Polikarpov I-16 typ 4

Polikarpov I-16 Type 4
Поликарпов И-16 тип 4
     
Název:
Name:
Polikarpov I-16 typ 4 Polikarpov I-16 Type 4
Originální název:
Original Name:
Поликарпов И-16 тип 4
Kategorie:
Category:
stíhací letoun fighter aeroplane
Výrobce:
Producer:
DD.MM.1934-DD.MM.1936 Moskevský letecký závod č. 39 V. R. Menžinského, Moskva /
DD.MM.1935-DD.MM.1935 Gorkovský letecký závod č. 21 Enukidzeho, Gorkij /
Období výroby:
Production Period:
DD.MM.1934-DD.MM.1936
Vyrobeno kusů:
Number of Produced:
58 závod č.39
~500 závod č. 21
První vzlet:
Maiden Flight:
30.12.1933 CKB-12
Osádka:
Crew:
1
Základní charakteristika:
Basic Characteristics:
 
Vzlet a přistání:
Take-off and Landing:
CTOL - konvenční vzlet a přistání CTOL - conventional take-off and landing
Uspořádání křídla:
Arrangement of Wing:
jednoplošník monoplane
Uspořádání letounu:
Aircraft Concept:
klasické conventional
Podvozek:
Undercarriage:
zatahovací retractable
Přistávací zařízení:
Landing Gear:
kola wheels
Technické údaje:
Technical Data:
 
Hmotnost prázdného letounu:
Empty Weight:
961 kg 2119 lb
Vzletová hmotnost:
Take-off Weight:
1354 kg 2985 lb
Maximální vzletová hmotnost:
Maximum Take-off Weight:
? kg ? lb
Rozpětí:
Wingspan:
9,000 m 29ft 6,32in
Délka:
Length:
5,860 m 19ft 2,71in
Výška:
Height:
3,250 m 10ft 7,95in
Plocha křídla:
Wing Area:
14,54 m2 156.51 ft2
Plošné zatížení:
Wing Loading:
93,122 kg/m2 19.07 lb/ft2
Pohon:
Propulsion:
 
Kategorie:
Category:
pístový piston
Počet motorů:
Number of Engines:
1
Typ:
Type:
Švecov M-22 (licenční stavba Bristolu Jupiter), vzduchem chlazený hvězdicový devítiválec o vzletovém výkonu 419.2 kW (570 k), nominální výkon 353 kW (480 k).
Vrtule dvoulistá kovová s pevným úhlem náběhu.
Shvetsov M-22, (a licensed built version of the Bristol Jupiter) nine-cylinder radial engine rated at 562 hp for take-off, nominal power output 473.5 hp,
driving a two-bladed metal fixed-pitch propeller.
Objem palivových nádrží:
Fuel Tank Capacity:
225 l 49.5 UK gallons (59,5 US gallons)
Výkony:
Performance:
 
Maximální rychlost:
Maximum Speed:
346 km/h v 2000 m 215 mph in 6562 ft
Cestovní rychlost:
Cruise Speed:
? km/h v ? m ? mph in ? ft
Rychlost stoupání:
Climb Rate:
11,37 m/s 2238.2 ft/min
Čas výstupu na výšku:
Time to Climb to:
9,9 min do 5000 m 9,9 min to 16404 ft
Operační dostup:
Service Ceiling:
7440 m 24409 ft
Dolet:
Range:
720 km 447.4 mi
Maximální dolet:
Maximum Range:
? km ? mi
Výzbroj:
Armament:
2x pevný kulomet PV-1 ráže 7,62 mm v křídlech, každý s 900 náboji později
2x pevný kulomet ŠKAS ráže 7,62 mm v křídlech, každý s 900 náboji.
Two fixed forward-firing 0.30 inch PV-1 machine-guns in the wings, 900 rpg later
Two fixed forward-firing 0.30 inch ShKAS machine-guns in the wings, 900 rpg.
Uživatelské státy:
User States:
Poznámka:
Note:
První sériově vyráběná verze s motorem M-22 kapotovaná mohutnou kapotou typu NASA. Vrtule bez vrtulového kužele First production version, M-22 radial engine in a NACA cowling.
Zdroje:
Sources:
Yefim Gordon and Keith Dexter. Polikarpov's I-16 Fighter, Its Forerunners and Progeny, Red Star, Vol.3., Earl Shilton, Leicester, UK, Midland Publishing Ltd., 2002. ISBN 1-85780-131-8
Hans-Heiri Stapfer, Polikarpov Fighters in Action, Part 2, Aircraft in Action number 158., Carrollton, TX, Squadron/Signal Publications, Inc., 1996. ISBN 0-89747-355-8.
Michail Maslov, Istrebitěl I-16, Выпуск №2: М. Aрмада, 1997
L+K č. 73/1997, Polikarpov I-16 Tip 4, Václav Němeček
http://i16fighter.ru/mods/t4/t4.htm
http://www.airwar.ru/enc/fww2/i16.html
http://i16fighter.narod.ru/index_e.htm
lemairesoft.sytes.net
http://army.lv/ru/i-16/507/260
archiv autora

Polikarpov I-16 typ 4 -


Polikarpov I-16 typ 4 -


URL : https://www.valka.cz/Polikarpov-I-16-typ-4-t49583#460403 Version : 0

I-16 type 4 emergence of a legend[/heading]

N. N. Polikarpov in July 1931 freed from the ten-year-old dungeon, it happened thanks to the success of a fighter aircraft I-5. One interesting thing is that the judgment has not been abolished and still applied, but the important part was that N. N. Polikarpov I could go back to the CKB (Centralnoje konstruktorskoje bjuro) and there has been ranked as the leading 3. brigade. Here he had a disagreement with And. N. Tupolev, which stood in a bee CAGE (central district Aerogidrodinamičeskij institute) and the CAGE was the superior authority of the CKB. N. N. Polikarpov pointed to the unsuitability of the materials used (in particular, he criticized the use of Junkersova corrugated sheet metal for the construction of aircraft), further criticized the purchase of unsuitable engines from abroad, such a criticism from a subordinate Tupolev't want to hear. Fortunately, Tupolevovým representative soon became . In. Ilyushin which has recognised the merits of the criticism and in addition to Polikarpovova wasn't afraid to stand up for. The end of the year 1932 N. N. Polikarpov became chief of the fifth component of the brigade and its task was to design a modern fighter. His first project was a small jednoplošná fighter plane with retractable landing gear and completely covered the cockpit. This aircraft should theoretically achieve at least a speed of 400 km/h. In January 1933 there has been major changes in the management of development offices, CKB from the school became independent from the CAGE and headed osamostatněného CKB stood Polikarpovovův supporter With. In. Ilyushin. N. N. Polikarpov became the chief of the 2. the brigade, which was dedicated to fighters. Brigade, coincidentally, housed in factory no. 39, which was named after the commander of the secret police Vjačeslavu Rudolfoviči Menžinském, therefore, in the factory, where before the time Polikarpov was working as a convict on his successful aeroplane I-5.

N. N. Polikarpov here again, a very hard working and already in June 1933 he completed the project of a fighter aircraft CKB-12, in November 1933 was completed mock-up in 1 : 1 scale, the prototype has not yet been completed and already came the order to begin preparations for mass production. Air force new aircraft identified as the I-16. So far, it would seem that everything was in perfect order, but it wasn't. Polikarpov for his project demanded the purchase of american devítiválcového engine Wright SGR-1820-F3, groceries, unfortunately, failed to initially realize, and so the first prototype had to install a less powerful and then already outdated engine M-22 with the cover of the NACA.

The first takeoff was performed on 30. 12. 1933 well-known test pilot . P. Chkalov. Already during the first flights it was clear that he was born a very maneuverable aircraft (even at the cost of considerable instability), but his performance was due to the engine M-22 very weak. The soviet purchasing commission, however, tried to, and so for 18. 2. 1934 could take off the second prototype of the CBK-12bis, which was powered by a Wright R-1820 F-2. The performances were much better, the maximum speed increased to 346 km/h, it was about 40 km/h more than with the engine M-22 (both prototypes were tested with a fixed lyžovým gear).

In the summer they were finally available engines Wright SGR-1820 F-3 and in September it was with this engine, tested one of the I-16, the maximum speed was for its time a fantastic – 455 km/h at an altitude of 4 000 m. Finally, managed to also negotiate nákop licensing rights to manufacture these engines, and in permian race no 19 to swiftly prepare for their production. Meanwhile, the end of the year launched the production of I-16 at factory no. 39, however, subsequently came to regulation, to the production of I-16 took over the recently built plant no. 21 in the Gorky (now a Nizhny Novgorod). Production was started at the end of 1934. The first series of "sixteens" were still driven by the old engines of the M-22. In 1935, managed to secure the purchase of several dozen american engines, which were immediately assembled into the manufactured aircraft, soon also began arriving engines produced under license with the designation Švecov M-25.

Also interesting is the fact that there was no I-16 type 1 or type 2 and even type 3, for the I-16 came up as the first designation I-16 type 4. This was due to the fact that in the plant no 21 (Gorky) was the I-16 the fourth produced the dart – i.e. the type 4. The designation caught on and became the I-16 type 4 the first mass-produced version.

Soviet pilots accepted the new aircraft with contradictory feelings, it very depends on the previous experience of the pilot, a new fighter due to his instability was skillful, but on the other hand, her pilot had constantly to correct, the aircraft was very sensitive to the management. In 1935 appeared the first trainer with dual control, marked was UTI-2, it was a modification of type 4, with engines M-22. This aircraft was later modified in large quantity and to allow the less experienced pilots safer the transition to the fighter planes I-16. One more thing worth mentioning – a closed cab. The closed cabin of pilots at the time completely rejected, the cabin is am pushing forward and in this position her pilots simply blocked for the entire duration of the flight. A certain weakness was little effective armament of two machine guns PV-1, it was the armament, corresponding rather 1. world war, in 1937 came the next version of the I-16 type 6 which this weakness at least partially eliminated.


sources:
Hans-Heiri Stapfer, Polikarpov Fighters in Action Part 2, Aircraft in Action number 158., Carrollton, TX, Squadron/Signal Publications, Inc., 1996. ISBN 0-89747-355-8.
Mikhail Maslov, Istrebitěl I-16, Выпуск №2: М. Apmaga, 1997
L+To no 73/1997, the Polikarpov I-16 Tip 4, Václav Němeček
http://www.airwar.ru/enc/fww2/i16.html
http://i16fighter.narod.ru/index_e.htm
author archive


Note for above engines:
Švecov M-22 performance 353 kW (480 hp)
Švecov M-25 performance 522,2 kW (710 k)
Wright R-1820 F-2 performance 514,5 kW (690 hp)
Wright SGR-1820 F-3 performance 533,1 kW (715 hp).

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Polikarpov I-16 Typ 4


About the development of the I-16 series more HERE
Polikarpov I-16 typ 4 -


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