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Contents • • • • • • • • • • • Design and development [ ] The origins of the Yak-3 went back to 1941 when the I-30 prototype was offered along with the I-26 (Yak-1) as an alternative design. The I-30, powered by a P engine, was of all-metal construction, using a wing with on the outer panels.

Like the early Yak-1, it had a 20 mm firing through the hollow-driveshaft nose spinner as a motornaya pushka, and twin 7.62 mm in cowl mounts ahead of the cockpit on the fuselage, but was also fitted with a ShVAK cannon in each wing. The first of two prototypes was fitted with a to improve handling and short-field performance while the second prototype had a wooden wing without slats, in order to simplify production. The second prototype crashed during flight tests and was written off. Although there were plans to put the Yak-3 into production, the scarcity of aviation and the pressure of the Nazi invasion led to work on the first Yak-3 being abandoned in late fall 1941. In 1943, designed the M which was a lighter version of the Yak-1.

It incorporated a wing of similar design, but with smaller surface area and had further aerodynamic refinements, like the new placement of the oil radiator, from the chin to the wing roots (one of the visual differences with the Yak-1, -7, -9). A second Yak-1M prototype was constructed later that year, differing from the first aircraft in that it had instead of fabric covering of the rear fuselage, mastless radio antenna, and improved. The chief for the project was so impressed with the new aircraft that he recommended that it should completely replace the and with only the retained in production for further work with the engine. The new fighter, designated the Yak-3 entered service in 1944, later than the in spite of the lower designation number. Production accelerated rapidly, so that by mid-1946, 4,848 had been built.

Polnaya rasshifrovka oshibok man tga. The designation Yak-3 was also used for other Yakovlev projects – a proposed but never built, heavy twin-engine fighter and the A. The first 197 Yak-3 were lightly armed with a single motornaya pushka-mount 20 mm and one 12.7 mm synchronized, with subsequent aircraft receiving a second UBS for a weight of fire of 2.72 kg (6.0 lb) per second using high-explosive ammunition. All armament was installed close to the axis of the aircraft (cannon firing through the engine crankshaft and synchronised machine guns in the fuselage above the engine), adding to the accuracy and leaving wings unloaded. Operational history [ ] Lighter and smaller than but powered by the same engine, the Yak-3 was a forgiving, easy-to-handle aircraft loved by both novice and experienced pilots and ground crew as well. It was robust, easy to maintain, and a highly successful dog-fighter. It was used mostly as a tactical fighter, flying low over battlefields and engaging in dogfights below 4 km (13,000 ft). The new aircraft began to reach front line units during summer 1944.

Yak-3 service tests were conducted by 91st IAP of the 2nd Air Army, commanded by Lt Colonel Kovalyov, in June–July 1944. The regiment had the task of gaining air superiority. During 431 sorties, 20 Luftwaffe fighters and three were shot down while Soviet losses amounted to two Yak-3s shot down. A large dogfight developed on 16 June 1944, when 18 Yak-3s clashed with 24 German aircraft. Soviet Yak-3 fighters shot down 15 German aircraft for the loss of one Yak destroyed and one damaged. The following day, Luftwaffe activity over that section of the front had virtually ceased. On 17 July 1944, eight Yaks attacked a formation of 60 German aircraft, including escorting fighters.

In the ensuing dogfight, the Luftwaffe lost three Ju 87s and four Bf 109Gs, for no loss. The Luftwaffe issued an order to 'avoid combat below five thousand metres with Yakovlev fighters lacking an oil cooler intake beneath the nose!' Luftwaffe fighters in combat with the Yak-3 tried to use surprise tactics, attacking from above. Unresolved wartime problems with the Yak-3 included surfaces coming unstuck when the aircraft pulled out of a high-speed dive. Other drawbacks of the aircraft were short range and poor engine reliability. The pneumatic system for actuating, and brakes, typical for all fighters of the time, was troublesome. Though less reliable than hydraulic or electrical alternatives, the pneumatic system was preferred owing to the weight saving.

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