Kalinin K-5

Калинин К-5
     
Název:
Name:
Kalinin K-5 Kalinin K-5
Originální název:
Original Name:
Калинин К-5
Kategorie:
Category:
dopravní letoun passenger aeroplane
Výrobce:
Producer:
DD.MM.1929-DD.MM.1934 Charkovský letecký závod Sovnarkomu Ukrajinské SSR, Charkov /
Období výroby:
Production Period:
DD.MM.1929-DD.MM.1934
Vyrobeno kusů:
Number of Produced:
260
První vzlet:
Maiden Flight:
18.10.1929
Osádka:
Crew:
2 + 8
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:
pevný fixed
Přistávací zařízení:
Landing Gear:
kola wheels
Technické údaje:
Technical Data:
 
Hmotnost prázdného letounu:
Empty Weight:
23621) kg 52071) lb
Vzletová hmotnost:
Take-off Weight:
? kg ? lb
Maximální vzletová hmotnost:
Maximum Take-off Weight:
37502) kg 82672) lb
Rozpětí:
Wingspan:
20,50 m 67 ft 3 ⅛ in
Délka:
Length:
15,873) m 52 ft ¾ in 3)
Výška:
Height:
4,90 m 16 ft ⅞ in
Plocha křídla:
Wing Area:
66,00 m2 710.42 ft2
Plošné zatížení:
Wing Loading:
? kg/m2 ? lb/ft2
Pohon:
Propulsion:
 
Kategorie:
Category:
pístový piston
Počet motorů:
Number of Engines:
1
Typ:
Type:
M-15 o výkonu 331 kW/450 k, později
M-22 o výkonu 353 kW/480 k nebo
M-17F o výkonu 368 kW/500 k
dvoulistá dřevěná vrtule
M-15, power 444 hp, later
M-22, power 473 hp, or
M-17F, power 494 hp
two-bladed wooden propeller
Objem palivových nádrží:
Fuel Tank Capacity:
? ?
Výkony:
Performance:
 
Maximální rychlost:
Maximum Speed:
1874) km/h v 0 m 1164) mph in 0 ft
Cestovní rychlost:
Cruise Speed:
157 km/h v ? m 98 mph in ? ft
Rychlost stoupání:
Climb Rate:
? m/s ? ft/min
Čas výstupu na výšku:
Time to Climb to:
6,5 min do 1000 m 6,5 min to 3281 ft
Operační dostup:
Service Ceiling:
42705) m 140095) ft
Dolet:
Range:
? km ? mi
Maximální dolet:
Maximum Range:
9506) km 5906) mi
Výzbroj:
Armament:
- -
Uživatelské státy:
User States:


Poznámka:
Note:
Data platí pro stroje s motorem M-15; pro motor M-17F:
1) 2710 kg
2) 4000 kg
3) 15,80 m
4) 209 km/h
5) 5560 m
6) 1020 km
Data are for M-15 engined machines; for M-17F:
1) 5975 lb
2) 8818 lb
3) 51ft 10,04in
4) 129.9 mph
5) 18241 ft
6) 633.8 mi
Zdroje:
Sources:
Andersson, Lennart. Soviet Aircraft and Aviation 1917-1941. Putnam Aeronautical Books, London 1997. ISBN 0-85177-859-3.
Бюшгенс, Г. С. самолетостроение в СССР 1917-1945. ЦАГИ 1992.
http://ram-home.com/ram-old/k-5.html
URL : https://www.valka.cz/Kalinin-K-5-t13948#558705 Version : 0

Kalinin K-5


( Kalinin K-5)


In 1926, after the start of construction work on K-4, Kalinin proceeded to design a larger airliner - for 10-12 passengers. However, production problems did not allow him to devote himself fully to these design work. It was not until October of the following year that an assignment for a similar machine was handed over to the Ukrvozduchputi aircraft factory. The airliner was included in the five-year plan of the aviation research industry, along with the first Tupolev airliner ANT-9 () AN-9). The main designer of the design became I. G. Něman ( И. Г. Неман). In 1928, the drawings of the new aircraft, which received the K-5 index, were submitted to the Civil Aviation Council ( Совет Гражданской авиации) and approved by the UVVS Scientific and Technical Commission ([i: aaaaaч) На -Technical Commission of the UWV). The project was ready for the spring of 1929, and immediately afterwards the construction of two aircraft began. For them, a pair of engines was ordered Gnome Rhône Jupiter. But only one engine was purchased. The construction was therefore limited to a single prototype. It was completed by mid-autumn 1929. The first flight took place on October 18. The new plane was lifted into the air by pilot M. A. Sněgirev and on-board mechanic P. N. Vlasov ( М. А. Снегирёв, П. Н. Власов). Kalinin himself flew again as the third member of the crew. It happened at Kharkov airport Sokolniki ( Сокольники). The aircraft proved easy to operate, listened well to the steering. On May 30, 1930, K-5 was flown to Moscow, where he passed examinations before the State Commission. The State Commission stated that the aircraft fully complies with the submitted requirements. But the engine was unreliable - too often there were serious failures, such as frequent damage to the crankshaft and connecting rod, spark plug failures and the constant need to change them. That's why Kalinin built a second test aircraft with a new engine - Pratt & Whitney Hornet. The machine was not completed until the spring of 1930, when the necessary engine was finally obtained. In the period May - June 1930, this machine took part in a flight over important cities in Ukraine.


After the end of the tests, serial production and test operation of K-5 on the line Moskva - Kharkiv ( Москва - Харьков). Potom Kharkov - Baku ( Харьков - Баку). At the same time, the aircraft began operating the route Kharkov - Mineral Waters ( коварьков - Минеральные Воды). The pilots were quite satisfied with the machines.


The engine M-15 was mounted in the first hundred or so serial specimens. Its service life was only a few tens of hours, which was completely unacceptable for a transport aircraft. In addition, the engine was unreliable. There were frequent failures during the flight, many flights had to be interrupted by an emergency landing in open terrain to miss the engine. A number of comments also concerned the construction of the aircraft. For this reason, the Civil Aviation Inspectorate ( инспекция гражданской авиации) even approved the decision to suspend the acceptance of [K] K-5 machines. It was necessary to make adjustments. This lasted until May 1932, when the acceptable properties of the machine were finally achieved. Production and acceptance were resumed. By November 1932, several dozen K-5 were produced with the M-15 engine. Proof of the successful modifications and reliability of the machine was the flight from the 25th century.June 1933 over the Great Caucasus Ridge ( Большой Кавказский хребет) - the first in its history. Flight from Tbilisi to Pjatigorsku ( Тбилиси - Пятигорск) performed one of the airplanes of the Transcaucasian Directorate of the GVF ( of the Transcaucasian Governance of the GVF). The route ran at 4500 meters. The total flight time was 2 hours 30 minutes. (Then the machine was to fly to Moscow, but the flight was postponed for damage - tearing off a piece of fuselage cover).


On February 14, 1932, a modification with an engine took off for the first time M-22 (= motor license Bristol Jupiter VI, produced by the State Aviation Plant No. 29 in Zaporizhia - Государственный авиационный завод № 29, Запорожье). This version is characterized by a reinforced fuselage, wing, tail spur and shortened engine bed. The cabin was upholstered with a soft sound-absorbing cover. Inside, comfortable adjustable seats were installed, a total of 8, 4 on each side with an aisle in the middle. The passenger cabin and cockpit were even equipped with a heating system. The first machine of this version exceeded the permissible weight, yet the main features of the customer's requirements (ie Aeroflot - Aeroflot) complied, so it was accepted. So in 1933 the version of K-5 M-22 comes into regular operation. These aircraft were manufactured at the Kharkov plant after the end of production of the K-5 with the M-15 engine. The flight performance of the version with the M-22 was slightly lower than the version with the M-15. The cause was the worsened flow around the cylinder heads of the engine, which was not covered by anything. It was originally supposed to be hooded with a ring of type Townend, but these were not delivered. In addition, the engine M-22 is produced in insufficient quantity. Therefore, it was decided to redesign the machine for the engine M-17F ( М17ф = the engine was manufactured in the plant GAZ No. 26 in Rybinsk - Рыбинский ГАЗ№26 - on a license basis BMW-VI). Variant K-5 M-17F was created in 1934. With the new engine, the speed increased by 16 km/h. However, even this version was not born without problems. A disaster occurred during the rehearsals. The front of the wing's ribs broke in the air. Due to the increase in speed and higher weight of the machine, the front part of the wing ribs proved to be insufficiently strong. It was necessary to complete several dozen machines. However, the modification led to weight gain, which resulted in a reduction in payload. However, the modification was voted to mass production. The engine M-17F was then reassembled in plants No. 89 and No. 81 in previous production aircraft. Attempts have been made to increase the payload, but without success. The new modifications either reduced the range or reduced the number of passengers. However, Aeroflot still considered the K-5 to be one of the best airliners in its class. In May 1935, K-5, equipped with the engine M-17F first set off on the track Kharkiv-Moscow[/b ] ( Харьков - Москва). May 5, 1937 began flying from Moscow to Leningrad ( Москва - Ленинград) the track was opened by the pilot . Mureev ( pilot A. Муреев), the flight lasted 3 hours 35 minutes).The aircraft is also used on other main routes - from Moscow to Sverdlovsk, Tashkent, Arkhangelsk[/b ] and other big cities ( Москва, Свердловск, Ташкент, Архангельск). The aircraft worked in virtually all territorial directorates GVF ( Гражданский воздушный флот - ГВФ = Civil Aviation Department). Until 1940, these machines appeared to be the main airliner of Aeroflot on internal routes.


Compared to previous Kalinin aircraft, the K-5 was more comfortable. The passenger compartment was heated. Passengers had soft comfortable seats, toilet, dressing room, ventilation, local lighting, luggage space. The designers also remembered the comfort of the crew. The aircraft was easy to pilot, had good stability, perfect takeoff characteristics. The engine was started from an air-compressed cabin. One of the main advantages was the removal of great pain K-4 - the new cockpit canopy offered an excellent view from the cockpit - a rare phenomenon in the transport aircraft of this time. The K-5 was popular with both pilots and operating personnel. An example of the reliability and durability of the metal structure of the machine can be an incident when in one of the flights over Kursk, the engine broke away from the engine frame. Ale pilot V. N. Volkov ( В.Н. Волков) did not lose his head. He managed to control and put the plane in the field. Later, the machine was repaired and continued to fly on regular routes.


The K-5 more than any other Soviet airliner met the customer's operational requirements. It was simpler in production and operation and cheaper than its domestic competitor - Tupolev's ANT-9 ( ANT-9). Not for nothing The K-5 is one of the most widely represented domestic transport aircraft. During the period 1930-1934, 260 specimens were built. And it was he who first managed to push foreign planes from domestic routes (especially types Junkers F-13 and Dornier Komet). Thanks to the mixed design, the K-5 was cheap to manufacture. However, this advantage is - similar to K-4 - proved to be a disadvantage. The influence of the climate on the wooden parts was the reason for frequent damage and low resistance of a number of assembly units. To this can be added the low quality of serial machines. Nevertheless, the K-5 in civil service flew until 1940.


In addition to the civilian transport version, medical and topographic versions were also produced. In the military transport variant, the aircraft were used VVS RKKA ( ВВС РККА), border and internal troops NKVD ( НКВД). In the service of the army then K-5 lasted until 1943.


Construction.
Single-engine strut upper-wing monoplane of mixed construction with classic tail surfaces.


Hull - skeleton of rectangular cross-section, welded from steel tubes. The fuselage cover in the front part (including the space for the passenger cabin) smooth with duralumin sheet, the rear part - cloth with wire tensioning cables. Front engine section with universal motor bed (for different types of engines). Then the crew cabin covered. Behind it is a passenger cabin with eight upholstered seats - four armchairs along the edge, a passage between them. The first pair of seats were turned with their backs to the direction of flight - the backrests abutting the bulkhead between the cockpit and the passengers. There was a toilet behind the cabin.


Wing - elliptical forms, double girder. Center plane frame welded from steel tubes, beam - wooden, with wire tensioning. Canvas cover.Wing struts - two on each side of the fuselage) - steel tubes with plywood aerodynamic cover.


Motor - a number of motors are installed on different variants:
- Bessonov M-15 ([i Бессонов М-15) - 450 k.s./ 330 kw, air-cooled nine-cylinder star.
(The first powerful star engine of domestic construction. The creators - AP Ostrovský, NP Kurbatov under the leadership of AA Bessonova ( А. П Островкий, Н. П. Курбатов П. И. Баранов).
Production - Moscow Aircraft Engine Plant No. 24 by Frunze M. V.)
- GAZ No. 29 - M-22 ( ГАЗ № 29 им. М-22) - 480 pcs/350 kw, star nine-cylinder air cooled;
- GAZ No. 26 M-17F ( ГАЗ № 26 М-17ф) - 500-730 pcs/365-535 kw, 12 V-cylinder, water cooling.


Propellers - double-bladed for all versions


Tail surfaces
- vertical - simple, with rudder.
- horizontal - elliptical shape with elevator rudder, with variable in flight setting angle (± 5 °). Supported to the fuselage by 2 struts on each side of the fuselage. The frame of the tail surfaces is wooden with a canvas cover.


Chassis - bow with end spur. Legs of pyramid construction from steel tubes. On each leg, individually wheels on chromomolybdenum half-axles with simple wire wheels measuring 1100 x 250 mm. Rubber harness damping.


Steering - double, rope, foot pedals.


Instruments - speedometer, altimeter, landing speed indicator, tachometer, oil pressure gauge, gas tank pressure gauge, oil thermometer - 2 pcs.


Sources:
http://www.t pruh.ru/memo/30/snegirev.htm
http://www.airwar.ru/other/draw/k5.html
http://www.airwar.ru/enc/cw1/k5.html
www.eroplan.boom.ru
http://focus.in.ua/article/history/10848.html
ru.wikipedia.org
vivovoco.rsl.ru

Kalinin K-5 - pramen uveden v textu

pramen uveden v textu
Kalinin K-5 - Pramen:
http://focus.in.ua/article/history/10848.html

Pramen:
http://focus.in.ua/article/history/10848.html

Kalinin K-5 - Pramen uveden v textu

Pramen uveden v textu
Kalinin K-5 - Pramen uveden v textu

Pramen uveden v textu
Kalinin K-5 - Pramen uveden v textu

Pramen uveden v textu
Kalinin K-5 - Pramen uveden v textu

Pramen uveden v textu
Kalinin K-5 - Pramen uveden v textu

Pramen uveden v textu
URL : https://www.valka.cz/Kalinin-K-5-t13948#244133 Version : 0
For a better idea of how many color side views. according to http://www.airwar.ru/other/draw/k5.html

Note - The K-5M17f version, ie one of the most common forms of the machine, is three-dimensionally in the previous post.
Kalinin K-5 - Pramen uveden v textu

Pramen uveden v textu
Kalinin K-5 - pramen uveden v textu

pramen uveden v textu
Kalinin K-5 - Pramen uveden v textu

Pramen uveden v textu
Kalinin K-5 - pramen uveden v textu

pramen uveden v textu
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This post has not been translated to English yet. Please use the TRANSLATE button above to see machine translation of this post.

Na závěr výkres s podrobnostmi konstrukce, jak jej nabízí server Ugolok něba, tedy http://www.airwar.ru/other/draw/k5.html


Toto je zmenšená verze, na výše uvedené adrese je originál podstatně větší v tisknutelné téměř "plakátové" velikosti.
Kalinin K-5 - Pohled na nejstarší podobu strojů, tedy verzi s motorem M-15
pramen:
http://www.airwar.ru/image/idop/cw1/k5/k5-2.gif

Pohled na nejstarší podobu strojů, tedy verzi s motorem M-15
pramen:
http://www.airwar.ru/image/idop/cw1/k5/k5-2.gif

Kalinin K-5 - Pramen uveden v textu

Pramen uveden v textu
URL : https://www.valka.cz/Kalinin-K-5-t13948#244245 Version : 0
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