Mushroom Model Magazine Yellow Series - 6119 - Yak 9U - P OCR

1 U3

1

Po. Box 123, n 1, Poland mpbooks.biz for Mndwoom ;DM Publications, 16Ver Road. Tceomurn, " AL3 WE, , UK. e-m:lil:rogenvOnunpbooks.biz P) ZOO6 Mushrcmm Model Publicatiions. ttp:llwww.mmpbooks.biz

LII rights reserved. Apart )m anv fair dealing for the I,urpoie of privatestudy, research, criticism or review, as ,.n itted under the Copyright, Design and Patents Act, 1988, no part of this publication mav be reoroduced. stored in a Getrieva'l system,or transmitted in any form or by any eans. electronic. electrical. tmicnl, mechanical, optical, hutocopying, recording or nrwise. without orior written nissioh. All enquiries should addressed to the publisher.

oazror in chief Roger Wallsgrove

Editorial Team Bartlomiej R ~ l r a r r Robert Pqczkowski Artur Ju!~zczak James K ightly Krzysztof FVdowski

Colour Dr awings Krzysztof \Vdowski

--.

Robert IPanek

Scale g~ l a n s Robert IPanek Printel{by: D r u k n i a D iecezjalna, ul. Zeroms,kiego 4, 27-600 Sasrdomierz tel. (IS) 83;? 31 92; '--..,<, 0 , 1 77 07 JYL ,la, OJ vw.wds.pl man PRINTED Ihi POLAND

Introduction

.............

Desim - development .....................................6 The Yak3U prota ..................................... 7 Yak-9U with VKYak-9UT ............................................................................................ 11 Yak3UW ........................................................................................... 12 Yak-9PD ............................................................................................ 13 Yak3P ............................................................................................... 13 Description and technical data .............................................................18 Yak3P and P in service ........................................................................ 21 Yak3U and P in action .........................................................................30 ............... 35 Detail photos ....................................................... ...............35 General view .................................................. ...............39 Fuselage ................................................................... Wing ...................................................................................................52 Canopy ............................................................................................... 58 Cockpit ...............................................................................................61 Tail .....................................................................................................67 Engine ................................................................................................ 74 Undercarriage ...................................................................................78 Colour profiles ....................................................................................... 86

Acknowledgements: The author would like to thank Robert Bock, Stefan Boshniakov, Marek Cieliczko,Bernard Denes, Jan Hoffmann, Waclaw HolyS, Dymitriy Karlenko, Mariusz Konarski, Witold Liss, Wojciech Euczak, Robert Pqczkowski, Krzysztof Wolowski, Jaroslaw Wrbhel, Robert Zahorski. Special thanks for the firm Moskit for photos.

Get in the picture! Do you have photographs of historical aircraft, airfields in action, or original and unusual stories to tell? MMP would like to hear from you! We welcome previously unpublished material that will help to make MMP books the best of their kind. We will return original photos to you and provide full credit for your images. Contact us before sending us any valuable material: [email protected]

Introduction By the spnng of 1943 Sov~etavlatlon factones, evacuated beyond the Ural Mountains, had regamed then full product~oncapaclty T h e ~ everr growlng product~on,supported by Lend-Lease suppl~esfrom the UK and USA, compensated for the monstrous losses of the first months of the war, and helped overcome the lnlt~alsupenonty of the German Luftwaffe The constantly improving quality of mass production in the new plants, and intensive development of existing designs, swung the balance of air power back to the VVS of the Red Army. In the heat of the summer 1941 and in the frost of the 1941142 winter, the Yakovlev and Lavochkin fighters just entering VVS service at the time of Barbarossa were developed and honed. At the same time a new generation of pilots appeared, who had learned their profession not in school but in battle. The standard Soviet fighters of the first half of 1943, mostly the numerous versions of Yakovlev's designs, faced Luftwaffe fighters on something like equal terms, if flown by experienced pilots. The Stalingrad battle was a turning point in WWII. Its course was analysed in detail by the general staffs on both sides. The air operations, which had a cmcial importance for the result of the battle, provided the Russians with much to think about. It had become clear that great quantities of easy-to-build aircraft of average performance could not effectively counter a technically superior enemy, and will cause heavy losses of hard to replace aircrew. Anew fighter was needed, with performance better than the Luftwaffe fighters, and which would replace British and American aircraft in Russian Fighter Regiments. The political factor was also of great importance. The war must be won by aircraft of native design, which in addition could equal Allied fighters in performance. I

Titlepage: The Yak-9P on drsplay at the Polrsh Anny Mu~eumm Warsaw (W H o w )

Yak-9B - ajighter-bomber member of the Yakfamily of mixed, metal/wooden structure. (R. Bock) I

i2

44

F,

@

Desi'gn d'evel'opment'

,$

Right: The genealogual tree of the late Yak-9 versions.

L5

4

fitted with large calibre n). Canopy moved 0 4 m to ared to eadter Yak-9s.

(

Yak-9U Engine WK-105PF2

The prototype Exlenswe mooafcal~onof YaK-9T Rear pan of fuselage wvereo w th 2 mm In ck plywooo NOa r n el lo the o I cooler ~ n d etne r eng ne Armea w In one VYa-23 cannon ana two , L B S machtne gbns mountea above tne eng ne

,

I

-

Yak 9U

Eng~neWK-107A Series production variant. Rear part of fuselage wvered w~th3 mm thlck plywood. Armed with one ShVAK cannon and two UBS machine

guns)

1

'

1I

Two-seat training verslon of Yak-9V.

C

Engine WK-1 Engine WK-107 M ~ l i e vversion " oft Armed with one P and two B-20s ca

Aircrafl fined wlth metal First 29 mach~neshave the

Recommended literature: Books: [strebitieli Jak perioda Welikoy Otechestwennoj Wojny, A. T. Stiepaniec, Maszynostrojenie, Moskwa 1992 Skrzydla w miniaturze N 20 - Samolot myiliwski Jak-9P, Zbigniew Luranc, Avia-Press, Gdansk 1999. SkrzydIa w miniaturze nr 22 - Samolot myfliwski Jak-9U, Zbigniew Luranc, Avia-Press, Gdansk 2000. Monografie lotnicze N 47 - Jak-7 Jak-9, Robert Bock, AJ-Press, Gdahsk 1999. Yakovlev Aces of World \:Var 2, George:Mellinger, Osprey Publislhing, Oxford Ilagazines: ' Modelist Konstruktor (Ros Modelarz (Polska) Modelar (Czechoslowacja) Awiacja i Wriemia (Rosja)

The basic impulse for development of a new Yak-9 version was the possibility olFusing a new, more powerful engine. Work on a successor to the successfu11and efficient WK-105 engine started in the summer of 1942, on the assun~ptionthat an increase in performance would be possible through an increa!re in engine power. Promising results from calculations and test bed trials brought about a directive from above, which ordered immediate utilisation of the new engine in productior1 aircraft. Although the engine suffered some "teething troublc:s" and was Ilot yet suitable for series production, it was decided to start ronorotinnr f., ~ its r practical use. It was assumed that the installation of the new engine in an existing airframe would not produce the required performance improvement. During the time required for engine development it was proposed to build a heavily revised aircraft design. The basis for the new fighter was to be the Yak-9T, judged as the best of the Yiik-9 family. 1rhis aircraft -- as a result of numerous nlodifications, and installlation of healvier armamelnt - seemed to be the idealI airframe for the new I:ngine.

8i

6

E z

44 ! &

~LL,.

,,,,, ,.

-,,...., ..,,~inted spinners (R. Bock)

r

,

The drawing of the Yak-9T fighter. A aircrafl of this version was used as a test bed for the new engine

The Yak-9U prototype The new aircraft was intended to be the top achievement of Soviet aviation technology. To fulfil all the requirements imposed, the Yakovlev bureau engineers utilised their best skills gained during previous work on fighter aircraft. The capacity of the still-growing aviation industry was also taken into consideration. Agreat emphasis was put on the aerodynamic design of the new aircraft. For this reason the aircraft became similar to the Yak-3, which at that time was the best in this respect. To this end, modifications were introduced to the wing root, with oil cooler inlets in the leading edges, replacing the characteristic "chin" intake of earlier Yak-9s. New wheel door locks were also introduced.

However, the greatest the modifications were made to the fuselage. The fabric cover of the rear fuselage was replaced with 2 mm thick plywood skin. One of two Yak-9Uprototypes The radiator was moved further back, to make room for the oil cooler outlets. fired with the VK-105PF2 The equipment in the pilot's cockpit was also modified. The armoured plate engine. The plane has a new, behind the pilot's seat was moved down, and supplemented with an armour experimental, windscreen. glass plate just behind the pilot's head. The pilot's left arm was also protected (J. Wrdbel) with an armoured arm-rest.

These modifications increased the airframe weight, but this was compensated for with new, lighter, fuel tank linings. The fuel capacity was reduced to 430 litres, and the oil capacity from 40 to 25 litres. As a result of analysis of air combats on the Eastern Front, the armament was optimised. This consisted of a 23 mm VYa-23 cannon with 60 rounds, and two 12.7 mm UB machine guns with 170 rounds per gun. The armament could be supplemented by the installation of ShVAK, B-20 or NS-37 cannons. The prototype was finished in November 1943. Due to delays in production of the "series" VK-107 engine, the power unit consisted of the newest, well-proven VK-105PF2 engine. In this form the aircraft was the best of the Yak family. The factory tests performed in December 1943 and the national tests conduced by the Army until March 1944 showed significant improvement in the aircraft's performance and operational characteristics in relation to its predecessors. Pilots quickly accepted the new machine, which turned out to be very easy and pleasant to fly, and with good ground handling. The military authorities praised the technical solutions applied tothe new aircraft, but decided not to start production. The official reason was that the new Army requirement - a range of 1400 km - had not been fulfilled. As it turned out later, no Soviet fighter was to come even close to this (some malicious people have stated that this requirement was only fulfilled by the MiG-29!).

Yak3U with VK-107 After initially promising but ultimately unsuccessful trials with aVK-107 engine in the Yak-9 airframe, in December 1943 it was assumed that the new engine was ready for use. The VK-107-powered prototype was finished in December 1943, and tests lasted until January 1945. Comparative trials against captured German Bf 109G-2 and Fw 190A-4 fighters demonstrated a significant advantage of the new fighter over both these types, as well as over native competitors, such as the Yak-3 and La-5FN. Such an increase in performance was possible thanks to the new engine, but also to other modifications in relation to the first Yak-9U. The new engine required better cooling of water & oil, thus new radiators (OP-554 and OP-555) of greater surface area were introduced. Above the engine an air inlet was fitted to the cowling, for better cooling of the engine bay. The engine was fitted with individual exhaust pipes to each cylinder exhaust. To improve the position of the centre of gravity, the wing was moved 10 cm forward. Increased fuel consumption led to an increase of fuel capacity to 478 litres, and oil to 35 litres. The Army required installation of the standard Yak armament, a 20 mm ShVAK cannon with 120 rounds and two 12.7 mm UB machine guns with 170 rounds per gun. From the Soviet factory tests, it was reported that up to 6,000 metres the Yak-9U was the best fighter in the world. However, the problems with the new power unit meant that the aircraft could not prove its advantages in combat conditions.

An experimental Yak-9Ufitted with the VK-I07A engine. The windscreen without armoured glass adapted from the Yak-3 was not liked by pilot,^. (J. Wr6bel) Below: the unframed and unarmoured windscreen. (not to scale)

/

The VK-107 of December 1943 could not be used in operational conditions. The constant problem was the cooling. An overheated engine tended to leak, losing oil and causing the oil pressure to drop. The aircraft could not gain height constantly, but required intermittent phases of horizontal flight to cool down the engine. Throttle movement caused vibrations, and premature wear of spark plugs was a nightmare for the ground crew. But the greatest disadvantage of this never completely perfected engine was its short lifetime, amounting to no more than 25 hrs. Nevertheless, the front line units required new machines and the aircraft, after the introduction of some necessary improvements and operational limitations, was put into production. Only the almost superhuman efforts of ground crews kept these aircraft operational. However, even with such defects the aircraft was immediately successful. During this test period the pilots of 32 Yak-9Us, transferred for Army trials to the 163. IAP of the 3d Air Army, shot down 27 Fw 190s and one Bf 109G, for the loss of just two Yaks. They emphasised the advantage of the new Yak over the Fw 190 under all conditions. The plane was easy to fly, and proved very forgiving in the hands of inexperienced pilots. The strong and resilient undercamage allowed the aircraft to be operated on front-line airfields with poor surfaces.

Yak-9U of early production batch. Oil cooler outlets are completely closed. (scale 1:72)

Continuous work on improving the airframe and the engine, and espe- One of thefirst Yak-9Uaircially improvements in engine cooling, meant that by the beginning of 1945 framesfitred with the VK-I07A (J. Wrdbel) almost all operational limitations for production aircraft were lifted. Their engine. performance was close to those of test planes. The new, improved versions were fitted with more efficient 0P-728 and OP-726 radiators, and the plywood thickness on the fuselage was increased to 3 mm. Of greatest importance was the improvement in quality control in the aviation factories. Simultaneously, gound crews had ''timed" the capricious engine, but its full performance was never fully realised throughout its career. Before introduction of above-mentioned modifications (i.e. until the end of 1944), a total of 1134 Yak-9Us was produced. Production finally finished In August 1945, after 3921 had been built.

F

I A late production Yak-9U,fitted with a camera gun in front of the windscreen. (J. Wrdbel)

Late production Yak-9U. Note windscreen style, and unpainttvd propeller blades. (J. Wr6,bel)

Yak-9U of lastproduction series. Oil cooler outlets are completely 6>pen;a camera gun is mounted in front of the windscreen. (scale 1:72)

4lljighter Yaks hadpwr visibilify fonvardfrom the cockpit during fake-off and taxing (like most W.W.11 single enginejighters). The solution was the help of groundcrewmen (J. Wr6bel)

A pair of Yak-9Usfroman unidentijied unit injight. Oil cool I he beglnnlng ot IY43 was a tlme of absolute Russ~analr supenonty outlets are open. (J.Wrdbel) over the Eastern Front. The decimated Luftwaffe concentrated its efforts on

opposing the day &night British and American air raids. On the Eastern Front they. operated mostly heavily armed and armoured fighter-assault aircraft. . Fighting such aircraft, as well as attacking ground targets -the basic task of "unemployed" fighters - required stronger armament. It was assumed that s and -9T's heavy armament would give a combination of the - 9 ~ ' advantages promising results. The prototype of the new "artillery" version was Yak-9U No. 39-083 fitted with a VK-107A engine. The machine was equipped with two 20 mm B-20s and one 37 mm N-37 cannons. Both types of cannons were new designs,of low weight and small dimensions.The ammunition amounted to 30 rounds for N-37 and 120 rounds for each B-20s. The airframe was also adapted for other cannon types, B-20M, NS-23 or N-45, but installation of these cannons could not be performed in field conditions. The prototype was finished in February and the state trials were conducted between March 8th- 28Ih 1945. The new armament did not significantly increase the aircraft's weight, thus the performances was almost identical to the standard Yak-9U. Flight comfort deteriorated slightly (greater forces at the control stick), but the engine cooling was better, allowing constant climb even at the highest speed.

buselage jront of the experimental Yak-YC with a NS-45 cannon (not to scale).

A series production Yak-!?UT with a NS-23 cannon (no!' to scale).

The new aircraft was judged to be good and necessary, thus the series One of the Yak-9UTprofotypes during trials with a NS-45 production started immediately. Unfortunately, production machines were fitted with the old NS-37 cannon, which caused aiming problems similar to cannon. (J. Wrdbell these found in the Yak-9T. After a burst of more than 2 rounds the aircraft strayed from the aiming line. The same problems appeared in aircraft fitted with a 45 mm cannon, but this was of no practical significance as only one hit with such a shell caused serious damage or destruction of an enemy aircraft. During attacks on ground targets a hit with one 37 mm shell caused destruction of a truck, and a 45 mm shell pierced almost all armour used by the Germans. By the end of the war a total of 282 Yak-9UTs was produced.

Almost every Russian combat aircraft had its training version. The same was true of the Yak-9U. The airframe, based on the combat version, had a two-seat cockpit, and the armament was reduced to a single B-20N cannon with 100 rounds. These modifications degraded the aircraft's performance. Cooling problems, and the resulting operational limitations, reappeared. Cockpit equipment was simpler, as for the Yak-9W. The prototype, with the odd serial 00-00, passed state trials between July 10Ihand October 12", 1945. But the aircraft was recognised as worse than its competitors, and it was not put into production. advanced trainer Yak-9UW. (scale 1:72)

Throughout the war the VVS suffered from lack of a native high-altaude fighters. After w~thdrawalof the MIG-3, the h~gh-alt~tude defence of Russlan temtory was conducted by Lend-Lease western fighters. Tnals wlth converted production fighters faled due to the lack of pressurised cockpits and efficient engmes. The Yakovlev bureau twice started work on a high-alt~tudefighter. The first design consisted of installation of M-105PD englnes m 5 Yak-9Ds, the second consisted of equiplng 30 Yak-9Us with M-106PW engines. Both verslons were m e d with a slngle 20 mm cannon.

Fuselagefront of a hrgh-altrtude Yak-9U wrth a M-106PW engrne (not to scale)

Yak3P prototype At the end of WWII the world had entered the jet era. Construction bureaux concentrated on jet-powered designs, hut it became clear that development and production of effective aircraft would take time. Thus, the strength of the air force in each country was defined by its fleet of piston-engine aircraft. This was true of the USSR, but the great number of plywood/fabric covered aircraft, which had been significantly worn-out in combat, required immediate replacement. The only acceptable solution was an all-metal aircraft. In the mid-June 1946 the Soviet Government obliged the Aviation Industry Ministry to produce and test a new all-metal Yak with a VK-107 engine. Similar requirements were imposed on the Lavochkin bureau for the La-7. This top-level decision eliminated both bureaux from competition in the area of jet fighters. The fact that part of Yakovlev's team were busy with the all-metal Yak-9 caused delays in workon the jet-powered Yak-15, which had performed its fust flight two months earlier. Such a situation was eagerly exploited by Mikoyan, who returned to the "jet market" with the MiG-9 (which first flew on the same day as the Yak-15!), and has remained the major producer of fighters ever since.

The Yak-9Pprotorype. It differed from previous versions with an all-metal wing (scale 1:72).

A Yak-9P offirst production series, without additional equipmentond withplvwood-covered fuselage. (J. Wrdbel)

Aircraft of the first series were used as test-bedsfor various armament and equipment sets. This is a Yak-9P armed with a 45 mm cannon andfitted with non-typical windscreen.

To fulfil the "ministerial" requirements Yakovlev transferred for trials two Yaks (serials 01-03 and 01-04) as early as on June 2 8 ~1946. , The aircraft differed from the Yak-9U only in having an all-metal wing, and dust filters. The armament and equipment remained unchanged. Flight characteristics were also unchanged, only the permissible diving speed increasing to 720 krnh. This version of the Yak-9 was not accepted by the Army, because it did not fulfilled any of three requirements, i.e. application of various armament sets, installation of additional equipment and an increase in range . Nevertheless, a batch of similar 29 Yak-9Ps was ordered by the Army, with serials 01-01 to 01-29. The next 10 aircraft, with serial numbers 01-30 to 01-39, were of all-metal structure. One of the first production aircraft was fitted with additional equipment in the form of a radio direction finder (RPKO-1OM) of 150 km range, an IFF device (SCh-3) of 90 km range, a landing light (FS-155), a camera gun (PAU-22) and an artificial horizon. The radio equipment allowed communication at a distance of 115 km. So equipped, the aircraft passed its trials between 9Ihand 17IhAugust.

The equipment was accepted by the military authorities and approved for use in production aircraft. The matter of armament and range was not so easily solved. Here no subterfuges could help, and the aircraft was transferred for trials with a four-month delay. Trials with an improved and additionallyequipped Yak-9P, No. 01-04, started as late as on March 23'*, 1947. The test aircraft was fitted with additional fuel tanks in the wings, which increased range up to 1000 km. Under the engine cowling were fittings enabling installation of a B-20M (1 15 rpg), an NS-23 (75 rpg), a new N-37 (28 rpg) or an N-45 (25 rpg) cannon firing through the propeller shaft. In addition it was fitted with two synchronised B-20s cannons with 120 rounds per gun. The proposed fitting with a 57 mm cannon was rejected. Between October 4Ih, 1946 and February 4Ih, 1947 in Tolmachevo by Omsk, military trials were conducted with 19 aircraft of mixed construction and 10 of all-metal construction. The trials confirmed all the faults and flaws of the structure, which had been proven by factory tests. Additionally, it was confirmed that the manufacturing quality of the first series was very low. Only the Yak-9P No. 01-04, with all improvements introduced in March 1947, could become the basis for series production. Such a version was produced until December 1947. Within this period 772 aircraft of all-metal construction and 29 of mixed construction were built, a total of 801. When in December 1947 the production lines of the Yak-9P closed, the MiG-15 prototype had already flown. The Yakovlev bureau did develop jet fighters, putting into production the Yak-15 and the Yak-17 (based on the Yak-3) as well as their successor the Yak-23, but primacy in the area of single-seat jet fighters was kept by Mikoyan.

4 61

44 G

The Yak-9P in itsfinalproduction form. This aircrafr is seen just afrer it was handed over to the Polish Navy Museum in Gdynia.

(W.Hob()

The Yak-9U was a single-seat, single-engine cantilever low-wing monoplane of mixed construction with retractable landing gear. The aircraft was a typical frontline fighter for combat at low and medium altitudes. The equipment fitted allowed only daylight use in good weather conditions. Wing-a single-piece structure, with two metal spars, ribs and longerons, with plywood skin, fastened to the fuselage at six points. Between the spars were situated four fuel tanks, covered with a self-sealing coating and fitted with exhaust gas purging. In the area of the fuel tanks the wing was covered with duralumin skin fastened with flat screws. In front of the spar were situated the wheel bays. Ailerons, of metal structure covered with fabric, fastened to the rear spar. Ailerons were actuated via rigid system of push rods and levers. Flaps of metal structure, actuated pneumatically, fastened to the rear spar with a hinge over the entire flap span. Fuselage-of mixed construction; the main structure was a welded frame of steel tubes. The engine and the front part of the fuselage were covered with duralumin panels; the rest was covered with plywood skin fastened to wooden longerons and half-formers, which gave the correct shape. The pilot's cockpit was situated mid-fuselage and was equipped with basic flight instruments and engine gauges & controls. Control surfaces - cantilever, of metal structure. The tailaircraft was of single-piece type, covered with duralumin skin. The two-piece elevators were covered with fabric, and actuated with tubular push rods. The fin was of metal structure covered with duralumin skin; the rudder was metal structure, covered with fabric, and actuated by wires. Undercarriage - conventional, pneumatically retracted undercaniage, fitted with doubled position indicators: electric (lamps in the cockpit) and mechanical, in the form of rods protruding from the upper wing surface. Apair of Yak-9Us inflight. Main wheels were fitted with oleo-pneumatic shock absorbers. Retractable fJ. Wrdbel) tailwheel.

The Yak-9P was a single-seat, single-engine cantilever low-wing monoplane of all-metal construction with retractable landing gear. Designed as a versatile fighter for night & day operations as well as in bad weather conditions. Wing- similar to the Yak-9U, covered with butt-joined duralumin panels of 1-2 mm thickness. Pitot tube and landing light installed in the left wing, and a camera gun in the leading edge of the right wing. Flaps and ailerons -as for the U-version. Fuselage - as for the U-version, but covered with duralumin skin. Between the pilot's cockpit and the fin a RPKO-1OM radio direction finder, covered with a plexiglas panel, was installed. Control surfaces and undercarriage - as for the U-version.

.-

-

A,few Yak-9Ps survived today. Upper photo: the Yak-9P at the Polish Navy Museum in Cdynia, below: the Yak-9P at the Polish A m v Museum in Warsaw. (W. Hotyi)

Technical data

Yak-9U and P in service ! a The engine faults meant that the Yak-9U - in spite of its unquestionable advantages -entered service very late and could not prove these advantages in combat. The machine impressed viewers with its beautiful, predatory silhouette and excellent performance, but due to the unreliable engine its use at the front was very restricted. The first user of the type was the 163. IAP of the 3'd Air Army, where 32 aircraft of this type were tected in 1944. The aircraft of the first series were handed over to the best pilots of Guards Fighter Regiments, which later formed part of the Russian occupation forces in Germany. Troubles with the U's successor, the Yak-9P, meant that this version did not gain recognition from pilots and Soviet aviation authorities. The aircraft was not as good as its "wooden" predecessor, and was soon replaced with jet fighters. Unwanted in its own country, it became the basic fighter of Soviet A pairof Yak-9Us inflight; satellite countries. The last aircraft of this type were withdrawn in the early outletr of radiator and oil coolers '50s. The Yak-9P was used by the air forces of Albania, Bulgaria, People's are completely open. (J. Wr6belJ Republic of China, Yugoslavia, North Korea, Poland and Hungary.

A Y(lk-9U with on crrrte~~rra ~ i l a and ~ t a camera gun. Tliis striki~lglx-pointedYak was the personal mount of Mjr Aleiandv Kondrashev. The photograph shoivs the pilot meeting with cadets at an aviation school. (See pr(~f7Iep89J (R. Bock)

;?*

'.a'

,-.*48,.

W,,,"

s..

5 ,

.

>*/.

4,"

I*"

,

11,

a

63 C? a2

a

&

s

B

7

1

uesprte rts nurnerous,fizrrltspiIotf~ loved the aircraft. (R. Bock)

Poland The fint Yak-9Ps reached Polish aviation unity at the end of 1947, as part of the first post-war modemisation of equipment. The first batch amounted to 90 aircraft. First users of the type were the 1",2ndand Yd Fighter Regiments. In October 1949another 30 aircraft were supplied from Soviet units which had converted to jet fighters. Yak-9Ps were transferred to other units, including the Naval Air Forces. In the period of its widest use, in January 1950, the Polish Air Forces had 123 Yak-9Ps. The last Yak-9Ps were retired in 1953.

1

/

A row qf Yak-9Ps during an inspection of the 1. Fighter Regiment. (R. Bock) The colour scheme changed,from wartime carnoriflnge to peace-time grey. Co~ltrollocks are fitted to all the.fins/ rudders - the dark "stripe" is not n marking!. (W. Holy0

Polish Yak-9P pilots. ( W.Hob.{)

A poor qualiy photo hut with very interesting comment on the reverse side: The Yak-9P "211" after the escape to Bornholm. Propeller blades bent after contact with sea su$ace. Further informotion does nor seern to be available. (M.Konarski)

I

B

Marshall of Poland Mickal Rolal y n l e n k i w t k a Yak-9P in the back~round ( R Bock)

&

1*

??

I

"44

,''@;,+ 1ii

Yak-9P pilot.^ preparr,for oflight. (W. H0ty.t)

Yak-9P of Polish Navy Aviation. (M.Konar~ki)

Albania Albaniareceived eleven Yak-9Ps and one Yak-9W in 1951. Earlier, Alba- Albanian Yak-gP,~at the Tirana nian pilots had been trained in the USSR and (on Yak-3s) in Yugoslavia. airfield. (R. Bock)

Bulgaria Aircraft of this type were supplied in the late '40s as part of equipment modernisation.The Bulgarians removed the outer wing fuel tanks, replacing them with additional UBS machine guns.

'.* :" 4

,

/

The arrcraf! rsfitted wrth a non typrcal rear part of the canopy (D Bernard)

The same aircraji but wlth the control surfacer removed

4 Q 3

A Bulgarian Yak-9P being used ,for training mechanics. Note the worn condition and lack of national markings. (D. Bernard)

A Bulgarian Yak-9P with additional UBS machine guns in wings. (not to scale)

A Bulgarian Yak-9P. The pilot thanks the groundcrewman. (D. Bernard)

I

/

A museum Yak-9P after overhaul. Defects visible on previous photographs have been repaired; also markings have been changed for the ones used just after the war. However the odd canopy was left. (M.Konarski)

) I

/

Yugasl~vis The Yugoslavian Air Force formed after WWII used 40 Yak-9Ps. The aircraft were introduced as replacements for worn-out Yak-lbs and Yak-3s. Serious problems with the VK-107 engines caused the Yugoslavs to install VK-105 engines from withdrawn Yak-lbs and -3s in their Yak-9Ps.

I

A Yugoslavian Yak-9P with a VK-105PF2 engine (noi to scale).

8

Hungary Hungary was the next country provided with significant quantities of these fighters. Various sources mention 120 aircraft of this type. The Russians supplied the first 50 aircraft to the Kecskemet air base in September 1949. While in use in Hungary, the aircraft had the designation "Vercse" (i.e. "Falcon"). A Yak-9P of the Hungarian AF. (D. Bernard)

A Hungarian Yak-9P wrth crvrl markrng~ during engin( rrrals and marntenance ( D Bernard)

People's Republic of China The PR China Air Force used a number of Yak-9Ps. Unfortunately we have no data on the numbers, or their operations.

North Korea In 1946 the first Korean pilots started training on Yak-9s in the USSR. Once the training was completed, the Russians supplied North Korea with Yak-9W trainers and Yak-9P fighters for Korean fighter regiments. At the outbreak of the Korean War, 79 Yak-9s (mostly the " P version) were in Korean service. North-Korean Yak-9Pr ( M Kanarskr) I

USA On September 17", 1950, US Marines captured (at the Kimpo air base) an airworthy Yak-9P. The aircraft was transported to the US, repainted, and Ex-Korean Yak-9P as an exhibit tested at Wright Field Air Base. After these tests the aircraft was transferred at Wrkht Field. (M. Konarski) to a local museum, but no longer survives.

Yakm9U and P in action As already mentioned, the first air combats of Yak-9Us took place during military trials with 163. IAP in 1944. 28 German aircraft were shot down with loss of only two Yaks. After this impressive debut, Yak-9Us were introduced to other front-line units. This was the time of absolute Russian air superiority, thus the units converting to the new type have enough time to adjust to the new aircraft, especially the ground crews. The new Yak-9U-equipped units entered combat over Germany. The "competition", i.e. other Russian and Allied fighters, was so strong that the Us had no opportunity to prove their combat virtues. Nevertheless, on April 30Ih, 1945 V.V. Isayev from the 42. GIAP shot down a Fw 190 over Berlin.

A Soviet Yak-9U affer emergency

(M. Konarski)

Ilhi &#

Impressive numbers of victory stars seen on the fuselages of Yak-9Us only proved the skills of the pilots, who flew these machines but gained their victories in other types of fighters.

9

A Yak-9U of an unknown Soviet unit. April 1945. (R. Bock)

The cream of Soviet pilots had transferred to Yak-9Us by the end of the war. (D. Karlenko)

Five years after VE-day the Yak-9 again entered combat. On June 251h, : 1950 North Korean troops attacked the South. This time the Yak-9P had to prove its combat virtues. The opinions of historians about the types and number of used and lost aircraft vary. Assuming that the Russian sources are most reliable in relation to North Korean information, in the first phase of the conflict Yak-9s were the only fighters of the Northern forces. Initially, with no opposition in the I air, the Yaks supported ground troops, but as early as on June 27h the first air combats took place. A Yak had the "honour" of being the first aircraft shot down. During these first air combats both sides had piston engine fighters, and the Koreans even gained a few victories. In the next phase, US units equipped with modem fighters, and consisting of experienced ex-WWII pilots, very soon increased the number of Korean losses.

1

Yak-9Ps piloted by Korean pilots

ground. (Skrzydlata Polska)

1 (

7

The official US data mention 27 Yak-9Ps, 5 Yak-3s and 4 La-7s shot down, and an unknown number of these types destroyed on the ground. It is almost certain that the majority of those aircraft were Yak-9Ps, because the presence of Yak-3s and La-7s in Korea is very doubtful. The Lavochkin La-9 and La-1 1 fighters entered the war in the second phase, as replenishment This Yak-9P captured by US for lost Yak-9Ps, but very soon they were transferred to auxiliary and night marines at Kimpo airfield did operations, because daytime air combat became the domain of jet fighters. not share the fate of most other aircrafi of this type. Afier test in The last Yak-9P was lost over Korea on June 7Ih, 1952. The Korean War ended the era of piston engine fighters, although in USA the Yak landed in a museum. (M.Konarski) some countries such aircraft served until the '60s.

Yak wrecks were an excellent

84

I

bi

War and A

of this Yak-9W rn (all photos Sknydlata Po

m h n m1l~rtn.ssettled thefate

All the subiect aircrafiare original production exampies. There are a number of new build "Yak-9" machinesflying today, but there are significant variations to the original configuration, therefore we have not used them as references.

A pktjm&prr.srrved Yak-9 with O

~ ~ - ~ 0 7 e u g iinnthe e Avintiorr M m m in Monirlo. Tlrrre is sme oonfusion irr publinrrior~s

4

$ $,

nbnur which uer.sion the airrr~cft really is. Somr sources drscribe the rtircrriji as a Yirk-9U, some as (I Yak-YP. The uircrr?ft has all feoturr.~(fa lute p r o d ~ ~ c t i o n Yuk-YU with on itr~ter!numosr: o plyn~ood-coi:ereil,f;~lseIuge and cockpit qitipmerct rrlso indir[rte this vernioir. Howei~er,/lie o~,u.rafihos nit all-meral wing. togrtl~er-wid^ tlir [rhsnrr r ofarl ir~let,fi~r sprrrk l~lu,qscoolirig. hylrcoi uf Yrrk-YPs. Tile rruthor suggr.\ts thnr tlrr [rrrcirrtt i.\ one i~f'rhr 29 Yul-YPj ol'rnirrtl rfrrri~lure.Perlialx ir rs orro o/ prut~~t\pe\ preprireil for \ ~ i i r i , tri(r1s; 11rgli q~~irlrr! /?rri.\11,I-III-~IY w r r ~Or Si~\,ir,f iirrr.rn/l of tlii,! prrio[i, iv (7 1r~ir111.e \i~ppo~.liii,y t111\ o \~rrilpflon.

Once ogain the frontpart of tlie left side of the fuselage.

Left: Recess for r~dg.barrels. (M. Kr>r~irrski) Uppe,l'e,-purr (8ihe rrghr,firvela,qrfri~ni.Clrarv visible rrr-e ihe n* hurrel,s or~ilthe nil- iirlrt fi~rroolirr~of rxhuirct nloirifi1ld\. xnlelrrtor arid sparipluqv. (Movkrtj

Removable panels made access to the aircrafr's equipment easy. mounted an anmuredplate of 6 (M. Cieliczko)

e panels on the right ide.

(M.Kona

-

%!

"-

".d '""'I

Phcros shwing the skape ofoQcoolerand compressor inlew: (Maakit2, M. Konarsktj

Two shots qfths Yak-9Pcanopy. The armoured g h s behind the pilot's sear is clearly shown (Moskit)

art, which differedfrom er versions, was the proble groundcrewmen in the case mage. The ground personel managed with problem in vanous ys, what is visible on nwnerphotos - sometimes the rear rt differedsignificatlyfrom the

ke movable part of the canopy seenfrom lefr and right.

I..

gency Qlrbonk

16. Engine coolwr thenornekr 17. Volt-/ammeter 18. ADF indrafor 19. Radio receiwr a&whtentplate

P

Rear view of a Yak-9P, clearly showing the s

The rudder and the elevator, both filly deflected.

Tke k?rk~)ntrrlrail nnits sem from below.

(crllph~msM.k

68

I

I Aftachn?ofthe$n finand the horizontal tailplane to thefuselageframe

I~ternalsfmeweof theright (allphotoa M.KowrsRiJ

71

The ruaaerpom the rear, showing the actuatorfairings.

A h g e d f i n , showing the rubular n&er spar. (all photos M.Konarski)

(R. Pgezkowskt)

E

Lefla d right W i n g gear assemblies.

k spring / h e r closing system tr the h e r doors, a c d by (allphotos Maskit)

Top: The taihvheel and its .,,,, M W : The tailwheeljar&a d the lever/spring systemfor clos-

ing of the tailwheel door.

Normandre-NiemenRegzment.

Grey uppersutfaceswith AMT-7

Y&&U Bfim urrRnown Soviet ZAP, 1946. AMT-I1 Blue-Gre n p ~ ~wilhe AMT-7 s Blue undersulfaces.

'&@-I

:

,

'La-

Yak-9Uhm the 3rd AE. 43rd lAP,3rd LAA; 161h VA USSR. Blue-Grey and AMT-12 Dark Grey u9pem~(1ccswith W -

Yak-9U of on unknown unit - 1944. AMT-11 Grey uppersurfaces with AMT-7 Blue undersu

--

W

U &amthe 16;1rB&F a3w.m BlseGfjCy --lf d

Yab9P o$P&

Navy AviaSioA. Alreraflhgk Grey op,er&

-*

Yak

- 9P

L

Y A 9 P of the Hwgariaa AF w&hmark&gs &raduce& ---= Light Grey overall. =-.=-

-

-- -4-= -

1-

-. . - -. * ~.-.. -. =:> . .. -a- . .- -,..L*--7 -. +=*= = --L - -- p ,, .- 3 &Hungarian --

?

civil markings. fight Grey overall. -- -"-a~----=.---gg'.&eg57-+.z--y-:- -..- . . -= . ys-s*<-RTzz7g*~~-~*:~~-: - --. . - :1 F .Z- .-:. q?A;--i _;=:?

7

;

-F-,"<.-~+

-q+-.-..

.

-=&-

-

+=*=

;=T-E

--.- -'of the YugoslavianAF. Light Grey over&!%%-

Yak-9P ofthe YugoslavianAF. AMT-I1 Blue-Grey Md AMT-$2 Dar

--

--

of tke WS USSR - lPIC7. Lipkt Grev ovemll.