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Tupolev I-4

Tupolev ANT-5 - přehled verzí

the Tupolev I-4 (И-4)
In the second half of the 20. years fighter the air force VVS red army (ВВС РККА) was even more far-reaching effects dependent on the supply of aircraft from abroad. A considerable part of its fleet accounted for the Dutch Fokkery D.XI, Italian Ansaldo a-1 and English Martinsyde F.4 Buzzard. So is it possible to replace, in charge of the leadership of the VVS in the design teams of the country vyprojektováním a whole series of fighter aircraft of various types. In the autumn of 1925, for the first time appeared on the award of the all-metal fighter aircraft with air-cooled engine. This task was later corrected several times and finally was agreed NTL UVVS (НТК УВВС ) to 7. July in the year of 1927.

Enter přikazovalo the maximum speed of flight in the country - 260 km/h, in the amount of 5000 m - 250 km/h Fighter plane had to be able to walk for 12 minutes to a height of 5000 m. To the award have been placed very high demands on the manoeuvring ability: for example, for an eight should be carried out in 25-28 seconds. The project assumed, as with all soviet aircraft then, the two quickly interchangeable variants of the chassis - wheels and skis. The interesting thing is that in the latest version of the award was required at this time very powerful armament, consisting of four machine guns, and also the assembly of the radio station, which was not then common even on stíhačkách developed by western states. Innovation was also the following point: "...je account should be taken of the possibility of mounting snímatelného armor, protecting the pilot from the rear and from below".

To enter the draw a few standing engineering groups: the first arose Grigorovič I-2 (Григорович И-2), then Tupolevův I-4 and later Polikarpov I-3. 2 February 1926 year UVVS (УВВС) concluded with CAGI (ЦАГИ) agreement on the design and preparation of the prototype of fighters, entitled VVS I-4. AGOS CAGI (АГОС ЦАГИ), the future of OKB AND. N. Tupoleva (ОКБ А. Н. Туполева) seemed to be then the only team in the country, having experience with the production of celokovových aircraft. The design work on the fighter jet, which received « business » designation of the ANT-5, drove Paul Osipovič Sukhoi (Павел Осипович Сухой).According to the testimony of the officers OKB Dry, keeping the projection of the ANT-5 ensures the Putilov (Путилов), and Sukhoi drove the group proposing the engine mount and the introduction of the aircraft into series, and to the head of the brigade stood up from the year 1932 - ed red.)
For a new fighter was chosen, then the most widely-used scheme jedenapůlplošníku, but with a very big difference surfaces of the upper and lower wing - lower wing vzepětím smaller than the upper wing. Mezikřídelní struts were in fact not used - replaced the strut is V-shaped, extending from the center of the upper wing to the fuselage of the aircraft. So the upper wing was vzepřeno these struts. Also, the web height of the struts of the wings have been strengthened, the tensioning ropes, as well as for jednoplošníku - parazolu. Itself the wings had the unusual profile of the CAGI. The lower wing was cut in pieces and the top consisted of two halves, joining in the axis of the aircraft. The upper wing had three beams, the bottom then two. The whole power assembly of the aircraft was made of kolčugaluminia - soviet aluminum alloy, in essence, the composition and properties similar to duralumin, then imported from Germany. The skeleton of the fuselage of the fighter consisted of three beams, had three beams, seven frames and the system of internal struts. The whole plane was by a thin corrugated kolčugaluminiovým with sheet metal, but the coating of the hull nepřenášel load. The engine has been placed traditionally in the front of the machine. In the award of the first is only to indicate that it must be distinct engine air-cooled on the output of about 450 KS. Additionally then it was stated that it is desirable to use a French engine Gnôme-Rhône 9Ad on the performance of the 420 PCS. It was a license copy of the English engine, the Bristol Jupiter IV, then one of the best in Europe. When less engine power to flight characteristics of the new construction, of course, aggravate, but a French engine, it was possible to get at convenient times and at an affordable price. Finally, he was the first serial SNT-5, designated the air force as I-4, mounted soviet motor Welfare of M-22, which was a licensed copy of the French Gnôme-Rhône 9Ad. The ANT-5 installed Jupiter on the very genuine engine mount - formed is a truncated cone, snýtovaný of kolčugaluminiového of the sheet metal. The engine has been obscured by the hood, which leaves it up to stand out the cylinder head. Cover smoothly turned into a rounded cover dvoulisté wooden propeller. A fire partition in the hull of the aircraft was the petrol tank. Due to the revision and repair, it was possible to take them out through the hole on the right side. On the left side was placed in the oil cooler of the type Lamblin. For the tanks in the top to open the cabin, protected from the air flow small celuloidovým windscreen, sit in the pilot. Behind his head was a small headrest, improving the functioning of the wrap and also serves as a protection překocení machines.

Tail fighters were also all-metal, even the cover of the elevators was kolčugaluminiový. Chassis - two-wheel articulated with the axis of the undivided and the rubber leaf shock absorber. A web height of the chassis have been created from a steel mill. Steel was also swivel spur under the tail part of the fuselage. The fighter is planned to install two synchronized machine guns Vickers model 1924 (caliber 7,62 mm) - amendments to the award, which was required in the assembly of the four guns CAGI managed to resist relying on too late in the request. By way CAGI vykroutil and from the requirement to snímatelnou additional armor protection.
The Existence of the mock-ups of the ANT-5 is not documented. Either not at all made, or has not been submitted to the customer. But the construction of the prototype ANT-5, launched at the end of the r. 1926, was carried out under the permanent controls of the representatives of the UVVS, who every month required reporting of manufactured parts and nodes. The aircraft was built by a long time, his role here was played by the delays with the supply of kolčugaluminiového rolled material. Until August r. 1927 was the ANT-5 is sent to the továrenské tests. Those from the 10. August 25. September ensures a well-known pilot of the M. M. Gromov (М. М. Громов). Requirements of the assignment in all basic flight data failed to live, but the performances as well, came out higher than expected by experts from the CAGI, and in the case of some indicators based on even higher than calculated.
27. September was the ANT-5 handed over to the NII VVS. 17. November there took place an intensive flight test of this machine. On flew them And. F. Anisimov, M. M. Gromov, Even. F. Kozlov, And. B. Jumašev (А. Ф. Анисимов, М. М. Громов, И. Ф. Козлов, А. Б. Юмашев). In VVÚ getting somewhat higher indicators than in the CAGI, but still the pace for the country does not exceed 240 km/h, in the 5000 m climbed to a 14-minute, and service ceiling was around 7200 m. Also have not been adhered to by entering the prescribed indicators maneuverability: like it lasted 31-34 seconds, t. j. of about 6 seconds slower than the sound award. In VVÚ uncovered and the lack of stability of the flight - fighter constantly pulls to the right. Experts CAGI to deal with this defect, to expand the fin surface and the rudder, and also change their shape. In addition, redesigned wings and amplify the shock absorber of the spurs. Trials have zakončovali on the snow. Because even more special skis for the I-4 have not yet been prepared, in NII for them to adapt to the skis from I-2 (И-2).

I-4 (ANT-5) finally, his performances convinced the experts NII, that it went quite kind of decision, though with a significant proviso: "...with the new tail may be recommended only when the condition error concealment". And errors have been detected in abundance - a total of 34 points list. Among them were also very substantial. For example, the removable bottom of the wing it does not allow odstykovat without dismantling the chassis. The unfortunate acknowledged the connection of the halves of the upper wing. The exhaust gases of the st lawrence into the intake manifold of the carburetor. Bonnet and the aerodynamic casing of the propeller showed the lack of a fixed (last ruptured during the tests). In addition, the constructor used three different ways to consolidate the various parts of the casing of the engine. Insufficiently solid turned out to be the engine mount and the fairing disk track Set of instruments did not agree with the types approved by the UVVS, because in the CAGI used the ones that were available, or the ones that fit into the contour dimension.

To the aircraft, it was possible to put only one type of transceiver - import Marconi AD5 (under the seat). Domestic VO3I and VO3J (BO3I, ВОЗИ) is there to fit. A number of comments came also from the pilots, who demanded to increase the cutout of the upper wing, to change the structures between the seat and the head restraint, do the footrest with the edge of the shoe from the mud.

At that time in CAGI were about second copy of the prototype I-4 - "terku-tenorist". he planned to build a stronger engine Gnôme-Rhône 9Aq about 480 PIECES (the analog of the English Jupiter VI). This engine is projected to produce in the USSR in the license (the license agreement was decided in march of 1928). New Gnôme-Rhône was a bit longer than the older type (about 40 mm). He was placed in a new, reduced engine cover, with the individual aerodynamic covers the rollers. In the construction of the "analogue" of learning from the shortcomings of the first machines. The bottom wing has become divided with a small centroplánem, has changed to attach the upper wing, přetvarovali the fuselage of the aircraft, increased the pilot's seat and přeskupili the components of the equipment. In doing so make room for the radio station VO3III (BO3III ) in the front part of the canopy. Later intended there to place a new KV-radio station KIR (КИР), resulting from developing the type of VO3I. Owners cover the propeller was modified so as to be removable.

5. of November in the year 1927 was a faithful wooden replica of a pyrimidine presented to the commission NTL UVVS (НТК УВВС), led And. In. Nadaškěvič (А. В. Надашкевич). The members of the commission expressed a number of concerns regarding the equipment and armament of the aircraft. Specifically, they nezalíbilo on the mockup předvedené the displacement of the machine guns forward, the expansion of the aircraft fuselage and deteriorated outlook. However CAGI promised to narrow the fuselage of the aircraft to the previous contour. The remaining comments were taken into account and 30. November NTL has approved the deployment of armament and equipment.

I-4 with the engine 9Aq looked definitely like a promising option than having 9Ad, this opinion is held even by the then chief of the UVVS Baranov (Баранов). But the fighter demanded VVS immediately, and NTK 17. November "...adopted the I-4 into the arms of the VVS red army ", and in December in the CAGI started the production of working drawings for the series with the engine bed 9Ad.

Serial production of the fighter was commissioned by the race no 22, the only one in the country able to produce all-metal aircraft (a former licensed and bundled race Junkers in Filách (г. Фили)). The first order I-4 envisaged the installation of 75 pieces. It was pointed out from the state budget of 2 million 815 thousand rubles. The first two machines came to 60 thousand rubles, and the remaining - to 35 thousands. It was very costly - instead of one of the domestic fighter aircraft as possible was abroad ( at the then rate of the ruble) to buy two. But in these costs command of the VVS was to free themselves from dependence on foreign aviation industry, and indeed, the price of all soviet aircraft at this time to outperform the price of the imported. By the way, in fact the serial I-4 based still dráže. Complete (the plane, the backup propellers, skis, equipment) stood in the r. 1930 36 089 rubles. The first mass-produced I-4 is scheduled to be ready to 1. November 1928. From 15 January 1928 at the plant no 22 started from the CAGI follow the drawings. The race began to prepare the accessories and tools, to maintain the required materials. In July of the same year was completed with the construction of the "Dubleru" I - 4. That same month, passed a short driving test and 1. August was approved by the NII VVS. The first aircraft armament nepřezkušovala, as in the CAGI were incorrectly mounted machine guns. On the second machine guns installed plant no 25. It has taken you more than a month and up to 21. September, the aircraft was returned to the VVÚ. Have been launched long-standing tests. Some lightening of the airframe and the magnification power of the engine allow to tighten the performances of the I-4 almost to the level of the technical award: the maximum speed in the country has risen up to 257 km/h, service ceiling he came to a 7650 m. To the horizontal manoeuvrability requirements have been even exceeded - eight was implemented for for 24.5 with - mostly about 10 faster than the first copy. Already in the first take-off the pilot as Well. F. Kozlov (И. Ф. Козлов) noted that the machine is constantly passes into stoupavého flight - self-rising nose. Problems arose even with the resistance of the individual elements of the structure: 22. November take-off ended with a forced landing, which was pulled down part of the covering of the fuselage.
Praskalo the exhaust pipe, and noticed that oil pressure in the system, flowed oil cooler, burst the bolts. With the advent of winter is greatly aggravated by the running of the engine.

Therefore, the second I-4 returned TO the CAGI for the adjustment of the carburetor preheater. He returned to 19. February 1929 and 28. February has affected the accident and Even. F. Kozlov: torn off the cover of the propeller damaged the propeller, engine cowling and the left ski (to this date already for the I-4 existed own skis, made the race no 28). The plane was due to repairs brought into the development of the plant CAGI. There they found a very simple and efficient means for the match with the spontaneous rising of the bow - stabilizer turned "upside down", vypouklou side up. 14. march fighter once again began to fly, the tendency to lift the nose completely disappeared. During the tests in VVÚ on the plane have made even a number of small changes: redesigned the rain armrest of the pilot, delivered the new rukojěť management (about 50 mm shorter) and the standard handles to reload the machine guns, which intensifies the aerodynamic cover of the cylinder and the cover of the propeller. The tests have been completed up to 25. April 1929. The expression of the NII was very positive. Was elevated a good stability in all flight modes, quick and legible responses to the work of the elevators, easy to execute figures higher piloting, stable swoop years, good view, comfortable cabin. True, it is the slight vibration of the ends of the wings in some of the regimes of the work of the engine and opožďování at the exit of the corkscrew, but this did not affect the final decision: "...letadlo I-4 JuVI can be recommended on the arms of the VVS as a modern fighter jet".

In the AGOS CAGI already thought about the new modifications to the I-4, in the first instance to increase the power output of the power unit. There were installed on the aircraft engine Jupiter VII, with better high-rise characteristics or even more "výškovější" the new soviet engine M-15. And. The Tupolev even wanted to get in the France of the newly tested Gnôme-Rhône, giving up to 600 PCS.
"Terku-tenorist" I-4 only only comes to the tests in VVÚ VVS, when from the workshops of the plant no 22 edged out the first serial aircraft. The serial of the machine, in fact, should the bearing surfaces similar to the other test specimens, but with the engine 9Ad; only carburetor confused with a more perfect Triplex (on both experiments was the type of Klodel). All devices now have been the soviet production, in addition to hours. The first serial I-4 ex-works no 1513 tested in VVÚ VVS from 10. October 26. November 1929. Compared to dubleru is no 1513 proved to be more difficult about 44 kg. Race tried to seduce the growth of the weight on the color (the prototypes have nenatíraly), but the military acceptance of the commission quickly demonstrated the absurdity of this claim. The growth of the mass has led to a substantial deterioration of flight values, particularly affected was the rate of climb and service ceiling. The maximum speed for the countries involved 249,5 km/h, the practical ceiling - 7120 m. Part of the previously detected defects still remained neodstraněna. Taken too little durable aerodynamic covers on the wheels, mounting of wheels turned out to be light, flowed oil built.

However, in VVÚ stated: "aircraft I-4 of the first series of the ex-works no 22 can be approved into the arms of the VVS".
The new fighters were about to arm yourself primarily the air of the Belarusian military district and of the Caucasian army of the Red banner (авиачасти Белорусского военного округа и Краснознаменной Кавказской армии). To the middle of the r. 1929 according to the plan intends to concentrate in Belarus have 75 machines I-4. However, June had virtually the only available one serial plane. In fact, it is the personal aircraft of the chief of the VVS MVO, aces of the civil war, Even. U. Pavlova (И. У. Павлов). This I-4 was referred to as the machine, passing through the operational tests. "...the aircraft and the engine are reflected in the course of the month of the better websites", - wrote in the protocol of the tests. The objections were mainly connected with weapons - machine guns were new and their installation is insufficiently fixed.

A number of the notes Pavlov expressed to the deployment of the instruments and the institutions management. After the end of the six months of the operation of this machine was dismantled and re-examined. Specialists have uncovered a lot of under-the fixed elements of the structure, showing a varying degree of damage.
In parallel with this, were conducted in the VVÚ VVS operational tests "analogues". This aircraft was used also for demonstration to the listeners of the academy and the command of the components of the VVS. It was zacvičovali pilots 70. air brigade, which was to receive the new fighter as the first. However, the first trial of the ANT-5 came to Belarus, to 15. aviation brigade (Белоруссию, в 15-ю авиабригаду), where he also discusses the tests.

But the plans still conflict with the facts. In the years 1929 - 1933 should be purchased, in total, 180 of I-4. To the 20. September 1929, of the planned 77 aircraft plant, he added, only 32, from which the military acceptance of the commission could take only 2. Others had different manufacturing defects. The then president of the 1. (aircraft construction) section of the NTL UVVS WITH. In. Ilyushin (председатель 1-й (самолетостроительной) секции НТК УВВС С. В. Ильюшин ) suggested to implement the army test a smaller group of I-4 in one of the air compartments, and then according to their outcome only order a great series, but VVS has rushed to the newly acquired machine immediately went to the combat sections.

There also longed for to get as soon as possible new fighter. Senior VVS of the Caucasian army of the Red banner of Nikiforov agreed with the fact that they will receive the first series of I-4 with a partially neodstraněnými defects and incomplete (without pneumatic starters and oxygen equipment), declares that the remaining deficiencies "are easily removable for units". In the 70's. the aviation section of the KKA and arrived first serial I-4. In June, r. 1930 VVS red army had already 58 of I-4. Were dislokovány in Baku (70. LO KKA), Petěrhofu (46. LO VVS of the Baltic sea and Jevpatorii (29. air squadron VVS Black sea) (Баку (70-й ао ККА), Петергофе (46-й ао ВВС Балтийского моря и Евпатории (29-я авиаэскадрилья ВВС Черного моря).

It should be said that the adoption of new techniques was done without difficulty. Result both from structural defects, as well as from the low culture of production. Units complained about the unreliability of the fastener and the engine cover, the hair of the rivets, the deterioration of the aerodynamic covers rental - a substitute for the destroyed used the covers from the I-2 and R-1 (Р-1), low quality tires, dead course in management and much more. Many of the inconveniences caused equipment. The problem was that for the first series of I-4 were from the stores VVS sent to the old guns, removed during the removal of discarded Fokker. Between them from being put and corroded, and damaged or zaseklými components, which when the then level of interchangeability led to the continuous failures. Still continued reporting on the destruction of the covers of the propeller (to be amplified from 13. the serial of the machine). The other special problem manifested itself from the aircraft. The point is that all then used air paints and varnishes were designed for wood and linen construction. On kolčugaluminiu therefore very poorly kept. Aircraft painted with oil and nitrocelulózovými coating colors, plátovali kolčugaluminium, but all in all it helped only a little. Factory brigade periodically přemalovávaly aircraft for units or for přebarvení shipped to race. For example, in April r. 1931 had to be in a hurry přelakovat 59 I-4, so pretty much one-third of all produced!
One time the serious concerns raised the vibration of the body of the wings in the 1200 -1400 rpm of the engine. "1. section NTL notes that the problem of vibration (trembling) in the case of aircraft I-4 JuplV (И-4 ЮпlV ) is very serious and requires a thorough analysis of how the laboratory, as the flight". Through the careful selection and adjustment of the carburetor in the CAGI completely solved the vibration of the upper beam, but the displacement of the lower remained at the level of 15 mm. Definitively this issue solved in the VVÚ VVS until June 1930. The main reason of the oscillation of the mass-produced stíhačkách have proved to be too large tolerance in the diameter of the propeller and that was as good as its fairing. After the reduction of the tolerances of the vibration ceased.
In the course of the serial production, thanks to the experience from the operation, I-4 continuously improves. From 2. series (at the beginning of the r. 1930 to replace the copper piping duralovým, which somewhat reduce the weight of the machine. For a more thorough weight control UVVS přikázalo military admissions committee to weigh every fifth serial of the machine. It has brought its fruits - serially produced fighter has become a little lighter and, to do this adequately, somewhat increased its flight performance. In January also tried to use a carburetor Zenith. This modification, associated with the adaptation of the skeleton of the fuselage of the aircraft, was implemented in the CAGI in December 1929. This month on I-4 tried the installation of pneumatic starter Letomb-Lusar, and in February 1930, this structure led to the mass production (for the sake of accuracy, it is necessary to mention that the "on the knee" made pneumatic starter used on the aircraft as Well. U. Pavlov [И. У. Павлов] about half a year earlier). From 2. series installed the warming-up of the carburetor (from no. 1522), and in April továrenské the working group started with their installation into the aircraft 70. LO, that have been manufactured without heating up.
In march, r. 1930 the construction of the airframe somewhat strong: replacement of duralumin steel bolts. In may, almost double the increase aerodynamic covers spoke wheels - from 0.45 to to 0.8 mm. From April of France began to occur engines Gnôme-Rhône 9Aq on the performance of the 480 PIECES, which began to be fitted to the fighters. All the machines with the 9Aq should only carburetor Zenith.
In the first half of r. the 1930s he changed also the armament of the I-4. Even in October 1928 to plan activities Aviatrustu join processing of the two versions of the armament of machine guns with the connection nábojového of the belt from the right, or the one from the right and second from the left. Work somewhat complicates it, that version of the machine gun PV-1 (ПВ-1 ) with the inlet of the belt from the left does not yet exist. She was up at the end of December 1928. After having it in VVÚ VVS přezkušovali, dolaďovali, and the new machine gun (in the "mirror-symmetric" version) on I-4 discovered in December 1929. In January 1930 then the test aircraft flew to VVÚ VVS.
There the installation of the guns refused, but the race yet from June (10. series) began to mount the PV-1 on a mass produced machine. While the machine gun with the inlet of the belt from the left so far existed in one single standard specimens, while it moved from one of the fighter planes on the other. Moreover, the inlets of the belts then led up to each weapon individually. In November UVVS adopted an improved machine gun installation with two PV-1, which led to the recasting of a substantial number of aircraft in units.

All of the following series of I-4 differed only minor adjustments, like changing the brass caps petrol filters for aluminum from no 1579. From the 18. the series then began to commonly fitted two sights - optical OP-1 and kolimátorový KP-1 (оптический ОП-1 и коллиматорный КП-1). Before it was dismantled, only the first one or was KP-1 content in the box without mounting beam.

In the course of the r. 1930 was produced only 163 of I-4, so the plan again has not been met. The reasons were multiple. Especially the production constantly hindering the lack of components: not getting the screws were missing synchronizátory PUL-9 (ПУЛ-9), of sight. Second, the VVS is gradually losing on the I-4 interest, regarded him as a clearly lagging behind the fighters of the new generation of I-5 and I-7, but also to the older I-3 (И-5, И-7, И-3). I-4 will never become a mass-used type. To October 1931, when it was passed last 11. a fighter of this type (in total there were built, 177 mass produced and 2 prototypes), I-4 makes up around a quarter of the park fighters of the air force VVS red army, lagging far behind due to the number of I-3.

CAGI has struggled to find new areas of application of its own machinery, permute them in different ways. So, even in may 1929, the chief of the air forces of the Black sea Lavrov (начальник Воздушных сил Черного моря Лавров )offered to build the I-4 on floats and arm them to a large battleship, which would provide private coverage from the air. Float option was awarded to the CAGI, the float was even made in August 1931. But later NTL VVS admitted that the sailing properties of the float version would not allow the start of I-4 from the sea level, and so were the other work interrupted. At the same time it is for I -4 vypracováváno divided by the wing, greatly improving its take-off and landing quality.

This work has been partially used in a new variant of I-4, sometimes referred to as I-4bis (И-4бис). This was a monoplane-parasol without the bottom of the wing and with the new engine cover, the type of Townend. The wing should slots (for the first time in the USSR). I-4bis tested in NII VVS in September 1931. Tests have shown that the rate has increased slightly (about 10 km/h), rate of climb is practically unchanged, and the maneuverability deteriorated. Outside of this, in the new housing with the engine přehříval. The final finding of the commission was, "...we believe that the review, you may call unreasonable". More CAGI improvement of the type I-4 tackled.
I-4 still remains in service with the VVS, mainly in the air force fleet. And what's more, in the year 1932 by them was equipped with a single partition (71. LO) in the moscow military circuit (71-й ао) в Московском военном округе. Many future famous fighters began their career on this plane. For example, on I-4 in 119 eskadrile (119-я эскадриля )flew Ibrahim Dzusov (Ибрагим Дзусов).

I-4 has been used for a number of interesting experiments. In. With. Vachmistrov (В. С. Вахмистров ) used in the first variant of its "aircraft-Zvěna" (самолет-звено) - the two I-4 stood on the wings of TB-1, while the lower wing of the biplane was taken down due, which practically worked on their flight characteristics. In 1931, began work on equipment I-4 dynamoreaktivními (bezzákluzovými) cannons - its solid all-metal wing allowed to be mounted underneath the weapon large enough caliber. In April 1933 the members of the RVS of the USSR on the main airport showed I-4 with a cannon APK-3 (динамореактивная (безоткатная) пушка АПК-3). The impression was apparently so powerful that in may came out of the yield of the RVS on the equipment of one of the squadron until the end of the year with the improved guns APK -65 (АПК -65). But in the practical use of bezzákluzových weapons in a combat squadron of no. It is possible that here was the crash, which occurred on the polygonových tests 18. may, when the pilot T. Suzi (Т. Сузи) in the right děle APK-Z6bis (АПК-З6бис) burst out of the hub. The pilot project is managed with a damaged plane to land. And maybe just impressed by the thorough analysis of the shortcomings of the DRP - low rate of fire, small initial speed of the projectile. On I-4 were used as the first soviet reactive shots - they were discharged from the pipe line over the upper wing. In the years 1935-36 one machine flew with the experimental powdery starting with the accelerator structure RNII. Under each wing was carrying 3 missiles, each of which gave 450 kg of thrust for 2.5 s. the Standard length of the start has been about 20 s.

In 1935 I-4 has completely obsolete. Lightly it competed not only fighters, but also the bombers. Not even any fighting, if we do not count the one machine, which participated in the fighting against the basmačům (басмаче - protibolševičtí rebels) in Central Asia. The last aircraft of that type has been removed from 119. the squadron in Baku (119-ая эскадриля, г. Баку) in the context of obtaining the I-16. Obsolete fighter jets have been committed by the command of the flight schools, or dismantled for spare parts. The schools handed over more than three dozens of machines out there that serve around two years, before they were crowded out by the machine of the I-5, which have become the basic cvičnými fighters of the period of the thirties.

Already after the official decommissioning of the arms of the I-4 short once again emerged in the VVS of the Baltic fleet (ВВС Балтийского флота). They were removed from storage and used for the equipment of three new eskader. In December 1935 was formed 4. The OIE (оиэ = опытно истребительная эскадриля) in Peterhofu (Петергоф), in February of the following year, then to 3. and 8. OIE ibid. But the I-4 in them served until the arrival of the new I-16 in the summer of 1936, just as the school. It was the last case of the application of these obsolete aircraft in combat units.

I-4 could boast of neither high performance nor the glorious fighting career. However, remained in the memory as the ancestor of all future celokovových fighters in the USSR. The plane was in service in the period from 1928 to r. 1933. The total was built 369 machines + 2 prototypes.

produced version:
I-4 - single fighter plane
I-4bis - the version of the monoplane (1 prototype)
I-4P - seaplane (1 prototype)



TTD
prototypes:
ANT-5 (year 1927)
Crew - 1
Engine - 1 x Gnôme-Rhône Jupiter VI 1 420 to. s.
Length - 7,28 m
Height - 2,82 m
Margin - 11,42 m
Bearing surface - 23,8 m2
Weight (empty) - 921 kg
The weight (take-off) - 1 343 kg
The area load - 56,5 kg/m2
The speed of the maximum (for the country) - 246 km/h
Speed maximum (h = 3 km) - 250 km/h
The length of the startup - 70 m / 6 with
The length of the landing - 140 m / 17 s
Endurance flight - 2 h 18 min
The period of the output to 5 km - 11,4 min
Avail - 8 200 m
Armament - 2 machine guns 7,62 mm

I-4 "terku-tenorist" (year 1928)
Crew - 1
Engine - 1 x Gnôme-Rhône Jupiter VI on the performance of the 525 to. s.
Length - 7,28 m
Height - 2,82 m
Margin - 11,42 m
Bearing surface - 23,8 m2
Weight (empty) - 941 kg
The weight (take-off) - 1 363 kg
The area load - 57,3 kg/m2
The speed of the maximum (for the country) - 257 km/h
Speed maximum (h = 3 km) - 250 km/h
The length of the startup - 70 m / 6 with
The length of the landing - 140 m 17 s
Range - 840 km
Endurance flight - 2 h 18 min
Avail - 7 650 m
The period of the output to 5 km - 11 min
Armament - 2 machine guns 7,62 mm

pre-I-4 (year 1928)
Crew - 1
Engine - 1 x Welfare of M-22 on the performance of the 480. s.
Length - 7,28 m
Height - 2,82 m
Margin - 11,42 m
Bearing surface - 23,8 m2
Weight (empty) - 974 kg
The weight (take-off) - 1 426 kg
The area load - 60 kg/m2
The speed of the maximum (for the country) - 247 km/h
Speed maximum (h = 3 km) - 250 km/h
The length of the boot - 8 with
The length of the landing - 19 with
Range - 840 km
Endurance flight - 2 h 18 min
Avail - 7 650 m
The period of the output to a 1 km - 1,8 min
The period of the output to 2 km - 4,1 min
The duration of the output to the 3 km - 6,7 min
The period of the output to 5 km - 12,4 min
Armament - 2 machine guns 7,62 mm

I-4 (year 1928)
Crew - 1
Engine - 1 x Welfare of M-22 on the performance of the 480. s.
Length - 7,28 m
Height - 2,82 m
Margin - 11,42 m
Bearing surface - 23,8 m2
Weight (empty) - 978 kg
The weight (take-off) - 1 430 kg
The area load - 60 kg/m2
The speed of the maximum (for the country) - 220 km/h
Speed maximum (h = 3 km) - 231 km/h
The length of the boot - 90 m 7 s
The length of the landing - 210 m 19 with
Range - 840 km
Endurance flight - 2 h 18 min
Avail - 7 000 m
The period of the output to 5 km - 14,3 min
Armament - 2 machine guns 7,62 mm

I-4 "terku-tenorist" (year 1928)
Crew - 1
Engine - 1 x Welfare of M-22 on the performance of the 480. s.
Length - 7,28 m
Height - 2,82 m
Margin - 11,42 m
Bearing surface - 23,8 m2
Weight (empty) - 978 kg
The weight (take-off) - 1 430 kg
The area load - 60 kg/m2
The speed of the maximum (for the country) - 257 km/h
Speed maximum (h = 3 km) - 250 km/h
The length of the startup - 70 m / 6 with
The length of the landing - 140 m 17 s
Range - 840 km
Endurance flight - 2 h 18 min
Avail - 7 650 m
The period of the output to 5 km - 11 min
Armament - 2 machine guns 7,62 mm

I-4 'Zveno' (year 1930)- parasitic fighter project Zvěno
Crew - 1
Engine - 1 x 420/525hp Gnôme-Rhône Jupiter-VI
Length - 7,28 m
Height - 2,82 m
Margin - 11,42 m
The supporting area of 19.8 m2
Weight (empty) - 940 kg
The weight (take-off) - 1 362 kg
Empty weight - 69 kg/m2
The speed of the maximum (for the country) - 253 km/h
Speed maximum (h = 3 km) - 245 km/h
Range - 686 km
Endurance flight - 2 h 18 min
Avail - 7 650 m
The period of the output to 5 km - 10,9 min
Armament - 2 machine guns 7,62 mm + 4 x small bombs

I-4bis (year 1931)
Crew - 1
Engine - 1 x Welfare of M-22 on the performance of the 480. s.
Length - 7,28 m
Height - 2,82 m
Margin - 11,42 m
The supporting area of 19.8 m2
Weight (empty) - 973 kg
The weight (take-off) - 1 385 kg
Empty weight - 70 kg/m2
The speed of the maximum (for the country) - 268 km/h
Range - 686 km
Endurance flight - 2 h 18 min
Avail - 7 000 m
The period of the output to a 1 km - 14 min
Armament - 2 machine guns 7,62 mm

All versions bear the same supply of 236 kg of fuel + 25 kg oil
sources:
www.tupolev.ru
https://rus.air.ru/airplanes/I-4.htm
https://www.biograph.ru/goldfund/okb_suhogo.htm
https://www.cofe.ru/avia/T/T-24.htm
https://www.ctrl-c.liu.se/misc/ram/i-4bis.html
https://www.ctrl-c.liu.se/misc/ram/i-4.html
https://www.aviastar.org/air/russia/ant-5.php
https://en.wikipedia.org/wiki/Tupolev_I-4
Duffy, Paul & Kandalov, Andrei: Tupolev-the Man and his aircraft.
URL : https://www.valka.cz/Tupolev-I-4-t9022#254158Version : 0
A few more drawings. The source is mentioned in the previous post.
Tupolev I-4 - pramen v předchozím příspěvku

pramen v předchozím příspěvku
Tupolev I-4 - pramen v předchozím příspěvku

pramen v předchozím příspěvku
Tupolev I-4 - pramen v předchozím příspěvku

pramen v předchozím příspěvku
URL : https://www.valka.cz/Tupolev-I-4-t9022#254159Version : 0