The fate of the aircraft in something similar to the fate of the famous "Mauser" K-96 — neither one nor the other has not been officially accepted for service …
And yet, "Mauser" is properly to the present time, and plane, which we wish to tell, protected air borders of the USSR and the Warsaw contract directly to the substitution of a Tu-128 and even the MiG-31. The beginning of the story we want to get a little detective stories that happened with this unit during the cool of the war.
April 6, 1966 radio operators British air force base on the outskirts of Berlin — Gatow — Russian controllers intercepted order to try to land the plane on the water of the lake Havelsi, but only in the Russian sector. The pilots gave their lives to try to do everything possible, but, despite the desperate trial, the plane crashed into the waters of the lake in the British zone. Both pilots were killed.
British military police immediately cordoned off the lake, translator of English military intelligence in Germany (Brixmis) was sent to the store, which has taken the time Russian soldiers under the command of General W. Bulanava. Management of one of the most mind-blowing spy operations assumed by the head Brixmis — Brigadier Donald Wilson.
The British immediately organized a rescue operation, promising to return the Russian aircraft and pilots of the body, to the site of the disaster reached the barge and floating crane, and the water was already hard work — first British motivate engines and radar antenna. They are something divers and tried to take off to explore.
Meanwhile, the interpreters were ordered at all costs reassure Bulanava to win time. When Bulanov, accusing the British of dishonesty, with a few soldiers tried to go to the lake of darkness suddenly jumped two arrow. Intending to defuse the situation, the interpreter asked the soldier to confirm that it has the right to skip the general. The one with the English equanimity replied: "Only not in this fucking life, sir! "
At that time, as the body passed Bulanov pilots, engines and radar antenna is in a hurry to Britain. After 48 hours the engines and radar returned to the place, but when April 13 pieces Russian aircraft was returned, the antenna was not. The British argued that returned all, if something is missing, meaning it is on the days of the lake. Try it, establishes that it is not true …
Plane, which was this mind-boggling story, the British later recognized as the Yak-28P («Firebar» to systematize NATO). It is believed that his predecessors were the Yak-26 and Yak-27R, but, in my opinion, that's not quite true. I think that should count all the same to start with which was released to the tests in 1952, the Yak-120 (in the series — the Yak-25), but rather to look at their photos. The thing that can be considered the ancestor of the whole family of aircraft, united by a common scheme, but different purposes.
For example, in 1969, was created by double supersonic interceptor Yak-28P. Its main purpose — to intercept air targets at low and medium altitudes in bolshennom range of speeds and in all weather criteria. Of course, that while the layout scheme and has remained constant since the time of the Yak-25, the design has changed significantly.
At first, it hurt weapons systems — if the "base" far loitering interceptor Yak-25 was armed with 2 guns NS-37 caliber 37 mm, then on the new interceptor from guns in general it was decided to abandon, instead they established two missiles K-8M (then P-30). One of their homing radar beam, the second was equipped with a thermal seeker. Target acquisition and missile launches provided the radar "Eagle-D." In addition, further established the station radio command guidance "Azure".
Configuration also touched and propulsion systems — P-11AF-300 was changed to R-11AF2-300, setting them in elongated pods with round inlet. With new engines Yak-28P received another advantage, especially for fundamental interceptor — a small run-up (in afterburner — only 400 meters away) and the highest rate of climb, which reduced time outputs the target. Also provided a suspension of powder boosters discharged after takeoff. To reduce the path provided for the installation brake parachute. All this made it possible to build airfields with shorter runways in areas of the Last of the North, where the construction of the 'normal' airfields associated with certain difficulties.
The highest rate of the Yak-28P at an altitude of 12-13 thousand meters reached 2060 km / h, operating — 1840 km / h, service ceiling — 16 thousand meters.
In the process of construction in the design of serial Yak-28P brought some changes: the number of missiles was adjusted to 4 by adding two close combat missile R-3S, lengthened the nose radome, which caused some apprehension designers radar for fear of worsening damn station. Compromise still managed to accomplish, and then in the course of routine repair new cone mounted on an old car just in parts. This car has received the designation Yak-28PM.
And at the end of our far from complete story about this, of course, a fascinating machine can only add that the Yak-28 was in service for over 20 years, and were part of the air defense system, where the Yak-28P served a very long time. 174th GvIAP defected to the MiG-31 only in 1983, even longer they stay on the latest Earth — the 641 th Regiment retrained on the Su-27 only in 1988.