The Syrian airfield prepare for reception of military aircraft of China
The latest news about fast emergence in borders of Syria of navy of China encouraged Syrians and res[...]
Ye152A
The objective of this project was to develop a fighter capable of collision-course interception at 2,000 km/h (1,080 kt) between 1,000 and
23,0 m (3,280 and 75,440 feet). This tailed delta aircraft was powered by a pair of R-11F-300 turbojets rated at 3,800 daN (3,880 kg st) and 5,625 daN (5,740 kg st) with afterburner; and it was to be equipped with the Uragan-5B radar, which was still untested because of the eighteen-month delay of the Ye-150’s engines.
The fixed cone was made of dielectric material to house the TsP radar antenna. Its triple-angle profile was selected to make the bow shock wave diverge. To control the flow in the air intake duct, the hydraulically controlled annular nose cowl moved on four tracks to three positions as dictated by the aircraft’s speed and subsequently by ram air pressure. The Ye-152A’s wing derived from the Ye-150. The fuselage was widened at the second spar level to accommodate two engines instead of one. The stabilator surfaces were identical to those of the Ye-150 except that their span was increased to 5.85 m (19 feet, 2.3 inches) from 5.292 m (17 feet, 4.3 inches) because of the wider fuselage. The Ye-152A had three airbrakes (one under the fuselage and two on its sides) and a double tail chute.
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The twin-jet Ye-152A made its first flight before the Ye-150, which had to wait eighteen months for its engine |
The fuel tanks—six in the fuselage, one between the wheel wells, and two in the wing) had a total capacity of 4,400 1 (1,162 US gallons). The aircraft could be armed with two K-9 air-to-air missiles developed by the MiG OKB (factory designation K-155). If the pilot had to eject he was protected by the cockpit hood, a precautionary measure that was used on other MiG fighters (including the MiG-21). Its mam systems included the RSIU-4V VHF, the ARK-54N automatic direction finder, the SRO-2 IFF transponder, and the Meteorit radio-nav station. The SRP computer and the AP-39 autopilot were linked to the TsP radar.
The aircraft was rolled out in June 1959 and first piloted by G. K. Mosolov on 10 July. Tests opened on 10 June and ended on 6 August 1960 after fifty-five flights—fifty-one with clean wings, two with pylons, and two with pylons and K-9 missiles. The highest speed reached with wing pylons came at 13,000 m (42,640 feet). Ten in-flight engine relights were carried out at altitudes between 6,000 and 10,500 m (19,680 and 34,440 feet). Each time, the engine relit on the first try and built up full power in fifteen to twenty-five seconds.
Specifications
Span, 8.488 m (27 ft 10.2 in); overall length, 19 m (62 ft 4 in); fuselage length (except cone), 15.45 m (50 ft 8.3 in); wheel track, 3.322 m (10 ft
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The weapons system that combined the Uragan-5B radar and K-9 air-to-air missiles was tested on the Ye-152A. |
10.8 in); wheel base, 5.995 m (19 ft 8 in); wing area, 34.02 m2 (366.2 sq ft); takeoff weight, 12,500 kg (27,550 lb); max takeoff weight, 13,960 kg (30,770 lb), fuel, 3,560 kg (7,845 lb); wing loading, 367.4-410.3 kg/m2 (75.3-84.1 lb/sq ft); operating limit load factor, 7.
Performance
Max speed, 2,135 km/h at 13,700 m (1,153 kt at 44,940 ft); 2,500 km/h at 20,000 m (1,350 kt at 65,600 ft); climb to 10,000 m (32,800 ft) in 1,45 min; to 20,000 m (65,600 ft) in 7,64 min; service ceiling, 19,800 m (64,950 ft); takeoff roll, 1,000 m (3,280 ft); landing roll, 1,600 m (5,250 ft).