Kraków 2007-02-16
085c Section 1951-01-06
Yakovlev Yak-23. Poland
The second type of turbojet aircraft in the Polish Military Aviation. The first aircraft to achieve combat readiness. See Yak-17.
History
Yak-23 nb 1616. The side number is fictitious and is the number of the Military Unit at Balice Airport. There is a red lightning bolt on the fuselage, which means “Wyborowa Crew”.
Assumptions for the Yak-23 aircraft design.
The Yak-23 aircraft was created in the OKB of Alexander Sergeyevich Yakovlev as a consistent development of previous designs; Yak-15 and Yak-17. However, the aircraft was built from the beginning as a turbojet aircraft, and not as an adaptation of piston fighter airframes for the new drive. The Muscovites managed to obtain new turbojet engines in England. One of them was the Rolls-Royce Derwent V engine, the production of which was undertaken without a license in the CCCP, under the designation RD-500. This is a turbojet engine equipped with a centrifugal compressor. Thanks to it, the engine is much more resistant to potential overheating and works more stably. The disadvantage of engines with centrifugal compressors is the larger diameter, and because of this the fuselage is more bulging and creates greater resistance. Yakovlev started work on the aircraft on his own initiative. Moreover, Stalin favored Yakovlev over other designers, which is why Yakovlev’s OKB office enjoyed greater freedom, and consequently access to finances. While the Yak-23 was being developed, the Yakovlev OKB was working on several designs in parallel: the Yak-19, Yak-21, and Yak-25.
Although the general redan design layout refers to the Yak-15 and Yak-17, the new Yak-23 is already a modern semi-monocoque structure. It does not have a welded steel pipe truss. In order to obtain good access to the engine and other components, the front part of the fuselage is removed. Despite the engine with a centrifugal compressor, the fuselage turned out to be quite slim. Five integral tanks with a capacity of 910 liters were placed in the fuselage. The fuel supply is supplemented by droplet-shaped tanks at the ends of the wings, with a capacity of 2 x 190 liters, practically not removed from the aircraft. The single-person cabin of the aircraft covered with a droplet cover is not airtight. The airtightness of the cabin was deliberately abandoned, because the aircraft was intended for operation at low and medium altitudes. The armament was planned to be four NR-23 23 mm cannons, with a supply of 60 rounds each. The development of technical documentation and the project itself began at the end of 1946.
Prototypes and flight tests. 1947.
The prototype of the Yak-23 aircraft No. 1 made its first flight on June 14, 1947, although there is information that this prototype was only completed on June 17, 1947, and the first flight was performed on July 8, 1947. However, this is less likely information. The first flight was performed by the senior test pilot at the Yakovlev OKB, pilot M. I. Ivanov. In one of the test flights, in a low-altitude flight, the aircraft reached a speed of 932 km/h. By August 12, 1947, the first series of tests was completed, after which the decision was made to send the aircraft into production. The Yak-19 and Yak-25 aircraft proved to be worse. Factory tests lasted until September 12, 1947. On that day, the Minister of Aviation Industry, M. V. Khrunichev, officially appealed to the Commander-in-Chief of the Air Force, K. A. Vershinin, to accept the Yak-23 aircraft for state tests.
State trials officially began on October 22, 1947, and were completed in March 1948. They were mainly conducted on the Yak-23-2 prototype. The aircraft received very good marks for its maneuvering characteristics and takeoff and landing properties, including from dirt runways. The shortcomings included longitudinal oscillations of the fuselage in flight at Ma>0.856. When the throttle was applied vigorously, the aircraft would run upwards, which made aiming difficult. And finally, the lack of aerodynamic brakes, which caused prolonged deceleration. Ultimately, however, the aircraft was recommended for serial production.
The Yak-23-2 prototype was lost on July 7, 1948, in unexplained circumstances, during a training flight in preparation for the air parade in Tushino. Pilot M. I. Ivanov died.
The third Yak-23-3 prototype was used for fatigue tests. A total of 5 prototypes were built. Prototype No. 5 became the model for serial production.
During the tests, several corrections were made. Prototypes No. 1 and 2 had an armament of 4 cannons. From prototype No. 3, their number was set at 2 23 mm cannons with a reserve of 90 rounds each. In prototype No. 4, the tail was improved, reducing the surface of the rudder, due to the machine’s oversteering. The size of the heat-resistant sheet metal overlays at the cannon outlets was also changed. Prototypes No. 4 and 5 received an antenna mast and sets of communication devices.
At the end of 1947, preparations for large-scale production began, which was launched in March 1948. However, the first aircraft left the assembly line of the No. 31 plant in Tyblisi in September/October 1949. This delay of several months in production was due to the delay in the production of RD-500 engines, with a thrust of 1 x 15.6 kN, with a simultaneous priority in the deliveries of these engines for La-15 aircraft. The Yak-23 aircraft was produced until the end of 1950. A total of 318 (310) machines were built, including prototypes and a two-seater version.
One of the series Yak-23 aircraft, in the period from January 1950 to March 1950, underwent state control tests at the LII VVS (air institute of military and air defense forces). In the period from April 1950 to June 1950, another 20 aircraft were subjected to military tests at the PLM (fighter aviation regiment) in Grozny. The tests were successful.
UTI Yak-23, Yak-23 K. 1949.
In 1949, a two-seater version was developed, designated UTI Yak-23. In accordance with the training system of that time, the instructor occupied the front seat. The second student cabin was placed at the rear, almost at the end of the fuselage. The student’s cabin was additionally equipped with a periscope. The cockpit canopy opened to the right side. The armament was reduced to one 12.7 mm machine gun. The prototype was created from the reconstruction of the first prototype Yak-23-1. Flight tests were carried out from March 1949 to September 1949, and the pilot was G. S. Klimushkin.
However, the results were not satisfactory. The aircraft was rebuilt to the UTI Yak-23-II standard. The fuselage was extended by 0.21 m (0.20 m) and at the expense of the front fuel tank, the cabin was moved as far forward as possible. The UTI Yak-23-II tests were conducted from September 1949 to December 1949, but the solution was considered incomplete.
Further changes were implemented by developing the UTI Yak-23-III. The aircraft underwent another reconstruction. It mainly consisted of raising the seats, and thus the cabins, upwards. Flight tests were started, but were not completed. This was due to the decision to end production of the basic single-seat Yak-23. It also turned out that training could be successfully conducted on the Yak-17 UTI and MiG-15 UTI. According to some sources, several two-seat aircraft were built, without a government order. After some modifications, the aircraft were sent to units as courier aircraft, hence the designation Yak-23 K.
The Yak-23 in the CCCP aviation and dependent countries.
At the turn of the 40s and 50s, the political and military situation in the Korean Peninsula region was deteriorating, and on June 25, 1950, an open armed conflict broke out, which turned into a war. Initially, this situation had no impact on the development of the Polish Military Aviation. However, at the end of 1950, a decision was made in the Kremlin to rearm the dependent countries. The effect was the introduction of Yak-23 fighters into service.
The start of serial production of the Yak-23 coincided with the start of production of the MiG-15, so the Yak-23 became a kind of supplementary fighter intended for export. The CCCP units received their first aircraft at the turn of 1949/1950. Already in 1949, Czechoslovakia received the first Yak-23 aircraft. Serial production was supposed to start there, but it did not happen. The first batch of deliveries consisted of 12 units, the second of 9 units. The planes received the Czechoslovak designation S-101. The planes were based in Cheb and Brno, among other places.
In Bulgaria, Yak-23 planes also appeared relatively early, in 1949. The first batch consisted of 9 units.
Romania received its first planes in 1951. A total of about 40 units were imported. In 1956, the local aviation institute developed its own training version, with a two-person cabin. The prototype received the designation Yak-23 DC (doubla camanda – two-person crew). The second cabin was placed behind the previous one. The remaining distance between the cabin and the tail was profiled with a fairing. The pilots also occupied the seats in the cabins differently than in the Soviet version of the Yak-23 UTI. The student sat first. The length of the fuselage did not change. The aircraft was not armed.
Yak-23 aircraft were also sent to Hungary and Albania. Several examples were transferred to Albania from Poland. In both countries, this type of fighter was used since 1951, but no detailed information is available.
When the Yak-23 aircraft in crates traveled by rail from CCCP to Albania, they crossed the territory of Yugoslavia. At that time, Yugoslavia secretly transferred one Yak-23 aircraft to the USA for examination. Everything was done in secret, within one week, and the aircraft was delivered to the recipient.
Korean War – according to several reports from American pilots, aircraft similar in appearance to the Yak-23 were observed in the air on the enemy side several times, but there is no further information on this subject.
Yak-23 in Poland. 1950.
The Yak-23 is the aircraft that opened the era of jet aircraft in Polish aviation. The aircraft was free of the flaws of its predecessor (Yak-17) and was a more mature design. However, in those years, progress in the field of powertrains and aerodynamics was so great that it is impossible to speak of the career of this design. In world aviation, it was just an episode. However, not for the Polish Air Force. The first units reached Poland in December 1950, relatively much later than in allied countries. As planned, on January 6, 1951, the first transport was delivered to the railway siding of the Bemowo-Warsaw airport. There were several dozen crates on the platforms. The cargo was placed in hangar No. 3. This facility was additionally fenced and guarded. One crate held one complete aircraft, disassembled.
The aircraft were assembled by Soviet and Polish mechanics and pilots. The Muscovites performed test flights and trained Polish pilots. In February 1951, more Yak-23s were assembled, tested and prepared for transfer to the 1st MPL (fighter aviation regiment). In September 1951, the 1st MPL, as the first unit equipped with Yak-23 fighter aircraft, achieved combat readiness. Thanks to this, the Yak-23 became the first utility turbojet aircraft in Poland.
Following the new aircraft, four pilots trained in CCCP arrived at the Bemowo-Warsaw airport to the 1st Fighter Aviation Regiment. They were instructor pilots; Major Sapiecha, Lieutenant Łochow, Lieutenant Mareszkin, Lieutenant Wołkowski. The task of the arriving instructors was to train the first Polish pilots who had already undergone initial training on jets (turbojet aircraft), and these in turn were to form a cadre of future instructors.
Since it was realized that there would be too few pilots, in February 1951, a second group of pilots and technicians was selected to be trained on the training Yak-17 W in the Soviet 156th PLM in Brzeg Opolski, in Poland. The group consisted of 12 (15) pilots and several technicians. Among them were; Capt. Wasyl Gaszyn, Capt. Stanisław Więcek, Capt. M. Bajczykow, Capt. Tadeusz Krępski, Capt. Eugeniusz Pniewski, Capt. Stanisław Tanana, 2nd Lt. Wiktor Iwoń, 2nd Lt. Bolesław Smolik, 2nd Lt. Andrzej Dobrzaniecki, 2nd Lt. Stefan Płoszański, 2nd Lt. Władysław Hermaszewski (brother of the Polish cosmonaut), Capt. Mieczysław Goworek. The pilots were initially trained on the Yak-17 W (UTI) and performed about 15 flights, in a total time of about three hours. Then they moved to the Yak-23 and achieved about 7 hours of flight time on them. In April 1951, they returned to the Bemowo airport, with instructor qualifications.
March 20, 1951 was a very important day for the 1st PLM, because in the order read that day, the regiment changed from training on piston aircraft to training on jet aircraft (turbojet). At that time, the regiment had 16 Yak-23s, 3 Yak-11s, 6 Yak-9 Ps, 1 Yak-9 Ws, 3 Po-2s. In April 1951, the status of the aircraft was as follows; 30 new Yak-23s and 3 used Yak-17 Ws.
On June 22, 1951, the first air accident of the Yak-23 aircraft no. 813 / 13 occurred. During a training flight, the aircraft piloted by warrant officer Feliks Nadowski had its engine stall. The pilot decided to make an emergency landing, with the landing gear retracted, in a random area. After landing, the pilot was pulled out of the cockpit by people working in the field. The pilot suffered a minor spinal injury, and the plane was repaired.
In June 1951, pilots from the 1st PLM, trained in flights on the Yak-23, began a series of training sessions for the parade to be held on July 22, 1951. It was to be the first public presentation of the Yak-23 fighter. It was intended to show a flight of 15 machines in a column of five threes. Incidentally, a few days before the parade, on July 19, 1951, 5 state-of-the-art MiG-15 planes landed at the Bemowo airport, and a dozen or so days later 4 MiG-15 UTI planes.
On the eve of the parade, after training and restoring the combat readiness of the planes, a decision was made to seal the service tanks in all (15) Yak-23 planes taking part in the parade. For this purpose, technicians were instructed to place seals on the filler throats. Since there were no holes or other fastenings to thread the wire through, the technicians were ordered to drill holes in the plug and the throat. One of the technicians, Corporal Wiatrowski, who serviced 2nd Lt. J. Radonia’s plane, did it incorrectly, which resulted in damage to the tank. The drill bit inadvertently slid lower and a hole was created in the tank. A huge scandal erupted. A commission was established, there were interrogations and reports. A team of the best specialists was organized to repair the damage. After working all night, the defect was repaired, the plane was assembled and subjected to several ground tests. This was not the only unexpected situation related to this first parade of Yak-23 aircraft.
On July 22, 1951, from early morning, the fate of the air parade was uncertain due to unstable weather. However, as the start time approached, the weather improved slightly and a decision was made to start the flights. The flight of the aircraft was to take place in a grouping of columns of different types of aviation over Bank Square, which the communists renamed Felix Dzerzhinsky Square. The fighter aviation group, on new Yak-23 aircraft, was to fly last and be the strongest accent of the entire flight. The leader of the column of threes was the commander of the 1st PLM (MPL), Lt. Col. Bystrow. Already during the flight to the city limits, it turned out that incorrect navigation calculations had been made or the leader had made a mistake and had not maintained the prescribed piloting regimes, as a result of which the group of turbojet aircraft, flying at a speed of about 500 km/h, caught up with the Il-10 attack aircraft. A quick maneuver had to be performed to save the situation. Bystrow, after warning, lowered the flight of his three by 100 meters. After him, all the other Yak-23 planes performed a similar maneuver. As a result, the jet planes caught up with the attack planes exactly above the Square, but flying 100 meters lower. All the spectators were convinced that this was the intended effect. Everything ended well and the planes returned to the airport in Bemowo without incident.
On the occasion of the aviation festival, on August 26, 1951, the Yak-23 plane was shown to the public in detail for the first time. The show was organized over the Okęcie airport. Among the demonstrated planes, a formation of Yak-23s flew at that time, and at the end of the shows, Major Stanisław Tanana, Major Stanisław Więcek and Captain Kazimierz Tanana performed a team demonstration of higher flying in these planes.
Another unit armed with Yak-23 planes – 13 PLM.
At the beginning of August 1951, in accordance with the plan contained in the DWL order no. 064/org., the formation of another regiment in the 5th DLM began. It received the designation 13 PLM, and the basis for its creation was the cadre from the 1 PLM. Major pilot Stanisław Więcek was appointed as the regiment commander; the squadron commanders were; Capt. Kazimierz Tanana, Lt. Wiktor Iwoń, Lt. Bolesław Smolik.
As of August 9, 1951, 13 Yak-23 machines were transferred to the new unit of the 13th PLM from the 1st PLM; no./nb – 713/38, 715/40, 718/45, 723/48, 724/49, 725/50, 801, 810/10, 819, 820/20, 905/30, 909, 1002. The next Yak-23 aircraft from the 1st PLM to the 13th PLM were transferred on September 6, 1951, there were 7 machines; nr / nb 1117 / 42, 1119 / 44, 1120 / 55, 1122 / 47, 1123 / …, 1205 / 05, 1216 / 16. Interestingly, already at the end of 1951, the 13th PLM began another equipment exchange. This time. it got rid of Yak-23 fighters, and as the second in the country began to accept MiG-15 fighters.
7th DLM – 2nd PLM.
In addition to the established 5th DLM, work was well advanced on the creation of the 7th DLM with the main headquarters located in Krakow. The first regiment organized in this division was the 2nd PLM. This regiment also began to prepare for the acquisition of turbojet aircraft. For this purpose, the entire personnel of the regiment was transferred to Warsaw to the Bemowo airport and training began at the beginning of spring 1951. This training was conducted together with the pilots of the 1st PLM.
In August 1951, the pilots of the 2nd PLM conducted their first flights over the training ground, where they could test their skills in shooting at ground targets. The regiment gradually received successive copies of Yak-23 aircraft, which, according to the decision of the command, were to be transferred in their entirety to the 7th DLM, because the entire 5th DLM was to take over the MiG-15 aircraft. At the beginning of November 1951, the 1st PLM already had 30 MiG-15s in its inventory, and the Yak-23s in its possession were transferred to the 2nd PLM.
On November 20, 1951, the last flights of the Krakow regiment took place in Bemowo. On November 24, 1951, the official farewell of the 2nd PLM took place and the last aircraft from the 5th DLM were transferred to the 7th DLM. The ferrying overland took place on November 23-26, 1951, while on December 7, 1951, the combat flight took place. The first to land at Czyżyny in Kraków were the division commander and the regiment commander. 64 Yak-23 and 4 Yak-17 W. arrived in Kraków at that time.
New combat units in the 7th DLM – 39th PLM, 40th PLM.
On 17-18 December 1951, in Kraków on Akacjowa Street, in the destroyed school of the Piarist Fathers, a meeting of the 2nd PLM personnel took place, during which a partial division of equipment was made between two newly created regiments; 39th PLM, 40th PLM. These regiments were temporarily stationed at the Kraków-Czyżyny airport, but were quickly transferred to the Mierzęcice Zawierciańskie airport. Currently, Katowice Pyrzowice airport.
As late as January 1952, in the newly created 39th PLM, a Yak-23 aircraft no. 801 / 01 crashed. This event occurred shortly after the take-off of a flight of Yak-23 aircraft in pairs. The aircraft piloted by 2nd Lt. Rutkowski’s engine stalled. Several attempts to start the engine in the air failed. The pilot attempted to return to the home airport in Mierzęcice, but miscalculated and had to direct the plane to a nearby training ground, in the Błędów Desert. However, this decision could not be implemented, as the plane was rapidly losing altitude. The pilot was eventually forced to land in an unfamiliar area. When approaching the touchdown, he caught trees, which he cut down at a height of 2 m, and at the same time lost the right wing. As a result of the collision with the ground, the plane was completely destroyed. The pilot, however, sustained only minor injuries.
9 DLM – 29 PLM, 26 PLM, 41 PLM.
The beginning of 1952 was a period of forming new aviation units, in accordance with the order of the Ministry of National Defense No. 00020/org of December 11, 1951. Four more divisions were planned to be created, each with three regiments. They were given a designation and location; 6. DLM – Wrocław, 9. DLM – Malbork, 10. DLM – Słupsk, 11. DLM – Świdwin. In accordance with this plan, at the beginning of 1952, the 29th PLM was organized with a location in Malbork, and eventually in nearby Orneta.
In order to efficiently implement the plans, a temporary training center was created on the basis of the 13th PLM. For training, the regiment received 25 Yak-23, which in the meantime were brought to Warsaw, (Approx. 64 Yak-23s were already in Krakow-Czyżyny), and 2 MiG-15 UTI no. 104-24 / 24, 104-25 / 25.
The commander of the 29th PLM was appointed Soviet major Michał Bajczykow. The deputy for piloting was appointed – major pilot Stefan Łazarz, the navigator of the regiment was captain pilot Uglik. The commanders of two squadrons were; 1 – captain Piotrowski, 2 – captain Buczyński. Training was conducted very intensively, because already at the turn of April and May 1952, the regiment was relocated to the Malbork airport in Królewo.
When organizing the 9th DLM, in addition to the 29th PLM, it also had the organized 41st PLM and 26th PLM, but without flying equipment. In the current situation, a decision was made that the 26th PLM would receive some of the Yak-23 aircraft from the 29th PLM, and the 41st PLM would receive a batch of MiG-15s from the 5th DLM. In this way, 11 Yak-23 (no.; 722, 1001, 1004, 1006, 1007, 1008, 1009, 1012, 1013, 1017, 1211) were transferred to the 26th Air Force Regiment, the remaining 14 Yak-23 were retained by the 29th Air Force Regiment. In turn, the 41st Air Force Regiment received in May 1952, 14 MiG-15s from three units of the 5th Air Force Regiment. And so; the 1st Air Force Regiment transferred 3 MiG-15s, the 13th Air Force Regiment – 5 MiG-15s, the 31st Air Force Regiment – 6 MiG-15s.
In June 1952, all Yak-23 aircraft brought to Poland at that time were distributed; Command of the 7th DLM – 2 units, 2nd PLM Kraków – Czyżyny – 24 units, 39th PLM Mierzęcice Zawierciańskie – 19 units, 40th PLM Mierzęcice Zawierciańskie – 19 units, 26th PLM Malbork – Królewo – 11 units, 29th PLM Malbork – Królewo – 14 units. A total of 89 units.
In 1953, Poland received 9 units of Yak-23 from Czechoslovakia and a certain number (about 5 units) from Soviet units. The total number of fighters exceeded 100 units. Available literature gives the number of 103 machines. That means we had 1/3 of all produced Yak-23 fighters.
2nd PLM.
At the beginning of 1952, the 2nd PLM commanded by Major Pilot Łozowski, who soon handed over his duties to Major Pilot Tadeusz Olędzki, consisted of 3 squadrons. Their commanders were; 1st – Lt. Pilot Marian Bondzior, 2nd – Lt. Pilot Antoni Parol, 3rd – Capt. Pilot Czesław Tanana. The remaining personnel was as follows: deputy commander for piloting – Lt. Pilot Stanisław Żylski, assistant commander for navigation – Lt. Pilot Józef Groszewski, chief of staff – 2nd Lieutenant Piotr Szymczuk, commander of the 1st Flight – 2nd Lieutenant Pilot Józef Orczyk, commander of the 2nd Flight – 2nd Lieutenant Pilot Stanisław Niedźwiedzki, commander of the 3rd Flight – 2nd Lieutenant Pilot Tadeusz Mielnicki. The other pilots were; 2nd Lt. Zbigniew Wdowczyk, Warrant Officer Henryk Rzemieniecki, Warrant Officer Tadeusz Bakalarski, Warrant Officer Tadeusz Stojanowski, Warrant Officer Zdzisław Chabowski, Warrant Officer Tadeusz Cepek, Warrant Officer Ryszard Łabaj, Warrant Officer Marian Łukaszewski. The technical staff consisted of 19 professional soldiers and 64 conscripts. On a full-time and actual basis, there were 12 Yak-23s and 2 Yak-17 Ws.
After the flight personnel had mastered the fighter aviation combat training program, the then commander of the 7th DLM, Colonel Jan Frey-Bielecki, decided to practically test the skills of his staff and the pilots under his command. For this purpose, in the period of May 22-23, 1952, with the participation of Yak-23 aircraft from the 7th DLM, air-tactical exercises were conducted with the theme “Creating a breach in the enemy group using a fighter aviation regiment operating as part of the DLM”. The main author of the exercises was Jan Frey-Bielecki himself and his staff.
In order to properly and methodically conduct the exercises, practical training was conducted several days earlier. It was also intended to check the accuracy of the proposed tasks. On the designated day, the aircraft and crews were prepared to conduct the most difficult element, which was a group air fight between two regiments; the 2nd PLM and the 39th/40th PLM. Here is how the events are recalled by their participant, the then pilot of the 2nd PLM, 2nd Lt. pilot Stanisław Wdowczyk;
“On the appointed day, in the morning hours, two squadrons of 6 and 7 Yak-23s plus 2 division command aircraft took off from Czyżyny as supervisors and observers. At the same time, two squadrons of 8 aircraft each took off from Mierzęcice airport. The meeting was to take place in the vicinity of the Błędów Desert. The squadrons of the Kraków regiment were led by Captain M. Bondzior and Captain T. Parol, and the commanders of the first flights were; Z. Orczyk, J. Jędrowski. The other pilots included; S. Żylski, T. Mielnicki, H. Rzemieniecki, S. Wdowczyk, A. Stojowski, T. Bakalarski, W. Jedrych. On the other hand, on the side of the 39/40 PLM, the leaders were; Major Z. Ulanowski, Captain B. Kuczyński, the flight commanders were; Lieutenant Cz. Dłużyński and Lieutenant P. Rojek. The other pilots included: others; J Majorowski, K Gielas, Z Czech, A Śliwiński, M Maj, S Młynek, S Steczek, F Komendacki, J Brzosko.
For safety reasons, the regiments were assigned different altitudes and the northern and southern parts of the space above the Desert. In reality, the group commanders, wanting to gain an altitude advantage and the position of the sun, moved away from the assigned area by 20 km and gained an altitude of 5,000 meters. After a few minutes, the two groups met head-on and both groups turned to the right almost simultaneously. The columns of flights formed a circle. Groups and formations broke away. A free, uncontrolled air fight began between dozens of planes. After several dozen minutes, individual planes chased each other trying to aim and “shoot” the enemy with their photo gun, regardless of the unit they belonged to. The commander’s voice finally broke through the din of radio conversations: – “I Grom. Stop the fight. Return to the airports”. After this order, everyone calmed down and withdrew from the dangerous area in the safest possible way.
The next day, the flights were discussed, and there were no winners. After analyzing the films, not a single effective attack was found. There was not even a firing position. A sensation was caused by the film, which showed the target being attacked, and closer to the side, another plane appeared in the lens, trying to ram the enemy. Fortunately, the collision did not occur.
In the following days, the regiments prepared to repeat the task. This time, however, the training was very methodical, because the pilots practiced flight maneuvers on the airport grass on their own feet. The next episode of air combat conducted in the air was already organized and controlled by the commander.”
Service and accidents of the Yak-23.
The short training period and the young age of the pilots caused a decrease in flight safety. In addition, the method of recruiting new fighter pilots was typically communist. Social background was very important. Restrictions were created for the intelligentsia. During this time, several failures, damages and aircraft accidents were recorded. A characteristic example of this was the incident in the 29th PLM. Pilot Warrant Officer Kwiatkowski, landing a Yak-23 with a flight of 150 m, rolled outside the concrete runway and got stuck. A car was sent to tow the plane. At that time, Warrant Officer Henryk Gudajdys was landing a Yak-23 no. 1019 / 19, also with a flight of 150 m and at the end of the landing run, he collided with a car.
In connection with the organization of the parade on July 22, 1952, the personnel of the 39th PLM from Mierzęcice were designated to participate in it. The planes were to fly in a column of threes, so a series of training exercises began. During one of them, an aircraft accident occurred. During takeoff, the Yak-23 no. 815/15 overturned due to a burst front wheel tire. The pilot, 2nd Lt. Arkadiusz Kurzawa, was injured.
Despite this accident, two weeks before the July holiday, the designated contingent was transferred to the Bemowo airport. The parade took place over Plac Konstytucji and went down in history as the last one involving military aircraft with a piston engine.
Unfortunately, in the summer of 1952, the first disaster involving the Yak-23 no. 712/37 in the 40th PLM in Mierzęcice occurred. On August 25, 1952, warrant officer Kazimierz Jaworski was tasked with flying to the zone for piloting. This was his first solo flight and was supervised by Lieutenant Pietrzak. In the zone, the plane gained altitude to 6,000 m and was to begin the task. The plane turned left with a simultaneous bank and began to rapidly descend into a dive of 60 degrees. Seeing the dangerous situation, Lieutenant Pietrzak ordered Jaworski over the radio to pull the plane out of the dive, but there was no reaction. A moment later, the plane crashed into the ground, exploding in the area of Kroszyce Stare near Mierzęcin. The pilot died on the spot. The probable cause of the disaster was the pilot losing consciousness.
In 1953, the need arose to organize central training for jet fighter pilots. Therefore, on the basis of the Officers’ Aviation School No. 5 in Radom, established in 1951, central retraining of pilots for turbojet aircraft was organized. All available Yak-17 W aircraft and a dozen or so Yak-23 aircraft were gathered there. Ultimately, the school had 30 Yak-23 aircraft. Turbojet aircraft required the introduction of a new training system. The training program for flight personnel for these aircraft included 23 different types of exercises in 13 hours and 10 minutes. From 6 hours to 6.5 hours were allocated for check flights, and 9 hours and 10 minutes for independent flights. The program was prepared for experienced pilots of piston aircraft. This program was used to develop new programs for future pilots recruited from civilian life. It turned out to be necessary to extend the training time of cadets from 2.5 years to 3 years. The total flight time was about 100 hours; including 50 hours on piston training aircraft, 30 hours on transitional aircraft, specifically on Yak-17 W, later MiG-15 UTI, 20 hours on combat aircraft, namely Yak-23, later MiG-15.
In 1954, MiG-15 UTI and MiG-15 aircraft appeared in Radom. It can be added that training on jet aircraft in Dęblin began only in 1955.
In the years 1955-1957, the Yak-23 aircraft were withdrawn from the front line and replaced by Polish-made Lim-1/-2 fighters. Since the Yak-23s still had a large service life, a buyer was found outside Poland. Some of the aircraft went to Albania.
Preparations for series production of the Yak-23 in Poland.
At the beginning of 1951, the plans of the Polish Government were ready, regarding the development of the Polish Military Aviation and the purchase of a license for the production of the Yak-23. In February 1951, a decision was made to suspend work on launching production of the G-1 fighter aircraft (Yak-17), and to begin work on preparing for licensed production of the G-3 aircraft (Yak-23).
At that time, the development of defense was still closely linked to the economic development of the country destroyed after the war. This purchase was logical. In connection with this, one complete aircraft was sent from CCCP to Mielec, which was to serve as a model. This aircraft was heavily guarded. Before the start of serial production, only a few people had access to the aircraft. The production of wings and the rear part of the fuselage was planned in Mielec, and the front part in Świdnik. The engines were to be delivered directly from CCCP. The aircraft production was not started, because the plans changed once again and the MiG-15 aircraft were introduced. The fact that about 25 tons of sheet metal was scrapped, not counting the sheet metal that was reused, is evidence of the advancement of the work to start production.
What did the pilots themselves say about the Yak-23 fighter aircraft? (March 1953, Radom).
Its thick, rounded fuselage, behind the cockpit, changes into a spindle-shaped, slender tail. Seen from the side, when the wings are almost invisible, it resembles a large silver fish with a belly swollen with roe. In the place where the fuselage changes shape, the engine exhaust nozzle is located. To protect the fuselage from melting with the temperature of the gases leaving it, it is set obliquely at a small angle. This protects the fuselage from the temperature of the gases leaving the nozzle, but makes piloting difficult. The thrust force does not work in the plane’s symmetry and each increase or decrease changes the conditions of longitudinal stability. The plane receives an impulse to raise or lower the nose, to rise or fall, and in order to restore the balance of horizontal flight, it requires appropriate trimming. And since the trimmer is manual, turning the wheel requires some time and effort, absorbs attention. This is most drastically revealed during landing, when after applying the gas, the plane has a strong tendency to dive and only a complete deflection of the trimmer allows the stick to keep the plane in the desired position. For the first time in my life I will be flying a Yak-23. I get into the cabin. Spacious, lots of space, free, great comfort for a combat aircraft. The mechanic pulls the pin from behind the seat back, unlocks the catapult. And although I know the design, a slight shiver of anxiety runs down my spine. There was supposedly one accident, launching on the ground, and it would be stupid to end a pilot’s career that has not yet started, it would be sad. Then I got used to it and unlocking the trigger mechanism did not make a bigger impression than removing the wheel stands. It would be different if I had to make a forced landing on my belly.
I receive permission to start the engine. Compared to Agata (Yak-17 W), it is fully automated, one might say. You press one “knop”, switch the gag, and when the turbine reaches the appropriate speed, you press the other and open the “stop tap”, carefully monitoring whether the temperature of the exhaust gases does not rise above 900 degrees Celsius. I started it and taxi to the runway. Surprisingly soft shock absorbers, and the brakes are very sharp, with a jaw. You press the lever lightly, and the landing gear leg bends, you’re afraid you’ll touch concrete with your wing. My first taxi is similar to the behavior of a dandy at a ball. A bow to the left, a bow to the right, all the time in the swing.
I finally lined up on the runway and gave it full throttle, released the brakes. The turbine went to 14,300 rpm and I felt the acceleration pressing against the backrest. It wasn’t Agata with her 900 kg anymore, it was pulling 1,360 kg, and the weight was not much bigger. I barely lifted the wheel at 140 km/h, and I was already in the air. Before I started to retract the landing gear, I was already 450 m high, the plane was tearing upwards like a rocket. (The landing gear should be retracted at 25-50 m.) I carefully and very smoothly stepped on the gas – the engine had no protection against stalling and a more violent jerk of the throttle was enough to cause the fuel pressure to drop below 2 atm. Then the engine would stall and the “great unknown of a forced landing” awaited.
At 600 m I went into horizontal flight. Dazed by the speed I couldn’t see anything except the airport around which I was building a landing maneuver. I knew from the story that it was difficult to lift the nose on level ground when landing, but I didn’t think it would be so difficult. The trimmer was full, from below they were shouting over the radio “Pull, pull!”, but I don’t know the projection of the hood on the horizon, I don’t know what position the plane should be in. I’m afraid to stall so as not to scrape the tail on the concrete.
Finally I landed at a small angle, and therefore at high speed. Mindful of the instructions on using the brakes, gently, with impulses, I try to brake in this way, but the plane is rushing, not losing speed, 2 kilometers only flashed, the end of the runway is getting closer. I pressed the brake lever harder. There was a crack and a blue smoke from the left wheel. The plane stopped tilted on the left wing.
Immediately an emergency technical vehicle arrived with the regimental engineer, a Soviet officer, Major Grebieniuk. He didn’t speak Polish, but that didn’t bother him because he took care of “business” using Russian jobs, regardless of his rank. Right from the car, not allowing for a word of explanation, ignoring the private mechanics present, he began with “Job twojau mat,…” Already frightened by the burst inner tube, I was now completely stunned and listened without a word to what he was saying about me being a c…, not a pilot, etc., etc. For five minutes straight. He stopped only when he probably saw that I had come to my senses and was starting to turn dangerously red in the face. – “A czort pobiri”, he waved his hand at the end and told me to keep flying.
During the jobs, the mechanics changed the wheel. I felt beat up, but it seems that it was only me who felt this way. Because even the mechanics changing the wheel didn’t notice any reaction, one way or another, no one saw anything offensive in the “scolding”. Everyone was clearly used to it and it flowed off them like spring rain without any impression. Seeing my hesitation, Grebieniuk smiled and nodded energetically. – “Come on, come on, in the cockpit…”. What was I supposed to do, I got in and flew. After a good landing, I felt cleansed.
And the plane? Pure gold. Impressions? I am delighted with it. It works great. It’s just a shame that my Little One didn’t see me as I sped across the sky, but that’s the fate of a fighter plane – what’s happening up there is experienced alone, without an audience.
Yak-23 for the Institute of Aviation.
In 1956, the Air Force Command transferred two Yak-23 aircraft to the Institute of Aviation in Warsaw. The aircraft received civilian registration marks SP-GLK no. 925 and SP-GLL. The first was intended for flights, the second served as a spare parts warehouse. Thanks to these fighters, the institute expanded the scope of its research work, including testing the flatter. The main work was to involve using the aircraft as a flying test bench for new ramjet engines. Such an engine was to be placed under the wing near the fuselage. However, this work was never carried out.
A major achievement, however, is the establishment of two international records by this aircraft. On September 21, 1957, at 2:00 p.m., pilot Andrzej Abłamowicz took off on a record-breaking flight. He set two records in it: time to climb to an altitude of 3,000 m – 119 seconds and time to climb to 6,000 m – 197 seconds. These records are evidence of the great capabilities of an already outdated aircraft. The record-breaking aircraft was the longest-used Yak-23 in Poland. It was written off on November 28, 1961. Two years later, after being damaged by careless service, it was scrapped.
Assessment of the Yak-23 fighter.
The overall assessment of this fighter cannot be positive. Even at the time of introduction to units, it was an outdated aircraft. The launch of serial production itself was conditional. There was talk of a supplementary role for this aircraft and of it as an export item for poorer countries. Poland was also meant here. The basic discriminating feature of the airframe was a simple wing and an unsatisfactory maximum speed. The lack of a pressurized cabin limited the ceiling. In addition, the cabin was located relatively far away and there was not the best visibility from it. Weak armament, only two 23 mm cannons. At a speed of Mach 0.8, there was directional instability called Dutching. The positioning of the engine and its exhaust nozzle caused the aircraft to “run away” upwards when the throttle was suddenly increased, which made it almost impossible to aim correctly and open fire on the enemy.
However, the aircraft had several noteworthy features. It gained a favorable opinion among pilots who, having moved from piston-powered machines, had no serious problems with learning to fly this aircraft. It was very agile, easy to fly, with a large excess of thrust, which allowed it to quickly reach altitude. The Yak-23 had a high rate of climb, which even aircraft such as the MiG-15 / bis did not have.
Operation showed another important feature of the Yak-23 – the ability to land in random areas, and even take off from them without damage. Several such cases were recorded, and in our aviation.
The Yak-23 was a safe aircraft. Equipped with a seat ejected using a pyro-cartridge. Against the background of straight-wing jet designs from the late 40s, it was considered one of the best aircraft in the world. For Polish pilots, the Yak-23 was a very important aircraft. It was this aircraft that introduced our aviation into the era of turbojet aircraft. It was the first in Poland to achieve combat readiness. Many Polish aviation veterans remember the Yak-23 with sentiment. It stands as a monument in several places, including the Bielany housing estate in Kraków.
Written by Karol Placha Hetman