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Yakovlev Yak 200

During the 1950s, the Yakovlev Yak-200 emerged as a prototype multi-engine trainer from the Soviet Union.

However, the program faced a setback when it was terminated in 1956, after the construction of just one unit.

Additionally, a variant known as the Yak-210 was developed specifically for navigator training, but unfortunately, only a single example of this version was ever produced.

In the 1950s, the Soviet Union introduced the Yakovlev Yak-200 as a prototype multi-engine trainer aircraft.

Regrettably, the program’s progress was abruptly halted in 1956, with only one Yak-200 being manufactured.

Furthermore, a modified iteration named the Yak-210 was designed to cater specifically to navigator training requirements.

Nevertheless, similar to its predecessor, only a solitary Yak-210 was constructed before the project’s cancellation.

The development of an affordable bomber trainer aircraft commenced in February 1951 under the Yakovlev OKB.

Initially designated as the Yak-UTB, the project was swiftly divided into two variants, namely the Yak-200 for pilot training and the Yak-210 for navigator/bombardier training.

The key distinction between these versions lay in their equipment, with the Yak-200 lacking the specialized navigation and bombardier gear found in the Yak-210.

The Yak-200, a twin-engined monoplane with a tricycle undercarriage, featured a mid-wing design.

Its semi-monocoque fuselage, constructed in three sections, provided side-by-side seating for the crew.

The nose of the aircraft was equipped with an optically flat panel, devoid of any seating or equipment.

While the control surfaces of the tail were covered with fabric, the tail itself had a metal-skinned structure.

The one-spar metal wing, consisting of detachable trapezoidal outer panels, was divided into three pieces.

Fabric covered the ailerons and flaps in the outer wing panels, while the flaps in the centre section were made of metal.

The main undercarriage legs retracted forward into the engine nacelles, while the nose leg retracted backwards.

Powering the Yak-200 were two Shvetsov ASh-21 radial engines, each generating 700 horsepower (520 kW), and driving variable-pitch VISh-11V-20A propellers.

In contrast to the Yak-200, the Yak-210 was equipped with a comprehensive suite of navigation equipment, specifically designed for training navigators.

The most notable difference between the Yak-210 and its predecessor was the addition of an external radome beneath the rear fuselage.

This radome housed the PSBN-M search/bomb-aiming radar, similar to the one installed on the Ilyushin Il-28.

Additionally, the Yak-210 was fitted with an OPB-6SR optical synchronized bombsight and an AFA-BA-40 camera, which had the capability to tilt 15° aft to capture bomb impacts.

The inclusion of these navigation tools and equipment added an extra weight of 860.5 kg (1,897 lb) to the aircraft, resulting in a reduction of 235 kg (518 lb) in fuel load.

The nose of the Yak-210 was equipped with seats for both the trainee navigator and their instructor.

The inaugural flight of the Yak-200 prototype took place on 10 April 1953, followed by a series of State acceptance trials from 29 July to 10 September.

These assessments brought to light several issues, such as inadequate handling, insufficient longitudinal stability, and significant trim variations with changes in engine power.

Additionally, the absence of anti-icing mechanisms for the windshield and propeller blades posed further challenges.

To address these concerns, certain measures were implemented.

Notably, a 35 cm (14 in) extension was incorporated into the fuselage, accompanied by the addition of a dorsal fillet to rectify the stability problems.

Furthermore, the wings were elevated by 10 cm (3.9 in) and their dihedral was reduced.

These modifications resulted in a forward shift of the aircraft’s centre of gravity, rendering it more straightforward and enjoyable to operate.

However, it is worth noting that these enhancements also led to an increase in the empty weight by 120 kg (260 lb) and the gross weight by 195 kg (430 lb), which encompassed additional fuel.

Subsequently, on 1 August 1953, the Yak-210 embarked on its maiden flight, incorporating some of the improvements introduced in the Yak-200, including the dorsal fin.

During testing, the radome of the Yak-210 underwent a transformation from its initial oval shape to a teardrop configuration.

Moreover, this aircraft had the capacity to carry 300 kg (660 lb) of practice bombs.

Despite the time-consuming nature of these modifications, the VVS (Soviet Air Force) ultimately determined that the Il-28U trainer fulfilled its requirements, despite the associated extra expenses.

Consequently, the program was terminated.
Yak-200 before modifications
12.95 m (42 ft 6 in)
17.45 m (57 ft 3 in)
Wing area
36 m2 (390 sq ft)
Empty weight
3,910 kg (8,620 lb)
Max take-off weight
4,715 kg (10,395 lb)
2 × Shvetsov ASh-21 seven-cylinder, air-cooled single-row radial engine,
522 kW (700 hp) each
2-bladed variable-pitch VISh-11V-20A
Maximum speed
400 km/h (250 mph, 220 kn)
1,280 km (800 mi, 690 nmi)
Service ceiling
7,160 m (23,490 ft)
Time to height
2.3 minutes to 1,000 metres (3,281 ft)
Yakovlev Aircraft Since 1924 – Bill Gunston & Yefim Gordon.
OKB Yakovlev, A History of the Design Bureau and its Aircraft-Yefim Gordon, Dmitriy Komissarov & Sergey Komissarov.
Soviet Aircrafts Illustrated-A.S.Yakovlev.
The History of Soviet Aircraft from 1918-Vaclav Nemecek.
Soviet AF Fighter Colours 1941-45-Erik Pilaeskii.
Soviet Combat Aircraft of the Second World War, Vol 1, Single Engined Fighters-Yefim Gordon and Dmitri Khazanov.

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