Soviet aircraft unknown

To return it to gather details and can be more complete material about the accomplishments of the unknown aircraft now had to work for years. I think that it’s time to publish the results of the search, as well as ask to respond anyone who can add anything that’s the story.

So, in the middle of the pre-war decades Osoaviakhim (later DOSAAF, at the moment — defense sports and technical societies in the «new» states * (name of variety, there is even DOSAAF) decided to carry out high-speed races aircraft. First took place at the airport named after Soviet Central Flying Club A.V.Kosareva (now — NAC RF them. Chkalov) 12nyulya 1935 fit the government show the achievements of aviation sports. Participated light aircraft of various classes and schemes in the main have not been adapted for racing, as were built at different times and for different purposes . At top speed, they differed significantly. For example, a sports AIR-10 developed 220 km / h, and the initial training biplane U-2 only 150. come out, as against a 100-meter track at once look for sprinters and stayers sredneviki.

In the summer of 1936, a group of Russian aviation engineers was sent to France to become familiar with high-speed aircraft, «Caudron» and purchase the best of them, together with a license for the establishment of Renault engines. On the basis of 2-3 types of machines intended to create educational trenrovochny fighter, also a light racing machine. By the beginning of 1937 the French Renault engines «Bengali-4 ‘and’ Bengali-6» (the number corresponds to the number of cylinders) have been investigated, and the factory number 26 in Rybinsk started creating them. By the middle of the same year they were produced in small batches. Right at the Reno office got hold of the A-obraeny 12-cylinder engine Ro1, which in contrast to the first 2-our establishment is not mastered, and soon he was removed from the plane because of the great difficulty in technology.

In addition to the advantages of in-line engines recognizable air cooling, with engines such type were other advantages. Upside-down scheme, in other words, overhead crankshaft and cylinder overturned, provided an overview of horoshny front of the cockpit, also allow to reduce the height of the landing gear, as the propeller was raised very high above the ground.

More suitable for sport aviation engines have recognized that received our designation CF-4 and CF-B.

In 1937, the Soviet Union declared Osoaviakhim another free competition for the design and construction of special sports-racing planes. Have been prepared by the technical requirements and tips.

Desirable condition — performance cars in a single version. Enthusiasts have provided a real opportunity to use the motors CF-4 and CF-B.

Responded to many aircraft designers, most of them young, but has already passed a good independent school of spices: V.N.Belyaev, M.R.Bisnovat, A.A.Dubrovin, V.K.Gribovsky, A.S.Moskalev, DA Romeyko-Gurko L.I.Sutugin, BI Cheranovskii, AS Yakovlev and others. Any of the participants with a gap of six months or a year, provided the technical commission Osoaviahima own project. AS Yakovlev, whose planes twice (1935, 1936). Won first place in the high-speed events, even managed to build a car, quickly remake own UT-1 with motor MV-4. The approved projects are laid in production at several factories in the country’s strong support for the real Osoaviahima.

The works of Alexander Yakovlev **

«Yakovlevtsy» released in the late 30’s. three single sport aircraft based on UT-1 (AIR-14) with Renault engines. The introduction of almost all construction waste layout accelerated the creation of new machinery at all stages of their development. Changeling star-engine M-11G (115 hp) for single-row MV-4 (140 hp). contributed to the increase in the rate of UT-1 from 240 to 270 km / h as become better aerodynamics of the forward fuselage and increased moschost powerplant. Drag motor decreased due to the lower cross-sectional area in the area of the hood. It painstakingly sealed compound plating. It has improved its internal aerodynamics.

Soviet aircraft unknown


Second car with the motor CF-4, which received the name of AIR-18, the OKB AS Yakovlev was the third engine with MV-4. Some time ago with that same power plant built a double academic AIR-20 — layout serial UT-2. On the AIR-18 in 1937, test pilot YI Piontkovskny headed for a speed of 300 km / h, which largely contributed to improving the aerodynamics of the fuselage, consisting in the use of closed-canopy pilot.

For a good overview of the cabin sides made it clear (like glass planes «Caudron»), occupying almost half the height of the housing. Flight range of AIR-18, compared with UT-1-MB-4 decreased because of the abolition of the wing fuel tanks for a retractable landing gear, but the main purpose of the device is not impacted.

Soviet aircraft unknown

Follow-type family of AIR, the plane «21» was equipped more massive engine CF-B (220 hp). From retractable landing gear refused, as its rise and production carried out manually with the help of sophisticated mnogozvenevyh devices. Despite this, the rate of «21» reached up to 322 km / h at an altitude of 2000 m and up to 290 at the ground.

The imminent improvement in single-seater racing planned creation of an aircraft type «25». This machine was developed in 1939 but was not completed: OKB AS Yakovlev government decision redirected to design front-line fighter «26» (I-26) (Yak-1).

The works of Daniel Alexandrovich Romeyko-Gourko

Subsequent contestant — Daniel A. Romeyko-Gourko (1898-1947), the designer glider, a favorite of the All-Union competition for the best project of the «safe passenger aircraft» in 1935. In 1938, he developed quite an unusual car with inimitable style and imagery of outer forms. They would simply be made in the production at the existing level of airplane technology. Using the generality of the laws aero-and hydrodynamics, the designer chose to form his own car «sharks.» Apparently, he came across this idea inverted motor circuit «Bengali-b». High-lying spinner with a lower vozduhopoglotitelem cooling cylinders transformed in the face of marine predator. «Eyes» became inlets absorbing pipes motor. And the exit slit and side hood louvers took the form of the gill covers, from which, as the huge fins spread wing with elliptical winglets. (External Wing Area — 8.6 m2). More imaginative came canopy pilot — the crescent shape of dorsal fin and vertical stabilizer, successfully complemented sprung skid into a powerful shark’s tail.

The main landing gear coupled to the wheels were wearing flipper-like skirts, reminiscent of the pelvic fins of fish. Spectacular would come out and coloring, white teeth in a smiling mouth of a reddish, dark turquoise sides and blue-white belly. Even on paper the project Romeyko-Gourko «has caused a lively astonishment.»

Soviet aircraft unknown

The calculated properties of the «Sharks» were enough highest, behold the fact that its creator clearly gravitated to outdoor decorative shapes. The highest speed — 400 km / h with a takeoff weight of 900 kg.

Unfortunately, the designer did not finish his own work to the end. Since 1939, he defected to work in the bureau «Su». There, he became the first deputy PO Dry, remaining in that post until the last days of their own.

The works of Vladislav Konstantinovicha Gri6ovskogo

Creator of many of the training gliders and light airplanes Vladislav K. Gri6ovsky (1889-1977) at the request of the trade union sports club «Spartak» built in 1937, G-26 aircraft by type of devices previously made such a scheme, as the G-22 and G-23 but with a massive Russian engine design MG-40 (140 hp), with the same arrangement of cylinders and a power equal to the motor «Bengali-4» (MV-4). New single niekoplan was perhaps one of the most beautiful in the middle of similar since.

Soviet aircraft unknown

Relatively small motor power and the use of fixed landing gear, to some extent limited the highest speed of 280 km / h Yet for aircraft engines with small displacement so this feature is set in a kind of machine Grnbovskogo best. Impressed large range — up to 1500 km.

After the transition ICD Gribovskogo in 1940, under the authority of the People’s Commissariat of the aviation industry they built another light aircraft L-28 «Merlin» engine with MV-b (220 l s.). May 22, 1941 g, a pilot NV Gavrilov spent his factory tests. Municipal fighter training tests (TI-28) was performed AB Yumashev, MM Gromov, PM Stephan and others in the Air Force Research Institute.

Armed with a machine gun ShKAS (7.62 mm) with ammunition, 400 rounds of ammunition, he showed the highest speed of 303 km / h at the landing — 90.5 km / h

Soviet aircraft unknown

Because of the war, flight tests were interrupted and ended after the evacuation of the Air Force Institute of the Red Army. The designer offered to put a more powerful motor MV-6A (240 hp) to increase the maximum speed and priemuschestvenno to reduce the length of the run, which recognized the very large — 280 meters

Then they all work on the TI-28 were closed to the criteria of the war training flights were more applicable to full-time combat fighters, and export and training — on Twin versions of the same (I-16 — UTI-4, Rx-1 and Yak-7 — Yak -7B).

Works the Login Ivanovic Sugugina

In 1937, one of the founders of the light aircraft «Three Friends» (1928), deputy head designer CDB, associate professor of Capital Aviation Institute, the creator of some of the traditional tools and books on designing aircraft Login Sugugin Ivanovich (1893-1946) was the creator of the more traditional design racing machine. Single monoplane, has not received a name, was arranged under the L-shaped Ro1 Renault engine power 390/450 hp Focusing on the wing, as the main source of aerodynamic drag of aircraft, Sugugin not take the path of reducing the thickness profile, and chose him for quite thick profile of the lesser curvature, the critical point of transition LPS TPS which was located at 50-55% of the chord. But this reduction of resistance does not stop there. The wing area of 10.5 m2 was the initial link, if you like — the center of crystallization wind coming assembly machine. He was subject to all of the upcoming design process.

Preliminary studies composition «wing-body» showed that the resistance value of minimal interference for laminar profile small curvature can be achieved by drive circuit sredneplana wing. If the ratio of height to ensure the equality of the fuselage to the height of the wing profile above the Korda profile to respectively under it, you can not wait for all this approximate equality of the local flow velocities surrounding the fuselage and wing, which, as we know, reduces interference. Flattened side of the fuselage have allowed to abandon the introduction of the fairings at the junction of the wing.

The root of the wing had a greater contraction than the «console» and served as a good container for fuel. Shortage of lift at low speeds (low profile inherent curvature) designer decided to compensate slotted flaps, deflected during takeoff and landing. A typical profile of the laminar low values of critical angles of attack (due to acute middle of the face) were offset by automatic slats, which occupied a substantial part of the wing span, up to 40%. The highest velocity of the vehicle, according to the calculations, was 500 km / h, regardless of comparable thick wing, which turned profitable in a weight ratio, and a large canopy pilot, providing good visibility in all directions. Estimated weight does not exceed 1200kg.

The special features of the project include the chassis, retractable into the fuselage recesses under srednerasgashozhennym unit, also accumbency pilot in the cockpit low, introduced in order to reduce the fuselage midsection.

The production base MAI failed to realize the project, but he fully deserves the highest rating. The proposed Suguginym sequence of the design process, especially at the stage of the ties of general assembly scheme, probably more will find their own imitators. After all, the designer has demonstrated how well you can work using the results of research of experimental aerodynamics.

Works Alexei Dubrovin

OKB-301, led since 1937 by Alexei Alexeyevich Dubrovin, undertook the development of 2-types of French aircraft «Caudron» — S.690 and S.713, Tam decided to use the services of Marcel Riffard in aerodynamics and technology of wood structures. Immediately envisaged role in future races for the prize Osoavnahima with another «Caudron» S.720, which was bought in France. He took control tests with the engine «Bengali-4» (140 hp) at the Air Force Institute. It flew in 1937 P.M.Stefanovsky.

Soviet aircraft unknown
Soviet aircraft unknown

The first of the Russian «Caudron» was released by analogue type with motor S.690 of MV-b and fixed landing gear type Messier. Its design changed so that even outside of the similarities with the layout remained tentative. Produced consistent improvements in our production technology, the metric system (drawings were obtained inch sizes). Changed a number of structural units and local aerodynamics. On the flight tests of the role of PM Stephan, A. Nikashina and lead engineer of AT Golyaeva properties were generally not worse than the French «Caudron» with the same motor of 220 hp The highest speed was 385 km / h with a gross weight of 1005 kg.

The second type, «Caudron-II», which was being built at a more powerful engine Ro1 (390/450 hp), had a few huge size and weight, but was equipped with retractable landing gear. This Samoletnaya graduated as a 12-cylinder engine Renault have not mastered, though took a full cycle on the strength of the static tests. The calculated properties of the aircraft approximately corresponded to the same French fighter S713.

Soviet aircraft unknown

In the middle of 1939. of OKB-301 for the production of «Caudron» ended, and the plant with waste technology wood structures became mass-produce fuselages for near BB-22 bombers. In 1940, the decision of the government entity entrusted bsho Lavochkin. There have deployed experienced and serial work on a front-line fighter «lagg» and «La».

With the development of aircraft, «Caudron» in OKB-301 worked great aircraft designers EG Adler, Dubrovin, AA, AG Brunow, ZI Itzkowitz, Yu.B.Sturtsel and others.

Soviet aircraft unknown

There was still such a fun episode. Modification of S.713, armed with 4 machine guns, was released in France under the designation C.714 and used in combat in the initial period of the second world war. In 1940, the association «Caudron-Renault» unerringly about hundreds of light fighters S.714, to reach speeds up to 485 km / h On one of them managed to war pilot Marcel Albert. Before the war he worked as a mechanic at the Renault factory, in 1942, fought the Nazis on the Eastern front in the division «Normandie-Niemen», the first hero of the Union of Russian middle of French pilots shot down 23 enemy aircraft, in other words, more than at least some pilot France during World War II.

By Boris Ivanovich Cheranovskii

Aircraft Boris Cheranovskii (1896-1960) was a constant supporter of the tailless layout scheme, tested them for the first time in gliders in the early 20’s. The corresponding feature of the majority of its aircraft had extensive front wing with a parabolic edge.

During the design of a new racing aircraft SG-1 (Beach 21) Designer and applied it to his favorite scheme, but the shape of the wing chose not parabolic, but close to it — trapezoidal with sloping front edge. Was the center-right, the console had swept 25 º and only outlines the wingtips on a shallow parabola. By type of front wing was a «reverse tea» at the bottom of fractures which were built retractable landing gear fairings. Because of the tailless aircraft scheme stood out with the forms in the middle of all the units of the competition. Ordinary motor hood was only with the cook screws and side hatches approach to the motor units.

Soviet aircraft unknown

Very small length of the fuselage had to turn the wheel of not more than 4.74 m Teardrop Lantern cockpit and fuselage together with hexagonal cross-section in the area of the hood was extended back in the form of a narrow stekatelya, rolling in a wedge-shaped vertical tail, take-off weight of SG-1 was the lowest on comparison with other racing cars — only 643 kg, with an empty weight of 526. Because of this, and education under the wing of a dynamic air cushion in the air near the ground landing properties came just outstanding. The effect of «screen» lowered the landing speed of 80 km / h, and run and run, respectively, 110 and 100 m is calculated with uprated motor MV-6A (240 hp) to reach 424 km / h

So especially the huge number caused a critical attitude to the project some aerodynamics and designers. The aircraft had predicted a fiasco, as the French «Caudron» numbers inimitable perfection. However, some experts at given positive reviews among them — briginzhener VS Pyshnov Mr. Engineer I rank A. Yakovlev.

How is it really? Because of the difficulty of its naturally aspirated engine power as that of a serial MV-6, was only 220hp, and flight testing was possible to reach 417 km / h But it’s only 7 less than the design speed! SG-1 well was completed by the summer of 1941

The works of Alexander Moskalyova

Another participant. A small bureau of the Voronezh aircraft factory, led by Alexander Sergeyevich Moskalev, from the beginning it has not cut one. Later, the designers have done a few light vehicles for various purposes and the Renault engine. Among them, one of the world’s first triangular flying wing of small aspect ratio (0.97) CAM 9 «Arrow», which became the prototype of the modern supersonic aircraft tailless scheme. He motor MV-4 developed the highest speed of 340 km / h Soedavalsya as a model of high-flying fighter «Sigma», and therefore did not apply for a plot in the race.

Soviet aircraft unknown

Meanwhile, even the 5-seater (with pilot) Passenger SAM-10 and its pre-production modification of SAM-10bis could be successfully compete in speed with released in those years, single-seater racing cars.

They have the same engines, but almost twice the take-off weight. CAM-10 monoplane developed a speed of 336 km / h But he could fly and faster. At first decided to make the chassis, folding back under the wing, but completed his fixed gear and only closed the wide fairings — «trousers». Development of a model — CAM-10-2 bis is a retractable nose wheel remained on the stage of the project. Performance properties of the CAM-10 was higher than that of the same «Simon» of S.520 «Caudron.» This aircraft with such a power of the motor and the number of seats a top speed of 300 km / h

In the years 1939 1941. AS Moskalev engaged in the creation of the training and combat aircraft. Under the CF-6 engine laid fighter training CAM-12 It has been developed along with the machine VK Gribovskogo G-28 on a similar task. Aerodynamic calculations predicted him the highest speed of 400 km / h This is the number for 220-horsepower engine, a stunning result. Again, the war is not permitted to release.

The design of the CAM-12 was mixed, with the dominance of the tree. The main landing gear legs retracted into the wing. It was comparable to a small ratio (4.85), and articulates with the fuselage on nizkoplan scheme.

Soviet aircraft unknown

Nasal reliance placed underneath the engine, as it was foreseen in the draft CAM-10-2-bis. The aircraft features very simple lines, combined in the correct aerodynamic sha pe.

Double version of the CAM-12 was even more incomplete. Fighter-Interceptor AS Moskalyova, CAM-13 was arranged by dvuhbalochnon scheme tandem with the installation of 2-CF-6 engines at the ends rather short fuselage nacelle to which the engines were located between workplace pilot, fuel tank and equipment. The total capacity of the power plant was only 440 hp, because the estimated vehicle speed — 680 km / h was superior to the most life-affirming guesses.

To project the CAM-13 Life is manifest «discreet» relationship, but in spite of that, the plane was built, was blowing in the tube T-101 TsAGI the other day and almost put the war on flight tests. Even with a fixed landing gear fighter, piloted by ND Fiksonom showed speed 560 km / h (Other designers have achieved a similar result by removing the chassis and engines with a power higher than 1000 hp).

Soviet aircraft unknown

You can have done more, but the complexity of the debugging nose landing gear, which is poorly moved up in the fuselage niche is not allowed to receive the holy figure of the maximum speed. Faktichsski value achieved was 607 km / h

The fact that a significant aerodynamic advantages over other aircraft Moskalyova machines with the same energy abilities obvious. So far, the success of the designer defies explanation, for sure, like any talent.

Soviet aircraft unknown

During the war, EDO Moskalyova evacuated to the East. On the new place he has made many of the standards of aircraft, among which was a multi-seat cockpit and landing gliders, transport and air ambulance, is also building a factory in a series of missile interceptors and A.Ya.Bereznyak AM Isayev BI-1 (see «KR» 6-93).

By Victor N. Belyaeva

In the 30 reptiles ways to increase speed flight became flatter. Many scientists have tried to find if the current methods in order to avoid destruction of the machine in the air. The research was conducted on several fronts. One of the more fascinating same decisions was not clear at first glance to increase the rigidity of the wing and not even the center of gravity closer to the design of its center of rigidity, and giving the newest wing of the particular form. She provided samosbalansirovannoe (against a flutter) on the state of design is all grown high-speed mode. Wing developed in TsAGI engineers VN Belyaev and VI Yuharin. In appearance it resembled in terms of a stretched out to the side bukovku «M» had a very narrow profile sufficiently bolshennom elongation and scope. It did not increase, but rather reduced the hardness of the structure in flight.

To check the calculations made by the so-called elastic wing designers, other than those obtained wind tunnel, built two special glider that by the summer of 1937 successfully passed flight tests and have allowed to gain valuable factual material necessary for the creation of a true high-speed machines.

In 1938, a group of Viktor Belyaev (1896 — 1958) has designed an experimental aircraft «UK» with an elastic krshom as his lean, called, such as «Butterfly.»

Successful solution of aircraft assembly in the small weight and small dimensions facilitated the introduction of lightweight 12-cylinder engine Renault Ro.1 capacity of up to 430 hp Subtle M-shaped wing area of 11 m2 was of variable thickness profile along the span — from 7.5% to root, to 5% at the ends and connected to the fuselage on the low-lying pattern.

Retractable landing gear wheels fit into the fuselage bottom and front of the wing root, made this with elliptical fairings. 2-cabin crew, the pilot and the experimenter placed a string. Gas tanks have been placed in a wing on the back-swept areas of consoles.

In their rear edge suspended deflected landing flaps. The narrow two-section ailerons were on the end portions of the wing with a straight sweep. «UK» was calculated for all aerobatic maneuvers, was equipped with special devices that fix the measure of stability and deformation of the wing at different flight conditions. Permissible overload multiple design reaches 13.

Most design speed is 510 km / h at take-off weight 1028 kg.

Developing a single version of the CC-1, designed for sports, the designers had hoped to establish a new speed record for land planes. This would be likely at higher wing loading, possibly by reducing its area. The official world speed record for land planes in November 1937 amounted to 611 km / h and was owned by the German Messerschmitt Bf.113R *** with engine capacity of 1000 hp

A positive conclusion of the test the elasticity of the wing gliders eksperimentalnk VN Belyaeva also promising data of the «Criminal Code» TSAGI prompted management to the decision … closing theme of light high-speed machines. But the work is rapidly deployed at the far bomber DB-LK, which had a similar wing, but a lot of huge proportions. It was built in 1939 and flight tests, which lasted right up to 1941, showed the best properties than a serial DB-ZM for the same M-87B engines and bomb naruzke.

Despite the re-orientation of designers TSAGI headed VN Belyaev, languid on the car (this was a prerequisite made by the same designer: In 1935, he developed a project similar to the DB-LK passenger aircraft for the contest Aviavnito, who took second place after the project Romeyko DA-Gourko) , the idea of the creation of a single-engine high-wing aircraft with an elastic have left. By order of the TsAGI in the bureau for light vehicles KAI (Kazan) under 3. And Itskplicha (worked previously in the OKB-301 for the development of «Caudron» until 1939), and since 1940 — GN Vorobyov designed two similar apparatus: AMC-1A with an elastic wing and MC-1B regular nizkoplan scheme. Both aircraft were double and differed only in the wing for the cleanliness of the comparative experience, when all the other differences in the properties of the flight can be attributed only to the difference la investigated wings.

Since the engine Ro.1, founded back in the projects Belyaeva, we have not caught on, the planes were calculated for single-row KAI CF-6 engine. Because of the lower (half) engine power maximum speed of both variants have not given grounds for holding the setting speed records. But for a role in air race these vehicles fully suited for that, besides the main goal — the experience, the designers lozhili their hopes.

The first of the planes of the Kazan Aviation Institute with an elastic wing bylpostroen in 1940. In the spring of the next year transferred to the customer in the TsAGI for flight research. They did not take place.

The second was left unfinished because of the war. (Details of these devices have not been found.)

Works Matus Ruvimovich Bisnovatyi

It is imperative to tell about another project. First, in 1938 he developed the engineer Matus Ruvimovich Bisnovatyi (1905 — 1979), in the years of OKB NN Polikarpov, then chief designer in the field of aeronautical engineering. The emphasis he made on the most likely downgrade the drag of aircraft by reducing its transverse dimensions and space. In other words, the growth of the total elongation of the unit. Typically, the complete absence of light projecting the cockpit. To improve the transparency of the review required by the fuselage sides sufficiently large extent — from the hood to the tail motor. In addition, the envisaged pilot’s seat hyd raulic lift, which provides short-term improvement in the review of take-off and landing and at low speeds.

Achieving the maximum speed of 450 km / h (but calculation) required to increment the same load on the wing to 130 kg/m2, which led to the establishment of a gross weight of 900 kg at the wing area equal of 7 m2.

The figures Mopti be fully implemented with the engine power of 220 hp. s. for example, CF-6 engine, as in retractable undercarriage. The project designer to bring failed, but then, turning to the same aerodynamic assembly Bisnovatyi built two high-speed fighter «NC» and «SC-2», preshedshie flight tests in 1940 — 1941. and showed very highest results. With the motor power of 1050 hp they developed the highest speed up to 660 km / h

By Sergey Alexeyevich Kocherigina

Aircraft design bureau and projects Sergey A. Kocherigina usually created to combat the introduction (fighters, spies, attack). Aircraft project DIT had, perhaps, a more peaceful mission among his brothers bureau. His title meant two-seat fighter trainer. Such a device is not intended for real air combat.

The question of the development of our training fighters came after yet another visit Russian technical delegation of German aircraft factories, companies and institutions other day the second world war.

Other objects in the middle of the German aircraft industry was an interesting exercise training aircraft firm Arado Ar-96. In the experimental implementation of this car appeared in 1936. She was armed with a small engine «Argus» power of 150 hp and had two open-cockpit for the trainee pilot and instructor. During heavy militarization of the German economy in the light-nazkoplan Ar-96A office designers have breathed the latest life .. Installed another engine «Argus» of As-410 to 465 hp, and he intended to train military pilots. During the period from 1939 to 1945. Ar-96 was built in the series and was not changed once. It and its variants have received flight training school, many Luftwaffe pilots.

Following the example of the German firm Arado EDO SA Kocherigina, located at the plant number 1 at the end of 1940 beginning of design studies on the same subject. For your own Dita designers chose Renault engine type Ro1, which received the designation CF-12 (the number of cylinders). Inverted circuit motor (cylinder head looking down) is permitted to remove from the ground and without a small propeller (screw-machine diameter of 2.2 m) and apply a very small-sized and also retractable landing gear.

Landing gear wheels when cleaning fit into the niche between the front wall of the wing and center box unit, which was expanded to almost 450 mm spar of the wing (for example biplane-207 AA Borovkov and IF Florova).

The aircraft is configured for normal DIT nizkoplan scheme with a double cabin crew. Pilot lights at the airport, in an emergency situation and in the case of other necessary had shifted back on rails attached to the top of the fuselage sidewall. Overall design and construction were classical. The composition of airborne multi-purpose equipment planned to introduce RSI-3.

Armament consisted of a synchronous machine gun odnoyu ShKAS and control and locking fotokinopulemeta. DIT project was signed December 12, 1940

As you know, the motor Ro.1 (CF-12) in the factory number 26 to the reproduction was not adopted. Aircraft project implementation also did not get, but it is fascinating for its own development of MV-12, in what it sees compatibility with other devices discussed in this essay. (As of training fighters during the second World War, the Air Force used adapted for this purpose, armed and unarmed modification of the Yak-7, La-5 and La-7).

Front sport aircraft ****

In 1938, in the Central Division opened an airplane flying club sports. He began developing a set of rules and procedures of the competition. We determined the likely routes of small and long races, ran through the different towns of the country. As the number of participants made quantitative estimations of the riders and crews were selected certain candidates pilots who want to participate in the competition.

Favorite designers in the middle of the contest, as the best machine had come to light after all the programs from the competition. She divined the aircraft division into two categories — with engines of 140 hp. s. and 220. In each asset would assign points system that takes into account the difference of power engines. Osoaviakhim prazdnichkom preparing to air in August 1941, but in June he «went on a war footing.» In aero clubs and other divisions of the defense of society at a heightened pace preparing specifically for the front pilots, glider pilots, parachutists. Air race did not take place until this time. The competition has faded into oblivion.


* — An article written in 1993,

** — Split the author’s text made me

*** — Sic.

**** — In the text of this article is a piece of work before describing Kocherigina.

Creator — Ivnamin Sultanov «Competition has sunk into oblivion»

Source: Wings of Motherland 10-11/93g.

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