Yak-3U F-AZZK
This Yak-3U started its life as Yak-11 and was sold to Capel Aviation before being sent to Avioane Aircraft Factory in Romania where it was remanufactured as Yak-3U. It received a new construction number, 003 and was rebuilt as a single-seater with and Pratt and Whitney R2000 engine.
After it was rebuilt as Yak-3U it was transported by ship to the US but it has never taken off. In 2007 the Yak-3U was transported back to Europe where it was sold to Frederic Vormezeele from Brasschaat in Belgium. In Belgium, the aircraft received a civilian registration number RA-3482K and was painted in Soviet Air Force colours with the markings “48 white”.
It performed its first flight as a Yak-3U on the 28th of August 2008 and was based at Lelystad, Netherlands with a Dutch owner. On the 15th of October 2012, the aircraft was sold to Rian Holding from the Yak Association and ferried to Lille Airport in France where it received a new civilian registration F-AZZK. Currently, the aircraft is based at the Antwerp International Airport in Belgium.
Yakovlev Yak-3U
The Yak-3U was a Yak-3 fitted with a Shvetsov ASh-82FN radial engine with 1,380 kW (1,851 hp) in an attempt to increase performance while avoiding the overheating problems of VK-107 and VK-108. Wingspan increased by 20 cm (7.9 in), wings moved 22 cm (8.7 in) forward, cockpit raised by 8 cm (3.1 in). Armament of 2 × 20 mm (0.79 in) Berezin B-20 cannons with 120 rpg. The prototype reached 682 km/h (424 mph) at 6,000 m (20,000 ft) and while successful did not enter production because it was completed after the war.
The Yakovlev Yak-3 was a single-engine, single-seat World War II Soviet fighter. Robust and easy to maintain, it was much liked by both pilots and ground crew. One of the smallest and lightest combat fighters fielded by any combatant during the war, its high power-to-weight ratio gave it excellent performance and it proved to be a formidable dogfighter.
Marcel Albert, a World War II French ace who flew the Yak-3 in the USSR with the Normandie-Niémen Group, considered it a superior aircraft to the P-51D Mustang and Supermarine Spitfire. It was also flown by Polish Air Forces (of the Polish People's Army formed in the USSR) and the Yugoslav Air Force, after the war.
The first of two prototypes had a slatted wing to improve handling and short-field performance while the second prototype had a wooden wing without slats in order to simplify production and save aluminium. 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 aluminium and the pressure of the Nazi invasion led to work on the first Yak-3 being abandoned in late 1941.
In between 1942 and 1943, Yakovlev built the Yak-1M, a prototype that would ultimately lead to the Yak-3, coupled with the VK-105PF2, the latest iteration of the VK-105 engine family, where "P" indicated support for a motornaya pushka - an autocannon that fires between the engine banks, through the hollow propeller shaft - mounting. It incorporated a wing of similar design but with smaller surface area (17.15 to 14.85 m2 (184.6 to 159.8 sq ft)), 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 (originally meant as a "backup") prototype was constructed later that year, differing from the first aircraft in that it had plywood instead of fabric covering of the rear fuselage, mastless radio antenna, reflector gunsight and improved armour and engine cooling.
After the VK-105PF2 engine received a boost from a manifold pressure of 1050 mmHg to 1100 mmHg, additional tests were needed to determine how it impacted the flight characteristics of the Yak-3. State trials revealed that this boost reduced the time needed to reach 5,000 m (16,000 ft) by 0.1 seconds, the takeoff run by 15 m (49 ft), altitude gain in a combat loop by 50 m (160 ft), and speed below 2,400 m (7,900 ft) by 5–6 km/h (3–4 mph).
The chief test pilot for the project Petr Mikhailovich Stefanovskiy was so impressed with the new aircraft that he recommended that it should completely replace the Yak-1 and Yak-7 with only the Yak-9 retained in production for further work with the Klimov VK-107 engine. The new fighter designated the Yak-3, entered service in 1944, later than the Yak-9 despite the lower designation number, and by mid-1946 4,848 had been built.
The designation Yak-3 was also used for other Yakovlev projects – a proposed but never built, heavy twin-engine fighter and the Yakovlev Yak-7A.
The first 197 Yak-3 were lightly armed with a single motornaya pushka-mount 20 mm (0.79 in) ShVAK cannon and one 12.7 mm (0.50 in) UBS synchronized machine gun, 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 with a cannon mounted in the engine "vee" firing through the propeller boss, synchronised machine guns in the fuselage, helping accuracy and leaving wings unloaded.