General Information
Type Yak-1 M-106
Function Experimental Fighter Pre-series Fighter
Year 1943
Crew 1
Powerplant
Type M-106
Takeoff Power 1350hp
Power at 0m, nominal 1250hp
Power at 2400m, nominal 1350hp
Size
Length 8.48m
Wingspan 10.0m
Wing area 17.15m2
Weights and loads
Empty 2427kg?kg
Loaded 2927kg?kg
Wing Load (kg/m2) 171?
Power load (kg/hp) 2.29?
Speed
at 3750m 610km/h590km/h
at 0m 535km/h?km/h
Landing 140km/h?km/h
Maneuverability
Turn time 18sec?sec
Roll
Landing 530m
Takeoff 320m
Range
Practical 650km?km
Ceiling
Ceiling 9900m?m
Climb
6000m 4.5min5.6min
Payload
Fuel 400l 305kg
Armament
Gun Type ShVAK 20mm
Position Through the spinner
Ammo 120
Gun Type UBS 12.7mm
Position Engine cowling
Ammo 210
Salvo 1,997 kg/sec

Yak-1 with M-106 engine, A.S.Yakovlev

High altitude interceptor variant of the Yak-1. Its major difference from other siblings - M-106 engine, which was designed at Mikulin KB under Governmental Order issued on January 9, 1941.

M-106 (also known as M-106-1sk) was a M-105PF variation. Major distinction - single-speed centrifugal supercharger, providing intake pressure 1175mm.Hg. As a result, engine gained up to 150hp of output. The supercharger was designed by V.A.Dollezhal.

Other engine changes included:

Single-speed supercharger allowed to eliminate a power drop at 1850m, where M-105PF supercharger had a speed change. Elimination of this power drop (known to and exploited by Luftwaffe pilots) could provide Soviet pilots with certain advantage at low and medium altitudes, where most of dogfight took place.

Airframe modifications were minor weight saving changes and installation of the VISh-61P variable-pitch propeller. Yak-1 M-106 had fuselage of series Yak-1 (which one? - A.S.), metal tail stabilizer and rudder from Yak-7, metal wing spars, two wing fuel tanks. Oil coolers (9' diameter) were installed in wing tunnels. Tunnel of the water cooler was modified according to recent TsAGI recommendations.

Yak-1 M-106 was armed with engine-mounted 20mm ShVAK and 12.7mm UBS guns. Other equipment was identical to series Yak-1 M-105PF.

Engine progressed slowly, and only on December 12, 1942 assembly of test fighter was ordered by GKO. Yak-1 M-106 was assembled in end of December, 1942. In January 1943 trials were undertaken by test-pilot A.I.Kokin, senior engineer K.N.Mkrtychan and aircraft mechanic F.Z.Sbitnev.

Flight performance obtained during factory trials was substantially better than of series Yak-1 M-105PF. But... those advantages could not be obtained at air temperatures above 15°C. Cooling system productivity, despite was increased compared to standard M-105PF, could not coup with increased engine heat output on maximum climb rate.

Factory trials revealed also that the engine needs more work on it. Vibration on transitional (1800 to 2000rpm) rates, frequent spark plug failures, smoke, excessive fuel consumption and 'diseling' required serious attention of engine designers. It was transferred to LII.

Also in January (8 to 13) 1943 another Yak-1 with M-106 engine was tested at LII. This was a series Yak-1 M-105PF with standard airframe. It had lower assembly quality and was heavier than specially-built modified stalemate. Performance worsened, and engine had same toothing problems.

Nonetheless, production of the Yak-1 M-106 was launched. 47 aircraft were assembled at Saratov until February 18, 1943. 32 of them had standard cooling system and were designated for winter conditions combat trials. But this was the end of the story. None of those machines saw action, because all were rejected by military representatives. Temperature regimes were found not acceptable, M-106 engines were graded as unsuitable and replaced by standard M-105PF.

Predecessors Modifications
Yak-1 with boosted VK-105PF engine
Yak-1 M-105PF
?
References
  • "Yak fighters of the Great Patriotic War period" by A.T.Stepanets
  • "History of aircraft construction in the USSR", Vol.2 p.194;
  • Links
  • ....

  • Created November 20, 2000 by Alexandre Savine Back to
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