|Engine||450hp M-15||480hp M-22||500/736hp M-17F|
|Wing Load (kg/m2)||56.7||54.5||60|
|Power load (kg/hp)||8.4||7.5||6.7|
|Maximum Speed (0m)||190km/h||185km/h||209km/h|
|Take off Roll||250m/20sec||21sec||170m|
One of the most popular passenger aircraft in 30's. It was very economical and easy to maintain. The only imported parts were landing gear chromium-molibdenium axis. It differed from its predecessors (K-1, K-2, K-3, K-4) by dual controls, more powerful engine (M-15, M-22, M-17F) and (later) strengthened airframe.
First 100 production K-5 were powered by l.c. M-15, but it was unreliable and resulted in frequent emergency landings. Since 1930 a.c. M-22 was installed. It was very reliable, but flight characteristics slightly degraded due to larger drag. Pre-production aircraft was rolled out on February 14 1932 and presented on State Acceptance trials (May 26 - June 26, Moscow). 550 takeoffs/landings and 2000 sharp turns were performed without a trouble (pilot M.A.Snegirev), but aircraft was rejected for low payload capacity. While modified K-5 with M-15 was accepted for production in May 1932.
In 1933 installation of powerful l.c. M-17F resulted in wing leading edge collapse (during flight tests) due to increased speed and weight. Problem was fixed by replacing (or strengthening) the wing on aircraft with this engine. Weight was increased, resulting in decrease in payload or range.
In service as a major passenger aircraft until 1940.
Military use (bomber) was debated, in February 1932 KhAZ started construction of two 'special role' K-5 (bombers). Trials result (Summer 1932) were disappointing (400kg bombs at 190...200km and this variant was rejected in August.
|Modified May 15, 1997||Back to|