Polikarpov I-190

Поликарпов И-190

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Název: Name:	Polikarpov I-190	Polikarpov I-190
Originální název: Original Name:	Поликарпов И-190
Kategorie: Category:	stíhací letoun	fighter aeroplane
Výrobce: Producer:	DD.MM.1939-DD.MM.1939 Moskevský letecký závod č. 1 Aviachimu, Moskva /
Období výroby: Production Period:	DD.MM.1939-25.05.1939
Vyrobeno kusů: Number of Produced:	1
První vzlet: Maiden Flight:	30.12.1939
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:	dvouplošník	biplane
Uspořádání letounu: Aircraft Concept:	klasické	conventional
Podvozek: Undercarriage:	zatahovací	retractable
Přistávací zařízení: Landing Gear:	kola/lyže	wheels/ski
Technické údaje: Technical Data:
Hmotnost prázdného letounu: Empty Weight:	1761 kg	3882 lb
Vzletová hmotnost: Take-off Weight:	2112 kg	4656 lb
Maximální vzletová hmotnost: Maximum Take-off Weight:	2321 kg	5117 lb
Rozpětí: Wingspan:	10,000 m	32ft 9,75in
Délka: Length:	6,700 m	21ft 11,75in
Výška: Height:	3,550 m	11ft 7,75in
Plocha křídla: Wing Area:	24,83 m²	267.27 ft²
Plošné zatížení: Wing Loading:	85,058 kg/m²	17.42 lb/ft²
Pohon: Propulsion:
Kategorie: Category:	pístový	piston
Počet motorů: Number of Engines:	1
Typ: Type:	Tumanskij M-88 vzduchem chlazený dvouhvězdicový čtrnáctiválec o vzletovém výkonu 735,5 kW (1 000 k) a nominální výkon 809 kW (1 100 k) v h= 4 800 m. Vrtule trojlistá a nastavitelným úhlem náběhu těchto typů: AV-2L-1 o průměru 2 750 mm, později AV-2L-2 o průměru 2 650 mm AV-2L-3 o průměru 2 650 mm	Tumansky M-88 fourteen-cylinder air-cooled two-row radial engine rated at 986 hp for take-off and nominal power 1,085 hp at 15,748 ft, driving a three-blade variable pitch propeller of Type: AV-2L-1 of 9ft diameter AV-2L-2 of 8ft 8.1/3in AV-2L-3 of 8ft 8.1/3in.
Objem palivových nádrží: Fuel Tank Capacity:	316 l	69.5 UK gallons (83.5 US gallons)
Výkony: Performance:
Maximální rychlost: Maximum Speed:	490 km/h v 7050 m	304.5 mph in 23130 ft
Cestovní rychlost: Cruise Speed:	400 km/h v 4580 m	248.5 mph in 15026 ft
Rychlost stoupání: Climb Rate:	14,116 m/s	2778.7 ft/min
Čas výstupu na výšku: Time to Climb to:	5,9 min do 5000 m	5,9 min to 16404 ft
Operační dostup: Service Ceiling:	12400 m	40682 ft
Dolet: Range:	450 km	279.6 mi
Maximální dolet: Maximum Range:	720 km	447.4 mi
Výzbroj: Armament:	4x pevný kulomet ŠKAS ráže 7,62 mm, s celkovou zásobou 2 600 nábojů. Pumový náklad: do 200 kg(2x FAB-100)	Four fixed forward-firing 0.3 inch ShKAS machine-guns, 2,600 rounds of ammunition total. Bomb load: Up to 441 lb bombs (two FAB-100).
Uživatelské státy: User States:
Poznámka: Note:	viz historie letounu	The I-190 was an experimental fighter prototype produced by the Soviet Polikarpov Design Bureau, which sought in the late 1930’s to enhance the performance of its I-153 biplane fighter. The I-153 was developed from the I-15, which had has already fought with in the Spanish Civil War. The I-153 itself saw combat in a Soviet-Japanese border clash at Halhin Gol in Mongolia in 1939. The I-190’s proponents at Polikarpov, encouraged by the brass in the Soviet VVS who believed biplanes would retain a role in the world’s air forces, sought to extend the I-153’s viability with improved performance in the face of a wave of new monoplane fighters introduced by the other major powers. Both the I-153 and the I-190 had a distinct look due to the inverted gull dihedral of the upper wing, a design aspect that was retained despite its unpopularity among pilots since it reduced their visibility. The I-190 had an enlarged double-row Tumansky M-88 radial engine of 1,100 horsepower, requiring a larger, longer, re-designed cowl. Despite these changes, the I-190 never went into production, as it never achieved the desired improved performance. This was due in part to the increased weight resulting from the longer fuselage, larger engine, and the replacement of the original fabric ailerons with plywood, all of which adversely affected the I-190’s power-to-weight ratio and overall performance. The Polikarpov I-190 was the last of Nikolai Polikarpov's biplane fighter designs to take to the air, but only the first prototype was completed and the project was abandoned early in 1941.
Zdroje: Sources:	Michail Maslov, И-180 / И-185, Russian, Moscow, Tekhnika-molodezhi, Vostochnyi gorizont, 2003. http://aviair.ru/i153/id/247 www.aviarmor.net http://avia-museum.narod.ru/russia/pol_i-190.html http://www.airwar.ru/enc/fww2/i190.html http://www.redov.ru/voennaja_istorija/.../p39.php school415.narod.ru www.historyofwar.org http://www.ctrl-c.liu.se/misc/ram/i-190.html

URL : https://www.valka.cz/Polikarpov-I-190-t142178#460265 Version : 0

Brief history:

In the Soviet union until the end of the thirties kept the antiquated idea of air combat – dvouplošné fighters with high dexterity will be on yourself a struggle to bind the enemy fighters and jednoplošné fighter jets with the more massive armament to destroy enemy bombers. Thought it was good, but, in Germany, he flew Bf-109, whose pilot could action avoid a fight and this would such a plan.
The russians, however, continue trying to increase the performance of their dvouplošníků I-152 and above all -153. N. N. Polikarpov given the task to increase the performance of dvouplošné fighters and since 1938, working on the improvement of the I-153. The new plane is designated as I-190, this was an experimental fighter aircraft and once again we have to remind that the I-153 had a basis in fighter aircraft I-15 and this aircraft fought in the Spanish civil war.

On the way to increase performance was to be a more powerful engine Tumanskij M-88, this engine with a maximum output of 1 100 horses, was kapotován longer and above all more aerodynamic hood that has created a with the torso more compact whole. Unlike the I-153 was the top wing is broken to the hull, it was a concession to designers because of the constant complaints of the pilots on the bad view.

The aircraft was completed at the end of may 1939, subsequently, the prototype was ofukován in a wind tunnel of TSAGI and the first take-off was made in December 1939. The results of the tests were rather disappointing, the performances nestouply enough to make it possible to declare that the I-153 as a new prototype in some way lagging behind. What caused such a difference between the performance expected and the performance real? The answer is simple, it was the increasing weight and the designers retreated from the requirement for the installation of two velkorážných UBS and two machine guns of rifle caliber. The prototype carried four machine guns ŠKAS. Advantage of machine guns ŠKAS were just a very small amount.

Test aircraft were quite often accompanied by minor accidents, the last major accident happened in February 1941, and it meant the end of all the work on this aircraft. Originally, it was envisaged even with the construction of the other two prototypes, both should be powered by engines turbocharged turbo compressors, a second prototype had to have the engine M-88 with one compressor TK-1 and the third specimen I-190 should have these turbocompressors two, on each side of the one.

sources:
Mikhail Maslov, И-180 / И-185, Rossia, Moscow, Technique-molodeži, Vostočnyj gorizont, 2003.
http://aviair.ru/i153/id/247
www.aviarmor.net
http://www.airwar.ru/enc/fww2/i190.html
school415.narod.ru
author archive.

URL : https://www.valka.cz/Polikarpov-I-190-t142178#460320 Version : 0

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Number of Produced:

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Maiden Flight:

Osádka:
Crew:

Základní charakteristika:
Basic Characteristics:

Vzlet a přistání:
Take-off and Landing:

Uspořádání křídla:
Arrangement of Wing:

Uspořádání letounu:
Aircraft Concept:

Podvozek:
Undercarriage:

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Polikarpov I-190

51 - Letadlo / Airplane

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