Yakovlev Yak-25RV by Amodel

1/72 scale
Kit No. 72176
Cost: $20.00
Decals: Two Versions – both Soviet Air Force
Comments: Engraved panel lines; one-piece canopy; option for reconnaissance (RV) or signals intelligence (RRV) versions

History

The Yak-25RV (NATO code name “Mandrake”) was a high altitude reconnaissance version of the Soviet Yak-25 all-weather swept wing turbojet interceptor, fitted with a new wing as well as cameras and signals intelligence sensors in the fuselage. The RV (for Razvedchick Vysotnyj, or “high-altitude reconnaissance”), entered service with the Soviet Air Force in 1959. Its development was spurred by intense Soviet awareness of American Lockheed U-2 overflights of the Soviet Union for reconnaissance purposes. While the Russians did not develop an anti-aircraft missile capable of shooting a U-2 down until 1960, they were effectively tracking U-2’s across Soviet airspace from the time of the first overflight in July 1956.

The swept wing Yak-25 had entered service in 1955. Its reconnaissance version had a completely new, long-span straight wing of 23.4 meters (76.7 feet, more than twice that of the Yak-25M interceptor) with a total area of 55 square meters. Some versions retained at least one of the interceptor version’s forward firing fuselage-mounted 23mm cannon. Powered by two Tumansky R-11B-300 turbojets, its maximum speed was Mach 0.82, or 624 mph at 21,000 meters (68,897 feet).

Test-flights at the Flight Research Institute (LII), with chief test-pilot V.P.Smirnov and test-pilot A.A.Scherbakov, were performed between March 1st and May 29th 1959. Performance was quite good, but at altitudes above 19,600 meters (64,300 feet), sustained flight was not possible due to spontaneous flame-out of both engines. The Yak-25RV also proved to have handling difficulties similar to that of the American Lockheed U-2, notably that once at altitutde, it could be difficult to get back down due to the plane’s very glider-like aerodynamic qualities — it simply wanted to stay aloft.

In one test flight, the pilot had to lower the landing gear to bring the plane down. Another problem the Yak-25RV shared with the U-2 was the extremely narrow “speed corridor” in which it could operate at stratospheric altitudes (American pilots referred to this as “Coffin Corner”) — the difference between maximum speed at which the plane could safely operate and its stalling speed was only 10km/h (six miles per hour). All this imposed a very heavy workload on pilots. But as of the late 1950’s, VVS Command (Voenno-Vozdushnie Sili, the Soviet Military Air Forces Command) had no other options, and the type was ordered into production in 1961. During the testing phase, it was reportedly used by Soviet air defenses to practice high-altitude intercepts as part of a project to devise a way to shoot down the U-2 spyplanes. These Mandrakes were given the designation of “Yak-25RV-1”; they could also be fitted with radio control, and once employed as drones they could be used as live-fire targets. A batch of 81 radio-controlled drone targets was also built new, with these machines given the designation of “Yak-25RV-2”.

Despite its low wing loading, the Mandrake’s altitude performance was marginal at best, with considerable engine problems at high altitudes, excessive vibration, and primitive equipment that imposed high workloads for the crews. The Yak-25RV was so heavily modified from the basic Yak-25 that the Yak-25 designation may have been retained simply as a cover, for it was virtually a completely new airframe. The only thing the Yak-25RV retained from the Yak-25 was the rear fuselage; it featured a new forward fuselage and wings, with a single-seat cockpit and a solid camera nose. Despite its lackluster performance, the Soviet Air Force kept the Yak-25RV in service until 1974, when it was replaced by a reconnaissance version of the MiG-25.

Yak-25RV’s were used for reconnaissance flights over India, Pakistan, China, and northern Japan. It is not known to have performed any overflights of Western Europe, possibly because it was too dangerous due to the quality of NATO’s air defenses.  A few RV’s were used in the late 1970’s for monitoring of radioactive contamination, with specialized sensors; these were designated Yak-25RRV. Efforts in 1971 to develop the ‘Mandrake’ as a high-altitude interceptor (Yak-25PA) proved unsuccessful. A total of 155 of the RV version were built by the time production halted (variously reported as 1965 or 1966).

The Kit

Amodel’s Yak-25RV “Mandrake” is molded in grey and consists of 82 parts, including a single clear part for the one-piece canopy. The kit bears fine engraved panel lines, but also some surface imperfections in the form of mild scratches that will have to be sanded down to ensure a smooth finish. The cockpit assembly is 7 parts and features a fairly detailed seat and instrument panel, with a separate control yoke. There is a separate assembly for the main landing gear well in the center of the fuselage.

Interestingly, the Mandrake had a swept T-tail paired with elongated straight wings intended to help it achieve high altitude, and the T-tail is fitted through an opening in the vertical tail, which is molded as an integral part of the fuselage. Each nacelle for the two turbojet engines consists of nine parts, notably employing separate parts for the intake and exhaust fans. The long, thin wings consist of upper and lower halves. The kit bears some obvious similarities to the Lockheed U-2, which it was designed to emulate, albeit with limited success — the main landing gear are located in the fuselage, and there are two rather small, lightweight wheels on thin struts located in the wingtips. Finally, for the signals intelligence version, there are two pods to be cemented beneath each wing, which at first glance appear to be drop tanks, but the antennae protruding from them give away their true purpose.

Markings

Decals are provided for one of two Soviet Air Force versions of unknown units: one, “Yellow 75” is a reconnaisance platform and is cleanly configured; the other bears no number markings and is fitted with signals intelligence pods beneath each wing — it is otherwise indistinguishable from the reconnaissance version. Past experience with Amodel decals leads me to strongly recommend aftermarket replacements.

Conclusion

This is an interesting kit and piece of Cold War history that reflects Soviet anxiety about invasive U-2 photo-reconnaissance of their homeland during the 1950’s. Highly recommended for historical value.

References

www.wikipedia.org
www.ctrl-c.se
www.revolvy.com
www.aviastar.org