Švecov M-11

Shvetsov M-11
Швецов M-11
     
Název:
Name:
Švecov M-11 Shvetsov M-11
Originální název:
Original Name:
Швецов M-11
Kategorie:
Category:
hvězdicový motor radial engine
Výrobce:
Producer:
OKB A. D. Švecova (ОКБ А.Д.Швецова), závod č. 4 a č. 9, Záporoží
Období výroby:
Production Period:
01.07.1925-DD.MM.1952
Vyrobeno kusů:
Number of Produced:
přibližne 120 000 motorů M-11 ve všech verzích
Prototyp vyroben:
Prototype Built:
DD.MM.1925
Použití:
Use:
Polikarpov U-2
Jakovlev UT-1
Jakovlev UT-2
Jakovlev Jak-6
Šavrov Š-2
Jakovlev AIR-6
Jakovlev Jak-18
Nan-čchang CJ-5
Technické údaje:
Technical Data:
 
Počet válců:
Number of Cylinders:
5
Hmotnost:
Weight:
165 kg 364 lb
Celková délka:
Overall Length:
? mm ?
Celková šířka / Průměr:
Overall Width / Diameter:
? mm ?
Celková výška:
Overall Height:
- mm -
Vrtání:
Bore:
125 mm 4,92in
Zdvih:
Stroke:
140 mm 5,51in
Zdvihový objem:
Swept Volume: (l/cu in)
8,590 l 524.19 cu in
Palivo:
Fuel:
benzín gasoline
Příprava palivové směsi:
Carburation or Injection:
karburátor K-11 (Licenční Zenith) carburetor K-11 (License Zenith)
Kompresní poměr:
Compression Ratio:
5,0 : 1 5,0 : 1
Plnění válců:
Mixture Charging:
atmosferické atmospheric
Chlazení:
Cooling:
vzduchem Air-cooled
Výkony:
Performance:
 
Výkon:
Power:
73.5 kW při 1600 ot/min 98.6 bhp at 1600 rpm
Poznámka:
Note:
Vzletový výkon 81 kW/110 k při 1 650 ot/min.

Další verze:
M-11D, M-11G a M-11K o výkonu 85 kW
M-11F, M-11FM a M-11M o výkonu 107 kW
M-11FR o výkonu 119 kW
M-11FR-1 o výkonu 121 kW
M-11FN o výkonu 147 kW
Rated at 108.5 hp for take-off at 1650 rpm.

Other versions:
M-11G 115 hp
M-11D 115 hp
M-11K 115 hp
M-11E 150 hp
M-11F 145 hp
M-11FM 145 hp
M-11M 145 hp
M-11FR 160 hp
M-11FR-1 165 hp
M-11FN 200 hp
Zdroje:
Sources:
http://www.airalania.ru/model/2/26/index.shtml
http://www.airwar.ru/enc/engines/m11.html
http://engine.aviaport.ru/issues/56/page43.html
http://www.ctrl-c.liu.se/misc/ram/eng_m-11.html
pro-samolet.ru
archiv autora
URL : https://www.valka.cz/Svecov-M-11-t126962#429774 Version : 0
The history of the successful M-11 engine began in the first half of the 1920s. At that time, the basic engine of training aircraft in Russia was the M-2 engine with an output of 120 (horsepower). It was not a home construction, but a copy of the French engine brand Gnome-Rhone 9 Jb. However, these rotary engines were obsolete at the time, with low efficiency and low reliability. At the end of 1923, therefore, the Air Force Command placed a request for the development of a new aircraft engine with an output of 100 pieces.


At that time, however, there were not many design teams in the Soviet Union capable of fulfilling the assigned task. AVIATREST, short for the State Trust of the Aerospace Industry, established in January 1925 to organize the production of items for aviation and aeronautics, entrusted engine development to the NAMI Automotive Engine Research Institute ( & # 1053; & # 1072; & # 1091; & # 1095; & # 1085; & # 1099; & # 1081; & # 1072; & # 1074; & # 1090; & # 1086; & # 1084; & # 1086; & # 1090; & # 1086; & # 1088; & # 1085; & # 1099; & # 1081; & # 1080; & # 1085; & # 1089; & # 1090; & # 1080; & # 1090; & # 1091; & # 1090;). The development work did not have a designated chief designer; in general, the staff team was led by N.R. Brilling ( & # 1053;. & # 1056 ;. & # 1041; & # 1088; & # 1080; & # 1083; & # 1083; & # 1080; & # 1085; & # 1075;). Well-known experts such as A.A. also collaborated on the development of the engine, called the NAMI 100. Mikulin ( & # 1040 ;. & # 1040 ;. & # 1052; & # 1080; & # 1082; & # 1091; & # 1083; & # 1080; & # 1085;) and AD Caromsky ( & # 1040;. & # 1044 ;. & # 1063; & # 1072; & # 1088; & # 1086; & # 1084; & # 1089; & # 1082; & # 1080; & # 1081;). As the basis for the future design, the designers chose the classic scheme of a five-cylinder star engine. The project was completed on February 1, 1925, and because NAMI did not have its own workshops, it was necessary to find a plant that would produce prototypes. This was not possible until four months after production was agreed at the state aviation plant & # 8470; 9 (GAZ) in Zaporizhia. Work on the production of the prototype began on July 1, 1925.


In addition to NAMI, the team of the "Motor" design office, which belongs to the state aviation plant & # 8470; 4. On September 27, 1925, the plant received an official assignment from the Scientific Committee of the Air Force Office [[:] & # 1053; & # 1072; & # 1091; & # 1095; & # 1085; & # 1086; & # 1075 ; & # 1086; & # 1082; & # 1086; & # 1084; & # 1080; & # 1090; & # 1077; & # 1090; & # 1072; & # 1059; & # 1087; & # 1088; & # 1072; & # 1074; & # 1083; & # 1077; & # 1085; & # 1080; & # 1103; & # 1074; & # 1086; & # 1077; & # 1085; & # 1085; & # 1086 ; - & # 1074; & # 1086; & # 1079; & # 1076; & # 1091; & # 1096; & # 1085; & # 1099; & # 1093; & # 1089; & # 1080; & # 1083;) for the production of prototypes. As in NAMI, the supervisor was not officially appointed here. Several documents show that the informal leader of the research team was the Deputy Director for the Technical Section of N.A. Okromeško ( & # 1053;. & # 1040 ;. & # 1054; & # 1082; & # 1088; & # 1086; & # 1084; & # 1077; & # 1096; & # 1082; & # 1086;). But he, too, was officially subordinate to the plant's chief engineer, A.D. Švecov ( & # 1040;. & # 1044 ;. & # 1064; & # 1074; & # 1077; & # 1094; & # 1086; & # 1074;). The engine project was named M-100, but in some documents it is possible to meet the designation U-10. The design work took place simultaneously with the provision of serial production of M-4 and M-5 engines, overhauls of twelve other types of aircraft engines and work on the production of a prototype RAM engine (M-8). As with NAMI, the designers of the state aviation plant & # 8470; 4 finally arrived at the scheme of a five-cylinder star engine. In March 1925, just a month after competitors from NAMI, the engine project was completed. The Air Force Office has designated new designations for both engines - NAMI-100 was renamed the M-12 and M-100 to the M-11.


A great advantage of the N.A. Okromeška and A.D. Švecov, in contrast to the designers of NAMI, was that their research team belonged at that time to the largest aircraft engine plant in the Soviet Union. This enabled them not only to catch up with competitors' almost six months, but also to gain a lead in the prototype production phase, which took place in March 1925. Two months later, the first two M-11 prototypes were produced and the first bench tests were carried out on 4 November ( so-called stende), in which the measured power of 112 to 115 pieces.


The first prototype M-12, designed in NAMI, was not completed until March 1926, but due to the elimination of several design errors could be sent for testing to NAMI until May 17. Meanwhile, at the state aviation plant & # 8470; 4, the M-11 engine underwent official company tests, and in the months of April to March 1927 it also successfully passed the state tests at the Scientific Research Institute of the Air Force of the Red Army (NII VVS). The M-12 engine was also tested in the NII VVS, with a measured power of up to 124 units. However, the state tests could not be completed because, after eight hours of test running on the stand, a failure occurred in which the rear counterweight of the crankshaft broke and one of the cylinders struck. As a result of the strong impact, a crack formed in the cylinder and the tests had to be interrupted.


At that time, although it had not yet been officially decided which of the engines would be accepted into series production, design work was already underway on a new type of aircraft for the M-11 engine. It was a project of the future famous multipurpose aircraft Polikarpov Po-2, at that time marked U -2. N.N. Polikarpov counted on the M-11 engine as the main engine for the projected machine, the M-12 engine was taken only as an alternative solution. As early as the beginning of 1927, the U-2 made its first flights with the M-11 engine made in Moscow, but this one did not work reliably. It was therefore decided to produce several engines of both types for comparative tests, with the production of the state aviation plant & # 8470; 9 in Zaporozhye. Both AVIATREST and the Air Force Office preferred the M-12 engine, for which reason the production of 30 pieces of M-12 and only two pieces of M-11 was ordered. Later, due to the failure of the M-12 tests, the decision was changed and a total of ten M-11 engines were ordered. However, it was assumed that the plant & # 8470; 9 will mass-produce M-12 engines, so they focused more on it. They produced a large number of special equipment and tools for the production of this engine. On the other hand, they treated the M-11 engine in the plant as purely experimental, which paradoxically led to higher production quality and a low percentage of defective parts compared to the M-12.


During the comparative tests, the winner was the autsajder, the M-11 engine, whose construction proved to be more promising. The M-12 engine showed a number of failures, during the test on December 1, 1928, even on one of the specimens, the crankshaft was destroyed. However, it must be said that in the final design of the M-11 played a major role in the design changes proposed by the designers of Zaporozhye. Ultimately, this engine can be considered the result of the joint efforts of both design teams - Zaporozhye plant & # 8470; 9 and the design office "Motor".


The first serial M-11 engines began to be mounted on serial U-2 biplanes before December 1928. One of the first U-2s with this engine, manufactured at the Leningrad plant & # 8470; 23, was exhibited at the International Air Show in Berlin in October 1928. In December 1928, after 100 hours of testing in the NII VVS, the M-11 engine was accepted into the armament of the Air Force.


However, it cannot be said that the M-11 was without flaws. In terms of basic technical parameters, it was worse than its competitor M-12 and did not reach the level of engines of Western provenance. On the other hand, low-octane gasoline was sufficient for its operation, the engine was almost entirely made of domestic materials (with the exception of bearings, magnets and carburetors, which were imported from capitalist foreign countries). A significant advantage over the M-12, however, was its simpler production.


Former "Motor" design office, then under the & # 8470; 24, no longer had any effect on M-11 improvements. It is true that A.D. Švecov received a gold watch as a reward for participating in the design of this engine, but he never appropriated its authorship. After the introduction of the engine into series production, all work on its improvement was led by the designers of the Zaporozhye plant, renumbered to plant & # 8470; 29.


Production of the M-11 gradually gained momentum.In 1930 103 pieces were produced, in 1931 - 326 and in 1932 already 1757 pieces. By the first of October 1933, there were 1904 engines of this type in the armament of the Air Force, more were only engines M -17. Most of the engines were mounted on biplanes U-2, but also on amphibians Š-2 and a number of prototypes. The year 1932 can be described as a certain breakthrough in production, because more than the quantity, the manufacturers focused on improving the quality of the engine, extending the resource and service life.


The most common variant of the engine was the type M-11G ( & # 1052; -11 & # 1043;), which was improved M-11V. More than 15,000 pieces were produced, the resource was increased to 250 hours and later to 300 hours of air traffic.


In 1946, work was carried out to increase engine power, which resulted in an engine marked M-11FR. It was in series production from 1948 at the same time as the M-11K and M-11L engines, and their production was not completed until 1951-52.




sources:
http://engine.aviaport.ru/issues/56/page43.html
http://www.airwar.ru/enc/engines/m11.html
URL : https://www.valka.cz/Svecov-M-11-t126962#517651 Version : 0
Discussion post Fact post
Attachments

Join us

We believe that there are people with different interests and experiences who could contribute their knowledge and ideas. If you love military history and have experience in historical research, writing articles, editing text, moderating, creating images, graphics or videos, or simply have a desire to contribute to our unique system, you can join us and help us create content that will be interesting and beneficial to other readers.

Find out more