In 1947, designers from the Yakovlev bureau were tasked with developing a two-seat training aircraft based on the Yak-15 design, but with a nosewheel undercarriage. The first variant directed to production was the Yak-21T trainer, which received the new designation Yak-17UTI (the name Yak-17W was also used). Next in serial production was the Yak-15U fighter under the new designation Yak-17. The Yak-17UTI was first flown in May 1947 (it was a converted serial Yak-15 fighter with an enlarged cockpit and new nosewheel undercarriage).
The performance of the new aircraft was much lower than planned (e.g., the planned range of 600 km actually amounted to 370 km, the achieved speed was over 40 km/h lower than planned), and flights at high altitude were practically impossible (insufficient fuel capacity). The manual stated a flight time of 41 minutes, but in reality the engine would flame out after about 30 minutes. The aircraft also lacked gun armament and advanced equipment (some devices fitted on the prototype were removed from serial Yak-17UTIs).
Among the more serious equipment shortcomings was the lack of duplicated controls for several important devices — for example, the instructor could not start the engine from his part of the cockpit, nor could he retract or extend the landing gear or the takeoff and landing flaps. Only the student could perform these tasks. These were extremely dangerous “peculiarities” of the aircraft. This considerably limited the scope of training. There were also other structural shortcomings, including the lack of a step to facilitate boarding the aircraft — to get in, one had to use a portable footrest.
However, since there was no better design available, the Yak-17UTI was directed to production. In the spring of 1948, control tests of a serial example revealed a further slight decrease in performance. Production of the Yak-17UTI and Yak-17 ended in 1949 after assembling 430 units. An interesting fact was that Yak-17 fighters were being converted into training machines at repair facilities and even directly at the workshops of airfields where these aircraft were stationed.
Yak-17W aircraft arrived in Poland at the beginning of 1951 and served until the end of 1955, when they were completely withdrawn from training. The Polish military aviation used 6 Yak-17Ws (under this name they appeared in military reports). They were unofficially called “Agata,” which was related to a certain “feminine” peculiarity of the aircraft — the way unburnt starting fuel (aviation gasoline) was discharged. The aircraft was supposed to assist in training pilots for Yak-23 fighters; in practice, the combat-training variant of the MiG-15 was often used for this purpose instead.
At the beginning of 1957, two Yak-17Ws were delivered to the Institute of Aviation in Warsaw. Upon delivery of the first Yak, fuselage damage was found that precluded further flights, so the aircraft was scrapped. In its place, a second Yak-17W arrived, also flown by test pilot Andrzej Ablamowicz.
During the overhaul of this specimen, parts from the previously scrapped aircraft were used. The flying Yak-17W received the civil registration SP-GLM. It was needed for tests preceding the maiden flight of the new Polish design, the TS-11 Iskra jet. The Yak-17W from the Institute of Aviation later became a valuable exhibit of the Polish Aviation Museum in Krakow.
| Wingspan | 9,2 m |
| Length | 8,78 m |
| Takeoff weight | 2906 kg |
| Maximum speed | 719 km/h |
| Ceiling | – |
| Range | 330 km |
| Armament | – |
| Engine | RD-10A turbojet with 1000 kG of thrust |
