USSR In 1909 the first Russian aeronautical company, named Pervoye Rossiiskoye Tovarishchestvo Vozdukhoplavaniya S.S. Shchetinin after its principal founder, was established in St. Petersburg. A collaborator in the enterprise was another pioneer, the designer Y. M. Hakkel, and about 1912-1913 the company was joined by the later renowned D. P. Grigorovich. First built Farman and Bleriot type aircraft, but after Grigorovich joined began to specialize in marine aircraft. First was the M-1 flying-boat of 1913, generally of Donnet-Leveque type. M-5 of 1915 was a trainer and reconnaissance type built for the Imperial Navy. About 500 examples of the larger and higher-powered M- 9 of 1915-1916 were built. Later construction included the M-11 single-seat fighter flying-boat; and the larger M-15 and M-20 reconnaissance aircraft.
The Shcherbakov Shche-2 (Russian: Ще-2), also known as the TS-1 and nicknamed “Pike”, was a twin-engined utility aircraft manufactured in the Soviet Union, designed by Alexei Shcherbakov for construction by OKB-47, to meet an urgent requirement for a light transport and liaison aircraft for operation by the Soviet Air Force during the Second World War.
The German invasion of the USSR revealed that there was an urgent requirement for a light transport and utility aircraft for use by the Soviet Air Force at the front. To meet this requirement, Aleksei Shcherbakov, who had previously worked at the Kalinin design bureau, and who had also heavily influenced the design of the Polikarpov I-153 fighter before conducting work on pressure cabins and gliders, was directed to design and develop an aircraft that received the designation “TS-1” in the autumn of 1941.
A cabin monoplane of semi-cantilever, high-wing configuration, the TS-1 was designed to minimise the use of strategic materials, utilising mostly wood in the construction of its remarkably streamlined airframe, and being powered by two readily available Shvetsov M-11 radial engines. Parts of the Lavochkin La-5 aircraft were also used, along with undercarriage parts from the Ilyushin Il-2. The aircraft was equipped with a fixed, conventional taildragger undercarriage, and a twin-fin tail from the Petlyakov Pe-2 was also utilised.
Test-flown in early February 1942 and early 1943, the aircraft, by now having been re-designated Shche-2, proved to be capable of meeting the requirement, and production began in October 1943 at OKB-47, the bureaux being established at Chkalov (Orenburg) for use by Yakovlev, but being transferred to Shcherbakov’s control for the manufacture of his type. The first machine was ready in the summer of 1944. In total, up to the beginning of 1946, several hundreds of aircraft were built.
The Shche-2 was capable of transporting up to 16 troops, with an alternative air ambulance configuration for up to 11 wounded, or cargo up to 1.43 metres (4 ft 8 in) by 1.64 metres (5 ft 5 in) in size. Alternatively, the aircraft could be used as an aircrew and navigational trainer. It was extensively used in the transport and communications roles on the Eastern Front, providing essential, if unglamorous, service.
The power of two engines of 100 hp to carry a cargo weighing about 1000 kg was not enough. The Shche-2 required engines of 150-200 hp. Because of the installation of M-11 engines, the aircraft had very long take-off run, sluggish acceleration, and low rate of climb. Front pilots negatively reacted to the new aircraft.
In 1945, the improved Shche-2TM variant entered flight test, powered by uprated M-11FM engines of 108 kilowatts (145 hp) each, and fitted with a modified wing. Despite the improvements in the design, the decision was made not to produce the aircraft due to a reduction in requirements for the type with the end of the war in May of that year. A proposed diesel-engined version, which began flight tests in July 1945, met the same fate.
Proving in service to be underpowered yet still easy to fly, and establishing a reputation for reliability and ease of maintenance, the Shche-2 was widely used by Soviet forces during the war. Seeing extensive service supplying guerrilla and partisan forces, the Shche-2 also proved to be useful for the delivery of paratroopers.
In 1945 a single copy of an agricultural variant was created. This aircraft had a lightweight design with a reduced wing. It was installed GMC diesel engines from an American tank. Also, the design of a two-body Shche-2 with three M-11D engines was developed, but not implemented.
In May 1945, a newsreel of the latest street battles in Berlin was delivered to one of the Shche-2 aircraft in Moscow.
It is estimated that at least 550 Shche-2 aircraft were completed before the close of production in 1946, the OKB-47 factory being closed down at the conclusion of production. After the end of the war, the aircraft remained in service for several years, with the air forces of Yugoslavia (5 aircraft, delivered in 1945, used through 1952) and Poland (5 aircraft, used 1945–1947) making use of the type, in addition to the aircraft being extensively utilised in transport and air ambulance duties in civilian service within the Soviet Union. In addition, the Shche-2 was operated by Aeroflot on several local airline routes within the Soviet Union for several years after the end of the war, before its replacement by the Antonov An-2.
Shche-2 Engines: 2 × Shvetsov M-11d, 86 kW (115 hp) each Propellers: 2-bladed Wingspan: 20.54 m (67 ft 5 in) Wing area: 63.90 m2 (690 sq ft) Length: 14.27 m (46 ft 10 in) Height: 3.80 m Empty weight: 2,235 kg (4,927 lb) Normal takeoff: 3400 kg Max takeoff weight: 3,700 kg (8,157 lb) Fuel: 370 kg Maximum speed: 155 km/h (96 mph, 84 kn) Cruising speed: 140 km / h Range: 980 km (610 mi, 530 nmi) Service ceiling: 3,000 m (9,800 ft) Rate of climb avg: 1.20 m/s (236 ft/min) Max ROC: 72 m / min Wing loading: 53 kg/m2 (11 lb/sq ft) Power/mass: 0.05 kW/kg (0.03 hp/lb) Crew: two Capacity: up to 16 troops, 9 paratroopers or 11 stretcher / 1000-1330 kg TO run: 275 m Ldg roll: 160 m
USSR A. Y.Shcherbakov was the leader of a design group which developed the twin-engined high-wing monoplane Shch-2 light transport, used for such duties as liaison, transport and supply of partisan forces late in Second World War. After war adopted by Aeroflot. Robust structure, with fixed landing gear and large double freight doors, made the Shch-2 adaptable for a wide variety of transport duties.
The Bakewell Wing-Foot was a new design, constructed to be inherently balanced, permitting higher motor speeds. Gear ratios could be furnished as required.
The motor is equipped with ball bearings throughout except the connecting rod crank pin bearing which is roller, and the wrist pin connecting rod bearing is bronze.
It was found that his motor does not have a vibration point up to 4700 rpm.
The crankshafts are of three piece construction. Cylinder barrels are nitralloy steel with the bore hardened. Rocker arms being enclosed in the crankcase are continually lubricated.
Valves are operated with a single cam for each cylinder, each cam shaft being mounted on two ball bearings. Each crankshaft is mounted on three ball bearings and the propeller shaft, being straight through the motor, is mounted also on three ball bearings.
All oil lines are cast integral with the gear case sections and the oiling system is operated with two hardened gear pumps; one pump removing the oil from the sump and replacing it in the supply tank, the second taking its supply from the tank and forcing it into the propeller shaft where the oil is distributed from this point by a force fed splash systm.
The motor was covered by “Patents applied for” on many features.
Accessories available at extra cost were starter ($250), exhaust stacks ($80), and exhaust manifold (250).
Type: Geared V, radial Commercial Rating: 160 hp at 2800 rpm motor speed, 1800 rpm prop. Displacement: 456 cu.in Compression ratio: 6-1 Bore: 4 in Stroke: 4 1/2 in Length: 32 in Diameter: 34 in Weight: approx. 400 lb Fuel consumption: not more than .55 lb/hp/hr Oil consumption: not more than .020 lb/hp/hr Lubrication: Force feed with splash distribution Ignition: Scintilla Carburation: Stromberg dual Spark plugs: 2 per cylinder Price: $3500 less hub and starter
Built by Ivan Shaw, Barnsley, South Yorkshire, England. G-IVAN began in 1980 as a VariEze and completed in 1981, was later converted to a Long-EZ, and then to a twin engined pusher (first flight 29 June 1989). The main undercarriage gear retracts into the fuselage where the O-200 used to fit.
The Twin-EZ was developed and built by Mr. Ivan Shaw, a British science school teacher. The Twin-EZ started life as a homebuilt Rutan VariEze certified in 1978. When Shaw considered transforming his aircraft into a twin-pusher (initially referred to as the Twin Speed) in 1981, he planned to use two 50 hp Lotus rotary engines. According to him, twin pusher engines and a retractable undercarriage should boost the Long-EZ’s cruise speed to 200 m.p.h. and increase range to 2,000 n.m., offering 50 m.p.g. fuel economy. Shaw, a self-confessed “eyeball engineer” who aimed to fly his home-built late in 1985 when a pair of Lotus microlight engines would become available.
Shaw claimed a pair of 50 h.p. Lotus engines weighed 701 lb. less than either of the other units and burned 20 per cent less fuel. He built a bracket which allowed the pair to be attached to the standard engine mount on the rear fuselage, each engine sitting just 31 in. from the fuselage centre line. Electrical systems could be run from either engine, offering “complete redundancy”.
Shaw’s other modification was to fit a fully retractable undercarriage. This carried a 301 lb. weight penalty over the fixed undercarriage, but reduced drag and so offered the prospect of the major speed increase Shaw was predicting. Empty weight was predicted to be 800 lb. and the first flight was to be made within six weeks of engine delivery.
However, development of the Lotus engine type was stopped, and therefore none was ever installed on the Twin-EZ. For Shaw, who had worked with Lotus and Rutan on the Microlight aircraft, Colin Chapman’s untimely death also signified the end of all aviation activity for Lotus, engines included. As a result Shaw decided to modify the aircraft with larger Long-EZ wings to accommodate two 77 hp Hewland HAE75 three-cylinder two-stroke reciprocating engines, installed in a pusher configuration. In this form, the Twin-EZ was first flown on June 29, 1989, and was demonstrated days later at the UK Popular Flying Association’s annual rally at Cranfield Airport.
The Twin-EZ was soon used as test-bed for the Norton-Wankle NR642 rotary engines, each unit being mounted pusher-style at the wing trailing edge. The Norton rotary engine had already been tested in 1987 in an Aviation Composites Mercury, a local derivative of the Microlight developed at Scaled Composites. The advantages of the rotary Norton over the Hewland engine were said to be a lengthy overhaul interval and increased power. The Norton engine developed 90 h.p. compared with the Hewland’s 75 h.p., and was claimed to be extremely light for its power output owing to constructional simplicity.
At Gamston in the 1980’s Ivan Shaw was air testing the twin conversion and it was damaged whilst stored there.
Ownership later changed to Anthony Malcolm Aldridge of Crostwight, North Walsham, and the aircraft was stored.
Type: twin-pusher two-seat sportsplane Engines: 2 x Hewland HAE75, 77 hp 2 x 90 hp Norton rotary MTOW: 499kg Cruise speed: 280 mph Vmca: 57 kt Serial No: c/n 39; s/n PFA 074-10502 Crew/passengers: 2
California lighthouse keeper Shaw’s “aerial row boat” consisted of two cartridge-shaped balloons of oiled silk, kept in position by ash frames. The buoyant power was barely sufficient to lift the apparatus and one’s weight. The conical ends pointed in opposite directions, and the two balloons were kept a few feet apart by strong connecting pieces of ash. Between the ash pieces was arranged a seat and footrest. This apparatus would support one in the air and locomotion was by oars. It was reportedly successfully tested in New York’s Central Park sometime during the 1860s.
A sportplane, the Shaw flying boat was rather different from other American flying boats in design, as well as construction. Typical was the very short fuselage of the hull, formed as a gliding airfoil, but in its bow was a three-cylinder, two-stroke, water-cooled, 90hp Johnson covered with an aluminium top. Just behind the motor was the radiator, and behind that two tandem cockpits with dual-controls, then the pusher prop operated by a long shaft and chain.
Wings were linen-covered wooden frames with two spars, the front one of which as a layer of ash between two layers of spruce. Leading edges were made of five layers, four spruce and one ash, all secured by steel wire. Wood struts had a streamlined cross-section and were made from three layers of ash and two of spruce. Only the upper wing had ailerons.
Tail section was rather compact and set at an angle to avoid trailing in the water. The lifting tailplane had an elevator in two parts, a stabilizer in three parts, and a balanced rudder. All were covered with linen. Both the lower wings and the tail section were attached to the fuselage with steel pipes, and on both sides of the fuselage a section of the lower wing was uncovered to provide a handy downward view.
Fuselage was an ash and spruce frame covered with mahogany three-ply having a center layer of linen, and the deck’s bow was covered with linen. Fuselage length was about 6 meters and had a hollow V-bottom with one step. Behind that step the bottom was flat.
The Shavrov Sh-2 was developed from the small amphibian Sh-1 prototype design and performed its first flight on November 11, 1930, made from land. The Sh-1 remained a prototype.
The first Soviet mass-produced flying boat, the small, wooden Shavrov Sh-2 was a development of the Sh-1, with a more powerful engine and increased size.
The Sh-2 could carry two crew members as well as one passenger and during wintertime, the aircraft could be equipped with skis. The small lower wing served as attachment for the stabilizing floats. It was a light, simple and reliable design.
The Sh-2 passed State Acceptance trials for operation from water and land on June 12–17, 1934, without problems. Series productions was initiated on 1 April 1934, and ended two years later. However, due to its successful design and the popularity among its pilots, production was restarted in 1939. Total production was up to at least 700 aircraft, several hundred of those being built after 1939, possibly up to 1950.
The Sh-2 served throughout the Soviet Union as a utility transport, for liaison, and as a trainer, and for many years was used on fishery protection duties and frontier patrol work. They supported Arctic operations.
Sixteen were built under the designation Sh-2S as air ambulances carrying one or two stretcher patients.
In 1939 Aeroflot built additional Sh-2s from available spares and later the type was reinstated in production. As well as use for the civil roles indicated, the Sh-2 was flown by the V-VS as a general-purpose aircraft.
A number of later machines had a glazed crew cabin and other refinements, becoming redesignated Sh-2bis most had improved M-11L engines.
The aircraft was in service until 1964 and set a number of records among flying boats and seaplanes.
On 28 August 1942, the Finns captured two Sh-2s and pressed them into service in the liaison role, as well as carrying the Commander of the Finnish Air Force, until 1944.
One plane was constructed by cadets of Egorevsky aviation school of civil aircraft in the USSR, under the direction of teachers, during 1984-86. The plane was sold and delivered to the USA in the 1990s.
Shavrov Sh-2, at the Historic Aircraft Restoration Museum, Maryland Heights, Missouri, USA.
Shavrov SH-2 Engine: 1 × Shvetsov M-11A, 75 kW (100 hp) Propeller: 2-bladed fixed-pitch Wingspan upper: 13.0 m / 42 ft 8 in Wingspan lower: 5.4 m / 17 ft 9 in Wing area: 24.75 m² / 266 ft² Length: 8.20 m (26 ft 11 in) Height: 2.80 m (9 ft 2 in) Empty weight: 680 kg (1,500 lb) Max. takeoff weight: 937 kg / 2,065 lb Payload: 257 kg (567 lb) Maximum speed: 140 km/h (87 mph, 76 kn) Range: 400 km (250 mi, 220 nmi) Service ceiling: 3,500 m (11,500 ft) Crew: 1 pilot Capacity 2 passengers / 257 kg / 567 lb
