Simple Drawing of a 1933 Us Fighter Plane

Soviet 1930s monoplane fighter shipping

I-16
I-16 Type 5 in the Memorial Museum of Valery Chkalov, Chkalovsk, Russia
Role	Fighter
National origin	Soviet Union
Manufacturer	Plant No. 21 (Gorky), Found No. 39 (Moscow), Plant No. 153 (Novosibirsk), Constitute No. 458 (Rostov-on-Don/Baku)
Designer	Due north. Due north. Polikarpov Pattern Agency
Outset flying	xxx December 1933 (TsKB-12)
Introduction	March 1935
Retired	1945 (Soviet Air Force), 1953 (Castilian Air Force)
Primary users	Soviet Air Force Spanish Republican Air Force Chinese Nationalist Air Force
Produced	Nov 1934 – 1942
Number congenital	10,292 (6,848 fighters and iii,444 trainers)[1]
Developed into	Polikarpov I-180

The Polikarpov I-xvi (Russian: Поликарпов И-16) is a Soviet single-engine unmarried-seat fighter aircraft of revolutionary design; it was the earth's starting time low-wing cantilever monoplane fighter with retractable landing gear to attain operational condition and every bit such "introduced a new vogue in fighter design".^[2] The I-16 was introduced in the mid-1930s and formed the backbone of the Soviet Air Force at the outset of World State of war II. The diminutive fighter, nicknamed " Ishak " or " Ishachok " ("ass" or "burro") by Soviet pilots, figured prominently in the 2d Sino-Japanese War,^[three] the Battle of Khalkhin Gol,^[3] Wintertime War and the Spanish Ceremonious War^{[4] [5]} – where it was called the Rata ("rat") by the Nationalists or Mosca ("wing") by the Republicans.

Design and development [edit]

While working on the Polikarpov I-15 biplane, Nikolai Nikolaevich Polikarpov began designing an advanced monoplane fighter. It featured cutting-edge innovations such as retractable landing gear and a fully enclosed cockpit, and was optimized for speed with a curt stubby fuselage, and a Wright R-1820 radial engine in a NACA cowling. The aircraft is small, light and simple to build.^{[ citation needed ]}

Total-scale work on the TsKB-12 prototype began in June 1933, and the aircraft was accepted into production on 22 Nov 1933, a month earlier it took to the air. The TsKB-12 was of mixed construction, using a wooden monocoque fuselage and wings employing a KhMA chrome-molybdenum steel blend wing spar, dural ribs and D1 aluminum alloy skinning on the center and leading edges, with the remaining portions of the wings material covered. Another modern feature were the ailerons which ran along near the entire trailing edge of the wing and as well operated equally flaps (in the manner of more mod flaperons) by drooping 15°. The cockpit was covered by a 40-centimetre-wide (16 in) awning which featured an Aldis-type tubular gun sight which could slide back and forth on runners fitted with rubber bungee cords. A 225 l (59.4 US gal) fuel tank was fitted straight in front of the cockpit. The principal landing gear is fully retractable by a hand crank. The armament consisted of a pair of vii.62×54mmR (0.30 in) ShKAS car guns in the wings, mounted on the outboard side of the primary gear and 900 rounds of armament.^{[ citation needed ]}

These features were proposed at outset by Andrei Tupolev; nonetheless, the NII VVS was more concerned about the stresses a typical gainsay aircraft was subjected to in combat, and initially considered the risk too slap-up. However, TsAGI, with the help of the 3rd Pattern Brigade under the leadership of Pavel Sukhoi and Aleksandr Putylov, eventually convinced NII VVS that what was beingness proposed was not but viable, but would enhance the aircraft's performance.^{[ citation needed ]}

The TsKB-12 was designed for the Wright Cyclone SR-1820-F-3 ix-cylinder radial engine (rated at 529 kW/710 hp); a license to build this engine under the supervision of the OKB-xix Shvetsov design bureau in the Soviet Union was beingness negotiated. Every bit the license was non nevertheless approved, Polikarpov was asked to settle for the less powerful M-22 (Soviet-built version of the Gnome-Rhone Jupiter 9ASB, which itself was a licensed version of the Bristol Jupiter Vi) with 358 kW (480 hp). This was deemed adequate considering the projected summit speed still exceeded 300 km/h (185 mph).^{[ citation needed ]}

The M-22-powered TsKB-12 beginning took to the air on thirty December 1933 with the famous Soviet examination pilot Valery Chkalov at the controls. The 2d TsKB-12, with a Whirlwind engine and three-bladed propeller, flew in January of the following twelvemonth. Initial government trials in February 1934 revealed very good maneuverability, but the aircraft did not tolerate abrupt control inputs. Thus the TsKB-12 was deemed dangerous to wing and all aerobatics were forbidden. The One thousand-22 version was preferred due to the vibration of the Whirlwind-powered aircraft. Pilots commented early on about the difficulty of climbing into the cockpit, a trait that persisted through the I-xvi's service life. Before continuing test flights the designers had to reply the question of spin behavior. Wind tunnel testing suggested that the TsKB-12, with its brusque tail, would enter an unrecoverable flat spin, but real-life trials were necessary to confirm this. Since Whirlwind engines were rare, it was decided to risk the M-22 epitome for this purpose. On one and 2 March 1934, Chkalov performed 75 spins and discovered that the aircraft had very benign stall behavior (dipping a fly and recovering without input from the pilot when airspeed increased) and intentional spins could exist easily terminated past placing the controls in the neutral position. The stories of savage spin behavior of the I-xvi perpetuated in modern literature is unfounded (peradventure extrapolated from Gee Bee experience).^{[ citation needed ]} In fact, the I-sixteen's stablemate, the biplane Polikarpov I-153, exhibited much worse spin characteristics.^{[ citation needed ]}

Service trials of the new fighter, designated I-16, began on 22 March 1934. The Thou-22 epitome reached 359 km/h (223 mph). The pioneering presence of a complex, triple-strut manually retracted chief landing gear pattern was prone to jamming and required considerable force from the pilot, who directly operated the rearmost strut'southward upper end, moved with a manually turned jackscrew running spanwise within the wing structure, to "slide" outwards and inwards on each side to respectively get the master gear retracted and extended, with the main strut (the forward-nigh of the trio) needing to shorten its length during its retraction to fit the mainwheel into the lower fuselage, performed by the middle-location strut'due south geometric system and pivot locations.^[6] Most of the exam flights were performed with the gear extended. On i May 1934, the K-22 prototype participated in the flyover of Cerise Square. Approximately thirty I-16 Blazon 1 aircraft were delivered, but were not assigned to any VVS fighter squadron. Near pilots who flew the I-16 Type ane for evaluation purposes did not find the aircraft to accept many redeeming characteristics. Regardless of pilot opinion, much attention was focused on the Cyclone-powered aircraft and the M-25 (the license-congenital Cyclone). On fourteen April 1934, the Whirlwind prototype was damaged when 1 of the landing gear legs collapsed while it was taxiing.

The third prototype with a Cyclone engine incorporated a series of aerodynamic improvements and was delivered for government trials on 7 September 1934. The top speed of 437 km/h (270 mph) no longer satisfied the Air Forcefulness, who now wanted the experimental Nazarov M-58 engine and 470 km/h (290 mph). Subsequently, the M-22-powered version entered product at Manufactory 21 in Nizhny Novgorod and Factory 39 in Moscow. Because it was the fourth aircraft produced by these factories, it received the designation I-16 Type 4. Aircraft fitted with these new engines required a slightly changed airframe, including armor plating for the pilot and changes to the landing gear doors (particularly, the hinged lower mainwheel door)^[7] to permit for complete closure.

The M-25 fitted I-sixteen, the I-16 Type 5, featured a new engine cowling which was slightly smaller in diameter and featured 9 forward-facing, radially-set shuttered openings to control cooling airflow, a redesigned exhaust with eight individual outlet stubs, and other changes. The Chiliad-25 was rated at 474 kW (635 hp) at sea level and 522 kW (700 hp) at 2,300 1000 (7,546 ft). Due to the poor quality of the canopy glazing, the I-sixteen Type 5 pilots typically left the canopy open or removed the rear portion completely. By the fourth dimension the Blazon v arrived, it was the world'southward lightest product fighter (ane,460 kg/3,219 lb), also as the world's fastest, able to achieve speeds of 454 km/h (282 mph) at altitude and 395 km/h (245 mph) at body of water level. While the Type 5 could not perform the loftier-G maneuvers of other fighters, it possessed superior speed and climb rates, and had extremely responsive aileron control, which gave it a very good roll rate, which led to precision maneuvers in loops and split-Ss.

A full of 7,005 single-seat and 1,639 two-seat trainer variants were produced.^{[ citation needed ]}

Operational history [edit]

Initial service experience revealed that the ShKAS machine guns had a tendency to jam. This was the issue of the guns beingness installed in the wings upside-downwardly to facilitate the fit. The problem was addressed in later modifications. Evaluations from pilots confirmed the experience with prototypes. Controls were low-cal and very sensitive, sharp maneuvers resulted in spins, and spin behavior was first-class. An aileron ringlet could be performed in under 1.5 seconds (curl rate over 240 degrees/2nd). The machine guns were fired via a cable and the required try, coupled with sensitive controls, made precision aiming difficult. The rear weight bias made the I-sixteen like shooting fish in a barrel to handle on unprepared airfields considering the aircraft was rather unlikely to flip over the nose even if the front wheels dug in.

The I-sixteen was a difficult fighter to fly. The pilots had poor visibility,^[8] the canopy tended to become fouled with engine oil, and the moving portion was prone to slamming shut during hard maneuvers, which caused many pilots to set it in the open position. The front section of the fuselage, with the engine, was besides close to the centre of gravity, and the pilot's cockpit besides far to the rear. The Polikarpov had bereft longitudinal stability and it was incommunicable to wing the aircraft "hands off".^[nine]

I-16 in Spanish Republican colors with "Popeye mascot"

Spanish Civil War [edit]

At the start of the Spanish Civil War in 1936, Republican forces pleaded for fighter aircraft. After receiving payment in gold, Joseph Stalin dispatched around 475^[x] I-16 Type 5s and Type 6s. The first I-16s appeared in Spanish skies in November 1936.^[11] The Polikarpov monoplanes had their baptism of fire on thirteen November 1936, when twelve I-16s intercepted a Nationalist bombing raid on Madrid. Soviet pilots claimed four air victories and two German language Heinkel He 51 pilots were killed. Simply the Soviets suffered losses likewise; the group commander collided with an enemy shipping and another I-16 pilot crash landed.^[12] The Polikarpovs immediately began dominating the enemy Heinkel He 51 and Arado Ar 68 biplanes^{[ citation needed ]} and remained unchallenged until the introduction of the Messerschmitt Bf 109. The inflow of the newest Bf 109Bs and the overwhelming numerical superiority of Nationalist fighters were the primary cause of the heavy I-15 and I-16 combat losses suffered throughout 1937.^[13] A number of aviation publications chosen the new Soviet fighter a "Boeing" due to the incorrect assumption that it was based on the Boeing P-26's design. The Nationalists nicknamed the stubby fighter Rata (Rat), while the Republicans affectionately chosen information technology Mosca (Fly).

Combat experience showed that the I-16 had deficiencies; several aircraft were lost after structural failure of the wings which was quickly remedied past reinforced structures. Heavy motorcar gun bullets could sometimes penetrate the armored backrest and fuel tanks occasionally caught fire in spite of beingness protected. The hot Spanish summers required the add-on of oil radiators, and dust adversely affected the life of the engines. Although some aircraft accumulated upwards to 400 hours of flying fourth dimension, the average life of an I-16 was 87 days, of which one sixth was spent on maintenance. The biggest complaint in service was the low-cal armament of only two seven.62 mm (0.30 in) machine guns. This was urgently addressed with the Type half-dozen which added a third ShKAS in the lesser of the fuselage. The four-gun Type x was nicknamed "Super Mosca" or simply "Super". The full number of I-16s delivered to Espana from 1936 to 1938 amounted to 276. When the war concluded on 1 Apr 1939, 187 Ratas had been lost in Spain: 112 lost in combat, 1 shot down by anti-shipping burn down, eleven destroyed on the basis, one force-landed and 62 lost in accidents.^[14]

The Far Due east and battles at Khalkhin Gol [edit]

I-16 with Chinese insignia, flown by Chinese pilots and Soviet volunteers

Another 250 I-16 Type 10s were supplied to China. This model added a second set of 7.62 mm (0.xxx in) ShKAS machine guns, armor backside the pilot, and had a slightly upgraded 560 kW (750 hp) One thousand-25 engine. In 1939, of the 500 I-16s^[15] deployed to the fighting at Nomonhan, approximately 112 were lost during the battles of Khalkhin Gol, of which 88 were destroyed in aerial combat, primarily against the all-metal Nakajima Ki-27 Japanese fighters.^[xvi] During test trials in Russia of a captured Ki-27, the shipping proved superior to the Soviet I-152 (I-15bis), I-153, and the I-xvi in aeriform combat, equally well as having a faster take-off and lower landing speed, requiring shorter airstrips than the I-16, which needed 270 meters to finish and 380 meters for accept-off.^[17]

Further attempts were fabricated to upgrade the firepower of the shipping using xx mm (0.79 in) ShVAK cannons, making the I-16 one of the most heavily armed fighters of the period,^[18] able to fire 28 rounds of ammunition in 3 seconds. Pilots loved the results, but the cannons were in short supply, and merely a small number of the I-xvi Type 12, 17, 27, and 28 were built. The cannons adversely affected operation, with 360° turn time increasing from fifteen seconds in the Blazon v to eighteen seconds. The Blazon 24 replaced the skid with a tailwheel and featured the much more powerful 670 kW (900 hp) Shvetsov Thou-63 engine. The Type 29 replaced two of the ShKAS guns with a unmarried 12.seven mm (.50 in) UBS. Ten Type 17 fighters were supplied to the Chinese Air Force where on 20 May 1940, they effectively shot downward a C5M lookout man-attack plane and iii G3M bombers during the Battle of Chonqing.^{[xix] [20]}

Types 18, 24, 27, 28, and 29 could be fitted to carry RS-82 unguided rockets. The first successful employ of air-to-air missiles in air combat was on Baronial 20, 1939. A Ki-27 was hit by an RS-82 rocket launched from a distance of about a kilometer. The shot was fired by Captain N. Zvonarev.^[21]

A 1939 government study found the I-16 had exhausted its performance potential. The addition of armor, radio, battery, and flaps during the aircraft'southward development exacerbated the rear weight distribution issues to the bespeak where the aircraft required considerable forward pressure on the stick to maintain level flight and at the aforementioned time adult a tendency to enter uncontrolled dives. Extension and retraction of the landing flaps acquired a dramatic alter in the shipping's attitude. Accurate gunfire was hard.

Soviet Matrimony [edit]

The pilots nicknamed the aircraft Ishak (Russian: Ишак, Donkey/Hinny) because information technology was similar to the Russian pronunciation of "I-16" ("ee-shestnadtset"). When Operation Barbarossa erupted on 22 June 1941, i,635 of iv,226 VVS shipping were I-16s of all variants, fielded by 57 fighter regiments in frontier areas.^[22] The main assault delivered past the Luftwaffe's Luftflotte 2 (in support of Wehrmacht Ground forces Group Middle) was directed against the Soviet Western Special Military District, that deployed 361 (424 co-ordinate to other sources) I-16s.^[23] During the early stage of the campaign the I-16 bases were the principal targets for the German aircraft and subsequently 48 hours of combat, of the 1,635 Polikarpov monoplanes in service on 21 June 1941, only 937 were left.^[24] By xxx June the number of I-16s in western front line units had dropped to 873, including 99 that required repairs.^[25] To stalk the Luftwaffe aerial assail several I-16 pilots adopted the taran tactic and sacrificed their lives, ramming German aircraft.^[25]

Its main opponent in the sky in 1941 was the German Messerschmitt Bf 109.^[26] The I-16 was slightly more maneuverable than the early Bf 109s and could fight the Messerschmitt Bf 109E, or Emil, on equal terms in turns. Skilled Soviet pilots took advantage of the Polikarpov'southward superior horizontal maneuverability and liked information technology enough to resist the switch to more modern fighters. The German aircraft, still, outclassed its Soviet opponent in service ceiling, rate of climb, acceleration and, crucially, in horizontal and diving speed, due to improve aerodynamics and a more than powerful engine. The main versions of the I-16 had a maximum speed of 450–470 km/h (279–291 mph), while the Bf 109E had a maximum speed of 560–570 km/h (347–353 mph), the more streamlined Bf 109F Friedrich could hit 615–630 km/h (372-390plus mph). And so German pilots held the initiative and could decide if they wanted to chase their opponents, could attack them from above and behind and and then proceeds altitude for a new assault. Meanwhile, Polikarpovs could only defend each other past forming a defensive circle or via horizontal maneuverability.^[26]

Moreover, in terms of armament, Messerschmitts had a slight edge on the I-16. The Emil carried two wing-mounted 20mm MG FF cannons and two synchronized seven.92 mm MG-17s with a weight of a 1-second salvo of 2.37 kg, while the near common version of the I-16 – armed with merely two synchronized and ii wing-mounted 7.62 ShKAS – could deliver i.43 kg of bullets each second.^[27] Finally, the ammunition storage on a Messerschmitt exceeded that of the I-sixteen, conveying one,000 rounds for each machine gun (plus sixty drum-housed rounds for each cannon), while the Polikarpov carried just 450 rounds for each ShKAS gun.^[28]

Effectually half of all produced I-16s were still in service in 1943, when they were finally replaced.^{[ citation needed ]}

Peculiarly modified I-16s were used in the Zveno parasite aircraft experiments using the Tupolev TB-three equally a mothership.

The Luftwaffe was known to accept captured some I-16 and UTI-four ii-seat trainers (ii of which were marked with the Stammkennzeichen codes DM+HC and DM+HD) and flown from the Erprobungstelle Rechlin cardinal Luftwaffe examination facility by Kampfgeschwader 200 (KG 200).^[29] The Luftwaffe was not the only air force able to test its fighters against the I-16; the Japanese captured a few I-16s too,^[3] and the Romanian Air Force also got one when a Soviet pilot defected.^[xxx] The Finnish Air Forcefulness (FAF) captured some I-16s (along with several other Soviet types). During the Winter War and the Continuation War, the Finns captured half-dozen I-16s and one I-16UTI. Two of the captured I-16s and I-16UTIs were put dorsum into flying condition and flight tested.^[31]

Variants [edit]

There is considerable disagreement in literature on features of detail I-xvi variants. This list is based on the following references.^{[32] [33] [34]}

Russian Polikarpov UTI-four, a 2 seater training version of the I-16 Soviet fighter. Russia 1941.

TsKB-12

First prototype, Thousand-22 engine, 336 kW (450 hp), 2 unsynchronized ShKAS automobile guns in the wings with 900 rpg.

TsKB-12bis

2nd prototype, Wright SGR-1820-F-3 Cyclone engine, 533 kW (715 hp)

TsKB-12P (I-16P)

Prototype armed with ii ShVAK cannon in the wings, 150 rpg.

TsKB-18

Ground attack epitome with G-22 engine and armored cockpit. Armed with four ShKAS or PV-one machine guns and 100 kg (220 lb) of bombs. 2 additional Type 5s were fitted with six ShKAS machine guns of which 4 could reject to 20° for ground strafing.

TsKB-29 (SPB)

Pneumatically-operated landing gear and flaps, Wright Cyclone engine, armament of ii ShKAS car guns, used equally a high-speed dive bomber in the Zveno project

I-16 Type ane

Pre-production series, K-22 engine with 358 kW (480 hp).

I-xvi Type iv

First production version, M-22 engine.

I-16 Type 5

Type 4 with a streamlined and tapered engine cowling, Shvetsov M-25 engine with 522 kW (700 hp). 2 prototypes tested with Yard-62 engine as well. Mass-produced.

I-16 Type half dozen

Shvetsov G-25B engine, 545 kW (730 hp). Weight reduction down to 1383 kg.

I-sixteen Type ten

Four ShKAS machine guns (ii synchronized in the fuselage and two in the wings), windscreen replaced the sliding canopy, could be fitted with retractable skis for wintertime operations, M-25B engine with 560 kW (750 hp). Hispano-Suiza-built aircraft were powered past the Wright Whirlwind R-1820-F-54 engine.

I-xvi Type 12

Version of I-16 Type 5 with 2 ShKAS machine guns and ii ShVAK cannons.

I-16 Type xvi

Blazon 10 with synchronized ShVAK 12.7mm prototypes. Only three were congenital, all in January 1939, with serial numbers 16211-16213. They passed factory trials and were delivered to the VVS for armed forces trials.^[35]

I-16 Type 17

Type 10 with two ShKAS machine guns and two ShVAK cannon, condom tail wheel, Thou-25V engine with 560 kW (750 hp). Some aircraft were fitted with an additional 12.vii mm (0.five in) Berezin UB machine gun for strafing.

I-16 Type xviii

Type 10 with Shvetsov G-62 engine producing 620 kW (830 hp), with a two-speed supercharger and a variable-pitch propeller. Capable of conveying two 100 l (26 Us gal) underwing fuel tanks.

I-16 Type xix

Identical to the Blazon 10, except for the replacement of their wing-mounted ShKAS automobile guns with Savin–Norov machine guns; the propeller-synchronized ShKAS were not replaced. Just three aircraft were built in this configuration, all in January 1939. They had series numbers 19211-19213. They were first used equally exam platform for the new gun and then delivered to the VVS every bit I-16SN. They saw action during the Winter State of war.^{[35] [36]}

I-16 Type 20

This designation was kickoff applied to four prototypes congenital in February 1939 at Factory 21 and armed with Savin–Norov (SN) automobile guns synchronized to fire through the propeller. This blazon was however rejected in Baronial 1939, and and then the designation reused for the first I-16 version (otherwise the same as the type 10) capable of conveying drop tanks. These 93 l (25 US gal) tanks were designated PSB-21. Eighty aircraft of this specific type were delivered. Additionally, all I-16 types built after January 1940 could use these driblet tanks.^[35]

I-16 Type 21 and Type 22

These were planned to accept four synchronized machine guns all firing through the propeller. Blazon 21 was to use only ShKAS, while type 22 was supposed to apply a mixture of ShKAS and SN auto guns. Both types yet existed only on paper; no aircraft of these types went into service.^[35]

I-16 Type 23

Type x additionally armed with RS-82 rockets; 35 were built starting in May 1939. Further production of this type was cancelled in August 1939.^[35]

I-16 Type 24

Iv ShKAS, landing flaps replaced drooping ailerons, tailwheel added, second cockpit door added on the starboard side, Shvetsov One thousand-63 engine with 670 kW (900 hp).

I-16 Type 27

Type 17 with an One thousand-62 engine.

I-16 Type 28

Type 24 with 2 ShKAS and ii ShVAK.

I-16 Type 29

Two synchronized ShKAS in the olfactory organ and a single 12.seven mm (0.l in) UBS in the bottom of the fuselage; it had no guns in wings which were reserved for basis set on weapons. Three rocket racks were mounted in each wing. Additionally, starting in 1941, the external fuel tank hardpoint was changed so that it became multipurpose: it could carry the new type of driblet tank, PLBG-100, or a FAB-100 bomb. Wartime photographs from the summertime of 1941 prove ii configurations: one with vi RS-82 rockets and two FAB-100 bombs and another with 4 RS-132 rockets.^[37]

I-16 Type xxx

Re-entered production in 1941–42, Chiliad-63 engine.

I-16TK

Blazon ten with a turbocharger for improved loftier-altitude performance, reached 494 km/h (307 mph) at 8,600 m ( 28,200 ft), did not enter production.

UTI-one

Two-seat trainer version of Blazon 1.

UTI-two

Improved UTI-1 with fixed landing gear.

UTI-four (I-16UTI) likewise known equally I-sixteen Type fifteen

2-seat trainer version of Blazon v, virtually with fixed landing gear. This model was built in significant numbers, approximately iii,400 were produced.^[38]

Operators [edit]

Chinese I-16 (China Aviation Museum)

Shipping on brandish at a museum in Moscow

China

• Chinese Nationalist Air Force

Nazi Deutschland

• Luftwaffe operated captured shipping

Finland

• Finnish Air Force operated captured aircraft.

Mongolia

• Mongolian People's Army Aviation operated one I-16 used for training

Poland

• Shine Air Forcefulness operated 1 I-16 (i Pułk Lotnictwa Myśliwskiego) and two UTI-4 shipping (15 Samodzielny Zapasowy Pułk Lotniczy and the Techniczna Szkoła Lotnicza.^[39]

Romania

• Royal Romanian Air Strength one captured aircraft, one I-16 was captured near Dorohoi in 1941.

Soviet Union

• Soviet Air Forces
• Soviet Naval Aviation

Spanish Commonwealth

• Spanish Republican Air Force

Castilian State

• Spanish Nationalist Air Forcefulness operated I-16 and UTI-4 aircraft captured from the Castilian Republican Air Forcefulness, returned by French government and xxx congenital in Jerez de la Frontera. I-16s were still operated in 1952.
  • Group 1-West
  • 26th Grouping
  • Morón Fighter Schoolhouse

Surviving shipping [edit]

This shipping is property of The Infante de Orleans Foundation

Commencing in 1993, New Zealand pilot and entrepreneur Sir Tim Wallis' Alpine Fighter Drove organised the restoration of six I-16s and three I-153s, found in Russia, to an airworthy condition by the Soviet Aeronautical Inquiry Found (Sibnia) in Novosibirsk.^{[forty] [41] [42]} The flight of the showtime restored aircraft (I-16 nine) took place in October 1995. Once restored the shipping were transported by rail to Vladivostok and from there shipped via Hong Kong to New Zealand. This project was completed in 1999 when the third and final I-153 arrived in New Zealand. In addition a seventh I-16 was subsequently restored for American collector Jerry Yagen.

Communist china [edit]

• Unknown – I-16 on static brandish at the Chinese Aviation Museum in Datangshang.^[43] Information technology is believed to be a replica incorporating original parts.^{[ citation needed ]}

Republic of finland [edit]

• UT-1 – I-16 UTI-4 on static display at the Finnish Aviation Museum in Vantaa, Uusimaa.^[44]

Federal republic of germany [edit]

• 2421319 – I-16 Type 24 airworthy with a private owner in Germany as D-EPRN.^[45]

Russia [edit]

• 2421234 – I-16 Blazon 24 airworthy with a private owner in Russia equally RA-1561G.^[46]
• 2821395 – I-sixteen on static display at the Fundamental Naval Museum in Petrograd.^{[47] [48]}
• Replica – I-16 on static display at the Museum of the Great Patriotic War in Moscow.^[49]
• Unknown – I-16 on static display at the Central Air Strength Museum in Monino.^[50]

Spain [edit]

• 2421039 – I-16 Type 24 airworthy at the Fundación Infante de Orleans in Madrid equally EC-JRK.^{[51] [52] [53]}
• Replica – I-16 on static display at the Museo del Aire in Madrid.^{[54] [55]}

United states of america [edit]

• 2421014 – I-xvi Blazon 24 airworthy at the Flying Heritage Drove in Everett, Washington as N7459.^{[56] [57]}
• 2421028 – I-16 Type 24 airworthy at the War machine Aviation Museum in Virginia Beach, Virginia equally N1639P.^{[58] [59] [60]}
• 2421645 – I-sixteen Type 24 under restoration to airworthy at Fantasy of Flight as N30425.^{[61] [62] [63]}

Specifications (I-sixteen Type 24) [edit]

3-view drawing of Polikarpov I-16

Data from Istoriia konstruktskii samoletov 5 SSSR practice 1938^[33]

General characteristics

• Crew: One
• Length: half dozen.13 k (xx ft 1 in)
• Wingspan: 9 g (29 ft 6 in)
• Top: 3.25 m (10 ft eight in)
• Wing area: 14.5 yardⁱⁱ (156 sq ft)
• Airfoil: TsAGI R-II (16% at root)^[64]
• Empty weight: ane,490 kg (3,285 lb)
• Gross weight: one,941 kg (4,279 lb)
• Powerplant: 1 × Shvetsov M-63 9-cylinder supercharged air-cooled radial engine, 820 kW (1,100 hp)
• Propellers: two-bladed variable-pitch propeller

Operation

• Maximum speed: 489 km/h (304 mph, 264 kn) at 3,000 m (9,800 ft)
• Range: 700 km (430 mi, 380 nmi) with drop tanks
• Service ceiling: 9,700 m (31,800 ft)
• Charge per unit of climb: xiv.7 m/s (ii,890 ft/min)
• Time to altitude: 5,000 1000 (sixteen,000 ft) in 5 minutes 48 seconds
• Fly loading: 134 kg/kⁱⁱ (27 lb/sq ft)
• Power/mass: 0.43 kW/kg (0.26 hp/lb)

Armament

• 2 × fixed forrad-firing seven.62 mm (0.300 in) ShKAS machine guns in upper cowling
• 2 × fixed frontwards-firing 20 mm (0.787 in) ShVAK cannons in the wings
• 6 × unguided RS-82 rockets or upwards to 500 kg (1,100 lb) of bombs

Come across also [edit]

• Zveno project

Aircraft of comparable role, configuration, and era

• Brewster F2A Buffalo
• Boeing P-26 Peashooter
• Fiat G.fifty
• Macchi MC.200
• Messerschmitt Bf 109
• Mitsubishi 1MF10
• Nakajima Ki-27
• Reggiane Re.2000
• Seversky P-35

Related lists

• List of interwar military shipping
• List of aircraft of World War Two
• Listing of aircraft of the Spanish Republican Air Force

References [edit]

Notes [edit]

1. ^ Maslov 2008, p. 76.
2. ^ Dark-green, William. "Polikarpov's Lilliputian Hawk". Flying Review, November 1969.
3. ^ ^{a b c} Liss 1966, p. 10.
4. ^ Abanshin and Gut 1994, p. 38.
5. ^ Léonard 1981, pp. 18–22.
6. ^ Animation of the I-16's maingear retraction cycle
7. ^ Blitheness of the I-16'south lower mainwheel door mechanics during retraction
8. ^ Jackson 2003 p. 148.
9. ^ Jackson 2003, p. 147.
10. ^ Gunston 2003, p. 85.
11. ^ Maslov 2010, p. 25.
12. ^ Maslov 2010, p. 26.
13. ^ Maslov 2010, p. 30.
14. ^ Maslov 2010, p. 32.
15. ^ Kotelnikov p. 109
16. ^ Nedialkov 2011, p. 141.
17. ^ Nedialkov p. 24, 25, 148
18. ^ Toll 1975, p. 78.
19. ^ 红岩春秋, 唐学锋 (17 January 2019). "当年设施简陋的梁山机场，没想到却是中国空军保卫重庆的第一道空中防线！ - 上游新闻·汇聚向上的力量". www.cqcb.com . Retrieved 15 January 2021. "5•twenty"梁山空战，我空军击落日机7架，这是当时新闻媒体报道的数字，难免有些夸大。根据南京的中国第二历史档案馆保存的《空军战斗要报》记载：此役，我空军一共击落敌轰炸机3架、侦察机1架。其大致情况如下：1、第24队队长李文庠，分队长张光蕴、王文骅、队员彭均、李廷凯等5员，在梁山上空合力击落敌重轰炸机1架（残骸在寻觅中）。two、队员陈少成在忠县上空击落敌侦察机1架，该敌机在忠县汝溪焚毁，番号为258，敌乘员3人全毙。3、队员伍国培在梁山上空击落敌重轰炸机1架，该机在忠县马家祠损毁，番号为4528，敌乘员6人全毙。4、分队长韩参在开县击落敌重轰炸机1架，敌机残骸正寻觅中。从当天中国空军的战斗要报记载来看，被击落的4架日机，只有两架是查明了具体坠落的地点，并找到了残骸，而另外两架的残骸还在"寻觅"中。 {{cite web}}: CS1 maint: url-condition (link)
20. ^ Cheung, 2015, pp. 67-68. The 24th PS/4th PG received a modest number of the ShVAK 20mm cannon-armed I-16 Type 17 fighters from the Soviets, and were used to expert event intercepting 24 G3Ms and a Ki-15 (C5M) on 20 May 1940
21. ^ NASA Technical Translation. National Aeronautics and Space Administration. 1959.
22. ^ Maslov 2010, p. 68.
23. ^ Maslov 2010, pp. 68–69.
24. ^ Maslov 2010, p. 69.
25. ^ ^{a b} Maslov 2010, p. 72.
26. ^ ^{a b} Drabkin 2007, p. 142.
27. ^ Drabkin 2007, pp. 142–43.
28. ^ Drabkin 2007, p. 143.
29. ^ Thomas 2004, p. fourscore.
30. ^ Stapfer 1996, p. 46.
31. ^ Perttula, Pentti. "FAF in Color." ^{[ permanent dead link ]} saunalahti.fi. Retrieved: 6 September 2009.
32. ^ Liss 1966, p. viii.
33. ^ ^{a b} Shavrov 1985
34. ^ Light-green 2001, pp. 473–475.
35. ^ ^{a b c d e} Маслов М. А. (2008). Истребитель И-16. Норовистый "ишак" сталинских соколов (in Russian). Яуза / Коллекция / ЭКСМО. pp. 55–57. ISBN978-v-699-25660-0.
36. ^ С.В. Иванов (2001). И-xvi: Боевой "Ишак" сталинских соколов. Часть ii . Война в воздухе (in Russian). Vol. 43. ООО "АРС". Раньше чем начались испытательные стрельбы ультраШКАСа, два инженера, Савин и Норов, представили в 1935 г. на испытания еще один авиационный пулемет СН скорострельностью 2800–3000 выстрелов в минуту. В 1936 г. пулемет успешно прошел стрельбовые испытания, а в 1937 г. был рекомендован к серийному производству. Пулеметами СН немедленно вооружили истребители И-16; И-16 с пулеметами СН получили обозначение тип 19, несмотря на то, что кроме вооружения самолет ничем не отличался от И-xvi тип 10. Пулеметами СН заменили крыльевые ШКАСы, синхронные пулеметы остались прежними – ШКАСы. В начале 1939 г. завод № 21 изготовил три И-16 тип 19 (заводские номера 192111, 19212 и 19213). С 17 по 26 марта самолеты испытывал заводской летчик-испытатель Томас Сузи. По результатам испытаний было рекомендовано построить партию таких самолетов. Но массовое производство посчитали нецелесообразным. Под обозначением И-16СН истребители передали в ВВС. Весной 1939 г. на вооружение ВВС РККА был принят авиационный пулемет ультраШКАС. Истребители, вооруженные ультраШКАСАми и СН, приняли участие в войне с Финляндией зимой 1939–1940 г.г.
37. ^ Маслов М. А. (2008). Истребитель И-16. Норовистый "ишак" сталинских соколов (in Russian). Яуза / Коллекция / ЭКСМО. pp. 144–145. ISBN978-5-699-25660-0.
38. ^ Маслов М. А. (2008). Истребитель И-16. Норовистый "ишак" сталинских соколов (in Russian). Яуза / Коллекция / ЭКСМО. p. 76. ISBN978-5-699-25660-0.
39. ^ Stapfer 1996, p. fifty.
40. ^ Peat. Pages 219 to 224.
41. ^ "Polikarpov I-16 'Ishak' ('Rata')". Kiwi Shipping Images. Phillip Treweek. Retrieved 9 December 2016.
42. ^
43. ^ "Airframe Dossier – Polikarpov I-sixteen". Aeriform Visuals. AerialVisuals.ca. Retrieved 9 Dec 2016.
44. ^ "POLIKARPOV UTI-four ( I-sixteen UTI)". Ilmailumuseo Flygmuseum (in Finnish). Suomen ilmailumuseo. Retrieved 9 December 2016.
45. ^ "Polikarpov I-16 "Ishak" Red Star". Flying Wings Aviation Photography. 17 March 2011. Retrieved 25 April 2022.
46. ^ "Airframe Dossier – Polikarpov I-16-24 Rata, c/n 2421234, c/r RA-1561G". Aeriform Visuals. AerialVisuals.ca. Retrieved 9 December 2016.
47. ^ "[Untitled]". Aviation of Globe State of war 2. AirPages. Retrieved 9 December 2016.
48. ^ "[Untitled]". Aвиация Второй мировой (in Russian). AirPages. Retrieved 9 December 2016.
49. ^ "Airframe Dossier – Polikarpov I-16, s/n 61 white VVS". Aerial Visuals. AerialVisuals.ca. Retrieved 9 Dec 2016.
50. ^ "Airframe Dossier – Polikarpov I-sixteen". Aerial Visuals. AerialVisuals.ca. Retrieved 9 December 2016.
51. ^ "Policarpov I-16 Mosca/Rata". Fundación Infante de Orleans (in Spanish). Fundación Infante de Orleans. Retrieved ix December 2016.
52. ^ "Airframe Dossier – Polikarpov I-16-24 Rata, s/n 39 Russian AF, c/due north 2421039, c/r EC-JRK". Aerial Visuals. AerialVisuals.ca. Retrieved 9 December 2016.
53. ^ "REGISTRO DE MATRÍCULA DE AERONAVES CIVILES" (PDF). Agencia Estatal de Seguridad Aérea. 1 December 2016. Archived from the original (PDF) on twenty December 2016. Retrieved 9 December 2016.
54. ^ "Hangar 3 del Museo de Aeronáutica y Astronáutica" (in Spanish). Ejército del Aire. Archived from the original on eighteen Nov 2016. Retrieved 9 December 2016.
55. ^ "Airframe Dossier – Polikarpov I-16 Rata (Replica)". Aerial Visuals. AerialVisuals.ca. Retrieved 9 December 2016.
56. ^ "POLIKARPOV I-16 TYPE 24 (RATA)". Flying Heritage Drove. Friends of Flying Heritage. Archived from the original on 6 April 2015. Retrieved ix Dec 2016.
57. ^ "FAA REGISTRY [N7459]". Federal Aviation Assistants. U.Southward. Section of Transportation. Retrieved ix Dec 2016.
58. ^ "WWII – Aircraft". Military Aviation Museum. Armed forces Aviation Museum. Archived from the original on 9 Oct 2013. Retrieved 9 December 2016.
59. ^ "Polikarpov I-xvi "Rata" Fighter Factory". Fighter Factory. Fighter Manufacturing plant. Archived from the original on 21 May 2011. Retrieved 9 Dec 2016.
60. ^ "FAA REGISTRY [N1639P]". Federal Aviation Administration. U.S. Department of Transportation. Retrieved nine December 2016.
61. ^ "Airframe Dossier – Polikarpov I-xvi-24 Rata, c/due north 2421645, c/r N30425". Aerial Visuals. AerialVisuals.ca. Retrieved 9 December 2016.
62. ^ "FAA REGISTRY [N30425]". Federal Aviation Administration. U.S. Department of Transportation. Retrieved 9 December 2016.
63. ^ "Polikarpov I-sixteen Soviet Fighter - New Acquisition ???". YouTube. twenty March 2019. Retrieved 24 April 2022.
64. ^ Lednicer, David. "The Incomplete Guide to Airfoil Usage". thousand-selig.ae.illinois.edu . Retrieved 16 April 2019.

Bibliography [edit]

• Abanshin, Michael Due east. and Nina Gut. Fighting Polikarpov: Eagles of the East No. 2. Lynnwood, WA: Aviation International, 1994. ISBN one-884909-01-9.
• Cheung, Raymond. OSPREY AIRCRAFT OF THE ACES 126: Aces of the Republic of Communist china Air Force. Oxford: Bloomsbury Publishing Plc, 2015. ISBN 978 14728 05614.
• Drabkin, Artem. The Red Air Force at State of war: Barbarossa and the Retreat to Moscow – Recollections of Fighter Pilots on the Eastern Front. Barnsley, Southward Yorkshire, United kingdom of great britain and northern ireland: Pen & Sword Military, 2007. ISBN one-84415-563-3.
• Gordon, Yefim and Keith Dexter. Polikarpov's I-16 Fighter: Its Forerunners and Progeny (Cherry-red Star, vol.three). Earl Shilton, Leicester, Uk: Midland Publishing Ltd., 2002. ISBN one-85780-131-8.
• Gordon, Yefim and Dmitri Khazanov. Soviet Combat Aircraft of the 2d World State of war, Book 1: Unmarried-Engined Fighters. Earl Shilton, Leicester, United kingdom of great britain and northern ireland: Midland Publishing Ltd., 1998. ISBN i-85780-083-4.
• Green, William and Gordon Swanborough. The Great Book of Fighters. St. Paul, Minnesota: MBI Publishing, 2001. ISBN 0-7603-1194-iii.
• Green, William & Swanborough, Gordon. "Soviet Flies in Spanish Skies". Air Enthusiast Quarterly, No. 1, due north.d., pp. i–sixteen. ISSN 0143-5450
• Green, William and Gordon Swanborough. WW2 Shipping Fact Files: Soviet Air Forcefulness Fighters, Part 2. London: Macdonald and Jane'due south Publishers Ltd., 1978. ISBN 0-354-01088-iii.
• Gunston, Neb. The Illustrated Directory of Fighting Shipping of Earth War 2. London: Salamander Books Limited, 1988. ISBN ane-84065-092-three.
• Kotelnikov, Vladimir R. Air State of war Over Khalkhin Gol, The Nomonhan Incident. (2010) SAM Publications. ISBN 978-1-906959-23-4.
• Kopenhagen, W., ed. Das große Flugzeug-Typenbuch(German). Stuttgart, Germany: Transpress, 1987, ISBN three-344-00162-0.
• Jackson, Robert. Shipping of world state of war Two – Development – Weaponry – Specifications. London, Amber Books, 2003. ISBN 978-1-85605-751-half-dozen.
• Léonard, Herbert. Les Avions de Chasse Polikarpov (in French). Rennes, France: Editions Ouest-France, 1981. ISBN ii-85882-322-7.
• Léonard, Herbert. Les Chasseurs Polikarpov (in French). Clichy, France: Éditions Larivière, 2004. ISBN 2-914205-07-iv.
• Lesnitchenko, Vladimir (Nov–December 1999). "Combat Composites: Soviet Use of 'Mother-ships' to Acquit Fighters, 1939–1941". Air Enthusiast (84): four–21. ISSN 0143-5450.
• Liss, Witold. The Polikarpov I-sixteen (Aircraft in Profile Number 122). Leatherhead, Surrey, UK: Contour publications Ltd., 1966.
• Maslov, Mikhail A. Polikarpov I-xv, I-16 and I-153 Aces. Oxford, UK: Osprey Publishing, 2010. ISBN 978-1-84603-981-2.
• Маслов, М.А. Истребитель И-sixteen. Норовистый «ишак» сталинских соколов. Москва: Коллекция, Яуза, ЭКСМО, 2008. Maslov M.A. Istrebitel' I-xvi. Norovisty "ishak" stalinskih sokolov (I-sixteen Fighter. A Restive "Donkey" of Stalin's Falcons). Moscow, Russia: Collection, Yauza, EKSMO, 2008. ISBN 978-5-699-25660-0.
• Nedialkov, Dimitar. In The Skies of Nomonhan: Japan verses Russia, May–September 1939. London: Crecy Publishing Limited, Second edition 2011. ISBN 978-0-859791-52-6.
• Peat, Neville (2005). Hurricane Tim : The Story of Sir Tim Wallis (Hardback). Dunedin: Longarce Press. ISBN1-877361-17-8.
• Cost, Alfred. The World State of war 2 Fighter Conflict. London: Macdonald and Jane'south (Publishers) Ltd., 1975. ISBN 0-356-08129-X.
• Shavrov V.B. Istoriia konstruktskii samoletov v SSSR do 1938 thousand. (3 izd.) (in Russian). Moscow: Mashinostroenie, 1985. ISBN 5-217-03112-3.
• Shavrov V.B. Istoriia konstruktskii samoletov five SSSR, 1938–1950 gg. (3 izd.) (in Russian). Moscow: Mashinostroenie, 1994. ISBN five-217-00477-0.
• Stapfer, Hans-Heiri. Polikarpov Fighters in Action, Part 2 (Aircraft in Action number 158). Carrollton, TX: Squadron/Signal Publications, Inc., 1996. ISBN 0-89747-355-8.
• Thomas, Geoffrey J. KG 200: The Luftwaffe's About Underground Unit. London: Hikoki Publications, 2004. ISBN 1-902109-33-three.
• 徐 (Xú), 露梅 (Lùméi). 隕落 (Fallen): 682位空军英烈的生死档案 - 抗战空军英烈档案大解密 (A Decryption of 682 Air Strength Heroes of The War of Resistance-WWII and Their Martyrdom). 东城区, 北京， 中国: 团结出版社, 2016. ISBN 978-7-5126-4433-v.

External links [edit]

• "The I-xvi Fighter" resources
• I-sixteen Fundación Infante de Orleans

careymeld1956.blogspot.com

Source: https://en.wikipedia.org/wiki/Polikarpov_I-16

Share this post