Testing
The first of two Yak-30 prototypes was given callsign "42", and the number "5" painted on the rudder. This aircraft was successfully test-flown on 4 September 1948 by pilot Anokhin, who continued test-flying the aircraft until 16 December 1948.
The second prototype, the Yak-30D, which joined the flight test programme early in 1949, had a 38 cm (15 in) section inserted in the aft fuselage, revised mainwheel doors forming a large section of the fuselage skinning, Fowler-type flaps in place of split flaps, increased fuel and ammunition capacity, and changes to the oxygen system and radio equipment. The Yak-30D was also fitted with air brakes on the aft fuselage. Normal loaded weight (without external fuel) was increased by 110 kg (243 lb).
During testing, it reached a speed of Mach 0.935 in a dive. Compared to the Yak-25, top speed was increased by 40 km/h (25 mph) and service ceiling was increased by 1,000 m (3,281 ft). However, the swept wing was found to be unsatisfactory with poor aileron authority.
Although the modifications introduced by the Yak-30D eradicated several shortcomings displayed by the first prototype, the first production deliveries of the superior MiG-15 were already taking place by the time that the improved version of the Yakovlev fighter entered flight test, and the results of NII V-VS trials were, therefore, little more than academic. The Yak-30 designation was later reused for the Yakovlev Yak-30 (1960).
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