USSR (1939)
Ground attack bomber – 100 Built

During his career, Alexander Sergeyevich Yakovlev designed a number of successful aircraft, his most famous being his single engine fighters. But his first proper military aircraft project, the Yak-2, would be so poorly designed that it was practically useless. Nevertheless, thanks to Yakovlev’s good standing with Stalin, this aircraft would be put into production, albeit in small numbers, and would see limited action during World War Two.

The No-22 and BB-22 projects

While being involved in civil aviation, Yakovlev wished to pursue military contracts., Yakovlev actually wanted to gain a proper military contract. He estimated that the best way to do this was to impress Stalin himself. To do so, he set on designing the fastest plane in the Soviet Union. Having no previous experience in designing military aircraft, this was no easy task. Nevertheless, he soon began working on a two-engined mixed construction aircraft named simply the No.22 (but also known as the Ya-22). When the prototype was complete and flight tested it reached a maximum speed of 567 km/h (352 mph). This design would first be presented to the Soviet Spanish Civil War hero Yakov Smushkeviche, who was also the Chief of the Soviet Air Force. Yakov was highly impressed with this aircraft and informed Stalin about its performance. Stalin agreed and gave a green light for its future development.

In May of 1939, for further testing and evaluation, this prototype would be given to the Nauchno Issledovatelysii Institut (NII VVS). There, the aircraft was evaluated by a commission consisting of Chief engineer Holopov, test pilot Shevarev, and navigator Tretyakov. They managed to reach a maximum speed of 567 km/h (352 mph) without any problems. The commission also suggested that, with an improved cooling system and with new propellers, the maximum speed could be increased up to 600 km/h (372 mph).

When Yakovlev began working on the No.22, he did not seriously consider in which role it should be used. Military officials would decide the aircraft would be used as a light bomber, a use that both Yakovlev and Stalin would agree with. The plane would be renamed BB-22  (Blizhnii Bombardirovshchik, short range bomber) to fit its new role.

 

While at first glance the BB-22 showed to be capable of racing at high speeds, its use in military aviation would prove to be highly problematic. The core of this problem lay in the fact that this aircraft was designed with the main purpose of reaching the highest possible speed, with little thought for military adaptation. Very shortly, the BB-22 began showing the first signs of being an inadequate design. While being tested, it was noted that the engine was prone to overheating. During one test flight, the pilot attempted to reach 7,000 m (23,000 ft) which the designers claimed that it could reach in 8 minutes. In reality, the pilot needed more than half an hour due to constant engine overheating problems. Other issues were also noted, like the inadequate fuel system and wheel brakes.

In the meantime, Air Force officials were discussing the BB-22’s performance and if it should have been put into production. Nearly two months earlier, Yakovlev had already made first steps for the BB-22’s production without their knowledge, despite no official order being given. While military officials were still discussing the BB-22, he had already given copies of the design to GAZ’s Plant No.1. In June 1939, the Council of Soviet People’s Commissars officially gave orders to put the BB-22 into production. The first production aircraft was completed by the end of 1939, and thanks to the political machinations of its designer, made its first flight in February 1940. Production of the aircraft was subsequently delayed. By the end of 1939, of the planned 50, only one was built. Despite these problems, the Soviet Defence Committee issued orders for 580 new aircraft to be built.

 

Work on the Yak-2

Despite the best attempts of Soviet Air Force officials to cancel the BB-22 project, they were hindered by two facts. First was the fact that Stalin personally showed significant interest in its development. Secondly, Yakovlev was appointed as the Deputy People’s Commissar for aircraft production. As a result, the aircraft’s production could not be interrupted. In November 1940, the name of the aircraft was changed to Yak-2, as it was common practice in the Soviet Union to name the aircraft after their designers

By March 1940, after numerous tests and attempts to improve this aircraft, it simply proved to be unusable due to many mechanical flaws. These included the engine overheating, poor flight stability, problems with hydraulics, insufficient quality of bolts that held the wings etc. In total, over 180 faults were reported. The situation was so bad that the Directorate of the Soviet Army Land-based Aviation actually demanded the cancellation of any further work on the Yak-2. On the other side, GAZ No.1 plant officials (who were responsible for the production of this aircraft), along with their test pilots who had flown on this plane, urged its production in order to stay in Yakovlev’s graces. There were plans to produce the first series of 21 aircraft that would be ready by May 1940. After numerous complaints about the Yak-2’s performance, Stalin ordered that the whole situation be investigated. To avoid any kind of guilt, Yakovlev simply blamed the GAZ No.1 production plant for the Yak-2’s poor quality. Ultimately, only 100 Yak-2s would be built and given to the Air Force for operational use.

 

Technical characteristics

The Yak-2 was designed as a twin-engined, mixed-construction low-wing light bomber. The frontal part of the fuselage was made of duralumin. The central part of the fuselage, which was integrated into the wings, was made of wood. The rear part of the fuselage consisted of a welded steel tube frame that was covered with fabric. This rear part could be, if needed (for repairs for example), be separated from the remainder of the aircraft.

The Yak-2 was powered by two Klimov M-103 960 hp liquid cooled engines. The two engines were placed in wing nacelles, on each side of the central fuselage.

The Yak-2 had standard retractable landing gear units, which consisted of two larger frontal wheels and one smaller to the rear. All three retracted to the rear, with the frontal two retracting into the engine nacelles. While, initially, the aircraft had only one large frontal landing wheel on each side, the majority would be built with twin-wheels on each side.

Unusually, the wings were built using only a single large piece. This greatly limited the possibility of transporting this plane by rail. The wings were built using two metal spar structures which were covered with plywood skin. At the rear of the fuselage, the twin-finned tail was positioned.

While it was based on the BB-22, unlike it, the Yak-2 received a modified canopy with both crew members being placed in it. The pilot was placed in front, while the navigator/rear gunner was placed behind him. This arrangement provided easier crew communication.

The armament of this aircraft consisted of two rear positioned 7.62 mm (0.3 in) machine guns. These were placed in a small cupola that could be raised higher up to provide better covering fire. There was a provision for an internal bombing bay that could hold 400 kg (880 lbs) of bombs. In addition, the aircraft could carry up to 100 kg (210 lbs) bombs in external bomb racks

In combat

Despite its obvious mechanical unreliability, the Yak-2 would be allocated for operational service. The first group of 25 aircraft were initially allocated to the Kharkov Military District. Due to many mechanical problems, they could not be used for flying. Even at this time, there were still attempts to somehow improve the Yak-2’s overall performance, with minimal results. When the aircraft was fully equipped with military equipment, such as radio, weapons, and full fuel load, the flight performance dropped dramatically. For example, the maximum speed was reduced to 399 km/h (247 mph). In addition, the Yak-2 struggled to reach heights of 8,100 m (26,500 ft), which were some 2,800 m (8.800 ft) lower than those reached during prototype testing.

When the war with the Germans broke out, some 75 Yak-2s were allocated to the 136th Bomber Regiment located in Kiev and the 316th Reconnaissance Regiment in the western district. Their use was quite limited, as most were destroyed on the ground by the German Air Force. At least one was shot down by friendly aircraft fighters.

 

Proposed versions

Despite its generally poor performance of the Yak-2, there were some attempts to reuse this aircraft for other purposes. These included the BPB-22 short-range bomber, R-12 reconnaissance, I-29 escort fighter, Yak-2KABB ground attack aircraft, and a trainer version.

The BPB-22

The GAZ. No.81 production plant, on its own initiative, tried to develop a short-range dive bomber based on the BB-22. For this proposal, they equipped one aircraft with the newly developed M-105 engines and added dive brakes. The first flight test made in October 1940 was disappointing and the project was canceled.

R-12 reconnaissance

Based on elements from No-22 and the Yak-2, a reconnaissance aircraft named R-12 was to be developed. This aircraft was to be powered by 960 hp M-103 engines. In the end, nothing came of this project.

Yak-2KABB

This was a ground attack prototype equipped with bombs, two 20 mm (0.78 in) cannons, and two machine guns placed under the fuselage. It also received a new modified cockpit design. The aircraft was tested in a series of evaluation flights and was generally considered to be a good design. The outbreak of the war stopped any further work on this aircraft.

I-29

The I-29 was a heavy escort fighter that was to be armed with two 20 mm (0.78 in) cannons. While work on this aircraft continued up to 1942, it would ultimately be canceled.

A trainer version

One Yak-2 was built as a dual-control trainer aircraft. While it was tested in March 1941, nothing came from this project. It is not known if this version ever received any official designation.

Production

Being an unsuccessful design, the actual production run was limited. The Yak-2 was produced by the GAZ No.1 production plant, which built around 25 aircraft. The Moscow Aircraft factory No.81 produced some 75 Yak-2s which were slightly improved in quality but, otherwise, were the same. By the time production ended, only around 100 aircraft were built.

• No-22/BB-22 Prototype – The first prototype built during the summer of 1939, which served as a base for the Yak-2
• Yak-2 – Main production version
• Yak-2KABB – A ground attack prototype
• BPB-22 – Short-range bomber, one prototype built
• R-12 – Reconnaissance version proposal
• I-12 – Escort fighter proposal
• Trainer Aircraft – One prototype of a dual-control trainer version was built but was not accepted for service

Conclusion

While it managed to achieve extraordinary speed during the prototype phase, in the military role, the Yak-2 proved to be a disappointing design. Once it was fitted with armament and other equipment, its performance dropped dramatically. This, together with other design problems, ultimately led to the cancelation of this project after only 100 built aircraft.

Specifications –  Yak-2 Specifications
Wingspan	45 ft 11 in / 14 m
Length	30 ft 7 in / 14 m
Wing Area	316.4 ft² / 29.4 m²
Engine	Two M-103 960 hp engines
Empty Weight	9,390 lb / 4,260 kg
Maximum Takeoff Weight	12,410 lb / 5,630 kg
Fuel Capacity	600 liters
Maximum Speed	310 mph / 500 km/h
Cruising Speed	255 mph / 410 km/h
Range	560 mi / 900 km
Maximum Service Ceiling	28,545 ft / 8,700 m
Crew	One pilot and one navigator/gunner
Armament	Two 7.92 mm (0.3 in) machine guns 400 to 500 kg (880 to 1100 lbs) bombs

Gallery

 

• D. Nešić (2008), Naoružanje Drugog Svetskog Rata SSSR, Beograd.
• B. Gunston and Y. Gordon (1977)Yakovlev Aircraft Since 1924, Putnam Aeronautical Books.
• Y. Gordon, D, Khazanov (1999) Soviet Combat Aircraft, Midland Publishing.
• Y. Gordon, D, Khazanov, and S. Komissarov (2005) OKB Yakovlev, Midland.