The Kochierigin/Gurievich TSh-3 (Russian: Кочеригин – Гуревич ТШ-3) attack aircraft was developed by S. A. Kochierigin and M. I. Gurievich between 1932 and 1934. It was also known as TsKB-4.

At the beginning of the 1930s, a line of aeronautical development was aimed at the creation of ground attack aircraft for the support of troops on the ground. It was considered that an essential component for this type of aircraft should be armor, capable of guaranteeing protection for the crew and the essential components and systems of the aircraft.

In 1932 a work group led by S. A. Kochierigin as head of the attack aircraft group of the TsKB and M. I. Gurievich, decided to work on the development of an armored attack aircraft, but starting from a monoplane conception with an M-34 750/750 engine of 830 horsepower.

The requirements of the VVS conceived a speed of 250 km/h and a ceiling of 4000 m. The aircraft was also to carry powerful weapons in different combinations.

By the end of 1933 the prototype could be ready. The name of the new model was TSh-3, an acronym for Heavy Attack Aircraft No.3 (ТШ-3 – Тяжелый Штурмовик – 3) and it corresponded to number 4 in the TsKB registry, which is why it is also known as TsKB -4.

Structurally it was a large-area (45.04 m²) low-wing monoplane with strong inverted-V bracing with fixed landing gear covered with “trousers” that blended into the centerplane.

The entire forward portion of the fuselage, including the power plant, cockpit and gunner’s cabin, was formed in the form of an integral armored trunk that was fixed to the duralumin structure. The armor was made up of slats attached by 6 mm screws to the aluminum corners of the structure. The thickness of the armor in the front part reached 8 mm, in the bottom, walls and rear – 6 mm, the top 5 mm. The engine in its upper part did not present armor. The total weight of the armor reached 576 kg.

The radiator was movable and they also featured 6mm armor on the bottom. During the attack it was collected towards the interior of the lower fuselage to avoid being damaged by impacts. In that position the air intake was through an armored inlet located under the propeller. A part of the heat was absorbed by the 106 kg of water in the cooling system, so the radiator was designed oversized.

The lower part of the fuselage was made up of a structure of welded steel tubes and covered with fabric. The tail section added less than 10% to the total weight of the aircraft, weighing only 55 kg.

The wings were constructed of fabric-coated duralumin and featured two-section trailing-edge ailerons that could be used as flaps.

The TSh-3’s armament was made up of two batteries, each with 5 ShKAS machine guns, located in the wings on both sides of the fuselage. In addition, the aircraft had three 250 kg bomb bays located between the wing spars designed to carry small incendiary bombs. Some supports integrated into the wing structure also allowed the fixing of containers for chemical weapons or aviation bombs. The total bomb capacity reached 400 kg. The defensive armament was integrated by a machine gun in the defensive position of the gunner.

The landing gear was of the conventional, fixed type, with a single wheel on each of the main landing gear and tail skid. The main landers were faired by “pants”.

Tests of the prototype were developed in the spring of 1934 by the test pilot V. K. Kokkinaki. Despite the heavy takeoff weight of 3,557 kg, the TSh-3 managed to reach 247 km/h, climbing up to 5,800 meters. These results exceeded the requirements received in 1932, but by 1934, when the tests ended, this speed was already considered quite low. The angular profiles of the armor did not allow thinking about improving aerodynamics and the cooling system did not work effectively, so the TSh-3 was not built in series.

TSh-3 (TsKB-4)
Powerplant: One 750/830 hp M-34F
Wingspan: 16.50 m
Wing area: 45.04 m²
Length: 10.75 m
Empty weight: 2665 kg
Loaded weight: 3557 kg
Wing loading: 79.5 kg/m²
Power load: 4.7 kg/hp
Maximum speed at sea level: 247 km/h
Speed at 1000 m: 243 km/h
Landing speed: 95 km/h
Time to 3000 m: 10.7 min
Range: 470 km
Endurance: 2 h 30 min
Practical ceiling: 5800m
Armament: 11 ShKAS 7.62 mm machine guns
Bomb load: 400 kg
Accommodation: 2 crew

In the early 1930s both GUAP and the leadership of the VVS of the Red Army considered it necessary to replace the biplane reconnaissance aircraft in service with faster aircraft.

One of the first aircraft manufacturers to respond to the request was SA Kochierigin, who presented conceptual ideas for an experimental reconnaissance aircraft, which could be used as both a two-seater fighter and a light bomber.

The Kochierigin SR (TsKB-27) (Russian: Кочеригин СР (ЦКБ-27)) was assigned the 27th consecutive (TsKB-27) by the Central Construction Bureau and designated SR by the VVS, to highlight its role as a fast reconnaissance aircraft (СР – С коростной Р азведчик).

The new scout aircraft featured the classic monoplane layout of the time with a bomb bay between the spars of the centerplane. This distribution made it necessary to locate the gunner’s position well back in the fuselage.

The construction was of mixed construction, with a monocoque wooden fuselage and metal wings. The wings featured straight leading edge and trailing edge flaps for takeoff and landing operations. In order to ensure longitudinal balance, for the first time in the USSR uncontrolled stabilizers and trimmers were used on the elevators. Control surfaces were covered with tissue.

The landing gear, of the conventional type with a tailwheel, was retracted by means of a pneumatic retraction system.

The new model was designed around a 780 – 800 hp Gnome -Rhone Mistral Major 14Krsd air-cooled star engine, driving a three-blade, variable-pitch propeller, which had begun to be produced under license in the USSR by the Tumansky’s office under the designation M-85.

As armament the SR incorporated two 7.62 mm ShKAS machine guns without wing synchronization. The defensive armament consisted of a ShKAS machine gun mounted on a mobile mount. Normally the machine gun was in the cockpit and was only mounted on the mount if necessary. The internal hold had a capacity for 400 kg of bombs.

Compared to the Nieman JAI-VV (ХАИ-ВВ), the new SR presented an important advance from the aerodynamic, constructive and performance point of view. Another point of advantage was the use of the M-85 engine, which was lighter, more powerful and more reliable. The engine was covered by a much more aerodynamically effective NACA type hood than the Townend.

Three prototypes were built between 1935 and 1936.

The first TsKB-27 prototype was delivered for testing at the NII VVS in the summer of 1935 and was noted for excellent speed results, reaching 460 km/h with gear up and 360 km/h with gear exposed. The ceiling reached 9000 meters.

Despite these results, the lack of completion and the complexity of the landing gear retraction system were reported. For the process of retraction and lowering, the pilot had to carry out 5-7 operations in order. On the other hand, when the retraction was carried out, the gear was not fully retracted, deforming the covering of the wings and the fuselage when forced. The work to solve these problems during the tests was not considered sufficient.

The manufacturer’s intention to achieve series production of the model at any cost led Kochierigin to make the decision to eliminate the retraction system and provide the model with a fixed gear, leading to the development of a new model that was renamed R -9 and that he ended up losing the contest with the Nieman R-10.

Variation: Kochierigin R -9

SR (TsKB-27)
Power plant: 1 x 780 hp M-85
Wingspan: 12.00 m
Wing area: 24.15 m²
Length: 9.90m
Height: 3.20m
Empty weight: 1862 kg
Normal takeoff weight: 2649 kg
Maximum speed: 460 km/h
Cruising speed: 380 km/h
Practical range: 840 km
ROC: 633 m/min
Practical ceiling: 9000 m
Armament: 3 x 7.62mm ShKAS machine guns
Bombload: 400 kg
Accommodation: 2 crew (pilot and gunner)

In developing a light ground attack aircraft based on the Kochierigin R-9 reconnaissance aircraft, Kochierigin developed, during 1938–1939, two two-seater models with fixed shrouded landing gear known as the Sh-1 (or LBSh, acronym for light armored attack aircraft; Russian Кочеригин ЛБШ or Ш) with Tumansky M-88 engine and Sh-2 with a Tumansky M-87A engine; both using the fast R-9M-85 (also known as the SR M-85 ) reconnaissance aircraft as a base.

On June 29, 1939, instruction KO 258 was received, which requested the NKAP of Kochierigin as director of Factory No.1 PA Voronin, to finish the aircraft and factory tests of a copy with an M-88 engine and present it to the state tests for July 1939. A second prototype was to be ready for August.

The specifications presented established a speed at sea level of no less than 430 km/h and at 6,000 – 7,000 m it should be between 500 and 530 km/h, with a climb time to 5,000 m of no more than 7 minutes. The required range had to exceed 800 km and the ceiling was established between 10 and 11 thousand meters.

As armament, the attack aircraft was to have two ShBAK heavy-caliber machine guns and two ShKAS or four ShKAS machine guns, all in the wings. The bomb capacity was set at 400 kg.

Compared to the R-9 reconnaissance aircraft, in the M-88- powered Sh-1 the navigator’s cockpit was moved forward. In the cockpit there was a widening of the cockpit. An MV-3 turret was installed in the rear position and the wingspan of the tailplane was increased. The tail skid was replaced by a wheel.

Experience accumulated in the development of the BSh-1 aircraft was used in the development of the wing of the Sh-1.

The report on the tests of the Sh-1 aircraft with the Tumansky M-88 engine at the NII VVS was confirmed on August 23, 1939. During the tests, a maximum speed of 360 km/h was obtained. At a height of 6,650 meters the speed rose to 437 km/h and at 7,650 it was 446 km/h. The flight weight was 3500 kg.

The Sh-1 ‘s armament consisted of two ShBAK cannons with 150 rounds each and two ShKAS machine gunners with 900 rounds. For the first time in an attack aircraft 20 mm aviation cannons were used. The normal load of bombs reached 200 kg, being able to reach up to 400 in overloaded version. Defensive armament included a 500-round ShKAS machine gun, housed in a low-height MV-3 turret.

The tests were unsuccessful due to problems with the M-88 engine and the appearance of metal shavings in the oil. In practice, the M-88 engine was unable to achieve the calculated power, which significantly affected the performance values obtained. Other factors such as the lack of surface finish and the poor selection of the propeller also affected the results.

Another result of the tests was of opinions in the NII VVS that the use of a retractable landing gear could bring a significant gain (20 – 25 km/h) in performance.

The second prototype, called Sh-2, was ready for the month of November. The Sh-2 featured a similar build to the R-9M-85. The fuselage, monocoque type with four spars and birch veneer covering. The NACA type cowl. Ring-type exhaust manifolds were located on both sides under the wing. Fuel was stored in four tanks, two in the fuselage and two in the wing consoles, with a total capacity of 840 litres.

The pilot was located in a cabin covered to the location of the navigator. Another notable feature was the dual control. The plane was equipped with an RSR radio station and a SPU-2 talk set.

The wings, with a double spar made of chrome tubes, had a pressed duraluminium rib cage covered with dural sheets. The centerplane also had two steel tube spars and was covered in duralumin. On this occasion, more attention had been paid to the finish. The entire coating featured smooth lines.

The tail unit had a wooden empennage in its lower part, while the upper part had a textile covering. The stabilizer was made of duralumin and the rudders with an aluminum structure and the surfaces covered with fabric.

The main undercarriage were of the cantilever type with 750×250 mm shrouded wheels. The legs had hydro-pneumatic suspension.

The armament consisted of four ShKAS machine guns with 4,000 shots in total. The Sh-2 could carry 200 kg of bombs (in overloaded version up to 400 kg). Four FAB-100 could be hung in the interior hold and another two outside.

The defensive armament was an ShKAS machine gun in an MV-3 turret with 500 shots.

In mid-November the tests of the Sh-2 were carried out and this time powered by an M-87A engine. The test approval document was signed by the head of the VVS AD Loktionov on November 19, 1939. Engineer 2nd Class Rastrigin was appointed as the main test engineer, Senior Lieutenant Varietin as test pilot, and Major Trietyakov as test navigator.

The overall results were quite acceptable. With a flying weight of 3,450 kg the Sh-2 could reach 350 km/h at sea level and 439 to 4,700 meters. The height of 5000 meters could be reached in 9.5 minutes. The motor group in this case did not present great difficulties.

Other results obtained were a range of 1,300 km and a flight ceiling of 9,800 m. The takeoff and landing run was 370 m. Visibility from the cabin forwards was considered poor, to the sides very good, and to the rear satisfactory. Landing and takeoff were rated as fairly easy.

Despite this, the test results were not acceptable. The requested benefits were not achieved and, on the other hand, there were problems of lack of completion in the pump system, lack of stability in the three axes and a large number of operating defects.

The piloting of the aircraft was considered unsatisfactory in all flight regimes because the pilot found it difficult to coordinate his actions. Due to design problems with the stabilizers the pilot was forced to pull the stick all the time.

The navigator’s cabin was quite cramped. The MV-3 turret presented problems and its replacement with an MV-5 was recommended. The OPB-1 aiming device could be used with a certain level of accuracy only at high altitudes. At low altitude bombardment was impossible.

As a result, neither version was approved for series production. It was recommended to resolve the indications made and present the device for other tests but in a version with a retractable gear.

LBSh (Sh-1)
Powerplant: 1 x 1100 hp Tumansky М-88
Wingspan: 12.00 m
Wing area: 24.15 m²
Length: 10.00m
Empty weight: 2806 kg
Normal takeoff weight: 3450 kg
Wing loading: 146 kg/m²
Power load: 3.2kg/hp
Maximum speed at sea level: 372 km/h
Maximum speed at 6650 m: 437 km/h
Cruising speed: 396 km/h
Projected practical range: 1300 km
ROC: 435 m/min
Practical ceiling: 9820 m
Accommodation: 2 (pilot and navigator)
Armament: 2 x 20mm ShBAK cannon, 150 rounds each / 2 x ShKAS mg, 900 rounds / 1 x 7.62mm ShKAs mg in MV-3 turret
Bombload: 200 – 400 kg

Presenting problems with the SR’s retraction system, SA Kochierigin decided to find the quickest solution to the problem. The result was a new model called R-9 with fixed landing gear and faired wheels, which considerably affected performance.

Other changes included increasing the empennage area in order to improve the aircraft’s directional stability and the addition of a new turret in the gunner’s position.

The M-85 powerplant and three-blade propeller used on the TsKB-27 were retained.

The tests of the Kochierigin R-9 (Russian: Кочеригин Р-9) began in 1936 and in them it was possible to obtain a speed of 447 km/h, which despite the fixed gear was considered a good result. However, it was not possible to achieve stability in the three axes that also affected the TsKB-27.

As a result of the lack of stability, the complete cycle of tests could not be completed. The decision to start producing the R-9 at Factory No.1 was reversed. Some time later its competitor Nieman R-10 began to be produced.

R-9
Engine: 1 x 800 hp M-85
Wingspan: 12.00 m
Length: 9.90m
Height: 3.20m
Wing area: 24.15 m²
Empty weight: 1940 kg
Normal takeoff weight: 2730 kg
Top speed: 447 km/h
Cruising speed: 366 km/h
ROC: 633 m/min
Time to 5000 m: 8.7 min
Practical range: 840 km
Practical ceiling: 9000 m
Crew: 2
Armament: 2 x 7.62mm ShKAS mg wings / 1 x 7.62mm ShKAS mg turret
Bombload: 400 kg

Variation: Kochierigin R-9.

In 1936 the USSR acquired a production license for the Vultee V-11, the first copies to serve as the basis for production in 1937. These were studied in detail by the TsAGI and the NII VVS.

After evaluating the V-11G, it was decided to proceed to series production to become familiar with the construction.

The serial production Vultee V-11, under the designation Kochierigin BSh-1 (Russian: Кочеригин БШ-1), was assigned to the OKB-1 construction brigade under the leadership of SA Kochierigin. The initials BSh-1 corresponded to Attack Bomber – 1 (in Russian: Б омбaрдировщик- Ш турмовик первый). In addition to preparing Factory No.1 to produce the model (with the help of a number of American specialists), Kochierigin had the responsibilities of replacing the original engine with the domestically produced Shvietsov M-62, bringing all the equipment and weapons to the Soviet standard.

Replacing the Wright SR-1820-G2 engine with the Shvietsov M-62 did not present major drawbacks as both were versions of the Wright Cyclone R-1820-F. The USSR had acquired a production license for the SR-1820-F3 for production under the designation Shvietsov M-25. The Shvietsov M-62 differed little from the American engine in terms of dimensions and location of mounting points. The VISh-2PA propeller, selected for the BSh-1, was also not very different from the Hamilton Vultee V-11, as it was also a licensed development.

The project of the Soviet BSh-1 modification began even before the arrival of the specimens in the USSR. On March 22, 1937 Kochierigin discussed his model transformation project. Instead of the 12.7 mm Browning machine guns in the wings, it was planned to place four ShKAS of similar caliber, but with a higher rate of fire. For each pair of machine guns 1600 shots were planned in trunks displaced to the side. The casings were ejected under the wing and the tapes were collected in the trunks. It was proposed to replace the gunner’s firing point with a turret similar to that used on the SR reconnaissance aircraft. Its dimensions made it possible to maintain the shape of the fuselage and the original glazing of the cabin. This modification was not approved.

The lower hatch installation for the gunner was developed from that used on the Ilyushin DB-3. This position had 500 shots.

Bomb capacity was also altered. Inside the fuselage two KD-1-8 cassettes with 8 fixings each were installed. This allowed the use of small aviation bombs between 5 and 25 kg. Unlike the original North American production cassettes that were fixed to the fuselage, the new KD-1-8 cassettes could be moved. The loading of bombs was done in the extended position and then they were collected towards the interior of the belly by means of a system of winches. For the external fixation of bombs in the lower part of the centerplane, two rows of 10 Der-31 mounts capable of supporting bombs up to 100 kg were installed. Bomb release was by an ESBR-2 electrical device with a mechanical reserve system similar to that used on the Kochierigin/Yatsenko DI-6Sh.

Only the installation of the chemical weapons dispensers remained a pending task.

The VVS made the decision on April 15 not to modify the firing point of the gunner, changing only the machine gun for a DA with 750 shots; decrease the number of underwing supports to 8 as in the North American version. On the other hand, urgently develop the necessary modifications to install two DAP-100 chemical weapons dispensers in the fuselage and six VAP-4 cassettes (four in the fuselage and two under the wing consoles).

Supporters of radical modifications to the VVS requested for the first serial copies to replace the machine gun not with the DA, but with a strapped ShKAS. Later install an armored turret. It was also requested to incorporate a radio-compass, which for the time was a luxury. It was proposed to develop the model in three versions: attack aircraft, reconnaissance aircraft and bomber. In the last two cases the crew would be three people. The attack plane would carry 4 machine guns in the wings, the bomber and scout plane would carry only two.

The industry ruled against the profound changes. The delays of the modifications affected the fulfillment of the plans. It was proposed to develop the first series with minimal modifications and then introduce modernizations and changes.

Finally, this was the point of view that prevailed and in the resolution of the Defense Committee of November 11, 1937 it was established that all the examples produced until the end of 1938 would be attack versions with four ShKAS machine guns in the wings with 2400 rounds in total. Degtiariov light machine gun for aviation in the gunner’s position in the original North American installation and without the ventral position. Two KD-1-8 cassettes and eight Der-31 outer mounts were to be installed in the bomb bay.

The Soviet armament was installed in the North American example number 32. In Factory No.1 the Browning machine guns were replaced by four ShKAS with 600 rounds per gun. An aviation Degtiaryov light machine gun with 500 rounds was installed in the rear cabin. To install the KD-1-8 cassettes it was necessary to widen the hatches by 350 mm and cover the front wall with aluminum. Each cassette could be fitted with 8 AO-8MZ, AO-8MB, AO-10, AO-15 or ZAB-10TG bombs. After installing the KD-1-8 the bomb capacity of the BSh-1 decreased slightly from 272 to 260 kg. The US underwing mounts were replaced by Soviet Der-31s. These mounts could carry bombs from AO-10 up to FAB-100 of 100 kg. Installation of the ESBR-2 electrical release system with a backup mechanical system allowed the release of the bombs one at a time, in series, or all at once.

In October 1937, factory tests were carried out with the new armament on “32”. Difficulties arose with the electrical system for releasing the bombs. Another defect found was the impossibility of locating bombs weighing more than 25 kg in the last row of external supports as they collided with the ground. With these defects the aircraft was sent to the Aviation Armament Scientific-Research Park (NIPAV) (Russian: Научно-испытательный полигон авиационного вооружения (НИПАВ)).

17 test flights were carried out with bombs dropped and weapons fired. It could be determined that the substitution of the gunner’s Browning machine gun for the DA did not increase the effectiveness of this position. On the other hand, there were problems with the KD-1-8 cassettes because sometimes the bombs got stuck between the cassette and the cell wall.

The NKAP attached great importance to the production of the BSh-1. It was expected for the year 1937 itself to have two series ready. The plan for 1938 included 200 examples in the light bomber version and 150 as attack aircraft, the first 10 of which should be delivered in the first quarter. In the second quarter, 20 BSh-1s were to be delivered and should be assigned to the Leningrad Military District. It was planned to equip the light bombardment aviation regiments of the Leningrad, Byelorussian, Kiev and Moscow districts with this new model. Each regiment had to have 63 copies.

Serial production was envisioned at its own Factory No.1 in Moscow, which had previously produced large numbers of Polikarpov R-5SSS and RZ reconnaissance aircraft. This meant an important technological change as there was a big difference between the technological processes of Nikolai Polikarpov’s wooden planes and the all-metal Vultee V-11.

In December 1937, the OKB-1 finished preparing all the detailed plans of the BSh-1, including all the changes in the armament, the substitution of the original materials for others of national production and began the construction of the first copies. By January15, the preparation of the jobs necessary to achieve the production of 8-10 aircraft per month and achieve the delivery of 50 copies for the first semester should be completed.

In practice, things did not go as planned. Preparation for production was delayed, the use of new materials, innovative technology, the introduction of modern electrically-powered machines never before used in Soviet industry, and the low qualification of personnel seriously complicated the construction process.

A large number of pieces had been received already made from the United States and did not match Soviet standards due to the difference in units of measurement. The first five examples were produced practically from these parts, and despite this they were characterized by a large number of defects that caused problems during testing.

Externally the BSh-1 differed only from the V-11G in the engine with side lattices on the cowl and the propeller hub. Practically all the equipment was Soviet, the motor starting system, the electric generator, the collimators, the bomb launchers were replaced. Although the cabin was quite quiet, an SPU-2 intercom system and SL-36 signal lamps were installed. An attempt was made to replace the Fairchild F-14 photographic apparatus with an AFA-21 in an attack aircraft version and the AFA-27 in a bomber version, but then it was decided to use a single AFA-13. An RSB (Dvina) radio station with antenna attached to a 500mm mast located above the cockpit deck was installed.

After the arrest of the head of the VVS Yakov I. Álksnis, accused of treason, the head of supply of the VVS Yoffe, who replaced the also arrested Bazienkov, wrote a letter on November 29, 1937 to the new director of the VVS AD Loktionov in which he proposed to increase the ammunition of the BSh-1 to 3600 shots, to locate an MV-3 turret with ShKAS machine gunsin the gunner’s position with 600 shots and another in the lower position with 500 shots. He also proposed eliminating the external bombs and increasing the internal capacity to four KF-1-8 cassettes by dooming the fuselage fuel tank. It was proposed to add four VAP-4 chemical weapons containers or a pair of DAP-100.

This was the configuration of the series devices that began to be delivered in the second half of 1938. This configuration had been tested at Factory No.1 on the “32” aircraft in November 1937. All the requests were made without problems except for the installation of the chemical weapons system. The installation of the VAP-4 under the centerplane was extremely risky due to the low height above the ground, only 200 mm. Its location under the wings led to structural modifications to the wing.

Testing of these canisters at NIPAV showed that the airflow from the propeller influenced the chemicals released. During these tests the entire tail was filled with splashes of the colored water used instead of the dangerous liquid.

As early as January 1938, there was talk of reducing production of the BSh-1 to just 100 examples and then continuing production of a modernized model. In March, the VVS confirmed the characteristics of the modernized version, which included the modifications proposed by Yoffe and other additions such as armor for the pilot’s seat and replacement of the M-62 engine with an M-62R.

The OKB-1 prepared the modifications. On April 27, 1938, the model analysis commission approved these changes with minor modifications. On March 28, the modification of “33” began. Among the modifications introduced was the increase in the trunks of the machine guns to increase the number of projectiles with the installation of electrical systems in this armament, the installation of 4 KD-1-10 cassettes, a new PAK-1 collimator for the pilot and a new ASBR-2 bomb delivery system.

Four Der-31 mounts were installed under the fuselage and two under the wing consoles. This led to reinforcing the wing consoles. The M-62 engine was kept as the M-62R was not ready, nor was the seat armor installed.

An MV-5 turret was installed but not in the standard form, but with smaller dimensions. The gunner was pretty tight.

Work on the new version was going slowly. The OKB-1 was working in parallel on the R-9 and the factory management considered the development of the Vultee little prospect. On the other hand, the new KD-1-10 bomb mounts and the new turret were not received. By June 13, it had only been possible to install the electrical systems in two of the machine guns, since there were no others. Only for September 27 could an example of the M-62R engine be received and a normal MV-5 turret was located.

Series production of the modernized model was already postponed to 1939. Meanwhile the Factory no. 1 was still producing the “old” model. At the end of December, the factory director contacted the VVS management to inform him that he would not build the modernized BSh-1. The production management, for its part, ordered the Factory to deliver the first 50 copies and stop production. The military did not protest this time. Despite the fact that their request was for 350 machines and not 50, interest in receiving these technically aging and useless aircraft had been lost.

At the beginning of 1939 a BSh-1 with M-62IR engine (with compressor and reducer) was delivered to state tests with ski and wheel landing gear. The aircraft was tested by Major BN Pokrovsky and Captain ID Sololov as a gunner. Already by that time the BSh-1 was surpassed by an important group of national designs. In relation to the original Vultee V-11G it was heavier and the engine power had decreased. The North American SR-1820 developed 850 hp at 1,676 meters and the M-62IR barely achieved 450 hp at 1,500 m, but due to unreliability this power could hardly be achieved. As a result of the poor quality of production, the excellent visibility of theVultee V-11 had been faded into the BSh-1 by poor quality domestic plexiglass. The retraction of the landing gear presented major problems: during the tests on 10 occasions the gear did not deploy or did so incompletely.

By 1939 the BSh-1 had no military value. The possibility of its use was further removed due to the excellent results of the Nieman R-10 and the appearance of Sukhoi BB-1 (future Su-2). As a result the VVS refused to take the BSh-1 into service.

By this time, Factory No.1 had completed the production of 50 copies. The historian Shavrov has written that only 38 were completed, suggesting that perhaps the rest had not been completed by the time the order to stop production was received. Finished models without engines long lined up on the side of the runway at the Moscow Central Airfield.

In order not to lose the work done, it was proposed to Aeroflot to use the aircraft as a mail plane.

The Main Directorate of the Civil Air Fleet (GU GVF) had been interested in the model since 1937, delivering the document with the requirements for the civil version.

The GVF plan for 1937 included the conversion of three V-11 machines with a budget of 400,000 rubles each. Long delays in getting the model ready for production derailed these plans.

By the end of 1938 it was already clear to the Defense Committee the disinterest of the VVS in the model, which is why the transfer of 30 unarmed copies to civil aviation was allowed in December. On December 31, the Economic Council allocated a budget of 15 million rubles to the GU GVF for this task. Civilian machines were officially given the designation PS-43 (Russian: Кочеригин ПС-43).

In practice the planes were still piled up at the aerodrome. For them there were no engines. The M-62IR was produced at a slow pace and its poor quality forced it to be constantly replaced. Priorities were assigned to the VVS, so the GVF had no choice but to wait.

The first converted example were flown in April 1939. By September 1, Aeroflot only had two Vultees: one in the special operations squadron and another used on the Kazakhstan – South route. The plane of the special operations squadron was assigned in the winter of 1939-1940 to the Special Group for the support of the troops during the Winter War with Finland.

In 1940 this example was delivered to the NII GVF for the development of tests that were developed by AA Kolosov. By June 15, Aeroflot had 23 PS-43 examples, although not all were in flight condition. Having spent years outdoors had affected them. At least 27 were converted.

For this reason and the lack of availability of engines by the end of 1940, it was necessary to transfer 16 copies to storage. Despite this, between the end of 1940 and the beginning of 1941, several PS-43s were delivered to Aeroflot , operating on the Moscow – Kiev, Moscow – Tashkent and Kiev – Odessa routes.

Civilian pilots valued the new model positively, highlighting the comfort of the cockpit and the good layout of the equipment and instruments. The gear retraction system also received quite positive feedback. Under these conditions it was decided to propose developing a passenger version on the PS-43 with capacity for 6 people.

The start of the Great Patriotic War meant that Aeroflot’s PS-43 fleet was destined for the transport of military cargo. As of June 25, 1941, new units and special brigades were organized and assigned to front units.

The first two units of the leadership of the Ukrainian civilian fleet were assigned to the Kiev aviation group and by July 1 they had already been shot down. This group would later receive a third copy.

A curious case is a PS-43 that somehow was registered in the 69th fighter regiment that operated in Odessa as part of an attack squadron. It is unknown how this aircraft was armed but it is known that it operated in conjunction with four Ilyushin Il-2s, one Polikarpov R-5 and one ex-Yugoslav Savoia S.79.

During the evacuation from Odessa in October 1941 this example flew to the Crimea, but was damaged on landing. Pilot Major Rykachiev and passengers were unharmed, but the plane had to be decommissioned.

As of June 1941, the PS-43 were concentrated in the 2nd Squadron of the Muscovite Group of Special Operations (MAGON). In the month of June, 8 copies were received, followed by 4 in August and another 8 in September. This was the result of the work of the GVF specialists who, with a forced march, prepared and maintained the stored specimens lined up on the Central Aerodrome runway.

The works were led by engineer IA Ivanov. Aircraft were delivered to the unit by pilots PS Gusiev, VN Ilin, VS Mineyev. Some examples could not be recovered due to an accident that occurred during the landing of a MiG-3.

The PS-43 were basically used for the transfer of mail and officialdom. On August 13, 1941 a PS-43 flown by VS Mineyev was attacked by a Messerschmitt Bf-109 . For half an hour the pilot was maneuvering until he finally managed to escape from the German, but these happy cases were not the most common. Due to German air supremacy the group suffered heavy casualties.

In July one was lost and another the following month. Two more aircraft were lost in September. Due to this the PS-43 began to be armed with defensive machine gunners in the rear position. Aircraft mechanics or men from the postal service were used in the role of artillerymen.

As the Germans approached Moscow, the MAGON group was used quite successfully in recon missions. On September 25, 1941, the Liaison Special Aviation Group (OAGS) (Russian: Особую авиагруппу связи) was created from the 2nd MAGON squadron and the 200th detachment of the GVF Moscow leadership, located at the Moscow airfield of Myachkov.

The 16 PS-43 were sent there in flying condition. Another had been lost by October. The last PS-43 entered the group in December. By the end of 1941 all operational PS-43s were in front units.

In the winter of 1941-1942 PS -43s participated in the Leningrad airlift.

By the spring of 1942, a high number of accidents and breakages began to be recorded, linked to the need to use pilots with little experience due to the start in front of those with more experience. In the second four-month period of that year, eight accidents occurred in which one of the planes was totally destroyed.

By May 1, 1942, three PS-43 were registered with the Kiev aviation group, 13 with the OAGS and another copy was in Grosny where it had landed after the evacuation of Ukraine, being used by the flight school of the VVS. This last example was reintegrated into the Caucasus-North group of the GVF, but on October 24, 1942, during a landing in Sochi, it was attacked by two Messerschmitt Bf-109, falling into the sea and killing the pilot Nikonov and his passenger.

In 1942, all the PS-43 aircraft in service had their original North American shock absorbers replaced by the other Soviet-produced hydro-pneumatic ones, at the same time an antifreeze mixture began to be used for the landing gear retraction mechanism, since the oil used tended to condense at temperatures below 15ºC, which made it necessary to fly in winter with the gear extended.

At the end of 1942 the OAGS was converted into the 3rd Liaison Division. During the Battle of Stalingrad they were used as liaison and mail transport planes, unloading in Astrakhan from where the delivery continued with Polikarpov R-5s.

The number of PS-43s in the division gradually decreased, mainly due to enemy attacks and accidents.

By January 1, 1943, 14 PS-43s were available and by December of that year the number was 12: on March 12, the pilot Yegupov, flying at low speed, became entangled with the cables of a ship’s mast, dying along with its passenger and on April 29 another PS-43 was attacked by a Messerschmitt during takeoff from Krasnodar.

The plane caught fire, both its pilot VI Timofeyev and its mechanic were hospitalized with severe burns. However, it is fair to note that due to its all-metal construction, the PS-43 aircraft were quite resistant and could receive a high level of damage.

By July 1, 1944, only nine examples of the PS-43 were in service and by the end of the year only eight. Three examples in January 1945 were based in Lvov being used in mail transfer roles for the 1st Ukrainian Front and the 1st Belorussian Front. Two others were located in Minsk and Kaunas, working with the 1st Pribaltic Front and the 2nd and 3rd Belorussian Fronts.

At the beginning of 1945, Douglas A-20 and North American B-25 aircraft received through the Lend-Lease Act began to enter the 3rd Liaison Division. This made it possible to begin deregistering the oldest PS-43. By the month of September, not a single copy of the PS-43 was operational in the USSR.

BSh-1
Power plant: 1 x М-62ИР. 1000 nominal power and 840 hp at height.
Wingspan: 15.25 m
Wing area: 35.07 m²
Length: 11.40m
Height: 3.05m
Empty weight: 2911 kg
Normal takeoff weight: 4056 kg
Maximum speed at sea level: 318 km/h
Maximum speed at altitude: 339 km/h
Practical range: 1700 km
ROC: 435 m/min
Practical ceiling: 7200 m
Accommodation: 2 – 3
Armament: 4 x 7.62-mm ShKAS machine guns, 3600 rounds, MV-3 turret above and MV-2 below.
Bombload: 400 kg

PS-43
Power plant: 1 x М-62ИР. 1000 nominal power and 840 hp at height.
Wingspan: 15.25 m
Wing area: 35.07 m²
Length: 11.40m
Height: 3.05m
Empty weight: 2911 kg
Normal takeoff weight: 4056 kg
Maximum speed at sea level: 318 km/h
Maximum speed at altitude: 339 km/h
Practical range: 1700 km
ROC: 435 m/min
Practical ceiling: 7200 m
Accommodation: 2 – 3