Space Research Laboratory. Space Research Laboratory Yaki in Allied Aviation

History of creation

During the modernization, the main features of which were a lowered fuselage under-cockpit and a semi-drop-shaped cockpit canopy, the plane received a new designation.

In addition, an enlarged oil cooler was installed, which improved the temperature regime of the engine, the wooden stabilizer was replaced with a metal one, and the tail wheel was cleaned. In addition, instead of two ShKAS machine guns, which showed low combat effectiveness, one UBS heavy machine gun with 200 rounds of ammunition was installed, and the gun ammunition was increased to 150 rounds. At the same time, all aircraft were equipped with transmitting and receiving devices.

The modernization of the base fighter began at TsAGI, where from May 24 to June 10, 1942, studies were conducted to improve the efficiency of water and oil coolers, and from 20 to 26 July 1942, measures were taken to increase the maximum speed.

The work carried out has shown that the maximum speed of the fighter can be increased by 33-38 km / h by:

• sealing and reshaping of oil and water cooler tunnels;
• improving the shape of the intake and exhaust pipes;
• fuselage sealing;
• ensure the retraction of the tail support and complete closure of the landing gear canopies.

In accordance with the recommendations of TsAGI, the NKAP was reequipped at the LII NKAP and in August-September 1942 it passed flight tests. In order to improve the operation of the oil and water cooling systems, as well as to increase the maximum speed, a number of changes were made to the aircraft design:

1. By water radiator:

• the profile of the upper front wall of the entrance part of the tunnel has been changed;
• the stroke of the regulating flap was increased by 50 mm (up to 350 mm);

1. By oil cooler:

• the area of ​​the entrance part of the tunnel was reduced by 40% and the tunnel itself was lengthened by 225 mm;
• the exit part of the tunnel is lengthened to 410 mm, and the profile of its upper wall is made smoother;
• the stroke of the regulating flap was increased by 80 mm (up to 340 mm);
• the tunnel was sealed.

1. The shape of the section and the location of the suction pipe of the supercharger have been changed.
2. Fairings are installed on the exhaust pipes, on the outlet of the blowdown pipe of the engine crankcase and on the aileron control brackets.
3. A cowl-visor is installed on the sliding part of the cockpit canopy.
4. The fuselage was sealed (the firewall was sealed, a plywood partition was installed behind the armored back plate and a fabric one behind the water radiator)
5. A fairing was installed for the inlet of the casings of machine guns and pipes for the removal of powder gases were sealed.
6. The conjugation of the tail unit with the fuselage has been changed.
7. Reduced to 6-7 mm the gap between the wing and ailerons.

The results of the tests carried out showed an increase in speed by 23 km / h, while the rate of climb remained the same. In parallel with the research at TsAGI, measures were taken to improve the flight performance of production aircraft. At the pilot plant No. 115 NKAP on the serial Yak-1 under No. 1047, the design was lightened and all-round visibility from the cockpit was provided. Relief was achieved by removing the ShKAS machine guns and installing a metal tail assembly. The improved visibility was possible due to the new glazing of the canopy and the lowered fuselage gargot.

The idea of ​​lightening the aircraft by weakening the weapons did not find support from the military, Therefore, at the same pilot plant No. 115, it was modified during the refurbishment of the Yak-1 under No. 3560, on which the gargot, front and rear bulletproof glass were cut off, two rifle-caliber machine guns were replaced with one UBS synchronous heavy machine gun and a new teardrop-shaped lamp was installed with ZPS viewing mirror. However, even at the pilot plant, it was not possible to avoid waviness, which distorted visibility, and in conditions of mass production, the visor would be of even worse quality.

The technical characteristics of the Yak-1B have increased so much that A.S. On July 1, 1942, Yakovlev turned to the People's Commissar of the Aviation Industry with a request to release a military series of 20 aircraft with similar changes and send them to the front for testing in combat conditions.

The Yak-1B aircraft replaced the Yak-1 in November 1942 and was mass-produced at the Saratov aircraft plant No. 292 until August 1944, when the plant completely switched to the production of fighters Yak-3.

The design of the Yak-1B fighter

Fuselage

At the heart of its fuselage was a metal frame, which was welded from thin-walled steel pipes with a diameter of 20 to 50 mm and was integral with the motor, and for additional rigidity, the frame trusses were connected by cross wire braces. The nose of the fuselage was covered with a duralumin hood, which consisted of seven easily removable panels and was attached to the frame on Zus screw locks. Above and below the frame, wooden gargrottes were installed, and from the sides - light frames made of pine stringers, which gave the fuselage behind the cockpit a rounded and streamlined shape. The upper gargot was sheathed with plywood, and the sides and bottom behind the cockpit - with AST-100 canvas, which was impregnated with dope.

Yak-1B squadron "Normandie-Niemen"

In the sides of the Yak-1B fuselage there were four operational hatches with 1 mm thick duralumin covers: the right and left cockpit covers, the hatch covers for the approach to the water radiator and the tail support inspection hatch.

The cockpit is separated from the engine compartment by a steel firewall and closed with a plexiglass canopy, the central part of which moves back along the skids recessed in the skin. Inside the cockpit there is a pilot's seat with an armored backrest 9 mm thick, which was equipped with height adjustment and a parachute cup. To improve the view of the ZPS, the gargrot behind the armored back was glazed. On the movable part of the lantern there is a gramophone-type lock, which made it possible to fix it in several positions.

Devices

Aeronautical instruments and engine control devices were located on a shock-absorbed dashboard. The dashboard consisted of two parts: a fixed one, rigidly attached to the fuselage frame, and a middle part, mounted on shock absorbers. On the amortized part of the board there were a speed indicator, a KI-10 compass, a centrifugal tachometer, a two-hand altimeter, a direction indicator, a boost indicator, an ABP clock, a three-hand indicator, and a water aerothermometer.

Wings

Two-spar, one-piece, trapezoidal with rounded ends, the wings of the Yak-1B fighter were a structure on a wooden frame with a rigid working skin. The main element of the power set was a front spar with pine shelves and plywood walls 10 mm thick. The rear spar, to which the duralumin landing flaps and ailerons with a duralumin frame and linen sheathing were attached, was auxiliary. Inlaid ribs and stringers made of pine laths served as additional elements of the frame. The wings were sheathed with aviation plywood, the thickness of which decreased from 5 mm at the root to 3 mm at the ends. The plywood was attached to the wing frame with screws and casein glue, and from the outside it was additionally pasted over with a cloth and varnished. On the lower surface of the wing there were niches for the main landing gear and gas tanks, which were closed with removable duralumin covers. The junction of the wing and fuselage was closed by a fairing, in which water pipes were laid.

Plumage

The wooden double-spar stabilizer and keel were sheathed with 2 mm bakelite plywood, and the toes were glued from veneer. The elevators and rudders were duralumin, riveted and sheathed with linen. The rudders were hinged on duralumin brackets and equipped with trim tabs, and the elevator had weight and axial aerodynamic compensation. The joints between the stabilizer, keel and fuselage were covered with duralumin fairings.

Power point

As power plant the first series of the Yak-1B fighter was equipped with 12-cylinder V-shaped two-row water-cooled engines M-105PF with a capacity of 1180 hp, which were closed with streamlined cocks with ratchets for auto starters. For storage of fuel served as gas tanks with a total capacity of 408 liters, which were attached to the reinforced ribs of the wing.

An oil tank with a volume of 42 liters was installed in the engine compartment in front of the firewall, and a horseshoe-shaped oil cooler was located under the engine in a tunnel with a movable rear flap.

Chassis

The chassis was tricycle with a tail wheel. The main support consisted of a suspension strut with a semi-fork and a side folding strut. With the help of a pneumatic system, the racks with wheels were retracted into the wing niches and closed. two-piece duralumin flaps, and the tail frame was non-retractable. In the retracted position, the main landing gear was fixed with a pneumatically controlled lock, duplicated by an emergency cable. The smoothness of retraction and landing gear was provided by a hydraulic damper mounted on the lift cylinder, and on later versions - by the unloading cylinder. The wheels were of a semi-balloon type 600 × 180 mm with an air drum brake. The chassis had a light signaling of the retracted and released position, as well as mechanical indicators.

Flight performance of the Yak-1B:

• wingspan - 10 m;
• length - 8.48 m:
• wing area - 17.15 sq. m;
• empty aircraft weight - 2394 kg;
• takeoff weight - 2883 kg;
• engine - M-105PF;
• power - 1180 HP
• maximum speed at the ground - 531 km / h;
• maximum speed at altitude - 592 km / h;
• ceiling - 10,050 m;
• flight range - 700 km.

Design

The design of the fighter is mixed: the fuselage frame is a truss welded from steel chrome-steel pipes with internal cross braces, making up a single whole with the engine. Above and below the cockpit, the frame was profiled with plywood boards to give it a streamlined shape. The plating of the bow is made of duralumin, the tail is made of linen. Wing with an area of ​​17.15 sq. m. wooden, without connectors, pasted over with linen. Only the rudders and aileron frames (sheathing - canvas), removable engine hoods, a water radiator tunnel, wing and tail fairings, hatch covers, landing flaps, as well as flaps covering the landing gear struts in the retracted position were made of duralumin. Onboard armament - one 20-mm ShVAK cannon for firing through the axis of the engine reducer and two rapid-fire ShKAS machine guns. With the VK-105P engine, the fighter developed a speed of up to 569 km / h (at an altitude of 4860 m). He climbed to an altitude of 5000 m in 5.7 minutes.

Variants

Serial modifications

Yak-1B

B- unofficial designation. Since October, all Yak-1s were produced to this standard only at the aircraft plant in Saratov. The M-105PA engine was replaced by a much more powerful forced M-105PF engine (1180 hp at an altitude of 3000 m), a new lantern with a lowered gargrot was installed, and to protect the pilot's head - a front bulletproof glass and a visor made of transparent armor. In addition, a new control stick and a retractable tail wheel were installed, and the 7.62-mm ShKAS machine guns were replaced with 12.7-mm UBS.

Production

Flight performance

Pilots who fought on the Yak-1

Almost all the pilots-Hero of the Soviet Union, besides other aircraft, fought in the Yak-1.

• Albert, Marseille ("Normandy-Niemen")

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Literature

• Ivanov S.V. Yak-1 // War in the air. - M .. - No. 31.

Links

• Aviation encyclopedia
• (English)

An excerpt characterizing the Yak-1

Berg, the Rostovs' son-in-law, was already a colonel with Vladimir and Anna around his neck and occupied the same calm and pleasant position as assistant chief of staff, assistant to the first section of the chief of staff of the second corps.
On September 1, he came from the army to Moscow.
He had nothing to do in Moscow; but he noticed that everyone from the army asked to go to Moscow and did something there. He also considered it necessary to take time off for household and family affairs.
Berg, in his neat little droshky on a pair of well-fed little ones, just like the ones one prince had, drove up to his father-in-law's house. He carefully looked out into the courtyard at the carts and, entering the porch, took out a clean handkerchief and tied a knot.
From the hall, Berg, with a swimming, impatient step, ran into the drawing-room and embraced the count, kissed the hands of Natasha and Sonya, and hastily asked about his mother's health.
- What is your health now? Well, tell me, - said the count, - what about the troops? Are they retreating or will there be another battle?
- One eternal god, daddy, - said Berg, - can decide the fate of the fatherland. The army is burning with the spirit of heroism, and now the leaders, so to speak, have gathered for a conference. What will happen is unknown. But I’ll tell you in general, daddy, such a heroic spirit, truly ancient courage of the Russian troops, which they are, ”he corrected,“ they showed or showed in this battle on the 26th, there are no words worthy to describe them ... I’ll tell you, daddy (he hit himself in the chest in the same way that one general who was telling himself was hitting himself, although a little late, because it was necessary to hit himself in the chest at the word "Russian army"), - I will tell you frankly that we, the commanders, not only did we not have to rush the soldiers or something like that, but we could forcibly hold back these, these ... yes, courageous and ancient feats, ”he said quickly. - General Barclay before Tolly sacrificed his life everywhere ahead of the troops, I can tell you. Our body was placed on the slope of the mountain. You can imagine! - And then Berg told everything that he remembered from the various stories he heard during this time. Natasha, without taking her eyes off that embarrassed Berg, as if looking for a solution to some question on his face, looked at him.
- Such heroism in general, which was shown by the Russian soldiers, cannot be imagined and praised with dignity! - said Berg, looking back at Natasha and as if wishing to cajole her, smiling at her in response to her stubborn gaze ... - "Russia is not in Moscow, it is in the hearts of her sons!" So daddy? - said Berg.
At that moment the Countess came out of the sofa, looking weary and dissatisfied. Berg hurriedly jumped up, kissed the countess's hand, inquired about her health, and, expressing his sympathy by shaking his head, stopped beside her.
- Yes, mother, I can truly tell you, hard and sad times for every Russian. But why bother so much? You still have time to leave ...
“I don’t understand what people are doing,” the countess said, turning to her husband. “They just told me that nothing is ready yet. After all, someone has to dispose of. So you will regret Mitenka. Will it never end?
The count wanted to say something, but apparently abstained. He got up from his chair and walked to the door.
At this time, Berg, as if in order to blow his nose, took out a handkerchief and, looking at the bundle, pondered, sadly and significantly shaking his head.
“And I have a big request for you, papa,” he said.
- Hm? .. - said the count, stopping.
“I'm going now past Yusupov's house,” said Berg, laughing. - The manager is familiar to me, he ran out and asked if you could buy something. I went, you know, out of curiosity, and there is one wardrobe and a toilet. You know how Veruschka wanted it and how we argued about it. (Berg involuntarily switched to a tone of joy about his livability when he started talking about a wardrobe and a toilet.) And such a lovely thing! comes forward with an English secret, you know? And Vera has long wanted to. So I want to surprise her. I've seen so many of these guys in your yard. Give me one, please, I'll pay him well and ...
The count grimaced and groaned.
“Ask the countess, but I don’t give orders.
“If it’s difficult, please don’t,” said Berg. - For Verushka, I would only really like it.
- Ah, you all go to hell, to hell, to hell and to hell! .. - shouted the old count. - The head is spinning. - And he left the room.
The Countess began to cry.
- Yes, yes, mamma, very difficult times! - said Berg.
Natasha went out with her father and, as if with difficulty understanding something, first followed him, and then ran downstairs.
Petya stood on the porch, engaged in arming the people who were traveling from Moscow. In the courtyard, the carts were still laid. Two of them were untied, and an officer, supported by a batman, climbed onto one of them.
- Do you know why? - Petya asked Natasha (Natasha understood what Petya understood: why father and mother had quarreled). She didn't answer.
- Because papa wanted to give all the carts for the wounded, - said Petya. - Vasilich told me. In my opinion…
“In my opinion,” Natasha almost suddenly cried, turning her embittered face to Petya, “in my opinion, this is such disgusting, such an abomination, such… I don’t know! Are we Germans anyway? .. - Her throat trembled from convulsive sobs, and she, fearing to weaken and release a charge of her anger for nothing, turned and rushed swiftly down the stairs. Berg sat beside the Countess and consoled her with kindred respect. The count, with a pipe in his hands, was walking around the room when Natasha, with a disfigured face with malice, burst into the room like a storm and with rapid steps approached her mother.
- This is disgusting! This is an abomination! She screamed. - It can't be what you ordered.
Berg and the Countess looked at her in perplexity and fear. The Count stopped at the window, listening.
- Mamma, this is impossible; look what's in the yard! She screamed. - They stay! ..

The first series of Yak-1 had a characteristic feature in their scheme and appearance- a gently sloping gargrot from the cockpit to the keel. Gargrot improved the aerodynamic shape of the aircraft, but somewhat limited the backward view. Later, at the suggestion of the front-line soldiers, the Yak-1 serial aircraft had a lowered gargrot and a modified cockpit canopy. The design team made some more improvements, thanks to which the take-off weight of the machine was reduced (it became equal to 2660 kg) and its flight performance increased. This version of the fighter was called Yak-1M. Aircraft of the design bureau A.S. Yakovlev - Yak-1, Yak-3, Yak-7, Yak-9 constituted the main fleet of fighter aircraft during the Great Patriotic War... Their distinctive qualities were less weight, good stability and ease of piloting than other machines of this purpose. Until the end of the war, factories supplied the front with more than 36 thousand Yak aircraft of various modifications - from Yak-1 to Yak-9DD.

At the end of the 30s, which formed the basis of fighter aircraft, they no longer met the requirements of modern air combat.

Therefore, in 1939, a competition was announced, the purpose of which was to create short term a new generation fighter that is not inferior to the best foreign models, as well as attracting talented young aircraft designers to work.

During 1939-1940. design teams have developed and presented for testing more than a dozen types of experimental high-speed combat vehicles. This became possible, since in the second half of the 30s, the Soviet aircraft industry mastered the production of several new types of powerful high-altitude engines, metal propellers a variable pitch in flight, aircraft cannons and heavy machine guns.

One of the fighters that passed flight tests and were adopted by the Air Force was the I-26, designed at the A.S. Yakovleva. By that time, this team had accumulated a wealth of experience in creating training and light high-speed sports aircraft. Working on the combat vehicle, the designers tried to use non-scarce materials, to achieve the least weight, high speed and ease of piloting.

The design of the fighter began in May 1939. The first flight prototype took place on January 13, 1940. Factory tests were carried out by test pilot Yu.I. Piontkovsky. Already during the second flight, a speed of 587 km / h at an altitude of 5100 m was achieved. The aircraft had good flight and aerobatic qualities, was easy to fly. However, on April 27, during one of the flights, an accident occurred. The test pilot was killed. When investigating the causes of the disaster, a manufacturing defect was discovered. Nevertheless, on June 10, the I-26 was transferred for state tests at the Research Institute of the Red Army Air Force, which were successfully completed in November 1940.

Based on the recommendation of military testers, it was decided to urgently launch the fighter into mass production, and even before the end of state tests. In December 1940, the aircraft received the designation Yak-1. The outbreak of the Second World War made it necessary to speed up the pace of the introduction of new military equipment. But the development went slower than expected - by the end of the year, only 64 vehicles were transferred to the Red Army Air Force. Subsequently, the rate of production increased - in the first half of 1941, 335 copies were produced, and by the end of the year - another 1019.

The Yak-1 fighter was a low-wing monoplane with an M-105 liquid-cooled engine (PA and PF modifications) with a capacity of 1050-1180 hp. Mixed design: one-piece wooden wing, fuselage welded from steel pipes, linen sheathing, duralumin hoods and empennage. Characteristic features the aircraft were light in weight and uncomplicated in design, making it easy to mass produce. The armament consisted of a ShVAK cannon (120 rounds) and two synchronous ShKAS machine guns (1,500 rounds) located above the engines.

During serial production, the aircraft was repeatedly upgraded. In particular, the equipment and glazing of the cabin were changed, a radio station was installed, and the structure was lightened. In addition, the engines, armament and canopy were changed.

The Yak-1 fighter and its variants were built until 1944 and were used throughout the war. Already in 1941, 4 out of 11 Moscow air defense fighter regiments were armed with Yak-1 aircraft. On these machines, the French and the "Warsaw" regiment of the 1st Fighter Air Division of the Polish Army began their combat path.

In total, 8271 Yak-1 aircraft of all modifications were built during the war years.

Among those created under the leadership of the AU. Yakovlev's winged aircraft of various classes and purposes, the Yak-1 aircraft occupies a special place. He became the ancestor of a whole family of more perfect "yaks", created on its basis.

Specifications Yak-1

• Crew: 1 person
• Maximum takeoff weight: 2858 kg
• Dimensions: length x wingspan: 8.48 x 10.0 m
• Powerplant: qty. dvig. x power: 1 (M-105P) x 1050 hp
• Maximum flight speed at an altitude of 4950 m: 578 km / h
• Rate of climb (average): 14.6 m / s
• Service ceiling: 10,000 m
• Flight range: 700 km
• Armament: 1 x 20-mm ShVAK cannon, 2 x 7.62-mm ShKAS machine guns

Design features of the Yak-1

• The ski landing gear, installed in winter instead of the wheeled chassis, worsened the flight performance of the fighter, and was subsequently abandoned;
• Plumage of a wooden structure with plywood sheathing. The frame of the elevators and rudders is made of duralumin with linen sheathing. The keel is removable;
• The truss frame of the fuselage was welded from pipes. The side walls of the tail section had a linen covering along wooden slats, which is why the fuselage acquired a ribbed surface characteristic of the Yaks;
• Tail wheel crutch freely orientable, not removable in flight;
• Water radiator with louvers adjustable in flight;
• A wing of a wooden structure, two-spar, one-piece, sheathed with multilayer bakelite plywood. Between the side members there are gas tanks, closed from below with duralumin panels. The wing is equipped with landing flaps;
• The chassis is single-strut, with brake wheels, retracted into the toe of the wing and covered with a flap;
• In winter, the plane was mounted on skis;
• The cockpit is closed with a sliding, transparent plexiglass canopy. To protect the pilot, rear bulletproof glass and armored seat back are installed;
• The Yak-1 aircraft of the first series had a gentle slope characteristic of fighters of the late 1930s. He improved the aerodynamic shape of the aircraft, but limited the view back, which was of considerable importance in aerial combat;
• To reduce the dispersion of machine gun and cannon fire, the armament is grouped in the forward fuselage. The ShVAK cannon was installed in the collapse of the cylinders of the V-shaped engine, and two synchronous ShKAS machine guns were located above the engine;
• M-105P 12-cylinder liquid-cooled engine was covered with easily removable duralumin covers and side panels;
• The three-bladed metal propeller had manual blade pitch adjustment. The screw sleeve, through which the gun barrel passed, was equipped with a ratchet to start the motor from the autostarter and was closed with an easily removable spinner;

Yak-1 modifications

I-26- the first experimental single-engine single-seat fighter OKB A.S. Yakovlev, the prototype of all subsequent types of piston fighters. Engine - M-105P (1050 hp). Armament was not installed. Three examples were built.

I-28 (No. 28, I-26V)- a high-altitude fighter based on the front-line I-26, designed to combat bombers at altitudes of 8000-10,000 m. The fuselage and wing design is similar to the I-26, with the exception of some differences: a smaller wing equipped with automatic slats; all-metal tail; modified main landing gear and water radiator; enlarged canopy. Engine - M-105PD (1140 hp) with a two-stage centrifugal supercharger. The armament consisted of a ShVAK cannon and two ShKAS machine guns. The speed at an altitude of 9000 m was 665 km / h, the service ceiling was 12000 m. During the tests (November 1940 - April 1941), three motors failed, and nine forced landings were made. The experimental engine proved to be unreliable and required improvement. Two copies of the I-28 were built. The serial fighter was to be designated Yak-5. The experience of the outbreak of the war showed that German aviation operates mainly at altitudes up to 5000 m.For this reason, and also due to the launch of the serial production of the MiG-3, the need to fine-tune the high-altitude fighter disappeared, and all efforts were focused on improving the front-line Yak-1 ...

Yak-1 - serial... Engine - M-105PA. Armament: ShVAK cannon, two ShKAS machine guns. Five aircraft of the first series took part in the military parade on Red Square on November 7, 1940.

During production, the design of the main chassis was changed, a radio station and a landing light were installed on the left wing. In addition, six RS-82 rockets were suspended under the wing. The rear part of the cockpit glazing was reduced and was made in the form of two parabolic windows in the gargrotto.

I-30 (Yak-3.1941)- cannon fighter, development of the design of the I-26 and I-28 aircraft. The fuselage is similar to that of the Yak-1 of the first series. The plumage was all-metal, like the I-28. The new all-metal split wing consisted of a center section and detachable consoles with automatic slats. Built in two copies, differing in armament. On the I-30-I version, three ShVAK guns were installed (one in the collapse of the engine cylinders, two in the consoles, at the connector) and two synchronous ShKAS machine guns above the engine. The armament of the I-30-II consisted of three ShVAK cannons and four ShKAS machine guns. The M-105PD engine with a two-stage supercharger was subsequently replaced by the serial M-105PA. Speed ​​at an altitude of 4900 m - 571 km / h. Despite the takeoff weight increased to 3130 kg, the fighter retained its maneuverability. Recommended for series production, but was not built due to duralumin deficiency.

Yak-1b(in modern literature, the designation Yak-1M is often found, during the war years - Yak-1 without gargrot or Yak-1 with the corresponding series number) - Yak-1 modification with low gargrot. At the beginning of 1942, the pilots and technicians of the fighter regiment commanded by Major F.I. Shinkarenko, by own initiative remade all their Yak-1 aircraft. The work carried out was aimed at eliminating a significant drawback of the serial fighter - a limited backward view (due to the gentle slope from the cockpit to the keel). The gargrot was significantly lowered by the forces of the personnel, and the rear of the lantern was molded from transparent plexiglass, thanks to which the backward view was significantly improved. The usefulness of such a change, prompted by combat experience, was obvious. At the Saratov aircraft plant, 20 ready-made Yak-1s, which had not yet been transferred to the unit, were converted in a similar way.

Having accepted the proposals of the front-line pilots to change the cockpit canopy, the design team simultaneously made a number of improvements in the design of the production aircraft, thanks to which the take-off weight of the aircraft was reduced to 2,780 kg (compared to 2,930 kg for the Yak-1 of the first series).

In particular, the tail wheel retraction mechanism was removed. Thanks to the installation of the M-105PF engine (1180 hp) and a propeller with automatic control step, the speed increased to 592 km / h (578 km / h for the first Yak-1), the rate of climb at the ground increased from 18 to 20 m / s, and the turn time decreased to 18 s. Armament consisted of a ShVAK (or MP-20) cannon and a UBS heavy machine gun (200 rounds) mounted on the left above the engine.

A similarly improved fighter passed state tests in July 1942 and was adopted as a standard, on the model of which, starting with the 99 series, all production Yak-1 aircraft were produced.

At the beginning of 1943, comprehensive work was carried out to reduce the mass and improve the aerodynamics of the serial Yak-1 without a gargrot. A prototype aircraft and its backup were built, on which a forced M-105PF-2 engine was installed. This aircraft became the prototype for the serial Yak-3.

Yak-1 with VK-106- a prototype based on the serial Yak-1, was built in 1943. The VK-10b-1sk engine (single-speed supercharger, 1350 hp) was not finished. A maximum speed of 10 km / h was reached. Armament included a ShVAK cannon and a UBS machine gun.

The use of the Yak-1 in combat

Soviet pilots quickly mastered Yak-1 fighters and successfully conducted air battles on them with all types of enemy aircraft. So, on October 23, 1942, six Yak-1s of the 293rd Fighter Aviation Regiment were assigned to cover our troops in the Stalingrad region. At the time of takeoff, six tried to block the airfield. The first couple to take off immediately entered the battle with the enemy and "took" him to an altitude of 2000 m. After the takeoff of the entire group, German aircraft hastened to leave to the west. Our fighters had no losses. On October 24, four Yak-1s in aerial combat with six under the cover of two Bf 109s shot down one Ju 88 and one Bf 109.

On November 2, six Yak-1s flew to cover the troops in the area of ​​the northern outskirts of Stalingrad. On the way to our positions, the Yaks were attacked by eight Bf 109s. Twelve, which appeared at the same time, prepared for bombing. The commander of the "yaks" made a decision - not to get involved in a battle with fighters, but to strike the entire group on the bombers. The first attack shot down four Ju 87s, followed by three more. In addition, two Bf 109s were destroyed. Our losses amounted to one aircraft.

On April 29, 1943, nine Yak-1s under the command of Captain Lapshin, covering their troops, at an altitude of 3500 m found twelve Ju 88s marching in close formation under the cover of twelve Bf 109s. covering fighters. As a result of the first attack, two Bf 109s were shot down, and the battle formation of the bombers was disrupted. Attack "yaks" in pairs attacked the Ju 88 that had broken away from the formation, shot down one and damaged the second. The entire group of bombers scattered and, without completing the task, withdrew from the battle. After that, the strike group came to the aid of the restraining group, which involved all the enemy fighters in the battle. The joint efforts of both groups shot down two more Bf 109s, after which the enemy fighters withdrew from the battle. Our aircraft had no losses.

On July 11, 1943, in the Prokhorovka area, a squadron of nine Yak-1b met two groups of 30 Ju 88 bombers under the cover of 25-30 Bf-109 and. Having chained enemy fighters with part of the forces, the main forces of the squadron attacked the bombers. Seven Ju 88s and two Bf 109s were shot down.

Here is how he spoke about the Yak-1, the famous pilot: “Lighter than“ “, the Yak immediately seemed faster and easier to control. It takes off quickly and is very maneuverable. Having been in battles in England, I know how important these two qualities are, which become defining in battle. Take off like an arrow to hide behind the sun, and fly out as quickly as possible to get behind the enemy: in a brutal duel against an experienced enemy, this is an important advantage ... he was ideally suited to snow, road mud and boundless Russian fields. Made of wood, fabric and duralumin, it was easy to repair. Its wheels ... made it possible to land on the most unimportant airfields. Nothing fancy about the cockpit unlike the Hurricane or Spitfire. Only the most necessary tools... and visibility! Better view that I have ever seen in a fighter ... "

Yak-1 aircraft production (1940 - 1944)

Yaks fly to war

Although before the start of the war, Soviet industry produced 425 Yak-1 aircraft, barely a quarter of this number of aircraft entered combat units. In particular, in April 1941, 78 aircraft were sent to Baku, where they remained for some time after the German attack. Most likely, the delivery delays are explained by the SNK order of September 7, 1940, according to which Yakovlev was supposed to present the third prototype of the I-26, armed with a cannon and four machine guns. The designers resisted this order, since such an aircraft would have the worst flight characteristics. Nevertheless, it was decided to create a compromise version, which should have been submitted by the end of January 1941. All this led to the fact that until March 3, 1941, the military did not accept the aircraft released in Moscow and Saratov, waiting for their rearmament.

By June 22, 1941, 105 Yak-1 aircraft were in the five western military districts of the Soviet Union, of which 92 were manned, flown and received by the military. It should be borne in mind that the part of the planes were sent to railroad in containers. In the Leningrad OBO, 20 aircraft were part of the 158th PAP, in the Baltic OBO - three machines, in the Western OBO - 20 Yak in the 123rd IAP, and in the Kiev OBO - 62 aircraft were distributed between the 20th and 91st IAPs. In the Odessa VO Yak was not at all. However, almost all of these vehicles did not participate in the first battles, since only two regiments had combat readiness: the 20th and 158th IAP. Relatively many Yaks were at the disposal of the naval aviation. On June 23, 1941, there were 44 of them, of which seven belonged to the Black Sea Fleet, and 11 belonged to the Baltic Fleet. Of these, only eight were part of the Baltic 71st IAP, which was in combat readiness.

During the war, naval aviation received 368 Yak-1 and 131 Yak-3. The Severomorsk Fleet, as of February 18, 1942, had nine Yak-1s, including five battle-worthy ones. By April 1, 1943, the number of aircraft was reduced to six (two combat-ready). By July 1 of the same year, the Severomorsky fleet already had 32 fighters (29 combat-ready). Later, Yaki-9 and 3 began to arrive. By July 1, 1944, the Severomorsk Fleet had 20 Yak-9 and 14 Yak-3, and on January 1, 1945, the Severomorsk Fleet already had 62 combat-ready Yak-3, seven more vehicles were under repair.

The forces of the Black Sea Fleet were more modest. On July 22, 1942, the 62nd AB had 16 combat-ready Yak-1s and four vehicles were under repair. By December 22, 1942, the number of combat-ready and repaired vehicles was 29 and 9, respectively.

Aviation of the Baltic Fleet on May 15, 1942 had the following number of aircraft: 3rd GIAP - 22 combat-ready and 6 under repair (LaGG-3, MiG-3, Pe-2 and Yak-1), 21st IAP - 22 Yak- 1, including 7 under repair.

On January 1, 1943, the 12th ORAE (a separate reconnaissance squadron) had seven Pe-2 and Yak-1s, including one under repair.

On July 1, 1943, only 12 Yak-1 and 29 Yak-7 operated in the Baltic Sea. The 21st IAP had nine Yak-7 (one under repair) and two Yak-1. The 3rd GIAP had nine (one under repair) Yak-1 and one Yak-7. The 13th IAP had six Yak-7s. The 15th ORAP had two Yak-7s. The 13th OKorAO (Separate Correctional Squadron) had two Yak-7s. One Yak-1 was part of the 7th OZvPVO (a separate link in the air defense).

On January 1, 1944, the Baltic Fleet had 13 Yak-1, 15 Yak-7 and 54 Yak-9. 21st IAP - 34 (7) Yak-9; 12th IAP - 28 (3) Yak-7; 13th IAP - 12 Yak-1, 16 Yak-7 and 10 Yak-9 (all under repair); 43rd TIME (as part of the 15th RAP) -10 (4) Yak-9; 11th IAP - 7 (2) Yak-7; a detachment for towing air targets - one Yak-1.

On July 19, 1944, the Baltic Fleet had 37 Yak-1 and Yak-7, as well as 122 Yak-9. Aircraft Yak-1 were in the 12th IAP-37 Yak-1 and-7.

On January 1, 1945, the Baltic Fleet had 8 Yak-1, 2 Yak-3, 8 Yak-7 and 132 Yak-9. All eight Yak-1 and Yak-3 were part of the 12th IAP.

Most of the assembled Yak-1 was in the depths of the territory as part of the air defense units. Air defense pilots were better trained, in addition, these units were considered in the form of a reserve. By the beginning of the war, the Moscow air defense system had 95 Yak-1s, which were in service with the 11th, 12th, 24th, 35th and 262nd IAP. Yaki-1 made up a significant portion of the aircraft fleet during the Soviet counteroffensive near Moscow. On August 16, after the formation of the Kalinin Front, the front had 35 Yak-1, 30 MiGami-3 and only 9 I-16. In the data for November 1 and December 1, 1941, Yaks are absent, and on January 1, 1942, 14 Yak-1s appear again. The level of losses was quite high, as part of the 6th reserve air group (from three to eight regiments) there was only one serviceable Yak-1. Due to the reliability and ease of maintenance, the Yaki-1 of the 172nd IAP made 5-6 sorties in a short winter day, which to some extent compensated for their small number. By the end of the Soviet counteroffensive near Moscow, four IAP equipped with Yak-1 operated as part of the Western Front: the 236th, 66th, 188th and 20th. The Kalinin Front also had four Yak-1 regiments: 163rd, 518th, 521th and 237th.

In early December 1942, the 1st IAK included the 210th I AD, one regiment of which (32nd GIAP) had 32 Yak-1 fighters. Another division of this corps, the 274th IAD, had the 653rd IAP, also equipped with Yak-1.

By order of August 8, 1942, the formation of the 16th Air Army began. Until September 4, it consisted of four divisions and several separate regiments. Almost all of the army's fighter regiments were equipped with Yak-1s. In the 220th IAD, these were the 42nd, 211st, 237th, 512th, 581st and 867th IAPs. Only the 291st IAP flew on LaGGakh-3. The 283rd IAD, which later became part of the army, had four Yak-1 regiments: the 431st, 520th, 563rd and 812th IAP.

In October 1941, the formation of three women's air regiments began, including the 586th IAP. The regiment was equipped with Yak-1 fighters and was ready for battle on December 1, 1941. For the training of female pilots, several training Yak-7Vs were allocated. The first combat Yaki-1 regiment were painted white. T. Kazarinova became the regiment commander. After several months of preparation, in the spring of 1942, the regiment arrived at the front-line airfield. The combat path of the regiment passed through the Dnieper and Hungary. The regiment was used mainly to protect important objects, so the regiment's score is rather modest: in 125 battles, 38 enemy aircraft were shot down.

Judging by the publications related to the 7th Air Army, the Yaki-1 was used less in the north of Russia. As part of the 103rd SAD, which constituted the main striking force of the 7th VA, there were only three Yak-1.

In July 1944, the 63rd GIAP from the 1st GIAC was removed from the front in Lida. In Lida, the regiment received a Yaki-3 and was again at the front in August. Another regiment of the 4th GIAD, which received the Yaki-3, was the 64th GIAP. Rearmament of the regiment took place in the fall of 1944. In April 1945 he completed the transition to the Yaki-3 65th GIAP. On April 25, 1945, the 4th GIAD included 82 combat-ready Yak-3s.

It is difficult to pinpoint the exact reasons for the losses. It can be assumed that some of the machines were destroyed at the airfields in the first hours of the war, the other part of the machines had to be destroyed, since no one knew how to fly on them yet. Some were shot down in battle - one bullet in the radiator was enough for the Yak-1's engine to fail. An interesting story is described in the book by V.M. Shevchuk "The commander attacks first." Three fighter regiments were stationed at the airfield near Brest: the 33rd, 74th and 123rd IAP. Since Shevchuk does not name the regiment numbers, it can be assumed that the story took place in the 33rd IAP. N. Akulin, the commander of this unit, equipped with I-16 fighters, ordered shortly before the start of the war to disperse and camouflage the planes. The arriving authorities arranged for him to accelerate, demanding to put the planes in a row. As an example, the neighboring 123rd IAP, equipped with brand new Yaks-1, was indicated. Akulin, in order not to tempt fate, placed the planes "as needed" before each next inspection, but as soon as the superiors left the regiment's location, the pilots and mechanics rolled the planes back to cover. The neighbors laughed at Akulin's caution, but when the war broke out, the 123rd and 74th IAP lost their planes in a few morning hours.

The development of the new aircraft by the pilots presented a certain difficulty. The need for quick training of pilots and the transfer of units to the front made it difficult to master the new machine. Therefore, in the first weeks of the war, Yaki-1 rarely appeared in the sky. Nevertheless, the experience of the first weeks of the war showed that of the three types of fighters: Yak-1, LaGG-3 and MiG-3, the Yak is the best. This is not the place to list the disadvantages of LaGG and MiG. These were - especially the LaGG - unsuccessful machines. Only the Yak-1 was closest to the German Bf 109, although in almost all characteristics it was inferior to the Messer to one degree or another. However, in addition to the characteristics and experience of pilots in battle, various "zest" play an important role. For example, the Bf 109 had a direct fuel injection engine, which allowed it to make any maneuvers with any overload. At the same time, the M-105 carburetor engine, when making many evolutions, simply stalled. Messerschmitts - both E and F - felt confident in vertical maneuver, which also gave them an advantage. Many losses were attributed to the absence of a radio station on the aircraft. In the memoirs of Soviet pilots, the story is constantly traced that their combat friends died due to the fact that it was impossible to warn them on the radio. The armament of the Yak-1, the second salvo of which was 1,856 kg, was enough to fight unarmored aircraft, was clearly insufficient against the well-protected Fw 190. There is a story about how at the end of winter 1942 the pilots of the 205th IAD refused to fly on the Yak-1 , demanding to transfer them to the "Airacobra". Colonel Savitsky was forced to conduct a demonstration battle in which the Yak-1 defeated the P-39. After that, the pilots of the division "... no longer doubted that our fighter was better." The appearance of the Bf 109G, especially the modification armed with five cannons, forced the Soviet pilots to avoid collision courses, although the heavy Bf 109G was inferior to the Yak-1 in maneuverability and was a fairly easy target. In general, the Yaki-1 outnumbered the German aircraft in a circular maneuver, and the German fighters tried to avoid the circular maneuver. The horizontal circular maneuver was the only means for the Soviet pilot to get away from the enemy aircraft and sit on its tail. Any attempt at vertical maneuver usually ended in failure. Experienced pilots tried to get out of the front line Fw 190 fire and drag the enemy into the carousel. And here the pilot's experience played the main role. Almost all the best Soviet aces had pre-war training and had a long flight time.

Here is a description of several battles in which the Yaki-1 participated.

On June 23, 1941, the pilot of the 158th IAP, Lieutenant A.V. Chirkov noticed a pair of He 111 walking 300 meters above him. Coming from the direction of the sun, Chirkov shot down the lead plane. He did not have enough ammunition for the second bomber. The next day, another pilot of the same regiment, P.A. Pokryshev shot down a Ju 88.

On July 2, 1941, the pilot of the 11th IAP, Lieutenant S.S. Goshko rammed reconnaissance No 111. Among the German crew was a German colonel of the General Staff, with whom they found operational maps and other documents. July 25, 1941 Captain K.N. Titenkov from the 6th Air Defense IAK shot down one He 111 on a Yak-1. On the same day, Lieutenant B. Vasiliev rammed a Ju 88 near Moscow, and he made an emergency landing.

In January 1942, the 247th IAP, which fought in the Crimea, received the Yaki-1.

Losses among the Yak-1 were quite high. In March 1942, the commander of the 247th IAP, Hero of the Soviet Union, Major M.A. Fedoseev. On May 1, 1942, in a battle between two Yaks-1 and ten Bf 109s, both Yaks were shot down, including the vehicle of the future Hero of the Soviet Union V.M. Shevchuk.

The most famous air battle was the battle of seven Yak-1 from the 296th IAP with 25 German aircraft. The battle took place on March 9, 1942 in the Kharkov region. The Soviet group was commanded by Captain B.N. Eremin. Captain I. Zapryagaev, lieutenants A. Martynov, M. Sedov, V. Skotny, A. Solomatin and senior sergeant D. King flew with him. Southeast of Kharkov, at an altitude of 1,700 meters, they spotted seven Ju 87 and Ju 88, escorted by 12 Bf 109Es. Above there were six more Bf 109Fs. Soviet fighters attacked German bombers. Sedov and Skotny shot down one Ju 88 one at a time. The Germans began to lighten the planes, dropping bombs anywhere, meanwhile the Messers entered the battle. Eremin and Solomatin shot down one Bf 109E before the Bf 109F flew in. Three more Messers were shot down by Skotny, Martynov and the King. The Germans began to withdraw, and after 15 minutes the battle was over. For this battle, all the pilots received awards, and three of them: A. Solomatin, A. Martynov and B. Eremin - became Heroes of the Soviet Union.

In the period from 9 to 11 June 1942, the 45th IAP from the 5th VA appeared as part of the aviation of the Black Sea Fleet. The regiment consisted of three Yak-1 squadrons. For some time the regiment was the main strike force in the area.

June 11, 1942 I. Shmatko shot down a Ju 88, and his wingman N. Lavitsky chalked up a victory over Bf 109. Both German aircraft fell in the Balaklava area. In turn, the Germans managed to shoot down P. Berestnev's Yak-1, who escaped by jumping out with a parachute.

On June 12, 1942, the regiment made three sorties. In the second and third sorties, two flights covered the ground forces. In the first flight, Lieutenant V. Sharenko shot down a Ju 88, but was immediately attacked by a pair of Bf 109. A couple of K. Denisova rushed to help the lieutenant and the Messers escaped by going up the candle.

In the third sortie, the pilots of the 45th IAP shot down one He 111, one Ju 88 and one Bf 109, losing one Yak-1, the pilot of which, Lieutenant V. Sharenko, jumped out with a parachute. The next day, the regiment had to fight several battles with German fighters. This time the advantage turned out to be on the side of the Germans: two Bf 109s, shot down by lieutenants A. Filatov and I. Shmatko, had to be bought at the price of three Yak-1s of lieutenant I. Shmatko, sergeant Vazyan and lieutenant P. Ushakov, and Ushakov died. To act more effectively against the enemy, Soviet pilots developed new tactics. Having risen from the airfield, the fighters turned towards the Caucasus. Hiding out of sight, the planes turned around and, gaining altitude, attacked the enemy. Acting in this way, ten Yak-1, led by K. Denisov, shot down five German bombers and two fighters on June 16 without losses for themselves.

To the west of Moscow, the 201st IAD operated as part of the Western Front. One of the regiments of the division - the 236th IAP - was equipped with Yak-1. The regiment acted very skillfully, providing cover for the cavalry corps of General P.A. Belova. The corps was in the roadstead behind the front line. On June 14, 1942, four Yak-1s headed by Captain A.Yu. Shvarev. On the way to the target area, the fighters shot down one Hs 126. Soon, nine Ju 88s were found flying without cover. Shvarev and B. Bugarchev shot down one Junkers each. Then eight Bf 109s appeared in the air. The Soviet pilots took the fight and shot down two Messers. In the meantime, help arrived, called on the radio, and the victory remained with the Soviet pilots. Later, the division fought near Rzhev. On August 7, 1942, eight Yak-1s from the 32nd IAP, commanded by Major I.G. Kolbasovsky, intercepted 36 Ju 88s, which were accompanied by 10 Bf 109s. Soviet aircraft managed to break through to the German bombers and shoot down four of them (two were shot down by Kolbasovsky, one by captain NV Shavanda and one by lieutenant A. Bukhtorevich). Then German fighters entered the battle. Over the course of twenty minutes, having lost two Yak-1s, Soviet fighters shot down seven more planes. Both downed pilots jumped out with a parachute. On the same day, the 519th IAP distinguished itself, six Yak-1s from which intercepted 25 Ju 88s, accompanied by fighters. Soviet pilots shot down seven planes, including three - Captain I. Pamyatny. The captain himself died in this battle.

All these victories are confirmed by reports stored in the Russian military archives.

At the end of October 1942, the 210th IAD was removed from the Western Front, leaving only four regiments. The division headquarters and the 236th IAP were transferred to the Stalingrad area, where they were included in the 2nd SAK (mixed air corps). Now the division consisted of three regiments: the 13th IAP, the 437th IAP and the 236th IAP (the last regiment flew on the Yaka-1, the rest on the La-5).

On December 1, 1942, two Yak-1s from the 236th IAP took off for reconnaissance. The regiment commander, Lieutenant Colonel P.A. Antonets and senior lieutenant M.V. Udalov. Flying over one of the airfields, the pilots noticed two Messers taking off. It was an easy target. The Antonets quickly crossed the firing zone of the airfield air defense batteries and cut off the lead aircraft in the first turn. "Messer" rolled over and collapsed on the field. Another Bf 109 tried to go under cover of its anti-aircraft guns, but did it too slowly. Udalov overtook and cut off the enemy in a short burst. On December 15, ten Yak-1s from the same regiment covered a group of Il-2s, which stormed a German tank column in the South Klykov area. Soviet planes collided with 12 Bf 109. The fighters took the blow, leaving the attack aircraft to do their job in peace. In this unsuccessful attack, the Germans lost two Bf 109s.

According to official data from the Soviet side, three regiments of the 201st IAD lost 39 pilots in the period from November 20, 1942 to April 15, 1943. That is, in six months, each regiment lost on average hardly a dozen pilots, which, given the intensity of the battles, seems to be quite small.

Parts of the 16th Air Army began hostilities between the Don and Volga without completing their formation.

On August 9, two Yak-1 from the 563rd IAP, piloted by A.V. Oborin and V.A. Oreshin, started a fight with six "Messers". Soviet pilots shot down one Bf 109, Oborin rammed the third. Despite the damage, Oborin pulled his car to the airfield. On September 17, pilots of the 16th Air Force shot down 15 enemy aircraft, losing seven Yak-1s. The next day was marked by fierce fighting. Shooting down 26 German aircraft, the 16th VA lost 32 aircraft (it is not known how many of them were Yaki-1). When it was not possible to shoot down a German plane, the Soviet pilots went to the ram. So on September 14, 1942 I.M. Chubarev shot down Fw 189. His Yak-1 from the 237th IAP made an emergency landing.

On another day, five Yak-1s from the 283rd IAD could not cover six Il-2s from the 245th ShAP. The attack aircraft were intercepted by more than ten German fighters and all were shot down, however, four Ilam-2s managed to reach their side of the front line. On September 23, 1942, six Yak-1 from the 512th IAP, headed by captain I.P. Motor, attacked a large group of German aircraft in the area of ​​the Vertyachny farm. The engine shot down two fighters in battle. September 27 Yak-1 Lieutenant V.Yu. Pyatov of the 211st IAP cut off the tail of the Do 215 with a propeller and then landed at his airfield.

Equipped almost exclusively with Yak-1, both divisions suffered losses in September 1942, but also won many aerial victories. The 220th IAD shot down 93 enemy aircraft, losing 91 aircraft and 43 pilots. The 283rd IAD shot down 105 aircraft, losing 66 Yak-1 and 35 pilots (43% and 30% of the personnel, respectively).

Intense fighting continued in October. On October 20, 1942, six Yak-1s from the 520th IAP, led by Major D.I. Rodin, entered into another air battle. Six fighters covered ground troops in the Konnaya Balka area. While patrolling the space, the fighters intercepted three groups of 6-8 German bombers, accompanied by four Bf 109s. Four Yaks moved to the first group, which consisted of Ju 87s, and sent the Germans to flight. Soon the "pieces" and two "Messers" disappeared over the horizon. In the meantime, Soviet pilots attacked the Ju 88 group. However, to shoot down one bomber required joint efforts of the leader and the wingman: a pair of Major Rodin and Captain A.A. Efremov were able to shoot down one Ju 88.

Yaki-1 from the 16th Air Force operated very actively and with great success during the liquidation of the Stalingrad boiler. On January 12, 1943, the Yak-1 link from the 176th IAP, headed by senior lieutenant M.I. Makarevich, shot down three German planes near Bolshaya Rossoshka. Another link - from the 520th IAP - shot down one Ju 88 on January 17 near the Gumrak airfield. Two days later, four Yak-1s from the same regiment, led by Sergeant Major V.F. Vinogradov, two He 111 were shot down in the same area.

Operating on the Southwestern Front in the Kharkov region, the 434th IAP covered ground forces from the air. During one of the sorties, 17 Yak-1s engaged 19 Bf 109s. Soon another 9 Bf 109s arrived. The Soviet and German sides lost three aircraft each. The pilots Kotov, Baklan and Karnachinok recorded victories at their own expense. The regiment distinguished itself at Stalingrad, shooting down 35 German aircraft there over the course of three weeks in June-July 1942, while losing twenty aircraft and several pilots. Considering the fact that during this time the pilots flew 880 sorties, the level of losses turns out to be very low - only one aircraft per 44 sorties.

Yaki-1 were in service with the 102nd Air Defense IAD, which received the honorary name "Stalingrad", became the Guards (2nd GIAD) and was awarded the Order of the Red Banner. The first victory of the division was the downed reconnaissance Ju 88. On January 1, 1942, Sergeant Y. Lyamin from the 788th IAP rammed him on a Yak-1. Later, at Stalingrad, the division shot down five Ju-87s and four Bf 109s. These victories were won by ten Yak-1s from the 788th IAP, led by Major S. Udovenko. Pilots from the 629th IAP, which was part of the same division and also equipped with a Yak-1, also fought successful battles. For two last days September Lieutenant F. Fedorov shot down Bf 109 and MC 200, and Ju 88 he shot down together with another pilot. Second Lieutenant Kochetov, also from the 629th IAP, shot down Ju 87 and Bf 109. The division also suffered losses and by the end of November 1942, out of more than a hundred aircraft in the division, only thirty combat-ready vehicles remained.

On September 2, 1942, the Saratov plant was ordered to transfer the aircraft produced in two weeks to the 8th Air Army. As Major General of the Technical Service I.S. Levin was interested in the level of aviation equipment near Stalingrad, Stalin himself, who ordered that every aircraft built in the Volga region be used in this area.

During the battles at Stalingrad, the famous 9th GIAP switched to Yaki-1. I. Serzhantov was the first to fly the new aircraft on October 27, 1942. On March 13, 1942 Sergeantov shot down MS 200 in the Aksai area.

Experienced regiment pilots operated where it was harder. It was hard everywhere near Stalingrad. When Paulus' 6th Army was surrounded, the pilots were given the task of cutting off the air supply of the surrounded troops. The regiment was transferred to the Zeta airfield. The next day, November 21, 1942, the airfield was raided by German dive bombers. Several Yak-1s were damaged, but quickly returned to service.

Flying on the Yak-1, pilot A. Karasev shot down six German planes near Stalingrad and took part in 35 air battles. Among the victories he won was the Bf 109 shot down on December 17, 1942 and the Ju 88 on January 30, 1943.

Arkady Kovachevich shot down on December 14 Ju 87 and Bf 109, and five days later -Do 215. Ivan Korolev, who ended the war with 18 victories, was shot down twice at Stalingrad. Akhmet-Khan Sultan conducted 51 air battles in the Stalingrad region, shooting down six enemy aircraft. Another famous pilot of the 9th GIAP was the legless Georgy Kuzmin. The injury did not prevent Kuzmin from shooting down 20 German planes during the war and becoming the first ace of the regiment. On January 22, 1943, the five Yak-1s, led by Kuzmin, engaged in battle with 14 German aircraft and shot down six enemy vehicles. A few days earlier, on January 10, 1943, one of the best Soviet aces, regiment commander Lev Shestakov, who was leading the eight Yak-1 on a mission, was shot down and made an emergency landing.

The Soviet pilots won a great victory on February 2, 1943. Eight Yak-1, led by senior lieutenant A.V. Alelyukhin. Having struck up a battle with a group of ten Bf 109 and Bf PO, the Soviet pilots shot down two Bf 109 and one Bf 110. On the same day, in another battle, four Yak-1 Yu.P. Dranishchev was intercepted by 25 German bombers, accompanied by seven fighters. Junior lieutenants I.G. Borisov and I.Yu. The sergeants were shot down by one bomber.

Air cover for the 62nd Army was carried out by the 287th IAD. On October 24, 1942, four Yak-1s from the 293rd IAP intercepted six Ju 88s accompanied by two Bf 109s. In a swift attack, the Soviet pilots shot down one fighter and one bomber. On November 2, 1942, six fighters from the same regiment were flying towards the north of Stalingrad when they were attacked by eight Bf 109s. At the same time, 12 Ju 87s appeared in the air. The Yaki-1s evaded combat with fighters and attacked dive bombers. The attack was so successful that the Germans lost seven "units", as well as two "Messers". The losses of the Soviet side amounted to only one aircraft.

The 32nd GIAP, flying on the Yak-1, achieved great success at the beginning of 1943. On January 14, 16 Yak-1 was accompanied by Ily-2. During the departure, the group was attacked by 14 Bf 109 and the guards shot down two Messers. The next day, 18 fighters accompanied the Pe-2 group. Over Velikie Luki Soviet pilots attacked about twenty Bf 109 and Fw 190. Stalin's falcons shot down eight Germans, losing only one pilot - P.P. Neisysheva. "Pawns" suffered no losses. On February 18, the pilots of the 32nd GIAP shot down two German fighters, losing one plane, and on February 21 they chalked up three aerial victories. On March 6, two Heroes of the Soviet Union - I. Kholodov and A. Baklan - rammed one German fighter each. Kholodov had to jump with a parachute, and Baklan made an emergency landing. March 9 was a particularly fortunate day when, acting in conjunction with the 875th IAP flying on the Yak-7B, the guards shot down 21 German aircraft, including three Ju 88s, which were attempting to bomb the regimental airfield. On March 15, eight Yak-1s, in a battle with 14 German fighters, shot down four Fritz without losses on their side.

The exact losses of the 32nd GIAP are not known, but the 1st IAK (a total of 5 regiments, including the 32nd GIAP) in the period from December 4, 1942 to March 20, 1943, lost 95 aircraft and 60 pilots.

On October 23, 1942, at Stalingrad, six Yak-1s from the 293rd IAP of the 287th IAD covered ground forces. When the planes took off, the regiment's airfield was blocked by six Bf 109s. Soviet fighters broke through the Germans and attacked a group of bombers on their way to bomb the Stalingrad Tractor Plant. In the ensuing battle, the Soviet pilots managed to shoot down four Junkers and two Messers. On our side, Sergeant A.D. Boyarkin, whose Yak-1 exploded during landing approach.

On November 2, six aircraft of the regiment engaged in battle with eight Bf 109s over the northern regions of Stalingrad. At the same time, 12 Ju 87s appeared. Since the dive bombers were the main target (there was an order from the commander of the 8th Air Force, prescribing to shoot down German bombers at any cost, up to a ram), Soviet pilots attacked the "pieces" twice, first shooting down four, and then three more Ju 87 Then the battle began with the Bf 109, in which the Soviet pilots managed to shoot down two Messers at the cost of one Yak-1.

On December 16, 1942, during the battles in the Velikiye Luki area, eight Yak-1s from the 653rd IAP engaged 16 Ju 88s, accompanied by ten Bf 109s from JG 51. Soviet pilots shot down four German aircraft without losses.

On March 19, 1943, near Leningrad, five Yak-1s from the 14th GIAP, headed by Captain I.D. Odintsov, accompanied by Ily-2, who were going to bomb the enemy in the Ulyanovka area. The Soviet group was intercepted by 15 Bf 109 and Fw 190. Odintsov and Captain V.K. Mochalov. Senior Lieutenant A.V. was killed in the battle. Slipchenko.

On March 21, 1943, four Yak-1s from the 21st IAP, which was part of the Baltic Fleet aviation, headed by P.I. Pavlov, accompanied by six Pe-2. The task of the Soviet dive bombers was to bomb the railway track on the Antropshino-Pushkin section. The Germans sent eight Fw 190 and Bf 109 to intercept the Soviet detachment. A battle ensued, during which one Fw 190 was shot down, which then collapsed on Pushkino.

Yaki-1 actively operated over the Black Sea, in the area of ​​"Malaya Zemlya" and in the Kuban.

On April 29, 1943, in the area of ​​the villages of Krymskaya and Abinskaya, nine Yak-1s from the 812th IAP, led by Captain Lapshin, were on patrol. At an altitude of 3500 meters, they noticed 12 Ju 88s, accompanied by 12 Bf 109. Two pairs, led by Senior Lieutenant Kryvyakym, received the task of linking the fighters in battle, while the rest were to attack the bombers. The Germans noticed ours only when two "Messers" were already burning on the ground. The crews of the bombers lost their nerves and they scattered the formation. As a result, one bomber was shot down and the other was seriously damaged. Then the battle turned into fighter duels, during which the Luftwaffe lost two more Bf 109s. Our pilots returned to the airfield without any losses.

The battles over Myskhako on April 20, 1943 became the touchstone for the 812th IAP in the area. The main task the regiment that day was a cover for the landing troops. Such a task was received by the 2nd squadron of the regiment, numbering 14 Yak-1, commanded by A.Yu. Eremin. When two groups of Ju 87 appeared. A battle ensued, in which - as I.V. Fedorov - Soviet pilots shot down eight bombers and four fighters, losing seven Yak-1s and five pilots. Fedorov himself, who later became one of the best Soviet aces, shot down his first "Messer" in that battle. F.K. Svezhentsev, who chalked up two enemy aircraft to his combat account. On April 26, 1943, over the village of Krymskaya 13 Yak-1 from the 812th IAP, led by regiment commander A. Eremin, was intercepted by a German detachment, consisting of 12 Ju 88 and 5 Bf 109. The Germans hastened to drop bombs anywhere and retreat. Almost immediately I.V. Fedorov shot down Hs 126, but his plane was also damaged, which, however, did not prevent the pilot from reaching the airfield.

May 7, 1943 was a difficult day for the 236th IAP. The regiment's 20 aircraft made five sorties each, during which they had to fight a total of 122 German aircraft, of which 13 did not return to base. On May 27, six Yak-1s, led by Lieutenant U. Shinkaruk, thwarted two German bombing raids, shooting down three Ju 87s and two Bf 109s.

May 8 in the area railway station Abinskaya six Yak-1 from the 812th IAP of Captain Svezhentsev engaged in a battle with 12 Bf 109. Svezhentsev rammed one Bf 109, after which he jumped out of his damaged aircraft with a parachute, but died. On the same day V.I. Lugovoi from the same regiment. On May 10, 1943, five Yak-1s from the 812th IAP were tasked with unblocking the airfield in Abinsk. The airfield was under continuous attack by the Luftwaffe and not a single plane could take off from there. On the way to the target, the Soviet pilots encountered eight Messers. A pair of Bf 109s entered the battle, while the rest of the Germans were held in reserve. The approaching planes were noticed by I. Fedorov, who skillfully took advantage of the horizontal maneuver, sat on the tail of the wingman and cut it off with an accurate burst of all the barrels. However, it was too early to celebrate the victory. The six "reserve" ones pulled themselves up, and the battle flared up with renewed vigor. One of the "messers" managed to flash the right wing of the Yak-1. It seemed that this time Fedorov flew off. But then one of the German pilots for some reason went into a frontal attack on the doomed Yak. Fedorov skillfully put his fighter on the wing and rammed the German. He was thrown out of the cockpit by a blow, a parachute saved Fedorov's life.

Intensive flights in conditions of the numerical superiority of the enemy led to the fact that two weeks later only five combat-ready pilots remained in the regiment. In total, from April 19 to June 29, 1943, the regiment made 462 sorties, shooting down 56 Bf 109, 15 Ju 87, 5 Fw 189 and two Fw 190. The regiment's losses were 25 Yak-1 and 18 pilots.

The Battle of the Kursk Bulge was marked by fierce air battles and new victories by Soviet pilots.

On July 7, 1943, 10 Yak-1s from the 774th IAP were escorted by seven bombers and the 221st BAD in the Podolyan region. Over the target, Soviet aircraft were attacked by a dozen German Bf 109 and Fw 190. In an air battle that flared up, a pair of I.I. Romanenko shot down four planes - three were shot down by the leader, and one by the wingman, Sergeant P.I. Pshenov.

On July 8, 1943, the 247th IAP flew in full force to escort the Il-2. Approaching the target, the fighters spotted a group of 20 Junkers with escort fighters. A battle ensued, in which Soviet pilots shot down 12 German aircraft: six fighters and attack aircraft. The Germans shot down four Yaks, two pilots were killed: Captain N. Smagin and Senior Lieutenant V. Fedorov.

July 9, 1943 was a good day for the 270th IAP, which fought in the Belgorod direction. 14 Yak-1, led by Major V.A. Merkushev, accompanied by Ily-2. In the target area, the group was attacked by several groups of Bf 109 and Fw 190 - a total of 15 vehicles. Six fighters remained to cover the attack aircraft, the rest entered the battle. Four German planes were shot down; there were no losses on the Soviet side.

On July 11, nine Yak-16s from the 294th IAD were on combat patrol. The group was led by Captain Chuvilev. In the Prokhorovka area, Chuvilev intercepted two groups of 30 Ju 88s each, accompanied by 25-30 Bf 109 and Fw 190. While the German fighters were hunting individual Yaks, the main forces of the group attacked the bombers.

The Germans lost seven Junkers and two fighters.

On July 16, 1943, 12 Yak-1 from the 247th IAP under the command of Captain I.F. Bazanov was accompanied by 26 Il-2s. During the flight, the pilots found a detachment of 16 Ju 87s, accompanied by 12 Bf 109. In the ensuing battle, Soviet fighters shot down nine Ju 87 and two Bf 109.

On August 4, 1943, already during the Soviet counteroffensive, eight Yak-1s from the 65th GIAP were accompanied by attack aircraft. The group was intercepted by 14 Fw 190. One flight entered the battle, and the rest of the fighters continued to accompany the Ily-2. The guards fulfilled their task - they covered the attack aircraft - but it cost them three downed Yaks, including one plane piloted by a woman - Klavdia Budanova.

On August 7, 1943, six Yak-1s from the 265th IAP, led by N. Shutt, accompanied the nine Il-2s, commanded by Hero of the Soviet Union, Major M.I. Stepanov. One of the Yaks returned to the airfield due to the plane's landing gear not retracted. On the way back, Schutt noticed and shot down a single Bf 109. The Messer fell near the village of Staritsa. This was the 10th victory of Shutt, a rather colorful pilot who loved, for example, to fly on missions in a civilian polo shirt.

During the fighting in the southern sector of the front, the pilot of the 31st GIAP Nikolai Glazov rammed his Yak-1 "frame" Fw 189, he himself died. Soviet soldiers hated "frames", so Soviet fighters specifically hunted them. However, the "frames" were distinguished by their great survivability, so sometimes they had to ram.

On August 15, eight Yak-1s from the 236th IAP intercepted a group of German aircraft, consisting of 60 bombers and 20 escort fighters. The battle took place over Akhtyrka. The yaks were commanded by junior lieutenant V.P. Tikhonov. First, the Soviet pilots shot down two Messers and four Junkers. The Germans turned back, the fighters organized a pursuit and shot down three more planes. Of the nine victories, three were on Tikhonov's account.

However, the opponents of the Soviet pilots were not only the Germans. In August 1943, a Hungarian aviation unit was in the area of ​​operation of the 16th VA. On August 8, 1943, Lieutenant Debrodi and his wingman Houtzinger announced one aerial victory each. On September 8, 1943, fighters from the Hungarian 5th Fighter Group began to operate in the area of ​​New Vologda. Lieutenant Kogalmi and his wingman Lieutenant Molnar intercepted a group of Il-2, accompanied by Yak-1. Instead of attacking stormtroopers, the Hungarians fought with the Yaks. Kogalmi managed to damage one Soviet fighter. Meanwhile, attack aircraft formed a defensive circle, and the Hungarians managed to shoot down only one Il-2. Kogalmi's car was also seriously damaged, and he had to return to the airfield. Wing Molnar claimed one aerial victory.

During the crossing of the Dnieper, on October 8, 1943, another battle broke out in the air. Eight Il-2 from the 820th ShAP, accompanied by four Yak-1 from the 270th IAP (group commander Senior Lieutenant V.G.Savitsky) flew out to bomb the German column in the Akimovka area. Over the Dnieper, Soviet pilots noticed several groups of Ju 87, accompanied by eight Bf 109. Taking advantage of the advantage in height, attack aircraft shot down eight "pieces". The Yaks organized cover by shooting down two fighters.

On June 24, 1944, Soviet pilots held a demonstration battle. On the Soviet side, there were three Yak-9s from the 812th IAP and, the fourth, the commander of the 3rd IAK, General Savitsky on the Yak-1. The general, who had at his disposal various aircraft, up to the Bf 109, chose the light and maneuverable Yak-1. In the battle, Savitsky shot down one Fw 190 fighter-bomber, another Fokker was credited to I.F. Fedorov.

Of course, war is not only victories, but also losses. In the southern section of the zone of the 812th IAP, a pair of Bf 109s unexpectedly attacked the plane of junior lieutenant Yu.V. Davidov. Yak-1 with number 39132 was shot down, and Davydov himself was killed. A pair of Lieutenant Shishkin, who hastened to Davydov's aid, was attacked by another link of "Messers", who shot down the Yak-1 (34146) of Shishkin's wingman - A.V. Razumovich, who also died.

On September 15, 1944, over the Baltic States, eight Yak-3s from the 66th GIAP, accompanying the Ily-2, engaged in battle with 18 Fw 190s. Our fighters shot down two Fokkers. On October 10, the regimental navigator I.K. Golovatyuk.

In August 1944, the glorious 18th GIAP, one of the best Soviet fighter regiments, moved to the Yak-3. The regiment's pilots shot down 427 enemy aircraft, losing 49 pilots. The first battles on new technology occurred during the offensive of the 1st Baltic Front on October 9, 1944. Slave V.N. Barsukov, the eight Yak-3 covered the ground forces. During the patrol, the Yaki intercepted a group of 16 Fw 190 fighter-bombers, accompanied by four Bf 109s. Soviet fighters came in from above and opened fire on German vehicles, prompting them to drop bombs. At the same time, N. Gerasimenko managed to shoot down one Fokker. Two more Focke-Wulfs were shot down during the pursuit. The victories were chalked up by Gerasimenko and P. Kalineev.

The next day, the pilots of the 18th GIAP reported 10 air victories. In the morning, six Yak-3s from the first squadron took off on combat patrols. The group was commanded by A. Zakharov. And this time the opponents were 16 Fw 190 fighter-bombers. Attacking the enemy, the Soviet pilots forced the Germans to drop bombs in an open field, and then shot down three cars. A. Kalyuzhny and M. Abramishvili were shot down one by one, Zakharov chalked up the third car.

In the second half of the day, the battle was struck by the second six Yak-3, and their opponents were eight Fw 190, which, after the first attack, formed a defensive circle. Soviet pilots shot down three aircraft using vertical maneuver. The victories were recorded by M. Barakhtaev, D. Tarasov and V. Seregin. Four more Focke-Wulfs were shot down in the evening of the same day. These were also fighter-bombers.

The battle between Yaks-3 and ... American planes is famous. On November 7, 1944, a group of 36 P-38 Lightning fighters appeared in the area of ​​the city of Nis in Yugoslavia. The advance detachment of the Americans, consisting of 12 vehicles, attacked a detachment of the infantry corps of Lieutenant General G.P. Kotova. During the raid, Kotov died, and a flight from 659 IAP from the 288th IAD flew to intercept the Americans. Captain A.I. Koldunova. Koldunov did not want to fight with the allies, but the allies mistook the Yaki-3 for the Germans and flew to intercept. The Soviet pilots shot down four Lightnings, one of which fell near the regimental airfield. Only after that it was possible to establish interaction. American aircraft belonged to the 82nd Fighter Group (95, 96, 97), headed by Colonel K.T. Edvinson. An operational report to the 15th VF said that, by mistake, American fighters attacked a Soviet column. Soviet pilots shot down two Americans. The Americans, in turn, reported two victories. The Americans also confirm that the fearless Soviet pilot flew into the thick of the battle in order to end the senseless bloodshed. The story of one of the participants in the events - Lee K. Carr - is markedly different. The three Lightning divisions flew too far into an area already under Soviet control. According to Carr, the Americans shot down almost seven fighters. It is curious that the reports of both sides end with the same phrase: "If the battle had not been interrupted, the enemy would have suffered staggering losses."

At the end of 1944, before the start of the Vistula-Oder operation, an emergency occurred. In December, the services of the 3rd IAK, headed by General Yu. Savitsky, reported that plywood was beginning to retreat on the wings of the Yak-3. The corps commander reported this to the army commander. The report was passed on, specialists from the Yaki factory arrived. After examining the damage, they came to the conclusion that the plywood should be glued. A repair team was called in. The team could only repair two aircraft per day. To Savitsky's request to send another brigade, it was answered: "You are not alone here, there are no free brigades." This meant that the 3rd IAK was not the only unit experiencing this problem. To get out of the situation, from the mechanics and technicians of the 3rd corps, temporary teams were formed, which, after instructions, were able to repair 20 aircraft a day. According to the new, the skin was glued with high quality and all the repaired cars were allowed to fly.

1-and GIAC fought with the German troops cut off in Courland for six months. The corps regiments flew on the Yak-3, Yak-9, La-5 and La-7. The opponents of the Soviet pilots were German pilots from II / SG 1, III / SG 1, I / SG 3, II / SG 3 and three groups of SG 77. On January 10, 1945, the Nazis had 288 combat-ready Fw 190s in Courland. February 21, 1945 eight years Yak-3 from the 66th GIAP, led by Major I.V. Krivushin, started a battle with 10 Fw 190s and shot down three of them. Nearby operated the 18th GIAP, six Yak-3 of which, led by M. Barakhtaev, flew on February 9, 1945 to cover the ground forces in the Braunsberg area. Soon, Soviet pilots noticed three groups of Fw 190s flying towards the front, numbering from 8 to 10 vehicles. The bomb-laden Focke-Wulfs were taken by surprise. Having attacked the first group of Barakhtaev, D. Tarasov and I. Grachev shot down the plane. Then the pilots attacked the second group, then Barakhtaev and F. Malashin distinguished themselves. Two more Fw 190s were damaged. Two days later, eight Yak-3s, which were headed by N.G. Pinchuk, received an order to blockade the Heiligenbeil airfield. The Yaks managed to intercept a detachment of 40 Fw 190 fighter-bombers. V. Mashkin shot down two planes, and Pinchuk, A. Zakharov, N. Agalakov and N. Kornienko - one each.

Fighting Fw 190 fighter-bombers was one of the main tasks of Soviet fighters, regardless of the front sector. On February 4, 1945, eight Yak-3s from the 866th IAP, headed by the Hero of the Soviet Union, Captain A.I. Koldunov, flew out on patrol. Soviet aircraft flew at an altitude of 2000. During the flight, they found 12 Fw 190s carrying bombs. Sorcerers and his wingman shot down one Focke-Wulf. The rest of the planes abandoned their attempts to break through, dropped their bombs and went into their territory.

On April 8, 1945, six Yak-3s from the 18th GIAP, led by M. Barakhtaev, were ordered to accompany the Pe-2. They were attacked by eight Fw 190s from JG 54. Soviet pilots shot down five of the eight Fokkers. First, the victories were won by Barakhtaev, I. Zyuz and F. Simonenko. Five German planes tried to get away. But then the link of V. Barsukov entered the battle. Barsukov shot down the fourth Focke-Wulf, which fell to pieces in the air. The fifth and last plane in this battle was shot down by Yu. Borisov.

On April 27, 1945, the commander of the 3rd IAK - probably the only combat general - E. Savitsky flew over Berlin. Despite the smoke, Savitsky made out a courier plane taking off from the Tiergarten alley. The general knocked him down without difficulty. Two or three more courier planes were stationed in the Reichstag area, but they were later destroyed. It is possible that the victim that day was one of six Fi 156s dispatched that day.

On March 22, 1945, over Berlin, a group of Yak-3 from the 812th IAP, marching at an altitude of 2500 meters, was attacked by jet Me 262s. The Messerschmitts attacked at 18:40, but their attack was unsuccessful. When the jet Messers left the attack, one of them hit the sight of Lev Sivko, who shot down one Me 262. Less than a month later, Sivko died in battle.

At the end of the war, the 115th GIAP performed an unusual mission. On April 29, 1945, an order came to the regiment: “Prepare the regiment for parade formation flight on May 1, 1945 over Berlin. The planes must drop flags with the inscription "Victory" on the Reichstag at 12:00. "

The six-meter flag was made under the Yak-3 flaps of K. Novoselov. 24 Yak-1 passed over the stands, A. Kose commanded the vehicles. True, among the civilians, few people enjoyed the spectacle - everyone was sitting in the basements.

Yaks in Allied Aviation

The most famous unit on the Eastern Front was the French Normandie-Niemen fighter regiment. French pilots from December 1 to 18, 1942 trained on U-2 and UT-2 aircraft. On January 25, 1943, they received the Yaki-7V. The squadron received the first combat vehicles on January 19 - these were six Yak-1s. Eight more vehicles arrived over the next eight months. For a long time, the French practiced combat maneuvers, conducting constant training battles.

On March 22, 1943, the squadron went to the front, to the airfield in the Kaluga region. Here a pair of Yak-1s, piloted by Duran and Presiosi, were attacked by a group of Fw 190s. The first victory in the history of the regiment was won by Presiosi, who shot down the Fokker on the first call. On the next approach, the Duran plane was shot down. Both downed German planes crashed into the ground. One of the following sorties, which took place on April 13, ended tragically. On a mission in the area

Spass-Demyansk took off three pairs under the command of Major Tyulasn. There the French were attacked by eight Fw 190. The Germans lost three cars, but the French also suffered losses: Derville, Poznansky and Bizier were killed. Soon the squadron became part of the 303rd IAD. There the squadron (later the regiment) fought until the end of the war. In the last days of April, the squadron received four more Yak-1s, however, already at the beginning of June, an order was received to transfer to Yaki-9. But this did not mean that the French refused to fly on "ones". The 14 remaining Yak-1s were used until the end of 1943 to train new pilots.

The period of the most notorious victories fell to the lot of the Normandie-Niemen regiment when the French flew the Yak-3. These aircraft were airlifted by the pilots of the 303rd IAD at the end of July 1944. On September 10, 1944, the regiment (the squadron was deployed to the regiment on July 21, 1944) had two Yak-9 and 19 Yak-3. In October, the regiment reached its climax. On October 16, the regiment's pilots made about a hundred sorties, shooting down 29 enemy aircraft confidently and two, possibly without losses on their side. The next day, in 109 sorties, the French shot down 12 planes for sure and 4 plausibly. But on that day, the regiment lost two Yak-3s, the pilot Emone was killed. The next day brought further successes: on October 18, seven Fw 190 and five Hs 129 were shot down. On October 20, 71 sorties took place, the French shot down 11 aircraft. In total, over the course of four days of fighting, the French pilots chalked up 64 German aircraft, losing only one pilot. The days that followed were no worse: on October 23, 1944, 13 Fw 190 and one Bf 109 were shot down. On October 27, 1944, the Nazis shot down one Yak-3, piloted by Kyuffo, the pilot jumped out with a parachute. In total, on this day and the day before, 6 aircraft were shot down, and in total, the regiment shot down about a hundred German aircraft. After the end of the war, by order of Stalin, 40 Yak-3s were seized from the warehouses of the 18th GIAP, all of which were donated to the French. On June 15, 1945, a Yaki with a tricolor hub fairing took off from the Elblag airfield. Five days later, on June 20, at 18:40, thirty-seven Yak-3s landed at the airfield in Le Bourget. The aircraft remained in service with the French Air Force until April 1947.

Another state that widely used cold was Poland. The first Yaki-1s received the 1st Polish IAP in July 1943.

The first three Yak-16s arrived in early September 1943. By the end of the war, the regiment had 16 Yak-1 vehicles. The training of new pilots continued until January 15, 1945. As of April 1, 1944, the regiment had 45 Yak-1. 7 Yakami-7V, eight UT-2, one Po-2 and one I-16. The regiment's official staff included 40 combat fighters and two courier aircraft. The first squadron of the regiment was apparently educational part, therefore, the regiment had so many training aircraft. Yaki-1 actively entered the regiment. On February 27, 1944, the regiment received 10 vehicles, on March 29 - 19 regular ones. Polish aircraft had the numbers listed in the book by A. Morgla "Polish Army Aviation, 1940-1944". The book does not contain a photograph of aircraft no. 48, bought with Wolf Messing's money. There are no photos of Messing either. The first regiment was not the only unit equipped with "ones". When the formation of the next regiments began in September-October 1944, they were equipped with Yakami-1. So, in the 9th regiment, formed on the basis of the Soviet 258th IAP, there were 13 Yak-1s. In the 10th Polish regiment, created on the basis of the 246th IAP, the Yak-1 was 25. Soon the Yaki-1 was withdrawn from the regiments, replacing them with the Yaki-9 and individual copies of the Yak-3. The next unit equipped with the Yak-1 was the 15th separate reserve aviation regiment. The 15th regiment on December 31, 1944 and April 1, 1945 had one Yak-1. For a short time, the number of fighters increased to six, and by the end of September 1945, there were no “units” left in combat units.

The main consumer of the Yak-1 was the Polish 1st PLM. The last two Yak-1 b were removed from combat duty in the Polish aviation on February 14, 1946. These were cars 45-189 and 43-179.

The performance of the 1st PLM was not very high. The Poles were unable to shoot down a single enemy aircraft, having lost five aircraft from the fire of German air defense artillery.

The Yak-3, which was also in service with the Polish aviation, was few in number. The number of aircraft of this type in any regiment did not exceed 20 aircraft. Usually the regiment had five such aircraft, which were flown by the commanders of the regiments and squadrons. Two pilots were killed on these aircraft: on April 27, 1945, S. Grudzelishvili from the 11th PLM was shot down (other sources claim that Grudzelishvili flew on a Yak-9). Three days later, Tsarev of the 10th PLM was killed. As of May 1, 1945, the 1st, 9th, 10th and 11th PLMs had one, four, four and four Yak-3s. The last six vehicles arrived at the regiment on September 4, 1946.