Yakovlev Yak-200

Yakovlev OKB

Industry	Aerospace
Founded	February 1951
Headquarters	Soviet Union

The Yakovlev Yak-200 represented a Soviet multi-engine trainer prototype developed in the 1950s. A variant, designated the Yak-210, was created specifically for navigator instruction; however, production was limited to one unit of each model before the project was terminated in 1956.

Development

Work began at the Yakovlev OKB in February 1951 to design an affordable bomber trainer initially known as the Yak-UTB (oochebnotrenirovochnyy bombardirovshchik—bomber trainer). This concept soon divided into two closely related aircraft: the Yak-200 aimed at pilot instruction and the Yak-210 intended for navigator and bombardier training. The key distinction lay in their onboard systems, with the Yak-200 lacking the specialized navigation and bombing equipment found on the Yak-210.

The Yak-200 featured a mid-wing, twin-engine monoplane design equipped with a tricycle landing gear. Its semi-monocoque fuselage, constructed from metal, consisted of three segments and provided side-by-side seating for crew members. The nose section was glazed with an optically flat panel but contained no seating or instrumentation. While the tail surfaces were fabric-covered, the tail structure itself had a metal skin. The wing was a metal one-spar assembly divided into three parts, with detachable trapezoidal outer panels. Both ailerons and outer wing flaps were fabric-covered; however, center-section flaps had metal skins. The main landing gear retracted forward into engine nacelles, and the nose gear folded backward. Two 700 horsepower (520 kW) Shvetsov ASh-21 radial engines powered the aircraft, each turning variable-pitch VISh-11V-20A propellers.

Designed to train navigators, the Yak-210 incorporated a complete set of navigation instruments. Its most notable feature was an external radome beneath the rear fuselage housing the PSBN-M (pribor slepovo bombometahniya i navigahtsii—blind-bombing and navigation radar), similar to that used on the Ilyushin Il-28. Additional equipment included an OPB-6SR (opticheskiy pritsel bombardirovochnyy—optical synchronized bombsight) and an AFA-BA-40 camera capable of tilting 15° aft to capture bomb impact footage. This extensive gear added 860.5 kilograms (1,897 lb) to the weight, necessitating a fuel load reduction of 235 kilograms (518 lb) to compensate. Seating arrangements in the nose accommodated both trainee navigators and their instructors.

The Yak-200 prototype conducted its maiden flight on 10 April 1953 and underwent State acceptance testing from 29 July to 10 September. These trials uncovered several issues including inadequate handling characteristics, poor longitudinal stability, and significant trim variations linked to engine power changes. The absence of anti-icing systems for both windshield and propeller blades was also noted. To address these problems, designers extended the fuselage by 35 centimetres (14 in) and added a dorsal fillet to improve stability. The wings were raised by 10 centimetres (3.9 in) while their dihedral angle was decreased. These modifications shifted the center of gravity forward, resulting in a more manageable and enjoyable flight experience despite increases in empty weight by 120 kilograms (260 lb) and gross weight by 195 kilograms (430 lb), which included additional fuel capacity.

The Yak-210 first took to the air on 1 August 1953, incorporating some improvements made to the Yak-200 such as adding a dorsal fin. During testing, its radome shape evolved from an initial oval form to a teardrop design. It was capable of carrying up to 300 kilograms (660 lb) of practice bombs.

Due to these extended development efforts, the Soviet Air Forces (VVS) ultimately determined that the Il-28U trainer fulfilled their requirements despite higher costs, leading to cancellation of the Yak training aircraft program.