maybe, Some admirers of the entire Soviet, do not know the principle of "do not make yourself an idol", I condemn. It does not want to spit in the Soviet past, for this is «vdud» and all such, but for a long time I wanted to give a picture of what was happening.
Understand - this is a very difficult thing. Particularly when really begin to understand, that things could be otherwise. And - especially - in our air 40-ies of the last century.
speech, like everyone already knew, go about the actual murder of a talented designer Nikolai Polikarpov. clear, poison him no one shunt and the wall did not put. But it all happened, without poison and bullets.
Question: can it be considered a saint Polikarpov, around which there was one ... one known substance? Yes, Nicholas was a man, to convulsions alien to the society, in which he had to live and work. Alas, This is true. But worthy, honest and principled people in his life. I will try to mention them to the max.
serpentarium, which was called "Soviet school of aircraft", was exactly, what I called it in a previous article. But here without sentimentality: built aircraft - a premium, Order, immunity. And for this you could go to any meanness and backstabbing.
So it happened in general, with such a wonderful person and a brilliant designer - Nikolai Polikarpov.
Let's start with the facts, about which I wrote in the materials of MIG-3 and I-180. That is a 1939 of the year.
Before Rubicon
so, 1939 year. can say, Polikarpov OKB that end it with good results. In fact, the project has been worked out, "Ivanov", which later became the Su-2, based WIT-2 bomber created SPB, and, of course, all efforts were focused on the implementation of a series of I-180.
And it was the design work for the future. At first, We worked on the high-altitude fighter project "K" / project 61 under the engine AM-37th
And the designer was working on another project fighter under the motor air-cooled. TO. Tumansky or A. D. Shvetsova. The Bureau of engineers to create the very same double row "star" power 1600-2000 HP.
These works Polikarpov kept secret, and for good reason.
At the end 1939 of the year, after the conclusion of the Molotov - Ribbentrop Pact, Polikarpov was sent to Germany as part of the Soviet delegation. Yes, trip was more than helpful, our engineers were able to familiarize themselves with weapons of the former opponent of the war in Spain firsthand.
But on his return Polikarpov was forced to deal with cases, so far removed from the design, I would not like to be in his place.
Robbery in the Soviet
While Polikarpov in Germany studied the "Messerschmitt" and "Heinkel", his OKB was crushed. At the plant №1 Director Artem Mikoyan established its Research and Development Department, headed by himself and Mikhail Gurevich. The new structure is raked from the Polikarpov all, to which it was possible to reach. From the rank and file to the top engineers.
true, not all voluntarily defected to the Mikoyan, like Gurevich. were people, which I had to convince, It was those, who even threatened. But in the end Mikoyan and Gurevich Design Bureau Polikarpov was taken from near the 80 People designers and promising projects.
When, after the death of Mikhail Gurevich's name immediately expelled from the name of the company, I think, fair with some even hand.
Polikarpovu, in fairness, threw candy. He was awarded the Stalin Prize for the creation of the MiG-1. And to appoint the director and chief designer of the plant №51, which at that time did not even exist. In this position, Polikarpov remained until his death. Not for long, generally.
In general, the plane was stolen (at all, two, "Ivanov", as it were, too, "flew"), from the factory put, designers have taken away. It is high time that? Correctly, based on the experience and data, received in Germany, start building a new plane!
Against "Focke-Wulf"
Nicholas with the rest of his loyal employees start work on the project «62». He - I-185.
At all, the case with the introduction of the I-180 is still going, but I-185 was going to be better. I-180 meets the requirements of the time, and even exceed them. But, visiting Germany, Nicholas realized, that of Bf-109D followed by other modifications, and Kurt Tank, who liked to boast of a schnapps, also hinted, they have which-that.
Foresight or genius Tishkov received information? We will never know the truth, but the fact: Yakovlev, Lavochkin, Gorbunov, Pashinin rushed to build aircraft, Similar to the 109th. Polikarpov began work on a completely different machine.
The main working qualities of the future aircraft became vertical and horizontal maneuver, high speed and rate of climb, weaponry. Polikarpov best presented, what should be the future war fighter. And that, that he turned (I-185) It was not the beginning of the plane, and the end of the war.
Analysis showed the status of German aviation, that soon there will be more advanced modification Bf-109E, and that there is created in the "Focke-Wulf", it was not clear at all.
It is difficult to give an answer, without seeing the object of opposition, but Polikarpov knowingly wear the title of "King of Fighter".
"Give motor!»
clear, what now will be discussed. About, let not need a genius to genius machines, but the engine. Which will move this car.
And the engine must be more powerful, than the M-88, from which we began to dance with I-180. Engines were theoretically, but Polikarpov ordered immediately lay 4 machines for the installation of different engines. Not intentionally.
Farther, as always, beginning of the Soviet detective about engines.
The first version of I-185 are designed for the M-90 engine of Zaporizhzhya KB, power 1750 HP. good indicator, to 1942 he was brought to the 2080 hp
25 May 1940 g. He completed the construction of I-185 at M-90. By this time we received and the first M-90. The motor was completely non-working. note, that its first flight-185 could perform in June 1940 of the year.
The story of the M-90 started to tighten, and People's Commissar for aviation industry Shakhurin, understanding the importance of the case, It instructs to set one of the ready-made copies of the I-185 M-71 engine with a capacity of 2000 HP. M-71 was considerably heavier M-90 and has a larger diameter. It was the 18-cylinder double row engine. Design speed with him come out somewhere in the neighborhood 650-660 kmh, i.e, a cut above, than Il-1 and Like 1. And is comparable to the MiG-1.
Incoming M-71 waited until it stops, but the engine has not been ready. And in November 1940 year Shakhurin his authority ordered that the I-185 is another motor KB Shvetsova, M-81. 14-cylinder with a capacity of 1600 HP.
Minus 400 "Horses" - not good, but still bearable.
But M-81 entered the bureau in December and ... in idle state! Its motor forces put in order. Before the engine aircraft made the final death 16 flight. Speed on a defective motor, be issued on the strength of 1400 HP. It was close to 500 kmh. Which confirmed the calculations Polikarpov and instilled optimism and confidence.
In March 1941 by order Yakovlev flights were officially terminated, because in the People's Commissariat of Aviation Industry decided to fine-tuning the engine M-81 is not engaged.
But the glimmer of hope. first motor has been received M-71!
And then in the name of Polikarpov Yakovlev sends complaint: the engine has a capacity of at 15% and below the stated weight 13% above par. A second M-71, to get the following, weighed 1079 kg instead of 975 stated, but at least it gave out a specified number of "horses".
Engine worked disgusting. All attempts to fine-tune it to no avail. Just lousy M-71 and worked on Dry Su-6.
As a result, all three constructed instance I-185 was on the ground with a very vague prospect of waiting for the moment, When the motor will be brought up to standard. Or, as he wrote in a report Polikarpov, "To the state, allowing at least a minimal risk of testing the aircraft ".
The situation is not easy. Just a year ago, in the air once the idea of buying imported motors for the next copy. This time it was about the American "Wright" and "Pratt & Whitney". But the idea was rejected by, as such would be your approach to.
However, its not pulled, and M-90, M-81 and M-71 stuck in a stage of completion of more than one year.
An attempt was made to buy from "friends" from Germany, several BMW 801, but with the question frankly delayed, and 1941 the Germans were no longer quite so friends, and Motors refused to sell.
In fact, it took Polikarpov a year to, to tear I-185 off the ground. On the eve of the war - an unaffordable luxury.
If you read Yakovlev's book "The Purpose of Life", there is quite cynically signs Polikarpov defeat in the struggle with the "nameless young designers" (by Yakovlev quote). As I already said, they were not so young and not completely obscure. Rather the opposite, very even entry into all offices. Deputy People's Commissar of the Aviation Industry, Head of the department of the same NCAP, curators plants in NCAP system, brother of the Minister of Foreign Trade and comrade Stalin.
Can you justify Polikarpov? Necessary. 4 move out 4 of the year, divestment of the best employees, the actual defeat of the KB is like?
And Yakovlev writes: "He (Polikarpov) perfectly understood…, that to be empty-handed in front of the Motherland at the most difficult time for her is not only a personal failure”.
Really, in those days Polikarpov was gloomy. Where did it come from. And there was something to rejoice at Yakovlev.
However, the war put everything in its place, and not Polikarpov's fighters were powerless before the Germans. I-16, sorry, It was weaker, and it was not a secret. There were bits of "Messers" is the latest fighter Yakovlev and others. And it's a fact, from which it is difficult to get out.
But by Alexander Sergeyevich simply blasphemous reproaches already dead by the time Polikarpov, that he did not provide a proper fighter. Fighters gave the "young and obscure". And in that, All three of the new Soviet fighter did not have equals Bf-109E - is to blame Polikarpov?
Glupcы and podlecы
Meanwhile, the motor for the I-185 was. All the same Shvetsov. All in the same Perm. Arkady Dmitrievich performed a double miracle for those times.
First, it created the M-82 with a capacity 1700 HP. and (especially valuable), the motor was very small, Total 1260 mm.
Second - he defended his motor, when the order came from NCAP to switch the plant to the water-cooled engine. With the help of the First Secretary of the Perm Regional Party Committee Gusarova Shvetsov he managed to break an appointment with Stalin.
The whole problem of the time was just that, that Stalin physically could not accept and listen to everyone. Alas. Even without being a specialist in the industry, Iosif Vissarionovich understood, that Shakhurin and Yakovlev are doing obvious idiocy, trying to switch the plant from the production of air-cooled engines to liquid. Completely different process.
In early May 1941, after a meeting with Stalin Shvetsov quashed NKAP of Perm Plant, and then came the decision to transfer the M-82 on the re-state tests. Motor test passed, and 17 May was the decision on the start of a series.
Yes, when Stalin pulls his subordinates, it went very quickly. But six months is still lost.
I've been wondering, what would lisped in his memoirs Yakovlev and Shakhurin and anyone accused, that suddenly there were no motors for La-5, La 7, TU-2?
By the way, AL-82 in versions regularly dragged after the war, and not only planes, but helicopters. La-9, La 11, Yak-11, IL-12, IL-14, Mi-4 - it flew exactly on AL-82. A direct descendants still plowing even today in our aviation.
It seemed to 57-mm anti-gun. removed, abandoned, but when it became clear, that "Tiger" hit nothing, ran, how naskipidarennye, Stalin faithfully looking in the eyes with a question: "What do we do, comrade Stalin"?
And after the death of all the blame on the Commander in Chief. not spotted, I have not stopped, I not commanded.
Yes, Şaxurin, To its credit,, and then served in the memoirs of errors found. Yakovlev fell to an apology. but I'm sure, if they had the opportunity to write his memoirs after this alignment of, sure, together they would be accused of Stalin, which they did not stop.
Yakovlev repeatedly robbing Polikarpov
so, at the end 1940 , we still seem to have a plane, on the head of a superior development of "young so early". Well, on paper, at least.
clear, NCAP that was absolutely not interested in the machines I-180 and I-185, there around and about had enough of people, eager awards and prizes. It's clear.
At all, just something I had to - in the interest of the country to enable the Polikarpov bring to mind the airplane, and Shvetsov - build engines. They are both, properly, Only this and wanted to do.
But no, NCAP in every way impedes the line. But only 5 May 1941 year Polikarpov, finally, receives formal specification for I-185 to M-82.
By the time worked in the bureau are two variants of the aircraft: using the existing and construction of a new fuselage, several elongated - specifically for the M-82.
Furthermore, forgive Mikoyan, Polykarpov begins work on the unified-rotor, because at that time it was already clear, that the MiG-3 - to put it mildly, "No cake". And he needed another engine. And initially the MiG was developed precisely by the Polikarpovites.
The speed of the I-185 was estimated at 600-625 kmh. That is better, than any of the "young, yes early". But that's not the point. Speed is great. than to fight?
According to draft design, completed in May, I-185 armament with M-82A consisted of three (!!!) synchronous guns ShVAK and two synchronous machine guns ShKAS. And it was still possible to stick it into the wing according to ShKAS.
Ingeniously placing all this battery around the engine, Polikarpov did not give a chance to any of the Germans, even a five-point "Messerschmitt", because three synchronous guns are three synchronous guns.
it, when compared, – FW-190. But the 190th is, sorry, 1943 year. But not 1941 at all. Again, the Focke-Wulf has guns in its wings. That is, spread. I-185 at the exit more precisely, means more efficient.
I-185 with M-82A made its first flight in August 1941. In September, flights began at the flight test institute. Simultaneously with the tests of the I-185 with the M-71 engine.
Even with a very crude M-71 engine, who also constantly junk, I-185 M-71 showed speed 620 kmh. The prospect of using air-cooled engines has become obvious, and rate, you are welcome, what did Yakovlev do.
By order of Yakovlev, the drawings of the I-185 propeller group with the M-82A and the installation of the ShVAK synchronous guns were transferred to the Lavochkin Design Bureau, Mikoyan, Yakovlev. This significantly accelerated the work on the creation of aircraft with air-cooled La-5 engines., MiG-9M-82 (MiG-3 variant) and Yak-7M-82.
A Polikarpov? What about him?
And with Polikarpov, Shakhurin and Yakovlev acted in a very peculiar way.
In October 1941 g. work in the design bureau was stopped due to the evacuation. OKB Polikarpov was evacuated to Novosibirsk, but not to an aircraft factory. The Yakovlev Design Bureau moved to Aviation Plant No. 153!
And Polikarpov was given the premises of the city menagerie and the flying club airfield…
In general, it is very difficult for me to assess the human qualities of Polikarpov. When you get hit in the back like this every day and spit in your face, when by all means they do not let your plane fly, there is an understanding of the deepest spirituality and love for his homeland of this person.
Five months - and in February 1942 I-185 M-71 and I-185 M-82A are presented for state tests. 28 March, these tests were successfully completed.
Combat trials
Test pilot Pyotr Emelyanovich Loginov wrote in flight evaluation:
«Huge payload for a fighter, 500 kg bombs, 8 RS, 3 ShVAK with a huge margin (nearly 200 the barrel) shells. Excellent takeoff and landing properties of the aircraft. High speeds over the ground and in altitude, very good rate of climb give me the right to draw a conclusion, that the I-185 M-71 is one of the best fighters in the world.»
Pyotr Emelyanovich Loginov tested many aircraft of that time: La-5, La-5N, I-153, Mig-1. He also made the first flight on the I-185 and carried out combat tests of the aircraft.. Pyotr Loginov died in 1944 year in battle with four German fighters.
His son, Captain Valentin Petrovich Loginov, died in 1962 year, to the last, turning the emergency fighter away from the large village of Angelovo near Moscow (it still exists near Mitino).
You can not believe the words of such people?
Leading engineer of the Air Force Research Institute Iosif Gavrilovich Lazarev:
«1. The I-185 M-71 aircraft in terms of its flight characteristics is superior to all existing domestic serial and foreign aircraft.
2. In terms of piloting technique and takeoff and landing properties, the aircraft is simple and accessible to pilots of medium and lower secondary qualifications.…
3. …During testing, the aircraft raised 500 kg bombs (2x250 kg) and took off and landed 4 bombs on 100 kg.»
AND, finally, general conclusion of the Research Institute of the Air Force:
«Aircraft I-185 M-71, armed with three ShVAK-20 synchronous cannons, meets the modern requirements of the front and can be recommended for service with the Red Army Air Force…
I-185 M-82A… second only to the I-185 M-71 aircraft, surpassing all production aircraft, like our, and foreign…
In terms of piloting technique, it is similar to the I-185 M-71, ie. simple and accessible to pilots below average qualification.»
Immediately after the state tests, a flight was carried out by front-line pilots, aircraft received in Novosibirsk. Commander 18 Guards IAP Major Chertov and squadron commander Captain Tsvetkov in a memorandum dated 1.04.42 g. wrote to Shakhurin:
«After flying around the I-185 M-71 aircraft, we report our considerations: speed, maneuverability, weaponry, ease of takeoff and landing, low mileage and takeoff, equal to I-16 type 24, survivability in combat, similar I-16, comparative ease and pleasantness in piloting technique, the possibility of repair in the field, ease of retraining pilots, especially with I-16, give the right to recommend that this aircraft be put into serial production.«
But it's too early to rejoice. here, it seemed, that a panacea against the "Messers" was found, it remains only to put on stream, and…
And there was no decision on the plane.
You can start to wonder.
And more and more amazing, because 24 December 1941 city, after testing the captured Bf-109F at the Air Force Research Institute, the management of the institute sent A.S.. Yakovlev letter, in which, in particular, stated: «Currently, we do not have a fighter with tactical flight data better or at least equal to the Me-109F«.
And then the question arises: "who are "we? Showered with honors, awards and money Yakovlev, Mikoyan and Gorbunov with comrades?
Many writers on this subject often say, they say, NKAP staked on La-5. And here only a certain bitterness of understanding. Who are you trying to fool, gentlemen? La-5 began to undergo factory tests only in March 1942 of the year, what are you all about?
And let's be honest, after the titanic efforts of the creators of LaGG-3, who struggled to breathe life into their aircraft. Yes, Lavochkin succeeded. But how!
The plane itself was created clandestinely. And he collected Semyon Alekseevich La-5 in a barn in the backyard of a factory in Gorky. And if not for the first secretary of the Gorky regional party committee (again the party intervened) Mikhail Ivanovich Rodionov, who took a chance and went to Stalin for a report from La-5, don't know how it is with him (La-5) everything would work out.
In defense of Lavochkin, I want to say, that at least the La-5 was inferior in terms of flight data and armament to the I-185 with the M-82A, but also had a certain advantage. The release of La-5 could be adjusted at the factories, producing LaGG-3, which were five. what, properly, and it worked out.
maybe, those who write in defense mean that, that Yakovlev relied on his fighter with an air-cooled engine - the Yak-7 M-82. Yes, in fact it was a good aircraft with good weapons. And not a fact, that when brought to mind, this car would be worse than La-5.
But I-185 was already!!! He flew!!! fought!!!
And the best result of the work of I-185 is, from my point of view, act, which was signed by the head of the Air Force Research Institute, Major General P. A. Losyukov 29 January 1943 of the year:
«Aircraft I-185 with M-71 design comrade. Polikarpova, armed with three ShVAK-20 synchronous cannons with ammunition 500 rounds, with fuel reserve 470 kg, is the best modern fighter.
By maximum speed, the rate of climb and vertical maneuver of the I-185 with the M-71 is superior to domestic and the latest production aircraft of the enemy (Me-109G-2 and FV-190).«
The last blow and the lies of Yakovlev
Everything seemed to be going well: an excellent fighter is launched into a series, which surpasses all existing aircraft of our time, Furthermore, he has already developed modifications ...
But there was no decision to adopt the I-185.
The fate of the I-185 was decided by the discussion of the letter, which 4 February Polikarpov wrote to Stalin. Really afraid of new delays and setups.
All the meanness of the moment, oddly enough, was described by Yakovlev in the book "The Purpose of Life". I have two copies of this book in my library.. 1972 and 1987 years. so here, for 6 reprints Yakovlev spoke more and more about the I-185. Gave out the truth by the teaspoon, but nonetheless.
In the latest edition, Yakovlev writes such a legend:
«…I-180 was built in the amount of three copies. On the first of them, Valery Chkalov died at the very beginning of flight tests.. On the second, after some time, military test pilot Susie crashed. Later on the third I-180, famous tester Stepanchenok, making an emergency landing due to engine shutdown, did not make it to the airport, crashed into a hangar and burned.«
clear, why did Yakovlev need to pull out two I-180s and one I-185 from all the built I-180s and I-185s, pass them off as 3 experienced I-180, each of which killed a test pilot. I wrote about it at the beginning. Orders, prize, glory and honor.
«…Shakhurin and I tried to objectively evaluate the car and give it the most comprehensive description possible.. But since the plane passed only part of the factory tests, it was impossible to make a final decision..«
But Malenkov still had the acts of THREE state tests at the Air Force Research Institute, and reviews of test pilots and front-line pilots were attached to the acts, that, unlike Yakovlev, appreciate the car.
Just guessing, that "an attempt to objectively evaluate the car" was just as objective and truthful, like a fairy tale in a book for the masses ... sucks, generally, Comrades Shakhurin and Yakovlev tried.
But let's be honest, Shakhurin did not get involved in design matters. He was a production coordinator. For design affairs, he had a whole deputy. Yakovlev.
To this day, there are many reasons, for which the I-185 did not go into series. And the factory was not free, and rebuild production for a long time, unfinished motor M-71 ...
Engine problems are the cause, which affected all constructors. So to speak, it's a black line, stretching throughout the history of our aviation. But the motor was!
But there were those "obscure young" designers, who really wanted to be kings. And they do not like the situation is the presence of an aircraft, at the head of their superior machine. Lavochkin and Gudkov in 1942 simply would not work on the La-5 and Gu-82, and would have been at all clear in what position.
And Yakovlev would have a very difficult. I-185 - is not the Yak-1, How-7, Yak-9 and Yak-not even 3. Unable to resist the "Messerschmitt" and "Focke-Wulf", they wouldn't be needed either..
It turns out, that I-185 was needed only by Polikarpov, fighter pilots, yes even motor builders.
Meanwhile, already in the sky of Stalingrad, the Bf-109G-2 showed its complete superiority over all Yakovlev fighters (Like 1, How-7, Yak-9) for speed, rate of climb and armament. And the La-5 that appeared there also had a minimal speed advantage, only near the ground in the afterburner.
The I-185 with the M-71 engine was superior to the Bf-109G-2 near the ground by 75-95 kmh, on high 3-5 km — on 65-70 mm / h, on 6000 m — on 55 kmh, and only on high 7,5 — 8 km speed advantage passed to «Messerschmitt». But somehow they didn’t fight on the Eastern Front.
The last thing to admit...
I have to admit, that in that war we fought in numbers. But not quality. Yes, quantitative superiority in the sky is, of course, OK, but when this amount is reached by such things, as dismantling from the aircraft "everything superfluous" type of oxygen equipment, guns, ammunition ...
And with one gun to go against the "Messerschmitts", who had from 3 to 5 trunks and Focke-Wulfs with six trunks, four of which are cannon.
However, I already wrote about this in an article about the Yak-1.
By and large,, at that time, the NKAP and the Air Force Research Institute were engaged in, what has always been called fraud. Very often today you meet arguments about, how important is the number of aircraft to gain air supremacy. This amount helped a lot. 22.06.1941, no one remembers for some reason. And Germany and the allies had almost 5 000 aircraft against 11 000 at the Red Army Air Force.
At all, One can talk endlessly about the expressions of Yakovlev and Shakhurin. Especially about Yakovlev, a man with a bad conscience.
Yes, in the end, we managed in that war without the I-180 and I-185. We did a lot without. Without Ukrainian industry, lost in the first year, without black earth bread, without trained and competent military leaders, without an army ready for war...
We did a lot without. The only question is - at what cost. But the price, paid by the Soviet people, we know. And must understand, that each such "cost" is measured in a certain number of human lives.
very strange today, let through 80 years, looks like it all. Excellent examples of military equipment or did not reach the series at all (I-180, I-185, Su-6, ZiS-2), or required such efforts, it's strange to even talk about it today. You don't have to go far for examples and here, it is enough to recall the history of the appearance of the IL-2, TU-2, T-34, Su-100.
Polikarpov was consoled with another handout - the Stalin Prize for the I-185. But the dead don't need money. As the order for the design of a high-altitude interceptor with a pressurized cabin based on the I-185 turned out to be useless.
esophageal cancer in 52 knocked down Polikarpov. 30 July 1944 the year of Nikolai Nikolaevich was gone.
Immediately after the death of Polikarpov Design Bureau was disbanded, all projects are stopped and closed. On the basis of KB VN. Chelomei created his KB, which was engaged in the creation of cruise missiles.
We have lost? We have acquired? It is difficult to judge.
Based on materials:
— Ivanov. P. Unknown Polikarpov.
— A Yakovlev. FROM. The purpose of life.
— Shavrov. B. History of aircraft construction in the USSR 1938-1950 gg.
/Roman Skomorokhov, topwar.ru/
