfields. When destruction of runways even if you yourself aircraft will remain whole They Not will be able take off and complete the combat mission.
For the first time since subject matter airplanes vertical takeoff and landing Alexander Sergeevich Yakovlev got acquainted in detail with 1960 year at the air show in Farnborough. Big impression produced on him English experimental VTOL companies « Short» ( Shot ). Then it was complex task exceed the thrust engines weight machine and at the same time provide it controllability. On that moment USSR in this matter lagged behind from countries NATO but none KB does not took on the development VTOL. I just decided to do this Alexander Sergeevich Yakovlev. The point is that in THE USSR, including in Yakovlev Design Bureau was going on overseas tracking developments VTOL And Soviet aircraft designers knew what in progress creation such the cars were quite large losses And airplanes And pilots. That's why decide to create VTOL meant that General constructor beret on take responsibility for future possible disasters.
On that moment experience creation VTOL V USSR simply was absent, And Alexander Sergeevich Yakovlev had to start almost from zero. To design such an aircraft in Yakovlev Design Bureau many were built laboratories and test stands. The system was redesigned management by plane at zero speed. The main problem was creating the engine. The fact is that at this point the designers aviation more engines just-just approached the creation of the engine power necessary for VTOL at relatively light weight himself engine. IN 1966 year March 24th test pilot KB Yakovleva, Valentin Grigorievich Mukhin for the first time completed vertical takeoff and landing on an experimental VTOL aircraft, Yak-36. This date can be considered Happy Birthday domestic VTOL.
Soon the creation began new aircraft, which is light attack aircraft vertical takeoff and landing. By this time, a machine like this type Very got interested And Navy. IN 1976 year into service aircraft carriers class cruisers "Kyiv" started to arrive VTOL "Yak-38". It was first V world DECK VTOL aircraft. On Yak-38 the following was applied new how, system AUTOMATIC pilot ejection. She was first And the only one V world on airplanes vertical takeoff. Her fundamentally purposefully implemented it myself Yakovlev. While the system automatic ejection has not been fully worked out and installed on a plane, starting from Yak-36, Alexander Sergeevich Yakovlev didn't allow flight by full profile. Yak-38 was in service Navy aviation during 15 years. Further continuation of the topic VTOL became first V world SUPERSONIC combat VTOL "Yak-141" ( see article "Yak-141"). Flight tests of an experienced Yak-141 started in March 1987 of the year. However, the collapse USSR NOT allowed finish work on this unique then to the plane.
The main difference Design Bureau of Alexander Sergeevich Yakovlev was the coverage completely different those flying devices. Aircraft designers his KB were real generalists. For example, in late 1940s years Yakovlev designed a landing glider "Yak-14". Issued serially so-called flying carriage, helicopter " Yak-24". At the moment of its appearance Yak-24 was the most powerful by helicopter. It was installed the first Soviet helicopter world records. IN Yakovlev Design Bureau developed and completely unusual the so-called project "jet car" true, he Not flew and drove around railway. It was railway locomotive with installed on its roof reactive engines.
Although Alexander Sergeevich Yakovlev I have been creating for a long time combat cars, he doesn't care remained faithful that class the planes from which he started its design activities, light engine aviation.
One of the most famous educational and training aircraft became "Yak-18". He came to shift outdated UT-2. Thousands of Soviet pilots made their own first steps to the sky on "flying desk" Yak-18. The plane was very reliable And easy V management. His design allowed further modernize the Yak-18. On Yak-18 base, design bureau Alexander Sergeevich Yakovlev created excellent aerobatic sports machines such as Yak-18P, Yak-18PM And Yak-50. Thanks to these planes Soviet athletes stayed on FIRST PLACE V international competitions in aerobatics more 20 years !!!
IN mid 1960s years there was a need replacements outdated aviation parka local airlines. Before that it was piston cars with cruising speed flight up 350 km/h From memories Alexander Sergeevich Yakovlev: “ Our design team for many years there was famous their fighters, trainers And sports by planes. Many doubted Is it on your shoulder? in general to our KB modern jet passenger car. It turned out that on the shoulder." Yakovlev determined concept your future passenger cars. She must combine in itself speed And comfort large liners.
IN 1966 year a famous one appeared passenger airplane "Yak-40". It was first V world passenger JET plane for LOCAL airlines. This car successfully was exploited not only in the only Soviet Aeroflot airlines, but also in several foreign airlines. Reactive airplane Yak-40, Alexander Sergeevich Yakovlev became FIRST SOVIET aircraft that corresponded standards AMERICAN AIRWORTHINESS. Due to the fact that then in USSR more NOT existed Aviation Register, certification was held in such developed aviation countries like Germany, Italy. AND FOR THE FIRST TIME SOVIET PASSENGER the planes were sold in such highly developed countries !
After the collapse USSR, Design Bureau of Alexander Sergeevich Yakovlev managed to maintain the main highly qualified aviation footage! It is at this difficult time Yakovlev Design Bureau created a great combat training airplane "Yak-130" - airplane 21st century ( see article "Yak-130"). Alexander Sergeevich Yakovlev passed away August 22, 1989 of the year. His planes are equipped with 74 world records!!! It was produced about 70 000 car brand "Yak." And also Yakovlev entered aviation history how gorgeous narrator, who described not only own way designer, but also chronicle development Soviet aviation. Alexander Sergeevich Yakovlev played one of the main roles, choosing at the right time completely exactly the PURPOSE OF LIFE.
Alexander Sergeevich was born in Moscow on March 19, 1906. The Yakovlev family came from the Volga region.
At the age of 9, Alexander entered a private gymnasium. He did best in humanities subjects, learned to draw well, was the editor of a school literary and historical magazine, but was also interested in technology, studied in a radio club, aircraft modeling, and then in gliders. After the revolution, the boy first studied at school, then worked in the archives and finally became the secretary of the head of the department. Here they gave out good rations, with which the boy supported his family.
At the age of 17, Yakovlev graduated from school. He decided to become an aircraft designer, but failed to get a job at a flying school. The young man entered on the recommendation of test pilot K.K. Artseulov to the pilot Anoshchenko, who was preparing the glider for the first glider competitions in Crimea.
For his active work, Alexander was sent to competitions. With the help of students from his native school, he built a glider, which successfully participated in competitions in Crimea. The young designer received the first award - 200 rubles and a certificate of honor.
In March 1924, with the help of Ilyushin, he got a job in the training workshops of the Air Fleet Academy. After transferring to the flight detachment at Khodynskoe Field, Yakovlev observed order in the Hangar, then became a junior mechanic and in practice mastered working with the aircraft of that time.
Already in the summer of 1927, Yakovlev and the pilot Piontkovsky flew from Moscow to Sevastopol on an AIR-1 aircraft.
This flight achieved a range record for sports aircraft - for flight range without landing (1420 km) and duration (15 hours 30 minutes). For the flight they were given a prize and a certificate of honor, and Alexander Yakovlev was accepted into the Air Fleet Academy.
In his first year at the academy, not wanting to break away from what he loved, Yakovlev designed the AIR-2 on floats, flying from the Moscow River.
In 1929, tests of AIR-3 were completed. Since the plane was built with funds raised by the pioneers, the plane was named “Pionerskaya Pravda.” In the fall of 1929, Piontkovsky carried out a flight on the AIR-4 at a distance of 3650 km along the Moscow-Kyiv-Odessa route.
He graduated from the Yakovlev Academy in 1931 with the first category. IN Last year During his studies, he designed, and after graduating from the academy, he built a 4-seater AIR-5, which was called an “air car.” The young engineer was sent to one of the two centers of aviation design thought - TsKB at the Menzhinsky plant. The designer reworked the AIR-5 project. This is how AIR-6 appeared. then the AIR-? Powered by the domestic M-22 engine.
In 1933, using the AIR-6 in a float version, pilots exceeded the official world range record for seaplanes. Meanwhile, Yakovlev built a sports aircraft AIR-7 with a landing gear housed in fairings.
In 1936, after a successful flight of a flight along the Moscow-Irkutsk - Moscow route, Yakovlev was allocated funds for the construction of an assembly shop and a design bureau building.
By this time, serial factories began producing the AIR-6, as well as the UT-1 and UT-2 training aircraft.
At the demonstration to members of the government, the UT-2 jumped ahead and attracted the attention of I.V. Stalin, who was talking with Alexander Sergeevich and was interested in which aircraft was better to train fighter pilots on. Everyone confirmed that the UT-2 is better than the U-2 biplane. The UT-2 aircraft was produced from 1936 to 1946 in numbers of more than 7,000. For the best design of this aircraft, Alexander Sergeevich was awarded a gold watch.
Yakovlev not only was engaged in design work, but also promoted light-engine sport aviation in articles for newspapers and magazines, encouraging young people to join aviation.
Thanks to government support, in 1937, 19 aircraft took part in the Moscow-Sevastopol-Moscow flight; Yakovlev's cars turned out to be the best in speed.
By 1939, the design bureau had already designed the Yak-4 bomber with two water-cooled engines.
About 600 aircraft of this type were produced.
Later it turned out that the twin-engine Yak-4, after being converted into a bomber and installing defensive weapons, lost its advantages and participated only at the beginning of the war, until it was replaced by the Pe-2 dive bomber.
By January 1, 1940, Alexander Sergeevich introduced the new I-26 (Yak-1) fighter. Later, on the basis of this aircraft, UTI-26 was mass-produced.
Stalin respected Yakovlev. On his instructions, the aircraft designer was first installed with a regular telephone and then a Kremlin telephone in his new apartment.
On January 11, 1940, Yakovlev was appointed deputy for science and experimental construction to the new People's Commissar of the aviation industry A.I. Shakhurin.
On the initiative of Alexander Sergeevich, the Summer Research Institute (LII) was created, headed by test pilot M.M. Gromov.
In 1940, Yakovlev led an aviation group as part of a trade delegation to Germany.
With the beginning of the Great Patriotic War, Alexander Sergeevich organized the transfer of enterprises to the Urals. When German troops approached Moscow, Yakovlev organized the evacuation of aircraft designers, and then he himself, on Stalin’s instructions, went to the Volga, where production of the Yak-1 was being established at the plant. Then he was sent to Siberia, where the production of fighter aircraft was being prepared at a machine-building plant.
Taking on the duties of a representative of the State Defense Committee, Yakovlev created a single one from four teams of evacuated factories and organized the production of two types of fighters. In January 1942, an order was received to transfer the entire plant to the production of the Yak-1. By February 20, the plant was producing 3 Yak-1s per day. This was a great success, because the production of everything necessary for aviation was just being established beyond the Urals.
In March 1942, for the first time in the newspapers, a message appeared that 7 Soviet pilots on the Yak-1 won a battle with 25 enemy aircraft.
In 1942, the Yak-6 night bomber and transport aircraft were tested. This aircraft was produced during the war mainly as a headquarters communications aircraft.
The development of the first fighter made it possible to develop the Yak-3 with a flight weight of 2650 kg with a range of 900 km. The Yak-3 is considered the lightest and most maneuverable aircraft of World War II. The Yak-3 was preferred by many pilots, in particular from the Normandy-Niemen squadron.
To provide reliable cover for the bombers, the Yak-9 escort fighter was created.
During the battles for Stalingrad, Yakovlev received information about Yakov's heavy losses. It turned out that a group of German aces had appeared at the front. However, when regiments of the best Soviet pilots on the Yak-9 were formed, the Messerschmitts were already defeated, and the Nazi command had to transfer planes even from Sicily.
When the question of increasing the flight range of fighters again arose in view of the need for a rapid offensive by Soviet troops, Yakovlev, summoned to Stalin along with Lavochkin, promised to double the range to 2000 km when adopting the Yak-9DD. The aircraft designer solved the problem of increasing fuel reserves by placing tanks on the wings.
At the beginning of 1944, a group of Yak-9DDs flew non-stop from the USSR to Italy through Romania, Bulgaria, and Yugoslavia, which were occupied by the enemy.
By the end of the war, 36,000 Yak fighters were built; Only more Il-2 attack aircraft were produced.
In 1945, the Yakovlev Design Bureau began to engage in jet aviation.
General information, part 1
In 1945, the Yakovlev Design Bureau began to engage in jet aviation. Initially, a liquid jet engine was installed on the Yak-3. The speed increased to 800 km per hour. However, the car turned out to be dangerous and was lost during preparations for the 1945 air parade.
The design bureau was developing the Yak-15 single-engine fighter.
In April 1946, the Yak-15 successfully made its first flight.
Factory tests of the Yak-15 ended on June 22. During their course, the aircraft with a take-off weight of 2570 kg managed to reach a maximum speed at the ground of 770 km/h, and at an altitude of 5000 m - 800 km/h. With a fuel reserve of 472 kg, the flight range was 575 km. The fighter reached an altitude of 5 km in 4.1 minutes.
In the summer of 1946, Yakovlev, in a conversation with Stalin, asked to be relieved of his duties as deputy minister in order to devote himself entirely to design work. Stalin agreed. On July 9, Yakovlev received documents conferring on him the rank of colonel general and his release from office with an announcement of gratitude for six years of leadership work.
Alexander Sergeevich devoted himself entirely to design. During 1946-1949, his design bureau created and launched into serial production the Yak-15, Yak-17 jet aircraft, the Yak-14 heavy landing glider, the Yak-11 training fighter, the initial training aircraft, and the Yak-23 jet fighter.
The Yak-25 fighter was equipped with a swept tail and retained the straight wing. Despite successful tests completed in September 1948, the aircraft remained experimental; The main aircraft was the Mig-15.
By the beginning of the 50s, domestic jet engines appeared. One of the first vehicles was equipped with the Yak-25 two-seat all-weather interceptor. the resolution on its creation was adopted in August 1951. The first production cars appeared in 1954. Subsequently, on the basis of the Yak-25 design, a family of supersonic Yak-28s for various purposes (bombers, fighters, reconnaissance aircraft) with weapons inside the fuselage was created.
Alexander Sergeevich was involved in the design of light aircraft and helicopters. At the beginning of the winter of 1953, the Yak-24 helicopter was presented for state testing. In 1956, records were set with this helicopter.
Yakovlev did not abandon the design of sports aircraft with which he began. He led the development of a sports car with retractable landing gear and an enclosed cabin, the Yak-18.
In 1955, a resolution was adopted by the USSR Council of Ministers on the creation of a supersonic interceptor. Reconnaissance and bomber aircraft, which over time received the indices Yak-27, Yak-27R and Yak-26
A designer from God, Alexander Sergeevich became one of the pioneers of the creation of combat jet aircraft in the USSR. However, along with combat aircraft, the Yakovlev Design Bureau was the only one that produced equipment for civilian use. The flight of the first civilian aircraft, the Yak-40 jet, became a notable world event. The pride of the USSR, it visited air shows in Paris, Tokyo, Stockholm, Hannover, performed demonstration flights in 75 countries, and was the first domestic aircraft to be certified in the West. At the same time, work was underway at the Yakovlev Design Bureau to create training and sports aircraft, and the short-haul Yak-42 appeared, which is successfully operated today.
Alexander Sergeevich paid great attention to the development of aircraft with short or vertical takeoff and landing. A separate page in the history of the OKB is dedicated to these unique cars, which has no equal in its technical characteristics: in 1972, the Yak-38, based on aircraft-carrying cruisers, was adopted by the USSR Navy.
In total, under the leadership of Alexander Sergeevich Yakovlev, over 200 types of aircraft were created, of which more than 100 were serial, on which 86 world records were set at different times. A laureate of the Lenin and State Prizes of the USSR, winner of many medals and diplomas, prizes and titles, he served his Fatherland, and the Fatherland rewards him according to his deserts.
Alexander Sergeevich died on August 20, 1989 and was buried at the Novodevichy cemetery. The monument to the aircraft designer was designed by sculptor M. Anikushin.
Yakovlev’s name was given to the design bureau he created, whose employees continue to develop aircraft.
