Jakovleff 1923 graduated from middle school and decided to be an airplane designer. At that time, the only aviation academy in the Soviet Union was the Air Force Academy. Students are selected from the air force, and they can't enter this college unless they work in the air force. His classmates advised him to apply for other colleges and universities, meaning that he would not engage in aviation, and he resolutely refused to do it. He would rather delay for a few years and try to join the army and enter the Air Force Academy. There is no one he knows in the air force. Occasionally I saw the name of an air force engineer in the newspaper, so I tried to find him. Finally, I found the engineer, and all I got was disappointment. This made Jakovleff very sad. But he didn't lose heart because of this, and he was determined to continue to find ways to realize his ideal.

One day he read a piece of news in the newspaper:1923165438+10. In October, the first Soviet glider competition will be held in Crimea on the Black Sea coast. Jakovleff thought he knew something about gliders, and wanted to participate in the work of manufacturing the first glider in the Soviet Union. So I went to the organizer of the competition-Artseulov, a famous pilot and designer at that time. I didn't expect the organizer to agree to his request. Introduce him to Anashenko, a pilot who is designing and manufacturing gliders, as an assistant. His father disapproves of this matter, thinking that it is useless to engage in gliders, so it is better to find a good job quickly; But his mother's support made his wish come true.

Because of his hard work and excellent grades, Jakovleff was sent to Kerim to participate in the glider competition, and he was very happy about it. Although the glider they built failed in this competition, he met some successful gliders and some young aviation enthusiasts, such as Sergei Vladimirovich Ilyusin, Pishnov and Groshenko, who were all students of the Air Force Academy at that time. Ilyushin later became a famous airplane designer, while Pisnov and Groshenko became scientists and professors. They are both mentors and friends of Jakovleff and have given him a lot of help.

After returning to Moscow, Jakovleff more firmly chose aviation as his career, and decided to design and manufacture gliders himself. Realizing that he has no higher education, he should learn from learned people in order to get their advice. So he went to Ilyushin, and Ilyushin agreed to his plan, guiding him to learn the necessary knowledge such as aircraft structure and strength calculation, and solving problems for him. After hard work, the calculation of the glider was finally completed and all the drawings were drawn. Where to build it? He thought of his alma mater and the partners of the model airplane manufacturing team. Sure enough 15 aviation enthusiasts joined his glider group. Information provided by Friends of Aviation Association. After several months of hard work, the glider was built, and the special Committee approved them to participate in the second glider competition in the whole Soviet Union after inspection. When they saw their gliders flying in the sky, they felt extremely happy and happy. The pilot reported that the plane was stable and obedient in the air (that is, flexible in control). Technical experts also believe that the design of the glider is successful. Finally, it was decided to give the designer a prize of 200 rubles and a certificate.

This success inspired the young man who was willing to devote himself to aviation. It also makes Jakovleff more eager to learn aviation expertise. 1March, 934, with the help of Ilyushin. He entered the teaching factory of the Air Force Military Academy, and first worked as an assistant in the carpentry workshop. Here, he does not refuse any dirty work or heavy work, and is familiar with everything around him with his heart. He gradually learned to be a fitter, lathe worker and grinder, and knew the main production process of the factory. A year or two later, he was transferred to the airport flying team to look after the hangar. Seeing that he worked hard, the maintenance director asked him to work as a second-class mechanic in the outfield. From then on, Jakovleff had the opportunity to get in touch with real airplanes frequently, from which he gained a lot of knowledge and skills.

When I was at the Air Force Academy,

Jakovleff has made great progress since he worked in the Air Force Academy. So the idea of designing light aircraft came into being. When he told Pyshnov, an aerodynamic expert, Pei not only supported him, but also suggested that he design a two-seat plane to meet the needs of flight training. It is difficult to design an airplane. It is a kind of creative labor, and it can also be said that it is the crystallization of knowledge. Jakovleff has no choice but to work, study and design. After about a year's efforts, Jakovleff finally designed a two-seat light aircraft with the British "Cherus" engine. After being approved by the Technical Committee of the Soviet National Defense Aviation Chemical Support Association, the manufacturing funds will be allocated. The maintenance team of the air force academy flight team undertakes the manufacturing task. In the process of designing and manufacturing this kind of aircraft, it has been supported by many people, but it has also been opposed by some people. A senior student of the Air Force Academy went to the support meeting and told him that his calculation was wrong. This made Jakovleff feel sad and doubted the structural strength of the plane. Later, Pishnov helped him. The expert checked his calculation, carefully analyzed it from all angles, and then wrote a written conclusion: the strength calculation of the aircraft is correct. So that the manufacturing work of this kind of aircraft can continue.

1 May, 9271day, the flight team captain Piantkovsky personally tested the plane designed by this mechanic. It turns out that the performance of the plane is good, and everyone warmly congratulates the young designer. Only then did I realize that I had passed the designer's "exam". This is the happiest day of his life. Later, he also agreed with the pilot to take off from Moscow and return to Moscow after passing through Kharkov and Sevastopol. Although this long-distance flight has experienced many difficulties. But it succeeded, setting two world records for light aircraft: non-landing range 1 420 km, endurance time 15 hours and 30 minutes. So I gave them bonuses and certificates, but the biggest reward was that he was admitted to the Air Force Academy and realized his long-cherished wish.

After entering the Air Force Academy, I mainly studied mathematics, physics and mechanics in the first and second grades. Structural mechanics of aircraft, aerodynamics, strength calculation, internal mechanism and so on. Study in the third and fourth grades. In the college, in addition to learning all subjects well, he continued to engage in aircraft design during holidays and some spare time. Ahil-2, 3, 4 and 5 light aircraft were designed in four years. 193 1, and obtained the diploma of our college with excellent results.

After graduating from university, Jakovleff was assigned to the Menzhinsky factory on the outskirts of Moscow after graduating from the Air Force Academy. This factory is very big, and so is the Central Design Bureau. The bureau was first led by a famous designer, Pauli karpov, who was accused of sabotage and sentenced to prison, and then Ilyushin was in charge. A design team in the factory wanted to pull Jakovleff to study the retraction of landing gear, but he refused, preferring to be a technician in the workshop, which he thought would be more useful to the aircraft designer. Besides finishing his work here, Jakovleff continued to design light aircraft in his spare time, working late into the night every day. The funds they need are funded by the Soviet National Defense Aviation Chemical Support Association. In this way, it took them two or three years to design and manufacture Ahil-6 and Ahil-7 aircraft. Ahil-7 reached a speed of 330 km/h during the test flight, which was the fastest aircraft at that time. During this period, there were five or six designers and fifteen or twenty technicians working with him. The factory designated an old warehouse as their workshop, but the factory leaders later decided to drive them away for fear that they would be bad for themselves when they grew up. Despite Pravda's support, the director insisted that they move away, because of the support of the General Administration of Aviation Industry, they moved all their things to a small iron bed factory while they were away. No way, they had to start over with half a small factory as a foothold. Several better light planes have been designed here. Among them, YT-2 gave a report performance to the party and government on July1935 * *, which attracted Stalin's attention because it flew fastest. He asked who designed the plane. Voroshilov immediately introduced Jakovleff to Stalin. Stalin asked him to sit next to him and put his hand on him when he took a photo. This was the most unforgettable moment in his life. Soon, YT-2 passed the national test and was adopted by the Air Force as the primary trainer for flight schools and aviation clubs, and more than 7,240 aircraft were produced.

As World War II approached, Jakovleff designed a twin-engine high-speed bomber with a speed of 567 kilometers per hour. The air force commander is very interested. He personally went to the airport to watch the flight of the plane and reported to Stalin. Soon Jakovleff was called into the Kremlin. Stalin, Molotov and voroshilov met him and asked him why his plane had the same engine and bomb load as the C б fast bomber, but it was much faster. Jakovleff replied: This is because of the development of science and technology in recent years, his aircraft has improved aerodynamics and reduced the structural weight. Stalin praised this as a miracle and revolution in the aviation field. The three men immediately agreed to award him the Lenin Medal, a sleeping car and a bonus of100000 rubles. The test pilot and other members of the design room were also rewarded.

In the Spanish Civil War, the planes of the Soviet Volunteers were not as good as those of Germany, and the war was imminent, so we must quickly develop new planes that could compete with them. At the beginning of 1939, the Soviet government held an aviation technology symposium in the Oval Hall of the Kremlin, inviting aircraft designers, engine designers, aviation industry and air force leaders, famous scientists, engineers and pilots to participate. The meeting was presided over by Molotov, and members of the presidium included Stalin, voroshilov and others. Please tell everyone about their current jobs and future plans. Finally, I call on everyone to seriously consider the situation facing the country and put forward their own suggestions. A second meeting was held soon and their work was discussed one by one. Each of the 20 designers undertook the task of developing a new machine. Stalin said: There are not so many new planes, but only in this way can we choose the best five or six. The government pays close attention to R&D and gives necessary help. 1At the end of 939, the Jacques-/KLOC-0 fighter designed by Jakovleff was pulled to the airport as scheduled before New Year's Day. The conclusion after the test flight is to put it into mass production immediately. Later, La- 1 and MiG- 1 were also approved for production. Seven other soldiers were defeated in this competition. Jacques -3 fighter, Jacques -7 fighter and Jacques -9 fighter after Jacques-1 have also been put into mass production, with an output of 36,000, which is the main fighter in the Soviet Union's patriotic war, accounting for two-thirds of the total number of fighters.

Return to the design bureau

After the war, the Soviet Union introduced German and British jet engines, and various design bureaus competed to develop jet planes. The new design competition has started again, and the Jakovleff Design Bureau must go all out. Jakovleff thought it impossible to be a deputy minister and a designer. 1On July 8th, 946, Stalin summoned the newly appointed ministers Khrunichev and Jakovleff to study and arrange the production of jet fighters. Afterwards, he asked to be removed from the post of deputy minister, because if he stayed in the Ministry, he would no longer be a designer, but a designer after all. Khrunichev supported his request, which Stalin thought was reasonable. Later, on the recommendation of Jakovleff, Xie Ni shishkin took his place. The next day, Jakovleff received two documents signed by Stalin, one was to promote him as a general, and the other was to agree to his dismissal request and thank him for his contribution. In the Ministry of Aviation Industry, he still serves as the chairman of the Scientific Committee, but he has been able to devote all his energy and time to the design work. After Jakovleff returned to the Design Bureau, in the short period of three years from 1946 to 1949, his Design Bureau developed and put into mass production new aircraft: jet fighter Jacques-15, Jacques-17, Jacques -23 and heavy air glider Jacques-/kloc-.

Since then, their work has sometimes been smooth and sometimes they have encountered trouble. 1950 Entrusted by Stalin, a four-seat light STOL aircraft-Jacques-12 was developed. Stalin was satisfied at first, but he was not satisfied when he found that the plane could not land in the concave. It happened that Stalin's son and another general used it for hunting. When they returned, something happened due to the recklessness of the pilot, and they were seriously injured. They deliberately blamed the poor performance of the plane, and Stalin ordered beria to investigate and forced it to stop production. It was not until Stalin died and beria was arrested that Jacques-12 resumed production. After the mass production of 195 1 MIG-15 fighter, the Jakovleff Design Bureau put forward several plans for swept-wing fighters, but they were all rejected by Stalin, and said that it was best to take the road of MIG modification. Under such circumstances, Jakovleff thought hard and put forward a design scheme. And wrote directly to Stalin to introduce the plan. Stalin agreed in principle and proposed to transform it into a patrol sniper interceptor. This aircraft was named Jacques -25 after development, and its modifications include reconnaissance type and bombing type.

After World War II, the Soviet aviation industry gradually formed a specialized design and production pattern. Tupolev Design Bureau engages in large bombers, Ilyushin Design Bureau engages in passenger planes, Antonov Design Bureau engages in military transport planes and Mikoyan Design Bureau engages in fighter planes. The other two former fighter designers had to find another way, Lavochkin switched to flying missiles, and Jakovleff had to build some new planes that other design bureaus were unwilling or unable to do. 1952, the Soviet government requested the design of large helicopters. Andre tupolev and Iliukhin both said that they had too many tasks and no experience in this field, so they could not attend. Miri Design Bureau, which has been engaged in helicopter development for many years, also said that it has been given the task of designing 12 helicopters and can no longer accept this job; It seems that Jakovleff has to put up with it. After the prototype was built, it vibrated in the test, but the reason could not be found, which made the designers fidgety and even a little disheartened. The delivery date has been repeatedly postponed, and even Defense Minister Georgi Constantinovici zhukov and Air Force Commander Pavel Fedorovich Zhigarev are impatient. Almost in despair, Jakovleff suddenly started, pointing out that the problem may be the rotor, and it is like this. This helicopter finally passed the national test and was approved for mass production, and was named Jacques -24. However, Jakovleff never wanted to set foot in this field.

However, the task of developing VTOL aircraft still falls on his shoulders. After more than ten years' efforts, the Design Bureau of Jakovleff has finally developed the second suitable V/STOL aircraft in the world-Jacques -38 fighter.

In addition, Jakovleff also occupies a place in the field of short-haul passenger aircraft in the Soviet Union. The Jacques -40 passenger plane designed by him has produced more than 1000, which is not only used by Soviet civil aviation, but also sold to France, West Germany, Italy and other western countries at low prices.