home Health technologies Soviet aircraft from the Great Patriotic War. Planes of the Second World War What were the planes of the Second World War made of?

Soviet aircraft from the Great Patriotic War. Planes of the Second World War What were the planes of the Second World War made of?

During the Great Patriotic War, the main striking force of the Soviet Union was combat aviation. Even taking into account the fact that in the first hours of the attack of the German invaders about 1000 Soviet aircraft were destroyed, our country still very soon managed to become a leader in the number of aircraft produced. Let's remember the five best aircraft on which our pilots defeated Nazi Germany.

On top: MiG-3

At the beginning of hostilities, there were much more of these aircraft than other combat air vehicles. But many pilots at that time had not yet mastered the MiG, and training took some time.

Soon, the overwhelming percentage of testers learned to fly the aircraft, which helped eliminate the problems that had arisen. At the same time, the MiG was in many ways inferior to other combat fighters, of which there were a lot at the beginning of the war. Although some aircraft were superior in speed at an altitude of more than 5 thousand meters.

The MiG-3 is considered a high-altitude aircraft, the main qualities of which are manifested at an altitude of more than 4.5 thousand meters. It has proven itself well as a night fighter in the air defense system with a ceiling of up to 12 thousand meters and high speed. Therefore, the MiG-3 was used until 1945, including for guarding the capital.

On July 22, 1941, the very first battle took place over Moscow, where pilot Mark Gallay destroyed an enemy plane in a MiG-3. Flew a MiG and legendary Alexander Pokryshkin.

“King” of modifications: Yak-9

Throughout the 1930s of the 20th century, the design bureau of Alexander Yakovlev manufactured mainly sports aircraft. In the 40s, the Yak-1 fighter was put into mass production, which had excellent flight qualities. When did the second one begin? World War, The Yak-1 successfully fought with German fighters.

In 1942, the Yak-9 appeared as part of the Russian air force. The new aircraft was distinguished by increased maneuverability, through which it was possible to fight the enemy at medium and low altitudes.

This aircraft turned out to be the most popular during the Second World War. It was manufactured from 1942 to 1948, in total more than 17,000 aircraft were produced.

The design features of the Yak-9 were also different in that duralumin was used instead of wood, which made the aircraft much lighter than its numerous analogues. The Yak-9's ability to undergo various upgrades has become one of its most important advantages.

Possessing 22 main modifications, 15 of which were mass-produced, it included the qualities of both a fighter-bomber and a front-line fighter, as well as an escort, an interceptor, a passenger aircraft, a reconnaissance aircraft, and a flight trainer. It is believed that the most successful modification of this aircraft, the Yak-9U, appeared in 1944. German pilots called him a “killer.”

Reliable soldier: La-5

At the very beginning of the Second World War, German aircraft had a significant advantage in the skies of the Soviet Union. But after the appearance of the La-5, developed at the Lavochkin design bureau, everything changed. Outwardly it may seem simple, but this is only at first glance. Even though this plane did not have such instruments as, for example, an attitude indicator, the Soviet pilots really liked the air machine.

The strong and reliable design of Lavochkin’s newest aircraft did not fall apart even after ten direct hits from an enemy shell. In addition, the La-5 was impressively maneuverable, with a turn time of 16.5-19 seconds at a speed of 600 km/h.

Another advantage of the La-5 was that it did not perform the “corkscrew” aerobatics without a direct order from the pilot. If he did end up in a tailspin, he immediately came out of it. This aircraft took part in many battles over the Kursk Bulge and Stalingrad; famous pilots Ivan Kozhedub and Alexey Maresyev fought on it.

Night bomber: Po-2

The Po-2 (U-2) bomber is considered one of the most popular biplanes in world aviation. In 1920, it was created as a training aircraft, and its developer Nikolai Polikarpov did not even think that his invention would be used during the Second World War. During the battle, the U-2 turned into an effective night bomber. At that time, special aviation regiments appeared in the air force of the Soviet Union, which were armed with U-2s. These biplanes carried out more than 50% of all combat aircraft missions during World War II.

The Germans called the U-2 "Sewing Machines", these planes bombed them at night. One U-2 could carry out several sorties during the night and, with a load of 100-350 kg, it dropped more ammunition than, for example, a heavy bomber.

The famous 46th Taman Aviation Regiment fought on Polikarpov’s planes. The four squadrons included 80 pilots, 23 of whom had the title of Hero of the Soviet Union. The Germans nicknamed these women “Night Witches” for their aviation skills, courage and bravery. 23,672 combat sorties were carried out by the Taman air regiment.

11,000 U-2 aircraft were produced during World War II. They were manufactured in Kuban at aircraft plant No. 387. In Ryazan (now the State Ryazan Instrument Plant) aircraft skis and cockpits for these biplanes were produced.

In 1959, the U-2, which was renamed Po-2 in 1944, ended its brilliant thirty-year service.

Flying tank: IL-2

The most popular combat aircraft in Russian history is the Il-2. In total, more than 36,000 of these aircraft were produced. The Germans nicknamed the IL-2 “Black Death” for the huge losses and damage caused. And Soviet pilots called this plane “Concrete”, “Winged Tank”, “Humpbacked”.

Just before the war in December 1940, the IL-2 began to be mass-produced. Vladimir Kokkinaki, the famous test pilot, made his first flight on it. These bombers immediately entered service with the Soviet army.

Soviet aviation, represented by this Il-2, acquired its main striking force. The aircraft is a combination of powerful characteristics that provide the aircraft with reliability and long service life. This includes armored glass, rockets, high-speed aircraft cannons, and a powerful engine.

The best factories of the Soviet Union worked on the manufacture of parts for this aircraft. The main enterprise for the production of ammunition for the Il-2 is the Tula Instrument Design Bureau.

The Lytkarino Optical Glass Plant produced armored glass for the glazing of the Il-2 canopy. The engines were assembled at plant No. 24 (Kuznetsov enterprise). In Kuibyshev, the Aviaagregat plant produced propellers for attack aircraft.

With the help of the most modern technologies at that time, this aircraft turned into a real legend. Once, an Il-2 returning from battle was hit by more than 600 enemy shells. The bomber was repaired and sent back into battle.

At the very beginning of the Great Patriotic War (1941-1945), the fascist occupiers destroyed almost 900 Soviet aircraft. Most of the aircraft, before they could take off, were burned at the airfields as a result of the massive bombing of the German army. However, for a very short time Soviet enterprises became world leaders in the number of aircraft produced and thereby brought closer the victory of the Soviet Army in World War II. Let's consider what aircraft were in service with the Soviet Union and how they could resist the aircraft of Nazi Germany.

Aviation industry of the USSR

Before the start of the war, Soviet aircraft occupied a leading position in the global aircraft industry. I-15 and I-16 fighters took part in hostilities with Japanese Manchuria, fought in the skies of Spain, and attacked the enemy during the Soviet-Finnish conflict. In addition to fighter aircraft, Soviet aircraft designers paid great attention to bomber technology.

Transport heavy bomber

Thus, just before the war, the TB-3 heavy bomber was demonstrated to the world. This multi-ton giant was capable of delivering deadly cargo thousands of kilometers away. At that time, it was the most popular combat aircraft of the Second World War, which was produced in unprecedented quantities and was the pride of the USSR Air Force. However, this example of gigantomania did not justify itself in real war conditions. The massive WWII combat aircraft, according to modern experts, was significantly inferior to the Luftwaffe attack bombers of the Messerschmitt aircraft manufacturing company in terms of speed and number of weapons.

New pre-war aircraft models

The war in Spain and Khalkhin Gol showed that the most important indicators in modern conflicts are the maneuverability and speed of aircraft. Before Soviet aircraft designers The task was set to prevent a lag in military equipment and create new types of aircraft that could compete with the best examples of the world aircraft industry. Emergency measures were taken, and by the early 40s the next generation of competitive aircraft appeared. Thus, the Yak-1, MiG-3, LaGT-3 became the leaders of their class of military aircraft, the speed of which at the design flight altitude reached or exceeded 600 km/h.

Start of serial production

In addition to fighter aircraft, high-speed equipment was developed in the class of dive and attack bombers (Pe-2, Tu-2, TB-7, Er-2, Il-2) and Su-2 reconnaissance aircraft. In two pre-war years USSR aircraft designers created attack aircraft, fighters and bombers that were unique and modern for those times. All military equipment was tested in various training and combat conditions and recommended for mass production. However, there were not enough construction sites in the country. The rate of industrial growth of aviation technology before the start of the Great Patriotic War lagged significantly behind global manufacturers. On June 22, 1941, the entire burden of the war fell on aircraft of the 1930s. Only from the beginning of 1943 did the military aviation industry of the Soviet Union reach the required level of production of combat aircraft and achieve an advantage in European airspace. Let's look at the best Soviet aircraft of the Second World War, according to the world's leading aviation experts.

Educational and training base

Many Soviet aces of World War II began their journey into air aviation with training flights on the legendary U-2 multi-purpose biplane, the production of which began in 1927. The legendary aircraft faithfully served Soviet pilots until the Victory. By the mid-30s, biplane aviation was somewhat outdated. New combat missions were set, and the need arose to build a completely new training aircraft that met modern requirements. Thus, on the basis of A. S. Yakovlev’s design bureau, the Y-20 training monoplane was created. The monoplane was created in two modifications:

with an engine from the French Renault of 140 hp. With.;
with an M-11E aircraft engine.

In 1937, three international records were set using a Soviet-made engine. And the car with a Renault engine took part in air competitions along the Moscow-Sevastopol-Moscow route, where it took a prize. Until the very end of the war, training of young pilots was carried out on aircraft of the A. S. Yakovlev Design Bureau.

MBR-2: flying boat of war

During the Great Patriotic War, naval aviation played an important role in military battles, bringing the long-awaited victory over Nazi Germany closer. Thus, the second marine short-range reconnaissance aircraft, or MBR-2, a seaplane capable of taking off and landing on the water surface, became a Soviet flying boat. Among pilots, the aircraft was nicknamed “heavenly cow” or “barn”. The seaplane made its first flight in the early 30s, and subsequently, until the victory over Nazi Germany, it was in service with the Red Army. Interesting fact: an hour before Germany attacked the Soviet Union, the planes of the Baltic Flotilla along the entire perimeter of the coastline were the first to be destroyed. German troops destroyed all of the country's naval aviation located in this region. During the war years, naval aviation pilots successfully completed their assigned tasks of evacuating the crews of downed Soviet aircraft, adjusting enemy coastal defense lines, and providing transport convoys for warships of the country's naval forces.

MiG-3: the main night fighter

The high-altitude Soviet fighter differed from other pre-war aircraft in its high-speed characteristics. At the end of 1941, it was the most popular aircraft of the Second World War, the total number of units of which amounted to more than 1/3 of the entire air defense fleet of the country. The novelty of aircraft construction was not sufficiently mastered by combat pilots; they had to tame the MiG “third” in combat conditions. Two aviation regiments were urgently formed from the best representatives of Stalin’s “falcons”. However, the most popular WWII aircraft was significantly inferior to the fighter fleet of the late 30s. Superior in speed characteristics at an altitude of more than 5000 m, at medium and low altitudes the combat vehicle was inferior to the same I-5 and I-6. Nevertheless, when repelling attacks on rear cities at the beginning of the war, it was the “third” MiGs that were used. Combat vehicles took part in the air defense of Moscow, Leningrad and other cities of the Soviet Union. Due to the lack of spare parts and the renewal of the aircraft fleet with new aircraft, in June 1944, the massive WWII aircraft was decommissioned from service with the USSR Air Force.

Yak-9: air defender of Stalingrad

In pre-war times, the design bureau of A. Yakovlev mainly produced light sports aircraft intended for training and participation in various thematic shows dedicated to the strength and power of Soviet aviation. The Yak-1, whose serial production was mastered in 1940, had excellent flight qualities. It was this aircraft that had to repel the first attacks of Nazi Germany at the very beginning of the war. In 1942, a new aircraft from the design bureau of A. Yakovlev, the Yak-9, began to enter service with the Air Force. It is believed that this is the most popular front-line aircraft of the Second World War. Fighting machine participated in air battles along the entire front line. Having retained all the main overall dimensions, the Yak-9 was improved by a powerful M-105PF engine with a rated power of 1210 horsepower under flight conditions. exceeding 2500 meters. The weight of the fully equipped combat vehicle was 615 kg. The weight of the aircraft was added by the ammunition and metal I-section spars, which were made of wood in the pre-war period. The aircraft’s fuel tank was also re-equipped, increasing the volume of fuel, which affected the flight range. The new development of aircraft manufacturers had high maneuverability, allowing active fighting in close proximity to the enemy at high and low altitudes. During the years of serial production of the military fighter (1942-1948), about 17 thousand combat units were mastered. The Yak-9U, which appeared in service with the USSR Air Force in the fall of 1944, was considered a successful modification. Among combat pilots, the letter “u” meant the word killer.

La-5: aerial balancing act

In 1942, the combat aircraft of the Second World War were supplemented by the single-engine La-5 fighter, created at OKB-21 by S. A. Lavochkin. The aircraft was made of classified structural materials, which made it possible to withstand dozens of direct machine-gun hits from the enemy. The WWII combat aircraft had impressive maneuverability and speed, misleading the enemy with its aerial feints. Thus, the La-5 could freely enter a “spin” and just as successfully exit it, which made it practically invulnerable in combat conditions. It is believed that this is the most combat aircraft of the Second World War, which played one of the key roles in air battles during the battle on the Kursk Bulge and military battles in the skies of Stalingrad.

Li-2: cargo carrier

In the 30s of the last century, the main means of air transport was the PS-9 passenger aircraft - a low-speed machine with an indestructible landing gear. However, the level of comfort and flight performance of the “air bus” did not meet international requirements. Thus, in 1942, on the basis of the licensed production of the American air-haul transport aircraft Douglas DC-3, the Soviet military transport aircraft Li-2 was created. The car was assembled entirely from American-made components. The aircraft served faithfully until the very end of the war, and in the post-war years it continued to carry out cargo transportation on local airlines of the Soviet Union.

Po-2: “night witches” in the sky

Remembering the combat aircraft of the Second World War, it is difficult to ignore one of the most massive workers in combat battles - the multi-purpose biplane U-2, or Po-2, created in the Nikolai Polikarpov Design Bureau back in the 20s of the last century. Initially, the aircraft was intended for training purposes and operation as an air transport in agriculture. However, the Great Patriotic War made the “sewing machine” (as the Germans called the Po-2) the most formidable and effective attack weapon for night bombing. One aircraft could make up to 20 sorties per night, delivering deadly cargo to enemy combat positions. It should be noted that mainly female pilots fought on such biplanes. During the war years, four women's squadrons of 80 pilots were formed. For their bravery and courage in battle, the German occupiers nicknamed them “night witches.” The women's air regiment made more than 23.5 thousand combat missions in the Great Patriotic War. Many did not return from the battles. 23 “witches” received the title of Hero of the Soviet Union, most of them posthumously.

IL-2: machine of the great Victory

The Soviet attack aircraft of the design bureau of Sergei Yakovlev is the most popular type of combat air transport during the Great Patriotic War. WWII Il-2 aircraft took an active part in the theater of military operations. In the entire history of world aircraft construction, the brainchild of S.V. Yakovlev is considered the most massive combat aircraft of its class. In total, more than 36 thousand units of combat air weapons were put into operation. WWII planes with the Il-2 logo terrified the German Luftwaffe aces and were nicknamed “concrete planes” by them. The main technological feature of the combat vehicle was the inclusion of armor in the power structure of the aircraft, which was capable of withstanding a direct hit from a 7.62-mm enemy armor-piercing bullet from almost zero distance. There were several serial modifications of the aircraft: Il-2 (single-seat), Il-2 (double), Il-2 AM-38F, Il-2 KSS, Il-2 M82 and so on.

Conclusion

In general, aircraft created by the hands of Soviet aircraft manufacturers continued to perform combat missions in the post-war period. Thus, the Mongolian Air Force, the Bulgarian Air Force, the Yugoslav Air Force, the Czechoslovak Air Force and other states of the post-war socialist camp were in service with USSR aircraft for a long time, which ensured the protection of airspace.

World War II was a war in which the air force played a key role in the fighting. Before this, aircraft could influence the results of one battle, but not the course of the entire war. Huge advances in aerospace engineering meant that the air front became an important part of the war effort. Because this was of great importance, opposing nations constantly sought to develop new aircraft to defeat the enemy. Today we will talk about ten unusual aircraft from the Second World War that you may not have even heard of.

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 the fighting in the Pacific was protracted, Japanese military leaders decided to focus their efforts on producing 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 to produce a petroleum substitute. Unfortunately, the process dragged on and led to massive deforestation. 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 produced 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 numbers. Fortunately for the Allied ground forces, soviet soldiers captured the Henschel plant before the construction of prototypes was completed.

3. Blohm & Voss Bv 40

The efforts of the US Air Force and British Bomber Command played a key role in the Allied victory. 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, sometimes highly controversial, purposes is a hallmark of 21st century military conflicts. 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 people. 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 stored National Museum aviation and astronautics 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 the positions of the enemy fleet 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 pulse jet 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 a real 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 engine in the front and rear parts, but in other respects it was fundamentally different from it.

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. The large size of the “motor-compressor air-breathing engine” turned out to be a limiting factor 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

Copyright site © - This news belongs to the site, and is the intellectual property of the blog, is protected by copyright law and cannot be used anywhere without an active link to the source. Read more - "about Authorship"

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 the performance of government special flights. It should be noted that civil aviationin 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 on board the airship dog sled as part of expeditions 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 price, the 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, while other types of bomber aircraft, on the contrary, have 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 it expands raw material base and the development of the aluminum industry 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 the design features of aircraft; all important issues regarding aviation were resolved 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 aircraft " clear skies"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 officers at the helm or control handle of the aircraft was replaced by a sergeant - an unusual fact and evidence of haste in preparing for war. Airfields were urgently advanced to the borders (about 66 airfields), supplies of fuel, bombs, and shells were imported. Raids on German airfields and the Ploiesti oil fields were carefully and in special secrecy detailed ...

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 on the battlefield.

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. Almost all available forces were thrown against the Soviet Union G Hitler's aviation, including units removed from the Western Front. Atit was assumed that after the first successful operations, some 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 the Second World War, aircraft supplied 4-5 percent of the total production of aircraft and other weapons produced in the USA. However, a number of materials and equipment supplied by the USA and England were unique and indispensable for Russia (varnishes, paints, other chemicals substances, devices, tools, equipment, medicines, etc.) that 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 installing 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. Thus, on April 17, 1945, bombers of the 18th Air Army in the area of Königsbergaz carried out 516 sorties for 45 minutes and dropped 3,743 bombs 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 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, 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, 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 reactionstive 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, which Western European states and the United States 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 for aircraft engines, aircraft electrical equipment, control and aeronautical instruments at all. 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 production conditions, 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 put into mass production and began to arrive in 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 at the final stage of the war.

On May 28, 1935, the first flight of the German fighter Messerschmitt Bf.109, the most popular aircraft of this class in the last war, took place. But in other countries in those years, wonderful aircraft were also created to defend their own skies. Some of them fought on equal terms with the Messerschmitt Bf.109. Some were superior to it in a number of tactical and technical characteristics.

The Free Press decided to compare the German aerial masterpiece with the best fighters of Berlin's enemies and allies in that war - the USSR, Great Britain, the USA and Japan.

1. Illegitimate German

Willy Messerschmitt was at loggerheads with the Secretary of State of the German Aviation Ministry, General Erhard Milch. Therefore, the designer was not allowed to participate in the competition for the development of a promising fighter, which was supposed to replace the outdated Henkel biplane - He-51.

Messerschmitt, in order to prevent the bankruptcy of his company, in 1934 entered into an agreement with Romania to create new car. For which he was immediately accused of treason. The Gestapo got down to business. After the intervention of Rudolf Hess, Messerschmitt was still allowed to participate in the competition.

The designer decided to act without paying attention to the military’s technical specifications for the fighter. He reasoned that otherwise the result would be an average fighter. And, given the biased attitude towards the aircraft designer of the powerful Milch, it will not be possible to win the competition.

Willy Messerschmitt's calculation turned out to be correct. The Bf.109 was one of the best on all fronts of World War II. By May 1945, Germany had produced 33,984 of these fighters. However, it is very difficult to briefly talk about their tactical and technical characteristics.

Firstly, almost 30 significantly different modifications of the Bf.109 were produced. Secondly, the aircraft's performance was constantly improving. And the Bf.109 at the end of the war was significantly better than a fighter model 1937. But still, there were “generic features” of all these combat vehicles, which determined the style of their air combat.

Advantages:

- powerful Daimler-Benz engines made it possible to reach high speeds;

— the significant mass of the aircraft and the strength of the components made it possible to develop speeds in a dive that were unattainable for other fighters;

- big payload made it possible to achieve increased armament;

— high armor protection increased pilot safety.

Flaws:

— the large mass of the aircraft reduced its maneuverability;

— the location of the guns in the wing pylons slowed down the execution of turns;

- the aircraft was ineffective for supporting bombers, since in this capacity it could not use its speed advantages;

— to control the aircraft, highly trained pilots were required.

2. “I am the Yak Fighter”

Alexander Yakovlev's design bureau made a fantastic breakthrough before the war. Until the end of the 30s, it produced light aircraft, intended mainly for sporting purposes. And in 1940, the Yak-1 fighter was launched into production, the design of which, along with aluminum, included wood and canvas. He had excellent flying qualities. At the beginning of the war, the Yak-1 successfully repelled the Fockers, while losing to the Messers.

But in 1942, the Yak-9 began to enter service with our Air Force, which fought with the Messers on equal terms. Moreover, the Soviet vehicle had a clear advantage in close combat at low altitudes. Yielding, however, in battles at high altitudes.

It is not surprising that the Yak-9 turned out to be the most popular Soviet fighter. Until 1948, 16,769 Yak-9s were built in 18 modifications.

In fairness, it is necessary to note three more of our excellent aircraft - the Yak-3, La-5 and La-7. At low and medium altitudes they outperformed the Yak-9 and beat the Bf.109. But this “trinity” was produced in smaller quantities, and therefore the main burden of combating fascist fighters fell on the Yak-9.

Advantages:

- high aerodynamic qualities, allowing for dynamic combat in close proximity to the enemy at low and medium altitudes. High maneuverability.

Flaws:

— low armament, largely caused by insufficient engine power;

— low engine life.

3. Armed to the teeth and very dangerous

The Englishman Reginald Mitchell (1895 - 1937) was a self-taught designer. He completed his first independent project, the Supermarine Type 221 fighter, in 1934. During the first flight, the car accelerated to a speed of 562 km/h and rose to a height of 9145 meters in 17 minutes. None of the fighters existing at that time in the world could do this. No one had comparable firepower: Mitchell placed eight machine guns in the wing console.

In 1938, mass production of the Supermarine Spitfire superfighter began for the British Royal Air Force. But the chief designer did not see this happy moment. He died of cancer at the age of 42.

Further modernization of the fighter was carried out by Supermarine designers. The first production model was called the Spitfire MkI. It was equipped with a 1300-horsepower engine. There were two weapon options: eight machine guns or four machine guns and two cannons.

It was the most popular British fighter, produced in the amount of 20,351 copies in various modifications. Throughout the war, the Spitfire's performance was constantly improved.

The British fire-breathing Spitfire fully demonstrated its belonging to the elite of world fighters, turning the so-called Battle of Britain in September 1940. The Luftwaffe launched a powerful air attack on London, which included 114 Dornier 17 and Heinkel 111 bombers, accompanied by 450 Me 109s and several Me 110s. They were opposed by 310 British fighters: 218 Hurricanes and 92 Spitfire Mk.Is. 85 enemy aircraft were destroyed, the vast majority in air combat. The RAF lost eight Spitfires and 21 Hurricanes.

Advantages:

— excellent aerodynamic qualities;

- high speed;

— long flight range;

— excellent maneuverability at medium and high altitudes.

- big firepower;

— high pilot training is not required;

— some modifications have a high rate of climb.

Flaws:

— focused on concrete runways only.

4. Comfortable Mustang

Created by the American company North American by order of the British government in 1942, the P-51 Mustang fighter is significantly different from the three fighters we have already considered. First of all, because he was given completely different tasks. It was an escort aircraft for long-range bombers. Based on this, the Mustangs had huge fuel tanks. Their practical range exceeded 1,500 kilometers. And the ferry line is 3,700 kilometers.

The flight range was ensured by the fact that the Mustang was the first to use a laminar wing, thanks to which an air flow occurs without turbulence. The Mustang, paradoxically, was a comfortable fighter. It is no coincidence that it was called the “flying Cadillac.” This was necessary so that the pilot, spending several hours at the controls of the aircraft, would not waste unnecessary energy.

By the end of the war, the Mustang began to be used not only as an escort aircraft, but also as an attack aircraft, equipped with missiles and increased firepower.

Advantages:

— good aerodynamics;

- high speed;

— long flight range;

- high ergonomics.

Flaws:

— highly qualified pilots are required;

- low survivability against anti-aircraft artillery fire;

— vulnerability of the water cooling radiator

5. Japanese “overdoing it”

Paradoxically, the most popular Japanese fighter was a carrier-based one - the Mitsubishi A6M Reisen. He was nicknamed "Zero" ("zero" - English). The Japanese produced 10,939 of these “zeros.”

So great love to carrier-based fighters is explained by two circumstances. Firstly, the Japanese had a huge aircraft carrier fleet - ten floating airfields. Secondly, at the end of the war, “Zero” began to be used en masse for “kamikazes.” Therefore, the number of these aircraft was rapidly declining.

The technical specifications for the A6M Reisen carrier-based fighter were transferred to Mitsubishi at the end of 1937. For its time, the aircraft was supposed to be one of the best in the world. The designers were asked to create a fighter that had a speed of 500 km/h at an altitude of 4000 meters, armed with two cannons and two machine guns. Flight duration is up to 6-8 hours. The take-off distance is 70 meters.

At the start of the war, the Zero dominated the Asia-Pacific region, outmaneuvering and outperforming US and British fighters at low and medium altitudes.

On December 7, 1941, during the attack of the Japanese Navy on the American base at Pearl Harbor, “Zero” fully confirmed its viability. Six aircraft carriers, which carried 440 fighters, torpedo bombers, dive bombers and fighter-bombers, took part in the attack. The result of the attack was catastrophic for the United States.

The difference in losses in the air is most telling. The United States destroyed 188 aircraft and put 159 out of action. The Japanese lost 29 aircraft: 15 dive bombers, five torpedo bombers and only nine fighters.

But by 1943, the Allies had nevertheless created competitive fighters.

Advantages:

— long flight range;

— good maneuverability;

N disadvantages:

— low engine power;

- low rate of climb and flight speed.

Comparison of characteristics

Before comparing the same parameters of the considered fighters, it should be noted that this is not a completely correct matter. First of all, because different countries participating in World War II set different strategic objectives for their fighter aircraft. Soviet Yaks were primarily engaged in air support for ground forces. Therefore, they usually flew at low altitudes.

The American Mustang was designed to escort long-range bombers. Approximately the same goals were set for the Japanese “Zero”. The British Spitfire was versatile. It was equally effective at low altitudes and at high altitudes.

The word “fighter” is most suitable for the German “Messers”, who, first of all, were supposed to destroy enemy aircraft near the front.

We present the parameters as they decrease. That is, in first place in this “nomination” is the best aircraft. If two aircraft have approximately the same parameter, then they are separated by a comma.

— maximum ground speed: Yak-9, Mustang, Me.109 — Spitfire — Zero

- -maximum speed at altitude: Me.109, Mustang, Spitfire - Yak-9 - Zero

— engine power: Me.109 — Spitfire — Yak-9, Mustang — Zero

— rate of climb: Me.109, Mustang — Spitfire, Yak-9 — Zero

- service ceiling: Spitfire - Mustang, Me.109 - Zero - Yak-9

— practical range: Zero — Mustang — Spitfire — Me.109, Yak-9

— weapons: Spitfire, Mustang — Me.109 — Zero — Yak-9.

Photo by ITAR-TASS/ Marina Lystseva/ photo from the archive.

Diagnostics and diseases. Medicines from A to Z

Soviet aircraft from the Great Patriotic War. Planes of the Second World War What were the planes of the Second World War made of?

On top: MiG-3

“King” of modifications: Yak-9

Reliable soldier: La-5

Night bomber: Po-2

Flying tank: IL-2

Aviation industry of the USSR

Transport heavy bomber

New pre-war aircraft models

Start of serial production

Educational and training base

MBR-2: flying boat of war

MiG-3: the main night fighter

Yak-9: air defender of Stalingrad

La-5: aerial balancing act

Li-2: cargo carrier

Po-2: “night witches” in the sky

IL-2: machine of the great Victory

Conclusion