Aircraft of the Second World War 1939 1945 The worst planes of World War II
Assessing the decisive role of aviation as the main striking force in the struggle for the spread of Bolshevism and the defense of the state, in the first five-year plan the leadership of the USSR set a course for creating its own large and autonomous air force from other countries.
In the 20s, and even in the early 30s, USSR aviation had a fleet of aircraft, mostly foreign-made (only Tupolev aircraft appeared - ANT-2, ANT-9 and its subsequent modifications, which becamesubsequently the legendary U-2, etc.). The aircraft that were in service with the Red Army were of many brands, had outdated designs and poor technical condition. In the 20s, the USSR purchased a small number of German aircraft of the Junkers type and a number of other types for service air routes of the North / research of the Northern Sea Route / and execution of government special flights. It should be noted that civil Aviation in the pre-war period it practically did not develop, with the exception of the opening of a number of unique “demonstration” airlines or occasional flights of ambulance and service aviation.
During the same period, the era of airships ended, and the USSR builtin the early 30s, successful designs of “soft” (frameless) airships of the “B” type. Digression, it should be noted about the development of this type V aeronautics abroad.
In Germany, the famous rigid airshipdesign "Count Zeppepelin" explored the North, was equipped with cabins for passengers, had a significant flight range and quitehigh cruising speed / up to 130 km/h or more, providedseveral motors designed by Maybach. There were even several dog sleds on board the airship as part of the expedition to the North. The American airship "Akron" is the largest in the world, with a volume of 184 thousand cubic meters. m carried 5-7 aircraft on board and transported up to 200 passengers, not counting several tons of cargo over a distance of up to 17 thousand km. without landing. These airships were already safe, because... were filled with the inert gas helium, and not hydrogen as at the beginning of the century. Low speed, low maneuverability, high cost, complexity of storage and maintenance predetermined the end of the era of airships. Experiments with balloons also came to an end, which proved the latter’s unsuitability for active combat operations. A new generation of aviation with new technical and combat performance was needed.
In 1930, our Moscow Aviation Institute was created - after all, the replenishment of factories, institutes and design bureaus of the aviation industry with experienced personnel was of decisive importance. The old cadres of pre-revolutionary education and experience were clearly not enough; they were thoroughly eliminated and were in exile or in camps.
Already by the Second Five-Year Plan (1933-37), aviation workers had a significant production base, the basis for the further development of the air force fleet.
In the thirties, by order of Stalin, demonstration, but in fact test, flights of bombers “camouflaged” as civilian aircraft were carried out. The aviators Slepnev, Levanevsky, Kokkinaki, Molokov, Vodopyanov, Grizodubova and many others distinguished themselves.
In 1937, Soviet fighter aircraft underwent combat tests in Spain and demonstrated technical inferiority. AircraftPolikarpov (type I-15,16) were defeated by the latest German machines. The race for survival began again. Stalin gave the designersindividual assignments for new aircraft models, widely and generouslyThere were bonuses and benefits - the designers worked tirelessly and demonstrated a high level of talent and preparedness. 
At the March 1939 Plenum of the CPSU Central Committee, People's Commissar of Defense Voroshilovnoted that, compared to 1934, the Air Force has grown in its personalis 138 percent...The aircraft fleet as a whole has grown by 130 percent.
Heavy bomber aircraft, which were assigned the main role in the upcoming war with the West, has doubled in 4 years, other species bomber aviation on the contrary, they decreased by half. Fighter aircraft increased two and a half times. Altitudeaircraft already amounted to 14-15 thousand m. The technology for the production of aircraft and engines was put on stream, stamping and casting were widely introduced. The shape of the fuselage changed, the aircraft acquired a streamlined shape.
The use of radios on board aircraft began.
Before the war, great changes took place in the field of aviation materials science. In the pre-war period there was a parallel development of heavy aircraft of all-metal construction with duralumin skinand light maneuverable aircraft of mixed structures: wood, steel,canvas. As the raw material base expanded and the aluminum industry developed in the USSR, aluminum alloys found increasing use in aircraft construction. There was progress in engine construction. The M-25 air-cooled engines with a power of 715 hp and the M-100 water-cooled engines with a power of 750 hp were created.
At the beginning of 1939, the USSR government convened a meeting in the Kremlin.
It was attended by leading designers V.Ya. Klimov, A.A. Mikulin,A.D. Shvetsov, S.V. Ilyushin, N.N. Polikarpov, A.A. Arkhangelsky, A.S. Yakovlev, head of TsAGI and many others. The People's Commissar of the aviation industry at that time was M.M. Kaganovich. Possessing a good memory, Stalin was quite well aware of design features aircraft, all important issues regarding aviation were decided by Stalin. The meeting outlined measures for the further accelerated development of aviation in the USSR. Until now, history has not conclusively refuted the hypothesis of Stalin’s preparation for an attack on Germany in July 1941. It was on the basis of this assumption about the planning of Stalin’s attack on Germany (and further for the “liberation” of Western countries), adopted at the “historic” plenum of the CPSU Central Committee in August 1939 and this fact, incredible for that (or any other) time, of the sale of advanced German equipment and technology to the USSR seems explainable. A large delegation of Sovietaviation workers, who traveled to Germany twice shortly before the war, got their hands on fighters, bombers, guidance systems, and much more, which made it possible to sharply advance the level of domestic aircraft production. A decision was made to increase the combat power of aviation, since it was from August 1939 The USSR began covert mobilization and prepared strikes against Germany and Romania.
Mutual exchange of information on the state of the armed forces of the three states (England, France and the USSR), represented in Moscow in August1939, i.e. before the start of the partition of Poland, showed that the numberThere are 2 thousand first-line aircraft in France. Of these, twothirds were completely modern aircraft. By 1940, it was planned to increase the number of aircraft in France to 3000 units. Englishaviation, according to Marshal Burnet, had about 3,000 units, and the potential production was 700 aircraft per month.German industry underwent mobilization only at the beginning1942, after which the number of weapons began to increase sharply.
Of all the domestic fighter aircraft ordered by Stalin, the most successful variants were the LAGG, MiG and YAK.The IL-2 attack aircraft delivered a lot to its designer Ilyushinneniya. Manufactured initially with rear hemisphere protection (double)he, on the eve of the attack on Germany, did not suit the customers of hiswastefulness.” S. Ilyushin, who did not know all of Stalin’s plans, was forced to change the design to a single-seat version, i.e., bring the design closer to the “clear sky” plane. Hitler violated Stalin’s plans and at the beginning of the war the plane urgently had to be returned to its original design.
On February 25, 1941, the Central Committee of the All-Union Communist Party of Bolsheviks and the Council of People's Commissars adopted a resolution "Onreorganization of the aviation forces of the Red Army." The resolution provided for additional measures to re-equip air units. In accordance with the plans for a future war, the task was set to urgently form new air regiments, and, at the same time, equip them, as a rule, with new machines. The formation of several airborne corps began.
The doctrine of war on “foreign territory” and “little bloodshed” causedthe emergence of a “clear sky” aircraft intended for the unpunishedraids on bridges, airfields, cities, factories. Before the war, hundreds of thousands
young men were preparing to transfer to a new one, developed by the post-Stalincompetition, the SU-2 aircraft, of which it was planned to produce 100-150 thousand units before the war. This required accelerated training of the corresponding number of pilots and technicians. SU-2 is essentially a Soviet Yu-87, and in Russia it did not stand the test of time, because There was never a “clear sky” for either country during the war.
Air defense zones with fighter aircraft and anti-aircraft artillery were formed. An unprecedented recruitment into aviation began, voluntarily andforcibly. Almost all of the small civil aviationwas mobilized into the Air Force. Dozens of aviation schools were opened, incl. ultra-accelerated (3-4 months) training, traditionally, the officers at the helm or control handle of the aircraft were replaced by sergeants - an unusual fact and evidence of haste in preparing for war. Airfields were urgently moved to the borders (about 66 airfields), supplies of fuel, bombs, and shells were imported. Carefully and raids on German airfields and the Ploieşti oil fields were detailed in special secrecy... 
On June 13, 1940, the Flight Test Institute was formed(LII), during the same period other design bureaus and research institutes were formed.In the war with the Soviet Union, the Nazis assigned a special role to theiraviation, which by this time had already gained complete dominance inair in the West. Basically a plan for the use of aviation in the Eastplanned the same as the war in the West: first to conquer the dominantin the air, and then transfer forces to support the ground army.
Outlining the timing of the attack on the Soviet Union, Hitler's commandThe operation set the following tasks for the Luftwaffe:
1.Destroy Soviet airfields with a surprise attackSoviet aviation.
2.Achieve complete air supremacy.
3.After solving the first two tasks, switch aviation to support ground forces directly to the slaughter field.
4. Disrupt the work of Soviet transport, complicate the transfertroops both in the front line and in the rear.
5. Bombard large industrial centers - Moscow, Gorky, Rybinsk, Yaroslavl, Kharkov, Tula.
Germany dealt a crushing blow to our airfields. Only for 8hours of the war, 1,200 aircraft were lost, there was mass death flight personnel, storage facilities and all supplies were destroyed. Historians noted the strange “crowding” of our aviation at the airfields the day beforewar and complained about the “mistakes” and “miscalculations” of the command (i.e. Stalin)and assessment of events. In fact, “crowding” foreshadows plansa super-massive strike on targets and confidence in impunity, which did not happen. The Air Force flight personnel, especially the bomber ones, suffered heavy losses due to the lack of support fighters; the tragedy of the death of perhaps the most advanced and powerful air fleet inhistory of mankind, which had to be revived again under the blows enemy.
It must be admitted that the Nazis managed to largely implement their plans for an air war in 1941 and the first half of 1942. Against Soviet Union almost all available forces were deployed G Hitler's aviation, including units removed from the Western Front. Atit was assumed that after the first successful operations part of the bombsarmored and fighter formations will be returned to the Westfor the war with England. At the beginning of the war, the Nazis had not only quantitative superiority. Their advantage was also the fact that the pilotsthe personnel who took part in the air attack have already been seriouslynew fighting school with French, Polish and English pilots. Onthey also had a fair amount of experience interacting with their troops,acquired in the war against Western European countries.Old types of fighters and bombers, such as the I-15,I-16, SB, TB-3 could not compete with the latest Messerschmitts and"Junkers". Nevertheless, in the unfolding air battles, even on the lipsnew types of aircraft, Russian pilots caused damage to the Germans. From 22June to July 19, Germany lost 1,300 aircraft only battles
Here is what the German General Staffist Greffath writes about this:
" Behind period from June 22 to July 5, 1941 German air forcelost 807 aircraft of all types, and during the period from July 6 to July 19 - 477.
These losses indicate that despite the surprise achieved by the Germans, the Russians were able to find the time and strength to provide decisive resistance ".
On the very first day of the war, fighter pilot Kokorev distinguished himself by ramming an enemy fighter, the crew’s feat is known to the whole worldGastello (the latest research into this fact suggests that the ramming crew was not Gastello’s crew, but the crew of Maslov, who flew with Gastello’s crew to attack enemy columns), who threw his burning car onto a cluster of German equipment.Despite the losses, the Germans in all directions brought everything into battlenew and new fighters and bombers. They abandoned the front4940 aircraft, including 3940 German, 500 Finnish, 500 Romanianand achieved complete air supremacy.
By October 1941, the Wehrmacht armies approached Moscow and were busycities supplying components for aircraft factories, the time has come to evacuate the factories and design bureaus of Sukhoi, Yakovlev and others in Moscow, Ilyushin inVoronezh, all factories in the European part of the USSR demanded the evacuation.
Aircraft production in November 1941 decreased by more than three and a half times. Already on July 5, 1941, the Council of People's Commissars of the USSR decided to evacuate from the central regions of the country part of the equipment of some aircraft equipment factories to duplicate their production in Western Siberia, and after some time it was necessary to make a decision on the evacuation of the entire aircraft industry.
On November 9, 1941, the State Defense Committee approved schedules for the restoration and relaunch of evacuated factories and production plans.
The task was not only to restore aircraft production,but also to significantly increase their quantity and quality. In December 1941The aircraft production plan was completed in less than 40 years.percent, and motors - only 24 percent.In the most difficult conditions, under bombs, in the cold, cold of Siberian wintersbackup factories were launched one after another. They were refined and simplified.technologies, new types of materials were used (without compromising quality), women and teenagers took over the machines.
Lend-Lease supplies were also of no small importance for the front. Throughout World War II, aircraft supplied 4-5 percent of the total production of aircraft and other weapons produced in the United States. However, a number materials and equipment supplied by the USA and England, was unique and indispensable for Russia (varnishes, paints, other chemicals, devices, tools, equipment, medicines, etc.), which cannot be characterized as “insignificant” or secondary.
The turning point in the work of domestic aircraft factories came around March 1942. At the same time, the combat experience of our pilots grew.
Between November 19 and December 31, 1942 alone, the Luftwaffe lost 3,000 combat aircraft in the battles for Stalingrad. Our aviation becameact more actively and showed all its combat power in the NorthCaucasus. Heroes of the Soviet Union appeared. This title was awardedboth for downed aircraft and for the number of combat sorties.
In the USSR, the Normandie-Niemen squadron was formed, staffed by French volunteers. The pilots fought on Yak aircraft.
Average monthly production of aircraft rose from 2.1 thousand in 1942 to 2.9 thousand in 1943. Total industry in 1943produced 35 thousand aircraft, 37 percent more than in 1942.In 1943, factories produced 49 thousand engines, almost 11 thousand more than in 1942.
Back in 1942, the USSR surpassed Germany in the production of aircraft - the heroic efforts of our specialists and workers and the “complacency” or unpreparedness of Germany, which did not mobilize industry in advance for war conditions, had an impact.
In the Battle of Kursk in the summer of 1943, Germany used significant quantities of aircraft, but the power of the Air Force for the first time ensured air supremacy. For example, in just one hour on one day of the operation, a force of 411 aircraft was struck, and so on in three waves during the day.
By 1944, the front received about 100 aircraft daily, incl. 40 fighters.The main combat vehicles were modernized. Aircraft withimproved combat qualities of the YAK-3, PE-2, YAK 9T, D, LA-5, IL-10.German designers also modernized the aircraft."Me-109F,G,G2", etc.
By the end of the war, the problem of increasing the range of fighter aircraft arose; airfields could not keep up with the front. Designers proposed the installation of additional gas tanks on airplanes, and jet weapons began to be used. Radio communications developed, and radar was used in air defense. Bomb strikes became more and more intense. So, on April 17, 1945, bombers 18 air army in the Königsbergaz area, 516 sorties were carried out in 45 minutes and 3,743 bombs were dropped with a total weight of 550 tons.
In the air battle for Berlin, the enemy took part in 1,500 combat aircraft based at 40 airfields near Berlin. This is the most intense air battle in history, and the highest level of combat training on both sides should be taken into account.The Luftwaffe was fought by aces who shot down 100,150 or more aircraft (record300 downed combat aircraft).
At the end of the war, the Germans used jet aircraft, which were significantly faster than propeller-driven aircraft in speed - (Me-262, etc.). However, this did not help. Our pilots in Berlin flew 17.5 thousand combat sorties and completely destroyed the German air fleet.
Analyzing military experience, we can conclude that our aircraft, developed in the period 1939-1940. had constructive reserves for subsequent modernization. Along the way, it should be noted that in the USSR not all types of aircraft were accepted for service. For example, in October 1941, production of MiG-3 fighters was stopped, and in 1943, IL-4 bombers.
The USSR aviation industry produced 15,735 aircraft in 1941. In the difficult year of 1942, during the evacuation of aviation enterprises, 25,436 aircraft were produced, in 1943 - 34,900 aircraft, in 1944 - 40,300 aircraft, in the first half of 1945, 20,900 aircraft were produced. Already in the spring of 1942, all factories evacuated from the central regions of the USSR beyond the Urals and to Siberia, they fully mastered the production of aviation equipment and weapons. Most of these factories in new locations in 1943 and 1944 produced products several times more than before the evacuation.
The successes of the rear made it possible to strengthen the country's air force. By early 1944, the Air Force And grounded 8818 combat aircraft, and German - 3073. In terms of the number of aircraft, the USSR exceeded Germany by 2.7 times. By June 1944, the German Air Forcehad only 2,776 aircraft at the front, and our Air Force - 14,787. By the beginning of January 1945, our Air Force had 15,815 combat aircraft. The design of our aircraft was much simpler than that of American, German or British aircraft. This partly explains such a clear advantage in the number of aircraft. Unfortunately, it is not possible to compare the reliability, durability and strength of our and German aircraft, as well as to analyze the tactical and strategic use of aviation in the war of 1941-1945. Apparently, these comparisons would not be in our favor and would conditionally reduce such a striking difference in numbers. However, perhaps, simplifying the design was the only way out in the absence of qualified specialists, materials, equipment and other components for the production of reliable and high-quality equipment in the USSR, especially since, unfortunately, in Russian army traditionally they hire by number, not by skill.
Aircraft weapons were also improved. in 1942, a large-caliber 37 mm aircraft gun was developed, later it appearedand a 45 mm cannon.
By 1942, V.Ya. Klimov developed the M-107 engine to replace the M-105P, adopted for installation on water-cooled fighters.
Greffoat writes: “Relying on the fact that the war with Russia, like the war in the West, would be lightning fast, Hitler intended, after achieving the first successes in the East, to transfer bomber units, as well asthe required number of aircraft back to the West. In the East they mustair connections intended for directsupport for German troops, as well as military transport units and a number of fighter squadrons..."
German aircraft created in 1935-1936 at the beginning of the war no longer had the possibility of radical modernization. According to the German General Butler "The Russians had the advantage that in the production of weapons and ammunition they took into account all the featuresconducting the war in Russia and ensuring maximum simplicity of technology. As a result of this, Russian factories produced a huge amount of weapons, which were distinguished by their great simplicity of design. Learning to wield such a weapon was relatively easy... "
The Second World War fully confirmed the maturity of domestic scientific and technical thought (this ultimately ensured the further acceleration of the introduction of jet aviation).
Nevertheless, each country followed its own path in designing airplanes.
The aviation industry of the USSR produced 15,735 aircraft in 1941. In the difficult year of 1942, during the evacuation of aviation enterprises, 25,436 aircraft were produced, in 1943 - 34,900 aircraft, for1944 - 40,300 aircraft, 20,900 aircraft were produced in the first half of 1945. Already in the spring of 1942, all factories evacuated from the central regions of the USSR to the Urals and Siberia had fully mastered the production of aviation equipment and weapons. Most of these factories moved to new locations in 1943 and 1944 years they produced several times more production than before the evacuation.
Germany had, in addition to its own resources, the resources of the conquered countries. In 1944, German factories produced 27.6 thousand aircraft, and our factories produced 33.2 thousand aircraft in the same period. In 1944, aircraft production was 3.8 times higher than the 1941 figures.
In the first months of 1945, the aircraft industry prepared equipment for the final battles. Thus, the Siberian Aviation Plant N 153, which produced 15 thousand fighters during the war, transferred 1.5 thousand modernized fighters to the front in January-March 1945.
The successes of the rear made it possible to strengthen the country's air force. By the beginning of 1944, the Air Force had 8,818 combat aircraft, and the German - 3,073. In terms of the number of aircraft, the USSR exceeded Germany by 2.7 times. By June 1944, the German Air Forcehad only 2,776 aircraft at the front, and our Air Force - 14,787. By the beginning of January 1945, our Air Force had 15,815 combat aircraft. The design of our aircraft was much simpler than the American and Germanor English cars. This partly explains such a clear advantage in the number of aircraft. Unfortunately, it is not possible to make a comparison of the reliability, durability and strength of our and German aircraft, andalso analyze the tactical and strategic use of aviation in the war of 1941-1945. Apparently these comparisons would not be inour benefit and would conditionally reduce such a striking difference in numbers. However, perhaps, simplifying the design was the only way out in the absence of qualified specialists, materials, equipment and other components for the production of reliable and high-quality equipment in the USSR, especially since, unfortunately, in the Russian army they traditionally hire by “numbers”, not by skill .
Aircraft weapons were also improved. In 1942, a large-caliber 37 mm aircraft gun was developed, and later a 45 mm caliber gun appeared. By 1942, V.Ya. Klimov developed the M-107 engine to replace the M-105P, adopted for installation on water-cooled fighters.
The fundamental improvement of the aircraft is its conversionchanging from a propeller to a jet. To increase flight speeda more powerful engine is installed. However, at speeds above 700 km/hspeed increase from engine power cannot be achieved. Outputhouse from the position is the use of jet traction. Appliesturbojet/turbojet/ or liquid jet/LPRE/ engine.the second half of the 30s in the USSR, England, Germany, Italy, later - inThe United States was intensively creating a jet aircraft. In 1938, jets appearedhighest in the world, German jet engines BMW, Junkers. In 1940the first Campini-Capro jet aircraft made test flightsneither", created in Italy, later the German Me-262, Me-163 appearedXE-162. In 1941, the Gloucester aircraft with a jet was tested in Englandengine, and in 1942 they tested a jet aircraft in the USA - "Irokometh". In England, the twin-engine jet aircraft "Me" was soon createdtheor", who took part in the war. In 1945, on the Me planeTheor-4" set a world speed record of 969.6 km/h.
In the USSR in the initial period practical work on the creation of reacttive engines was carried out in the direction of the liquid rocket engine. Under the leadershipS.P.Koroleva, A.F.Tsander, designers A.M.Isaev, L.S.DushkindevelopedThe first domestic jet engines were built. Pioneer turbojeakA.M.Lyulka became the first ative engine.At the beginning of 1942, G. Bakhchivandzhi made the first flight on a rockettive domestic aircraft. Soon this pilot diedduring aircraft testing.Work on the creation of a jet aircraft for practical useresumed after the war with the creation of the Yak-15, MiG-9 using non-German JUMO jet engines.
In conclusion, it should be noted that the Soviet Union entered the war with numerous, but technically backward fighter aircraft. This backwardness was, in essence, an inevitable phenomenon for a country that had only recently embarked on the path of industrialization that Western European states and the United States had followed in the 19th century. By the mid-20s of the 20th century, the USSR was an agricultural country with a half-illiterate, mostly rural population and a tiny percentage of engineering, technical and scientific personnel. Aircraft manufacturing, engine manufacturing and non-ferrous metallurgy were in their infancy. Suffice it to say that in Tsarist Russia They did not produce ball bearings and carburetors at all for aircraft engines, aircraft electrical equipment, control and aeronautical instruments. Aluminum, wheel tires and even copper wire had to be purchased abroad.
Over the next 15 years, the aviation industry, along with related and raw materials industries, was created practically from scratch, and simultaneously with the construction of the largest air force in the world at that time.
Of course, with such a fantastic pace of development, serious costs and forced compromises were inevitable, because it was necessary to rely on the available material, technological and personnel base.
The most complex knowledge-intensive industries—engine building, instrument making, and radio electronics—were in the most difficult situation. It must be admitted that the Soviet Union was unable to overcome the gap from the West in these areas during the pre-war and war years. The difference in the “starting conditions” turned out to be too great and the time allotted by history was too short. Until the end of the war, we produced engines created on the basis of foreign models purchased back in the 30s - Hispano-Suiza, BMW and Wright-Cyclone. Their repeated forcing led to overstressing of the structure and a steady decrease in reliability, and, as a rule, it was not possible to bring our own promising developments to mass production. The exception was the M-82 and its further development, the M-82FN, which gave birth to perhaps the best Soviet fighter of the war, the La-7.
During the war years, the Soviet Union was unable to establish serial production of turbochargers and two-stage superchargers, multifunctional propulsion automation devices similar to the German “Kommandoherat”, powerful 18-cylinder air-cooled engines, thanks to which the Americans crossed the milestone of 2000, and then at 2500 hp. Well, by and large, no one in our country was seriously involved in work on water-methanol boosting of engines. All this greatly limited aircraft designers in creating fighters with higher performance characteristics than the enemy.
No less serious restrictions were imposed by the need to use wood, plywood and steel pipes instead of scarce aluminum and magnesium alloys. The irresistible weight of the wooden and mixed construction forced us to weaken the weapons, limit the ammunition load, reduce the fuel supply and save on armor protection. But there was simply no other way out, because otherwise it would not have been possible to even bring the flight data of Soviet aircraft closer to the characteristics of German fighters.
For a long time, our aircraft industry compensated for the lag in quality through quantity. Already in 1942, despite the evacuation of 3/4 of the aircraft industry's production capacity, the USSR produced 40% more combat aircraft than Germany. In 1943, Germany made significant efforts to increase the production of combat aircraft, but nevertheless the Soviet Union built 29% more of them. Only in 1944, the Third Reich, through the total mobilization of the resources of the country and occupied Europe, caught up with the USSR in the production of combat aircraft, but during this period the Germans had to use up to 2/3 of their aviation in the West, against the Anglo-American allies.
By the way, we note that for each combat aircraft produced in the USSR there were 8 times fewer machine tools, 4.3 times less electricity and 20% fewer workers than in Germany! Moreover, more than 40% of workers in the Soviet aviation industry in 1944 were women, and over 10% were teenagers under 18 years of age.
The given figures indicate that Soviet aircraft were simpler, cheaper and more technologically advanced than German ones. Nevertheless, by the middle of 1944, their best models, such as the Yak-3 and La-7 fighters, surpassed German aircraft of the same type and contemporary ones in a number of flight parameters. The combination of fairly powerful engines with high aerodynamic and weight efficiency made it possible to achieve this, despite the use of archaic materials and technologies designed for simple conditions production, outdated equipment and low-skilled workers.
It can be argued that the named types in 1944 accounted for only 24.8% of the total production of fighter aircraft in the USSR, and the remaining 75.2% were older types of aircraft with worse flight characteristics. We can also recall that in 1944 the Germans were already actively developing jet aviation, having achieved considerable success in this. The first samples of jet fighters were launched in mass production and began to enter combat units.
Nevertheless, the progress of the Soviet aircraft industry during the difficult war years is undeniable. And his main achievement is that our fighters managed to recapture from the enemy low and medium altitudes, at which attack aircraft and short-range bombers operated - the main striking force of aviation on the front line. This ensured the successful combat work of the Ilovs and Pe-2s against German defensive positions, force concentration centers and transport communications, which, in turn, contributed to the victorious offensive of the Soviet troops on final stage war.
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1. Kokusai Ki-105
In 1942, during the fighting in Pacific Ocean, Japan realized that it needed large aircraft that could deliver the provisions and ammunition needed to wage maneuver warfare against the Allied forces. At the request of the government, the Japanese company Kokusai developed the Ku-7 aircraft. This huge double-boom glider was large enough to carry light tanks. The Ku-7 was considered one of the heaviest gliders developed during World War II. When it became clear that fighting As the war in the Pacific dragged on, Japanese military leaders decided to focus their efforts on the production of fighters and bombers instead of transport aircraft. Work on improving the Ku-7 continued, but progressed at a slow pace.
In 1944, the Japanese war effort began to collapse. Not only were they quickly losing ground to the rapidly advancing Allied forces, but they were also faced with a fuel crisis. Most of Japan's oil production facilities were either captured or were experiencing material shortages, so the military was forced to start looking for alternatives. At first they planned to use Pine nuts for the production of a substitute for petroleum feedstock. Unfortunately, the process dragged on and led to mass felling forests When this plan failed miserably, the Japanese decided to supply fuel from Sumatra. The only way to do this was to use the long-forgotten Ku-7 aircraft. Kokusai installed two engines and expansion tanks on the airframe, essentially creating a flying fuel tank for the Ki-105.
The plan initially had a lot of flaws. Firstly, to get to Sumatra, the Ki-105 needed to use up all its fuel reserves. Secondly, the Ki-105 aircraft could not transport unrefined crude oil, so the fuel had to first be extracted and processed at an oil field. (The Ki-105 only ran on purified fuel.) Thirdly, the Ki-105 would have consumed 80% of its fuel during the return flight, leaving nothing left for military needs. Fourth, the Ki-105 was slow and unmaneuverable, making it easy prey for Allied fighters. Fortunately for Japanese pilots, the war ended and the program to use the Ki-105 aircraft was closed.
2. Henschel Hs-132
At the start of World War II, Allied forces were terrorized by the infamous Ju-87 Stuka dive bomber. The Ju-87 Stuka dropped its bombs with incredible accuracy, causing huge losses. However, as Allied aircraft reached higher standards of performance, the Ju-87 Stuka proved unable to compete with the fast and maneuverable enemy fighters. Unwilling to abandon the idea of picket bombers, the German air command ordered the creation of a new jet aircraft.
The design of the bomber proposed by Henschel was quite simple. Henschel engineers managed to create an aircraft that was incredibly fast, especially when diving. Due to its emphasis on speed and dive performance, the Hs-132 had a number of unusual features. The jet engine was located on top of the aircraft. This, along with the narrow fuselage, required the pilot to take a rather strange position while flying the bomber. Hs-132 pilots had to lie on their stomachs and look into the small glass nose to see where to fly.
The prone position helped the pilot counteract the forces that created g-forces, especially when he was rapidly climbing to avoid hitting the ground. Unlike most of the German experimental aircraft created at the end of the war, the Hs-132 could have caused a lot of problems for the Allies if it had been produced in large quantities. Fortunately for the Allied ground forces, Soviet soldiers captured the Henschel plant before construction of the prototypes was completed.
3. Blohm & Voss Bv 40
Efforts played a key role in the Allied victory Air Force USA and UK Bomber Command. The air forces of these two countries carried out countless raids on German troops, essentially rendering them unable to wage war. By 1944, Allied planes were bombing German factories and cities almost unopposed. Faced with a significant decline in the effectiveness of the Luftwaffe (Hitler's German air force), German aircraft manufacturers began to come up with ways to counter enemy air attacks. One of them was the creation of the Bv 40 aircraft (the creation of the mind of the famous engineer Richard Vogt). The Bv 40 is the only known glider fighter.
Given the declining technical and material capabilities of the German aircraft industry, Vogt designed the airframe as simple as possible. It was made of metal (cabin) and wood (rest). Despite the fact that the Bv 40 could be built even by a person without special skills or education, Vogt wanted to make sure that the glider would not be so easy to shoot down. Since it did not need an engine, its fuselage was very narrow. Due to the recumbent position of the pilot, the front part of the glider was significantly trimmed. Vogt hoped that the high speed and small size of the glider would make it invulnerable.
The Bv 40 was lifted into the air by two Bf 109 fighters. Once at the appropriate altitude, the towing aircraft “released” the glider. After this, the Bf 109 pilots began their attack, which was later joined by the Bv 40. To achieve the speed necessary to carry out an effective attack, the glider had to dive at an angle of 20 degrees. Given this, the pilot had only a few seconds to open fire on the target. The Bv 40 was equipped with two thirty-millimeter cannons. Despite successful tests, for some reason the airframe was not accepted for service. The German command decided to focus its efforts on creating interceptors with a turbojet engine.
4. Rotabuggy by Raoul Hafner
One of the challenges military commanders faced during World War II was getting military equipment to the front lines. To address this issue, countries have experimented with different ideas. British aerospace engineer Raoul Hafner came up with the crazy idea of equipping all vehicles with helicopter propellers.
Hafner had many ideas on how to increase the mobility of British troops. One of his first projects was the Rotachute, a small gyroplane (a type of aircraft) that could be dropped from a transport aircraft with one soldier inside. This was an attempt to replace parachutes during an airborne landing. When Hafner's idea didn't take root, he took on two other projects - Rotabuggy and Rotatank. The Rotabuggy gyroplane was eventually built and tested.
Before attaching the rotor to the Jeep, Hafner first decided to test what would be left behind when the vehicle was dropped. To this end, he loaded the jeep with concrete objects and dropped it from a height of 2.4 meters. The test car (it was a Bentley) was successful, after which Hafner developed a rotor and tail to make it look like a gyrocopter.
The British Air Force became interested in Hafner's project and conducted the first test flight of the Rotabuggy, which ended in failure. The gyroplane could theoretically fly, but it was extremely difficult to control. Hafner's project failed.
5. Boeing YB-40
When the German bombing campaigns began, Allied bomber crews faced a fairly strong and well-trained enemy in the form of Luftwaffe pilots. The problem was further aggravated by the fact that neither the British nor the Americans had effective escort fighters for long-range combat. Under such conditions, their bombers suffered defeat after defeat. British Bomber Command ordered night bombing while the Americans continued daylight raids and suffered heavy losses. Finally, a way out of the situation was found. This was the creation of the YB-40 escort fighter, which was a modified B-17 model equipped with an incredible number of machine guns.
To create the YB-40, the US Air Force entered into a contract with the Vega Corporation. The modified B-17s had two additional turrets and dual machine guns, which allowed the YB-40 to defend against frontal attacks.
Unfortunately, all these changes significantly increased the weight of the aircraft, which caused problems during the first test flights. In combat, the YB-40 was much slower than the rest of the B-17 series of bombers. Due to these significant shortcomings, further work on the YB-40 project was completely abandoned.
6. Interstate TDR
The use of unmanned aerial vehicles for various purposes, sometimes extremely controversial, is distinctive feature military conflicts of the 21st century. Although drones are generally considered a new invention, they have been used since World War II. While the Luftwaffe command was investing in the creation of unmanned guided missiles The United States of America was the first to field remotely piloted aircraft. The US Navy has invested in two drone projects. The second ended with the successful birth of the “flying torpedo” TDR.
The idea to create unmanned aerial vehicles dates back to 1936, but was not realized until the Second World War began. Engineers from the American television company RCA developed a compact device for receiving and transmitting information, which made it possible to control TDR using a television transmitter. US Navy leaders believed that precision weapons would be critical in stopping Japanese shipping, so they ordered the development of an unmanned aerial vehicle. In an effort to reduce the use of strategic materials in the production of the flying bomb, the TDR was built primarily from wood and had a simple design.
The TDR was initially launched from the ground by the control crew. When it reached the required height, it was taken under control of a specially modified TBM-1C Avenger torpedo bomber, which, keeping a certain distance from the TDR, directed it to the target. One Avenger squadron flew 50 missions using the TDR, scoring 30 successful strikes against the enemy. Japanese troops were shocked by the actions of the Americans, as they appeared to resort to kamikaze tactics.
Despite the success of the strikes, the US Navy has become disillusioned with the idea of unmanned aerial vehicles. By 1944, Allied forces had virtually complete air superiority in the Pacific theater, and the need to use complex experimental weapons was no longer necessary.
7. Douglas XB-42 Mixmaster
At the height of World War II, the famous American aircraft manufacturer Douglas decided to begin developing a revolutionary bomber aircraft to bridge the gap between light and high-altitude heavy bombers. Douglas focused its efforts on developing the XB-42, a high-speed bomber capable of outrunning Luftwaffe interceptors. If Douglas engineers had managed to make the plane fast enough, they could have devoted more of the fuselage to bomb load, reducing the significant number of defensive machine guns that were present on almost all heavy bombers.
The XB-42 was equipped with two engines, which were located inside the fuselage rather than on the wings, and a pair of propellers rotating in different directions. Given the fact that speed was a priority, the XB-42 bomber could accommodate a crew of three. The pilot and his assistant were inside separate "bubble" canopies located next to each other. The bombardier was located in the nose of the XB-42. Defensive weapons were reduced to a minimum. The XB-42 had two remotely controlled defensive turrets. All the innovation paid off. The XB-42 was capable of speeds of up to 660 kilometers per hour and could carry bombs weighing a total of 3,600 kilograms.
The XB-42 made an excellent advanced bomber, but by the time it was ready for mass production, the war was already over. The XB-42 project fell victim to the changing desires of the US Air Force command; it was rejected, after which the Douglas company began creating a jet-powered bomber. The XB-43 Jetmaster was successful, but did not attract the attention of the United States Air Force. However, it became the first American jet bomber, paving the way for other aircraft of its kind.
The original XB-42 bomber is preserved at the National Air and Space Museum and this moment awaiting its turn for restoration. During transport, his wings mysteriously disappeared and were never seen again.
8. General Aircraft G.A.L. 38 Fleet Shadower
Before the advent of electronics and precision weapons, aircraft were designed in accordance with a specific combat mission. During World War II, this need led to a number of absurdly specialized aircraft, including the General Aircraft G.A.L. 38 Fleet Shadower.
At the outbreak of World War II, Great Britain faced a threat from the enormous German navy (Kriegsmarine). German ships blocked British waterways and interfered with logistics. Because the ocean is large, it was extremely difficult to scout out the positions of enemy ships, especially before the advent of radar. To be able to track the location of Kriegsmarine ships, the Admiralty needed observation aircraft that could fly at night at low speed and high altitude, reconnaissance of enemy fleet positions and reporting on them by radio. Two companies - Airspeed and General Aircraft - simultaneously invented two almost identical aircraft. However, the General Aircraft model turned out to be stranger.
Airplane G.A.L. 38 was formally a biplane, despite the fact that it had four wings, and the length of the lower pair was three times less than the upper one. The crew of G.A.L. 38 consisted of three people - a pilot, an observer, who was located in the glazed nose, and a radio operator, located in the rear fuselage. Since planes move much faster than battleships, G.A.L. The 38 was designed to fly slowly.
Like most dedicated aircraft, the G.A.L. 38 eventually became unnecessary. With the invention of radar, the Admiralty decided to focus on patrol bombers (such as the Liberator and Sunderland).
9. Messerschmitt Me-328
The Me-328 was never accepted into service because the Luftwaffe and Messerschmitt could not decide on the functions it was supposed to perform. Me-328 was a conventional fighter small size. The Messerschmitt company presented three Me-328 models at once. The first was a small unpowered fighter glider, the second was powered by pulsating air-breathing engines, and the third was powered by conventional jet engines. They all had a similar fuselage and a simple wooden structure.
However, as Germany desperately tried to find a way to turn the tide of the air war, Messerschmitt offered several models of the Me-328. Hitler approved the Me-328 bomber, which had four pulse-jet engines, but it was never put into production.
The Caproni Campini N.1 looks and sounds a lot like a jet plane, but in reality it is not one. This experimental aircraft was designed to bring Italy one step closer to the jet age. By 1940, Germany had already developed the world's first jet aircraft, but kept this project a closely guarded secret. For this reason, Italy was mistakenly considered the country that developed the world's first jet turbine engine.
While the Germans and British were experimenting with the gas turbine engine that helped birth the first true jet aircraft, Italian engineer Secondo Campini decided to create a “motorjet” that was mounted in the forward fuselage. According to the principle of operation, it was very different from the present one. gas turbine engine.
It is curious that the Caproni Campini N.1 aircraft had a small space at the end of the engine (something like an afterburner) where the fuel combustion process took place. The N.1 engine was similar to a jet front and rear parts, but in other respects was fundamentally different from him.
Although the engine design of the Caproni Campini N.1 aircraft was innovative, its performance was not particularly impressive. N.1 was huge, bulky and unmaneuverable. Big size The “motor-compressor air-jet engine” turned out to be a deterrent for combat aircraft.
Due to its massiveness and the shortcomings of the “motor-compressor air-breathing engine,” the N.1 aircraft developed a speed of no more than 375 kilometers per hour, much less than modern fighters and bombers. During the first long-range test flight, the N.1 afterburner “ate” too much fuel. For this reason, the project was closed.
All these failures did not instill confidence in the Italian commanders, who by 1942 had more serious problems (such as the need to defend their homeland) than useless investments in dubious concepts. With the outbreak of World War II, testing of the Caproni Campini N.1 ceased completely and the aircraft was put into storage.
The Soviet Union also experimented with a similar concept, but jet-powered aircraft were never put into mass production.
Either way, the N.1 prototype survived World War II and is now a museum piece showcasing an interesting technology that unfortunately turned out to be a dead end.
The material was prepared by Rosemarina - based on an article from listverse.com
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There is a lot to be said about World War II. There are just a huge number of facts. In this review, attention should be paid to such a topic as aviation of the Second World War. Let's talk about the most famous aircraft that were used in combat.
I-16 - “donkey”, “donkey”. Soviet-made monoplane fighter. It first appeared in the 30s. This happened at the Polikarpov Design Bureau. The first person to take off in a fighter plane was Valery Chkalov. This happened at the end of December 1933. The aircraft took part in civil war, which flared up in Spain in 1936, in a conflict with Japan on the Khalkhin Gol River, in the Soviet-Finnish battle. To the beginning of the Great Patriotic fighter was the main unit of the corresponding park of the USSR. Most pilots began their careers by serving on the I-16.
Inventions of Alexander Yakovlev
Aviation of the Second World War included the Yak-3 aircraft. It should be understood as a single-engine fighter, the development of which was carried out under the leadership of Alexander Yakovlev. The aircraft became an excellent continuation of the Yak-1 model. The production of the flying machine took place from 1994 to 1945. During this time, it was possible to construct about 5 thousand fighters. The aircraft was recognized as the best low-altitude fighter aircraft of World War II. This model was in service with France.
USSR aviation has gained a lot since the invention of the Yak-7 (UTI-26) aircraft. It is a single-engine aircraft designed and used from the position of a training aircraft. Production began in 1942. About 6 thousand of these models took to the air.
More advanced model
USSR aviation possessed such a fighter as the K-9. This is the most popular model, production of which lasted about 6 years, starting in 1942. During this time, about 17 thousand aircraft were designed. Despite the fact that the model had few differences from the FK-7 aircraft, in all respects it became a more advanced continuation of the series.
Aircraft produced under the leadership of Petlyakov
When discussing a topic such as World War II aviation, we should note an aircraft called the Pawn (Pe-2). This is a dive bomber, which is the most popular in its class. This model was actively used on the battlefield.
The USSR aviation of the Second World War also included such a flying machine as the PE-3. This model should be understood as a twin-engine fighter. Its main characteristic feature It was an all-metal structure. Development was carried out at OKB-29. The PE-2 dive bomber was taken as the basis. The production process was supervised by V. Petlyakov. The first aircraft was designed in 1941. It was distinguished from a bomber by the absence of a lower hatch for a rifle installation. There were no brake bars either.
A fighter that could fly at high altitudes
During the Second World War, the military aviation of the USSR was supplemented by such a high-altitude fighter as the MIG-3. This aircraft was used in a wide variety of variants. Among the main differences is that it could rise to a height of up to 12 thousand meters. The speed reached a fairly high level. With the help of this they successfully fought with enemy aircraft.
Fighters, the production of which was supervised by Lavochkin
When talking about such a topic as World War II aviation, it is necessary to note a model called LaGG-3. This is a monoplane fighter that was in service with the Red Army Air Force. It was used from the position of a fighter, interceptor, bomber, and reconnaissance aircraft. Production lasted from 1941 to 1944. The designers are Lavochkin, Gorbunov, Gudkov. Among the positive qualities, one should highlight the presence of powerful weapons, high survivability, and minimal use of rare materials. Pine and plywood were used as the main raw materials when creating the fighter.
Military aviation had the La-5 model, the design of which took place under the leadership of Lavochkin. This is a monoplane fighter. The main characteristics are the presence of only one seat, a closed cabin, a wooden frame and exactly the same wing spars. Production of this aircraft began in 1942. At the very beginning, only two automatic 20-mm cannons were used as weapons. The designers placed them in the front part above the engine. The instrumentation was not varied. There wasn't even a single gyroscopic device. And if you compare such an aircraft with those aircraft that were used by Germany, America or England, it may seem that it is very far behind them in terms of technically. However, the flight characteristics were at high level. In addition, the simple design, the absence of the need for labor-intensive maintenance, and the undemanding conditions of the take-off fields made the model simply ideal for that period. In one year, about one thousand fighters were developed.
The USSR also contains mention of such a model as the La-7. This is a single-seat monoplane fighter, designed by Lavochkin. The first such aircraft was produced in 1944. It took off in February. In May, it was decided to begin its mass production. Almost all the pilots who became Heroes of the Soviet Union flew the La-7.
Model produced under the direction of Polikarpov
Military aviation of the USSR included the U-2 (PO-2) model. This is a multi-purpose biplane, the production of which was supervised by Polikarpov in 1928. The main goal for which the aircraft was produced was to train pilots. He was characterized by having good piloting qualities. When the Great Patriotic War began, it was decided to convert the standard models into light, night-time bomber aircraft. The load reached 350 kg. The aircraft was mass-produced until 1953. Over the entire period, we managed to produce about 33 thousand models.
High speed fighter
Military aviation of the Second World War included such a machine as the Tu-2. This model is also known as ANT-58 and 103 Tu-2. This is a twin-engine bomber that could reach high flight speeds. Over the entire period of its production, about 2257 models were designed. The bomber was in service until 1950.
Flying tank
An aircraft such as the Il-2 is no less popular. The stormtrooper also bore the nickname “hunchback.” This was facilitated by the shape of the fuselage. The designers called this vehicle a flying tank. German pilots called this model a concrete plane and a cemented bomber due to its special strength. The production of the attack aircraft was carried out by Ilyushin.
What can you say about German aviation?
German aviation of the Second World War included such a model as the Messerschmitt Bf.109. This is a low-wing piston fighter. It was used as an interceptor, fighter, bomber and reconnaissance aircraft. This is the most produced aircraft in the history of World War II (33,984 models). Almost all German pilots started flying on this plane.
"Messerschmitt Bf.110" is a heavy strategic fighter. Due to the fact that it could not be used for its intended purpose, the model was reclassified as a bomber. The aircraft has found widespread use in different countries. He took part in hostilities in various locations globe. Such an aircraft was lucky due to the suddenness of its appearance. However, if a maneuver battle flared up, then this model I almost always lost. In this regard, such an aircraft was recalled from the front in 1943.
"Messerschmitt Me.163" (Comet) - missile interceptor fighter. It first took to the air back in 1941 at the very beginning of September. It was not characterized by mass production. By 1944, only 44 models were produced. The first combat flight took place only in 1944. In total, only 9 aircraft were shot down with their help, with the loss of 11.
"Messerschmitt Me.210" is a heavy fighter that acted as a replacement for the Bf.110 model. He made his first flight in 1939. The model had several defects in its design, due to which its combat value was severely damaged. All in all, about 90 models were released. 320 aircraft were never completed.
"Messerschmitt Me.262" is a jet fighter that also acted as a bomber and reconnaissance aircraft. The first in the world to take part in hostilities. It can also be considered the world's first jet fighter. The main armament was 30-mm air cannons, which were installed near the bow. In this regard, heaped and dense fire was ensured.
British-made aircraft
The Hawker Hurricane is a British-made single-seat fighter aircraft produced in 1939. During the entire production period, about 14 thousand models were released. Due to its various modifications, the vehicle was used as an interceptor, bomber and attack aircraft. There were also modifications that involved taking off the aircraft from aircraft carriers. Among German aces, this aircraft was called a “bucket with nuts.” This is due to the fact that it was quite difficult to control and slowly gained altitude.
The Supermarine Spitfire is a British-made fighter that has a single engine and an all-metal monoplane with a wing positioned quite low. The chassis of this model could be retracted. Various modifications made it possible to use the model as a fighter, interceptor, bomber and reconnaissance aircraft. About 20 thousand cars were produced. Some of them were used until the 50s. They were mainly used only at the very beginning of the war.
The Hawker Typhoon was a single-seat bomber whose production continued until 1945. It was in service until 1947. The development was carried out with the aim of using it from an interceptor position. It is one of the most successful fighters. However, there were some problems, of which the low rate of climb can be highlighted. The first flight took place in 1940.
Aviation of Japan
Japanese aviation during World War II largely copied the aircraft used in Germany. A large number of fighters were produced to support ground troops in combat. Local air supremacy was also implied. Quite often, World War II aircraft were used to raid China. It is worth noting that the Japanese aviation did not have strategic bombers. Among the main fighters are: Nakajima Ki-27, Nakajima Ki-43 Hayabusa, Nakajima Ki-44 Shoki, Kawasaki Ki-45 Toryu, Kawasaki Ki-61 Hien. They also used transport, training, and reconnaissance aircraft. In aviation there was a place for special purpose models.
American fighters
What else can be said on such a topic as World War II aviation? The USA also did not stand aside. For understandable reasons, the Americans took a rather thorough approach to the development of the fleet and aviation. Most likely, it was precisely this thoroughness that played a role in the fact that the industries were one of the most powerful not only in numbers, but also in capabilities. By the beginning of hostilities, the United States had models such as the Curtiss P-40 in service. However, after some time, this vehicle was replaced by the P-51 Mustang, P-47 Thunderbolt, and P-38 Lightning. Aircraft such as the B-17 FlyingFortress and B-24 Liberator were used as strategic bombers. In order to be able to carry out strategic bombing against Japan, the B-29 Superfortress model aircraft were designed in America.
Conclusion
Aviation played a significant role in World War II. Almost no battle took place without aircraft. However, there is nothing strange in the fact that states measured their strength not only on the ground, but also in the air. Accordingly, each country approaches both the training of pilots and the creation of new aircraft with a great degree of responsibility. In this review, we tried to consider those aircraft that were used (successfully and not so successfully) in combat operations.
Soviet military aviation at the beginning of the Great Patriotic War
When the Nazis attacked the USSR, Soviet aviation was destroyed at the airfields. And the Germans dominated the skies in the first year of the war, as well as in the second. What kind of fighter aircraft were in service with the Soviet army at that time?
The main one, of course, was I-16.
There were also I-5(biplanes) received by the Nazis as trophies. Modified from I-5 fighters I-15 bis, which remained after the attack on the airfields, fought in the first months of the war.
"Seagulls" or I-153, also biplanes, lasted in the skies until 1943. Their retractable landing gear made it possible to increase flight speed. And four small caliber machine guns (7.62) fired directly through the propeller. All of the above aircraft models were outdated before the start of the war. For example, the speed of the best fighter
I-16(with different engines) was from 440 to 525 km/h. The only good thing was its weapons, two ShKAS machine guns and two cannons SHVAK(latest issues). And the range that the I-16 could fly reached a maximum of 690 km.
Germany was in service in 1941 Me-109, produced by industry since 1937, of various modifications, which attacked the Soviet borders in 1941. The armament of this aircraft was two machine guns (MG-17) and two cannons (MG-FF). The fighter's flight speed was 574 km/h, this was maximum speed, which the 1150 hp engine could achieve. With. The highest lifting height or ceiling reached 11 kilometers. Only in terms of flight range, for example, the Me-109E was inferior to the I-16, it was equal to 665 km.
Soviet aircraftI-16(type 29) made it possible to reach a ceiling of 9.8 kilometers with a 900-horsepower engine. Their range was only 440 km. The take-off run length of the “donkeys” was on average 250 meters. German fighters have designer Messerschmitt the takeoff run was approximately 280 meters. If we compare the time it takes the plane to rise to a height of three kilometers, it turns out that the Soviet I-16 of the twenty-ninth type loses to the ME-109 seconds 15. In terms of payload weight, the “donkey” is also behind the “Messer”, 419 kg versus 486.
To replace "donkey" was designed in the USSR I-180, all metal. V. Chkalov crashed on it before the war. After him, tester T. Susi fell to the ground on the I-180-2 along with the plane, blinded by the hot oil ejected from the engine. Before the war, the serial I-180 was discontinued as a failure.
Polikarpov OKB also worked on the creation I-153, a biplane with an engine power of 1100 hp. With. But its maximum speed in the air reached only 470 km/h, it was not a competitor ME-109. Other Soviet aircraft designers also worked on the creation of modern fighters. Produced since 1940 YAK-1, which can fly at a speed of 569 km/h and has a ceiling of 10 km. A cannon and two machine guns were installed on it.
And Lavochkin’s fighter LAGG-3, with a wooden body and a 1050 hp engine. s, showed a speed of 575 km/h. But it, designed in 1942, was soon replaced by another model - LA-5 with a flight speed at six-kilometer altitudes of up to 580 km/h.
Arrived under Lend-Lease "Aerocobras" or P-39, which had the engine behind the cockpit, were all-metal monoplanes. On turns they went around "Messers", getting behind them. It was on the Airacobra that ace Pokryshkin flew.
In flight speed, the P-39 also exceeded the ME-109 by 15 km/h, but was inferior in ceiling by one and a half kilometers. And the flight range of almost a thousand kilometers made it possible to carry out deep raids behind enemy lines. The foreign aircraft was armed with a 20-mm cannon and two or three machine guns.
Russian history
Victory Day is coming soon - one of our favorite holidays! We are starting to publish a series of articles about the Great Patriotic War: today we remember Soviet aircraft that successfully participated in military operations and the exploits of pilots. 
Contour maps will help when studying Recent history XX- beginning of the XXI V. When completing assignments, you can use a textbook and a historical atlas. Included in educational and methodological complexes to the lines of history textbooks recommended by the Ministry of Education and Science of the Russian Federation.
 Photo from ru.wikipedia.org |
A flight of his fighters entered into battle with German bombers in the first minutes of the war. In a battle with another group of Luftwaffe vehicles, the Soviet pilots used up all their ammunition; there was barely enough fuel to reach the airfield, but stopping the German vehicles was much more important than surviving. Realizing this, I. I. Ivanov made the first aerial ram in the history of the Great Patriotic War. |
 Photo from the site pro-warthunder.ru |
The legendary Lavochkin became a real workhorse of Soviet aviation: it was this aircraft that was most popular among Soviet aces - the most productive pilots of domestic aviation. Ivan Kozhedub, Nikolai Gulaev, Kirill Evstigneev fought on La-5 - the list goes on for a very long time! The famous Alexey Maresyev flew on this plane, a pilot who lost both legs due to injury, but remained in service. |
The textbook gives an idea of Russia's place in the world, the main events of domestic and world history of the 20th - early 21st centuries. It will help schoolchildren learn to analyze the phenomena of the past, compare the features of the historical path of Russia and other countries, and introduce them to new sources and opinions of scientists. The textbook is written in accordance with the requirements of the Federal State Educational Standard of Secondary (Complete) General Education.
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The Pe-2 dive bombers, which became the most popular bomber class aircraft in the USSR, also made their contribution to the defeat of Nazi Germany. All-metal, nimble and maneuverable, these winged vehicles became a real disaster for German ground forces - the accuracy of bomb attacks was extremely high, and thanks to the high speed of the Pe-2, Soviet bomber aces evaded attacks by German fighter aircraft. Zholudev, Anpilov, Dolina and many more pilots at the controls of their favorite “pawns” - as they affectionately called the Pe-2 - made their enormous contribution to the victory of the Soviet army in the Great Patriotic War. |
 Photo from the website aviaru.rf |
Another legendary bomber of Soviet aviation, the Il-4, also performed well and even became famous during the bombing of Berlin in the summer and autumn of 1941. After the start of the war, in August, the aviation command of the Soviet Baltic Fleet developed a plan to bomb the German capital. After careful reconnaissance, the Air Force formed a special strike group of fifteen Il-4 aircraft. On the night of August 7–8, the unit bombed Berlin. The Nazis were so stunned that they were unable to react in time and shoot down the Soviet bombers with their air defense forces. All Soviet vehicles returned safely to base. |
On the cover of the article is a still from the film “Heavenly Slug” (1945).
The textbook, prepared in accordance with the ICS, covers the period national history from 1914 to the beginning of the 21st century. The content of the textbook is aimed at developing cognitive interests students. The textbook's methodology is based on a system-activity approach that promotes the formation of the skills to independently work with information and use it in practical activities.
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