A massive WWII aircraft. Wings of Victory: the most famous Soviet aircraft. Aircraft produced under the leadership of Petlyakov

During the Great Patriotic War, the main striking force of the Soviet Union was combat aviation. Even taking into account the fact that in the first hours of the attack of the German invaders about 1000 Soviet aircraft were destroyed, our country still very soon managed to become a leader in the number of aircraft produced. Let's remember the five most the best aircraft, in which our pilots won a victory over Nazi Germany.

On top: MiG-3

At the beginning of hostilities, there were much more of these aircraft than other combat air vehicles. But many pilots at that time had not yet mastered the MiG, and training took some time.

Soon, the overwhelming percentage of testers learned to fly the aircraft, which helped eliminate the problems that had arisen. At the same time, the MiG was in many ways inferior to other combat fighters, of which there were a lot at the beginning of the war. Although some aircraft were superior in speed at an altitude of more than 5 thousand meters.

The MiG-3 is considered a high-altitude aircraft, the main qualities of which are manifested at an altitude of more than 4.5 thousand meters. It has proven itself well as a night fighter in the air defense system with a ceiling of up to 12 thousand meters and high speed. Therefore, the MiG-3 was used until 1945, including for guarding the capital.

On July 22, 1941, the very first battle took place over Moscow, where pilot Mark Gallay destroyed an enemy plane in a MiG-3. The legendary Alexander Pokryshkin also flew the MiG.

“King” of modifications: Yak-9

Throughout the 1930s of the 20th century design department Alexander Yakovlev mainly manufactured sports aircraft. In the 40s, the Yak-1 fighter was put into mass production, which had excellent flight qualities. When World War II began, the Yak-1 successfully fought with German fighters.

In 1942, the Yak-9 appeared as part of the Russian air force. The new aircraft was distinguished by increased maneuverability, through which it was possible to fight the enemy at medium and low altitudes.

This aircraft turned out to be the most popular during the Second World War. It was manufactured from 1942 to 1948, in total more than 17,000 aircraft were produced.

The design features of the Yak-9 were also different in that duralumin was used instead of wood, which made the aircraft much lighter than its numerous analogues. The Yak-9's ability to undergo various upgrades has become one of its most important advantages.

With 22 major modifications, 15 of which were mass-produced, it included the qualities of both a fighter-bomber and a front-line fighter, as well as an escort, interceptor, passenger plane, reconnaissance, training flight vehicle. It is believed that the most successful modification of this aircraft, the Yak-9U, appeared in 1944. German pilots called him a “killer.”

Reliable soldier: La-5

At the very beginning of the Second World War german planes had a significant advantage in the skies of the Soviet Union. But after the appearance of the La-5, developed at the Lavochkin design bureau, everything changed. Outwardly it may seem simple, but this is only at first glance. Even though this plane did not have such instruments as, for example, an attitude indicator, the Soviet pilots really liked the air machine.

Sturdy and reliable design newest aircraft Lavochkina did not fall apart even after ten direct hits from an enemy shell. In addition, the La-5 was impressively maneuverable, with a turn time of 16.5-19 seconds at a speed of 600 km/h.

Another advantage of the La-5 was that it did not perform a figure without a direct order from the pilot. aerobatics"corkscrew". If he did end up in a tailspin, he immediately came out of it. This aircraft took part in many battles over the Kursk Bulge and Stalingrad; famous pilots Ivan Kozhedub and Alexey Maresyev fought on it.

Night bomber: Po-2

The Po-2 (U-2) bomber is considered one of the most popular biplanes in world aviation. In 1920, it was created as a training aircraft, and its developer Nikolai Polikarpov did not even think that his invention would be used during the Second World War. During the battle, the U-2 turned into an effective night bomber. At that time, special aviation regiments appeared in the air force of the Soviet Union, which were armed with U-2s. These biplanes carried out more than 50% of all combat aircraft missions during World War II.

The Germans called the U-2 "Sewing Machines", these planes bombed them at night. One U-2 could carry out several sorties during the night and with a load of 100-350 kg it dropped more ammunition than, for example, heavy bomber.

The famous 46th Taman Aviation Regiment fought on Polikarpov’s planes. The four squadrons included 80 pilots, 23 of whom had the title of Hero of the Soviet Union. The Germans nicknamed these women “Night Witches” for their aviation skills, courage and bravery. 23,672 combat sorties were carried out by the Taman air regiment.

11,000 U-2 aircraft were produced during World War II. They were manufactured in Kuban at aircraft plant No. 387. In Ryazan (now the State Ryazan Instrument Plant) aircraft skis and cockpits for these biplanes were produced.

In 1959, the U-2, which was renamed Po-2 in 1944, ended its brilliant thirty-year service.

Flying tank: IL-2

The most popular combat aircraft in Russian history is the Il-2. In total, more than 36,000 of these aircraft were produced. The Germans nicknamed the IL-2 “Black Death” for the huge losses and damage caused. And Soviet pilots called this plane “Concrete”, “Winged Tank”, “Humpbacked”.

Just before the war in December 1940, the IL-2 began to be mass-produced. Vladimir Kokkinaki, the famous test pilot, made his first flight on it. These bombers immediately entered service with the Soviet army.

Soviet aviation, represented by this Il-2, acquired its main striking force. An airplane is a collection powerful characteristics, providing the aircraft with reliability and long service life. This includes armored glass, rockets, high-speed aircraft cannons, and a powerful engine.

The best factories of the Soviet Union worked on the manufacture of parts for this aircraft. The main enterprise for the production of ammunition for the Il-2 is the Tula Instrument Design Bureau.

The Lytkarino Optical Glass Plant produced armored glass for the glazing of the Il-2 canopy. The engines were assembled at plant No. 24 (Kuznetsov enterprise). In Kuibyshev, the Aviaagregat plant produced propellers for attack aircraft.

With the help of the most modern technologies at that time, this aircraft turned into a real legend. Once, an Il-2 returning from battle was hit by more than 600 enemy shells. The bomber was repaired and sent back into battle.

Battles in the air, involving more than one squadron of fighters and bombers, were fought just as actively as on the ground. We will tell you about the most famous models aircraft from this period of history.

Focke Wulf Fw 190 (Germany)

It belongs to the type of fast and maneuverable single-seat fighters, carrying on board a significant weapons reserve, consisting of 4 machine guns and 2 cannons. A bomb rack was also provided, mounted in the center of the lower part of the fuselage.

Boeing B-29 Superfortress (USA)

The airplane model was the most expensive "toy" in the United States of times. Development and implementation were carried out to the maximum extent possible short time. The designers had high hopes for it.

B-25 Mitchell (USA)

The model was simple to manufacture, easy to repair, but at the same time, it performed a full range of various combat missions. None of the twin-engine bombers of this time were produced in such quantities.

Curtiss P-40 Warhawk (USA)

One of the popular aircraft of World War II.

Durable, with a long service life, and somewhat inferior in combat characteristics to similar enemy equipment.

Consokidated B-24 Liberator (USA)

A heavy military bomber, which, however, did not gain the popularity it deserved like the B-17.

Mitsubishi A6M Zero (Japan)

The successful fighter-interceptor, in the first six months of hostilities, stunned Western pilots. His superiority in the air was obvious, although after a while it faded away.

Grumman F6F Hellcat (USA)

The aircraft had several advantages: a powerful and reliable Pratt & Whitney R-2800 engine and a high level of pilot training.

P-51 Mustang (USA)

This aircraft model terrified Luftwaffe units. He not only accompanied heavy bombers on long flights, but also actively entered into battle, and, if necessary, attacked and destroyed enemy aircraft.

Lockheed P-38 Lightning (USA)

The best fighter of the Second World War.

Boeing B-17 (USA)

The four-engine bomber was the most popular modification of the time. Despite the undeniable advantages, US Congress approval for the purchase of this model to arm the country was delayed until the reality of the Second World War looming over the world became apparent.

Messerschmitt Bf 109 (Germany)

One of simple models Willy Messerschmitt, produced in large quantities.

Douglas SBD Dauntless (USA)

The deck-based dive bomber is a menace to Japanese cruisers.

Junkers Ju 87 Stuka (Germany)

A single-seat dive bomber popular during World War II.

Spitfire Supermarine Spitfire (GB)

British interceptor fighter used until the 50s.

Grumman F4F Wildcat (USA)

Single-seat fighter-bomber: participating in combat operations, it gradually became a leader and gained well-deserved fame.

Yakovlev Yak-9 (USSR)

A larger number of lightweight metal parts increased the speed and maneuverability of aircraft of this modification. Refers to fighter-bombers.

Chance Vought F4U Corsair (USA)

High speed and firepower explained the superiority of the model in military operations with Japan. With its help, 2,140 enemy aircraft were shot down; the losses of aircraft of this model amounted to 189 units.

Messerschmitt Me 262 (Germany)

It was the first “swallow” of a group of jet fighters and the first model of aircraft of this class participating in military operations.

Martin B-10 (USA)

Medium class bomber, with high speed 210 mph, flying at an altitude of 2400 feet - a breakthrough in the field of aviation.

Polikarpov I-16 (USSR)

An undeservedly forgotten aircraft in World War II history, the single-engine fighter had a wooden structure and plywood skin. Although it had some problems in flight, its high rate of climb and maneuverability made it possible to successfully introduce it into production.

From the moment airplanes went from one-off designs of enthusiasts to more or less mass-produced and suitable for practical application aircraft, aviation have earned the closest attention of the military, over time becoming an integral part military doctrine most developed countries.

All the more difficult were the losses in the first days of the Great Patriotic War, when the vast majority of aircraft were destroyed before they even took off from the ground. However, the current situation became the best incentive for the development of aircraft manufacturing in all classes - it was necessary not just to replenish the Air Force fleet. In the current critical situation, with an acute shortage of time and resources, to create fundamentally different aircraft that could at least fight on an equal footing with Luftwaffe aircraft, and ideally surpass them.

Combat teacher

One of the most recognizable Soviet aircraft of the Great Patriotic War, which made a huge contribution to the Victory, was the primitive U-2 biplane, later renamed Po-2. This two-seater airplane was originally conceived for primary piloting training, and could practically not carry any payload - neither the dimensions of the aircraft, nor its design, nor the take-off weight, nor the small 110-horsepower engine allowed. But the U-2 coped with the role of a “study desk” all its life remarkably well.

However, completely unexpectedly for the U-2 they found quite combat use. Equipped with suppressors and holders for light bombs, the aircraft became a light, miniature but stealthy and dangerous night bomber, firmly established in this role until the end of the war. Later we even managed to find some free weight to install a machine gun. Before this, pilots made do with only personal small arms.

Air Knights

Some aviation enthusiasts consider the Second World War to be the golden age of fighter aviation. No computers, radars, television, radio or heat-seeking missiles. Only personal skill, experience and luck.

At the end of the 30s, the USSR came close to a qualitative breakthrough in the production of fighter aircraft. No matter how beloved and mastered the capricious “Donkey” I-16 was, if it could resist the Luftwaffe fighters, it was only due to the heroism of the pilots, and at an unrealistically high price. At the same time, in the depths of the Soviet design bureaus, despite rampant repressions, fundamentally different fighters were created.

The first-born of the new approach, the MiG-1, quickly transformed into the MiG-3, which became one of the most dangerous Soviet aircraft of the Second World War, the main German enemy. The plane could accelerate over 600 km/h and climb to a height of more than 11 kilometers, which was clearly beyond the capabilities of its predecessors. This is what determined the niche for the use of the MiG-a - it showed itself excellently as a high-altitude fighter operating in the air defense system.

However, at altitudes up to 5000 meters, the MiG-3 began to lose speed to enemy fighters, and in this niche it was supplemented first by the Yak-1, and then by the Yak-9. These light vehicles had a high thrust-to-weight ratio and quite powerful weapons, for which they quickly earned the love of pilots, and not only domestic ones - fighters of the French Normandy-Niemen regiment, having tested several models of fighters different countries, chose the Yak-9, which they received as a gift from the Soviet government.

However, these relatively light Soviet aircraft had a noticeable drawback - weak weapons. Most often these were machine guns of 7.62 or 12.7 mm caliber, less often - a 20 mm cannon.

The Lavochkin design bureau's new product was devoid of this drawback - two ShVAK guns were installed on the La-5. The new fighter also featured a return to air-cooled engines, which were abandoned during the creation of the MiG-1 in favor of liquid-cooled engines. The fact is that the liquid-cooled engine was much more compact - and, therefore, created less drag. The disadvantage of such an engine was its “tenderness” - it only takes a small fragment or a random bullet to break a pipe or radiator of the cooling system, and the engine would immediately fail. It was this feature that forced designers to return to bulky air-cooled engines.

By that time, a new high-power engine had appeared - the M-82, which subsequently became very widespread. However, at that time the engine was frankly crude, and caused many problems to aircraft designers who used it on their machines.

However, the La-5 was a serious step in the development of fighters - this was noted not only by Soviet pilots, but also by Luftwaffe testers, who eventually received a captured aircraft in good condition.

Flying tank

The design of aircraft during the Great Patriotic War was standard - a wooden or metal frame that acted as a power structure and took on all the loads. On the outside, it was covered with sheathing - fabric, plywood, metal. An engine, armor plates, and weapons were mounted inside this structure. One way or another, all World War II aircraft were designed according to this principle.

This plane became the first-born new scheme design. The Ilyushin Design Bureau realized that such an approach noticeably made the design heavier. At the same time, the armor is quite strong and can be used as an element of the aircraft’s power structure. The new approach has opened up new opportunities for rational use weight. This is how the Il-2 came into being, an aircraft that was nicknamed the “flying tank” because of its armor protection.

IL-2 was an unpleasant surprise for the Germans. At first, the attack aircraft was often used as a fighter, and in this role it showed itself far from brilliantly - its low speed and maneuverability did not allow it to fight on equal terms with the enemy, and the lack of any serious protection for the rear hemisphere quickly began to be used by Luftwaffe pilots.

And for the developers, this aircraft did not become problem-free. Throughout the war, the aircraft's armament was constantly changing, and the addition of a second crew member (the aircraft was originally a single-seater) shifted the center of gravity so far back that the aircraft threatened to become uncontrollable.

However, the efforts paid off. The original armament (two 20 mm cannons) was replaced with a more powerful caliber - 23 mm, and then 37 mm. With such armament, almost everyone began to fear the aircraft - both tanks and heavy bombers.

According to the recollections of the pilots, when firing from such guns, the plane literally hung in the air due to recoil. The tail gunner successfully covered the rear hemisphere from fighter attacks. In addition, the plane could carry several light bombs.

All this was a success, and the Il-2 became an indispensable aircraft on the battlefield, and not only the most popular and recognizable attack aircraft of the Great Patriotic War, but also the most popular combat aircraft - more than 36 thousand of them were produced. And if you consider that at the beginning of the war there were only 128 of them in the Air Force, then there is no doubt about its relevance.

Destroyers

The bomber has been an integral part of combat aviation almost from the very beginning of its use on the battlefield. Small, large, super-large - they have always been the most technologically advanced type of combat aircraft.

One of the most recognizable Soviet aircraft of the Second World War of this type is the Pe-2. Conceived as a super-heavy fighter, the aircraft evolved over time, becoming one of the most dangerous and effective dive bombers of the war.

It is worth saying that the dive bomber, as a class of aircraft, made its debut precisely in World War II. Its appearance was due to the evolution of weapons: the development of air defense systems forced the creation of higher and higher altitude bombers. However, than more height dropping bombs, the lower the bombing accuracy. The developed tactics for using bombers implied breaking through to targets at high altitude, descending to bombing altitude, and leaving again at high altitude. It was only a matter of time before the idea of ​​dive bombing emerged.

The dive bomber does not drop bombs in horizontal flight. It literally falls on the target, and resets with minimum height, literally hundreds of meters. The result is the highest possible accuracy. However, at low altitude the aircraft is maximally vulnerable to anti-aircraft guns - and this could not but leave its mark on its design.

It turns out that the dive bomber must combine the incompatible. It should be as compact as possible to minimize the risk of being shot down by anti-aircraft gunners. At the same time, the plane must be spacious enough, otherwise there will simply be nowhere to hang the bombs. Moreover, we must not forget about strength, because the loads on the aircraft structure during a dive, and especially during recovery from a dive, are enormous. And the failed Pe-2 fighter coped well with its new role.

“Pawn” was complemented by its relative in the Tu-2 class. The small twin-engine bomber could “operate” both from a dive and using the classic bomber method. The problem is that at the beginning of the war the plane was very, very rare. However, the machine turned out to be so effective and successful that the number of modifications created on its basis is perhaps the maximum for Soviet aircraft of the Second World War.

The Tu-2 was a bomber, attack aircraft, reconnaissance aircraft, interceptor, torpedo bomber... In addition to all this, there were several different variations that differed in range. However, these machines were far from truly long-range bombers.

To Berlin!

This bomber is perhaps the most beautiful of the wartime aircraft, making the IL-4 impossible to confuse with anyone else. Despite the difficulty in control (this explains the high accident rate of these aircraft), the Il-4 was very popular among the troops and was used not only as a “land” bomber. Despite its excessive flight range, the aircraft was used by the Air Force as a torpedo bomber.

However, the Il-4 left its mark on history as the aircraft that carried out the first combat missions against Berlin. This happened in the fall of 1941. However, soon the front line shifted to the East so much that the capital of the Third Reich became inaccessible to the Il-4, and then other aircraft began to “work” on it.

Heavy and rare

During the Great Patriotic War, this aircraft was so rare and “closed” that it was often attacked by its own air defenses. But he performed perhaps the most difficult operations of the war.

Although the Pe-8 long-range bomber appeared in the late 30s, it for a long time was not just the most modern aircraft of its class - it was the only one. The Pe-8 had a high speed (more than 400 km/h), and the fuel reserve made it possible not only to fly to Berlin and back, but also to carry large-caliber bombs, up to the five-ton FAB-5000. It was the Pe-8s that bombed Koenigsberg, Helsinki, and Berlin when the front line was dangerously close to Moscow. Because of its “operating range,” the Pe-8 is sometimes called a strategic bomber, and at that time this class of aircraft was just in its infancy.

One of the most specific operations performed by the Pe-8 was the transportation of the People's Commissar for Foreign Affairs V. M. Molotov to the UK and the USA. The flights took place in the spring of 1942, the route crossed the occupied territories of Europe. The People's Commissar traveled on a special passenger version of the Pe-8. A total of two such aircraft were built.

Nowadays, airplanes operate several dozen intercontinental flights daily, carrying thousands of passengers. However, in those years such a flight was a real feat not only for pilots, but also for passengers. The point is not even that there was a war going on, and the plane could be shot down at any moment. In the 40s, comfort and life support systems in airplanes were very, very primitive, and navigation systems, in particular modern understanding, were absent altogether. The navigator could only rely on radio beacons, the range of which was very limited, and there were none over the occupied territories, but on own experience and the special instinct of the navigator - after all, on long-distance flights, he, in fact, became the main person on the plane. It depended on him whether the plane would arrive at given point, or will wander over poorly oriented and, moreover, enemy territory. Whatever you say, Vyacheslav Mikhailovich Molotov had no shortage of courage.

Concluding this short review Soviet aircraft of the Great Patriotic War, it would probably be useful to remember all those who, in conditions of hunger, cold, lack of the most necessary things (often even freedom), developed all these machines, each next of which was a serious step forward for the entire world aviation. The names of Lavochkin, Pokryshkin, Tupolev, Mikoyan and Gurevich, Ilyushin, Bartini will forever remain in world history. Behind them will forever stand all those who helped the chief designers - ordinary engineers.

In World War II, the Russians had a large number of aircraft that performed various tasks, such as fighters, bombers, attack aircraft, training and reconnaissance aircraft, seaplanes, transport aircraft and also many prototypes, and now let's move on to the list itself with descriptions and photographs below.

Soviet fighter aircraft from World War II

1. I-5— Single-seat fighter, consists of metal, wood and linen material. Maximum speed 278 km/h; Flight range 560 km; Lifting height 7500 meters; 803 built.

2. I-7— Single soviet fighter, lightweight and maneuverable sesquiplane. Maximum speed 291 km/h; Flight range 700 km; Ascent height 7200 meters; 131 built.

3. I-14— Single-seat high-speed fighter. Maximum speed 449 km/h; Flight range 600 km; Ascent height 9430 meters; 22 built.

4. I-15— Single-seat maneuverable sesquiplane fighter. Maximum speed 370 km/h; Flight range 750 km; Ascent height 9800 meters; 621 units built; Machine gun with 3000 rounds of ammunition, Bombs up to 40 kg.

5. I-16— A single-seat Soviet single-engine piston fighter-monoplane, simply called “Ishak.” Maximum speed 431 km/h; Flight range 520 km; Lifting height 8240 meters; 10292 units built; Machine gun with 3100 rounds.

6. DI-6— Two-seat Soviet fighter. Maximum speed 372 km/h; Flight range 500 km; Ascent height 7700 meters; 222 built; 2 machine guns with 1500 rounds of ammunition, Bombs up to 50 kg.

7. IP-1— Single-seat fighter with two dynamo-rocket cannons. Maximum speed 410 km/h; Flight range 1000 km; Ascent height 7700 meters; 200 units built; 2 ShKAS-7.62mm machine guns, 2 APK-4-76mm cannons.

8. PE-3— Twin-engine, two-seater, high-altitude heavy fighter. Maximum speed 535 km/h; Flight range 2150 km; Ascent height 8900 meters; 360 units built; 2 UB-12.7 mm machine guns, 3 ShKAS-7.62 mm machine guns; Unguided missiles RS-82 and RS-132; The maximum combat load is 700 kg.

9. MIG-1— Single-seat high-speed fighter. Maximum speed 657 km/h; Flight range 580 km; Lifting height 12000 meters; 100 units built; 1 BS-12.7 mm machine gun - 300 rounds, 2 ShKAS-7.62 mm machine guns - 750 rounds; Bombs - 100kg.

10. MIG-3— Single-seat high-speed high-altitude fighter. Maximum speed 640 km/h; Flight range 857 km; Lifting height 11500 meters; 100 units built; 1 BS-12.7 mm machine gun - 300 rounds, 2 ShKAS-7.62 mm machine guns - 1500 rounds, BK-12.7 mm machine gun under the wing; Bombs - up to 100kg; Unguided missiles RS-82-6 pieces.

11. Yak-1— Single-seat high-speed high-altitude fighter. Maximum speed 569 km/h; Flight range 760 km; Lifting height 10,000 meters; 8734 units built; 1 UBS-12.7 mm machine gun, 2 ShKAS-7.62 mm machine guns, 1 ShVAK-20 mm machine gun; 1 ShVAK gun - 20 mm.

12. Yak-3— Single-seat, single-engine high-speed Soviet fighter. Maximum speed 645 km/h; Flight range 648 km; Ascent height 10700 meters; 4848 units built; 2 UBS-12.7 mm machine guns, 1 ShVAK cannon - 20 mm.

13. Yak-7— Single-seat, single-engine high-speed Soviet fighter of the Great Patriotic War. Maximum speed 570 km/h; Flight range 648 km; Ascent height 9900 meters; 6399 units built; 2 ShKAS-12.7 mm machine guns with 1500 rounds, 1 ShVAK cannon - 20 mm with 120 rounds.

14. Yak-9— Single-seat, single-engine Soviet fighter-bomber. Maximum speed 577 km/h; Flight range 1360 km; Lifting height 10750 meters; 16,769 units built; 1 UBS-12.7 mm machine gun, 1 ShVAK cannon - 20 mm.

15. LaGG-3— Single-seat single-engine Soviet fighter monoplane, bomber, interceptor, reconnaissance aircraft of the Great Patriotic War. Maximum speed 580 km/h; Flight range 1100 km; Lifting height 10,000 meters; 6528 units built.

16. La-5— Single-seat, single-engine Soviet monoplane fighter aircraft made of wood. Maximum speed 630 km/h; Flight range 1190 km; Lifting height 11200 meters; 9920 built

17. La-7— Single-seat single-engine Soviet monoplane fighter aircraft. Maximum speed 672 km/h; Flight range 675 km; Lifting height 11100 meters; 5905 units built.

Soviet bomber aircraft from World War II

1. U-2VS— Double single-engine Soviet multi-purpose biplane. One of the most popular aircraft produced worldwide. Maximum speed 150 km/h; Flight range 430 km; Ascent height 3820 meters; 33,000 built.

2. Su-2— Two-seat, single-engine Soviet light bomber with 360-degree visibility. Maximum speed 486 km/h; Flight range 910 km; Ascent height 8400 meters; 893 built.

3. Yak-2— Two and three-seat twin-engine Soviet heavy reconnaissance bomber. Maximum speed 515 km/h; Flight range 800 km; Ascent height 8900 meters; 111 built.

4. Yak-4— Two-seat, twin-engine Soviet light reconnaissance bomber. Maximum speed 574 km/h; Flight range 1200 km; Lifting height 10,000 meters; 90 built.

5. ANT-40— Three-seat twin-engine Soviet light high-speed bomber. Maximum speed 450 km/h; Flight range 2300 km; Ascent height 7800 meters; 6656 units built.

6. AR-2— Three-seat twin-engine Soviet all-metal dive bomber. Maximum speed 475 km/h; Flight range 1500 km; Lifting height 10,000 meters; 200 built.

7. PE-2— Three-seat, twin-engine, Soviet most-produced dive bomber. Maximum speed 540 km/h; Flight range 1200 km; Ascent height 8700 meters; 11247 units built.

8. Tu-2— Four-seat, twin-engine, Soviet high-speed day bomber. Maximum speed 547 km/h; Flight range 2100 km; Lifting height 9500 meters; 2527 units built.

9. DB-3— Three-seat twin-engine Soviet long-range bomber. Maximum speed 400 km/h; Flight range 3100 km; Ascent height 8400 meters; 1528 built.

10. IL-4— Four-seat twin-engine Soviet long-range bomber. Maximum speed 430 km/h; Flight range 3800 km; Ascent height 8900 meters; 5256 units built.

11. DB-A— Seven-seat experimental four-engine Soviet heavy long-range bomber. Maximum speed 330 km/h; Flight range 4500 km; Ascent height 7220 meters; 12 built.

12. Er-2— Five-seat twin-engine Soviet long-range monoplane bomber. Maximum speed 445 km/h; Flight range 4100 km; Ascent height 7700 meters; 462 built.

13. TB-3— Eight-seat, four-engine Soviet heavy bomber. Maximum speed 197 km/h; Flight range 3120 km; Ascent height 3800 meters; 818 built.

14. PE-8— 12-seat four-engine Soviet heavy long-range bomber. Maximum speed 443 km/h; Flight range 3600 km; Ascent height 9300 meters; Combat load up to 4000 kg; Years of production 1939-1944; 93 built.

Soviet attack aircraft from World War II

1. IL-2— Double single-engine Soviet attack aircraft. This is the most popular aircraft produced in Soviet times. Maximum speed 414 km/h; Flight range 720 km; Lifting height 5500 meters; Years of production: 1941-1945; 36183 units built.

2. IL-10— Double single-engine Soviet attack aircraft. Maximum speed 551 km/h; Flight range 2460 km; Lifting height 7250 meters; Years of production: 1944-1955; 4966 units built.

Soviet reconnaissance aircraft from World War II

1. R-5— Double single-engine multi-role Soviet reconnaissance aircraft. Maximum speed 235 km/h; Flight range 1000 km; Ascent height 6400 meters; Years of production: 1929-1944; More than 6,000 units built.

2. P-Z— Double single-engine multi-role Soviet lightweight reconnaissance aircraft. Maximum speed 316 km/h; Flight range 1000 km; Ascent height 8700 meters; Years of production: 1935-1945; 1031 built.

3. R-6— Four-seat twin-engine Soviet reconnaissance aircraft. Maximum speed 240 km/h; Flight range 1680 km; Ascent height 5620 meters; Years of production: 1931-1944; 406 built.

4. R-10— Two-seat single-engine Soviet reconnaissance aircraft, attack aircraft and light bomber. Maximum speed 370 km/h; Flight range 1300 km; Lifting height 7000 meters; Years of production: 1937-1944; 493 built.

5. A-7— Double, single-engine, winged Soviet gyroplane with a three-bladed rotor reconnaissance aircraft. Maximum speed 218 km/h; Flight range 4 hours; Years of production: 1938-1941.

1. Sh-2— The first two-seat Soviet serial amphibious aircraft. Maximum speed 139 km/h; Flight range 500 km; Lifting height 3100 meters; Years of production: 1932-1964; 1200 built.

2. MBR-2 Sea Close Reconnaissance - Five-seater Soviet flying boat. Maximum speed 215 km/h; Flight range 2416 km; Years of production: 1934-1946; 1365 built.

3. MTB-2— Soviet heavy naval bomber. It is also designed to transport up to 40 people. Maximum speed 330 km/h; Flight range 4200 km; Lifting height 3100 meters; Years of production: 1937-1939; Built 2 units.

4. GTS— Marine patrol bomber (flying boat). Maximum speed 314 km/h; Flight range 4030 km; Lifting height 4000 meters; Years of production: 1936-1945; 3305 built.

5. KOR-1— Double deck ejection float plane (ship reconnaissance aircraft). Maximum speed 277 km/h; Flight range 1000 km; Ascent height 6600 meters; Years of production: 1939-1941; 13 built.

6. KOR-2— Double deck ejection flying boat (short-range naval reconnaissance aircraft). Maximum speed 356 km/h; Flight range 1150 km; Lifting height 8100 meters; Years of production: 1941-1945; 44 built.

7. Che-2(MDR-6) - Four-seat long-range naval reconnaissance aircraft, twin-engine monoplane. Maximum speed 350 km/h; Flight range 2650 km; Lifting height 9000 meters; Years of production: 1940-1946; 17 units built.

Soviet transport aircraft from World War II

1. Li-2- Soviet military transport aircraft. Maximum speed 320 km/h; Flight range 2560 km; Lifting height 7350 meters; Years of production: 1939-1953; 6157 units built.

2. Shche-2- Soviet military transport aircraft (Pike). Maximum speed 160 km/h; Flight range 850 km; Lifting height 2400 meters; Years of production: 1943-1947; 567 units built.

3. Yak-6- Soviet military transport aircraft (Douglasenok). Maximum speed 230 km/h; Flight range 900 km; Lifting height 3380 meters; Years of production: 1942-1950; 381 built.

4. ANT-20- the largest 8-engine passenger Soviet military transport aircraft. Maximum speed 275 km/h; Flight range 1000 km; Lifting height 7500 meters; Years of production: 1934-1935; Built 2 units.

5. SAM-25- Soviet multi-purpose military transport aircraft. Maximum speed 200 km/h; Flight range 1760 km; Lifting height 4850 meters; Years of production: 1943-1948.

6. K-5- Soviet passenger aircraft. Maximum speed 206 km/h; Flight range 960 km; Lifting height 5040 meters; Years of production: 1930-1934; 260 built.

7. G-11- Soviet landing glider. Maximum speed 150 km/h; Flight range 1500 km; Lifting height 3000 meters; Years of production: 1941-1948; 308 built.

8. KTs-20- Soviet landing glider. This is the largest glider during WWII. It could carry 20 people and 2200 kg of cargo on board. Years of production: 1941-1943; 68 units built.

I hope you liked Russian planes from the times of the Great Patriotic War Patriotic War! Thank you for watching!

Assessing the decisive role of aviation as the main striking force in the struggle for the spread of Bolshevism and the defense of the state, in the first five-year plan the leadership of the USSR set a course for creating its own large and autonomous air force from other countries.

In the 20s, and even in the early 30s, USSR aviation had a fleet of aircraft, mostly foreign-made (only Tupolev aircraft appeared - ANT-2, ANT-9 and its subsequent modifications, which becamesubsequently the legendary U-2, etc.). The aircraft that were in service with the Red Army were of many brands, had outdated designs and poor technical condition. In the 20s, the USSR purchased a small number of German aircraft of the Junkers type and a number of other types for service air routes of the North / research of the North sea ​​route/ and performing government special flights. It should be noted that civil Aviation in the pre-war period it practically did not develop, with the exception of the opening of a number of unique “demonstration” airlines or occasional flights of ambulance and service aviation.

During the same period, the era of airships ended, and the USSR builtin the early 30s, successful designs of “soft” (frameless) airships of the “B” type. Digression, it should be noted about the development of this type V aeronautics abroad.

In Germany, the famous rigid airshipdesign "Count Zeppepelin" explored the North, was equipped with cabins for passengers, had a significant flight range and quitehigh cruising speed / up to 130 km/h or more, providedseveral motors designed by Maybach. There were even several dog sleds on board the airship as part of the expedition to the North. The American airship "Akron" is the largest in the world, with a volume of 184 thousand cubic meters. m carried 5-7 aircraft on board and transported up to 200 passengers, not counting several tons of cargo over a distance of up to 17 thousand km. without landing. These airships were already safe, because... were filled with the inert gas helium, and not hydrogen as at the beginning of the century. Low speed, low maneuverability, high cost, complexity of storage and maintenance predetermined the end of the era of airships. Experiments with balloons also came to an end, which proved the latter’s unsuitability for active combat operations. A new generation of aviation with new technical and combat performance was needed.

In 1930, our Moscow Aviation Institute was created - after all, the replenishment of factories, institutes and design bureaus of the aviation industry with experienced personnel was of decisive importance. Old frames pre-revolutionary education and there was clearly not enough experience, they were thoroughly beaten, were in exile or in camps.

Already by the Second Five-Year Plan (1933-37), aviation workers had a significant production base, the basis for the further development of the air force fleet.

In the thirties, by order of Stalin, demonstration, but in fact test, flights of bombers “camouflaged” as civil aircraft. The aviators Slepnev, Levanevsky, Kokkinaki, Molokov, Vodopyanov, Grizodubova and many others distinguished themselves.

In 1937, Soviet fighter aircraft underwent combat tests in Spain and demonstrated technical inferiority. AircraftPolikarpov (type I-15,16) were defeated by the latest German machines. The race for survival began again. Stalin gave the designersindividual assignments for new aircraft models, widely and generouslyThere were bonuses and benefits - the designers worked tirelessly and demonstrated a high level of talent and preparedness.

At the March 1939 Plenum of the CPSU Central Committee, People's Commissar of Defense Voroshilovnoted that, compared to 1934, the Air Force has grown in its personalis 138 percent...The aircraft fleet as a whole has grown by 130 percent.

Heavy bomber aircraft, which were assigned the main role in the upcoming war with the West, has doubled in 4 years, other species bomber aviation on the contrary, they decreased by half. Fighter aircraft increased two and a half times. Altitudeaircraft already amounted to 14-15 thousand m. The technology for the production of aircraft and engines was put on stream, stamping and casting were widely introduced. The shape of the fuselage changed, the aircraft acquired a streamlined shape.

The use of radios on board aircraft began.

Before the war, great changes took place in the field of aviation materials science. In the pre-war period there was a parallel development of heavy aircraft of all-metal construction with duralumin skinand light maneuverable aircraft of mixed structures: wood, steel,canvas. As the raw material base expanded and the aluminum industry developed in the USSR, aluminum alloys found increasing use in aircraft construction. There was progress in engine construction. The M-25 air-cooled engines with a power of 715 hp and the M-100 water-cooled engines with a power of 750 hp were created.

At the beginning of 1939, the USSR government convened a meeting in the Kremlin.

It was attended by leading designers V.Ya. Klimov, A.A. Mikulin,A.D. Shvetsov, S.V. Ilyushin, N.N. Polikarpov, A.A. Arkhangelsky, A.S. Yakovlev, head of TsAGI and many others. The People's Commissar of the aviation industry at that time was M.M. Kaganovich. Possessing a good memory, Stalin was quite well aware of the design features aircraft, all important issues regarding aviation were decided by Stalin. The meeting outlined measures for the further accelerated development of aviation in the USSR. Until now, history has not conclusively refuted the hypothesis of Stalin’s preparation for an attack on Germany in July 1941. It was on the basis of this assumption about the planning of Stalin’s attack on Germany (and further for the “liberation” of Western countries), adopted at the “historic” plenum of the CPSU Central Committee in August 1939 and this fact, incredible for that (or any other) time, of the sale of advanced German equipment and technology to the USSR seems explainable. A large delegation of Sovietaviation workers, who traveled to Germany twice shortly before the war, got their hands on fighters, bombers, guidance systems, and much more, which made it possible to sharply advance the level of domestic aircraft production. A decision was made to increase the combat power of aviation, since it was from August 1939 The USSR began covert mobilization and prepared strikes against Germany and Romania.

Mutual exchange of information on the state of the armed forces of the three states (England, France and the USSR), represented in Moscow in August1939, i.e. before the start of the partition of Poland, showed that the numberThere are 2 thousand first-line aircraft in France. Of these, twothirds were completely modern aircraft. By 1940, it was planned to increase the number of aircraft in France to 3000 units. Englishaviation, according to Marshal Burnet, had about 3,000 units, and the potential production was 700 aircraft per month.German industry underwent mobilization only at the beginning1942, after which the number of weapons began to increase sharply.

Of all the domestic fighter aircraft ordered by Stalin, the most successful variants were the LAGG, MiG and YAK.The IL-2 attack aircraft delivered a lot to its designer Ilyushinneniya. Manufactured initially with rear hemisphere protection (double)he, on the eve of the attack on Germany, did not suit the customers of hiswastefulness.” S. Ilyushin, who did not know all of Stalin’s plans, was forced to change the design to a single-seat version, i.e., bring the design closer to the “clear sky” plane. Hitler violated Stalin’s plans and the plane at the beginning of the war had to be urgently returned to its original design.

On February 25, 1941, the Central Committee of the All-Union Communist Party of Bolsheviks and the Council of People's Commissars adopted a resolution "Onreorganization aviation forces Red Army." The resolution provided for additional measures to re-equip air units. In accordance with the plans for a future war, the task was set to urgently form new air regiments, and, at the same time, equip them, as a rule, with new vehicles. The formation of several airborne corps began.

The doctrine of war on “foreign territory” and “little bloodshed” causedthe emergence of a “clear sky” aircraft intended for the unpunishedraids on bridges, airfields, cities, factories. Before the war, hundreds of thousands

young men were preparing to transfer to a new one, developed by the post-Stalincompetition, the SU-2 aircraft, of which it was planned to produce 100-150 thousand units before the war. This required accelerated training of the corresponding number of pilots and technicians. SU-2 is essentially a Soviet Yu-87, and in Russia it did not stand the test of time, because There was never a “clear sky” for either country during the war.

Air defense zones with fighter aircraft and anti-aircraft artillery were formed. An unprecedented recruitment into aviation began, voluntarily andforcibly. Almost all of the small civil aviationwas mobilized into the Air Force. Dozens of aviation schools were opened, incl. ultra-accelerated (3-4 months) training, traditionally, the officers at the helm or control handle of the aircraft were replaced by sergeants - an unusual fact and evidence of haste in preparing for war. Airfields were urgently moved to the borders (about 66 airfields), supplies of fuel, bombs, and shells were imported. Carefully and raids on German airfields and the Ploieşti oil fields were detailed in special secrecy...

On June 13, 1940, the Flight Test Institute was formed(LII), during the same period other design bureaus and research institutes were formed.In the war with the Soviet Union, the Nazis assigned a special role to theiraviation, which by this time had already gained complete dominance inair in the West. Basically a plan for the use of aviation in the Eastplanned the same as the war in the West: first to conquer the dominantin the air, and then transfer forces to support the ground army.

Having outlined the timing of the attack on Soviet Union Hitler's comanThe operation set the following tasks for the Luftwaffe:

1.Destroy Soviet airfields with a surprise attackSoviet aviation.

2.Achieve complete air supremacy.

3.After solving the first two tasks, switch aviation to support ground forces directly to the slaughter field.

4. Disrupt the work of Soviet transport, complicate the transfertroops both in the front line and in the rear.

5. Bombard large industrial centers - Moscow, Gorky, Rybinsk, Yaroslavl, Kharkov, Tula.

Germany dealt a crushing blow to our airfields. Only for 8Hours of the war, 1,200 aircraft were lost and mass casualties occurred.flight personnel, storage facilities and all supplies were destroyed. Historians noted the strange “crowding” of our aviation at the airfields the day beforewar and complained about the “mistakes” and “miscalculations” of the command (i.e. Stalin)and assessment of events. In fact, “crowding” foreshadows plansa super-massive strike on targets and confidence in impunity, which did not happen. The Air Force flight personnel, especially the bomber ones, due to the lack of support fighters, carried big losses, the tragedy of the death of perhaps the most advanced and powerful air fleet inhistory of mankind, which had to be revived again under the blows enemy.

It must be admitted that the Nazis managed to largely implement their plans for an air war in 1941 and the first half of 1942. Almost all available forces were thrown against the Soviet Union G Hitler's aviation, including units removed from the Western Front. Atit was assumed that after the first successful operations part of the bombsarmored and fighter formations will be returned to the Westfor the war with England. At the beginning of the war, the Nazis had not only quantitative superiority. Their advantage was also the fact that the pilotsthe personnel who took part in the air attack have already been seriouslynew fighting school with French, Polish and English pilots. Onthey also had a fair amount of experience interacting with their troops,acquired in the war against Western European countries.Old types of fighters and bombers, such as the I-15,I-16, SB, TB-3 could not compete with the latest Messerschmitts and"Junkers". Nevertheless, in the unfolding air battles even on the lipsnew types of aircraft, Russian pilots caused damage to the Germans. From 22June to July 19, Germany lost 1,300 aircraft only battles

Here is what the German General Staffist Greffath writes about this:

" Behind period from June 22 to July 5, 1941 German air Force lost 807 aircraft of all types, and during the period from July 6 to July 19 - 477.

These losses indicate that despite the surprise achieved by the Germans, the Russians were able to find the time and strength to provide decisive resistance ".

On the very first day of the war, fighter pilot Kokorev distinguished himself by ramming an enemy fighter, the crew’s feat is known to the whole worldGastello (the latest research into this fact suggests that the ramming crew was not Gastello’s crew, but the crew of Maslov, who flew with Gastello’s crew to attack enemy columns), who threw his burning car onto a cluster of German equipment.Despite the losses, the Germans in all directions brought everything into battlenew and new fighters and bombers. They abandoned the front4940 aircraft, including 3940 German, 500 Finnish, 500 Romanianand achieved complete air supremacy.

By October 1941, the Wehrmacht armies approached Moscow and were busycities supplying components for aircraft factories, the time has come to evacuate the factories and design bureaus of Sukhoi, Yakovlev and others in Moscow, Ilyushin inVoronezh, all factories in the European part of the USSR demanded the evacuation.

Aircraft production in November 1941 decreased by more than three and a half times. Already on July 5, 1941, the Council of People's Commissars of the USSR decided to evacuate from central regions countries of some equipment factories of aircraft devices to duplicate their production in Western Siberia, and after some time it was necessary to make a decision on the evacuation of the entire aircraft industry.

On November 9, 1941, the State Defense Committee approved schedules for the restoration and relaunch of evacuated factories and production plans.

The task was not only to restore aircraft production,but also to significantly increase their quantity and quality. In December 1941The aircraft production plan was completed in less than 40 years.percent, and motors - only 24 percent.In the most difficult conditions, under bombs, in the cold, cold of Siberian wintersbackup factories were launched one after another. They were refined and simplified.technologies, new types of materials were used (without compromising quality), women and teenagers took over the machines.

Lend-Lease supplies were also of no small importance for the front. Throughout World War II, aircraft supplied 4-5 percent of the total production of aircraft and other weapons produced in the United States. However, a number materials and equipment supplied by the USA and England, was unique and indispensable for Russia (varnishes, paints, other chemicals, devices, tools, equipment, medicines, etc.), which cannot be characterized as “insignificant” or secondary.

The turning point in the work of domestic aircraft factories came around March 1942. At the same time, the combat experience of our pilots grew.

Between November 19 and December 31, 1942 alone, the Luftwaffe lost 3,000 combat aircraft in the battles for Stalingrad. Our aviation becameact more actively and showed all its combat power in the NorthCaucasus. Heroes of the Soviet Union appeared. This title was awardedboth for downed aircraft and for the number of combat sorties.

In the USSR, the Normandie-Niemen squadron was formed, staffed by French volunteers. The pilots fought on Yak aircraft.

Average monthly production of aircraft rose from 2.1 thousand in 1942 to 2.9 thousand in 1943. Total industry in 1943produced 35 thousand aircraft, 37 percent more than in 1942.In 1943, factories produced 49 thousand engines, almost 11 thousand more than in 1942.

Back in 1942, the USSR surpassed Germany in the production of aircraft - the heroic efforts of our specialists and workers and the “complacency” or unpreparedness of Germany, which did not mobilize industry in advance for war conditions, had an impact.

In the Battle of Kursk in the summer of 1943, Germany used significant quantities of aircraft, but the power of the Air Force for the first time ensured air supremacy. For example, in just one hour on one day of the operation, a force of 411 aircraft was struck, and so on in three waves during the day.

By 1944, the front received about 100 aircraft daily, incl. 40 fighters.The main combat vehicles were modernized. Aircraft withimproved combat qualities of the YAK-3, PE-2, YAK 9T, D, LA-5, IL-10.German designers also modernized the aircraft."Me-109F,G,G2", etc.

By the end of the war, the problem of increasing the range of fighter aircraft arose; airfields could not keep up with the front. Designers proposed installing additional gas tanks on airplanes, and jet weapons began to be used. Radio communications developed, and radar was used in air defense. Bomb strikes became more and more intense. So, on April 17, 1945, bombers 18 air army in the Königsbergaz area, 516 sorties were carried out in 45 minutes and 3,743 bombs were dropped with a total weight of 550 tons.

In the air battle for Berlin, the enemy took part in 1,500 combat aircraft based at 40 airfields near Berlin. This is the most intense air battle in history, and it should be taken into account highest level combat training of both sides.InThe Luftwaffe was fought by aces who shot down 100,150 or more aircraft (record300 downed combat aircraft).

At the end of the war, the Germans used jet aircraft, which were significantly faster than propeller-driven aircraft in speed - (Me-262, etc.). However, this did not help. Our pilots in Berlin flew 17.5 thousand combat sorties and completely destroyed the German air fleet.

Analyzing military experience, we can conclude that our aircraft, developed in the period 1939-1940. had constructive reserves for subsequent modernization. Along the way, it should be noted that in the USSR not all types of aircraft were accepted for service. For example, in October 1941, production of MiG-3 fighters was stopped, and in 1943, IL-4 bombers.

The USSR aviation industry produced 15,735 aircraft in 1941. In the difficult year of 1942, during the evacuation of aviation enterprises, 25,436 aircraft were produced, in 1943 - 34,900 aircraft, in 1944 - 40,300 aircraft, in the first half of 1945, 20,900 aircraft were produced. Already in the spring of 1942, all factories evacuated from the central regions of the USSR beyond the Urals and to Siberia, they fully mastered the production of aviation equipment and weapons. Most of these factories in new locations in 1943 and 1944 produced products several times more than before the evacuation.

The successes of the rear made it possible to strengthen the country's air force. By early 1944, the Air Force And grounded 8818 combat aircraft, and German - 3073. In terms of the number of aircraft, the USSR exceeded Germany by 2.7 times. By June 1944, the German Air Forcehad only 2,776 aircraft at the front, and our Air Force - 14,787. By the beginning of January 1945, our Air Force had 15,815 combat aircraft. The design of our aircraft was much simpler than that of American, German or British aircraft. This partly explains such a clear advantage in the number of aircraft. Unfortunately, it is not possible to compare the reliability, durability and strength of our and German aircraft, as well as to analyze the tactical and strategic use of aviation in the war of 1941-1945. Apparently, these comparisons would not be in our favor and would conditionally reduce such a striking difference in numbers. However, perhaps, simplifying the design was the only way out in the absence of qualified specialists, materials, equipment and other components for the production of reliable and high-quality equipment in the USSR, especially since, unfortunately, in Russian army traditionally they hire by number, not by skill.

Improved and aviation weapons. in 1942, a large-caliber 37 mm aircraft gun was developed, later it appearedand a 45 mm cannon.

By 1942, V.Ya. Klimov developed the M-107 engine to replace the M-105P, adopted for installation on water-cooled fighters.

Greffoat writes: “Relying on the fact that the war with Russia, like the war in the West, would be lightning fast, Hitler intended, after achieving the first successes in the East, to transfer bomber units, as well asthe required number of aircraft back to the West. In the East they mustair connections intended for directsupport for German troops, as well as military transport units and a number of fighter squadrons..."

German aircraft created in 1935-1936 at the beginning of the war no longer had the possibility of radical modernization. According to the German General Butler "The Russians had the advantage that in the production of weapons and ammunition they took into account all the featuresconducting the war in Russia and ensuring maximum simplicity of technology. As a result, Russian factories produced a huge amount of weapons, which were distinguished by their great simplicity of design. Learning to wield such a weapon was relatively easy... "

The Second World War fully confirmed the maturity of domestic scientific and technical thought (this ultimately ensured the further acceleration of the introduction of jet aviation).

Nevertheless, each country followed its own path in designing airplanes.

The aviation industry of the USSR produced 15,735 aircraft in 1941. In the difficult year of 1942, during the evacuation of aviation enterprises, 25,436 aircraft were produced, in 1943 - 34,900 aircraft, for1944 - 40,300 aircraft, 20,900 aircraft were produced in the first half of 1945. Already in the spring of 1942, all factories evacuated from the central regions of the USSR to the Urals and Siberia had fully mastered the production of aviation equipment and weapons. Most of these factories moved to new locations in 1943 and 1944 years they produced several times more production than before the evacuation.

Germany had, in addition to its own resources, the resources of the conquered countries. In 1944, German factories produced 27.6 thousand aircraft, and our factories produced 33.2 thousand aircraft in the same period. In 1944, aircraft production was 3.8 times higher than the 1941 figures.

In the first months of 1945, the aircraft industry prepared equipment for the final battles. Thus, the Siberian Aviation Plant N 153, which produced 15 thousand fighters during the war, transferred 1.5 thousand modernized fighters to the front in January-March 1945.

The successes of the rear made it possible to strengthen the country's air force. By the beginning of 1944, the Air Force had 8,818 combat aircraft, and the German - 3,073. In terms of the number of aircraft, the USSR exceeded Germany by 2.7 times. By June 1944, the German Air Forcehad only 2,776 aircraft at the front, and our Air Force - 14,787. By the beginning of January 1945, our Air Force had 15,815 combat aircraft. The design of our aircraft was much simpler than the American and Germanor English cars. This partly explains such a clear advantage in the number of aircraft. Unfortunately, it is not possible to make a comparison of the reliability, durability and strength of our and German aircraft, andalso analyze the tactical and strategic use of aviation in the war of 1941-1945. Apparently these comparisons would not be inour benefit and would conditionally reduce such a striking difference in numbers. However, perhaps, simplifying the design was the only way out in the absence of qualified specialists, materials, equipment and other components for the production of reliable and high-quality equipment in the USSR, especially since, unfortunately, in the Russian army they traditionally hire by “numbers”, not by skill .

Aircraft weapons were also improved. In 1942, a large-caliber 37 mm aircraft gun was developed, and later a 45 mm caliber gun appeared. By 1942, V.Ya. Klimov developed the M-107 engine to replace the M-105P, adopted for installation on water-cooled fighters.

The fundamental improvement of the aircraft is its conversionchanging from a propeller to a jet. To increase flight speeda more powerful engine is installed. However, at speeds above 700 km/hspeed increase from engine power cannot be achieved. Outputhouse from the position is the use of jet traction. Appliesturbojet/turbojet/ or liquid jet/LPRE/ engine.the second half of the 30s in the USSR, England, Germany, Italy, later - inThe United States was intensively creating a jet aircraft. In 1938, jets appearedhighest in the world, German jet engines BMW, Junkers. In 1940the first Campini-Capro jet aircraft made test flightsneither", created in Italy, later the German Me-262, Me-163 appearedXE-162. In 1941, the Gloucester aircraft with a jet was tested in Englandengine, and in 1942 they tested a jet aircraft in the USA - "Irokometh". In England, the twin-engine jet aircraft "Me" was soon createdtheor", who took part in the war. In 1945, on the Me planeTheor-4" set a world speed record of 969.6 km/h.

In the USSR in initial period practical work on the creation of reacttive engines was carried out in the direction of the liquid rocket engine. Under the leadershipS.P.Koroleva, A.F.Tsander, designers A.M.Isaev, L.S.DushkindevelopedThe first domestic jet engines were built. Pioneer turbojeakA.M.Lyulka became the first ative engine.At the beginning of 1942, G. Bakhchivandzhi made the first flight on a rockettive domestic aircraft. Soon this pilot diedduring aircraft testing.Work on the creation of a jet aircraft for practical useresumed after the war with the creation of the Yak-15, MiG-9 using non-German JUMO jet engines.

In conclusion, it should be noted that the Soviet Union entered the war with numerous, but technically backward fighter aircraft. This backwardness was, in essence, an inevitable phenomenon for a country that had only recently embarked on the path of industrialization, which Western European states and the United States followed in the 19th century. By the mid-20s of the 20th century, the USSR was an agricultural country with a half-illiterate, mostly rural population and a tiny percentage of engineering, technical and scientific personnel. Aircraft manufacturing, engine manufacturing and non-ferrous metallurgy were in their infancy. Suffice it to say that in Tsarist Russia They did not produce ball bearings and carburetors at all for aircraft engines, aircraft electrical equipment, control and aeronautical instruments. Aluminum, wheel tires and even copper wire had to be purchased abroad.

Over the next 15 years, the aviation industry, along with related and raw materials industries, was created practically from scratch, and simultaneously with the construction of the largest air force in the world at that time.

Of course, with such a fantastic pace of development, serious costs and forced compromises were inevitable, because it was necessary to rely on the available material, technological and personnel base.

The most complex knowledge-intensive industries—engine building, instrument making, and radio electronics—were in the most difficult situation. It must be admitted that the Soviet Union was unable to overcome the gap from the West in these areas during the pre-war and war years. The difference in the “starting conditions” turned out to be too great and the time allotted by history was too short. Until the end of the war, we produced engines created on the basis of foreign models purchased back in the 30s - Hispano-Suiza, BMW and Wright-Cyclone. Their repeated forcing led to overstressing of the structure and a steady decrease in reliability, and to bring our own promising developments, as a rule, it was not possible. The exception was the M-82 and its further development, the M-82FN, which gave birth to perhaps the best Soviet fighter of the war, the La-7.

During the war years, the Soviet Union was unable to establish serial production of turbochargers and two-stage superchargers, multifunctional propulsion automation devices similar to the German “Kommandoherat”, powerful 18-cylinder air-cooled engines, thanks to which the Americans crossed the milestone of 2000, and then at 2500 hp. Well, by and large, no one in our country was seriously involved in work on water-methanol boosting of engines. All this greatly limited aircraft designers in creating fighters with higher performance characteristics than the enemy.

No less serious restrictions were imposed by the need to use wood, plywood and steel pipes instead of scarce aluminum and magnesium alloys. The irresistible weight of the wooden and mixed construction forced us to weaken the weapons, limit the ammunition load, reduce the fuel supply and save on armor protection. But there was simply no other way out, because otherwise it would not have been possible to even approximate the flight data Soviet cars to the characteristics of German fighters.

For a long time, our aircraft industry compensated for the lag in quality through quantity. Already in 1942, despite the evacuation of 3/4 of the aircraft industry's production capacity, the USSR produced 40% more combat aircraft than Germany. In 1943, Germany made significant efforts to increase the production of combat aircraft, but nevertheless the Soviet Union built 29% more of them. Only in 1944, the Third Reich, through the total mobilization of the resources of the country and occupied Europe, caught up with the USSR in the production of combat aircraft, but during this period the Germans had to use up to 2/3 of their aviation in the West, against the Anglo-American allies.

By the way, note that for every combat aircraft produced in the USSR, there were 8 times more less units machine park, 4.3 times less electricity and 20% fewer workers than in Germany! Moreover, more than 40% of workers in the Soviet aviation industry in 1944 were women, and over 10% were teenagers under 18 years of age.

The given figures indicate that Soviet aircraft were simpler, cheaper and more technologically advanced than German ones. Nevertheless, by the middle of 1944, their best models, such as the Yak-3 and La-7 fighters, surpassed German aircraft of the same type and contemporary ones in a number of flight parameters. The combination of fairly powerful engines with high aerodynamic and weight efficiency made it possible to achieve this, despite the use of archaic materials and technologies designed for simple conditions production, outdated equipment and low-skilled workers.

It can be argued that the named types in 1944 accounted for only 24.8% of the total production of fighter aircraft in the USSR, and the remaining 75.2% were older types of aircraft with worse flight characteristics. We can also recall that in 1944 the Germans were already actively developing jet aviation, having achieved considerable success in this. The first samples of jet fighters were put into mass production and began to arrive in combat units.

Nevertheless, the progress of the Soviet aircraft industry during the difficult war years is undeniable. And his main achievement is that our fighters managed to recapture from the enemy low and medium altitudes, at which attack aircraft and short-range bombers operated - the main impact force aviation on the front line. This ensured the successful combat work of the Ilovs and Pe-2s against German defensive positions, force concentration centers and transport communications, which, in turn, contributed to the victorious offensive of the Soviet troops at the final stage of the war.