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Arc Cessna
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The Yak-9 and its variants were the final development of a line of propeller driven Russian fighters that started with the Yak-1. It was the mainstay of the Soviet Air Force in the middle and late years of WWII and was produced in greater numbers than any other Soviet fighters. By the middle of 1944 there were more Yak-9s in service than all other Soviet fighters combined. Production of the Yak-9 continued into 1947 and a staggering total of 16,769 were built.
Like other Russian fighters, it was designed for mass production and durability. It had little in new technology and due to chronic Soviet shortages of strategic materials, it used the absolute minimum of them, instead using wood and plywood. The idea of the Soviet High Command was - knowing they could not build superior fighters in any number due to shortages - they would rely instead on numerical superiority rather than technical superiority. Nevertheless, it could be a formidable fighter, particularly at low altitude and when the Soviet pilots had numerical superiority over the Luftwaffe fighters opposing them. Fortunately for the Soviets, this was a common scenario on the Eastern Front.
The Yak-9 was not a great fighter one-on-one in the air superiority role, but it did have one saving grace in its favor. It had an excellent tight turning diameter at low speeds, which allowed it to turn inside of the German fighters it faced. This meant that the Yak-9 could usually get inside of an opponent in a sustained turn. Which in turn meant it could avoid getting shot down by going into a tight turn, but did not necessarily mean improving its chances of shooting down its opponent. The Luftwaffe pilots - seeing they were being outmaneuvered in the turn, would simply break off and try again from another angle.
By all reports the Yak-9 was a durable fighter, capable of absorbing a lot of battle damage and still making it home. It was also a successful ground attack fighter and some variants were specialized for that role. On the debit side, compared to most of its contemporaries, the Yak-9 was relatively slow, had a slow rate of climb and performed badly at high altitude. It was basically a short-range low-altitude fighter and not particularly well armed.
The Yak-9 first made its presence felt during the Battle of Stalingrad in early 1942. The first production Yak-9s had wooden wings with metal spars and a mixed construction fuselage with a molded plywood skin. Power came from a liquid cooled "Vee" engine, the M-105PF, rated at approximately 1,100 hp. Armament consisted of one 20mm cannon firing through the center of the propeller boss and one 12.7mm (.50 caliber) machine gun firing through the engine cowling. The Yak-9 could also carry six rockets or two 220-pound bombs.
The Yak-9D, introduced in the summer of 1943, was a longer-range escort fighter version carrying additional fuel in two outer wing panel tanks and an optional tank under the cockpit. (Soviet pilots must have viewed the latter as a mixed blessing.) The Yak-9D was powered by a 1,360 hp. M-105PF-3 engine. Specifications for the Yak-9D are as follows (from The Complete Book of Fighters by Roy Cross): Max speed 374 mph at 10,170 ft., 332 mph at sea level; Climb to 16,405 ft. in 6 minutes; Max range 870 miles; Empty weight 6,107 lbs.; Max loaded weight 6,790 lbs.; Span 31 ft. 11.5 in.; Length 28 ft. .75 in.; Height 9 ft. 10 in.; Wing area 184.6 sq. ft.
The Yak-9DD was an even longer-range version (up to 1,367 miles). It was used to escort U.S. heavy bombers on shuttle missions against the Romanian oil fields and also over Italy and Yugoslavia.
Later in 1943 came the limited production Yak-9K, which featured a 45mm cannon.
The 9M variant began production in late 1943. This standard version was armed with one 20mm cannon and two .50 cal. machine guns, all concentrated in the nose of the airplane. The wingspan was reduced and the ribs were made of lightweight duralumin. The engine was upgraded to the 1,240 hp. M-105PF-3. The Yak-9MPVO was a night fighter variant equipped with a searchlight and a radio.
The Yak-9PD was an interesting experimental high altitude variant. It had an M-105PD engine with a two-stage supercharger. The armament was reduced to just a single 20mm cannon, firing through the propeller boss, to reduce weight. It may have been deployed in very limited numbers against high-flying German reconnaissance airplanes late in the war.
The Yak-9P version appeared after the end of hostilities in 1946 and featured an increased armament with one or two fuselage mounted 20mm cannon synchronized to fire through the propeller arc, in addition to the usual cannon mounted in the propeller boss. China received Yak-9P fighters from the USSR after the Communist take-over and supplied some to North Korea, where they were used against UN forces at the beginning of the Korean War. Some were shot down by American P-51s.
The Yak-9 entered service in October 1942 and subsequent versions remained in service with the Soviet Air Force and later its client states (including Poland, Hungary, China, Yugoslavia and Bulgaria), into the early 1950s.
Michael Russell Your Independent guide to Aviation.
The World's Best Aircraft Simulator - Instrument Panel (Pt-1)
Hi. My name is Jack Deese and in this article I want to continue to share with you some exciting information about my very favorite Aircraft Simulator. Be sure to watch all 20 Flight Simulator Seminar videos at http://www.TopFlightSim.com so you too can learn how to fly your favorite airplanes anywhere in the world you choose, any time of the day or night, in any weather good or bad AND without ever leaving the comfort of your home.
The Instrument Panel Part 1
This section is a little technical but it definitely shows that the World's Best Aircraft Simulator is a very sophisticated Flight Simulator that can teach anyone a lot about flying.
A FREE PDF download of the previous Instrument Panel picture is provided for you at www.TopFlightSim.com. Be sure to get a copy to hold in your hands and consult as you view Videos 12, 13, and 14.
The aircraft within this flight simulator can have both a 2-dimensional instrument panel and a 3-dimensional cockpit. The 3-dimensional cockpit provides a much more realistic pilot-eye view.
The default Cessna 172P (c172p) has both a 3-dimensional and 2-dimensional cockpit. The 3-dimensional cockpit is activated by default when you start, but you can over-lie the 2-dimensional instrument panel.
While a complete description of all the functions of the instrument panel of a Cessna is beyond the scope of this article, we will at least try to outline the main flight instruments or gauges.
All panel levers and knobs can be operated with the mouse. To change a control, just click with the left/middle mouse button on the corresponding knob/lever.
Let us start with the most important instruments any flight simulator pilot must know. In the center of the instrument panel, in the upper row, you will find the artificial horizon (attitude indicator) displaying pitch and bank of your plane. It has pitch marks as well as bank marks at 10, 20, 30, 60, and 90 degrees.
Left to the artificial horizon, you will see the airspeed indicator. Not only does it provide a speed indication in knots but also several arcs showing characteristic velocity rages you have to consider. At first, there is a green arc indicating the normal operating range of speed with the flaps fully retracted. The white arc indicates the range of speed with flaps in action. The yellow arc shows a range, which should only be used in smooth air. The upper end of it has a red radial indicating the speed you must never exceeded - at least as long as you dont brake your plane.
Below the airspeed indicator you can find the turn indicator. The airplane in the middle indicates the roll of your plane. If the left or right wing of the plane is aligned with one of the marks, this would indicate a standard turn, i.e. turn of 360 degrees in exactly two minutes.
Below the plane, still in the turn indicator is the inclinometer. It indicates if rudder and ailerons are coordinated. During turns, you always have to operate aileron and rudder in such a way that the ball in the tube remains centered; otherwise the plane is skidding. A simple rule says: Step onto the ball, i.e. step onto the left rudder pedal in case the ball is on the left hand side.
If you dont have pedals or lack the experience to handle the proper ratio between aileron/rudder automatically, you can start with the option --enable-auto-coordination.
To the right hand side of the artificial horizon you will find the altimeter showing the height above sea level (not ground!) in hundreds of feet. Below the altimeter is the vertical speed indicator indicating the rate of climbing or sinking of your plane in hundreds of feet per minute. While you may find it more convenient to use then the altimeter in cases, keep in mind that its display usually has a certain lag in time.
I think you are beginning to see the awesome realism of the World's Best Aircraft Simulator. Visit us now at http://TopFlightSim.com.
And HAVE A GREAT FLIGHT!
About the Author
Jack Deese lives and writes from scenic Colorado. He created a 20 Video Flight Simulator Seminar of what he feels is the finest flight simulator game available today. The Video Series and much more information can be found at http//www.TopFlightSim.com and he can be contacted at
support@topflightsim.com
.
How do I fill in an Authorized Release Certificate for overhaul?
I need to certify the overhaul of a Cessna 210's main gear hydraulic up-lock actuator. I'm stuck on what to write in the Remark's block on the ARC. What will I reference the overhaul was done according to? Do I reference it to a Component's Maintenance Manual?
It is usual practice to "overhaul" a component in accordance with the overhaul manual, or repair it in accordance with the repair manual.
so in the remarks box indicate the manual number, and the revision of that manual.
You should also indicate any service bulletins or ADs also embodied, and their relevant revisions.
One more thing, if the item in question is a rotable, you will need to indicate TSN, Time since new, etc.
Also note: you must also use any tooling indicated in the manual, and it must also be conformed in accordance with the appropriate data.
so the tooling also must be certified to perform the task required.
I must admit to being a little suprised that an individual, authorised to complete a release certificate does not know how to complete one as this is a prompt to assist in the identification of suspected unapproved parts.
Profile: Aviation missionaries Ron and Barb Wayner
The Holland natives are in the states for a few months to raise awareness and funds for their ministry, Mercy Air.
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