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Ye-250 / MiG-13

Development of experimental fighter fitted out with combined powerplant began in accordance with the State Defence Committee resolution dated May 22, 1944. The first aircraft prototype, designated as I-250, was presented for flight tests in February 1945. Already during the war it became clear that the power plant, consisting of a piston engine and propeller, limited aircraft combat opportunities. Reaching a speed of approximately 750 km/h, piston aircraft met a number of intractable problems for them. Increases speed and approaching the speed of sound dramatically increased resistance, so even a small increase in speed over 700 km/h demanded significant increases in piston power, and consequently its dimensions. Thus, by the end of the Second World War there was a need for new power plants.

The main outcome of the design bureau, headed by A.I. Mikonom, during the war years was the further development of the MiG-3 and creation on its base of experienced fighters and interceptors with very high performance. Created as a further development of the MiG-3 experienced a series of aircraft have the fastest time in the USSR flight data. Their development has resulted in the design, in the absence of serial production aircraft in the second half of the war, preserve and develop their potential, allowing the first postwar years to proceed with the establishment of the first Soviet jet fighters, which design Bureau among the world leaders a jet aeroplane.

On 22 May 1944 a Decree called for the development of jet aircraft. In the absence of there at the time of turbojet engines OKB-155 began building aircraft Ye-250 ("m") with a combined power plant (VK-107a piston plus Jet compressor with CJE on drive). The Ye-250 combined powerplant consisted of VK-107A engine rated at 1650 hp and VRDK booster developed in TSIAM under K.V.Kholshchevnikov. Power produced by piston engine supplied propeller and VRDK compressor. During take-off and in flight with VRDK off, power was used mainly by propeller; VRDK compressor was rotating at the lowest gear ratio. In order to reduce take-off run and attain maximum speed, the second, highest gear ratio was selected and combustion chamber has been supplied by fuel.

The I-250 aircraft made the first flight on March 3, 1945. However, the first I-250 prototype crashed having performed scheduled test flight; test pilot A.P.Deev died. The horizontal stabilizer was broken by excessive g-load. Pilot escaped the aircraft at the low altitude, parachute canopy was deployed to late, and pilot's falling was not braked.

A small series of Ye-250, whose speed of 825 km/h, was produced at factory No. 381 under the designation MiG-13. Eight I-250 aircraft, designated as MiG-13, were built at the plant No 381 in 1946. These aircraft were delivered for service trials. However, in early 1948 they were taken out of service since MiG-9 and Yak-15 aircraft powered by turbojets appeared by that time. However, using the combination installation was only a temporary measure because it was clear that the future belonged to the aircraft jet engines.

A fundamental solution would be production of engines operated on a new principle, turbojet engines, which have great advantages over piston engines, because they can develop enormous thrust, yet their weight and size are comparatively modest. In addition, the engine transmits its energy directly to the aircraft, without the intermediary of the heavy and cumbersome propeller. After the war the Soviet designers were able to concentrate on problems of reaction propulsion.




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Page last modified: 09-07-2011 13:19:03 ZULU