Designed by Pavel O Sukhoi when a brigade leader of Andrei N Tupolev’s AGOS (Aviatsiya, Gidroaviatsiya i Opytnoye Stroityelstvo – Aviation, Hydro-aviation and Experimental Construction) collective within the TsAGI (Tsentralnyi Aero-gidrodinamicheskii Institut -Central Aero and Hydro-dynamic Institute), the ANT-5 was the first Soviet all-metal fighter. A single-seat sesquiplane powered by a nine-cylinder Gnome-Rhone Jupiter radial of 420hp, the first prototype performed factory testing between 10 August and 25 September 1927. A second prototype, or dubler, with a 480hp Gnome-Rhone Jupiter 9ASB, was flown in July 1928, and underwent state testing between 1 December 1928 and 4 April 1929, series production of the type having meanwhile been initiated as the I-4. The first series I-4 underwent state testing between 15 October and 26 November 1929, subsequent aircraft having the 480hp M-22 engine, a licence-built version of the G-R Jupiter 9ASB, and an armament of twin 7.62mm guns. Second series aircraft had the 4.00sq.m lower wing removed, controllable slats occupying 44.5% of the remaining wing’s leading edge, and a Townend ring-type engine cowling incorporating cylinder helmets. Designated I-4bis in this form, the prototype was tested by the NIl VVS, the Air Force’s Scientific Research Institute, between 11 and 23 September 1931. No further development of the I-4bis was undertaken.
Three I-4s were fitted with very much smaller lower wings for aerial launch and retrieval trials from 31 December 1931 by Vladimir S Vakhmistrov utilising a TB-1 bomber as an Aviamatka, or “mother aircraft”. Devised by V S Vakh¬mistrov to extend the radius of action of fighter aircraft, two I 4 (ANT 5) single seat fighters were to be carried into action on the wings of a TB 1 mother plane. The Zveno 1, as it was known, was successfully tested.
In December 1931, one I-4 was tested with a 76mm Kurchevski recoilless cannon mounted beneath each upper wing half. A total of 369 I-4s was built to January 1934, these equipping 18 eskadrii at their service peak; the type remaining in first-line service through 1933 and for tuitional tasks until 1937.
I-4 Max take-off weight: 1430 kg / 3153 lb Empty weight: 978 kg / 2156 lb Wingspan: 11.40 m / 37 ft 5 in Length: 7.28 m / 24 ft 11 in Wing area: 23.80 sq.m / 256.18 sq ft Max. speed: 231 km/h / 144 mph Ceiling: 7500 m / 24600 ft Range: 840 km / 522 miles
Design work on Tupolev’s first large air¬craft, the twin engined ANT 4, began before the first flight of the ANT 3. It owed much to the three engined Junkers G 23 transport, and was built on the second floor of a former Moscow merchant’s house which formed part of the TsAGI premises. The walls had to be knocked down and the components taken to the Central Aerodrome for assembly before the seven minute first flight on 26 Novem¬ber 1925.
A cantilever low-wing monoplane powered by two 336kW Napier Lion engines, the prototype TB-1 or Tupolev ANT-4 made its maiden flight on ski landing gear on 26 November 1925. Intended mainly for the heavy bomber role, the ANT-4 was of all-metal construction with corrugated metal sheet covering and a glazed nose section.
The second aircraft was the true TB-1 bomber prototype; flown initially in July 1928 it had a redesigned nose section with ‘balcony’-type gunner’s cockpit and a crew of five including three gunners, and was powered by two 544kW BMW VI engines. A third prototype, designated ANT-4bis, had revised engine nacelles and increased armament.
The first series machine was completed as a propaganda aircraft; named Strana Sovietov (Land of the Soviets) it was equipped for a staged flight across Siberia and on to New York but was soon damaged severely in a forced landing. A second aircraft was prepared and completed the journey, using wheels or floats as appropriate, and this second Strana Sovietov (URSS 300) covered 21242km between leaving Moscow on 23 August 1929 and arriving in New York on 1 November.
In its production form, as the TB 1 heavy bomber, the ANT 4 was armed with three pairs of 7.62 mm DA machine guns, in the nose and two dorsal positions. Two hun¬dred and sixteen were produced at the former Junkers concessionary factory at Fili, Moscow, which had been taken over by the Soviet authorities in July 1926.
Production of the TB-1 continued until August 1932, a total of 152 being delivered plus 66 TB-1P twin-float bomber/torpedo seaplanes.
The TB 1 was used for a number of duties (torpedo bomber, freight plane) and was the first Tupolev component of the ‘Zveno’ series of composite aircraft, devised by V S Vakh¬mistrov to extend the radius of action of fighter aircraft. Two I 4 (ANT 5) single seat fighters were to be carried into action on the wings of a TB 1 mother plane. The Zveno 1, as it was known, was first and successfully tested on 3 December 1931.
Pavel Grokhovsky proposed hanging special container under the wings of TB-1 aircraft, capable of transporting paratroopers. Officially these structures were called “Red Soldier Automatic Launchers” (“автоматическими выбрасывателями красноармейцев”). In each container there was a soldier with his parachute. In the landing area, the pilot released the containers, which, pivoting on their attachment to the wing, released their contents. The parachute was opened automatically by a rope attached to the structure. Members of the collective jokingly called the contenders “coffins.”
Parachute launchers under the wings of Túpolev TB-1 bombers.
In the first tests it was Grokhovsky, and later his wife, Lidia Alexseyevna, who were launched from a container under the wing of a TB-1 bomber on July 14, 1931.
In the USSR the first flight with solid fuel accelerators (TTU for the acronym of Tviordo-Toplivnie Uskaritieli) took place in May 1931 and was carried out in a U-1 suitably modified by the engineers of the GAZ No.3 VI Dudakov and VA Konstantinov. The results obtained suggested the possibility of using the method on Tupolev TB-1 heavy bombers. In 1933, 6 accelerators were installed in a TB-1, three on each side of the fuselage, at the junction with the centroplane. Two aircraft were modified. In the first one (No.614) the six accelerators were located above the wing, in the second (No.726) one accelerator was located above the wing and two below. The tests, which concluded in October 1933, showed that with the use of the gunpowder accelerators the takeoff run of the bomber was reduced by 4 times.
The ANT-4s were front-line equipment for a number of years before being relegated to the transport role with the revised designation G-1. Many were used as freighters by Aeroflot and by the Soviet Arctic Aviation Authority (Aviaarktika), final examples of the type being grounded in 1945. The TB-1 was also used in a number of experiments, including autopilot and drone trials, inflight refuelling of other aircraft, rocket-assisted take-offs, and cargo parachute drops. It was the first twin-engined all-metal cantilever monoplane to enter production in the world.
TB-1 Engine: 2 x M-17 Max take-off weight: 6712 kg / 14798 lb Empty weight: 4420 kg / 9744 lb Wingspan: 28.7 m / 94 ft 2 in Length: 18.0 m / 59 ft 1 in Wing area: 121.5 sq.m / 1307.81 sq ft Max. speed: 200 km/h / 124 mph Ceiling: 4800 m / 15750 ft Range: 1000 km / 621 miles Armament: 3 x 7.62mm machine-guns, 700 kg of bombs Crew: 5
The first production aircraft designed and built by Tupolev at TsAGI was the ANT 3 two seat biplane, which made propaganda flights abroad in 1926 and 1927 and was used by the air force for reconnaissance until about 1932.
The prototype flew for the first time in August 1925. An unequal-span biplane, intended for reconnaissance duties, it was of all-metal construction with corrugated sheet covering.
The original 298kW Liberty engine was replaced by a 336kW Napier Lion, the aircraft then being redesignated R-3NL The first 12 series aircraft had Liberty engines but the next 18 had the Soviet development of this powerplant, which was designated M-5. The final 79 aircraft with the 336kW Lorraine Dietrich engine were designated R-3LD, and one ANT-3 was tested with a 507kW BMW VI. Most R-3s saw military service, but a few retaining the ANT-3 designation were flown as mailplanes or used for liaison and for propaganda flights. The R-3LD version had a maximum speed of 205km/h, was armed with three 7.7mm machine-guns and could carry 10 10kg bombs on external racks. Plans for a Shturmovik version with 400kg of armour protection came to nothing.
ANT-3 Engine: 1 x M-5 Max take-off weight: 2103 kg / 4636 lb Empty weight: 1351 kg / 2978 lb Wingspan: 13.0 m / 43 ft 8 in Length: 9.9 m / 33 ft 6 in Height: 3.9 m / 13 ft 10 in Wing area: 36.0 sq.m / 387.50 sq ft Max. speed: 204 km/h / 127 mph Ceiling: 4600 m / 15100 ft Range: 750 km / 466 miles Armament: 3 x 7.62mm machine-guns Crew: 2
The ANT 2, completed in 1923, was a single engined, three seat monoplane, with cabin accommodation for two pas¬sengers. It had a thick multi spar wing, triangular section fuselage and thin cor¬rugated duralumin covering, called Kol¬chugalumin after the village where it was produced. The overall design was not un¬like that of the Junkers K 16 of 1922, and indeed a close study of Junkers design and practice had been made at TsAGI since the first Junkers C.1 was captured during the civil war. Tu¬polev’s ANT 2 represented an advance over the Junkers concept of the all¬-metal (corrugated aluminum alloy), cantilever low wing monoplane. First flew on May 26, 1924.
ANT-2 Engine: 1 x Bristol Jupiter Max take-off weight: 836 kg / 1843 lb Wingspan: 10.5 m / 34 ft 5 in Length: 7.6 m / 25 ft 11 in Height: 2.1 m / 7 ft 11 in Max. speed: 170 km/h / 106 mph Ceiling: 3000 m / 9850 ft Crew: 1 Passengers: 2
In 1922 Tupolev designed the ANT-1. First flew on October 20, 1923.
ANT-1 Engine: 1 x Anzani Max take-off weight: 355 kg / 783 lb Empty weight: 205 kg / 452 lb Wingspan: 7.5 m / 25 ft 7 in Length: 5.0 m / 16 ft 5 in Height: 1.7 m / 6 ft 7 in Wing area: 10.0 sq.m / 107.64 sq ft Max. speed: 120 km/h / 75 mph Cruise speed: 100 km/h / 62 mph Ceiling: 400 m / 1300 ft Range: 400 km / 249 miles Crew: 1
Born in 1888, Andrei N Tupolev was an early pupil, at the Moscow Technical High School, of the internationally famous aerodynamicist, Professor N E Zhukovski. His studies and early gliding experiments were, however, interrupted in 1911 when he was arrested for revolutionary activities. During part of the first World War, Tupolev worked in the Duks aircraft factory in Moscow, then the largest in Russia.
After the Bolshevik Revolution, Tupolev became one of Zhukovski’s leading assistants in setting up the Central Aero and Hydro dynamics Institute (TsAGI). This brought together pre war Russian research establishments with other, newly created bodies, and in 1920 Tupolev became head of its design department (AGO) and president of commission to design and build all-metal aircraft 1922.
Initially followed Junkers formula, using corrugated metal skins; first to appear were ANT-1 and ANT-2 (A. N. Tupolev) cantilever monoplanes. Became head of AGOS department of the Moscow TsAGI in 1922; during 1920- 1936 most designs bore ANT designations although some emanated from his design team leaders, chief deputy A. A. Archangelskii, W. M. Petlyakov and P. O Sukhoi (e.g. Sukhoi designed ANT-25 and 37).
Tupolev’s first major design was ANT-4 (TB-1) heavy bomber of 1925, forerunner of several very large machines including ANT-6 (TB-3) bomber; ANT-9 commercial passenger transport and huge ANT-20 Maxim Gorkii propaganda aircraft of 1934. Also designed ANT-40 (SB-2) twin-engined medium bomber.
The enormous creativity of the Tu¬polev group stemmed in part from this designer’s ability to train and direct others, such as Sukhoi and Petlyakov. Petlyakov, for example, was responsible for the PE 8, a four en¬gine bomber that was larger and more powerful than the B 17.
In 1936 Tupolev was arrested during Stalin’s purges and condemned to death, but sentence commuted and after some five years’ imprisonment was released and restored to favour (ostensibly in recognition of Tu-2 medium bomber, designed while in prison) and given his own design bureau. After Second World War continued to place emphasis on large aircraft; Tu-4 copy of Boeing B-29 Superfortress helped win him a Stalin Prize in 1948.
Main early post-war products included Tu-14 twin-jet naval medium bomber; Tu-16 intermediate-range twinjet bomber (first flown April 1952; also produced in China as the Xi’an H-6); and a quartet of four-turboprop swept-wing giants: the Tu-95 long-range strategic bomber (first flown November 1952 and built up to 1992), Tu-142 naval variant for long-range antisubmarine warfare and communications relay (first flown June 1968), Tu-114 200-passenger transport based on Tu-95 (first flown November 1957) and Tu-126 AWACS aircraft (first flown 1962). Later military types included the twinjet Tu-22, the first Soviet supersonic bomber that first flew in 1959, and the Tu-128 very large all-weather interceptor (first flown March 1961), the variable-geometry wing Tu-22M Backfire intermediate- range Mach 1.8 bomber and missile launcher (first flown August 1969 and 514 built during 1971-90) and the variable-geometry wing Tu-160 Blackjack heavy missile bomber with a speed of Mach 2.05 and range of over 12,215km without in-flight refueling (first flown December 1981 and entered Soviet service from 1987), while projects include the Tu-204P maritime patrol derivative of the Tu-204 airliner, Tu-2000 hypersonic bomber, and a subsonic strealth bomber.
Early turbojet and turbofan powered transport aircraft included twin-jet Tu-104 (based on Tu-16 and first flown June 1955); Tu-124 (first flown March 1960); Tu-134 (first flown July 1963) and tri-jet Tu-154 (first flown October 1968). Tu-144 became, in December 1968, the first supersonic airliner in the world to fly. It exceeded Mach 2 for the first time in May 1970 and was the first of its type to enter regular service when, in December 1975, it began freighting for Aeroflot prior to initial passenger services in 1977. However, Tu-144 was not a success and services were terminated in June 1978; in November 1996 a converted Tu-144D flew again as the Tu-144LL, used thereafter for an international High-Speed Civil Transport research program to assist in the development of a nextgeneration supersonic transport.
Most recent Tupolev commercial transports, programs and projects include the convertible cargo/passenger Tu-130 (to fly on standard and liquid natural gas in the 21st century), Tu-136 projected light passenger/cargo transport with twin Pratt & Whitney turboprop engines, Tu- 155/Tu-156 conversions of Tu-154 to use cryogenic fuel engines (Tu-155 for research flew 1988), Tu-204 medium-range airliner for typically 214 passengers (first flown January 1989) and its projected Tu-206 cryogenic fuel derivative, Tu-214 and Tu-224 airliners based on Tu-204 but featuring increased take-off weights and longer range (first flight of Tu-214 March 1996), Tu-230 projected light/medium freighter, 166-passenger Tu-234 airliner as a short-length variant of Tu-204, Tu-244 projected supersonic airliner, Tu-304 and Tu-306 (cryogenic fuel variant) projected long-range airliners for up to 392 passengers, projected Tu-324 regional and business transport, Tu-330 and liquid-gas Tu-338 freighters, Tu- 334 medium-range airliner for typically 102 passengers (first flown February 1999) and its Tu-336 cryogenic fuel derivative, Tu-404 projected giant 850-seat airliner, and Tu-414 projected 70-passenger regional jet. Tupolev general-aviation projects include Tu-34 pressurized five/seven-seat STOL transport with twin turboprop engines and pusher propellers, Tu-54 single-seat agricultural monoplane, Tu-400 eight/ten-seat business jet with regional airliner potential, and Tu 4X4 four/seven seat business jet as smallest aircraft in the Tu- 324/400/414 range.
Designed by M.C.Tunison, the 1930 plywood Scout was in the $2500 class. Influenced by the French Antoinette Monobloc design, it has wide-chord, sparless, molded-plywood wings with only four ribs on each side, bias ailerons. A monocoque fuselage with a “vista dome” canopy and deep, faired gear with built-in landing lights. Won a $2,300 prize for design.
It was especially constructed for photographic work and equipped with skies to accompany the Antarctic Byrd Expedition. Over 1500 photos of the region were taken.
Tunison Scout NX425
First flown on 21 December 1928 (piloted by Jimmie Angel) it was registered NX247E c/n MC-1, re-registered NX425, then refitted with 600hp Miller and re-re-registered as NX13795.
Plans by financial group, Pacific Air Industries, to produce three models of the plane with 150-480hp motor options never materialized.
NX13795 is the Zion Tunison Scout c/n 1, according to the 1936 register: “Community of Zion, Elsinore CA; Zion Tunison Scout; 3PCLM; #1 ’34; Miller 600hp or 800hp.” This is probably N425 rebuilt. In 2/9/29, Air Transportation N425 is listed as a Junkers! “Scout Airplane Sales Co, Los Angeles CA. Long wing Junkers MC1 – Hispano-Suiza 3.” Tunison Scout might have been a heavily rebuilt Junkers-Larsen JL-6.
Engine: Wright-Hisso H-3, 300hp Wingspan: 36 ft 0 in Length: 29’0″ Useful load: 1391 lb Max speed: 190 mph Cruise speed: 165 mph Stall: 45 mph ROC: 1000 fpm Range: 600 mi Seats: 3
In 1934, USSR licensed the French Gnome-Rhone 14K aircraft engine producing 800 hp (595 kW), which entered production as the M-85 radial. The engine was subsequently modified to M-86 which produced 960 hp (715 kW) at takeoff thanks to increased supercharging and a higher compression ratio. First run in 1938, the M-87 was created to further increase the power output. Cylinders and pistons were revised to increase the compression ratio and the supercharger was redesigned. The resulting engine had better high-altitude performance and entered production in 1938. However, the engine proved unreliable and suffered from failure of gears in the reduction gearbox. Later the M-88 was designed to address the shortcomings of the M-87. At first the M-88 was not a success, but the designers persisted, and the M-88 was made into a reliable and widely produced engine. The M-87 was used in Ilyushin Il-4 and Sukhoi Su-2 bombers, and the Polikarpov I-180 fighter.
Specifications: M-87 Type: Two-row, 14-cylinder, air-cooled supercharged radial engine Bore: 146 mm (5.75 in) Stroke: 165 mm (6.5 in) Displacement: 38.72 L (2,363 cu.in) Dry weight: 640 kg (1,140 lb) Supercharger: Centrifugal type supercharger Cooling system: air Power output: 950 hp (710 kW) at 2,250 rpm for takeoff and at 4,500 m (14,765 ft) Specific power: 18.4 kW/L (0.4 hp/cu.in) Compression ratio: 6.1:1 Power-to-weight ratio: 1.1 kW/kg (0.8 hp/lb)
Tugan Aircraft Ltd built in 1936 six examples of the Gannet twin-engined, high-wing monoplane for cartographic survey/ambulance duties for the RAAF, designed by Wg Cdr L. J. Wackett. Taken over 1936 by Commonwealth Aircraft Corporation.
The seven-seat utility flew in RAAF colours from November 1935.
After Japan’s entry to the war in December 1941 they were used as air ambulances.
All Aero 