Polikarpov I-153: Difference between revisions
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{{Short description|1930s Soviet fighter aircraft}} |
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{{Infobox aircraft |
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|name = I-153 |
|name = I-153 |
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|image = File:Poliakarpov I-153 Musee du Bourget P1010993.JPG |
|image = File:Poliakarpov I-153 Musee du Bourget P1010993.JPG |
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|caption =Polikarpov I-153 at the Museum of Air and Space Paris |
|caption =Polikarpov I-153 at the Museum of Air and Space, Paris |
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|type =Fighter |
|type =Fighter |
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|manufacturer =[[Polikarpov]] |
|manufacturer =[[Polikarpov]] |
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|designer =[[Nikolai Nikolaevich Polikarpov]] |
|designer =[[Nikolai Nikolaevich Polikarpov]] |
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|first_flight =1937 |
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|introduction =1939 |
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|status = retired |
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|primary_user =[[Soviet Air Force]] |
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|status = |
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|more_users =[[Chinese Nationalist Air Force]] |
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|more users = |
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|number_built = 3,437 |
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|number built = 3,437<ref name=wio>[http://www.wio.ru/tacftr/polikarp.htm "Polikarpov fighters."] ''wio.ru.'' Retrieved: 12 November 2011.</ref> |
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|unit cost = |
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|variants with their own articles = |
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}} |
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The '''Polikarpov I-153 ''Chaika''''' (Russian ''Чайка'', "Seagull") |
The '''Polikarpov I-153 ''Chaika''''' (Russian ''Чайка'', "Seagull") is a late 1930s Soviet [[sesquiplane]] fighter. Developed from the [[Polikarpov I-15|I-15]] with a retractable undercarriage, the I-153 fought in the [[Soviet–Japanese border conflicts|Soviet-Japanese combats in Mongolia]] and was one of the major Soviet fighter types in the early years of the Second World War. Three I-153s are still in flying condition. The I-153 is powered by the Shvetsov M-62 radial engine. |
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==Design and development== |
==Design and development== |
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The M-62 was not ready by the time the first prototype was complete, so it was fitted with a 750 hp (560 kW) M-25V engine when it made its maiden flight in August 1938.<ref name="redstar p79"/> The first prototype failed factory testing due to numerous defects, but this did not stop production, with the aircraft entering production concurrently with ongoing testing and development. Early production I-153s powered by the M25 engine passed state testing during 1939, despite the loss of one aircraft which disintegrated in a 500 km/h (311 mph) dive. In test flights, the I-153 (M-25) achieved the top speed of 424 km/h (264 mph), service ceiling of 8,700 m (28,500 ft), and required 6 minutes 24 seconds to reach 5,000 m (16,404 ft).<ref name="redstar p79"/> This performance was well in excess of that demonstrated by the I-15bis.<ref name="WoF17 p124"/> |
The M-62 was not ready by the time the first prototype was complete, so it was fitted with a 750 hp (560 kW) M-25V engine when it made its maiden flight in August 1938.<ref name="redstar p79"/> The first prototype failed factory testing due to numerous defects, but this did not stop production, with the aircraft entering production concurrently with ongoing testing and development. Early production I-153s powered by the M25 engine passed state testing during 1939, despite the loss of one aircraft which disintegrated in a 500 km/h (311 mph) dive. In test flights, the I-153 (M-25) achieved the top speed of 424 km/h (264 mph), service ceiling of 8,700 m (28,500 ft), and required 6 minutes 24 seconds to reach 5,000 m (16,404 ft).<ref name="redstar p79"/> This performance was well in excess of that demonstrated by the I-15bis.<ref name="WoF17 p124"/> |
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During 1939, production switched to a version powered by the originally planned M-62 engine, with an M-62 powered prototype undergoing state testing from 16 June 1939. While speed at sea level was virtually unchanged, the new engine improved performance at altitude.<ref name="AE11 p26">Green and Swanborough 1979, p. 26.</ref> A speed of 443 km/h (275 mph) at 4,600 |
During 1939, production switched to a version powered by the originally planned M-62 engine, with an M-62 powered prototype undergoing state testing from 16 June 1939. While speed at sea level was virtually unchanged, the new engine improved performance at altitude.<ref name="AE11 p26">Green and Swanborough 1979, p. 26.</ref> A speed of 443 km/h (275 mph) at 4,600 m (15,100 ft) was recorded, with a service ceiling of 9,800 m (32,100 ft). This performance was disappointing, and caused the aircraft to fail the state acceptance trials, although this did not disrupt production.<ref name="redstar p81">Gordon and Dexter 2002, p. 81.</ref> While it was recognised that the I-153's performance was inadequate, the over-riding requirement was to not disrupt production until more advanced fighters could enter production.<ref name="AE11 p26"/> |
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While numerous improvements were proposed, many were too radical to be implemented since the aircraft was already in production. Desperate to improve performance, Polikarpov tested two I-153 with the [[Shvetsov M-63]] engine with 820 kW (1,100 hp). However, the results were disappointing and it was becoming painfully obvious that the biplane airframe was incapable of higher speeds. |
While numerous improvements were proposed, many were too radical to be implemented since the aircraft was already in production. Desperate to improve performance, Polikarpov tested two I-153 with the [[Shvetsov M-63]] engine with 820 kW (1,100 hp). However, the results were disappointing and it was becoming painfully obvious that the biplane airframe was incapable of higher speeds.{{Citation needed|date=January 2021}} |
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One of the rarely mentioned characteristics of the I-153 was its poor performance in a [[Spin (flight)|spin]]. While the [[Polikarpov I-16]] had gained notoriety for entering spins, pilots found it easy to recover from a spin. In contrast, while the I-153 was difficult to spin, once it lost control, recovery was difficult to the point where intentional spinning was forbidden for some time. A spin recovery procedure was eventually developed but, while effective, it required flawless timing and execution. |
One of the rarely mentioned characteristics of the I-153 was its poor performance in a [[Spin (flight)|spin]]. While the [[Polikarpov I-16]] had gained notoriety for entering spins, pilots found it easy to recover from a spin. In contrast, while the I-153 was difficult to spin, once it lost control, recovery was difficult to the point where intentional spinning was forbidden for some time. A spin recovery procedure was eventually developed but, while effective, it required flawless timing and execution.{{Citation needed|date=January 2021}} |
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By the end of production in 1941, a total of 3,437 I-153s were built. |
By the end of production in 1941, a total of 3,437 I-153s were built.<ref name="redstar p83,6">Gordon and Dexter 2002, pp. 83, 86</ref> |
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==Operational history== |
==Operational history== |
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[[File:Polikarpov I-153 SA-kuva 20616.jpg|thumb|I-153 captured by Finnish forces after a forced landing. Photo taken in June, 1941]] |
[[File:Polikarpov I-153 SA-kuva 20616.jpg|thumb|I-153 captured by Finnish forces after a forced landing. Photo taken in June, 1941]] |
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The I-153 first saw combat in 1939 during the Soviet-Japanese [[Battle of Khalkin Gol]] in [[Mongolia]]. The Japanese Army Air Forces' '''Type 97 Fighter''' ([[Nakajima Ki-27]]) ''Nate'' proved a formidable opponent for the I-15bis and I-16, but was more evenly matched with the I-153, which retained agility inherent to biplanes while |
The I-153 first saw combat in 1939 during the Soviet-Japanese [[Battle of Khalkin Gol]] in [[Mongolia]]. The Japanese Army Air Forces' '''Type 97 Fighter''' ([[Nakajima Ki-27]]) ''Nate'' proved a formidable opponent for the I-15bis and I-16, but was more evenly matched with the I-153, which retained agility inherent to biplanes while having improved performance.<ref>Mikesh and Abe 1990, p. 218.</ref> While the overall I-153 performance was satisfactory, some significant problems were revealed. Most troublesome was the absence of a firewall between the fuel tank mounted in front of the cockpit and the pilot. Combined with strong draft coming in through the wheel wells, fuel tank fires invariably resulted in rapid engulfment of the cockpit and severe burns to the pilot. In addition, the M-62 engine suffered from a service life of only 60–80 hours due to failures of the two-speed [[supercharger]].<ref name="Maslov_p_71">Maslov 2005, p. 71.</ref> |
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The Polikarpov I-153 Chaika never flew with any Spanish Air Force units during or after the Spanish Civil War. Two earlier variants of this aircraft, the I-15 and the I-15bis, did fly with the Republican Air Force during the conflict and, later, captured examples of both types were used by the ''Fuerzas Aéreas'' till the early 1950s. |
The Polikarpov I-153 Chaika never flew with any Spanish Air Force units during or after the Spanish Civil War. Two earlier variants of this aircraft, the I-15 and the I-15bis, did fly with the Republican Air Force during the conflict and, later, captured examples of both types were used by the ''Fuerzas Aéreas'' till the early 1950s.{{Citation needed|date=January 2021}} |
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==Variants== |
==Variants== |
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{{Unreferenced section|date=January 2021}} |
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While attempts to improve performance proved largely fruitless, Polikarpov had some success in upgrading the armament. The I-153 series underwent trials with two synchronized 12.7 mm (0.5 in) TKB-150 (later designated [[Berezin BS]]) machine guns, and about 150 aircraft were built with a single TKB-150 in the fuselage and two ShKAS in the wings (a single TKB-150 was used because of the shortage of this weapon which was shared with I-16 Type 29). Late in production, about 400 aircraft were modified with metal plates under the wings to accommodate [[RS-82]] unguided rockets. |
While attempts to improve performance proved largely fruitless, Polikarpov had some success in upgrading the armament. The I-153 series underwent trials with two synchronized 12.7 mm (0.5 in) TKB-150 (later designated [[Berezin BS]]) machine guns, and about 150 aircraft were built with a single TKB-150 in the fuselage and two ShKAS in the wings (a single TKB-150 was used because of the shortage of this weapon which was shared with I-16 Type 29). Late in production, about 400 aircraft were modified with metal plates under the wings to accommodate [[RS-82]] unguided rockets.<ref name="redstar p83">Gordon and Dexter 2002, p. 83</ref> |
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Other variants included: |
Other variants included: |
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* '''I-153DM''' (''Dopolnityelnyi Motor'' – supplementary engine) - On an experimental basis, the I-153DM was flown with gasoline-burning [[ramjet]] engines under the wings. DM-2 engines increased the top speed by 30 |
* '''I-153DM''' (''Dopolnityelnyi Motor'' – supplementary engine) - On an experimental basis, the I-153DM was flown with gasoline-burning [[ramjet]] engines under the wings. DM-2 engines increased the top speed by {{convert|30|km/h|mph|0|abbr=on}} while more powerful DM-4 engines added as much as {{convert|51|km/h|mph|abbr=on}}. A total of 74 flights were undertaken.<ref name="redstar p100"/> |
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* '''I-153P''' (''Pushechnyy'' – cannon armed)- two synchronized 20 mm (0.79 in) [[ShVAK cannon]]s, added firepower was offset by the increase in weight and tendency of gunpowder to foul the windscreen |
* '''I-153P''' (''Pushechnyy'' – cannon armed)- two synchronized 20 mm (0.79 in) [[ShVAK cannon]]s, added firepower was offset by the increase in weight and tendency of gunpowder to foul the windscreen. At least eight built.<ref name="redstar p97">Gordon and Dexter 2002, p. 97</ref> |
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* '''I-153Sh''' and '''USh''' - ground attack versions with underwing containers with ShKAS machine guns and 2.5 |
* '''I-153Sh''' and '''USh''' - ground attack versions with underwing containers with four ShKAS machine guns (Sh) or and twenty {{convert|2.5|kg|lb|abbr=on}} bombs (USh).<ref name="redstar p98">Gordon and Dexter 2002, p. 98</ref> |
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* '''I-153TK''' - Four prototypes fitted with M-25V or M-62 engines boosted by twin TK-1 superchargers. Twenty production aircraft built.<ref name="redstar p989">Gordon and Dexter 2002, pp. 98–99</ref> |
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* '''I-153V''' (''Vysotnoi'' - height) - A single aircraft fitted with the definitive Schyerbakov "minimum leak" pressure cabin. |
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* '''I-153V |
* '''I-153V''' (''Vysotnoi'' - height) (also known as '''I-190GK''' (''Germetichyeskoi Kabine'' – hermetic (pressure) cabin) - A single aircraft fitted with the definitive Schyerbakov "minimum leak" pressure cabin.<ref name="redstar p100">Gordon and Dexter 2002, p. 100</ref> |
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* '''I-153V-TKGK''' (''Vysotnoi-TK Germetichyeskoi Kabine '' - height turbo-charged hermetic (pressure) cabin) - high-altitude version with a turbocharged M-63 engine and a pressurized cockpit. One built.<ref name="redstar p100"/> |
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* '''I-153UD''' - rear fuselage completed as a wooden [[monocoque]] rather than fabric-covered steel and wooden frame to save metal, did not enter production |
* '''I-153UD''' - rear fuselage completed as a wooden [[monocoque]] rather than fabric-covered steel and wooden frame to save metal, did not enter production.<ref name="redstar p99">Gordon and Dexter 2002, p. 99</ref> |
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* 50 I-153 were equipped with larger oil tanks and plumbed to accept external fuel tanks under the wings which doubled the combat range. These were primarily used by the Soviet Navy. |
* 50 I-153 were equipped with larger oil tanks and plumbed to accept external fuel tanks under the wings which doubled the combat range. These were primarily used by the Soviet Navy. |
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* '''I-190''' - experimental version powered by an 820 kW (1,100 hp) M-88V radial piston engine with two ShVAK cannon and four ShKAS machine guns. First flight 30 December 1939 but crashed 13 February 1941 and variant discontinued. |
* '''I-190''' - experimental version powered by an 820 kW (1,100 hp) M-88V radial piston engine with two ShVAK cannon and four ShKAS machine guns. First flight 30 December 1939 but crashed 13 February 1941 and variant discontinued. |
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* |
* - The second I-190 prototype completed with a pressure cabin and turbo-charged M-90 engine fitted with a ducted spinner. |
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* '''I-195''' - Strengthened I-190 with enclosed unpressurised cockpit, powered by an M-90 with a ducted spinner and identical armament to the I-190. The prototype was not completed. |
* '''I-195''' - Strengthened I-190 with enclosed unpressurised cockpit, powered by an M-90 with a ducted spinner and identical armament to the I-190. The prototype was not completed. |
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==Operators== |
==Operators== |
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{{More citations needed section|date=January 2021}} |
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[[File:I-153.jpg|200px|thumb|A Finnish Air Force Polikarpov I-153.]] |
[[File:I-153.jpg|200px|thumb|A Finnish Air Force Polikarpov I-153.]] |
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;{{flagcountry|Nationalist government}} |
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;{{China as ROC}} |
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*[[Chinese Nationalist Air Force]] |
*[[Chinese Nationalist Air Force]] |
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;{{FIN}} |
;{{FIN}} |
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*[[Finnish Air Force]] operated 21 captured aircraft, 11 of which were bought from Germany, of which 10 were actually delivered. They flew with the serial numbers IT-11 to IT-31.<ref>[http://www.sci.fi/~ambush/faf/fafincolor.html "Finnish Air Force Aircraft: Polikarpov I-153 {{ |
*[[Finnish Air Force]] operated 21 captured aircraft, 11 of which were bought from Germany, of which 10 were actually delivered. They flew with the serial numbers IT-11 to IT-31.<ref>[http://www.sci.fi/~ambush/faf/fafincolor.html "Finnish Air Force Aircraft: Polikarpov I-153 {{in lang|en}}."]{{dead link|date=January 2018 |bot=InternetArchiveBot |fix-attempted=yes }} ''FAF in Colour.'' Retrieved: 12 November 2011.</ref><ref>Keskinen et al. 1977, pp. 18–54.</ref> In Finnish service, FAF pilots claimed at least 5 kills in I-153s against the Soviets.{{citation needed|date=December 2014}} |
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;{{flag|Nazi Germany}} |
;{{flag|Nazi Germany}} |
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*''[[Luftwaffe]]'' operated captured aircraft. |
*''[[Luftwaffe]]'' operated captured aircraft. |
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==Surviving aircraft== |
==Surviving aircraft== |
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{{More citations needed section|date=January 2021}} |
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[[File:I-153 RA-1562G (6066213064).jpg|200px|thumb|A Polikarpov I-153 with the cowling removed.]] |
[[File:I-153 RA-1562G (6066213064).jpg|200px|thumb|A Polikarpov I-153 with the cowling removed.]] |
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There are four complete survivors of this plane, three of which can fly. In the early 1990s, New Zealand pilot and entrepreneur [[Tim Wallis]]' [[Alpine Fighter Collection]] organised the restoration of three I-153s and six I-16s to an airworthy condition, this project being completed in 1999 as the third and final I-153 arrived in New Zealand. These aircraft were equipped with AZsh-62IR geared radials instead of the M-62, which were non-geared. The reason is that AZsh-62IR is just a version of M-62, with absolute equality in all instead of a frontal gearbox and weapon synchronizer absence. Also, none of original engines from recovered wrecks could have been brought to life. |
There are four complete survivors of this plane, three of which can fly. In the early 1990s, New Zealand pilot and entrepreneur [[Tim Wallis]]' [[Alpine Fighter Collection]] organised the restoration of three I-153s and six I-16s to an airworthy condition, this project being completed in 1999 as the third and final I-153 arrived in New Zealand. These aircraft were equipped with AZsh-62IR geared radials instead of the M-62, which were non-geared. The reason is that AZsh-62IR is just a version of M-62, with absolute equality in all instead of a frontal gearbox and weapon synchronizer absence. Also, none of original engines from recovered wrecks could have been brought to life. |
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===France=== |
===France=== |
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* |
* 7277 – I-153 on static display at the [[Musée de l'Air]] in [[Paris, Île-de-France]].<ref>{{cite web|title=Polikarpov I-153|url=http://www.museeairespace.fr/aller-plus-haut/collections/polikarpov-i-153|website=Musée Air & Espace|access-date=9 December 2016|language=fr}}</ref> It is being restored by the Memorial Flight Association.<ref>{{cite web|title=Workshop|url=http://memorial.flight.free.fr/workshopuk.html|website=Memorial Flight|publisher=Memorial Flight Association|access-date=9 December 2016}}</ref> This is the only fully original I-153 known to exist.{{citation needed|date=December 2016}} |
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===Russia=== |
===Russia=== |
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* 6326 – I-153 with [[Vadim Zadorozhny]] in Russia. It is painted as Red 10 and registered as RA-1562G.{{citation needed|date=December 2016}} |
* 6326 – I-153 with [[Vadim Zadorozhny]] in Russia. It is painted as Red 10 and registered as RA-1562G.{{citation needed|date=December 2016}} |
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* There is also an airworthy example in Russia. |
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===Spain=== |
===Spain=== |
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* 7027 – I-153 airworthy at the |
* 7027 – I-153 airworthy at the Fundació Parc Aeronautic de Catalunya in [[Sabadell|Sabadell, Catalonia]] as EC-LJL.<ref>{{cite web|title=Airframe Dossier - Polikarpov I-153, s/n 75 Russian AF, c/n 7027, c/r EC-LPC|url=http://aerialvisuals.ca/AirframeDossier.php?Serial=8544|website=Aerial Visuals|publisher=AerialVisuals.ca|access-date=9 December 2016}}</ref><ref>{{cite web|title=REGISTRO DE MATRÍCULA DE AERONAVES CIVILES|url=http://www.seguridadaerea.gob.es/media/3748914/aeronaves_inscritas.pdf|website=Agencia Estatal de Seguridad Aérea|access-date=9 December 2016|date=1 December 2016|archive-url=https://web.archive.org/web/20161220082931/http://www.seguridadaerea.gob.es/media/3748914/aeronaves_inscritas.pdf|archive-date=2016-12-20|url-status=dead}}</ref> |
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===United States=== |
===United States=== |
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* 6316 – I-153 airworthy at the [[Military Aviation Museum]] in [[Virginia Beach, Virginia]] as N153RP.<ref>{{cite web|title=WWII - Aircraft|url=http://www.militaryaviationmuseum.org/ww2-aircraft.html|archive-url=https://web.archive.org/web/20131009074012/http://militaryaviationmuseum.org/ww2-aircraft.html|url-status=dead|archive-date=9 October 2013|website=Military Aviation Museum|publisher=Military Aviation Museum| |
* 6316 – I-153 airworthy at the [[Military Aviation Museum]] in [[Virginia Beach, Virginia]] as N153RP.<ref>{{cite web|title=WWII - Aircraft|url=http://www.militaryaviationmuseum.org/ww2-aircraft.html|archive-url=https://web.archive.org/web/20131009074012/http://militaryaviationmuseum.org/ww2-aircraft.html|url-status=dead|archive-date=9 October 2013|website=Military Aviation Museum|publisher=Military Aviation Museum|access-date=9 December 2016}}</ref><ref>{{cite web|title=FAA REGISTRY [N153RP]|url=http://registry.faa.gov/aircraftinquiry/NNum_Results.aspx?NNumbertxt=N153RP|website=Federal Aviation Administration|publisher=U.S. Department of Transportation|access-date=9 December 2016}}</ref> |
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==Specifications (I-153 (M-62))== |
==Specifications (I-153 (M-62))== |
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{{aircraft specifications| |
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|ref=Of Chaika and Chato...Polikarpov's Fighting Biplanes"<ref name="AE11 p26"/> |
|ref=Of Chaika and Chato...Polikarpov's Fighting Biplanes"<ref name="AE11 p26"/> |
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|prime units?=met |
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|crew= |
|crew=one |
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|length |
|length m=6.17|span m=10|height m=2.8 |
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|length alt=20 ft 3 in |
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|airfoil=Clark YH <ref name="Selig">{{cite web |last1=Lednicer |first1=David |title=The Incomplete Guide to Airfoil Usage |url=https://m-selig.ae.illinois.edu/ads/aircraft.html |website=m-selig.ae.illinois.edu |access-date=16 April 2019}}</ref> |
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|span main=10.00 m |
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|empty weight kg=1452|gross weight kg=1960|max takeoff weight kg=2110 |
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|span alt=32 ft 9½ in |
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|height main=2.80 m |
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|height alt=9 ft 2¼ in |
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|eng1 number=1|eng1 name=[[Shvetsov M-62]]|eng1 type=9-cylinder air-cooled radial piston engine|eng1 kw=597 |
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|area alt=238.3 ft² |
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|prop blade number=2|prop name=variable pitch propeller|prop dia m= |
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|empty weight main=1,452 kg |
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|empty weight alt=3,201 lb |
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Performance |
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|loaded weight main=1,960 kg |
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|loaded weight alt=4,221 lb |
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|max speed kmh=444|max speed note=at {{cvt|4600|m}} |
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|max takeoff weight main=2,110 kg |
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|cruise speed kmh=297|cruise speed note=at {{cvt|2000|m}} |
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|max takeoff weight alt=6,652 lb |
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|more general= |
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|engine (prop)=[[Shvetsov M-62]] |
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|type of prop=[[radial engine]] |
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|time to altitude={{cvt|7000|m}} in 8 minutes 18 seconds |
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|number of props=1 |
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|power main=597 kW |
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Armament |
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|power alt=800 hp |
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|max speed main=444 km/h |
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|max speed alt=243 knots, 280 mph |
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|max speed more=at 4,600 m (15,100 ft) |
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|cruise speed main=297 km/h |
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|cruise speed alt=160 knots, 184 mph |
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|cruise speed more=at 2,000 m (6,600 ft) |
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|range alt=254 nmi, 292 mi |
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|ceiling alt=35,105 ft |
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|climb rate alt=2,985 ft/min |
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|loading main= |
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|loading alt= |
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|power/mass main= |
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|power/mass alt= |
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|more performance=*'''Climb to 1,000 m (3,300 ft):''' 0.85 min |
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*'''Climb to 7,000 m (23,000 ft):''' 8.3 min |
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}} |
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*[[Grumman F3F]] |
*[[Grumman F3F]] |
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|lists= |
|lists= |
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* [[List of |
* [[List of interwar military aircraft]] |
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*[[List of aircraft of World War II]] |
*[[List of aircraft of World War II]] |
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|see also= |
|see also= |
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==References== |
==References== |
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===Notes=== |
===Notes=== |
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{{Reflist|group=nb}} |
{{Reflist|group=nb}} |
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==External links== |
==External links== |
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{{ |
{{Commons category|Polikarpov I-153}} |
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* [https://web.archive.org/web/20070717181354/http://www.nzfpm.co.nz/article.asp?id=i153 Photos and article on restored I-153 in New Zealand] |
* [https://web.archive.org/web/20070717181354/http://www.nzfpm.co.nz/article.asp?id=i153 Photos and article on restored I-153 in New Zealand] |
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{{Polikarpov aircraft}} |
{{Polikarpov aircraft}} |
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{{Soviet fighter |
{{Soviet fighter designations}} |
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{{WWIIUSSRAF}} |
{{WWIIUSSRAF}} |
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{{Authority control}} |
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[[Category:1930s Soviet fighter aircraft]] |
[[Category:1930s Soviet fighter aircraft]] |
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[[Category:Gull-wing aircraft]] |
[[Category:Gull-wing aircraft]] |
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[[Category:Single-engined tractor aircraft]] |
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[[Category:Sesquiplanes]] |
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[[Category:Aircraft first flown in 1937]] |
[[Category:Aircraft first flown in 1937]] |
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Latest revision as of 16:46, 25 September 2024
| I-153 | |
|---|---|
 Polikarpov I-153 at the Museum of Air and Space, Paris | |
| General information | |
| Type | Fighter |
| Manufacturer | Polikarpov |
| Designer | |
| Status | retired |
| Primary users | Soviet Air Force |
| Number built | 3,437 |
| History | |
| Manufactured | 1939–1941 |
| Introduction date | 1939 |
| First flight | 1937 |
| Developed from | Polikarpov I-15 |
The Polikarpov I-153 Chaika (Russian Чайка, "Seagull") is a late 1930s Soviet sesquiplane fighter. Developed from the I-15 with a retractable undercarriage, the I-153 fought in the Soviet-Japanese combats in Mongolia and was one of the major Soviet fighter types in the early years of the Second World War. Three I-153s are still in flying condition. The I-153 is powered by the Shvetsov M-62 radial engine.
Design and development
[edit]In 1937, the Polikarpov design bureau carried out studies to improve on the performance of its I-15 and I-15bis biplane fighters without sacrificing manoeuvrability, as Soviet tactical doctrine was based on a mix of high performance monoplane fighters (met by the Polikarpov I-16) and agile biplanes.[1] Early combat experience from the Spanish Civil War had shown that the I-16 had problems dealing with the Fiat CR.32 biplanes used by the Italian forces supporting the Nationalists, which suggested a need to continue the use of biplane fighters, and as a result, Polikarpov's proposals were accepted, and his design bureau was instructed to design a new biplane fighter. Polikarpov assigned the task to the design team led by Aleksei Ya Shcherbakov, who was assisted by Artem Mikoyan and Mikhail Gurevich (who would later set up the MiG design bureau).[2]
The new fighter (designated I-15ter by the design bureau and I-153 by the Soviet Air Forces (VVS)[3]) was based closely on the design of the I-15bis, with a stronger structure, but was fitted with a manually retractable undercarriage to reduce drag. It reverted to the "gulled" upper wing of the original I-15[nb 1] but used the Clark YH aerofoil of the I-15bis.[5] The four 7.62 mm PV-1 machine guns of the I-15bis were replaced by four ShKAS machine guns. While still rifle-calibre weapons, these fired much faster than the PV-1s, (1,800 rounds per minute rather than 750 rounds per minute[6]) giving a much greater weight of fire.[5] The new fighter was to be powered by a Shvetsov M-62 an improved derivative of the Shvetsov M-25 that powered the I-15 and I-15bis with twin superchargers.[7]
The aircraft was of mixed metal and wood construction, with the fuselage structure being based on chromium-molybdenum steel with duralumin skinning on the forward fuselage, and fabric covering on the fuselage aft of the front of the cockpit. The aircraft's wings were made of fabric covered wood, while the tail surfaces were of fabric covered duralumin.[8] The aircraft was fitted with a tailwheel undercarriage, with the mainwheels retracting rearwards, rotating through 90 degrees to lie flat in the wing roots, being actuated by cables operated by a pilot-driven handwheel. The solid rubber tailwheel did not retract, but moved in conjunction with the rudder.[1]
The M-62 was not ready by the time the first prototype was complete, so it was fitted with a 750 hp (560 kW) M-25V engine when it made its maiden flight in August 1938.[3] The first prototype failed factory testing due to numerous defects, but this did not stop production, with the aircraft entering production concurrently with ongoing testing and development. Early production I-153s powered by the M25 engine passed state testing during 1939, despite the loss of one aircraft which disintegrated in a 500 km/h (311 mph) dive. In test flights, the I-153 (M-25) achieved the top speed of 424 km/h (264 mph), service ceiling of 8,700 m (28,500 ft), and required 6 minutes 24 seconds to reach 5,000 m (16,404 ft).[3] This performance was well in excess of that demonstrated by the I-15bis.[1]
During 1939, production switched to a version powered by the originally planned M-62 engine, with an M-62 powered prototype undergoing state testing from 16 June 1939. While speed at sea level was virtually unchanged, the new engine improved performance at altitude.[9] A speed of 443 km/h (275 mph) at 4,600 m (15,100 ft) was recorded, with a service ceiling of 9,800 m (32,100 ft). This performance was disappointing, and caused the aircraft to fail the state acceptance trials, although this did not disrupt production.[10] While it was recognised that the I-153's performance was inadequate, the over-riding requirement was to not disrupt production until more advanced fighters could enter production.[9]
While numerous improvements were proposed, many were too radical to be implemented since the aircraft was already in production. Desperate to improve performance, Polikarpov tested two I-153 with the Shvetsov M-63 engine with 820 kW (1,100 hp). However, the results were disappointing and it was becoming painfully obvious that the biplane airframe was incapable of higher speeds.[citation needed]
One of the rarely mentioned characteristics of the I-153 was its poor performance in a spin. While the Polikarpov I-16 had gained notoriety for entering spins, pilots found it easy to recover from a spin. In contrast, while the I-153 was difficult to spin, once it lost control, recovery was difficult to the point where intentional spinning was forbidden for some time. A spin recovery procedure was eventually developed but, while effective, it required flawless timing and execution.[citation needed]
By the end of production in 1941, a total of 3,437 I-153s were built.[11]
Operational history
[edit]
The I-153 first saw combat in 1939 during the Soviet-Japanese Battle of Khalkin Gol in Mongolia. The Japanese Army Air Forces' Type 97 Fighter (Nakajima Ki-27) Nate proved a formidable opponent for the I-15bis and I-16, but was more evenly matched with the I-153, which retained agility inherent to biplanes while having improved performance.[12] While the overall I-153 performance was satisfactory, some significant problems were revealed. Most troublesome was the absence of a firewall between the fuel tank mounted in front of the cockpit and the pilot. Combined with strong draft coming in through the wheel wells, fuel tank fires invariably resulted in rapid engulfment of the cockpit and severe burns to the pilot. In addition, the M-62 engine suffered from a service life of only 60–80 hours due to failures of the two-speed supercharger.[13]
The Polikarpov I-153 Chaika never flew with any Spanish Air Force units during or after the Spanish Civil War. Two earlier variants of this aircraft, the I-15 and the I-15bis, did fly with the Republican Air Force during the conflict and, later, captured examples of both types were used by the Fuerzas Aéreas till the early 1950s.[citation needed]
Variants
[edit] |
While attempts to improve performance proved largely fruitless, Polikarpov had some success in upgrading the armament. The I-153 series underwent trials with two synchronized 12.7 mm (0.5 in) TKB-150 (later designated Berezin BS) machine guns, and about 150 aircraft were built with a single TKB-150 in the fuselage and two ShKAS in the wings (a single TKB-150 was used because of the shortage of this weapon which was shared with I-16 Type 29). Late in production, about 400 aircraft were modified with metal plates under the wings to accommodate RS-82 unguided rockets.[14]
Other variants included:
- I-153DM (Dopolnityelnyi Motor – supplementary engine) - On an experimental basis, the I-153DM was flown with gasoline-burning ramjet engines under the wings. DM-2 engines increased the top speed by 30 km/h (19 mph) while more powerful DM-4 engines added as much as 51 km/h (32 mph). A total of 74 flights were undertaken.[15]
- I-153P (Pushechnyy – cannon armed)- two synchronized 20 mm (0.79 in) ShVAK cannons, added firepower was offset by the increase in weight and tendency of gunpowder to foul the windscreen. At least eight built.[16]
- I-153Sh and USh - ground attack versions with underwing containers with four ShKAS machine guns (Sh) or and twenty 2.5 kg (5.5 lb) bombs (USh).[17]
- I-153TK - Four prototypes fitted with M-25V or M-62 engines boosted by twin TK-1 superchargers. Twenty production aircraft built.[18]
- I-153V (Vysotnoi - height) (also known as I-190GK (Germetichyeskoi Kabine – hermetic (pressure) cabin) - A single aircraft fitted with the definitive Schyerbakov "minimum leak" pressure cabin.[15]
- I-153V-TKGK (Vysotnoi-TK Germetichyeskoi Kabine - height turbo-charged hermetic (pressure) cabin) - high-altitude version with a turbocharged M-63 engine and a pressurized cockpit. One built.[15]
- I-153UD - rear fuselage completed as a wooden monocoque rather than fabric-covered steel and wooden frame to save metal, did not enter production.[19]
- 50 I-153 were equipped with larger oil tanks and plumbed to accept external fuel tanks under the wings which doubled the combat range. These were primarily used by the Soviet Navy.
- I-190 - experimental version powered by an 820 kW (1,100 hp) M-88V radial piston engine with two ShVAK cannon and four ShKAS machine guns. First flight 30 December 1939 but crashed 13 February 1941 and variant discontinued.
- - The second I-190 prototype completed with a pressure cabin and turbo-charged M-90 engine fitted with a ducted spinner.
- I-195 - Strengthened I-190 with enclosed unpressurised cockpit, powered by an M-90 with a ducted spinner and identical armament to the I-190. The prototype was not completed.
Operators
[edit] | This section needs additional citations for verification. (January 2021) |
- Finnish Air Force operated 21 captured aircraft, 11 of which were bought from Germany, of which 10 were actually delivered. They flew with the serial numbers IT-11 to IT-31.[20][21] In Finnish service, FAF pilots claimed at least 5 kills in I-153s against the Soviets.[citation needed]
- Luftwaffe operated captured aircraft.
Surviving aircraft
[edit] | This section needs additional citations for verification. (January 2021) |
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There are four complete survivors of this plane, three of which can fly. In the early 1990s, New Zealand pilot and entrepreneur Tim Wallis' Alpine Fighter Collection organised the restoration of three I-153s and six I-16s to an airworthy condition, this project being completed in 1999 as the third and final I-153 arrived in New Zealand. These aircraft were equipped with AZsh-62IR geared radials instead of the M-62, which were non-geared. The reason is that AZsh-62IR is just a version of M-62, with absolute equality in all instead of a frontal gearbox and weapon synchronizer absence. Also, none of original engines from recovered wrecks could have been brought to life.
France
[edit]- 7277 – I-153 on static display at the Musée de l'Air in Paris, Île-de-France.[22] It is being restored by the Memorial Flight Association.[23] This is the only fully original I-153 known to exist.[citation needed]
Russia
[edit]- 6326 – I-153 with Vadim Zadorozhny in Russia. It is painted as Red 10 and registered as RA-1562G.[citation needed]
- There is also an airworthy example in Russia.
Spain
[edit]- 7027 – I-153 airworthy at the Fundació Parc Aeronautic de Catalunya in Sabadell, Catalonia as EC-LJL.[24][25]
United States
[edit]- 6316 – I-153 airworthy at the Military Aviation Museum in Virginia Beach, Virginia as N153RP.[26][27]
Specifications (I-153 (M-62))
[edit]Data from Of Chaika and Chato...Polikarpov's Fighting Biplanes"[9]
General characteristics
- Crew: one
- Length: 6.17 m (20 ft 3 in)
- Wingspan: 10 m (32 ft 10 in)
- Height: 2.8 m (9 ft 2 in)
- Wing area: 22.14 m2 (238.3 sq ft)
- Airfoil: Clark YH [28]
- Empty weight: 1,452 kg (3,201 lb)
- Gross weight: 1,960 kg (4,321 lb)
- Max takeoff weight: 2,110 kg (4,652 lb)
- Powerplant: 1 × Shvetsov M-62 9-cylinder air-cooled radial piston engine, 597 kW (801 hp)
- Propellers: 2-bladed variable pitch propeller
Performance
- Maximum speed: 444 km/h (276 mph, 240 kn) at 4,600 m (15,100 ft)
- Cruise speed: 297 km/h (185 mph, 160 kn) at 2,000 m (6,600 ft)
- Range: 470 km (290 mi, 250 nmi)
- Service ceiling: 10,700 m (35,100 ft)
- Rate of climb: 15 m/s (3,000 ft/min)
- Time to altitude: 7,000 m (23,000 ft) in 8 minutes 18 seconds
Armament
- Guns: 4 × 7.62 mm (0.300 in) ShKAS machine guns with 2,600 rounds of ammunition
- Rockets: 8 x 82 mm (3.228 in) RS-82 rockets
See also
[edit]Aircraft of comparable role, configuration, and era
Related lists
References
[edit]Notes
[edit]- ^ The Gull wing arrangement of the I-15 had proved unpopular with senior officials of the VVS as it gave a poor view from the cockpit and was blamed for poor directional stability.[4] More recent reports from TsAGI, the Central Aerohydrodynamics Institute, stated that stability of the gull wing arrangement improved at high speeds.[1]
Citations
[edit]- ^ a b c d Gordon and Dexter 1999, p. 124.
- ^ Green and Swanborough 1979, p. 24.
- ^ a b c Gordon and Dexter 2002, p. 79.
- ^ Gordon and Dexter 1999, p. 118.
- ^ a b Green and Swanborough 1979, p. 25.
- ^ Gordon and Dexter 2002, pp. 82–83.
- ^ Gordon and Dexter 2002, pp. 79, 81.
- ^ Green 1971, p. 11.
- ^ a b c Green and Swanborough 1979, p. 26.
- ^ Gordon and Dexter 2002, p. 81.
- ^ Gordon and Dexter 2002, pp. 83, 86
- ^ Mikesh and Abe 1990, p. 218.
- ^ Maslov 2005, p. 71.
- ^ Gordon and Dexter 2002, p. 83
- ^ a b c Gordon and Dexter 2002, p. 100
- ^ Gordon and Dexter 2002, p. 97
- ^ Gordon and Dexter 2002, p. 98
- ^ Gordon and Dexter 2002, pp. 98–99
- ^ Gordon and Dexter 2002, p. 99
- ^ "Finnish Air Force Aircraft: Polikarpov I-153 (in English)."[permanent dead link] FAF in Colour. Retrieved: 12 November 2011.
- ^ Keskinen et al. 1977, pp. 18–54.
- ^ "Polikarpov I-153". Musée Air & Espace (in French). Retrieved 9 December 2016.
- ^ "Workshop". Memorial Flight. Memorial Flight Association. Retrieved 9 December 2016.
- ^ "Airframe Dossier - Polikarpov I-153, s/n 75 Russian AF, c/n 7027, c/r EC-LPC". Aerial Visuals. AerialVisuals.ca. Retrieved 9 December 2016.
- ^ "REGISTRO DE MATRÍCULA DE AERONAVES CIVILES" (PDF). Agencia Estatal de Seguridad Aérea. 1 December 2016. Archived from the original (PDF) on 2016-12-20. Retrieved 9 December 2016.
- ^ "WWII - Aircraft". Military Aviation Museum. Military Aviation Museum. Archived from the original on 9 October 2013. Retrieved 9 December 2016.
- ^ "FAA REGISTRY [N153RP]". Federal Aviation Administration. U.S. Department of Transportation. Retrieved 9 December 2016.
- ^ Lednicer, David. "The Incomplete Guide to Airfoil Usage". m-selig.ae.illinois.edu. Retrieved 16 April 2019.
Bibliography
[edit]- Abanshin, Michael E. and Nina Gut. Fighting Polikarpov, Eagles of the East No. 2. Lynnwood, Washington: Aviation International, 1994. ISBN 1-884909-01-9.
- Gordon, Yefim and Dmitri Khazanov. Soviet Combat Aircraft of the Second World War, Volume One: Single-Engined Fighters. Earl Shilton, Leicester, UK: Midland Publishing Ltd., 1998. ISBN 1-85780-083-4.
- Gordon, Yefim and Keith Dexter. Polikarpov Biplane Fighter Variants. Wings of Fame. Volume 17, 1999, pp. 106–129. London: Aerospace Publishing. ISBN 1-86184-041-1. ISSN 1361-2034.
- Gordon, Yefim and Keith Dexter. Polikarpov's Biplane Fighters (Red Star, vol.6). Earl Shilton, Leicester, UK: Midland Publishing, 2002. ISBN 1-85780-141-5.
- Green, William. "End of an Era... Polikarpov's Chaika." Air Enthusiast, Volume 1, Number 1, June 1971, pp. 9–15. Bromley, Kent, UK: Pilot Press Ltd.
- Green, William. Warplanes of the Second World War, Volume Three: Fighters. London: Macdonald & Co. (Publishers) Ltd., Seventh impression 1973m, First edition 1961. ISBN 0-356-01447-9.
- Green, William and Gordon Swanborough. "Of Chaika and Chato...Polikarpov's Fighting Biplanes". Air Enthusiast. Eleven, November 1979–February 1980, pp. 9–29. Bromley, UK: Pilot Press. ISSN 0143-5450.
- Green, William and Gordon Swanborough. WW2 Aircraft Fact Files: Soviet Air Force Fighters, Part 2. London: Macdonald and Jane's Publishers Ltd., 1978. ISBN 0-354-01088-3.
- Keskinen, Kalevi, Kari Stenman and Klaus Niska. Venäläiset Hävittäjät (Suomen Ilmavoimien Historia 7) (in Finnish). Espoo, Finland: Tietoteos, 1977. ISBN 951-9035-25-7.
- Kopenhagen, W., ed. Das große Flugzeug-Typenbuch (in German). Stuggart, Germany: Transpress, 1987. ISBN 3-344-00162-0.
- Léonard, Herbert. Les avions de chasse Polikarpov (in French). Rennes, France: Editions Ouest-France, 1981. ISBN 2-85882-322-7.
- Léonard, Herbert. Les chasseurs Polikarpov (in French). Clichy, France: Éditions Larivière, 2004. ISBN 2-914205-07-4.
- Maslov, Mikhail A. Polikarpov I-153 (Wydawnictwo Militaria 222) (in Polish). Warsawa, Poland: Wydawnictwo Militaria, 2005. ISBN 83-7219-222-7.
- Mikesh, Robert and Shorzoe Abe. Japanese Aircraft of the Pacific War, 1910–1941 (Putnam Aviation Series). Annapolis, Maryland: Naval Institute Press, 1990. ISBN 978-1-55750-563-7.
- Stapfer, Hans-Heiri. Polikarpov Fighters in Action, Part 1 (Aircraft in Action number 157). Carrollton, Texas: Squadron/Signal Publications, Inc., 1995. ISBN 0-89747-343-4.
External links
[edit]
Wikimedia Commons has media related to Polikarpov I-153.
