|Function||Fighter prototype||Fighter for V.Stalin|
|Power at 0m (hp)||1020||1020||1210|
|Weights (kg) and Loads|
|Wing Load (kg/m2)||180||155|
|Power load (kg/hp)||2.68||2.98||2.31|
|Turn at 1000m||?sec||19...20 sec||?sec|
|Turn at 8000m||?sec||35...45 sec||?sec|
|Takeoff/Landing roll (m)|
|Gun Type (Position)||Ammo|
|20mm ShVAK (engine)||120||160|
|20mm ShVAK (wings)||2*120||none|
|7.62mm ShKAS (engine)||2*750||none|
In Spring 1941 new fighter of the Yak-1 family rolled out. It appears in documents under designations I-30, Yak-3 (1941) and I-26U (Uluchshenyj, Improved). Two aircraft (Yak-3-1 and Yak-3-2 'Dubler') were built, originally identical, both powered with M-105PD turbocharged engines.
Impressive change was made in armament - it was increased to three 20mm ShVAK with 120 rounds each and pair of ShKAS (total 1500 rounds). Aircraft salvo was 4.28kg/sec, leaving far behind most of the contemporary fighters:
Such a firepower made the I-30 an effective strike aircraft, which will remain combat-capable even in case of failure of one-two guns. Weapons installation was a technical success of itself. All guns remained in place even during the engine replacement, and did not require any 'tuning' after the procedure.
Yak-3-2 'Dubler' was more advanced in some details. Its cockpit layout was accepted as an standard for VVS fighters, as well as wing-mounted cannon installation. Yak-3-2 was equipped with radio receiver/transmitter. Pressure from the aluminum shortages forced designers to step back and install all-wooden wing without leading edge slats.
P.Ya.Fedrovi performed 23 of 25 Yak-3-1 factory trial flights with turbocharged M-105PD (starting April 12 1941). When it became clear that numerous problem of the engine can not be cured swiftly, it was replaced with series M-105P. At the same time the wing was replaced by all-metal one with the slats. Two more flights (June 13, 1941) - and was presented for State Acceptance trials.
State trial flights lasted from June 23 to July 3 1941 - after German invasion of the USSR already started. Test-pilots S.P.Suprun, P.M.Stefanovskij, K.A.Gruzdev and P.Ya.Fedrovi noted very good handling of the I-30 - it was suitable even for pilots with skills below average demanded at war time. Fighter was recomended it for series production.
Preparation to mass production started eve prior to factory trials, and at the war outbreak some number of airframes were pre-assembled. Total plan for 1941 was 250 machines On 9 December 1941 1100 I-300 were ordered for 1942. This decision was annulled in March 1942, when production of Yak-1 and Yak-7 at evacuated factories was already established. Advantage of I-30 in handling turned to be not so dramatic, firepower was obtained on expense of flight performance (speed, climb, turn time). Not least important, aluminum shortages pressed for mixed construction wing against all-metal.
In 1942 I-30-1 was redesigned as personal fighter of colonel V.I.Stalin (commander of 434IAP, son of 'Uncle Joe'). Aircraft received new engine, armament and fuel capacity were reduced. Weight saving resulted in better performance, but aircraft was never delivered. In December 1942 during one of test-flights takeoffs test-pilot P.Ya.Fedrovi retracted landing gear too early (this was his 'style') and scratched concrete of runway with water cooler. Despite damage was minor, aircraft was abandoned.
Except of being of all-metal construction, I-30-1 included several technical novelties:
Many shortcomings revealed during trials and service of the Yak-1 were cured:
Cockpit was equipped primarily for daytime operation. Radio station provided 2-way communication with ground station within 200km (from 4000m altitude).
|Color painting from 'Cannons airborne!' article published at 'Modelist-Konstructor' 01/1983;|