Colonel General of Aviation A.S. Yakovlev. Silver wings of Alexander Sergeevich Yakovlev. Post-war period and jet engines

Foreword

Alexander Sergeevich Yakovlev was born on March 19 (April 1, according to the new style), 1906 in Moscow. Father - Sergey Vasilyevich, graduated from the Moscow Alexander Commercial School. Upon graduation, he served in the transport department of the oil company "Partnership of the Nobel Brothers."

Mother - Nina Vladimirovna, housewife. The Yakovlev family comes from the serfs of Count Dmitriev-Mamonov. The grandfather of Alexander Sergeevich, Vasily Afanasevich, kept a candle shop in Moscow at the Ilyinsky Gate and had a contract to light the chandeliers of the Bolshoi Theater.

Yakovlev began his path to aviation with aircraft modeling, and his “star” as a designer began to rise in 1924, with the construction of the AVF-10 training single-seat glider. Despite the abbreviation of the Academy of the Air Force, where Yakovlev worked, the glider was built in the circle of the Moscow school of the second stage No. 50. The first design turned out to be very successful, and at the II glider tests held in the Crimea, Alexander Sergeevich was awarded by the jury.

A.S. Yakovlev (in the center) among the circle members of the Society of Friends of the Air Fleet

The first independent design of A.S. Yakovlev glider AVF-10 on Mount Klementyev in the Crimea during the II All-Union glider tests

Having started his career as a simple worker, Alexander Sergeevich became a minder by 1927, striving to become a student of the academy, but his non-proletarian origin interfered.

On May 12, 1927, the first aircraft AIR-1, designed by A.S. Yakovlev, took off, named after the head of the Society of Friends of the Air Fleet, the predecessor of OSOAVIAKhIM, A.I. Rykov, who was repressed in 1937. In those years, planes, tanks, locomotives were often named after the Bolsheviks ...

A.S. Yakovlev - a student of the Air Force Academy

“Eyewitnesses” said that when “clouds” hung over Rykov, Yakovlev was summoned to the “competent authorities” and asked to explain the abbreviation AIR, to which the designer allegedly replied: “AIR (Air) in English means air.” It cannot be ruled out that it was just a rumor, but it must be borne in mind that the situation in the country at that time was too harsh.

The AIR-1 biplane turned out to be an excellent machine that brought Yakovlev the first and resounding success in the field of aircraft construction. In 1927, Yu. I. Piontkovsky made a non-stop record flight from Sevastopol to Moscow on AIR-1, 1420 km long in 15 hours and 30 minutes.

AIR-1 not only brought fame to Yakovlev, but also opened the way to the academy. While studying at the academy, A. S. Yakovlev did not stop building aircraft, and before graduation, eight different aircraft were created, and one of them, AIR-6, was put into mass production.

After receiving an engineering degree, Yakovlev worked as an engineer at plant No. 39 named after. Menzhinsky, where he organized a group of light aviation and continued to create new aircraft.

The first aircraft of the designer is the AIR-1 aircraft. 1927

The two-seat monoplane AIR-7 (1932), which had a flight speed of 332 km / h, deserves great attention. Characteristically, the fastest single-seat biplane fighter of that time, the I-5, with the same engine had a speed of 286 km/h.

A group of enthusiasts of 35 people, working under the leadership of A. S. Yakovlev, achieved recognition and on January 15, 1934 was transformed into an independent design bureau, having at its disposal a bed workshop on Leningradsky Prospekt, which turned into a pilot plant No. 115. The first aircraft, AIR -9, created in a new place, in the fall of 1934 was demonstrated at the Paris Air Show.

In 1935, on the basis of AIR-9, the UT-2 aircraft was created for initial training for Air Force flight schools and flying clubs, which was produced from 1938 to 1948.

A.S. Yakovlev at the AIR-2 aircraft

Aircraft AIR-7

In 1935, A. S. Yakovlev became the chief designer and remained so until the introduction of the institute of general designers in 1956.

“In November 1933,” said L. M. Shekhter, one of the leading OKB aircraft builders, “I had to leave work, and one of my comrades promised to arrange for D. P. Grigorovich, then a well-known designer. Grigorovich's "firm" was located in Aviation Lane No. 5, behind an unpainted wooden fence. When we got there, my friend called a friend who worked there. But it turned out that Grigorovich “moved out” from this territory and Yakovlev’s light aviation group was created there.

"Let's arrange it at Yakovlev's," he suggested.

I was then 22 years old and it was, in general, all the same where to work. We went into the courtyard, where there was a wooden hangar. On the second floor of the hangar there was a gallery where Yakovlev Design Bureau worked. There we were met by a young man, a brunette with blue eyes, in a leather coat, with blue buttonholes, with two sleepers, in a protective cap with a red star. We met. It was A. S. Yakovlev. He asked me where I worked, what I could do, and immediately offered to stay to work for him. Well, I stayed and still work. “Get started right away. Work is in full swing here, ”he admonished me.

Indeed, the entire Yakovlev design bureau consisted of two dozen designers, young guys aged 20 to 24 years. The oldest was the head of the design bureau Trefilov, who was ten years older than all ...

Below, in the hangar, in one of the corners, there were production areas: carpentry, locksmith, assembly. There were 30-35 workers. For the most part, excellent, old experienced craftsmen, literally golden hands.

My first job was that we began to seal the windows in the gallery, as it was terribly windy. The guys received me well, and in just a few days I had the impression that I had been working here for a long time.

A.A. Andreev (Secretary of the Central Committee of the All-Union Communist Party of Bolsheviks), Yu.I. Piontkovsky, I.V. Stalin, A.S. Yakovlev and K.E. Voroshilov. July 12, 1935

For the first design work A. S. Yakovlev instructed me to develop a new chassis for the AIR-7. Then I took up the AIR-9 aircraft. It was the first cantilever monoplane built by Alexander Sergeevich.

What struck then in Yakovlev. It is his practical acumen, conviction and ability to convince others. The most interesting thing is that he always told the designers: "Go to the workshop, consult with the craftsmen."

I came to work in November 1933, and in March 1934 we were transferred to the bed factory - a small handicraft enterprise, the director of which looked at airplanes as unnecessary consumer goods.

Today, being on the territory of the A.S. Yakovlev Design Bureau, it is hard to imagine that there were mountains of dirt here and that beds were made here ...

The main features of A. S. Yakovlev's activity are purposefulness, clarity of purpose, perseverance, despite difficulties and sometimes failures in bringing the work begun to the end. Figuratively speaking, the constructor must have three "And". This is primarily intelligence - knowledge and skill. This is, secondly, the initiative - the ability to offer their ideas. Finally, this is intuition - the ability to find the right solution to a complex problem without having enough data for this.

A. S. Yakovlev mastered these three “Is” to perfection, showing himself not only as a brilliant designer, but also as a brilliant organizer.

A.S. Yakovlev, Z.N. Raivicher (Head of the Central Aerodrome named after M.V. Frunze) and Yu.I. Piontkovsky. 1935

Reading these lines, written several decades ago, it is hard to believe that from the once powerful enterprise created by Alexander Sergeevich, only one building remained, and even then not completely. All other buildings and premises, including pilot production and the museum, are sold out.

A real legend of the domestic aircraft industry is the UT-2 training aircraft, which has become the basis of a whole family of sports and training "yaks". With the advent of this aircraft, in my opinion, it is possible to sum up the first result of the creative path of the Design Bureau, headed by Yakovlev. It was in this machine that for the first time it was possible to almost fully implement the requirements of the military. The aircraft was distinguished by moderate severity in flight, which corresponded to the characteristics of stability and controllability of combat vehicles of those years, both the I-16 fighter and the DB-3 long-range bomber.

In order not to be unfounded, I will give only a few reviews of the pilots about this machine. According to the instructors of the Chuguev Military Aviation School, “The UT-2 is an extremely important aircraft for schools and colleges, as a transitional aircraft from the U-2 to the I-16, it makes it possible to train all aerobatics in easier conditions, with the exception of the Immelmann (the engine power does not allow this). It is very stable in the air and during landing, performs the figures without much effort, with good behavior on the figures.

Not the worst opinion were instructors and Borisoglebsk school. V.P. Chkalov, who stated that "UT-2 proved itself as a training aircraft, from which cadets are easier than from U-2 to switch to UTI."

Such reviews could be continued, but already in this I see the designer's desire to create machines in accordance with the requirements of the customer, although this was not always possible.

Training aircraft UT-2

On the eve of World War II, the design bureau created the first-born military - intelligence officer No. 22, turned at the suggestion of the customer into a short-range bomber BB-22. The leaders of the state noticed the energetic aircraft designer and on March 27, 1940, by the Decree of the Central Committee of the All-Union Communist Party of Bolsheviks and the Council People's Commissars(SNK) of the USSR was appointed concurrently Deputy People's Commissar of the Aviation Industry for Experimental Aircraft Construction. One of the first steps in this position was the creation of a commission of the People's Commissariat of the Aviation Industry (NKAP) to review and examine numerous aircraft projects that were submitted to the People's Commissariat. This made it possible to stop secondary developments at the enterprises of the People's Commissariat and concentrate efforts on combat vehicles, which subsequently won air supremacy.

The accumulated experience and technical solutions incorporated in the BB-22 made it possible to quickly develop and build the Yak-1 fighter. It was difficult for designers and mass-produced factories to create advanced technology, but the work of our ancestors made it possible to break the back of German fascism, and Yakovlev and his team made a huge merit in this. It was the Yak-1, Yak-7, Yak-9 and Yak-3 fighter planes that entered the history of our country as a weapon of Victory.

“Before the war itself and in its initial phase,” said E. G. Adler, “A. S. Yakovlev faced the task of organizing the mass production of the Yak-1 fighter at the Saratov combine plant and the Yak-9 in Novosibirsk.

Having sent part of the OKB to Saratov, A.S. himself, with the rest of his forces, went to Novosibirsk, where his talent as an organizer was fully manifested. With clear measures, starting with putting in order filthy toilets, clearing cluttered shops and ending with the design and commissioning of production lines, he managed to rally and inspire a huge team, which began to send dozens of fighters to the front every day.

Returning to Moscow in the middle of the war, he led the work on the creation of the Yak-3 fighter, which can be considered a kind of feat of a designer. While during the war there was a general tendency to increase the weight of fighters from three to four or five tons, A.S. Yakovlev went against the tide and created the Yak-3 weighing only 2600 kg.

As a result, the speed and maneuverability of the aircraft increased, which brought him the glory of the best fighter of World War II.

In 1943, the paths of A. S. Yakovlev and the famous glider designer O. K. Antonov crossed again. Oleg Konstantinovich became Yakovlev's deputy at plant number 153, where the Yak-9 fighters were produced. Looking ahead, I note that, despite such a high position, Antonov could not sit on the sidelines and continued to develop the idea of ​​​​a short takeoff and landing biplane transport aircraft that appeared before the war.

Aircraft UT-2 in the exposition of the Museum of Technology of Vadim Zadorozhny. Photo by M. Orlov

In January 1946, Antonov sent his proposals to the NKAP. The first person to read his message was AS Yakovlev. The creation of one's own machine in those years, if successful, could result in the organization of a new design bureau. Yakovlev was well aware of this, nevertheless he did not refuse Antonov. These were the last days of Yakovlev's tenure as deputy people's commissar for experimental aircraft construction. The reaction of Alexander Sergeevich to Oleg Konstantinovich's proposal was quick: “T. Shishkin S. N. This is an interesting aircraft, you need to build it. Instruct them to request from Comrade Antonov an estimate and a deadline for the release of the machine.

This is the best characterization of the chief designer. As Antonov later recalled, “these six words decided the matter. In May 1946, the government task came to create an agricultural aircraft that fit perfectly into the An-2 concept.

Thirty years later, on the occasion of Yakovlev’s 70th birthday, Antonov noted in his jubilee address: “I had the good fortune to work for a total of several years under your leadership in the wonderful experimental design bureau you created, which is a model of a creative organization in terms of coherence, efficiency and speed in implementing advanced ideas.

I recall with pleasure and gratitude those years of study, which brought me invaluable benefits in my further independent work.

"School Yakovlev" is a very special school of design skills, which has no analogues either in the Soviet Union or abroad."

It should be said that Antonov instilled much of what was said in this address to his student and successor P.V. Balabuev, under whose leadership, in the absence of funding from the state, such excellent aircraft as the An-140 and An-148 were quickly created.

After the war, the Yakovlev Design Bureau built the first domestic aircraft with a Yak-15 turbojet engine. It should also be noted that the first production loitering Yak-25 interceptor and the Yak-28 supersonic bomber.

A great achievement of the Design Bureau was the creation in the USSR of vertical takeoff and landing aircraft Yak-36, Yak-38 and Yak-141. The latter, despite the past decades, still has no analogues in the world.

The Yakovlev Design Bureau team also tried its hand at creating helicopters. His "flying car" Yak-24 in the mid-1950s was the most lifting car in the world.

The merit of the team is also great in the creation of civil aircraft. Training aircraft Yak-18, Yak-50 and Yak-52 left a mark in the sky of our planet for many years.

Laureates of the Stalin Prize (from left to right): doctor N.N. Burdenko, future academician A.A. Blagonravov, small arms designer V.A. Degtyarev, electrochemist A.N. Frumkin, A.S. Yakovlev, Academician P.L. Kapitsa, A.I. Mikoyan, biochemist A.N. Bach and Academician K.I. Scriabin

A few words should also be said about the sports aircraft of the OKB im. A. S. Yakovleva. The first of these was the Yak-18P. It was on this machine that the Soviet team took second place at the World Aerobatics Championship, held in Hungary in 1962. Four years later, at the championship in Moscow, our pilots, speaking on the improved Yak-18PM, won all the prizes.

At the 6th World Championship in 1970, S. Savitskaya, who flew the Yak-18PM, and I. Egorov, who flew the lightweight Yak-18PS, became the absolute world champions. For eight years, the Yak-18 held the reputation of the best sports aircraft on the planet. Is this not proof of his outstanding flight data!

The Yak-18 was replaced by the Yak-50 single-seat acrobatic all-metal aircraft, on which, in 1976, at the 8th World Championship in Kyiv, USSR athletes won a brilliant victory, winning the team championship and the Nesterov Cup.

The Yak-55M was the last OKB sports aircraft. On it in June 1989, S. Kabatskaya became the winner of international competitions in Czechoslovakia, and in August of the same year - the silver medalist of the European Championship in Hungary.

Until recently, the Yak-18T was considered the main "flying desk" of future civil aviation pilots, the Yak-40 became the world's first jet aircraft for local airlines, moreover, certified in many countries. The highly economical Yak-42 airliner proved to be excellent.

Under the leadership of Yakovlev, not only airplanes and helicopters were created, but also a design school, a team of like-minded people.

There have always been many rumors about Yakovlev among specialists, and of a negative nature. These gossip quickly spread throughout the country, creating an appropriate image for a person. For example, there were a lot of rumors related to the “pushing” of a completely unusable Yak-4 aircraft, or that Alexander Sergeevich interfered with other designers by pushing his products. The only riddle that the author is unable to understand is the story of the serial production of the Yak-4 bomber.

It is difficult for me to judge everything that has been said, since it is not documented. On the contrary, there are documents that testify to the contrary. Yes, Yakovlev was cool in relation to his subordinates and knew how to find ill-wishers, like, for example, the Minister of Civil Aviation Bugaev. But one thing is clear that Alexander Sergeevich, although he was sometimes wrong, did not harm people and willingly shared his achievements with competitors. This is confirmed by the Yak-15 fighter. The main idea of ​​this machine (redrawn scheme), once shown to A.I. Mikoyan, became the basis for the reconfiguration of the future MiG-9.

“I knew Academician A. S. Yakovlev,” said A. A. Levinskikh, who headed the Design Bureau from 1984 to 1990, “for 28 years, of which 24 years were working together in the Design Bureau. As a designer, he had an amazing sense of the new, promising, often ahead of time. Sometimes he suffered from the fact that the proposed aircraft did not fit into traditional schemes, or from the fact that the aircraft did not have a foreign analogue.

As a designer, he sought to deeply understand the essence of the problem, having studied it from all sides. He tried to find elegant solutions, bringing them into designs often to ingenious simplicity and manufacturability. He was always cautious and always looked ahead. He was always faced with the question of where this would lead, whether it was useful. He was a bright opponent of any stupidity and irresponsibility.

It was not easy to work with him. One could argue with him, disagree. He never shied away from sharp and difficult issues.

He had the ability to respect and take into account the opinion of the interlocutor. But when the decision was made, Yakovlev was adamant and demanded the same from his subordinates.

General aircraft designer, colonel-general of aviation, academician of the USSR Academy of Sciences, twice Hero of Socialist Labor Alexander Sergeevich Yakovlev passed away on August 22, 1989.

Alexander Sergeevich left to his descendants not only airplanes. He is the author of several books that were started by "Tales of an Aircraft Designer" back in the 1950s. Subsequently, the books "The Purpose of Life" and "Soviet Aircraft" were published. Despite the fact that these books were repeatedly published in large editions and were in great demand, today they are a bibliographic rarity.

Twice Hero of Socialist Labor, Colonel General A.S. Yakovlev

After the publication of the first book, a conflict occurred between Yakovlev and N. S. Khrushchev. During one of the shows aviation technology Nikita Sergeevich reproached the designer that his job was to create aircraft, and not write books. Naturally, Alexander Sergeevich did not dare to answer these words then, but the hostility between them persisted until Khrushchev's "retirement".

The motherland deservedly noted Yakovlev's contribution to the defense capability of the state and the development of civil aviation, awarding him with numerous orders and medals, twice conferring the title of Hero of Socialist Labor. In Moscow, on Leningradsky Prospekt, opposite the OKB building, a bust of the designer was installed, a memorial plaque is on the house where he lived. In 2006, on the occasion of the 100th anniversary of his birth, Aviaconstructor Yakovlev Street appeared.

After the collapse of the USSR, the leadership of the A.S. Yakovlev Design Bureau managed to retain leading specialists and create an excellent jet combat training aircraft Yak-130, and is currently developing the main passenger aircraft MS-21.

In this book, dedicated to fighter aircraft, the author made an attempt to clarify some of the events that took place in the A. S. Yakovlev Design Bureau, based on archival documents. The author deliberately omitted some moments of the designer's personal life, his biographies, which the uninitiated can interpret in two ways. Relatives or people who knew Alexander Sergeevich closely should write about this.

Concluding the preface, I would like to preempt the reaction of some readers, since the book contains many documents from the period of World War II, that the designations of German aircraft are given in accordance with the transcription adopted in the Soviet Union.

“And then you returned home to Paris on the plane donated by me” ... This is how Mark Bernes described the fate of the French pilot from the Normandie-Niemen fighter regiment in the song. The squadron, and then the regiment "Normandy-Neman" fought for the Motherland in the skies of the USSR, on Soviet aircraft created in the Design Bureau of Yakovlev Alexander Sergeevich.

The song describes further fate of this unit, after the end of the war, the air regiment of the "Fighting France" returned to France. On donated by the Government of the Union.

Life must have a purpose

The autobiography of A.S. Yakovlev is called “The Purpose of Life”. The name is apt - all his life he designed and created aircraft. Not all of his creations took to the skies, but those machines that took off are enough for history. And there were many.

Training fighters, sports aircraft, fighters and attack aircraft, helicopters and VTOL aircraft - this is the life and destiny of the designer.

First steps

The future aircraft designer was born on April 1 (March 19 according to the old calendar), 1906, in the family of an employee of the Nobel company. The family was of average income, but respectable - the parents had the title of hereditary honorary citizens.

In 1914, Sasha entered the gymnasium, which was considered one of the best in Moscow.

He studied well, but the report card did not allow him to suspect a future engineer - in physics and mathematics, Yakovlev received fours. He liked history and travel stories more.

But he was an active student, took part in public life ... Perhaps reading and the influence of his comrades drew his attention to technology. Alexander began to study in a radio circle and even tried to build a "perpetuum mobile".

Having read literature on aeronautics, in 1921 he assembled a model glider capable of flying. This is how it started design activity Yakovlev.

Student at the car

In 1922, the young designer created a full-fledged glider. His model received an award at the festival in Koktebel (now the festival "Upstream"). In the same year, the young man went to serve in the army.

But he did not march with a rifle, but delved into the engines - in the position of an aircraft mechanic at a military academy.

In it, he was enrolled for training without competition in 1927, continuing to combine his studies with repair work and inventive activity.
In 1931, the studies were completed. Yakovlev began working as an engineer at aircraft factory No. 39. From this moment on, you can read the biography of the aircraft designer Yakovlev.

Design department

The first design organization created by A.S. Yakovlev should be considered an aircraft modeling circle, organized by him back in 1922. Even then, he showed not only design, but also leadership talent, being able to unite people with a common cause.

In 1932, at his plant, he created a light aviation group. In 1934, she was transferred to the direct subordination of Spetsaviatrest. This moment is supposed to be considered the official "birthday" of KB Yakovlev.

Of course, the organization did not immediately receive his name. Initially, the enterprise (here they not only invented, but also produced) appeared under various code and secret code names. Only in 1990, after the death of the inventor, the company was given his name.

Alexander Sergeevich Yakovlev headed his company until 1984. He dedicated the rest of his life literary activity, highlighting in books several stages in the development of Russian aviation.

Akhtung, Normandy in the sky

Yakovlev's aircraft from the time of his formation as a designer are, first of all, the famous "hawks" - the Yak-1, 3, 7 and 9 fighters.

It was these aircraft that bore the brunt of the fighting over the front line on their wing.

Less often they recall the unsuccessful version of the Yak-2/4 medium bombers, the first Yakovlev aircraft adopted by the Air Force, but almost all lost in the early days of the Great Patriotic War.

Yak fighter

In 1939, after evaluating the actions of fighter aviation in Spain, a number of design bureaus were asked to take on the development of the latest fighter with the M-105 engine, one of the most modern liquid-cooled engines produced in the USSR at that time.

In addition, there were requirements in the TOR to minimize the use of "winged metal" in the design, due to the shortage of aluminum in the country.

Alexander Sergeevich submitted a project for consideration by the commission, which had the factory designation I-26. This prototype, having gone through a series of tests and flights, became the famous Yak-1 fighter.

The design of the aircraft used steel pipes for the frame and fabric for covering it, the amount of duraluminium was minimal, as required by the terms of reference, but at the same time, the required speed and armament parameters were achieved due to the high culture of weight and aerodynamics, which later became one of the differences OKB Yakovlev.

At the same time, a training version of the machine was also produced, which, after the termination and release of the cadet cabin, became a combat fighter and was already produced in this capacity. It was his improvement that led to the creation of the Yak-9, the best fighter of the Yakovlev Design Bureau during the war years, released in a dozen modifications, this particular aircraft became an ordinary soldier in the sky of the Great Patriotic War.

Yaks started the war in 1941 with 300 aircraft and 36 retrained pilots, ended it in 1945 with thousands of aircraft in the air corps and hundreds of trained pilots.

Yaks entered the army aviation, the guard flew Lend-Lease Cobras. But among the army there were many heroes, twice Hero Soviet Union A.I. Koldunov had 46 downed enemy aircraft on his account.

Yakovlev's combat aircraft were highly appreciated by the state. In 1943, the designer received the Stalin Prize. He gave it entirely "to create an aircraft for the best fighter of the Red Army."

Not only war

The development of aircraft for military aviation was continued by A.S. Yakovlev even after the end of the Great Patriotic War. After the war, his design bureau created:

• the Yak-25 family of fighters and the Yak-26 tactical supersonic bomber based on them;
• VTOL Yak-38, Yak-38M and Yak-41;
• multi-purpose helicopter Yak-24;
• sports aircraft Yak-50 and Yak-52;
• newest ;
• and Yak-42.

The design bureau also developed projects for deck-based aircraft, multi-purpose machines, and helicopters. But the matter was not limited to military aviation. A.S. Yakovlev’s career began in sports aviation.

In the future, he continued to engage in this direction. The designer was also interested in passenger air transportation.

Among the developments of the designer, an important place belongs to sports and training light aircraft. They set records and trained aces not only in the USSR, but also abroad.

1. AIR-1 was created by the inventor back in 1927. Then the pilot Yu. Piontkovsky set a record for the duration and range of flight on this light machine.
2. AIR-9, the first created after the formation of the Bureau, was successfully demonstrated at the Paris Air Show. Then, on its basis, they created a "spark" UT-2 for pilot training. She trained pilots from 1938 to 1948.
3. After the war, training aircraft Yak-18, Yak-50 and some others were produced.

The full list of training and sports models of the design bureau has a dozen positions.

Passenger aviation was not forgotten either.

The Yak-40 was one of the most famous Soviet passenger aircraft. Of all domestic models in Soviet time he alone had official international certification and was massively supplied abroad.

No gossip

Unfortunately, the name of A.S. Yakovlev was not without gossip. Most of them are connected with the fact of his good relationship with I.V. Stalin.

Also, the inventor from 1940 to 1946 was Deputy People's Commissar (then Minister) of the aviation industry. In this regard, ill-wishers accuse him of unreasonable "mocking", which led to repression against other designers.

Anything happened in those days. Many actions from the category that are now considered categorically unacceptable were considered the norm. But the reliability of evidence and confirmation of Yakovlev's dubious actions leaves much to be desired.

Perhaps, while holding the post of deputy people's commissar, the designer really "pushed back" projects that seemed unsuitable for him. But he was responsible for experimental, not serial production. Yes, there is no information about the intercession of A.S. Yakovlev for the repressed colleagues.

But there is no reason to suspect him of denunciations either. Moreover, most of the repressed suffered long before Yakovlev became deputy people's commissar and began to visit the Kremlin regularly.

We also know his letter (dated 1943) with a recommendation to start mass production, the very one that he allegedly "pushed".

And he left the high post of his own free will, preferring the leadership of engineers to the leadership of the ministry.

Aircraft designer Alexander Sergeevich Yakovlev lived a long productive life. Under his leadership, about 100 models of aircraft for various purposes were created. Most of them left a noticeable mark in the history of domestic aviation. And the design bureau continues to work, putting the Motherland on the wing.

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An outstanding Soviet aircraft designer who created his own school of aircraft engineering. Under his leadership, more than 100 serial aircraft and over 200 of their modifications were created, on which different time 86 world records were set. Laureate of the Lenin Prize (1972), and the USSR State Prizes (1941, 1942, 1943, 1946, 1947, 1948, 1977). He was awarded many orders and medals, including 10 (ten!) Orders of Lenin, 2 Orders of the Red Banner, 2 Orders of the Patriotic War of the 1st degree, Order of the October Revolution, Order of Suvorov of the 1st and 2nd degrees, Order of the Red Banner of Labor . He has awards from the French government - the Order of the Legion of Honor and the Officer's Cross. (b. 1906 - d. 1989)

A lot can be said and written about Alexander Sergeevich. After all, in many ways in the Soviet aircraft industry, he was, if not the first, then one of the first. Chief, then general designer. His fighters were among the best in their class during the Great Patriotic War and accounted for about 60% of the air fleet of the Soviet Army. After the war, Yakovlev stood at the origins of the creation of jet aviation. Under his leadership, the Yak-15, one of the first jet fighters, the Yak-28, the first supersonic front-line bomber in the USSR, the Yak-36, the first Soviet vertical takeoff and landing aircraft, were created. Just listing the perfect aircraft he created will take more than one line.

Alexander Sergeevich himself defined the qualities of a talented designer as follows: “indestructible will and perseverance in achieving the goal, a great talent as an organizer creative team, consciousness of high responsibility for one's work to the motherland, the ability to give oneself to one's undividedly beloved work and work, work and work again, regardless of anything and tirelessly, all one's life. And finally, it is obligatory for every creator of the new to have natural abilities. Yakovlev fully possessed these qualities - he created his own design bureau, his own school, his own aircraft.

And it all started, as usual, from childhood. Alexander Sergeevich was born on March 19 (April 1), 1906 in Moscow in a family of employees. “I could not inherit a design vocation from my ancestors. At the age of five, I first saw an airplane, but this acquaintance did not leave any trace in the soul of the future designer, ”Yakovlev admitted in his memoirs. But “screwing and unscrewing something was my passion. Screwdrivers, pliers, wire cutters were the objects of my childhood desires, and the limit of pleasure was the ability to twist a hand drill. Mom, Nina Vladimirovna, predicted her son a career as an engineer. But while he had a variety of hobbies. In the men's gymnasium P.N. Strakhov, where the parents assigned their son, Shura was the editor of the student's literary and historical magazine, a member of drama, radio and aircraft modeling circles.

But then came the 20s of the XX century. In the young Land of the Soviets, a strong interest in aviation flared up. He also captured Yakovlev, a 17-year-old young man firmly decided to become an aircraft designer. After reading in the newspapers about the upcoming glider competitions in the Crimea, Alexander wanted to take part in the construction of the glider. The purposeful young man turned to the organizer of the competition, Artseulov, and he arranged him as an assistant to the pilot N.D. Anoshchenko. Unfortunately, the first experience of building a "real glider" was unsuccessful. In Koktebel, the glider only a few meters off the ground and crashed. The failure did not upset Yakovlev, on the contrary, the spectacle of hovering cars made a huge impression on him: “Now I have finally become an aviation person. The choice of profession was made by me irrevocably.

Alexander got the idea to make a glider himself. For technical advice, he turned to S.V. Ilyushin, then a student of the Air Force Academy, and built the car itself on the basis of a school aircraft modeling circle. The design turned out to be successful, "the glider was stable in the air and obeyed the rudders well." The designer and his assistants were given a prize - 200 rubles. and literacy.

But to enter the only then higher educational institution in Aviation, Air Force Academy. NOT. Zhukovsky, it was not possible, there was no length of service in the Red Army. In March 1924, with the help of Ilyushin A.S. Yakovlev got a job as a simple worker in the workshops of the Academy of the Air Fleet, and two years later he achieved his transfer to the flight squad, to aircraft maintenance. In the same 1926, he entered the Academy. Zhukovsky.

On May 12, 1927, the first flight of an aircraft designed by Yakovlev took place. The aircraft was built in the large hall of the laboratory building by a student initial course. And when the car took off and made several circles over the airfield, Alexander Sergeevich felt like a real designer. The plane with a designer on board made a sports flight Moscow - Kharkov - Sevastopol - Moscow. In total, during the years of study, he designed four original aircraft.

In 1931 A.S. Yakovlev graduated from the academy in the first category. The young engineer was sent to the plant. V.R. Menzhinsky, in the Central Clinical Hospital. A strong group of aeronautical engineers worked here at that time. He was offered to work in a promising design team, which meant working in one narrow area. Yakovlev did not want this, so he moved to the position of an ordinary engineer. At the same time Alexander Sergeevich free time builds the AIR-6 aircraft at its own risk, which has successfully passed the tests and was accepted into

mass production.

Then there was AIR-7. On a test flight in the summer of 1932, he showed a speed of 332 km / h. It was already a record, the young designer managed to create one of the fastest aircraft. But on the second flight, the plane crashed due to an error made in the design: after all, Yakovlev was the first to create such a high-speed car. The accident investigation commission was inexorable, its verdict read: “Forbid Yakovlev to engage in

design work."

A.S. Yakovlev, defending his work, did not lose his head. He secured an appointment with a member of the Politburo of the Central Committee, Ya.E. Rudzutaka, to whom I described the situation. The intervention of a member of the government bore fruit - a design bureau of 35 people headed by A.S. Yakovlev was given a room - a bed workshop. Here in 1934 - 1935. Aircraft AIR-9, AIR-9 bis, AIR-10 were created. AIR-9 at the Paris Aviation Exhibition was recognized as the best in its class. In 1936, the success of the design group became so obvious that they were given money to build a good assembly shop and premises for a design office. The foundation was laid for the enterprise, which became the ancestor of a series of not only sports, but also combat aircraft, which played a role during the Great Patriotic War.

Yakovlev not only creates his own aircraft, but also gains experience from the famous designers of that time. This is evidenced by his foreign business trips of the 30s - Italy, France, England, Germany. By the way, in Germany, Alexander Sergeevich met with the famous aircraft designer Messerschmitt, and in 1940 he visited A. Hitler himself.

In 1939, after a meeting in the Kremlin on the development of Soviet aviation, the Yakovlev Design Bureau began to create military aircraft. In 1939, a short-range bomber, the BB, was created. Stalin became interested in the activities of the designer and since then he often called him to his place to discuss aviation problems and personal conversations.

In 1940, the first high-speed fighter I-26 was created, which was renamed the Yak-1 in serial production.

During the Great Patriotic War, aircraft designers were given the task of inventing a fighter that would successfully operate against Messerschmitts and Fockewulfs. And the Yakovlev Design Bureau designed the Yak-3 fighter, which had a high speed (up to 720 km / h), excellent maneuverability and was the lightest aircraft of the Second World War. Since 1943, these aircraft began to be mass-produced for the front. At the same time, the Yak-9 fighter was released, which was intended to escort and cover heavy bombers. Two of three Soviet fighters

Great Patriotic War were developed by Yakovlev. In total, during the war years, Yakovlev's aircraft were assembled at 14 aircraft factories, which delivered an average of up to 38 aircraft per day to the front.

Immediately after the war, Yakovlev Design Bureau began working on a new generation aircraft with a turbojet engine, the Yak-15 jet fighter. In April 1946, the first test flights of the new aircraft were carried out. And in May 1947, the Yak-15 became the first Soviet jet aircraft that passed state tests with a positive assessment and was adopted.

In the 1950s, A.S. Yakovlev, with his design bureau, released the Yak-25, an all-weather loitering interceptor. And on its basis, then a number of serial supersonic Yak-28 aircraft for various purposes were created, among which was the first supersonic bomber.

Alexander Sergeevich was interested not only in military aircraft, he was also attracted to civil aviation. On October 21, 1966, the Yak-40 jet aircraft, designed to serve short intra-Union lines, took off for the first time. In 1967, this aircraft was exhibited at the Le Bourget air show and earned the highest marks from international experts. Then the short-range passenger Yak-42 was created, which still flies.

In the 70s, OKB A.S. Yakovlev paid special attention to the development of aircraft with short or vertical takeoff and landing. This is how the unique Yak-38 appeared, based on aircraft carrier cruisers. Since 1972, the aircraft was adopted by the Soviet Navy.

In 1984, at the age of 78, the famous aircraft designer retired, and in 1989 he died. But Alexander Sergeevich Yakovlev left a good legacy - his design bureau, where his students and followers work. Where his words sound like a motto: “I want to work and work in order to penetrate further and further into the unknown, reaching new heights. This is both the meaning and the purpose of the designer's life.

Valentina Sklyarenko

From the book "100 famous Muscovites", 2006

TASS-DOSIER /Valery Korneev/. Alexander Sergeevich Yakovlev was born on April 1 (March 19 according to the old style) 1906 in Moscow. Father - Sergey Vasilievich Yakovlev, employee; mother - Nina Vladimirovna, housewife.

In 1914 he entered the preparatory class of the private male gymnasium N.P. Strakhova (after the October Revolution of 1917 - United labor school 2nd stage of the Sokolnichesky district of Moscow), graduated from it in 1923. In the period from 1927 to 1931 - a student of the Air Force Academy of the Workers 'and Peasants' Red Army (VVA RKKA, now - Air Force Engineering Academy named after N. E. Zhukovsky).

Corresponding member of the USSR Academy of Sciences in the Department of Technical Sciences (aircraft building) since September 29, 1943, academician in the Department of Mechanics and Control Processes (mechanics) since December 23, 1976.

In 1922, he became interested in aviation, building flying model aircraft in a school circle. Since 1923 - an activist of the Society of Friends of the Air Fleet (ODVF), the organizer of the first school cell of the ODVF in Moscow.

In 1924, he designed his first aircraft - the AVF-10 training glider, which was awarded a prize based on the results of the All-Union glider tests in the Crimea.

In 1924, he voluntarily joined the Red Army, served in working positions, including an aircraft mechanic of a VVA flight detachment.

In 1927-1931, simultaneously with his studies at the VVA, he created light aircraft. In 1927, he built a light aircraft AIR-1, on which test pilot Julian Piontkovsky set world records for flight range and duration (flight from Sevastopol to Moscow on July 19, 1927, 1,420 km in 15 hours and 30 minutes). .

Having received an engineering degree, in 1931 he was assigned to the aircraft factory number 39 named after. V.R. Menzhinsky (Moscow), where he organized a light aviation group. In January 1934, the group was separated into a separate design and production bureau (KPB) of Spetsaviatrest of the Main Directorate of the Aviation Industry, GUAP (in the same year the bureau was renamed the Light Aircraft Plant, then Plant No. 115).

From 1935 to 1956 - chief designer of the design bureau of plant number 115, at the same time in 1935-1952. - Director of this plant.

In 1940-1946. he was also deputy, then first deputy people's commissar (in 1946 - minister) of the aviation industry of the USSR Alexei Shakhurin and Mikhail Khrunichev.

In 1956-1984. - General Designer of Design Bureau of Plant No. 115, which in 1966 was named the Moscow Machine-Building Plant "Speed" (since July 1, 1992 - OKB named after A.S. Yakovlev, since 2009 - Engineering Center named after A. S. Yakovlev as part of the Scientific and Production Corporation "Irkut").

In 1984 he retired and lived in Moscow.

Under the leadership of Alexander Yakovlev, 75 types of aircraft were created, built with a total number of over 66 thousand copies.

Among them are the local communications aircraft AIR-6 (1932); the first mass training monoplanes UT-2 (1935) and UT-1 (1936); piston fighters of the Great Patriotic War Yak-1 (1940), Yak-7 (1941), Yak-9 (1942) and Yak-3 (1943); the first Soviet jet fighter Yak-15 (1946) put into service; the first Soviet all-weather interceptor Yak-25 (1949); supersonic reconnaissance Yak-27R (1958); supersonic bomber Yak-28 (1958); VTOL aircraft Yak-36 (1964) and Yak-38 (1972); training aircraft Yak-11 (1945), Yak-18 (1946), Yak-18T (1967), Yak-52 (1974); light multi-purpose aircraft Yak-12 (1947); sports and acrobatic Yak-18P, PM, PS, Yak-50, Yak-55 (1960-1981); jet passenger Yak-40 (1966), Yak-42 (1975), etc.

Alexander Yakovlev served as Chairman of the Scientific Council of the Ministry of Aviation Industry of the USSR (1946-1948), Head of the Department of Design and Construction of Aircraft of the Moscow aviation institute(1944, 1958), chairman of the editorial board of the journal "Technique of the Air Fleet" (1942-1947). He was a deputy of the Supreme Soviet of the USSR in 1946-1986.

Colonel General of the Engineering and Technical Service (1946), Colonel General of Aviation (1984).

Twice Hero of Socialist Labor (1940, 1957). Laureate of six Stalin Prizes (1941, 1942, 1943, 1946, 1947, 1948), Lenin (1971) and State (1977) Prizes of the USSR. Awarded ten orders of Lenin (1939, 1940, 1942, 1944, 1945, 1950, 1956, 1966, 1981, 1984), October revolution(1971), two Orders of the Red Banner (1944, 1955), Orders of Suvorov I (1945) and II degree (1944), World War I degree (1945), Red Banner of Labor (1975), Red Star (1933), medals.

Marked with an officer's cross of the Order of the Legion of Honor of the degree "officer" (France), a gold aviation medal of the International Aviation Federation (FAI, 1967).

In 1934-1937. He was married to a mechanical engineer Lidia Nikolaevna Rudinkina. Since 1938 he was married to pilot Ekaterina Matveevna Mednikova. Sons from the second marriage - Alexander and Sergey.

A bronze bust of Alexander Yakovlev was installed in 1976 in Moscow's Chapaevsky Park (Park of Aviators). The name of the aircraft designer is the bureau in which he worked, as well as the streets in Moscow, Novorossiysk and Ulan-Ude.

April 1, 2016 marks the 110th anniversary of the birth of Alexander Sergeevich Yakovlev - the legendary Soviet aircraft designer, Colonel General of Aviation, the creator of a whole family of Yak aircraft, the founder of a competitive and efficient design school. Since 1934, the design bureau, which will later be named after the designer, has been continuously engaged in ensuring large-scale production and operation of aircraft. In total, more than 70 thousand Yak aircraft of all types were built, including more than 40 thousand combat aircraft during the Great Patriotic War. In the most difficult years for the country, 2/3 of the entire fleet of fighters were precisely the aircraft of Alexander Sergeevich Yakovlev. It is no coincidence that during the war years, the common affectionate name "Hawk" was assigned to Soviet fighter aircraft.

The future aircraft designer was born on April 1, 1906 in Moscow. His father was Sergei Vasilievich Yakovlev, an accountant by profession, who served as the head of the transport department in the oil company Nobel Brothers Partnership. Mother, Nina Vladimirovna Yakovleva, was a housewife. The family had three children: sons Alexander, Vladimir (1909) and daughter Elena (1907). The parents of Alexander Sergeevich had the title of "hereditary honorary citizens", which in those years was bestowed by imperial decree on representatives of the clergy and bourgeoisie.

In 1914, Alexander Yakovlev, having successfully passed entrance exams in Russian, arithmetic and the law of God, he entered the preparatory class of the private men's gymnasium Strakhov, located on Spasskaya Street. In those years, this gymnasium was considered one of the best in Moscow, it was distinguished by well-equipped classrooms and excellent teachers. After the October Revolution, the gymnasium was merged with a women's school, it became a state school, receiving the new name "Unified Labor School of the 2nd stage No. 50" of the Sokolnichesky district of the capital. The future famous designer studied with great eagerness. At the same time, the boy’s favorite subjects were literature and geography, in these subjects he always had excellent marks, and in physics, mathematics and chemistry, which were more suitable for his future specialty, he basically received fours. Alexander Yakovlev also loved drawing, which was quite important for the designer. In this subject, encouraged by teachers and his mother, he managed to achieve great success.

During his studies, Alexander Yakovlev was a fairly active student, taking part in public school life, was the head of the class, chairman of the student committee, for some time was the editor of the school literary and historical magazine and a member of the drama circle. I read quite a lot. He read the works of Jules Verne, Herbert Wales, Jack London, Rudyard Kipling and other authors, loved books on the history of Russia and, of course, about various kinds of technology. He showed a particular interest in technology. During his school years, he even tried to build a perpetual motion machine, attended classes in a radio circle, where he personally assembled a radio receiver. He also mastered carpentry, enthusiastically creating models of locomotives, stations, bridges, railway cars. The influence of his uncle, a traveler, affected, at that moment Alexander Yakovlev wanted to follow in his footsteps, becoming a railway engineer.

The event that forever changed his life took place in 1921, when, according to the scheme and description from the book, Yakovlev assembled a flying model of a glider with a wingspan of two meters. He successfully tested the built glider in the school hall. From this moment begins his aviation career and endless love for aviation, which eventually made him one of the most prominent aviation designers of the 20th century. He was able to achieve worldwide recognition thanks to the great desire to create new aircraft, which he managed to carry through his whole life. Later, he himself spoke about this feeling: “When I built the glider, I was seized by an irresistible desire to design an airplane. Later, I wanted to make another one, but better, then a third ... You build a new plane and think: “If only it would fly, I don’t need anything else in my life!”, But when the car is born and starts flying, a new desire arises - to create another plane, which would be even better, fly faster ... "

Yakovlev retained this desire to create and create new aircraft for the rest of his life, being able to captivate the team with him, turning people into a group of like-minded people. Already in 1921, he found other aeronautics enthusiasts at school, and in 1922 he independently organized an aircraft modeling circle, his first "design bureau".

Already in 1924, Alexander Yakovlev created his first full-fledged aircraft - a glider called AVF-10, which managed to receive an award as one of the best Soviet gliders at the All-Union competitions held in Koktebel. This glider made its first flight on September 15, 1924. From that moment on, Yakovlev was engaged only in aviation. In 1924, he volunteered to serve in the Red Army, serving in the Air Force Academy named after N. E. Zhukovsky (VVA). Here he was both a simple worker and a minder of the flight detachment of the academy. In 1927, he designed his first aircraft - AIR-1, the day of the first flight of AIR-1 - May 12, 1927 is considered the birthday of OKB A. S. Yakovlev. In July of the same year, the first world records of the Soviet Union were set on the AIR-1 aircraft - in terms of range (1420 km) and duration (15 hours 30 minutes) of flight. For these achievements, Alexander Yakovlev in 1927 was enrolled as a student at the Zhukovsky Air Force Academy out of competition. He continued to study at the academy until 1931, simultaneously continuing to create light aircraft.

After graduating from the academy in 1931, Yakovlev worked for some time as an engineer at a serial plant, but already in 1932 he built the AIR-6 aircraft, which again attracted the attention of specialists. The aircraft was a monoplane parasol of a mixed design, distinguished by a closed and fairly comfortable cockpit. A feature of the AIR-6, like many of the aircraft of Alexander Sergeevich Yakovlev, was a high mass return, and hence a long flight range. Already in 1933, the AIR-6 aircraft, which was equipped with floats for landing on water, managed to exceed the official international distance record for seaplanes. And in 1934, several AIR-6 aircraft were able to make a group flight on the route Moscow - Irkutsk - Moscow, which at that time was a great achievement.

Continuing to work on the design of sports aircraft, Alexander Yakovlev created a sports two-seat aircraft AIR-7. The aircraft had a thin wing and a strut-braced monoplane design. At the end of the summer of 1932, at a flight altitude of 1000 meters, this machine managed to reach a maximum speed of 332 km / h. For comparison, the I-5 fighter, which was in service, built according to a biplane scheme, developed a maximum speed of 286 km / h. The construction of the AIR-7 made it obvious that the monoplane design, which gives superior flight speed, is more expedient and better suited for combat aircraft. And in 1935, a young design team, headed by Alexander Sergeevich, designed and built a training cantilever monoplane UT-1. It was a single-seat aircraft with a standard air-cooled engine that developed 100 horsepower. from. In the case of installing a forced engine on the aircraft, which developed a power of 150 liters. from. its maximum speed increased to 252 km / h.

Fighter Yak-3

Thanks to the invaluable experience that was gained in the process of designing and building training aircraft, the design bureau headed by Yakovlev was able to move on to the development of fighter aircraft. The first such combat vehicle was the I-26, which was significantly different from aircraft of this class created in other design bureaus of the country. He had a wooden wing, duralumin plumage and a welded (from pipes) fuselage frame. For a better flow around the fuselage, fairings with skin were installed directly on top of the tubular frame of the fuselage. Like all aircraft of Alexander Yakovlev, the I-26 aircraft was distinguished by its low weight and thoughtfulness, one might even say elegance, of constructive forms, which became its hallmark. The fighter was equipped with a water-cooled engine designed by V. Ya. Klimov, which had a small mass and small dimensions. In forced mode, the engine developed a power of 1240 hp. - a very worthy indicator for those years. This combat aircraft went into serial production under the designation Yak-1. At an altitude of 3400 meters, the fighter developed a maximum flight speed of 600 km / h, its armament consisted of a 20-mm cannon and two 7.62-mm machine guns. The creation of the Yak 1 aircraft was a great achievement for the entire domestic aircraft industry.

Somewhat earlier, back in 1939, the design bureau under the leadership of Yakovlev designed and built the Yak-2 high-speed bomber, and then the Yak-4. The latest modification with two water-cooled engines reached speeds of up to 567 km / h, which was maximum value for military aircraft produced in the Soviet Union at that time. A little more than 200 twin-engine bombers Yak-2 and Yak-4 were built. They managed to take part in the first battles of the Great Patriotic War, but most of them were lost in the first week of hostilities.

Already during the war years, the Yakovlev Design Bureau carried out a large amount of work to improve the aerodynamics of the Yak-1 aircraft and rational design, which made it possible to design a fighter with a flight weight of 2650 kg and high maneuverability and speed characteristics. This plane was the no less legendary Yak 3. The flight range of this fighter was 900 km. With the boosted engine V. Ya. Klimov VK 105PF, the fighter could reach a speed of 660 km / h, and with an even more powerful engine VK 107 - up to 720 km / h. Upon completion of the tests of the aircraft with the VK 107 engine, a conclusion was drawn up, which noted that, according to the main flight performance data, in the altitude range from the ground to the practical flight ceiling, the aircraft was the best of the built Soviet and foreign fighters. In combat units, this machine began to arrive in 1943. It was the most maneuverable and lightest fighter of World War II. It was on Yak-3 aircraft that French volunteer pilots from the famous Normandie-Niemen regiment flew.

Also, already during the war years, to provide reliable cover for bomber aviation, the Yakovlev Design Bureau designed an escort fighter, which had heavier weapons and a greater flight range than ordinary Yak-1 and Yak-3 fighters. This aircraft was the Yak-9, which was armed with a 37 mm cannon and two large-caliber 12.7 mm machine guns. The flight range of the fighter reached 1000 km. During the Great Patriotic War, Yak-9 fighters were also widely used for attacks on ground targets. For example, Yak-9T vehicles were armed with 45-mm cannons. And the appearance in the Air Force of the Yak-9D and Yak-9DD aircraft, which had a flight range of 1400 and 2200 km, respectively, made it possible to provide support for the Soviet troops in the offensive, which was especially important at the final stage of the war. In total, over 40 thousand Yak fighters of various models were built during the war years. For comparison, no less popular Lavochkin fighters were created just over 22 thousand. Thousands of Soviet pilots fought on Yak fighters, winning in the air victories over German aces on Messerschmitts and Fockewulfs, in which Alexander Sergeevich Yakovlev had a great personal merit.

Until July 1946, Alexander Sergeevich, leading his design bureau, simultaneously worked as deputy people's commissar of the aviation industry for experimental aircraft construction and science, from March of that year - deputy minister of the aviation industry for general issues. In July 1946, due to the heavy workload and employment in the Design Bureau, he left this position of his own free will. From 1935 to 1956, he was the chief designer of the Design Bureau, and from 1956 until his retirement in 1984, he served as the general designer.

After the end of World War II, aviation was re-equipped with jet technology. The first jet fighter to enter service with the USSR was the Yak-15 fighter. Behind him, the Yakovlev Design Bureau designed the Yak-17UTI, Yak-23, Yak-25 - the first all-weather interceptor in the USSR, the high-altitude Yak-25RV, and the first Soviet supersonic reconnaissance Yak-27R, followed by the Yak-28 family of supersonic aircraft, which included the first supersonic front-line bomber in the USSR. The scope of the OKB's activities also expanded, so Soviet army landing craft arrived - the Yak-14 glider and the Yak-24 helicopter, which in 1952-1956 held the title of the most lifting in the world.

Yak-40 at Stockholm airport

But Yakovlev and his design bureau became famous not only military equipment, civil aircraft were also created here. For example, here they gave birth to a whole generation of light-engine aircraft: the multi-purpose Yak-12, the Yak-11 and Yak-18 trainers, the first Yak-30 and Yak-32 training and sports aircraft in the Soviet Union. Since 1960, speaking on the Yak-18P, Yak-18PM, Yak-18PS and Yak-50 aircraft, Soviet pilots many times stood on the podium at the European and world championships in aerobatics. Separately, we can mention the Yak-40 passenger aircraft, which began to carry passengers in 1968. At that time, it was the only aircraft in the USSR that was certified according to Western airworthiness standards and was purchased by Germany, Italy and other states. Later, the Design Bureau will also create a 120-seat Yak-42 passenger aircraft, which is highly economical; this aircraft is still used by Russian airlines.

Separately, one can also mention vertical takeoff and landing aircraft (VTOL). In 1967, during the parade at Domodedovo, the first Soviet VTOL aircraft, the Yak-36, was shown. Since 1976, the Yak-38 vertical and short takeoff and landing combat aircraft began to enter service with the Kyiv-class cruisers, which became the world's first carrier-based aircraft of this type.

Alexander Sergeevich Yakovlev was the owner of many prizes and awards: six Stalin Prizes (1941, 1942, 1943, 1946, 1947 and 1948), the State Prize of the USSR (1977), the Lenin Prize (1971). He was twice Hero of Socialist Labor, was awarded 10 Orders of Lenin, two Orders of the Red Banner, the Order of the October Revolution, two Orders of the Patriotic War of the 1st degree, Orders of Suvorov of the 1st and 2nd degrees, Orders of the Red Star and the Red Banner of Labor. In addition, he also had foreign awards, in particular the French officer's cross of the Legion of Honor and the military cross, as well as the Aviation gold medal from the FAI (International Aviation Federation).

On August 21, 1984, at the age of 78, Alexander Sergeevich retired. He lived in Moscow, where he died on August 22, 1989 at the age of 83, was buried at the Novodevichy cemetery of the capital. In total, under the direct supervision of this outstanding aircraft designer, more than 200 types of aircraft were created, of which more than 100 went into mass production. At various times, 86 different world records were set on the aircraft created by his design bureau.

Sources of information:
http://planetavvs.ru/construktori/yakovlev-aleksandr-sergeevitch.html
http://www.warheroes.ru/hero/hero.asp?Hero_id=12893
http://www.yak.ru
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