When we talked about Like 1, Mig-3 and LaGG-3, many readers remembered this particular plane. allegedly, if it went to series I-180, the alignment would have been a completely different. And so - opaque schemers ruined an excellent car and made it possible to supply all kinds of mediocrity in our Air Force did not understand that under the guise of aircraft.
Let's think and reason. As befits a people wise and objective.
Two errors designer Polikarpov
Nikolai Polikarpov - a, of course, star in our history.
You can talk all, anything, but while Yakovlev, Lavochkin, Gurevich, Ilyushin was taught to fly their first gliders and airplanes, Polikarpov fighters closed our sky.
It is a fact, as the saying goes, "Dray". It must not be forgotten. As well as we should not forget that, that a Russian Nikolai Polikarpov could well in the 20s to be well-fed and promising America together with their teacher, great Sikorski.
But here it happened, and the great Sikorski continued their work in America, and great ... However Polikarpov, wait until the analysis of the personal affairs.
The fact, that our entire galaxy, it was then. And were first Tupolev and Polikarpov. And these two giants in the shadow of his wings allowed to grow a cohort of designers. But that's not the point.
The question is:, that was an I-180. And he saw the plane itself Polikarpov.
1937 year. Benefit, so to speak, Bf-109 in Spain. All Soviet aircraft designers rushed to create a similar plan to the aircraft engine cooling water.
All, except Polikarpov.
Question, why he did, will remain for a long time issue. Likely, Nikolai initially decided to bet on a more survivable air cooled motors. Well, King of fighters had the right to do so. And be right in the end ...
What is the mind then captured Polikarpov? Improved aircraft flight characteristics by applying a double-row star-engines with more cylinders. from 12 to 16.
Idea, as the practice of the Second World, It was good. That aircraft with double-row "stars" have become the best fighter (and not only) that war.
Was there a motor in the USSR? understandably, no. It was the next project — M-85.
new motor basis of the project M-85 was a weak motor French "Mistral-Major" firm "Gnome-Rhone». Mistral engine was not, and the highly conditional majeure, as he gave all 850 Horse power.
The first blunder Nikolai Nikolaevich became calculate precisely on this engine. And once in Zaporozhye was mastered the production of M-85, that was under him and started to develop I-180.
Here it is necessary to understand the, that a reliable and fully mastered motor Polikarpov have been. M-25, aka "Wright Cyclone R-1820-F3», successfully established in the same years on I-15, I-15bis, I-16 and I-153.
Polikarpov but looked much more. And he saw the prospect of, which is clearly present. And in the following years progressed engine lineup, appeared M-86 (900 hp), M-87 (950 hp), M-88 (1100 hp). But at the start of works on the I-180 was just very "raw" M-85 with all the ensuing consequences. And that was the first mistake Polikarpov.
error forced, because the aircraft was needed, and in fact, and political. He was needed and the country, and Polycarp himself, because ... because he had reason to run this plane into a series of.
The second fatal mistake was precisely haste, with which the work was carried out on I-180. Just a year after the M-87 well prikatanny, and it was possible to build aircraft. but alas, I get the best flight 1938 year.
But we will not be judged too, because of Polikarpov will speak and war in Spain, where suddenly debuted Bf-109, and moving from place to place, that fell to the Polikarpov, and a very large download KB, who participated in the creation of a number of projects in addition to the I-180 (VIT-1, VIT-2 and future Su-2).
Judge after many years at all easy ... And envious Polikarpov was more than enough. And wanting to oust him from the design of Olympus especially.
Flour creativity in the Soviet
And 1938 year on the basis of the draft 1937 , the fighter I-165 with the engine M-88 Polikarpov developed a project I-180.
It was a plane, very similar in pattern and configuration with I-16. The large size of the engine resulted in an increase of the whole structure, so that the plane was not obtained "ishachok", "Thicker" but something.
Arm-180 was planned with four synchronized machine guns ShKAS: two set above the engine and in two wing root. In the future, the wing machine guns could be easily replaced by a gun. Wing allow such operation, worth remembering, that I-16 is quite allow such a procedure, and in fact the planes were very similar in proportions.
He became the lead designer of the new machine D. L. Tomaševič.
Need to mark, that motor dancing did not pass even the king of fighters. Project I-165 has been postponed, because for him ... there was no motor! very new, is not it?
more precisely, the engine was like, but ... But there is an M-88R is distinguished by a simple M-88, that had reducer. AND, respectively, He demanded by their low speed screw size not less than 3,2 m.
Than it threatens fighter, understandably. Zadran nose, worsening taxiing, higher (and therefore, fragile) landing gear, etc.. But with M-88R, it was not, thank God, project and therefore postponed.
And do the design seems to be a similar aircraft on the basis of I-165, but originally planned under the M-88R. Tomasevic decided to wriggle out of the situation, applying in the project a new model of the screw, Em-23E, which the, according to calculations, I had to compensate for the use of "wrong" motor.
And in the summer 1938 the year began building prototype I-180. All it personal, but since autumn began rush work, caused by the "Messerschmitt" in Spain.
Here it is necessary to understand that kind of thing: fighter was sent to build on the pilot plant №156 in Moscow. All seems to be logical, and only proves the importance of the project.
Not really.
And here's the thing: pilot plant №156 was really skilful and powerful team with an excellent base. But it is worth a look at, What was this plant! He was already Tupolev! And build all kinds of giants like "Maxim Gorky", "Homeland", aircraft taxiway for Chkalov and Gromov, etc.. The class of large aircraft. And even the giant.
And then - here you are you a fighter ...
That's all clear, remember, what in 1937 by Tupolev, Petlyakov, Bartini, Myasischev and many others are in "Tupolev sharaga", or CKB-29 NKVD. The remaining abandoned factory passed by the first available project with all facing the consequences of.
And the consequences were. Polikarpov has repeatedly reported on the poor quality of manufactured aircraft components, I could not report. But also to do something drastic was simply not realistic.
And then something happened, that was going to happen. The factory was sent to "commissioner" of the NCAP. Human, in my personal opinion, totally unsuitable for this.
Semyon Belyaykin. Member of the Civil War, divisional commissar and head of the political school of the 7th Infantry Division in Vladimir. He was awarded the Order of the Red Banner, but not for military merit, and in honor of the 10th anniversary of the Red Army.
FROM 1931 June 1938 year stint in the MAI, He came to the office of the Institute Director. And he was suddenly sent to an aircraft factory, Deputy Director. strangely, true?
FROM 23 February 1938 year - Head of the 1st Main Directorate of the USSR People's Commissariat of Defense Industry. I oversaw aeronautics ...
On the face, as seen, a strong desire to curry favor. However, in those days it was normal. Belyaykin began to "compress" is not only Polikarpov and Tomasevic, but also the entire staff of the plant. goal, so to speak, the good: accelerate aircraft production. What methods he acted former commissioner, also clear. As I understand, the situation at the plant was the ... more
But Belyaykin paid dearly for all. 20 December 1938 he was arrested and eventually declared valid by one of the perpetrators of the death of Chkalov. sentenced to 15 years in labor camp. He died in custody.
But even the cries and threats did not help Belyaykina. The plane did not have time to make the deadline. The next "gift" was the unwillingness of the screw VISH-23E. The manufacturer did not deliver on time. It has not been received and the machine pitch changing.
And in such a situation that began, what is today called "collective farm".
Polikarpov decided for the initial phase of testing used for aircraft VISH 3E screw. It was ... let's say, similar in characteristics. But for him there was no automatic pitch changing, so screw the management did manual. management, so to speak, it was minimal. In fact, the screw installed in the take-off mode, and could change somewhat the angle of attack for maximum speed. That's all the adjustments.
Naturally, This immediately caused a marked reduction in propeller efficiency groups in general and in particular motor overheating. Plus constant work at higher speeds could not have a positive impact on the motor resource.
With the engine overheating decide to handle by simple actions: and we have removed the cooling louvers.
It is understood in principle. Polikarpov, on which pressed Belyaykin, I wanted to spend all the tests in time, report, and then, when he has to appear VISH-23E and automatic regulation, all back and install blinds. Basically, more than reasonable for such a situation,.
But "I was blinded him from, it was "- it's still not for aviation.
Generally, cobbled together a plane in December (emphasize) I went on flight tests.
The fatal flight
Despite a number of breakdowns and defects identified, I-180 was hard for the first flight. And the day has come. And at the same time it was a day of tragedy.
Until now, clearly it is not clear, who made the decision about the flight. Says a lot for, it was very Chkalov. Polykarpov and Tomashevych flight plan is not adopted, Polikarpov that actually saved.
In the column «Signature of the responsible person, issuing plane» I never signed one. As can be seen from this document, task secure fit even if the engine stops: «…fly without landing gear, a velocity limitation, according to the instructions of Comrade Chief Designer Plant. Polikarpova NN. CA route. On high 600 m. duration 10-15 min…»
Signed a job lead engineer H. Lazarev, which the, basically, I had no right to do so. It can be concluded, that Lazarev pushed himself Chkalov. Causes, Chkalov prompted to this act, of course, we never know, one can only assume, Valery Ivanovich was ill for the fate of the aircraft and just like in that whatever was to help his CB to the plane.
Good intentions ... The intentions of Chkalov was the best, and he was an expert at it "raw" aircraft, but nonetheless, the consequences were devastating.
15 December suddenly become cold before -25 degrees. Nevertheless, Chkalov performed off the I-180.
First round, he made over the airfield, but the second went to the great distance, at about 2000 m, that was a clear violation of the flight mission. Landing glide slope was steeper, pilot than originally anticipated, and it had little to tighten the gas jet cottage. Alas, the engine just stalled, Chkalov and sat down among the buildings and structures. Including the way the aircraft was unfortunate electricity pylon.
At all, Test pilots were killed when testing other constructors cars. And nothing, Machines walked in the series and successfully flew. This is the fate of any test - walk a tightrope.
If a test at regular Polikarpov was not Chkalov, perhaps, everything would have passed. But the hero of the polar flight, national and favorite of Stalin's favorite ...
The cause of the disaster the government commission called the motor stop due to his hypothermia due to the lack of the most head-blinds. Who is portrayed in other opinions, of every persuasion, but I stop because of hypothermia in the freezing winter air seems quite obvious.
Causes and consequences
The consequences were very sad. Belyaykin were arrested, Director of the plant №156 Usachev, Head of Testing Services Parana plant, Deputy Polikarpov Tomasevic (sent to "sharaga" to Tupolev) and about a dozen other, those engaged, according to the investigation, employees.
AT 1956 , all have been rehabilitated (Belyaykin and steam - posthumously) after the work of the expert committee, chaired by MM. Gromov.
Authoritative Mikhail directly engaged causes crash, and in his book, «On the ground and in the sky» I wrote the following in this regard:
«TO. E. Voroshilov was appointed a commission to investigate the causes of the disaster. I was a member of the commission, its chairman - the engineer Alexeev. The opinion of the commission was unanimous: screw stopped due to motor supercooling. Who is guilty? «guilty» were so many, which is not recalculated…
And the government was to blame, not issue a directive: plane should be made to the end, and only then it can be tested in the air. Of course, the decision of the Commission was not taken into account by Stalin.
It took quite a few years. After the war I and the engine designer again was suddenly summoned to explain the causes of death in. P. Chkalov and identify the perpetrators.
we again, as then, They confirmed their opinion, said, what, if we talk about the perpetrators, the blame can only aircraft designer, not had time to set the cooling temperature of the motor control system and to allow airplane to fly at such, and test pilot, the more so since the latter is the Chkalov, who had enough experience, to understand the seriousness of the situation and give up the flight, or fly with the expectation to sit at any time at the airport to stop the engine».
But Polikarpov departure clearance is not given. It is a fact. So that the tragedy was the result of some kind of guerilla, by having a known principle of "winners are not judged". But since there was no winner, tried everybody.
Even after many years of the death of Chkalov is haunted by many researchers. there is, naturally, stupid and fantastic, there is a more balanced. But it is considered to be a more realistic version of the Gromov, which in flights over versed.
but in general,, Polikarpov went with a vengeance for this flight. It's a shame to see in the number of accused George Baydukova and Igor Chkalov, but their opinion, opinion of loved ones, It can be considered justified.
But if in the long run: who that day was able to stop most of Chkalov, who decided to fly in that no matter what? Although only some and I had to - or do not fly, or does not violate the flight mission ... careful - that's what really lacked Valery on the day, if serious.
It is believed, that the death of Chkalov was a turning point in the fate of Polikarpov. Many, including the already mentioned George Bajdukov, and we talked: «Chkalov aircraft Polikarpov was needed ".
to be honest: whether stupidity, or simply emotions. It turns out, that we need "the king of fighters" was a pilot, like Chkalov? Calmer type Suprun, Gromova, Gallo general not good?
one thing is certain: just such a chief pilot, like Chkalov, but still enjoys a prestige at the very, definitely been of great help to Polikarpov. Stay Valery alive, sure there would be many misadventures Polikarpov.
Move on, forward, to victory…
Even the death of Chkalov did not stop work on the aircraft. This, too, was normal in those years. true, second prototype was built at another plant - №1. It was transferred there after Polikarpov OKB, as the Tupolev returned to the "native" plant. more precisely, overgrown "sharaga" CDB-29 absorbed plant №156, Polikarpov and once again evicted.
Nevertheless, works were. M-88 was replaced with a less powerful, but it seems to be more driven M-87A, and then at the M-87B. And it has a more relaxed atmosphere and made-180-2 19 April first normal flight, a 1 May 1939 g. running SP. Suprun aircraft participated in the air parade over Red Square.
During the tests, the I-180-2 showed speed 540 kmh. Not great, but the prospect observed. The aircraft was recommended for serial production with the engine M-88, which by that time has passed state tests. To verify we decided to build a third prototype - I-180-3.
5 September 1939 g. And at the completion of state tests-180-2 test pilot killed T. P. Susie.
It was the 53rd in a row flying on a mission to reach the "ceiling". With the plane crash everything is not even clear today, in reports stating, that the plane either declined steeply, whether a corkscrew from a great height. Upon reaching 3000 m he moved in horizontal flight, some time was flying normally, then again he went into a tailspin. On high 300 m plane came out of the corkscrew, and then the pilot for some reason left the car, but I did not use a parachute.
There were different reasons for assumptions disaster, but the real reason remained unclear.
Contrary to popular belief, I-180 continued on its way. on the implementation of the work at the plant continued №21. The question is - how.
At first, plant №21 (located in Gorky) had a large order for I-16. AND, admittedly, the plant management was to put it mildly, not pleased the new aircraft. Furthermore, the factory had its KB, which they created their aircraft!
It was a version of the same I-16 by M. M. Pashinina. And the factory counted on, that will produce "their" aircraft, in many ways similar to the I-16, that does not cause problems. The aircraft I-21 has a number of original solutions, He showed good speed on the test - 573 kmh, but it was not stable enough and had a number of other shortcomings. As a result, the series did not go, but work on the I-180 slowed considerably.
Things got worse in 1940, when instead of MM. Kaganovich was appointed Commissar AI. Şaxurina, and his deputy for science and skilled construction - AS. Yakovlev.
14 January 1940 year Polikarpov and his deputy and chief designer Yangel (Yes, that very, future rocketeer) sent a letter to the NCAP: «The construction of the military series is extremely slow, all previous periods data thwarted, №21 Director Aghajanov plant Suren Ivanovich almost all the designers with the I-180 turned on I-21».
Eventually Polikarpov heard, and to address issues, associated with the release of I-180, factory №21 special commission NCAP and the Air Force Office chaired by one of the Vice-Commissar - VP. Balandina.
The Commission has decided to oblige the factory produced a series of 30 machines for two months, but it did not help. All release dates have been failures.
We can not say, that no one listened to Polikarpov. Chief of the Air Force Research Institute of AI. Owl in a report to the General Air Force Office wrote:
«Reporting, that the situation with the construction of military aircraft series I-180 M-88… nenormalnoe, aircraft construction actually delayed indefinitely. I think, that the delay in the release of a series of military pulls finishing required for the Air Force Red Army aircraft».
It was only in April somehow were ready and the first three production-180C. Yet again, they were shown at the parade, and it seems to be light at the end of the tunnel began to dawn.
The more that had already finished factory tests I-180-3. Need to say, that the initiative to Polikarpov several finalize the car, Firstly, strengthening arms.
Two 12.7 mm machine gun, and two BS 7.62mm ShKAS were collected in one battery. Machine guns were placed on a gun carriage, which greatly facilitates the operation (reloading, cleaning, repairs).
The aircraft showed very good results: at the height of the speed 3 000 m - 575 kmh, while climbing 5 000 m - 5,6 min. Test pilot Ulyahin noted in reports, that I-180 is very similar to the parameters of I-16, but is more stable and better behaved in the turns and landing.
Of course, fixed and disadvantages. The lack of cockpit canopy, poor adjustment of the tail wheel cleaning mechanism, unsatisfactory screw design, substandard surface finish. It was believed, lacquer surfaces that treatment should yield additional 25-30 kmh.
Polikarpovtsy worked, Plane set the lantern, designed and manufactured a new screw, increased cross-wing V. As such, the fighter was transferred to the state tests in the Air Force Institute, which were generally successful.
But I-180 was waiting for the next blow of fate. It is not necessary to be a prophet, to suggest, who is guilty. Yes, motor again!
motor infarction
Numerous complaints of defects and failures have led to, that the M-88 was withdrawn from the market! At the same time banned the flights of all aircraft with this engine, including I-180. Of course, engine builders did everything, to solve problems, no Su-2, IL-4, I-180 remained on the ground. And only at the very end 1940 of the year (December) M-88 has been tested repeatedly, and lifted the ban. work resumed.
Polikarpov OKB to constantly improve his plane. At the beginning 1941 year were ready projects under the new motor M-88A and M-89. On airplanes has registered RSI-4 station on Standing Rules. According to the calculations in KB, the maximum speed of the I-180 with the engine M-89 was supposed to achieve 650 kmh.
Looking ahead, worth mentioning, what in 1942 , the M-89 was withdrawn from the market as unreliable and nedovedenny engine. Him simply shrugged off in favor of earned M-88B. According to the laws of war, basically, rightly.
But in the beginning 1941 years from the sky thunder struck decision to withdraw from the production of I-180!
Already far after the war, the people's commissar of the aviation industry Shakhurin, after serving his, after rehabilitation in his memoirs recalled, that excessively carried away NKAP actual engine cooling water. clear, that the "Messerschmitt" fly, and flew well, but this does not excuse, copied to screw up.
Although, should confess, that copied everything.
Generally star-shaped cooling air motors were considered impractical to use. All programs have been curtailed. In response, the Deputy Commissar AP Polikarpov Yakovlev wrote:
«The resumption of work on the three planes I-180, is constructed as a standard for batch production plant №21, It may not be allowed. Production of further work on the development and testing of these aircraft is impractical due to the existing solutions on the factory program on 1941 year. Currently, all attention should be paid to the implementation of a new job, received by the».
And the factory №21 began to explore the production of LaGG-3. Aircraft with an entirely different technology. Note, The plant №21, who for years could not squeeze out 10 I-180, a month later, "drove" LaGG-3, as if nothing had happened.
Sabotage or envy?
Hard to tell. I think, that I-180 would in any case a "trial balloon", after which would follow I-185, more promising plane. And here was traced process chain I-16 - I-180 - I-185, the main value of which was the presence of continuity in production.
On I-185 will be discussed in the next article, plane deserves a separate discussion. On the edge 1940 , the I-185 was ready, he waited, I am waiting for your engine.
Let's talk. If the I-180 with the motor in 1100 HP. He showed a speed of about 600 kmh, then for a more perfect in terms of aerodynamics-185, so even with the motor in 1700-1900 HP. the calculated speed of the order 700 km / h was very real.
By the way, for the Germans it 1945 year. If "Focke-Wulf" was in the motor 2200-2500 hp, it would be a terrible machine…
If the I-180 would go into series, This MiG-1, LaGG-3, Yak-1 would have been no need. or need, but not in such quantities. MiG-3 was not a competitor in terms of weapons, Lagg-3 yielded by LTH, Yak-1 ...
FROM «which» in general it was all sad. I spoke about this quite specifically in the material on this plane. 7 more than a thousand changes in design - this is serious.
Let's look, look into my eyes!
LaGG-3. The most successful of the triad, in my opinion (La-5 and La-7 proof), but expensive to produce because of the delta of wood and with a very weak motor.
But Gorbunov worked as head 4 First Main Department NCAP Management. clear, not Yakovlev, but anyway. Lavochkin and Gudkov - his subordinates, oversee the aircraft factories.
Probably, Here you can find the answer to the question, why LaGG-3 began to drive as much as five plants, and not left for any Polikarpov. Native constructor brother, Sergey Gorbunov, (1902—1933) It was one of the organizers of the Soviet aircraft industry, director of Europe's largest aircraft-building plant number 22 Fili.
MIG-3. good flight, But it is "iron" at low altitudes. Attempts to alleviate the aircraft led to, that the arms became weak from all.
But Artem Mikoyan was the younger brother of Anastas Mikoyan. No comments.
Like 1. Nedovedenny most of all aircraft. Also, by the way, pick up on the sky-life test pilots. And if the state tests MiG and LaGG were more or less normal, the Yak-1, the situation was much more difficult.
But Yakovlev was Deputy Commissar AP Shakhurin.
matches? I do not know. Today it is very difficult to judge. But it is difficult to comment, especially knowing, that Polikarpov was not behind anything, Besides, that had. And it did not have any support.
Everything's possible. Launched in a series of aircraft for many - recognition, Order, immunity (perhaps). But first of all - the ability to live and work. But others (Polycarp) and you could get a pardon. You country - Fighter, she'll - 10 years of probation instead of real.
As an example worth citing is the same Yak-1. The aircraft took the life of a test pilot OKB Yakovlev Juliana Piontkovsky, but the second flying prototype (I-26-2), The beginning of summer before the accident and the first who had the same defects, 29 May NCAP commission chaired by Yakovlev considered suitable for transmission on state tests. And three days later the Air Force Research Institute found the car passed state tests.
questions? Comments? So I do not have. However, about the Soviet triad beginning of the 40s we have already talked enough. There's more than enough strange moments and dark spots on the reputation.
I basically do not remain issues. Could Polikarpov resist cohort "young and zealous", exploding upward designers?
Not proletarian origin, student who emigrated Sikorski, with a suspended sentence for the shoulders and the prospect of playing in the "sharaga" at any time?
That's what I think, I could not. Yes, and confront these people. With such, as now I would say, "Garter".
Polikarpov could only design and build their planes, if it is allowed. Support NCAP? Objectivity? Definitely not.
At least, removal from serial production for the six months before the war, I-180 and start-up instead at the plant №21 inferior to him in many respects LaGG-3, I would not call an act in favor of the state.
And today, it becomes clear, why immediately we began to produce three models. who can, so to speak. Clear, that the MiG and LaGG was a kind of safety net for the very unfortunate Yaka.
Yet again, why it was necessary to start collecting five plants LAGG, depriving Polikarpov single plant?
I will say subversive thing. I represent, Radovan Yakovlev, Gorbunov and Mikoyan, when Polikarpov lost his shield - Chkalov. It really was a gift of fate ...
It is very difficult to say, how good the car would become I-180. Very difficult. but given, that the royal title just do not give, I think, that the aircraft could be no worse than the triad. Possible - the better.
But there is another point. If comrades (which are sometimes worse than the masters) designers would not have hastened to drown Polikarpov, at the moment 22.06.1941 in the Red Army Air Force could have a number of modern and powerful fighter, that instant blitzkrieg could not have taken place.
But this argument only in favor of the losers. But this topic we will discuss in a conversation about I-185.
_______________________
sources:
Shavrov VB. History of aircraft construction in the USSR 1938-1950 gg.
Oil M. Fighter I-180 and I-185.
/Roman Skomorokhov, topwar.ru/
http://opentextnn.ru/old/data/323.P1013541new.jpg The picture shows the I-16 (not the I-180)
snapshot “record” I-16 aircraft after Chkalov’s accident on 3 October 1937 g.
In this picture aircraft I-16 (not the I-180) This is a snapshot of the same “record” aircraft after the Chkalov accident 3 October 1937 city, only on the left side. There is another picture of this plane., front view.