Yakovlev Yak-14: Difference between revisions
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==Design and development== |
==Design and development== |
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During [[World War II]], the Soviet Union operated only light gliders like the [[Gribovski G-11]], [[Antonov A-7]] and Kolesnikov-Tsybin [[KC-20]] which were unable to transport vehicles, light tanks or artillery. Only after the war were Soviet designers ordered to develop medium gliders capable of carrying heavy or bulky loads.<ref name="airwar">[http://www.airwar.ru/gliders.html "Як-14"], ''Уголок Неба''. Retrieved 16 December 2011. (in Russian)</ref> In 1948 the Soviet Air Forces issued a specification for a large assault glider needed by the ''VDV'' (''Vozdushnodesantnyye Voyska'' - airborne troops) which was to be capable of carrying a payload of {{convert|3500|kg|lb}}, including loads like a anti-tank or field gun with its crew and associated tow vehicle, or up to 35 troops. The [[Yakovlev]] [[design bureau]] was instructed to design an aircraft to meet this requirement, |
During [[World War II]], the Soviet Union operated only light gliders like the [[Gribovski G-11]], [[Antonov A-7]] and Kolesnikov-Tsybin [[KC-20]] which were unable to transport vehicles, light tanks or artillery. Only after the war were Soviet designers ordered to develop medium gliders capable of carrying heavy or bulky loads.<ref name="airwar">[http://www.airwar.ru/gliders.html "Як-14"], ''Уголок Неба''. Retrieved 16 December 2011. (in Russian)</ref> In 1948 the Soviet Air Forces issued a specification for a large assault glider needed by the ''VDV'' (''Vozdushnodesantnyye Voyska'' - airborne troops) which was to be capable of carrying a payload of {{convert|3500|kg|lb}}, including loads like a anti-tank or field gun with its crew and associated tow vehicle, or up to 35 troops. The [[Yakovlev]] [[design bureau]] was instructed to design an aircraft to meet this requirement, despite its relative inexperience in the design of such large aircraft.<ref name="GunYak p104">Gunston and Gordon 1997, p. 104.</ref><ref name="OKBYak p243">Gordon et al 2005, p. 243.</ref> |
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Yakovlev's design, the Yak-14 was a high-wing [[monoplane]]. It had a rectangular section fuselage with a steel-tube and [[dural]] structure with a fabric covering. To aid loading and unloading of cargo, the aircraft's nose swung to the right with the tail section pivoting to the left. The two pilots sat side-by-side in an enclosed cockpit above the left side of the fuselage. They were provided with a display that used a transmitter in the towing aircaft to show the relative positions of the two aircraft when flying in cloud. The wings were made of dural and fabric and were braced to the fuselage by a single strut on each side. Large [[Flap_(aircraft)#Types_of_flaps|slotted trailing-edge flaps]] were fitted to the wings, while the aircraft was fitted with a fixed [[tricycle landing gear|nosewheel undercarrige]] which could be made to "kneel" by releasing air from the pneumatic shock struts of the undercarriage, lowering the fuselage for ease of unloading or to make short landing on belly mounted skids.<ref name="GunYak p104-5">Gunston and Gordon 1997, pp. 104–105.</ref><ref name="OKBYak p243"/> |
Yakovlev's design, the Yak-14 was a high-wing [[monoplane]]. It had a rectangular section fuselage with a steel-tube and [[dural]] structure with a fabric covering. To aid loading and unloading of cargo, the aircraft's nose swung to the right with the tail section pivoting to the left. The two pilots sat side-by-side in an enclosed cockpit above the left side of the fuselage. They were provided with a display that used a transmitter in the towing aircaft to show the relative positions of the two aircraft when flying in cloud. The wings were made of dural and fabric and were braced to the fuselage by a single strut on each side. Large [[Flap_(aircraft)#Types_of_flaps|slotted trailing-edge flaps]] were fitted to the wings, while the aircraft was fitted with a fixed [[tricycle landing gear|nosewheel undercarrige]] which could be made to "kneel" by releasing air from the pneumatic shock struts of the undercarriage, lowering the fuselage for ease of unloading or to make short landing on belly mounted skids.<ref name="GunYak p104-5">Gunston and Gordon 1997, pp. 104–105.</ref><ref name="OKBYak p243"/> |
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Revision as of 22:02, 16 December 2011
| Yak-14 | |
|---|---|
| Role | Military transport glider |
| Manufacturer | Yakovlev |
| First flight | 1948 |
| Introduction | 1950 |
| Status | Retired |
| Primary users | USSR Czechoslovakia |
| Number built | 413 |
The Yakovlev Yak-14 (NATO reporting name: "Mare", Template:Lang-ru) was the largest assault glider ever to enter service with the Soviet Air Force. It was introduced in 1949, at a time when other air forces were abandoning the glider concept. In 1950 a Yak-14 became the first glider to fly over the North Pole.[1]
Design and development
During World War II, the Soviet Union operated only light gliders like the Gribovski G-11, Antonov A-7 and Kolesnikov-Tsybin KC-20 which were unable to transport vehicles, light tanks or artillery. Only after the war were Soviet designers ordered to develop medium gliders capable of carrying heavy or bulky loads.[2] In 1948 the Soviet Air Forces issued a specification for a large assault glider needed by the VDV (Vozdushnodesantnyye Voyska - airborne troops) which was to be capable of carrying a payload of 3,500 kilograms (7,700 lb), including loads like a anti-tank or field gun with its crew and associated tow vehicle, or up to 35 troops. The Yakovlev design bureau was instructed to design an aircraft to meet this requirement, despite its relative inexperience in the design of such large aircraft.[3][4]
Yakovlev's design, the Yak-14 was a high-wing monoplane. It had a rectangular section fuselage with a steel-tube and dural structure with a fabric covering. To aid loading and unloading of cargo, the aircraft's nose swung to the right with the tail section pivoting to the left. The two pilots sat side-by-side in an enclosed cockpit above the left side of the fuselage. They were provided with a display that used a transmitter in the towing aircaft to show the relative positions of the two aircraft when flying in cloud. The wings were made of dural and fabric and were braced to the fuselage by a single strut on each side. Large slotted trailing-edge flaps were fitted to the wings, while the aircraft was fitted with a fixed nosewheel undercarrige which could be made to "kneel" by releasing air from the pneumatic shock struts of the undercarriage, lowering the fuselage for ease of unloading or to make short landing on belly mounted skids.[5][4]
Testing
The prototype was completed in June 1948 and tested at Medvyezhe Ozero, near Omsk. The principal test pilot was Peskov of the VDV assault air-landing unit. In December 1948 a VDV evaluation unit was formed under Col. V YeGolofastov.[1]
The testing of the Yak-14 was not free from trouble. On one memorable occasion the glider crew noticed that the tug aircraft's starboard engine was on fire. While the glider swerved from side to side to avoid the flames they watched with shock as the tug crew feathered the wrong engine. the flight was over rugged terrain so an emergency landing was out of the question. Eventually the tug crew corrected their mistake and the two aircraft continued for another 80 km (50 mi) in a controlled decent before making a safe landing.[1]
Because Aeroflot had priority for all new Il-12 deliveries some tests were performed using a pair of Li-2s, in a manner similar to the German's use of two Me-110s to tow the Me-321. Another problem was the Soviets' lack of Nylon for tow ropes. Eventually a substitute material called Kapron was used in its place. Once production of the Il-12 had reached sufficient levels Ilyushin was able to design two specialized glider tug versions known as the Il-12D and Il-12TB.[1]
While some Yak-14s were constructed at Chkalovsk, the majority were produced at factory No. 412 located at Rostov-on-Don. Total production was 413 series gliders.[1]
Operational history
Towed by Ilyushin Il-12D assault transports, the Yak-14 was used by airborne units for military and civilian missions all over the USSR, and three were delivered to Czechoslovakia in the early 1950s which used them under the designation NK-14.
In March 1954 four Yak-14s were used to transport equipment, including a dozer, to Arctic survey station SP-4(Severnnyy Polyus - north pole), floating on an ice floe. The gliders flew from Tula on March 10, with several stops at Omsk, Krasnoyarsk and the Schmidt Cape, on Sakhalin island in the Far East, before reaching SP-4 in early April during a heavy freeze.
Soviet Air Force transport gliders were gradually withdrawn from service with the arrival of turbo-prop transports like the Antonov An-24 and Antonov An-12, which entered service in the late 1950s.
North Pole
In 1950 a single Yak-14 made worldwide headlines when it became the first glider to fly over the North pole. The tow aircraft was an Il-12.[1]
Variants
- Yak-14
- Basic production variant.
- Yak-14M
- Increased payload version built from 1951.
- NK-14 (Nakladni kluzak - cargo glider)
- Yak-14s delivered to Czechoslovakia
Operators
Specifications (Yak-14)
General characteristics Performance
See also
Aircraft of comparable role, configuration, and era
Related lists
References
- Notes
- Bibliography
- Yak-14 at Ugolok Neba Template:Ru icon
- Gordon, Yefim, Dmitry Komissarov and Sergey Komissarov. OKB Yakovlev: A History of the Design Bureau and its Aircraft. Hinkley, UK: Midland Publishing, 2005. ISBN 1 85780 203 9.
- Gunston, Bill. The Osprey Encyclopedia of Russian Aircraft 1975–1995. London, UK: Osprey, 1995. ISBN 1 85532 405 9.
- Gunston, Bill and Yefim Gordon. Yakovlev Aircraft since 1924. London, UK: Putnam Aeronautical Books, 1997. ISBN 1-55750-978-6.