OBSERVATIONS ON THE YAK 17 ENGINE

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP82-00047R000400650007-8
• Release Decision: RIPPUB
• Original Classification: C
• Document Page Count: 2
• Document Creation Date: December 22, 2016
• Document Release Date: June 17, 2009
• Sequence Number: 7
• Publication Date: August 11, 1954
• Content Type: REPORT

Approved For Release 2009/06/17: CIA-RDP82-00047R000400650007-8
CLASSIFICATION G0111FIMTM _
CENTRAL INTELLIGENCE AGENCY
INFORMATION REPORT
COUNTRY China
SUBJECT Observations on the Yak: 17 Engine
PLACE
ACQUIRED
DATE
ACQUIRED
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DATE DISTR. Aug 54
25X1
NO. OF PAGES 2
Z-185
NO. OF ENCLS.
(LISTED BELOW)
SUPPLEMENT TO
REPORT NO.
THIS IS UNEVALUATED INFORMATION
basic jet training in the Yak 17 Soviet-built
aircraft at the Yarlgchon Aa.rfield near Peking,, China. The designation
= for the aircraft? was AP 3-?25 (A RD-25, F,9 trans-
literated).
The Soviets had furnished five of the Yak 175 to the North Korean
Air Force for training purposes. The aircraft bad a simple canopy and
there was no preasurination. During the summer' season the cockpit became
extremely hot.. The ceil-inz of ? P aircraf"s limited; =kept it below
4000 meters. In fact it was dangerous to fly it
any higher. Maximum speed was about 700 km per hour; maximum flying
time about 35 minutes.
time. The aircraft was inspected once each day. Each morning the regiment
engineer would check over the engine. There were no other inspections
unless some. failure -gas reported.
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the maintenance period was every five hours of flying .25X1
3. The Yak 17 was very hard to start because of a very poor starting plant.
The controls were very heavy, there being no booster control. There were
very few instnuuents and the plane was not armed. There was only one
compass., an. electric o :en and instead of a radio compass a direction
finder designatel the :(UK 10 M was used,, the instrument responding to a
fixed signal, It was necessary to keep the needle of the instrument
centered in order to stay on the beam.. There was one altimeter with a
ma i.mum of l0,, 000 meters shown. ^ never experienced any flame out with
the aircraft and never heard of anyone who did. never experienced any .
particular o Ierat Local d;ii'ficFalties
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the static thrust of the aircraft in a stationary position.
The m-n imum horsepower,-thrust was 109 000 and maximum Rli about 9y 000. At
maximum power setting between 20 to 25 liters of fuel were. used.
CLASSIFICATION
Approved For Release 2009/06/17: CIA-RDP82-00047R000400650007-8
 Approved For Release 2009/06/17: CIA-RDP82-00047R000400650007-8
CONFIDENTIAL
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5. In starting the aircraft the battery cart was first attached.. The ac-
cumulator switch was placed in the "on" position. Next the assistant or
starter motor button was switched ou and the pilot gradually began feeding
fuel to the main motor. When the main motor caught the starter motor was
switched off. The maximum RPM for take off was 9000. The pilot then
switched on the radio and the RPK 10M and was ready for take off. Between
500 and 600 meters was needed for take off. The difficulty in starting
the aircraft was in the poor starter motor. These were of Soviet manufacture
but were old and in poor condition.
6.
the NKAF had five ARD 25 Fs at the Yangchon Airfield.
there were onl two, which were used by the NKAF at the Anshan
Airfield in Manchuria. regiment was moved to Antung Airfield and
took these two along but in December turned them over to a
Soviet regiment and were given U-MIG 15s for training purposes. There
were no ARD 25 Fs in the North Korean Air Force by 1952.
Approved For Release 2009/06/17: CIA-RDP82-00047R000400650007-8