aircraft/loadouts Yakovlev Yak-19-II - Early Afterburning Yak - The Genuine Yak Starter Jet

[EpicBlitzkrieg87 8,349]

I wanted to write a suggestion about the Yak-19-II long ago but then I felt de-motivated. Recently, the Yak-23 has been revealed on the dev server which caught my attention and made me rethink of suggesting the Yak-19. Currently, the Yak line only has 4 jets, 3 of which are hard to master for new jet pilots because they're not quite at the performance of what is conceived as a jet (Yak-15, Yak-15P and Yak-17) and the Yak-30 which is good but also unfriendly for jet newcomers due to its high BR. The Yak line is currently missing a proper early jet and top tier jet (fspeaking as of now, the Yak-23 is coming) so to fill in the gaps I'm suggesting the Yak-19 and suggested the Yak-50 1949. Currently, the only viable jet line is the MiG line because it has proper early and top tier jets while Lavochkin and Yakovlev are left behind, which is another reason why I'm suggesting this. I hope one day both lines flourish, so that newcomers and everyone have a reason to fully grind those lines for being worthwhile for having everything a tier 5 line needs besides only to complete the Russian tech tree. 

Wait, the Yak-19 has an afterburner! Yes, that's true, but it's an early afterburner that barely got its top speed above 900 kph. On top of that, the F-94 which had an afterburner IRL was passed to development because its performance fits the game so I don't see why the worse Yak-19 would not fit. An afterburner is only a WEP on steroids anyway, really. Let's begin!  

 

Quick overview:

 

 

Spoiler

 

The Yakovlev Yak-19-II  was a prototype Soviet fighter built in late 1940s. It was the first Soviet aircraft to be equipped with an afterburning turbojet, the Klimov RD-10F that was derived from the German Jumo 004 engine. Only two examples were built as it was rejected for service by the Soviet Air Force. The first test flight took place in 1947.

 

 

 

Design and development (ver 1.0):

 

(The Yak-19-I, notice how it differs from the Yak-19-II by not having external fuel tanks and a different nose. Yak-19-II was also faster).

 

Spoiler

 

In April 1946, the Council of People's Commissars ordered several design bureau, included that of Alexander Yakovlev, to develop a single-seat jet fighter to be equipped with a single Lyulka TR-1 turbojet engine. The aircraft should have a maximum speed of 875 kilometers per hour (543 mph) at sea level and a speed of 907 km/h (563 mph) at an altitude of 5,200 meters (17,060 ft). It should be able to climb to that altitude in 3.8 minutes or less and should have a maximum range of no less than 700 kilometers (430 mi). Yakovlev and the team were well aware that any derivative of their earlier Yak-15 and Yak-17 fighters, then under development, could not reach the required speed because of their thick wings and chose to begin a "clean-slate" design. Preliminary work used the same "pod-and-boom" layout as had been used in the earlier Yakovlev designs, although the cockpit was located in front of the engine. The TR-1 engine was plagued by delays and Yakovlev devoted most of his efforts to designs that used the RD-10.

By late June, Yakovlev had decided to use a more aerodynamically efficient "tubular" layout with the engine buried in the center of the fuselage. After it became clear that neither the TR-1, nor the imported British Rolls-Royce Nene or Rolls-Royce Derwent engines would be available to power the prototypes, Yakovlev settled on the newly available afterburning version of the RD-10. The first prototype was ordered to a very demanding schedule and was completed on 29 November 1946.

The Yak-19 had an flattened oval-shaped, metal semi-monocoque fuselage with the single-seat cockpit and its teardrop-shaped canopy positioned just forward of the 1,100 kgf (11 kN; 2,400 lbf) axial-flow RD-10F turbojet engine. Its air intake was in the nose and the afterburner was positioned at the rear of the fuselage, just below the tail structure. Fitted with tricycle landing gear, the main landing gear retracted inwards into the fuselage while the nose gear retracted forwards. The laminar-flow, two-spar, straight wing was mounted in the middle of the fuselage. It was equipped with modified Fowler flaps and Frise ailerons. The rudder was split into two sections by the horizontal stabilizers; the upper portion was fabric-covered while the lower half was metal-skinned. The pilot was protected by a bulletproof windscreen, a forward armor plate and an armored seat back. In addition, he was provided with an ejection seat. The Yak-19 was equipped with four fuel tanks in the fuselage that had a total capacity of 650 kilograms (1,430 lb) of fuel. It was armed with 2 x 23mm Shpitalny Sh-3 cannons, each with 70 rounds (140 in total).

 

 

 

Design and development (ver 2.0):

 

 

Spoiler

 

Half a century ago, in 1947, in the Soviet Union, on the jet fighters La 156 and Yak-19, for the first time, the afterburners (FC), which were created in the OKB of SA Lavochkin, were tested in flight, and together with the CIAM , in the OKB AS Yakovlev. The afterburners allowed to significantly increase the flight speed, which was the first step to the development of transonic and then supersonic speeds.

The motive for the creation of the FC was a small thrust - no more than 900 kgs - of the then used German JUMO-004 captured engines and their Soviet copies of RD-10, and possibly the influence of reports of similar works abroad during the war.

So, in the English magazine "Aircraft Engineering" for January 1946, it was told about the bench tests of the Wittel engine W2B / 23, equipped with the afterburning system "reheating". The thrust thus increased from 16% to 100%. It was concluded that at a speed of 800 km / h at sea level, the thrust should increase to 27.5%, respectively. Of course, it is of value for a short-term increase in thrust during take-off and in aerial combat, "it was said in the article .According to German works on ignition, there was an increase in thrust of 20-25%.

In OKB Yakovlev, work on the creation of the afterburner began in 1945 on the initiative of L. Schehler, who for many years was in charge of the initial stage of designing new aircraft OKB. Initially, the work on the FC was carried out in connection with the installation of the YUMO-004 TRD on the Yak-3 piston, that is, in the process of creating the first Yak-15 jet fighter. Then, in the first place, it was required to increase the take-off thrust to improve the take-off data of the aircraft. In fact, these developments were used in 1946, when creating a Yak-19 fighter.

Extensive research by YUMOL-004 in CIAM in 1945 under the direction of the director of the V. Polikovsky Institute showed that the engine operates with a large excess of air for reasons of increasing the reliability of the turbine. Consequently, it was possible to raise the energy of the gases in the jet nozzle by burning a certain amount of fuel in it and thereby increase the thrust without significantly altering the engine design. Calculations showed that the take-off thrust can be increased by 33% - from 900 to 1200 kgf.

In general, strictly speaking, the afterburning of the fuel behind the turbine was not due to the acceleration of the engine, since the revolutions, airflow, fuel pressure in the main injectors did not increase, and the resource remained the same. But the short term "afterburner" immediately firmly "stuck" to this device and in everyday life it meant a sharp increase in traction, no matter how.

In February 1946, CIAM, together with Yakovlev Design Bureau, conducted for the first time in the USSR bench tests of forcing traction by the method of burning additional fuel behind the turbine. The afterburner or "secondary furnace", in the terminology of 1946, consisted of an elongated nozzle developed at the Yakovlev Design Bureau and a fuel injection system with six nozzles, previously worked in the CIAM for a motor-compressor VHF with an airplane. The fuel in the FC was self-igniting at a temperature of 65 ° C. The thrust increased by 28% from 860 to 1100 kg with a specific fuel consumption of 2.07 kg / kg thrust per hour. The extension of the cylindrical part of the nozzle by 2.6 m resulted in a reduction in thrust without a forcing of 80 kgf. However, this elongation created more favorable conditions for additional combustion, and when forced, this loss of thrust was compensated.

At the same time, it was established that the temperature of the gases at the outlet from the nozzle reaches 1000-1100 ° C. The nozzle and its adjusting cone, made by Germans from simple carbon steel, did not withstand these temperatures and burned out. The cylindrical insert, made in the EDO from heat-resistant steel EYA-1, had no signs of burn-out. The cone and transmission mechanism is not used in combustion, which reduced the possibility of increasing traction. And, finally, the loss of resistance to the ceiling of the gases increased.

These circumstances were taken into account by the Design Bureau, where they developed a new design of a jet nozzle with adjustable cross-section with sliding doors instead of a cone. The entire control mechanism was placed on the outer surface, that is, it was isolated from the action of high temperatures.

In May 1946, CIAM tested the reliability of the new OKB nozzle with long tests. An increase in thrust of 28% was obtained, from 820 kgf to 1050 kgf with a specific fuel consumption of 2.26 kg / kg thrust per hour. The loss of traction in the elongated nozzle decreased from 80 to 50 kgf. The nozzle, made of steel EYA-1-T, worked quite satisfactorily.

What, in fact, happens in the engine on the afterburner? Functionally, the afterburner can be represented as a ramjet installed at the turbine outlet of the main turbojet engine. By burning in it some additional amount of fuel, the temperature and speed of the outflow of gases leaving the engine increase, and with them, and traction.

From the CIAM reports on two tests of the OKB Yakovlev OKB, 25 copies were taken to familiarize the enterprises of the aircraft industry. Based on the work of CIAM Chief Designer PO Sukhoi decided to use afterburner on his plane. In his design bureau developed the design of an elongated for 0.5 m nozzle for JUMO-004, controlled by sliding doors. Bench tests were held in CIAM in December 1946 and in April 1947. The engine was intended for the understudy of the first jet aircraft OKB - Su-9, which, however, was never built.

In parallel with the CIAM researches, the OKB SA Lavochkin also carried out work on forcing the RD-10. It is interesting to note that in Fyodor AI Mikoyan on the MiG-9FF (I-307) in September 1947, FK was used on two RD-20 engines (BMW-003). Thus, in the work on afterburners in 1946-1947, all the main fighter planes of the USSR were involved.

All CIAM work on FC was conducted in department N 13 (later - laboratory N7). The head of the department - A. Tolstoy, the head of the works A. Lakshtovsky, the leading engineer from the OKB Yakovlev - B. Motorin.

In October 1946-May-May 1947, the RD-10 flight tests with the OKB Yakovlev were conducted at the NII-1 in a flying laboratory equipped with a V-25 Mitchell aircraft. The engine was installed on a reinforced upper fuselage headband on a dynamic platform. A total of 17 flights. These were the first flight tests in the USSR of the TDR with FC. The afterburner was reliably used in the entire range of altitudes covered by the tests at 7300 m and speeds of up to 450 km / h. At a speed of 360 km / h, the thrust of the extended engine increased at the ground from 570 to 770 kgs (35%), at an altitude of 5000 m from 385 to 540 kgs (40%) and 7000 m from 325 to 460 kgs (41.5 %).

In the spring of 1947, the OKB made new changes to the nozzle design for its more reliable operation and extended the nozzle by another 0.5 m. Tests of this nozzle ended at CIAM on April 20, 1947. The engine worked at normal mode for 2 hours 23 minutes and afterburning - 2 hours and 33 minutes in stages of 15-20 minutes. Thrust was brought to 1060 kgf.

Bench tests of the engine in the CIAM in February and May 1946 allowed the Yakovlev Design Bureau to begin designing the Yak-19. And if the Yak-15, built in 1945, was the first Soviet fighter with a "redesigned" TRD installation scheme (exhaust to the fuselage), the Yak-19, produced in 1946, for the first time in our country had a "fuselage" scheme ( exhaust along the axis of the fuselage), aerodynamically much more perfect. This required a long nozzle. The aircraft has acquired the typical form for subsequent jet fighters: the cabin is in the forward part of the fuselage, the engine is at the rear.

The Yak-19 had a mid-mounted wing with laminar profiles of TsAGI, all-metal construction, a chassis with a front wheel, a catapult chair, two 23 mm guns.

Yak-19 was designed and built in just four months - from August 1 to November 29, 1946. Leading engineer was first L. Schehler, soon it was replaced by N. Skrzhinsky, and in the flight tests - L. Selyakov, shortly before he transferred to A. S. Yakovlev from the liquidated OKB V. Myasishchev. Under the leadership of Selyakov for the first time in the team of Yakovlev built a full-scale wooden model of the aircraft with the laying of all communications.

On November 30, 1946 the finished Yak-19-1 ("yellow 24") was taken to the Central airfield. Started its taxi tests. But on December 12, during the engine start, there was a fire due to the leakage of burning fuel through a poor-quality gasket in the engine. The repaired airplane on December 26 was transferred to the airfield of the LII in Ramenskoye. The next day the taxi tests were resumed, and on January 8, 1947 test pilot M. Ivanov performed the first flight. Thus, the Yak-19 became the first Soviet airplane that had a turbojet with an afterburner.

From March 2 to May 18, flights were not due to the replacement of the engine (for a long time could not get from the plant). Therefore, the first inclusion of the afterburner in flight occurred only on May 21, 1947, a month or more later than at La 156. The afterburner was switched on at an altitude of 3000 m, and the instrument speed increased sharply from 580 to 670 km / h, and the next day - from 600 to 700 km / h.

On June 6, 1947, the Yak-19-2 (the "doubler") ascended into the air. His tests, including those with hanging tanks, were conducted by pilot S. Anokhin. The second prototype was changed, in particular, two fuel tanks of 200 liters were placed on the wing tips of the Yak-17 type. Subsequently, some changes were made to the first prototype.

Thus, the factory flight tests were carried out by two aircraft: Yak-19-1 N 0011501 (on the fuselage figure "24", on the keel - "5") and Yak-19-2 N 0011502 (on the fuselage - "25", on the keel "2"). A total of 64 flights with a total duration of 23 hours 30 minutes were completed.

On August 3, 1947, Anokhin took part in an air parade on the occasion of the Day of the Air Fleet, and on October 3 he flew the aircraft to Chkalovskaya to the airfield of the Air Force Scientific Research Institute for state tests, which were conducted from October 17, 1947 to January 30, 1948, th. Lead pilot test-A. Proshakov, the leading aircraft engineer, V. Belodedenko. One of the conclusions in the test report was: "Forcing turbocharger air-jet engines by additional fuel combustion in the jet nozzle is an effective means to increase the thrust of the engine during take-off and climb, as well as in a horizontal flight lasting 2-4 minutes."

 

 

 

Yak-19-I and Yak-19-II Comparison

 

Spoiler

 

 

From 3 views:

Spoiler

 

 

 

Camouflages:
 

Spoiler

 

 

 

Specifications

 

 

Spoiler

 

Yakovlev Yak-19-II

 

General Characteristics

 

Crew: 1

Length: 8.36 m (27.4 ft)

Wingspan: 8.70 m (28.5 ft)

Wing area: 13.50 m2 (89.9 ft2)

Height: 2.90 m (9.6 ft)

Empty weight: 2,192 kg (6,439 lbs)

Loaded weight: 

• w/o external fuel tanks: 3,000 kg (6,613 lbs)
• with external fuel tanks: 3,350 kg (7,385 lbs)

Max. takeoff weight: 3,350 kg (7,385 lbs)

Powerplant: 1 x Tumansky RD-10F afterburning turbojet engine (900 kgf, 1,100 kgf with afterburner) (1,984 lbf, 2,425 lbf with afterburner)

 

Performance

 

Maximum speed: 

• at sea level: 875 kph (543 mph, 472 knots)
• at 5,000 meters: 904 kph (563 mph, 488 knots)
• at 10,000 meters: 875 kph (543 mph, 472 knots)

Cruise speed: 

• at sea level: 760 kph (472 mph, 410 knots)
• at 5,000 meters: 818 kph (508 mph, 441 knots)
• at 10,000 meters: 788 kph (489 mph, 452 knots)

Landing speed: 180 kph (111 mph, 156 knots)

Service ceiling: 15,000 meters (49,212 ft)

Takeoff Run: 

w/o afterburner: 685 meters (2,247 ft)

with afterburner: 550 meters (1,804 ft)

Landing Run: 520 meters (1,706 ft)

Range:

w/o external fuel tanks: 700 km (434 miles)

with external fuel tanks: 1,000 km (621 miles)

Rate of climb: 

• at sea level w/o afterburner: 16.4 m/s
• at sea level with afterburner: 25.8 m/s

Time to climb to:

• 5,000 meters (16,404 ft): 3.9 mins (with afterburner)
• 10,000 meters (32,808 ft): 10.5 mins (with afterburner) 

Wing loading: 

w/o external fuel tanks: 222 kg/m2 (45.47 lb/sqft2)

with external fuel tanks: 248 kg/m2 (50.79 lb/sqft2)

Thrust/weight: 

• w/o external fuel tanks: 0.37
• with external fuel tanks: 0.33

 

Armament

 

Guns: 2 x 23mm Shpitalny Sh-3 cannons (150 rpg, 300 rds total)

 

 

 

Sources/References

 

• Spoiler

   

  • https://en.wikipedia.org/wiki/Yakovlev_Yak-19
  • "History of aircraft construction in the USSR" by V.B.Shavrov, Vol.2 p.324
  • Крылья Родины. Юрий Засыпкин, Геннадий Серов. На подступах к сверхзвуку
  • Л.Л.Селяков. Тернистый путь в никуда. Записки авиаконструктора
  • Роман Астахов. Русская Сила. Фронтовой истребитель Як-19 
  • Шавров В.Б. История конструкций самолетов в СССР 1938-1950 гг. 
  • Симаков Б.Л. Самолеты страны Советов. 1917-1970
  • Putnam. Bill Gunston, Yefim Gordon. Yakovlev Aircraft since 1924

   

   

•  

Edited September 1, 2018 by EpicBlitzkrieg87

[SAUBER_KH7 3,326]

Open for Discussion.

[dotEXCEL 5,968]

+1. love the design of the Yak

[lVrizl 2,291]

+1, time for the Yak jets to be fleshed out in all it's splendor

[kev2go 5,112]

IF gajin lifts the technical cutoff or finds a way to make AB work, yes . Its performance is comparableto 7.0 - 7.3 b.r jets.

[Admiral_Aruon 2,264]

all for it. +1

 

having an afterburner would give it a bit more leeway to switch between tactics (see Me 262 C-2B) and to better engage and disengage from furballs and maintain energy. a good middle of the road early jet tier fighter.

 

one question- how good are the Shpitalny guns? dimensions, muzzle velocity, etc.

 

1 hour ago, kev2go said:

IF gajin lifts the technical cutoff or finds a way to make AB work, yes . Its performance is comparableto 7.0 - 7.3 b.r jets.

 

actually there's been an afterburning jet ingame for quite some time- the MiG-9/L. that's why its so much better than the painfully sub-par MiG-9.

[kev2go 5,112]

On 12/17/2017 at 6:40 PM, Admiral_Aruon said:

all for it. +1

 

having an afterburner would give it a bit more leeway to switch between tactics (see Me 262 C-2B) and to better engage and disengage from furballs and maintain energy. a good middle of the road early jet tier fighter.

 

one question- how good are the Shpitalny guns? dimensions, muzzle velocity, etc.

 

 

 

Edited December 26, 2017 by kev2go

[EpicBlitzkrieg87 8,349]

10 hours ago, kev2go said:

Mig 9L is the exception to the rule thus far. Overal gajin has said repeatedly they would not adding jets with AB. Besides AB planes shouldnt be added unless they can do it properly. 

 

F-94 was passed to development. The afterburner is not such an advanced thing for early jets like it is for modern jets.

 

And like I said here

 

21 hours ago, EpicBlitzkrieg87 said:

An afterburner is only a WEP on steroids anyway, really.

 

Only has to be modeled with proper fuel consumption and more power than WEP

[kev2go 5,112]

On 12/18/2017 at 6:19 AM, EpicBlitzkrieg87 said:

F-94 was passed to development

 

people often confuse passed to developent with Developers are going to work on it.

 

No it just means this will be sent to developers to be analyzed for Consideration. It is not a Guarantee that it will make to game.

 

IL hold onto my Horses until its either officialy  confirmed or at least until Dataminers find a Portion of the F94 in the game files.

Quote

 

 

. The afterburner is not such an advanced thing for early jets like it is for modern jets.

 

Yes,  early jets only have single stage afterburners after all.

 

Quote

 

And like I said here

 

 

Only has to be modeled with proper fuel consumption and more power than WEP

 

 

Edited December 26, 2017 by kev2go

[EpicBlitzkrieg87 8,349]

13 hours ago, kev2go said:

Which gajin has still failed to adress with wth Mig9L being in here all these years.

They are still much more than capable of modeling it correctly

13 hours ago, kev2go said:

people often confuse passed to developent with Developers are going to work on it.

 

No it just means this will be sent to developers to be analyzed for Consideration. It is not a Guarantee that it will make to game.

 

IL hold onto my Horses until its either officialy  confirmed or at least until Dataminers find a Portion of the F94 in the game files.

You're correct but that's not my point. 

See, they would never pass something to development that would currently not fit into the game. They would never consider adding the MiG-19S now for example, because tier 6 aircraft are not fully confirmed yet. But when they pass something to development, it means they will take consideration in adding that thing, which means they don't mind it. They don't mind the F-94 even with the afterburner so it's ok to suggest a plane with an afterburner as long as that plane has fitting performance for tier 5.

[Delta_48 471]

I have mixed feelings for this.... I'd love for more Yak jets, but at the sametime the afterburner seems a bit much (I know it's early afterburner... but would still be a bit unfair to only give the Soviets an afterburning jets and not the other nations)

[EpicBlitzkrieg87 8,349]

25 minutes ago, Delta_48 said:

I have mixed feelings for this.... I'd love for more Yak jets, but at the sametime the afterburner seems a bit much (I know it's early afterburner... but would still be a bit unfair to only give the Soviets an afterburning jets and not the other nations)

What's wrong with that?

[kev2go 5,112]

On 12/17/2017 at 6:40 PM, Admiral_Aruon said:

 

actually there's been an afterburning jet ingame for quite some time- the MiG-9/L. that's why its so much better than the painfully sub-par MiG-9.

 

 

Actually The Mig-9/L in Wt is supposed to be one fitted with a modified RD-20 ( RD20F) engine which can increase thrust by allowing for a higher turbine entry temperature. Gajin isnt using the Mig9 FF with the RD21 After burning engine, but the version with the RD-20F. This is a common Misconception.

Edited December 26, 2017 by kev2go

[PickleJarOfDeath 1,498]

On 12/19/2017 at 11:50 AM, Delta_48 said:

I have mixed feelings for this.... I'd love for more Yak jets, but at the sametime the afterburner seems a bit much (I know it's early afterburner... but would still be a bit unfair to only give the Soviets an afterburning jets and not the other nations)

as if you know how good it is... The MiG-9 doesn't get crazy on its afterburner so I have similar expectations here.

[EpicBlitzkrieg87 8,349]

3 hours ago, PickleJarOfDeath said:

as if you know how good it is... The MiG-9 doesn't get crazy on its afterburner so I have similar expectations here.

No afterburners back then were are crazy as the ones we have now

[Grand_Moff_Tano 3,460]

Considering we already have the MiG-9/l, which iirc had an afterburner (though not modelled in game), I can't exactly find a reason not to have this :P.

Edited December 26, 2017 by VengefulChipmunk

[Thaisz 1,544]

1 hour ago, VengefulChipmunk said:

Considering we already have the MiG-9/l, which iirc had an afterburner (though modelled in game), I can't exactly find a reason not to have this :P.

It doesn't have afterburner, somebody already pointed out in this thread already... They are not modelled in game.

[Grand_Moff_Tano 3,460]

4 minutes ago, ThaisS said:

It doesn't have afterburner, somebody already pointed out in this thread already... They are not modelled in game.

I know it isn't modelled in game, just forgot a word in the bracket but it is the only plane I know of in game that is equipped with an Afterburning engine, the RD-20F.

[Thaisz 1,544]

17 minutes ago, VengefulChipmunk said:

I know it isn't modelled in game, just forgot a word in the bracket but it is the only plane I know of in game that is equipped with an Afterburning engine, the RD-20F.

Dude. Seriously. Please read this carefully: "Actually The Mig-9/L in Wt is supposed to be one fitted with a modified RD-20 ( RD20F) engine which can increase thrust by allowing for a higher turbine entry temperature. Gajin isnt using the Mig9 FF with the RD21 After burning engine, but the version with the RD-20F. This is a common Misconception."

[Grand_Moff_Tano 3,460]

2 minutes ago, ThaisS said:

Dude. Seriously. Please read this carefully: "Actually The Mig-9/L in Wt is supposed to be one fitted with a modified RD-20 ( RD20F) engine which can increase thrust by allowing for a higher turbine entry temperature. Gajin isnt using the Mig9 FF with the RD21 After burning engine, but the version with the RD-20F. This is a common Misconception."

Afaik that still makes it the MiG-9 FF. 2 prototypes of the variant was produced, each with the afterburning RD-20F and RD-21 respectively.

Edited December 26, 2017 by VengefulChipmunk

[Thaisz 1,544]

5 minutes ago, VengefulChipmunk said:

Afaik that still makes it the MiG-9 FF. 2 prototypes of the variant was produced, each with the afterburning RD-20F and RD-21 respectively.

Nope, we don't have afterburning engine in the game. You think about the R-21 probably or I don't know. The RD-21 in the MiG-9 had a temporary increase in turbine inlet temperature, and that's it. It is not an afterburner.

[Grand_Moff_Tano 3,460]

38 minutes ago, ThaisS said:

Nope, we don't have afterburning engine in the game. You think about the R-21 probably or I don't know. The RD-21 in the MiG-9 had a temporary increase in turbine inlet temperature, and that's it. It is not an afterburner.

We do, we just don't have the actual mechanics in game. And like I said, both the RD-20F and RD-21 from what I can find are early Afterburning engines.

[Thaisz 1,544]

5 minutes ago, VengefulChipmunk said:

We do, we just don't have the actual mechanics in game. And like I said, both the RD-20F and RD-21 from what I can find are early Afterburning engines.

No, they are not. They have different mechanics and also different thermodynamics and the afterburners are way more complex. So let's not mix things up, please.

[Grand_Moff_Tano 3,460]

15 minutes ago, ThaisS said:

No, they are not. They have different mechanics and also different thermodynamics and the afterburners are way more complex. So let's not mix things up, please.

From what I can find it is a type of. But let us not get bogged down in an offtopic argument.

[Thaisz 1,544]

3 minutes ago, VengefulChipmunk said:

From what I can find it is a type of. But let us not get bogged down in an offtopic argument.

It is not really an offtopic because people will spreading misinformations about the game which is not true. We don't have afterburning engine in the game right now.

Stop reading wikipedia and not reliable sources on this. You will get it when you read how afterburners work and how these engines work exactly. The differences are not irrevelant.