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| - The Yakovlev Yak-15, NATO reporting name: Feather, USAF/DOD designation Type 2) was a first-generation Soviet turbojet fighter developed by the Yakovlev design bureau (OKB) immediately after World War II. It used a reverse-engineered German Junkers Jumo 004 engine. Along with the Swedish Saab 21R, it was one of only two jets to be successfully converted from a piston-powered aircraft and enter production. 280 aircraft were built in 1947. Although nominally a fighter, it was mainly used to qualify piston-engine-experienced pilots to fly jets.
- Flown for the first time on Z4 April 1946, just three hours after the Mikoyan-Gurevich OKB‘s I-300 (MiG-9), the Yak-15 was to achieve the distinction of being one of only two service jet fighters in aviation’s annals to have been derived from a piston-engined service fighter (the other being the Swedish Saab 21R). Primarily the responsibility of Yevgenii Adler and Leon Shekhter, development of the Yak-15 began in May 1945, the all-metal second-generation Yak-3 airframe being used as a basis and enabling the first of three prototypes to be completed in the following October. Taxying trials and short “hops” were performed, but flight testing was delayed while the possibility of the jet efflux attaching to the fuselage at high incidences was explored in the TsAGIT-101 full-scale wind tunnel.
- The Yak-15 was developed by Alexander Yakovlev, he based his aircraft on the Yak-3, only the nose of the aircraft was modified because of the new engine. On 24th April 1946, the first flight of the prototype took place, with the aircraft being flown by M. I. Ivanov and powered by a Jumo 004 engine. In October 5, of the same year, 12 additional aircraft were built for flight testing and were equipped with the new RD-10 engine. In May 1947 testing was completed and production could begin. 280 Yak-15 were built in this year.
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| abstract
| - The Yak-15 was developed by Alexander Yakovlev, he based his aircraft on the Yak-3, only the nose of the aircraft was modified because of the new engine. On 24th April 1946, the first flight of the prototype took place, with the aircraft being flown by M. I. Ivanov and powered by a Jumo 004 engine. In October 5, of the same year, 12 additional aircraft were built for flight testing and were equipped with the new RD-10 engine. In May 1947 testing was completed and production could begin. 280 Yak-15 were built in this year. The main role of the Yak-15 was to let the pilots learn how to fly a jet powered aircraft, while they were used to fly propeller planes. To demonstrate the performance of the Yak-15, a group of pilots performed in 1948 incredible manoeuvres at an air parade. Sometime later this aircraft was equipped with a tricycle undercarriage for testing. This aircraft was called Yak-21. A as Yak-154 or Yak-15U designated prototype, was later named Yak-17. The Yak-15s fuselage was made of a metal construction, and was covered with sheet metal on the nose, on the tail it was fabric covered. The wings were mainly made wooden made. The two main wheels could be retracted into wings. The small wheel on the tail was made of steel to protect it against the hot engine exhaust plumes, and was also retractable.
- Flown for the first time on Z4 April 1946, just three hours after the Mikoyan-Gurevich OKB‘s I-300 (MiG-9), the Yak-15 was to achieve the distinction of being one of only two service jet fighters in aviation’s annals to have been derived from a piston-engined service fighter (the other being the Swedish Saab 21R). Primarily the responsibility of Yevgenii Adler and Leon Shekhter, development of the Yak-15 began in May 1945, the all-metal second-generation Yak-3 airframe being used as a basis and enabling the first of three prototypes to be completed in the following October. Taxying trials and short “hops” were performed, but flight testing was delayed while the possibility of the jet efflux attaching to the fuselage at high incidences was explored in the TsAGIT-101 full-scale wind tunnel. The Yak-15 retained most of the wing, rear fuselage, tail and undercarriage of the Yak-3, a new fuselage nose housing a Junkers Jumo 004B turbojet being introduced, and the main-spar being arched over the jetpipe. The Yak-15 was demonstrated over Tushino during Aviation Day on 18 August 1946, and two days later, on 20 August, the NKAP (People‘ s Commissariat for the Aircraft Industry) issued a directive that 12 additional aircraft be built to participate in the October Revolution Parade to be held on the following 7 November, 80 days later. Produced by hand, the first of these flew on 5 October and the last in time to participate in the Parade, which, in the event, was cancelled because of inclement weather. State Acceptance testing was completed in May 1947, and, despite being structurally limited to Mach=0.68 below 10,500 ft (3,200 m), the Yak-15 was ordered into production at GAZ 153 as an interim type. One of the pre-series Yak-15s had meanwhile been adapted as a tandem two-seat conversion trainer under the designation Yak-21. The series Yak-15 carried an armament of two 23-mm NS-23 cannon and was powered by a Jumo 004B turbojet which had been adapted by I F Koliesov of the Lyulka bureau for manufacture at Kazan as the RD-10 with a rating of 1,967 lb st (892 kgp). Production gave place late in 1947 to the Yak-17 after completion of 280 Yak-15s.
- The Yakovlev Yak-15, NATO reporting name: Feather, USAF/DOD designation Type 2) was a first-generation Soviet turbojet fighter developed by the Yakovlev design bureau (OKB) immediately after World War II. It used a reverse-engineered German Junkers Jumo 004 engine. Along with the Swedish Saab 21R, it was one of only two jets to be successfully converted from a piston-powered aircraft and enter production. 280 aircraft were built in 1947. Although nominally a fighter, it was mainly used to qualify piston-engine-experienced pilots to fly jets.
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